Defense & Military
Boeing and Leonardo Partner for US Army Flight School Next Contract
Boeing and Leonardo propose the AW119T helicopter for the US Army Flight School Next program to modernize rotary-wing pilot training.
The U.S. Army’s ongoing efforts to modernize its aviation training have reached a pivotal juncture with the launch of the “Flight School Next” initiative. Announced in October 2025, this program is designed to reform how the Army trains its next generation of rotary-wing aviators, replacing the current training fleet and instructional approach at Fort Rucker, Alabama. The partnership between Boeing and Leonardo, two established leaders in aerospace and defense, signals a significant evolution in military training procurement and delivery.
At the heart of this initiative is a move away from the Airbus UH-72A Lakota, a twin-engine helicopter that has served as the Army’s primary trainer since 2015. The Army’s leadership, citing the need for more fundamental flying skills, is advocating for a return to single-engine helicopters for initial entry training. The new contract, structured as a Contractor-Owned, Contractor-Operated (COCO) service, will see the winning bidder provide not only aircraft but also maintenance, instructors, and simulators, essentially delivering a turnkey training solution for 900 to 1,500 Army aviators annually.
This article examines the Boeing-Leonardo partnership, the proposed solution, competitive landscape, and the broader implications for Army aviation training and industry stakeholders.
On October 13, 2025, Boeing and Leonardo announced their joint bid for the “Flight School Next” contract at the Association of the U.S. Army (AUSA) conference. This collaboration leverages Boeing’s extensive track record in military training and support with Leonardo’s experience in helicopter manufacturing. Boeing assumes the role of prime contractor, while Leonardo provides the aircraft, the AW119T, a single-engine helicopter with a notable operational pedigree.
The Boeing-Leonardo team is offering a comprehensive “turnkey” solution. This includes not just the helicopters themselves, but also a validated curriculum, advanced simulators, and a proficiency-based training program. The intent is to deliver a seamless training pipeline that addresses both current and future Army needs, while reducing operational risk through proven technologies and established support networks.
Boeing brings to the table its expertise from global training services, particularly with the U.S. Army’s AH-64 Apache program. This encompasses a blend of live, virtual, and constructive simulation, cockpit-procedure trainers, and instructor development. Leonardo, meanwhile, offers the AW119T, an aircraft already in use by the U.S. Navy as the TH-73A Thrasher, a fact the team highlights as a key risk mitigator and readiness enabler.
The AW119T stands out as a single-engine helicopter engineered for robust training environments. Its Pratt & Whitney PT6B-37A engine delivers reliable performance, supporting 1-2 crew members and up to 6-7 passengers. The aircraft boasts a maximum cruise speed of 130 knots (241 km/h) and has accumulated over 100,000 flight hours, including more than 16,000 under instrument flight rules (IFR).
Critically, the AW119T is designed for comprehensive training scenarios. It can perform full touchdown autorotations and in-flight emergency procedures, essential for instilling foundational pilot skills. Safety is further enhanced by crashworthy seating and fuel systems. The variant in Navy service, the TH-73A, is already operated in significant numbers, 130 units, at facilities near Fort Rucker, providing logistical and operational continuity should the Army select this platform. The Boeing-Leonardo proposal also includes an integrated sustainment network, with established support infrastructure in Florida. This is positioned as a means to deliver immediate capability and long-term value, minimizing transition risks and maximizing readiness for the Army’s training enterprise.
“The AW119T is a proven platform that already supports U.S. military training every day. With more than 100,000 flight hours accumulated and a sustainment network in place in Florida, Leonardo and Boeing are uniquely positioned to deliver immediate capability and long-term value to the Army through Flight School Next.”, Clyde Woltman, CEO, Leonardo Helicopters U.S.
The Army’s pivot to a single-engine, basic helicopter is rooted in a desire to cultivate stronger core flying skills among new aviators. According to Army Vice Chief of Staff General James Mingus, the advanced automation and twin-engine configuration of the UH-72A Lakota may have inadvertently limited cadets’ exposure to fundamental piloting tasks. The “Flight School Next” initiative is seen as a corrective, aligning training with the skills required for operational readiness in more complex platforms.
This strategic shift has drawn interest from a diverse array of industry competitors. Bell is offering its Bell 505 helicopter, emphasizing its own experience in military training. Lockheed Martin is pursuing a “platform agnostic” approach, proposing a turnkey solution using a third-party aircraft to best meet Army requirements. Airbus, the incumbent with the UH-72A, has advocated for retaining its aircraft and updating the training program. Other contenders include MD Helicopters with the MD 530F and a partnership between Robinson Helicopter and M1 Support Services, offering the R66.
The procurement process, managed via a Commercial Solutions Opening (CSO), is designed to expedite selection and contract award. Initial bids are due by October 31, 2025, with a final decision anticipated in October 2026. The scale of the contract, one of the Army’s largest-ever COCO competitions, underscores the high stakes for both the military and the industry.
Industry leaders and Army officials alike have underscored the importance of the new training model. John Chicoli, Senior Director for Boeing Global Services, described the partnership as bringing together “two industry leaders to offer the Army a turnkey, innovative approach to rotary-wing training with an integrated, long-term training solution that increases aviator proficiency, operational and sustainment efficiencies and will deliver measurable value throughout the life of the program.”
From the Army’s perspective, the move is about more than just new aircraft. It represents a broader commitment to proficiency-based training, where cadets progress based on demonstrated skill rather than time in seat. This approach is expected to yield more capable and adaptable aviators, better prepared for the demands of modern military operations.
For Boeing and Leonardo, success in this competition could further solidify their positions in the U.S. defense training market, while providing a model for future public-private partnerships in military education and readiness.
“We want to go to a simple, single engine, basic helicopter, so that our pilots, when they come out of flight school, they are expert pilots.”, General James Mingus, Army Vice Chief of Staff
The Army’s commitment to the “Flight School Next” timeline has been evident in a series of public milestones. In June 2025, the Army issued a formal solicitation to industry. By September, the program was highlighted as a major Commercial Solutions Opening competition. The formal announcement of the Boeing-Leonardo partnership in October capped a period of intense industry activity, with all major contenders now preparing their proposals for the October 31 deadline. As the Army evaluates its options, criteria such as risk reduction, training effectiveness, and long-term sustainment will play a critical role. The presence of the AW119T in Navy service, coupled with Boeing’s training acumen, positions the Boeing-Leonardo team as a strong contender, though the outcome remains uncertain amidst robust competition.
The contract award, anticipated in October 2026, will shape the Army’s aviation training environment for years to come, with implications for doctrine, readiness, and industry relations.
The Boeing-Leonardo partnership for the “Flight School Next” contract represents a confluence of proven technology, integrated training solutions, and strategic industry collaboration. By offering a turnkey approach built around the AW119T, the team addresses the Army’s dual imperatives of risk reduction and readiness enhancement. The program’s structure, emphasizing contractor ownership and operation, reflects broader trends in defense procurement and public-private cooperation.
As the Army seeks to equip its next generation of aviators with foundational skills and operational flexibility, the outcome of this competition will serve as a bellwether for future training initiatives. Whether or not Boeing and Leonardo secure the contract, their proposal sets a benchmark for innovation and partnership in military aviation training, one that other stakeholders will likely seek to emulate in the years ahead.
What is the “Flight School Next” program? Why is the Army moving away from the UH-72A Lakota? What aircraft are Boeing and Leonardo offering? Who are the main competitors for the contract? When will the contract be awarded? Sources:
Boeing and Leonardo Partner for U.S. Army’s Flight School Next Contract: A Strategic Shift in Military Aviation Training
The Boeing-Leonardo Proposal: Turnkey Training and Proven Platforms
The Leonardo AW119T: Technical Specifications and Training Capability
Shifting Training Philosophy and Competitive Landscape
Expert Perspectives and Industry Implications
Recent Developments and Next Steps
Conclusion: Implications for Army Training and Industry
FAQ
The “Flight School Next” program is a U.S. Army initiative to modernize its initial entry rotary-wing aviator training by replacing the current fleet and adopting a contractor-owned, contractor-operated model for all aspects of training.
Army leadership believes that a simpler, single-engine helicopter will better develop fundamental pilot skills, as the twin-engine UH-72A’s automation may not provide enough basic flying experience for cadets.
They are proposing the Leonardo AW119T, a single-engine helicopter already in use by the U.S. Navy as the TH-73A Thrasher for primary helicopter training.
Other competitors include Bell (Bell 505), Lockheed Martin (platform-agnostic solution), Airbus (incumbent with the UH-72A), MD Helicopters (MD 530F), and Robinson/M1 Support Services (R66).
The U.S. Army expects to award the contract in October 2026 after reviewing bids submitted by the October 31, 2025 deadline.
Boeing Media Room
Photo Credit: Boeing
Defense & Military
Firehawk Aerospace Expands Rocket Motor Production in Mississippi Facility
Firehawk Aerospace acquires a DCMA-rated facility in Mississippi to boost production of solid rocket motors using 3D-printing technology.
This article is based on an official press release from Firehawk Aerospace.
On December 19, 2025, Firehawk Aerospace announced a significant expansion of its manufacturing capabilities with the acquisition of a specialized defense facility in Crawford, Mississippi. The Dallas-based defense technology company has secured a 20-year lease on the 636-acre site, which was formerly operated by Nammo Talley.
This acquisition marks a strategic pivot for Firehawk as it moves to address critical shortages in the U.S. defense supply chain. By taking over a facility that is already rated by the Defense Contract Management Agency (DCMA), the company aims to bypass the lengthy construction and certification timelines typically associated with greenfield defense projects. The site will serve as a hub for the full-system integration of solid rocket motors (SRMs), complementing the company’s existing R&D operations in Texas and energetics production in Oklahoma.
The Crawford facility is located in Lowndes County within Mississippi’s “Golden Triangle” region. According to the company’s announcement, the site is a “turnkey” defense asset designed specifically for handling high-grade explosives and munitions. The infrastructure includes assembly bays protected by one-foot-thick concrete walls and safety “blowout” walls designed to contain accidental detonations.
Because the facility was previously used by Nammo Defense Systems for the high-volume assembly of shoulder-launched munitions, such as the M72 LAW and SMAW systems, it retains the necessary regulatory certifications to allow for rapid operational ramp-up. Firehawk Aerospace CEO Will Edwards emphasized the urgency of this expansion in a statement regarding the deal.
“This acquisition strengthens Firehawk’s ability to address one of the nation’s most urgent defense challenges: rebuilding munition inventories that have been drawn down faster than they can be replaced.”
, Will Edwards, Co-founder and CEO of Firehawk Aerospace
The acquisition comes at a time when the Western defense industrial base is grappling with a severe shortage of solid rocket motors, which power critical systems like the Javelin, Stinger, and GMLRS missiles. Traditional manufacturing methods, which involve casting propellant in large batches that take weeks to cure, have created production bottlenecks.
Firehawk Aerospace intends to disrupt this model by utilizing proprietary 3D-printing technology to manufacture propellant grains. According to the press release, this additive manufacturing approach reduces production times from weeks to hours. The company has explicitly stated that the new Mississippi facility is being designed to achieve a production tempo of “thousands of rockets per month,” a significant increase over legacy industry standards. “While the current industrial base is built to produce thousands of rockets per year, we are building this site… to operate at a much higher production tempo… designing for throughput measured in thousands per month, not years.”
, Will Edwards, CEO
The expansion is expected to bring skilled jobs to the Golden Triangle region, which is increasingly becoming a hub for aerospace and defense activity. Mississippi Governor Tate Reeves welcomed the investments, noting the dual benefits of economic growth and national security support.
“Their acquisition in Crawford will bring skilled jobs to the region while directly contributing to the production capacity our nation needs.”
, Tate Reeves, Governor of Mississippi
From R&D to Mass Production: This acquisition signals Firehawk’s transition from a development-focused startup to a volume manufacturer. By securing a pre-rated facility, Firehawk has effectively shaved 2–3 years off its timeline, the period typically required to build and certify a new explosives handling site. This speed is critical given the current geopolitical demand for tactical munitions.
Supply Chain Decentralization: The move also highlights a strategy of decentralization. By distributing operations across Texas (R&D), Oklahoma (Energetics), and now Mississippi (Integration), Firehawk is building a supply chain that may prove more resilient than centralized legacy models. This geographic diversity also allows the company to tap into distinct labor markets and state-level incentives, such as Mississippi’s aerospace initiatives.
What is the significance of the DCMA rating? How does Firehawk’s technology differ from traditional methods? What was the facility used for previously?
Firehawk Aerospace Acquires Mississippi Facility to Scale Rocket Motor Production
Strategic Asset Details
Addressing the “Rocket Motor Crisis”
Regional Economic Impact
AirPro News Analysis
Frequently Asked Questions
A DCMA (Defense Contract Management Agency) rating verifies that a facility meets strict Department of Defense quality and safety standards. Acquiring a pre-rated facility allows Firehawk to begin production much faster than if they had to build and certify a new site from scratch.
Traditional solid rocket motors are cast in large batches, a process that requires weeks for the propellant to cure. Firehawk uses 3D-printing technology to print propellant grains, which allows for custom geometries and reduces the manufacturing time to mere hours.
The facility was formerly operated by Nammo Talley (now Nammo Defense Systems) for the assembly of shoulder-launched munitions, including the M72 LAW and SMAW systems.Sources
Photo Credit: Firehawk Aerospace
Defense & Military
20 Years of the F-22 Raptor Operational Capability and Upgrades
Lockheed Martin celebrates 20 years of the F-22 Raptor’s operational service, highlighting its stealth, combat roles, readiness challenges, and modernization.
Lockheed Martin has launched a campaign commemorating the 20th anniversary of the F-22 Raptor achieving Initial Operational Capability (IOC). In December 2005, the 27th Fighter Squadron at Langley Air Force Base in Virginia became the first unit to field the fifth-generation fighter, marking a significant shift in global air superiority.
According to the manufacturer’s announcement, the aircraft continues to define the benchmark for modern air combat. In a statement regarding the milestone, Lockheed Martin emphasized the platform’s enduring relevance:
“The F-22 Raptor sets the global standard for capability, readiness, and mission success.”
While the airframe was designed in the 1990s and first flew in 1997, the F-22 remains a central pillar of U.S. air power. The fleet, which consists of approximately 185 remaining aircraft out of the 195 originally built, has evolved from a pure air superiority fighter into a multi-role platform capable of ground strikes and strategic deterrence.
Since its operational debut, the F-22 has maintained a reputation for dominance, primarily established through high-end military aircraft exercises rather than direct air-to-air combat against manned aircraft.
Data from the U.S. Air Force and independent observers highlights the discrepancy between the Raptor’s exercise performance and its real-world combat engagements. During the 2006 Northern Edge exercise, its first major test after becoming operational, the F-22 reportedly achieved a 108-to-0 kill ratio against simulated adversaries flying F-15s, F-16s, and F/A-18s.
Despite this lethality in training, the aircraft’s combat record is distinct. The F-22 made its combat debut in September 2014 during Operation Inherent Resolve, conducting ground strikes against ISIS targets in Syria. To date, the aircraft has zero confirmed kills against manned enemy aircraft. Its sole air-to-air victory occurred in February 2023, when an F-22 utilized an AIM-9X Sidewinder missile to down a high-altitude Chinese surveillance balloon off the coast of South Carolina.
The primary driver of the F-22’s longevity is its low observable technology. Defense analysts estimate the Raptor’s Radar Cross Section (RCS) to be approximately 0.0001 square meters, roughly the size of a steel marble. This makes it significantly stealthier than the F-35 Lightning II and orders of magnitude harder to detect than foreign competitors like the Russian Su-57 or the Chinese J-20.
While Lockheed Martin’s anniversary campaign highlights “readiness” as a key pillar of the F-22’s legacy, recent Air Force data suggests a more complex reality regarding the fleet’s health. We note that maintaining the world’s premier stealth fighter comes at a steep logistical cost. According to data published by Air & Space Forces Magazine regarding Fiscal Year 2024, the F-22’s mission capable (MC) rate dropped to approximately 40%. This figure represents a decline from roughly 52% in the previous fiscal year and indicates that, at any given time, fewer than half of the Raptors in the inventory are flyable and combat-ready.
This low readiness rate is largely attributed to the fragility of the aircraft’s stealth coatings and the aging avionics of the older airframes. The Air Force has previously attempted to retire 32 older “Block 20” F-22s used for training to divert funds toward newer programs, though Congress has blocked these efforts to preserve fleet numbers. The contrast between the jet’s theoretical dominance and its logistical availability remains a critical challenge for planners.
Contrary to earlier projections that might have seen the F-22 retired in the 2030s, the Air Force is investing heavily to keep the platform viable until the Next Generation Air Dominance (NGAD) fighter comes online.
In 2021, the Air Force awarded Lockheed Martin a $10.9 billion contract for the Advanced Raptor Enhancement and Sustainment (ARES) program. This decade-long modernization effort aims to update the fleet’s hardware and software.
According to budget documents for Fiscal Year 2026, the “Viability” upgrade package includes several key enhancements:
These investments suggest that while the F-22 is celebrating its past 20 years, the Air Force intends to rely on its capabilities well into the next decade.
Sources: Lockheed Martin, U.S. Air Force
Two Decades of the Raptor: Celebrating the F-22’s Operational Milestone
Operational History and Combat Record
Exercise Performance vs. Combat Reality
Stealth Capabilities
AirPro News Analysis: The Readiness Paradox
Modernization and Future Outlook
The ARES Contract and Upgrades
Sources
Photo Credit: Lockheed Martin
Defense & Military
U.S. Navy Zero-G Helmet System Completes Critical Design Review
Collins Elbit Vision Systems completes design review for the Zero-G Helmet Display, reducing pilot weight load and enhancing safety for Navy aircraft.
This article is based on an official press release from Collins Elbit Vision Systems (RTX).
Collins Elbit Vision Systems (CEVS), a joint venture between RTX’s Collins Aerospace and Elbit Systems of America, has officially announced the completion of the Critical Design Review (CDR) for the Zero-G Helmet Mounted Display System+ (HMDS+). This milestone, finalized on December 12, 2025, marks a pivotal step in the U.S. Navy’s Improved Joint Helmet-Mounted Cueing System (IJHMCS) program.
The successful CDR effectively freezes the system’s design, confirming that the helmet meets the Navy’s rigorous requirements for safety, performance, and platform integration. With the design locked, the program now transitions into the airworthiness testing and integration phase, bringing the system closer to deployment aboard the F/A-18E/F Super Hornet and EA-18G Growler fleets.
According to the press release, the Zero-G HMDS+ is engineered to address long-standing physiological challenges faced by naval aviators while introducing “6th-generation” digital capabilities to existing 4.5-generation aircraft.
The Zero-G HMDS+ represents a significant departure from legacy analog systems. While previous iterations required pilots to physically attach heavy Night Vision Goggles (NVGs) for low-light operations, the new system integrates digital night vision directly into the visor. This integration streamlines cockpit operations and reduces the physical burden on the aircrew.
A primary driver for the Zero-G’s development is the reduction of head-borne weight. High-G maneuvers in fighter aircraft place immense strain on a pilot’s neck and spine, a hazard exacerbated by heavy, unbalanced legacy helmets. CEVS reports that the Zero-G system is more than 25 percent lighter than current market alternatives. Its name is derived from its optimized center of gravity, designed to minimize fatigue and long-term injury risks.
Capt. Joseph Kamara, the U.S. Navy Program Manager for Naval Aircrew Systems (PMA-202), emphasized the safety implications of the new design in a statement:
“Aircrew health and safety is our number one priority. The Zero-G being integrated through our IJHMCS program promises to relieve aircrew of neck and back strain and greatly improve ejection safety.”
Beyond ergonomics, the helmet utilizes a binocular waveguide display system. Unlike monocular reticles used in older models, this technology projects high-definition color symbology and video into both eyes, creating a fully immersive 3D view of the battlespace. The system is capable of “sensor fusion at the edge,” processing mission data and weapon information directly on the helmet to act as a primary flight instrument. Luke Savoie, President and CEO of Elbit Systems of America, highlighted the strategic necessity of this upgrade:
“Zero-G is providing sensor fusion at the edge… As fighter aircraft level-up, the HMDs of those systems need to as well.”
The Zero-G HMDS+ program has moved rapidly since CEVS was awarded a $16 million contract by the U.S. Navy in September 2023 for development and test support. Following the successful CDR in December 2025, the program is scheduled to undergo flight testing and Avionics integration throughout 2026 and 2027.
The U.S. Navy projects Initial Operational Capability (IOC) for the system in 2027. Once fielded, it is expected to equip aviators across the entire fleet of U.S. Navy and Royal Australian Air Force Super Hornets and Growlers, totaling more than 750 aircraft.
The completion of the CDR signals a critical maturity point for the Navy’s effort to modernize the human-machine interface in its tactical fleet. While much industry attention is focused on future platforms like NGAD (Next Generation Air Dominance), the Zero-G program illustrates the military’s commitment to maintaining the lethality and survivability of its existing backbone fleet.
By adapting technology originally matured for the F-35 Gen III helmet, CEVS is effectively retrofitting advanced situational awareness tools onto older airframes. This approach not only extends the combat relevance of the Super Hornet but also addresses the acute retention issue of pilot physical health. The shift to digital night vision and balanced weight distribution suggests that the Navy views pilot longevity as a critical component of fleet readiness.
Critical Design Review Completed for Navy’s Next-Gen Helmet
Technical Leap: The Zero-G HMDS+
Weight Reduction and Pilot Safety
Advanced Display Capabilities
Program Timeline and Deployment
AirPro News Analysis
Sources
Photo Credit: RTX
-
Commercial Aviation6 days agoVietnam Grounds 28 Aircraft Amid Pratt & Whitney Engine Shortage
-
Business Aviation3 days agoGreg Biffle and Family Die in North Carolina Plane Crash
-
Defense & Military4 days agoFinland Unveils First F-35A Lightning II under HX Fighter Program
-
Business Aviation3 days agoDassault Falcon 10X Prototype Begins Ground Tests in Bordeaux
-
Business Aviation4 days agoBombardier Launches Smart Router for Next-Gen Aircraft Connectivity