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.
Boeing and Leonardo Partner for U.S. Army’s Flight School Next Contract: A Strategic Shift in Military Aviation 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.
The Boeing-Leonardo Proposal: Turnkey Training and Proven Platforms
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 Leonardo AW119T: Technical Specifications and Training Capability
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.
Shifting Training Philosophy and Competitive Landscape
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.
Expert Perspectives and Industry Implications
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
Recent Developments and Next Steps
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.
Conclusion: Implications for Army Training and Industry
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.
FAQ
What is the “Flight School Next” program?
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.
Why is the Army moving away from the UH-72A Lakota?
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.
What aircraft are Boeing and Leonardo offering?
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.
Who are the main competitors for the contract?
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).
When will the contract be awarded?
The U.S. Army expects to award the contract in October 2026 after reviewing bids submitted by the October 31, 2025 deadline.
Sources:
Boeing Media Room
Photo Credit: Boeing
Defense & Military
NSPA Issues RFP for NATO Next Generation Rotorcraft Program
NSPA formally launches the NGRC Concept Design RFP, with four manufacturers competing for a six-nation helicopter replacement program.
The NATO Support and Procurement Agency (NSPA) has formally issued a Request for Proposal for the Concept Design phase of the Next Generation Rotorcraft Capability program, advancing a six-nation effort to replace aging medium multi-role Helicopters fleets.
Announced in a press release on August 10, 2026, the procurement targets a service entry between 2035 and 2040. The NSPA is managing the process on behalf of Canada, France, Germany, Italy, the Netherlands, and the United Kingdom. Four pre-qualified Manufacturers will compete in this phase: Airbus Helicopters, Leonardo Helicopters, The Boeing Company, and Sikorsky.
Advancing the concept design phase
The Request for Proposal (RFP) officially opened on July 31, 2026, and requires the four bidders to submit their concept design proposals by August 31, 2027, at 12:00 Paris Time. Under the procurement guidelines, each manufacturer can propose a maximum of two concept design solutions.
Maxime Martinez, Principal Procurement Officer for the Next Generation Rotorcraft Capability (NGRC) Programme at NSPA, confirmed the launch of the new phase.
I am pleased to announce that the NATO Support and Procurement Agency (NSPA) has launched the next phase of the Next Generation Rotorcraft Capability (NGRC) Programme: a formal Request for Proposals (RFP) to qualified bidders linked to the competition for the Concept Design phase of NGRC.
The NSPA is utilizing a procurement mechanism called Acquisition by Qualified Options. This framework allows the participating nations to evaluate digital trials within an in-house modeling and simulation environment before committing to physical prototypes. The agency plans to complete the bid evaluation process by the end of 2027, at which point it will deliver an evaluation summary report to the participating nations.
Industry positioning and proposals
The four pre-qualified bidders, selected following a Pre-Qualification Assessment that closed in October 2025, have already begun positioning their offerings for the multi-national replacement program.
In February 2026, Airbus Helicopters revealed two distinct concepts for the NGRC study. The European manufacturer is developing both a high-performance conventional helicopter and a high-speed compound rotorcraft that leverages technology from its Racer demonstrator program. Sikorsky, a Lockheed Martin company, announced in July 2026 that it would establish helicopter production facilities in Europe if the partner nations select its proposal.
The NSPA is encouraging broader industry participation through the primary bidders rather than direct submissions. Martinez stated that potential suppliers, technology providers, and industrial partners should engage directly with Airbus Helicopters, The Boeing Company, Leonardo Helicopters, or Sikorsky to contribute to the program.
AirPro News analysis
We view the NSPA decision to utilize the Acquisition by Qualified Options mechanism as a critical step in mitigating the technical and financial risks historically associated with clean-sheet rotorcraft development. By mandating digital trials in a simulated environment before advancing to physical prototypes, the participating nations can rigorously evaluate the aerodynamic and operational viability of complex designs, such as the compound concept proposed by Airbus Helicopters.
Sikorsky’s preemptive commitment to European production highlights the intense political and economic stakes of the NGRC program. With five European nations and Canada funding the development, North American bidders like Sikorsky and The Boeing Company will likely need to guarantee substantial industrial offsets and local manufacturing to remain competitive against indigenous European prime contractors like Airbus and Leonardo. The requirement for up to two concepts per bidder also provides the NSPA with a broad spectrum of conventional and advanced high-speed rotorcraft options to evaluate against the harmonized operational baseline.
Photo Credit: Airbus
Defense & Military
HAL and Safran Sign Aravalli Engine Co-Development Contract
HAL and Safran finalize the Aravalli engine contract via SAFHAL JV to power India’s IMRH and DBMRH helicopters by 2032-2033.
Hindustan Aeronautics Limited (HAL) and Safran Helicopter Engines have finalized a contract to co-develop the new-generation Aravalli engine, marking a definitive shift in Indian aerospace manufacturing from licensed production to indigenous propulsion design.
The agreement, signed on August 26, 2026, in Bengaluru, India, formalizes the design, development, manufacture, and lifecycle support of the engine through SAFHAL Helicopter Engines Pvt. Ltd. SAFHAL is a 50:50 joint venture between the two aerospace manufacturers. The Aravalli engine is slated to power India’s future 13-ton Indian Multi-Role Helicopter (IMRH) and its naval variant, the Deck-Based Multi-Role Helicopter (DBMRH).
Technical specifications and manufacturing
The Aravalli engine will operate in the 3,500 to 4,000 shaft horsepower (shp) class. Under the terms of the agreement, HAL will gain access to core engine technologies, including the high-pressure compressor, power turbine, and accessory gearbox. This technology transfer is designed to build domestic intellectual property and expertise in high-power engine design.
Manufacturing operations for the Aravalli program will be based at HAL’s facility in Tumakuru, Karnataka. Safran Helicopter Engines Chief Executive Officer Cédric Goubet noted the precedent set by the agreement in a press release issued by HAL.
“This is the first time Safran HE has taken up such a class of engine as co-development. The Aravalli engine programme represents a new chapter in the strategic relationship between France and India, combining the expertise of our teams to develop propulsion systems for future Indian rotorcraft.”
Development timeline and strategic shift
The final contract follows a multi-year negotiation and planning phase. HAL and Safran initially signed a Memorandum of Understanding for the project in July 2022, followed by detailed workshare discussions at Aero India in February 2023. The companies executed an airframer contract on August 30, 2024, to commence joint design work.
The design and development phase is targeted for completion between 2032 and 2033. Once operational, the IMRH platform is intended to replace the Indian Air Force’s aging fleet of Mil Mi-17 Helicopters. HAL Chairman and Managing Director Ravi K emphasized the domestic industrial impact of the program.
“The signing of this contract marks a significant step forward in India’s pursuit of self-reliance in aero-engine technologies. Through this collaborative programme with SAFHAL and Safran Helicopter Engines, we are creating a strong foundation for powering next-generation Indian helicopter platforms.”
AirPro News analysis
The Aravalli engine contract represents a critical maturation point for India’s defense aviation sector. Historically, Indian aerospace manufacturing has relied heavily on licensed production of foreign designs, which limits domestic engineering capability and intellectual property ownership. By securing a 50:50 co-development structure that includes core engine components like the high-pressure compressor and power turbine, we view this agreement as a foundational step toward true Propulsion independence for the Indian military. If the 2032 to 2033 development timeline holds, HAL will be positioned not just as an assembler, but as a primary original equipment Manufacturers (OEMs) for high-power rotorcraft engines.
Sources: Hindustan Aeronautics Limited
Photo Credit: Hindustan Aeronautics Limited
Defense & Military
Raytheon Wins $603M Contract for B-52H Radar Modernization
Raytheon secures $603M USAF contract to produce the AN/APQ-188 AESA radar for the B-52H fleet under the B-52 Radar Modernization Program.
This is a developing story. Information may change as official details are released.
Raytheon has secured a $603,000,000 sole-source contract from the U.S. Air Force (USAF) to produce and sustain the new AN/APQ-188 radar for the Boeing B-52H Stratofortress fleet, advancing a critical modernization effort despite the recent loss of the program’s primary test aircraft.
The U.S. Department of Defense announced the indefinite-delivery/indefinite-quantity (IDIQ) contract on August 25, 2026, following the official award on August 21, 2026. The agreement establishes the ceiling value for the production phase of the B-52 Radar Modernization Program (RMP). The Air Force Life Cycle Management Center (AFLCMC) at Wright-Patterson Air Force Base (FFO) in Ohio is the contracting activity, obligating $46,008,396 in fiscal 2026 aircraft procurement funds with the initial delivery order.
Upgrading the B-52 radar capabilities
The RMP replaces the bomber’s 1960s-era mechanically scanned AN/APQ-166 radar with the Raytheon AN/APQ-188, an Active Electronically Scanned Array (AESA) system. The new Radar-Systems is a derivative of the AN/APG-79 used on the F/A-18 and forms a cornerstone of the broader B-52J upgrade package designed to keep the fleet operational into the 2050s.
According to the Department of Defense, Raytheon will perform the contract work across multiple facilities, including Forrest, Mississippi; El Segundo, California; McKinney, Texas; and Warner Robins, Georgia. The contract is expected to be completed by August 20, 2031.
Program continuity following testbed loss
The production contract award follows a major setback for the RMP during the flight testing phase. On June 15, 2026, the sole B-52 radar testbed aircraft crashed shortly after takeoff at Edwards Air Force Base (EDW) in California. The USAF confirmed the accident resulted in the deaths of all eight crew members on board, which included military personnel, government civilians, and contractors. The official cause of the accident remains under Investigation by the USAF.
Despite the loss of the initial testbed, military officials have confirmed the modernization program will proceed. According to reporting by DefenseScoop, Col. Spencer Turner, the B-52 System Program Manager, stated that the original acquisition strategy always included two test aircraft.
Turner confirmed that work on the second aircraft is actively underway at The Boeing Company facility in San Antonio, Texas. He noted that the service expects to “complete the full modification and put the full radar suite onto the aircraft this year and proceed with testing.” Following the June 15, 2026 accident, the active USAF fleet stands at 75 B-52H bombers.
AirPro News analysis
The decision to award a $603,000,000 production contract just two months after the loss of the primary testbed underscores the firm commitment of the USAF to the B-52J upgrade timeline. Because the AN/APQ-188 is heavily derived from an existing, mature AESA system, the service likely views the radar technology itself as low-risk, separating the radar’s production readiness from the ongoing investigation into the June 15 accident. We note that delaying the production contract until a second testbed completes flight trials would have likely pushed the B-52J initial operational capability timeline to the right, a delay the USAF appears unwilling to accept as it plans to operate the airframe for another three decades.
Sources: U.S. Department of Defense
Photo Credit: US Air Force
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