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
South Korea Grounds AH-1S Cobra Helicopters After Fatal Crash
South Korea suspends AH-1S Cobra helicopter operations following a fatal training crash amid delays in fleet replacement.
This article summarizes reporting by South China Morning Post and official statements from the South Korean military.
The South Korean military has ordered an immediate suspension of all AH-1S Cobra helicopters operations following a fatal accident on Monday morning. According to reporting by the South China Morning Post (SCMP), the crash occurred in Gapyeong and resulted in the deaths of two crew members. The grounding order remains in effect pending a comprehensive investigation into the cause of the incident.
The tragedy has renewed scrutiny over the Republic of Korea Army’s aging fleet of attack helicopters, many of which have surpassed their original intended service life. Military officials confirmed that the aircraft involved was conducting training maneuvers at the time of the accident.
The crash took place at approximately 11:04 AM KST on February 9, 2026. The aircraft, an AH-1S Cobra operated by the Army’s 15th Aviation Group, went down on a riverbank in Gapyeong County, located roughly 55 kilometers northeast of Seoul.
According to military briefings, the two crew members on board, both Warrant Officers, were recovered from the wreckage in cardiac arrest. They were transported to a nearby hospital but were subsequently pronounced dead.
Preliminary reports indicate the crew was engaged in “emergency landing procedures.” In rotorcraft aviation, this typically refers to autorotation training, a high-risk maneuver where pilots simulate engine failure to glide the helicopter safely to the ground using the energy stored in the spinning rotors. While standard for pilot certification, autorotation requires precise handling, particularly during the final “flare” phase near the ground.
The AH-1S Cobra has been a staple of South Korea’s anti-tank capabilities since its introduction between 1988 and 1991. However, the fleet is widely considered obsolete by modern standards. Estimates suggest the Army still operates between 55 and 70 of these airframes.
According to defense procurement plans previously released by the government, the AH-1S fleet was scheduled for retirement by 2024. The continued operation of these helicopters in 2026 points to significant delays in the full deployment of replacement platforms, specifically the AH-64E Apache Guardian and the domestically produced KAI LAH (Light Armed Helicopter). This is not the first time the aging Cobra fleet has faced safety questions. In August 2018, the fleet was grounded after a catastrophic mechanical failure in Yongin. During that incident, a main rotor blade separated from the fuselage during takeoff, leading to a crash landing. That failure was later attributed to a defect in the rotor strap assembly, highlighting the structural fatigue inherent in airframes that have been in service for nearly four decades.
The Risks of Legacy Training Modernization Pressure
South Korea Grounds AH-1S Cobra Fleet Following Fatal Training Crash
Incident Details and Casualties
Fleet Status and Delayed Retirement
Previous Safety Concerns
AirPro News Analysis
The crash in Gapyeong underscores a critical dilemma facing modernizing militaries: the necessity of training on “high-risk” airframes while awaiting delayed replacements. Autorotation training is inherently dangerous even in modern aircraft; performing these stress-inducing maneuvers on helicopters approaching 40 years of service compounds the risk profile significantly.
We anticipate this incident will accelerate political pressure on the Ministry of National Defense to expedite the retirement of the remaining AH-1S Cobras. While South Korea has become a major exporter of advanced defense hardware, such as the K2 tank and FA-50 light combat aircraft, the domestic reliance on Vietnam-era derivative helicopters creates a stark capability gap. The tragedy may force the military to prioritize the delivery of the KAI LAH to prevent further loss of life among aircrews operating obsolete equipment.
Sources
Photo Credit: Reuters
Defense & Military
Grid Aero Raises $20M to Deploy Long-Range Autonomous Airlift
Grid Aero secures $20M Series A funding to develop the “Lifter-Lite,” a long-range autonomous aircraft for military logistics in the Indo-Pacific.
This article is based on an official press release from Grid Aero.
Grid Aero, a California-based aerospace Startups, announced on January 26, 2026, that it has raised $20 million in Series A funding. The round was led by Bison Ventures and Geodesic Capital, with participation from Stony Lonesome Group, Alumni Ventures, Ubiquity Ventures, Calibrate Ventures, and Commonweal Ventures. The capital will be used to transition the company’s “Lifter-Lite” autonomous aircraft from prototype to a fielded platform, specifically targeting military logistics challenges in the Indo-Pacific region.
Unlike many entrants in the autonomous aviation sector that focus on electric propulsion, Grid Aero has developed a clean-sheet, conventional-fuel aircraft designed to address the “tyranny of distance.” By utilizing standard Jet-A fuel and a rugged fixed-wing design, the company aims to provide a heavy-lift solution capable of operating without traditional runway infrastructure.
According to the company’s announcement, the flagship “Lifter-Lite” aircraft prioritizes range and payload capacity over novel propulsion methods. The system is engineered to carry between 1,000 and 8,000 pounds of cargo, with a maximum range of up to 2,000 miles. This range capability allows for trans-oceanic flights, such as routes from Guam to Japan, which are critical for Pacific theater operations.
The aircraft utilizes a conventional turboprop engine, a strategic choice intended to ensure compatibility with existing military fuel supply chains. The design features Short Takeoff and Landing (STOL) capabilities, enabling operations from dirt strips, highways, or damaged runways where standard cargo planes cannot land.
Grid Aero was founded in 2024 by CEO Arthur Dubois and CTO Chinmay Patel. Dubois previously served as Director of Engineering at Xwing and was an early engineer at Joby Aviation. Patel, who holds a PhD in Aeronautics and Astronautics from Stanford, brings experience from Zee Aero (Kitty Hawk). The leadership team emphasizes a shift away from the “electric hype” of the urban air mobility sector toward pragmatic, physics-based solutions for defense logistics.
“We are building the pickup truck of the skies, a rugged, affordable, and autonomous logistics network capable of operating in austere environments.”
, Grid Aero Mission Statement
The Investments from Geodesic Capital, a firm known for fostering U.S.-Japan collaboration, highlights the strategic focus on the Indo-Pacific. The Department of Defense (DoD) has identified logistics as a primary vulnerability in potential conflicts where traditional supply lines may be contested. Grid Aero positions its technology as an “attritable” asset, low-cost, unmanned systems that can be deployed in volume without risking human crews. The Shift to Pragmatic Propulsion
While the broader autonomous aviation market has largely chased the promise of electric Vertical Takeoff and Landing (eVTOL) technologies, Grid Aero’s successful Series A raise signals a growing investor appetite for pragmatic, mission-specific engineering. Electric propulsion currently struggles with energy density, limiting most eVTOLs to ranges under 200 miles, insufficient for the vast distances of the Pacific.
By opting for a conventional turboprop engine, Grid Aero bypasses the battery bottleneck entirely. This decision allows the “Lifter-Lite” to integrate immediately into existing defense infrastructure (using Jet-A fuel) while offering ranges that are an order of magnitude higher than its electric competitors. For military buyers, the ability to repair an aluminum airframe in the field is often more valuable than the theoretical efficiency of composite electric platforms.
What is the primary use case for Grid Aero’s aircraft?
The aircraft is designed for “contested logistics,” delivering heavy cargo (1,000–8,000 lbs) over long ranges (up to 2,000 miles) to areas without standard runways, such as islands or forward operating bases.
Why does Grid Aero use conventional fuel instead of electric power?
Conventional Jet-A fuel offers significantly higher energy density than current battery technology, enabling the long ranges required for operations in the Pacific. It also ensures compatibility with existing military logistics chains.
Who are the lead investors in this round? The Series A round was led by Bison Ventures, a deep-tech VC firm, and Geodesic Capital, which specializes in U.S.-Japan expansion and security collaboration.
Is the aircraft fully autonomous?
Yes, the system is designed for fully autonomous flight operations, allowing for “fleet-scale” management where a single operator can oversee multiple aircraft simultaneously.
Grid Aero Secures $20M Series A to Deploy Long-Range Autonomous Airlift for Contested Logistics
The “Lifter-Lite” Platform: Capabilities and Design
Leadership and Engineering Pedigree
Strategic Context: Addressing Contested Logistics
AirPro News Analysis
Frequently Asked Questions
Sources
Photo Credit: Grid Aero
Defense & Military
Apogee Aerospace Signs $420M Deal for Albatross Amphibious Aircraft
Apogee Aerospace partners with Australia’s AAI to purchase 15 Albatross 2.0 amphibious planes and invest in India’s seaplane infrastructure.
This article summarizes reporting by The Economic Times.
In a significant development for India’s regional and maritime aviation sectors, Apogee Aerospace Pvt Ltd has signed a definitive agreement with Australia’s Amphibian Aerospace Industries (AAI). According to reporting by The Economic Times, the deal, finalized on February 5, 2026, is valued at approximately Rs 3,500 crore ($420 million) and involves the purchase of 15 Albatross 2.0 amphibian aircraft.
The partnership extends beyond a simple acquisition. Reports indicate that Apogee Aerospace will invest an additional Rs 500 crore ($60 million) to develop a domestic ecosystem for seaplanes in India. This infrastructure commitment includes a final assembly line, a Maintenance, Repair, and Overhaul (MRO) facility, and a pilot training center. The move appears strategically timed to align with the Indian Navy’s recent interest in acquiring amphibious capabilities.
The agreement outlines a comprehensive collaboration between the Indian entity and the Darwin-based manufacturer. As detailed in the report, Apogee Aerospace, a special purpose vehicle of the deep-tech defense firm Apogee C4i LLP, has secured 15 units of the G-111T Albatross. This modernized aircraft is a “revival” of the Grumman HU-16, a platform historically utilized for open-ocean rescue missions.
To cement the partnership, Apogee has reportedly invested $7 million (Rs 65 crore) directly into AAI’s parent company, Amphibian Aircraft Holdings. This equity stake grants the Indian firm a long-term interest in the Original Equipment Manufacturer (OEM). According to the timeline provided in the reporting, the first aircraft is expected to enter the Indian market within 18 to 24 months, with a demonstration aircraft likely arriving within six months.
A central component of the deal is the focus on “Make in India” initiatives. The Rs 500 crore investment is designated for establishing local capabilities that would allow Apogee to service the fleet domestically. This aligns with the Indian government’s Union Budget 2026-27, which explicitly offered incentives for indigenous seaplane manufacturing and viability gap funding for operators.
The aircraft at the center of this procurement is the Albatross 2.0, also known as the G-111T. While based on a legacy airframe, the new variants are being rebuilt in Darwin with significant modernizations. The Economic Times notes that AAI holds the type certificate for the aircraft, which is the only FAA and EASA-certified transport-category amphibian in its class.
Key upgrades to the platform include: The timing of this commercial agreement coincides with a major defense procurement opportunity. On January 10–12, 2026, the Indian Ministry of Defence (MoD) issued a Request for Information (RFI) seeking to wet-lease four amphibious aircraft for the Indian Navy. The Navy requires these assets for SAR operations, island logistics in the Andaman & Nicobar and Lakshadweep archipelagos, and maritime surveillance.
Industry observers suggest that the Apogee-AAI partnership intends to bid for this contract against established global competitors, most notably Japan’s ShinMaywa. The ShinMaywa US-2 has been evaluated by the Indian Navy for over a decade, but high unit costs, estimated at over $110 million per aircraft, have historically stalled acquisition efforts. In contrast, the Albatross 2.0 is positioned as a cost-effective alternative, with a claimed unit cost significantly lower than its Japanese competitor.
We view this deal as a calculated gamble by Apogee Aerospace to disrupt a defense procurement process that has been stagnant for years. By securing a commercial order and investing in local MRO, Apogee is likely attempting to present a “sovereign industrial capability” argument to the Ministry of Defence. This approach addresses two critical pain points for Indian defense planners: cost and indigenization.
However, risks remain. While the ShinMaywa US-2 is a proven, currently operational platform with extreme rough-sea capabilities, the Albatross 2.0 is effectively a remanufactured legacy aircraft from a company that is still ramping up production. The Indian Navy’s RFI calls for an immediate wet-lease solution. Whether AAI can meet the operational readiness requirements with a production line that is still maturing will be the key factor in the upcoming bid evaluation. The promise of a demo aircraft in six months will be the first real test of this partnership’s viability.
Sources: The Economic Times
Apogee Aerospace Signs $420M Deal for Albatross Amphibious Aircraft
Deal Structure and Investment Details
Domestic Manufacturing and MRO
The Albatross 2.0 (G-111T) Platform
Strategic Context: The Indian Navy Bid
AirPro News Analysis
Sources
Photo Credit: AAI
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