Defense & Military
NATO Next Generation Rotorcraft Program Advances with Industry Proposals
NATO’s NGRC program refines helicopter replacement plans as Airbus, Leonardo, and Sikorsky submit detailed concepts by 2026 deadline.
Refining the Future of NATO Rotorcraft: From Concepts to Reality
As we move through late 2025, the landscape of military aviation is witnessing a pivotal shift. The NATO Next Generation Rotorcraft Capability (NGRC) program, an ambitious initiative designed to replace roughly 1,000 medium-lift Helicopters across the alliance, has transitioned from theoretical wish lists to concrete engineering proposals. We are seeing a critical phase where industrial reality meets operational ambition, forcing a refinement of what the next decades of vertical lift will look like for member nations including France, Germany, the UK, Italy, and others.
The significance of this moment cannot be overstated. For years, the NGRC program operated on a set of high-level requirements, seeking aircraft that were faster, flew further, and carried more than current fleets, all while aiming for a challenging flyaway cost target of under €35 million. However, recent concept studies submitted by major aerospace Manufacturers have initiated a “reality check.” These submissions are not merely design contests; they are the data points NATO requires to finalize its requirements by July 2026.
We are observing a distinct move away from “paper planes” toward militarized evolutions of existing technology demonstrators. The industry heavyweights, Airbus, Leonardo, and Sikorsky, have put forward designs that balance aerodynamic performance with the brutal necessities of combat, such as door gunner fields of fire and rapid troop egress. This feedback loop is currently reshaping the program’s expectations, moving the focus from pure speed to pragmatic, survivable utility.
Analyzing the Industry Contenders
The concept studies submitted to the NATO Support and Procurement Agency (NSPA) reveal three distinct strategic approaches to solving the lift equation. Each manufacturer has interpreted the requirement for a medium-lift replacement, scheduled for service entry around 2035–2040, through the lens of their specific technological heritage.
Leonardo and the Tiltrotor Commitment
Leonardo, partnering with Bell, has taken perhaps the most definitive stance by proposing a single, high-performance architecture. Their concept centers on a massive 17-tonne tiltrotor design. This aircraft draws heavily from the success of the Bell V-280 Valor, which has been selected by the U.S. Army. Unlike earlier tiltrotors where the entire engine nacelle rotated, this new concept features fixed engines with tilting rotors. This engineering choice is crucial as it reduces mechanical complexity and, vitally for military operators, improves the field of fire for door gunners, a historical weak point in tiltrotor utility.
This proposal prioritizes the upper tier of NATO’s speed and range requirements. By committing to a tiltrotor configuration, Leonardo is signaling that to meet the desire for speeds exceeding 220 knots (400 km/h) and ranges over 900 nautical miles, conventional physics must be left behind. The design also incorporates a V-tail empennage, further aligning it with modern high-speed vertical lift aesthetics and performance metrics.
It is notable that Leonardo is the only contender in this phase to submit a single, high-speed solution without a conventional backup. This suggests a high degree of confidence that NATO’s final requirements will mandate speed and range capabilities that traditional helicopters simply cannot achieve.
Airbus: Pragmatism Over Aerodynamics
Airbus Helicopters has adopted a dual-track strategy, offering NATO a choice between high-tech innovation and lower-cost reliability. Their primary high-speed concept is an evolution of the “Racer” compound helicopter demonstrator. However, in a significant move toward militarization, Airbus has abandoned the Racer’s signature “box-wing” or diamond-wing configuration. While the box-wing offered aerodynamic efficiency in civilian testing, it proved obstructive for military operations, blocking cabin access and hindering defensive weaponry.
The revised Airbus proposal features a long, conventional high-mounted wing paired with twin pusher propellers for speed and a traditional tail rotor for anti-torque. This change underscores the theme of “refinement.” We see engineering bowing to operational necessity; the ability for troops to fast-rope out of the cabin or for gunners to engage targets has taken precedence over pure drag reduction. This design aims to meet the high-speed targets while retaining the utility of a standard utility helicopter.
Additionally, Airbus has submitted a second concept: a conventional, “beefed-up” version of the H160. This serves as a baseline option, a recognition that if the budget constraints (the €35 million target) prove too tight for high-speed technology, NATO may need a modern, yet traditional, alternative.
The shift in design philosophy, specifically Airbus removing the box-wing to accommodate door guns, illustrates the critical difference between a technology demonstrator and a war machine.
Sikorsky: The X2 and the Safe Bet
Sikorsky, representing the Lockheed Martin powerhouse, has similarly hedged its bets with two distinct proposals. Their high-performance offering leverages the X2 technology, characterized by coaxial rigid rotors and a rear pusher propeller. This design lineage, seen in the Defiant X and Raider X, offers a “middle ground” speed capability of around 250 knots. It promises the hover agility of a helicopter with the forward speed of a compound aircraft, aiming to solve the agility issues sometimes associated with tiltrotors.
Parallel to the X2 concept, Sikorsky has offered a conventional option described as a highly advanced, up-scaled evolution of the UH-60 Black Hawk architecture. Much like the Airbus H160 proposal, this provides NATO with a “safe” off-ramp. If the technical risks or costs of the X2 or tiltrotor concepts are deemed too high during the review process, the alliance has a path to a capable, albeit slower, traditional helicopter that fits within a tighter fiscal envelope.
The Reality Check: Refining Requirements
The title of the recent industry updates regarding “refining” plans is indicative of the friction between ambition and physics. NATO’s initial “wish list” sought a platform that was exceptionally fast, had long operational range, carried a heavy payload (12–16 troops), and was affordable. The industry concepts have effectively demonstrated that achieving all these attributes simultaneously is an engineering paradox.
We are now seeing a trade-off analysis. High speed, achieved via tiltrotors or pusher props, inevitably drives up acquisition and maintenance costs. Conversely, adhering to the strict cost target likely dictates a conventional design, which necessitates sacrificing the speed and range advantages that drove the program’s creation in the first place. The current phase involves the NATO Support and Procurement Agency using these real-world concepts to stress-test their requirements before they are locked in July 2026.
This refinement process is likely to result in a compromise. We may see a relaxation of the top-end speed requirement (optimally >220 knots) to accommodate cost, or conversely, an acceptance of a higher price tag to secure the strategic advantage of speed and range. The inclusion of conventional “Plan B” options from both Airbus and Sikorsky suggests the industry is preparing for a scenario where budget wins over performance.
Conclusion
The NATO NGRC program has moved beyond the conceptual phase into the hard reality of procurement and engineering. With the submission of these studies, the path to replacing the alliance’s medium-lift fleet is becoming clearer, even if the final destination remains under negotiation. The decisions made between now and the selection of a preferred solution in 2027 will dictate the operational capabilities of European and Canadian forces for the mid-21st century.
Ultimately, the choice will likely hinge on interoperability and the strategic necessity of speed. With the U.S. Army already committing to the V-280 Valor, there is significant pressure on NATO to adopt a platform that can keep pace with American assets. Whether this leads to a European tiltrotor or a high-speed compound helicopter, the era of the conventional medium-lift utility helicopter appears to be evolving into something far more dynamic.
FAQ
Question: What is the NATO NGRC program?
Answer: The Next Generation Rotorcraft Capability (NGRC) is a NATO initiative to develop a new medium-lift helicopter to replace existing fleets (like the NH90 and Black Hawk) starting around 2035.
Question: Which companies are competing in the NGRC program?
Answer: The primary contenders providing concept studies are Airbus Helicopters, Leonardo (partnered with Bell), and Sikorsky (Lockheed Martin).
Question: When will the new helicopters enter service?
Answer: The current timeline projects the selection of a preferred solution by the end of 2027, with entry into service targeted for the 2035–2040 timeframe.
Sources
Photo Credit: Sikorsky X2
Defense & Military
Turkey and Spain in Talks for KAAN Fifth-Generation Fighter Export
Turkey’s TAI holds preliminary talks with Spain to export the KAAN stealth fighter amid Spain’s need to replace aging jets and FCAS delays.
Turkish Aerospace Industries (TAI) is currently engaged in preliminary government-to-government negotiations with Spain regarding the potential export of Turkey’s domestically developed fifth-generation stealth fighter, the KAAN. According to reporting by Turkish Minute, TAI Chief Executive Mehmet Demiroğlu confirmed the discussions during the SAHA 2026 International Defense and Air-Shows Exhibition in Istanbul.
If finalized, this agreement would mark a historic milestone in European defense procurement, representing the first time a Turkish fifth-generation fighter is exported to a NATO and European Union member state. The talks highlight a growing trend among European nations seeking sovereign control over their combat aviation assets and reducing reliance on traditional suppliers.
Spain is reportedly exploring the KAAN as a stopgap solution to replace its aging fleet of F/A-18 Hornets and AV-8B Harriers. This pivot follows Madrid’s rejection of the US-made F-35 Lightning II and ongoing developmental delays in the European Future Combat Air System (FCAS) program, which have left the Spanish Air and Space Force facing a critical capability gap.
The Catalyst for Spain’s Pivot
Rejection of the F-35 and FCAS Delays
Spain’s interest in the Turkish fighter stems from a complex mix of operational urgency, industrial ambition, and geopolitical friction. In August 2025, Madrid officially shelved plans to procure the Lockheed Martin F-35. Industry reports indicate this decision was heavily influenced by US restrictions on critical technology access and concerns over potential operational vetoes from Washington. Furthermore, diplomatic friction between Spanish Prime Minister Pedro Sánchez and US President Donald Trump has reportedly strained bilateral relations, pushing Spain to look for alternative defense partners.
Compounding the issue is Spain’s participation in the Future Combat Air System (FCAS). Co-developed with France and Germany, the next-generation fighter program has faced internal work-sharing disagreements and developmental hurdles. According to defense estimates, the FCAS is not expected to reach operational status until the mid-2040s, creating an urgent need for an interim solution.
The Hürjet Precedent
The groundwork for this potential KAAN acquisition was laid late last year. In late 2025, Spain approved a major Contracts to acquire between 30 and 45 Turkish Hürjet advanced jet trainers. Valued between €2.6 billion and €3.12 billion, the deal allows Airbus España to domestically integrate mission computers and selected Avionics. This arrangement, which designates the trainer as the SAETA II in Spain, established a successful template for industrial cooperation and technology transfer between the two nations.
Inside the KAAN Negotiations
Early Stages and Industrial Participation
The current negotiations remain in a very initial phase, involving both technical and political channels. Formal government-to-government discussions, coordinated on the Turkish side by the Presidency of Defense Industries (SSB), are expected to accelerate around 2027 as the KAAN program matures.
According to Turkish Minute, TAI Chief Executive Mehmet Demiroğlu confirmed the talks, noting that Spain expressed a strategic requirement for a “superior fifth-generation fighter.”
A critical selling point for Madrid is the promise of technology transfer. TAI is reportedly offering an industrial participation model similar to the Hürjet agreement. This framework would permit Spanish defense contractors to integrate their own electronic warfare systems, mission Software, and datalinks into the KAAN, ensuring sovereign control without the centralized foreign oversight required by US platforms.
Technical Profile of the KAAN Fighter
Development and Capabilities
The KAAN is a twin-engine, single-seat, fifth-generation stealth fighter designed with low-observable shaping, internal weapons bays, and an Active Electronically Scanned Array (AESA) Radar-Systems. TAI officials have publicly highlighted its twin-engine configuration and 10-ton ammunition capacity as distinct advantages over the single-engine F-35.
The aircraft is currently in its prototype and developmental testing phase. It completed its Maiden-Flight on February 21, 2024, followed by a second test flight on May 6, 2024. Additional prototypes are scheduled for completion in 2026 and 2027.
Production and Export Goals
Domestically, the KAAN is slated to replace the Turkish Air Force’s F-16 fleet beginning in the 2030s. TAI aims to deliver 20 Block-10 aircraft between 2028 and 2030, with hundreds more projected by 2033. On the export front, Spain would become the second major international customer if the deal proceeds. In 2025, Indonesia signed a $10 billion agreement for 48 KAAN fighters, a deal that also featured extensive technology transfer and manufacturing collaboration.
Strategic Implications
AirPro News analysis
We observe that Madrid’s preliminary talks with Ankara signal a profound shift in NATO combat aviation strategy. By prioritizing national sovereignty and software control over the immediate operational maturity of established platforms like the F-35, Spain is charting a more autonomous defense posture. This approach allows European nations to maintain their domestic aerospace industries while bridging the gap to future indigenous programs like the FCAS.
For Turkey, securing a prominent Western European buyer would catapult its defense industry into the upper echelon of global arms exporters. This move threatens to fracture the long-standing transatlantic monopoly over fifth-generation fighter exports, proving that emerging defense sectors can successfully compete by offering flexible, sovereignty-focused industrial packages.
Frequently Asked Questions
- What is the KAAN fighter jet?
The KAAN is a twin-engine, fifth-generation stealth fighter developed by Turkish Aerospace Industries (TAI). It features advanced sensor fusion, an AESA radar, and internal weapons bays. - Why is Spain interested in a Turkish fighter?
Spain urgently needs to replace its aging F/A-18 Hornets and AV-8B Harriers. Having rejected the US F-35 due to technology restrictions and facing delays with the European FCAS program, Spain views the KAAN as a viable stopgap that offers sovereign control over mission software. - When will the KAAN be operational?
The aircraft is currently in the prototype testing phase. TAI aims to deliver the first 20 Block-10 aircraft to the Turkish Air Force between 2028 and 2030.
Sources
Photo Credit: TUR Defence Industries Presidency
Defense & Military
Türkiye Signs Contract for Mass Production of KAAN Stealth Fighter
Türkiye formalizes contract to produce 20 KAAN fifth-generation stealth fighters by 2030, with export deals to Indonesia and talks with Spain.
This article summarizes reporting by Anadolu Agency.
On May 6, 2026, Türkiye achieved a major milestone in its defense sector by signing the first procurement contracts for the mass production of the KAAN, its domestically developed fifth-generation stealth fighter. The agreement was formalized at the SAHA 2026 International Defense and Aerospace Exhibition in Istanbul, according to reporting by Anadolu Agency.
The contract officially transitions the KAAN from its prototype and development phase into serial production. The Turkish Air Force is scheduled to receive an initial batch of 20 Block-10 aircraft between 2028 and 2030. This procurement represents a critical step in Ankara’s long-term strategy to replace its aging F-16 fleet and establish aerospace sovereignty.
Alongside the KAAN agreement, officials also signed a serial production contract for the ANKA-3 unmanned combat aerial vehicle (UCAV). Industry research indicates the ANKA-3 is designed to operate as a “loyal wingman” alongside the KAAN, utilizing a modern Manned-Unmanned Teaming (MUM-T) concept.
Contract Details and Delivery Timelines
Formalizing the Agreement
The historic signing ceremony featured key figures in the Turkish defense industry, including Haluk Görgün, President of the Defense Industries Secretariat (SSB); Ömer Cihad Vardan, Chairman of Turkish Aerospace Industries (TAI); and Mehmet Demiroğlu, CEO of TAI.
The initial order focuses on the Block-10 variant of the KAAN. Delivery of these 20 jets to the Turkish Air Force Command is slated to begin in 2028 and conclude by the end of 2030, as outlined in the provided research data.
“Starting from 2028, we aim to deliver 20 Block-10 KAAN aircraft to the HKK by the end of 2030,” stated Haluk Görgün, Head of the Defense Industries Secretariat.
Company leadership emphasized that this initial procurement is just the beginning of a much larger production run.
“The initial sale was made for the first batch of 20 Block 10 aircraft… Over time, we expect the numbers to increase,” noted TAI CEO Mehmet Demiroğlu.
Technical Specifications and Engine Development
Fifth-Generation Capabilities
Initiated in 2010 and officially contracted for development in 2016, the KAAN completed its maiden flight on February 21, 2024. The twin-engine, single-seat aircraft is designed to compete with other fifth-generation fighters by prioritizing stealth, survivability, and sensor fusion.
According to technical specifications provided in the research data, the KAAN features a wingspan of 13.4 to 14 meters and a length of 20.3 meters. It boasts a projected maximum speed of Mach 1.8 to Mach 2.0 and a service ceiling exceeding 55,000 feet. The aircraft is equipped with an Active Electronically Scanned Array (AESA) radar developed by Aselsan, alongside advanced electronic warfare suites and AI-assisted mission systems.
The Path to Propulsion Independence
A critical element of the KAAN program is its propulsion system. Early prototypes and the initial Block-10 production models will utilize American-made General Electric F110 engines. However, to ensure full export independence, Türkiye is developing an indigenous turbofan engine known as the TF35000.
Unveiled in May 2025, the TF35000 is being developed by TAI Engine Industries (TEI) and TRMotor. The engine is designed to produce 35,000 pounds of thrust, which will enable supercruise capabilities. Prototype production is expected to begin in 2027, with integration into the Block-30 KAAN platforms targeted for 2032.
Global Implications and Export Markets
Disrupting the Defense Market
The KAAN program is positioning Türkiye as a viable alternative for nations seeking fifth-generation fighter capabilities without the political restrictions often associated with Western defense contractors.
In July 2025, Indonesia became the first export customer for the KAAN, signing a $10 billion contract for 48 aircraft. This 10-year delivery agreement includes extensive technology transfer and the establishment of local aerospace infrastructure in Indonesia, according to industry reports.
Furthermore, as of May 2026, Spain is reportedly in preliminary government-to-government talks with Türkiye regarding a potential acquisition of the KAAN. Following Madrid’s rejection of the F-35 and delays in the European Future Combat Air System (FCAS) program, Spain is reportedly drawn to Türkiye’s offer of deep technology transfer, a model previously established when Spain purchased Turkish Hürjet trainer aircraft.
AirPro News analysis
At AirPro News, we view the transition of the KAAN from development to serial production as a watershed moment for Türkiye’s defense autonomy. The phased shift from US-made General Electric engines to the domestic TF35000 will be the ultimate test of the program’s long-term viability and export potential.
Additionally, the simultaneous procurement of the ANKA-3 drone highlights a forward-looking operational doctrine. By adopting next-generation manned-unmanned teaming (MUM-T) tactics early in the production cycle, the Turkish Air Force is aligning its capabilities with the most advanced aerospace strategies globally. The export interest from nations like Indonesia and Spain underscores a growing demand for flexible, technology-sharing defense partnerships that traditional suppliers often withhold.
Frequently Asked Questions
- When will the Turkish Air Force receive the first KAAN fighters?
The first batch of 20 Block-10 KAAN aircraft is scheduled for delivery between 2028 and 2030. - What engine does the KAAN use?
Initial Block-10 models will use American-made General Electric F110 engines. Future Block-30 models, expected by 2032, will use the domestically developed TF35000 engine. - Has any other country purchased the KAAN?
Yes, Indonesia signed a $10 billion contract for 48 aircraft in July 2025. Spain is also in preliminary talks as of May 2026.
Sources
Photo Credit: Anadolu Agency
Defense & Military
Jet Aviation Delivers First Pilatus PC-24 to French Navy Fleet
Jet Aviation delivers the first Pilatus PC-24 to the French Navy under a 10-year dry lease, replacing the Falcon 10MER for training and transport missions.
This article is based on an official press release from Jet Aviation.
On May 8, 2026, Jet Aviation announced the delivery of the first of three Pilatus PC-24 aircraft to the French Navy (Marine Nationale). This milestone marks the beginning of a critical fleet modernization program designed to replace the Navy’s aging Dassault Falcon 10MER aircraft, which have been in service for nearly five decades.
The delivery is part of a comprehensive 10-year contract awarded to Jet Aviation France by the French Direction de la Maintenance Aéronautique (DMAé) in late 2025. Under this agreement, Jet Aviation provides a turnkey “dry lease” solution, handling aircraft acquisition, leasing, and full on-site sustainment, while the French Navy operates the flights.
The new fleet will be operated by the Escadrille 57S squadron, stationed at the Landivisiau Naval Air Base (BAN Landivisiau) in Brittany, France. According to the official press release, this arrangement ensures seamless operational readiness for the Navy’s specialized training and transport missions.
Fleet Modernization and the DMAé Contract
Transitioning from the Falcon 10MER
The French Navy has relied on the Dassault Falcon 10MER (DA10) since 1975 for a variety of missions, including pilot training, VIP transport, and liaison duties. Due to the advancing age of these airframes, the fleet is scheduled for a phased withdrawal from service between 2026 and 2027, according to industry reports.
To bridge this capability gap, the DMAé initiated a competitive bidding process, ultimately selecting Jet Aviation. The resulting 10-year dry lease contract represents a modern approach to military procurement, shifting the burden of ownership and maintenance to the private sector while allowing the military to focus purely on operations.
Jet Aviation’s On-Site Support
Beyond simply leasing the aircraft, Jet Aviation is deploying a dedicated on-site team at the Landivisiau base. This team is responsible for line and base maintenance, tooling, infrastructure, and Continuing Airworthiness Management Organisation (CAMO) services.
Jeremie Caillet, President of Jet Aviation, highlighted the collaborative effort in the company’s press release:
“This is the culmination of many months of collaboration and partnership between our team, the DMAé and Pilatus, and it has been a privilege to work together to bring these aircraft into service… By bringing together aircraft ownership, leasing and sustainment within a single solution, we deliver seamless support tailored to the specific operational requirements of the French Navy fleet.”
The Pilatus PC-24 “Super Versatile Jet”
Aircraft Specifications and Capabilities
The first delivered aircraft, registered as F-HJAH (Manufacturer Serial Number 619), is a Pilatus PC-24. A second aircraft, registered as F-HJAI (MSN 620), has recently completed its test flights and is currently undergoing interior outfitting. The remaining two jets are expected to be delivered at approximately six-month intervals.
The twin-engine jet boasts a cruise speed exceeding 800 km/h and a range of up to 3,700 km. It can accommodate up to nine passengers plus a pilot and features a standard large cargo door, making it highly adaptable for urgent freight or medical evacuation missions.
Furthermore, the aircraft is certified for single-pilot operations and is uniquely designed to operate from short, unpaved, and unprepared runways, utilizing the modern Pilatus ACE digital cockpit.
Mission Profile: The “Flying Classroom”
The French Navy intends to utilize the PC-24s primarily as “flying classrooms.” Their mission profile includes Instrument Flight Rules (IFR) training for Rafale M fighter pilots, periodic proficiency checks, urgent cargo transport, and general liaison duties.
Fabien Fuster, VP Government Services EMEA at Jet Aviation, emphasized the company’s readiness to support these specialized missions:
“We bring some 60 years of maintenance expertise including some four decades providing dedicated support to governmental fleets. Our team has been working with the squadron on-site to establish the personnel, tooling, infrastructure and processes required to provide seamless maintenance and airworthiness support…”
Broader Industry Implications
AirPro News analysis
We observe that the French Navy’s acquisition of the Pilatus PC-24 underscores a growing global trend of military forces adopting this specific airframe for multi-role utility and training. The PC-24 is already in use or on order by several international operators, including the Swiss Federal Council, the Qatar Emiri Air Force, the Spanish Air and Space Force, and the Indonesian Air Force.
Additionally, the structure of the DMAé contract highlights a broader shift toward turnkey leasing in military procurement. Rather than purchasing non-combat support aircraft outright, armed forces are increasingly turning to private aviation companies for “power-by-the-hour” or dry-lease agreements. This strategy effectively reduces upfront capital expenditure while ensuring high fleet availability through private-sector maintenance expertise.
Frequently Asked Questions
When will the remaining PC-24 aircraft be delivered to the French Navy?
Following the May 2026 delivery of the first aircraft, the remaining two PC-24s are expected to be delivered in phases at roughly six-month intervals.
What will happen to the French Navy’s Falcon 10MER fleet?
The aging Dassault Falcon 10MER fleet, which has been in service since 1975, is scheduled to be gradually withdrawn from service between 2026 and 2027.
Who is responsible for maintaining the new PC-24 fleet?
Under the 10-year dry lease contract, Jet Aviation owns the aircraft and provides full on-site sustainment, including line and base maintenance, at the Landivisiau Naval Air Base.
Sources:
Photo Credit: Jet Aviation
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