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
Defense Contracts
Air Force Expands Joby Autonomy Contracts After Cross-Country Tour
The US Air Force has raised its commitment to Joby’s autonomy contracts to nearly $37 million, with a $50 million testing ceiling.
The U.S. Air Force has added funding to Joby Aviation’s autonomous flight contracts, bringing its total commitment to nearly $37 million and raising the ceiling on Joby’s operational testing contract to $50 million. The money is aimed at autonomy software development and expanded operational testing in the Pacific.
Joby announced the expansion in a press release distributed on November 4, 2026, the same day it reported third quarter 2026 results. The agreements cover software integration and operational testing across two primary contracts with AFWERX, the Air Force’s innovation arm, and follow a cross-country tour in which a Joby-equipped Cessna Caravan logged 6,665 miles of autonomous flights, with landings in 11 states and integrated operations across 24 states.
What the Air Force is paying for
According to the release, the funding supports autonomy software development and expanded operational testing in the Pacific as the Air Force moves toward sustained autonomous logistics operations. Joby said the new contracts will focus on follow-on Pacific military exercises, and that the funding also supports ongoing design updates and safety reviews to extend the autonomy stack’s capabilities.
The two figures in the announcement measure different things. Nearly $37 million is the Air Force’s total commitment, while $50 million is a ceiling on the operational testing contract. In the forward-looking statements attached to the release, Joby lists Air Force funding and appropriations limits, and the possibility that a contract ceiling is not reached, among the risks to its plans.
JoeBen Bevirt, Founder and CEO of Joby Aviation, called the expansion “a powerful validation of the adaptability of Joby’s autonomy stack.” He said the system was designed to be platform-agnostic and that the funding “will accelerate our path to sustained uncrewed operations.”
Kate Brown, Contested Logistics Tactical Airlift Lead at AFWERX, said the goal is to “sustain cargo operations in contested environments” while reducing risk to aircrews and preserving crewed aircraft for the missions that need them.
From Agile Flag to a coast-to-coast tour
The autonomy system at the center of the contracts came to Joby through its acquisition of the autonomy division of Xwing, which Joby completed in June 2024. In an August 26, 2024 release, Joby said that team flew a fully autonomous Cessna 208B Grand Caravan for more than 3,900 miles between military bases and public airports in California and Nevada during the Air Force’s Agile Flag 24-3 exercise, with a safety pilot monitoring the aircraft. The aircraft completed a fully autonomous taxi, takeoff and landing at each of 9 locations, after the Xwing team had logged more than 2,800 miles of fully autonomous flight in Agile Flag 24-1 earlier that year.
“The return on investment for the U.S. Air Force with this technology is significant,” Col. Max Bremer, Air Mobility Command Special Access Program management officer, said in that release, explaining that using the system for smaller cargo frees larger cargo aircraft for tasks such as moving large parts or engines. According to Joby, the system delivered critical replacement parts 24 hours faster than conventional logistics during Agile Flag, and during REFORPAC exercises in August 2025 an aircraft in Hawaii was operated remotely from Guam, nearly 4,000 miles away. AirPro News covered Joby’s role in the REFORPAC 2025 exercise at the time.
The cross-country tour, part of Joby’s 2026 Electric Skies campaign, took the aircraft from Concord, California, to North Carolina’s Outer Banks with zero control inputs from its onboard safety pilot. Joby said in its September 18, 2026 release that the 3,199-mile eastbound flight was supervised remotely from Joby’s Autonomy Headquarters in California and from Shaw Air Force Base in South Carolina, where the aircraft demonstrated representative military flight operations. AirPro News reported on the transcontinental autonomous flight the following day.
Across the full multi-leg tour, Joby said the aircraft performed fully autonomous taxiing, takeoffs, route navigation and landings under remote supervision from up to 2,537 miles away. The September release gave a remote supervision distance of up to 2,323 miles for the eastbound transcontinental flight. A ground-based operator monitors each flight, updates routes and communicates with air traffic control in real time, and the autonomy stack has completed more than 400 fully autonomous flights, according to Joby.
Where defense fits in Joby’s business
Joby is best known for its piloted electric air taxi, and the November 4 release presents the autonomy work as part of a dual-use strategy covering defense logistics, cargo and emergency response. Its autonomous J208 operations are part of the White House-backed eVTOL Integration Pilot Program (eIPP) in Utah and North Carolina. North Carolina tour flights supported the North Carolina Department of Transportation’s eLIFT-NC initiative for statewide healthcare logistics, and western flights contributed to the Utah Department of Transportation’s multi-state uFLY coalition, which is evaluating high-altitude, extreme-environment airspace integration for the FAA.
Joby also plans to acquire Resonant Sciences, with closing expected early in 2027. In its third quarter 2026 results release, filed with the SEC on November 4, Joby described Resonant Sciences as an EBITDA-positive defense technology company with more than $100 million in trailing twelve-month revenue and said the deal would significantly expand its defense business. Closing conditions for the planned Resonant Sciences acquisition remain outstanding, according to the filing.
The same results release put third quarter 2026 revenue at $55 million, primarily from Blade, the passenger transportation business Joby operates in the United States and Europe. Joby said it is in the fifth and final stage of FAA type certification and has 17 aircraft in production.
Military Technology
Saab Demonstrates Autonomous BVR AI Agents on Gripen E
Saab unveiled in-house AI agents for autonomous BVR air combat on the Gripen E after two years of flight testing.
Saab AB has successfully demonstrated autonomous Beyond Visual Range (BVR) air combat capabilities using proprietary artificial intelligence agents integrated into a Gripen E fighter aircraft. The Swedish aerospace manufacturer officially unveiled the in-house technology on November 3, 2026, following approximately two years of airborne testing.
In a press release issued today, Saab confirmed the flight trials mark a critical step toward developing collaborative combat aircraft networks, where crewed and uncrewed systems operate as a coordinated force. The milestone underscores the company’s strategy to maintain sovereign control over its technology stack rather than relying entirely on external software providers.
Sovereign AI development and the Sferical facility
Saab centralized its artificial intelligence development under the AI Fighter Pilot Academy (AIFPA), an infrastructure designed to create, train, and evaluate AI agents. The department driving this initiative, Saab Advanced Programs, features a workforce where 40 percent of the staff hold doctorate-level qualifications, according to Aviation International News.
Peter Nilsson, Head of Advanced Programs at Saab Aeronautics, emphasized the operational focus of the project.
“We have not only built our own AI agents, but we have also flown them. This demonstrates our capability to develop AI agents that can be integrated into operational fighter aircraft. The future of air combat will not be defined by individual platforms acting alone, but by networks of crewed and uncrewed systems working together as a coordinated force. Through our ownership of the entire technology stack, we are building the capabilities needed for that future.”
To support this development, Saab recently implemented the Sferical AI facility in Linköping, Sweden. Part-owned by Saab, Ericsson, and AstraZeneca, the sovereign computing asset utilizes Nvidia’s DGX SuperPOD architecture. Aviation International News reported that the facility is powered by 1,152 Nvidia Grace Blackwell GB300 graphics processing units. This computing power allows Saab to run a one-hour flight test simulation one billion times in the same period, compared to just 1,200 times in a traditional central processing unit environment.
Speaking to Breaking Defense, Nilsson outlined the primary challenge facing the AIFPA following the successful flight trials.
“The harder question is how we turn this success into a dependable capability that can learn, improve, and be relevant over time… that is the true purpose of the AI Fighter Pilot Academy.”
Gripen E architecture and testing timeline
Saab, which employs approximately 31,000 people globally, utilized the Gripen E as the primary testbed for its AI agents. The aircraft features a software-defined architecture that segregates mission software from flight-critical functions. This separation enables the rapid integration and testing of new technologies without requiring dedicated experimental platforms or compromising safety of flight.
Prior to unveiling its in-house agents, Saab collaborated with third-party developers to validate the aircraft’s autonomous potential. On May 28, 2025, a Gripen E trials aircraft flew for the first time with the Centaur AI agent developed by Helsing, demonstrating initial BVR air combat capabilities.
Following these third-party trials, Saab transitioned to testing its proprietary agents. The company briefed journalists on the readiness of its in-house AI agents for operational deployment on October 30, 2026, before the official public unveiling on November 3, 2026.
Collaborative combat and future integration
The integration of artificial intelligence into combat aircraft aligns with a broader industry shift toward Collaborative Combat Aircraft (CCA) concepts. Defence contractors globally are developing networks where crewed fighters command uncrewed loyal wingman platforms.
Saab is actively testing the sensor networks required for these collaborative operations. On October 28, 2026, Saab and General Atomics Aeronautical Systems, Inc. (GA-ASI) successfully flight-tested an unmanned airborne early warning (AEW) capability, integrating Saab’s LoyalEye radar with an MQ-9B unmanned UAV.
Looking ahead, Saab anticipates that the Swedish Defence Materiel Administration (FMV) and the Swedish Air Force will absorb these AI agents into real-world operations within months or single digits of years, according to Aviation International News. In the interim, Saab plans to expand the capabilities of its agents by flying them in a broader range of scenarios, establishing the foundation for future uncrewed platforms.
AirPro News analysis
Saab’s insistence on sovereign, in-house artificial intelligence development contrasts with competitors who heavily outsource to commercial technology firms. By owning the entire technology stack, Saab positions itself to offer highly secure, exportable AI packages free from third-party licensing bottlenecks or foreign regulatory hurdles. The massive investment in the Sferical AI facility indicates we are seeing a shift from experimental AI flight tests to industrialized, mass-scale tactical training for autonomous systems. If Saab can deliver on its timeline for Swedish Air Forces integration, the Gripen E could become one of the first Western fighters to field operational, combat-ready AI agents in frontline service.
Defense & Military
Greece Orders Up to Six Embraer KC-390 Millennium Aircraft
Greece signed a government-to-government deal with Portugal for up to six KC-390 Millennium aircraft, with first delivery in 2027.
The Hellenic Ministry of National Defense has signed a government-to-government agreement with Portugal to acquire up to six Embraer KC-390 Millennium multi-mission aircraft, making Greece the seventh European nation to select the Brazilian-built tactical airlifter.
Announced by Embraer in a press release on November 2, 2026, the contract includes three firm orders and options for three additional aircraft, with the first delivery to the Hellenic Air Force scheduled for 2027. The acquisition aims to modernize Greece’s airlift and air-to-air refueling capabilities while enhancing interoperability with allied North Atlantic Treaty Organization (NATO) forces.
Expanding the European footprint
The procurement is structured as a bilateral agreement between the governments of Greece and Portugal. By selecting the KC-390 Millennium, Greece joins a growing list of NATO and European Union member states transitioning to the jet-powered transport to replace legacy turboprop fleets.
Embraer views the Greek acquisition as a validation of the aircraft’s utility within the European defense architecture, where interoperability and multi-role flexibility are primary requirements for fleet modernization.
“We are honored by Greece’s decision to acquire the KC-390 Millennium. This choice underscores the trust and confidence that leading NATO members place in our aircraft,” Bosco Da Costa Junior, President and CEO of Embraer Defense & Security, said in the company statement. “This very important milestone further solidifies the aircraft’s position as a preferred solution for military airlift among NATO allies.”
Da Costa Junior added that the aircraft’s proven performance, reliability, and cost efficiency make it an ideal choice for nations seeking to enhance their operational capabilities.
The KC-390’s development and market position
The Embraer C-390 and KC-390 Millennium is a medium-size, twin-engine jet-powered military transport aircraft designed to perform aerial refueling, troop transport, and cargo airlift. Development of the platform began in the mid-2000s. The Brazilian Air Force formally joined the project in 2009 by awarding a development contract to Embraer, a manufacturer with over 55 years of history and more than 9,000 aircraft delivered worldwide.
The aircraft completed its maiden flight in 2015, achieved civil certification in 2018, and entered military operational service in September 2019. It was developed specifically as a modern, jet-powered alternative to legacy turboprop tactical transports like the Lockheed C-130 Hercules.
Greece is the seventh European nation to select the aircraft, joining Portugal, Hungary, the Netherlands, Austria, the Czech Republic, and Sweden. Outside of Europe, the aircraft has been acquired by the air forces of Brazil, the Republic of Korea, the Republic of Uzbekistan, the United Arab Emirates, and Colombia.
The program has seen significant momentum in recent months. On July 8, 2026, the Czech Air Force received its first C-390 Millennium transport aircraft, which featured a special three-tone gray camouflage designed by the Military History Institute in Prague. Shortly after, on July 23, 2026, Colombia signed a contract for two KC-390 Millennium transports, with one configured as a tanker to support its incoming Gripen fighter fleet.
AirPro News analysis
Embraer’s success in Europe with the KC-390 Millennium highlights a definitive shift in the tactical airlift market. For decades, the Lockheed Martin C-130 Hercules dominated this space. The KC-390’s jet-powered speed, payload capacity, and multi-mission flexibility have proven highly attractive to medium-sized NATO air forces looking to modernize. Securing Greece, a nation with stringent defense requirements and a focus on regional interoperability, validates Embraer’s strategy of leveraging early European adopters like Portugal to facilitate government-to-government sales. We expect this momentum to place increasing pressure on competing legacy platforms in upcoming recapitalization bids across the globe.
-
Technology & Innovation6 days agoJoby Aviation Begins eVTOL Flights in Florida Under eIPP
-
Technology & Innovation5 days agoArcher Aviation and ITA Airways Partner on Italy eVTOL Network
-
MRO & Manufacturing5 days agoI Squared Capital Acquires Orizon Aerostructures for $2 Billion
-
MRO & Manufacturing7 days agoEmbraer Names FL Technics Authorized Service Center for E-Jets
-
Regulations & Safety5 days agoEASA Annual Safety Review 2026 European Aviation Safety