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.
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.
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, 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 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, 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 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.
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.
Question: What is the NATO NGRC program? Question: Which companies are competing in the NGRC program? Question: When will the new helicopters enter service?
Refining the Future of NATO Rotorcraft: From Concepts to Reality
Analyzing the Industry Contenders
Leonardo and the Tiltrotor Commitment
Airbus: Pragmatism Over Aerodynamics
Sikorsky: The X2 and the Safe Bet
The Reality Check: Refining Requirements
Conclusion
FAQ
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.
Answer: The primary contenders providing concept studies are Airbus Helicopters, Leonardo (partnered with Bell), and Sikorsky (Lockheed Martin).
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
Lockheed Martin Unveils Seconds to Act Strategy for Golden Dome Shield
Lockheed Martin launches Seconds to Act campaign to support the US Golden Dome missile defense with AI-driven integration and increased interceptor production.
This article is based on an official press release and campaign materials from Lockheed Martin, along with official Department of War announcements.
On February 23, 2026, Lockheed Martin formally launched its “Seconds to Act” campaign, a strategic initiative designed to position the aerospace giant as the primary architect of the United States’ new “Golden Dome” missile defense shield. The announcement comes amidst a significant restructuring of national defense priorities, following the renaming of the Department of Defense to the Department of War (DoW) and the implementation of aggressive new acquisition strategies.
The central premise of the “Seconds to Act” doctrine is that modern hypersonic and autonomous threats leave defenders with insufficient time for human-speed decision-making. According to Lockheed Martin, the solution lies in a fully Integrated Air-and-Missile-Defense (IAMD) architecture that utilizes AI to connect assets across space, air, land, and sea instantly.
This corporate strategy aligns directly with the federal government’s “Golden Dome” initiative, established via Executive Order in early 2025 to create a comprehensive multi-layer shield over the continental United States.
Lockheed Martin describes the new defense architecture as a “seamless, layered fabric.” Unlike legacy systems where platforms operated in isolation, the “Seconds to Act” framework relies on the immediate fusion of data from “sensors, shooters, and command nodes.”
According to campaign materials released by the company, the shield operates across four distinct domains:
“We don’t just build individual platforms, we help orchestrate an integrated air-and-missile-defense (IAMD) architecture from Space to Seabed, built to protect today, while outpacing the threats of tomorrow.”
, Paul Pfahler, Sr. Manager for Strategy and Business Development, Lockheed Martin
To support the “Golden Dome” and meet the demands of the Department of War’s new Acquisition Transformation Strategy, Lockheed Martin has committed to a massive expansion of its Manufacturing capabilities. Official agreements signed between the company and the DoW in early 2026 outline specific production targets intended to stabilize the industrial base through multi-year Contracts. According to official announcements referenced in the campaign launch, the production surge includes:
To facilitate this growth, the company has broken ground on a new “Munitions Acceleration Center” in Camden, Arkansas. This facility is specifically designed to handle the increased throughput required by the new federal mandates.
“We will stabilize demand signals. We will award companies bigger, longer contracts for proven systems so those companies will be confident in investing more.”
, Pete Hegseth, Secretary of War
The launch of “Seconds to Act” occurs against a backdrop of significant changes in the U.S. military establishment. In September 2025, an Executive Order officially renamed the Department of Defense to the Department of War (DoW). This semantic shift signals a move toward a more “offensive” and “warrior-focused” ethos within the Pentagon, now reflected in official contracts and documentation.
The “Golden Dome” initiative, estimated by the White House to cost approximately $175 billion, represents the flagship program of this new era. However, the program faces scrutiny regarding its cost and technical feasibility. Independent estimates from the Congressional Budget Office (CBO) suggest the total cost could range from $161 billion to over $500 billion, depending on the final architecture of the space-based components.
The rebranding of the Department of Defense to the Department of War is more than cosmetic; it appears to be driving a fundamental shift in procurement speed. By moving to multi-year “framework agreements” that guarantee high production volumes, the administration is attempting to solve the supply chain fragility that plagued the defense sector in the early 2020s.
Lockheed Martin’s “Seconds to Act” campaign is a direct response to this shift. By emphasizing AI-driven speed and integration over individual platform performance, the company is aligning its marketing with the DoW’s urgent focus on hypersonics and autonomous swarms. The explicit inclusion of the F-35 as a “sensor node” in missile defense architecture also suggests a push to integrate tactical air assets more deeply into strategic homeland defense roles than ever before.
The “Golden Dome” is a comprehensive missile defense initiative launched by the Trump Administration in 2025. It aims to create a multi-layered shield protecting the continental U.S. from ballistic and hypersonic missiles.
In September 2025, an Executive Order renamed the agency to the Department of War (DoW). The administration stated this change was intended to signal a shift toward a more offensive, warfighting-centric mindset. Under new agreements, Lockheed Martin will quadruple THAAD interceptor production to 400 per year and triple PAC-3 MSE production to 2,000 per year.
Sources: Lockheed Martin
Lockheed Martin Unveils “Seconds to Act” Strategy to Support “Golden Dome” Initiative
The Integrated Shield: Connecting Domains
Industrial Surge: Quadrupling Production
Strategic Context: The Department of War
AirPro News Analysis
FAQ
What is the “Golden Dome”?
Why was the Department of Defense renamed?
What are the key production increases announced?
Photo Credit: Lockheed Martin
Defense & Military
UK Flies Helicopter with Structural Parts from Recycled Titanium
QinetiQ and AMS Ltd. flew a helicopter using 3D-printed structural parts made entirely from recycled titanium, reducing emissions and supply risks.
This article is based on an official press release from QinetiQ and Additive Manufacturing Solutions (AMS) Ltd.
In a significant breakthrough for sustainable aerospace Manufacturing and Supply-Chain independence, British defense technology company QinetiQ, in partnership with Additive Manufacturing Solutions (AMS) Ltd., has successfully flown a helicopter equipped with a structural component 3D-printed entirely from recycled titanium. The flight, conducted at MoD Boscombe Down in Wiltshire, marks what the companies believe to be a world first for a structural aircraft part manufactured using recycled titanium powder.
The project addresses two critical challenges facing the modern aerospace industry: the urgent need to decarbonize manufacturing and the strategic necessity of securing raw material supply chains against geopolitical instability. According to the announcement made on February 17, 2026, the new manufacturing process reduces carbon emissions by over 90% compared to traditional methods while offering a viable path to end reliance on titanium imports from nations such as Russia and China.
The test flight utilized a QinetiQ-owned Agusta A109S helicopter. The specific component tested was a structural hinge used on the aircraft’s Air Data Boom, a critical device responsible for measuring airspeed and altitude. While 3D printing (additive manufacturing) has been used in aerospace for some time, the use of high-grade titanium powder derived entirely from scrap metal for a structural application represents a major leap forward.
QinetiQ led the design, integration, and flight testing phases of the project, while AMS Ltd., an SME based in Burscough, Lancashire, handled the material processing and manufacturing. The initiative builds upon the R2AM2 project (Recycling and Reuse of Aerospace Materials for Additive Manufacturing), which received funding from Innovate UK.
The core innovation driving this success is the ability to convert “swarf”, the scrap metal debris generated during machining, and retired aircraft parts into high-quality feedstock for 3D printers. AMS Ltd. employs a proprietary process to recycle this scrap into powder suitable for Laser Powder Bed Fusion (LPBF).
According to technical data released by the partners, this process achieves 97% material efficiency, meaning nearly all scrap metal input is successfully converted into usable new material. Furthermore, the environmental benefits are substantial. The recycled titanium process reportedly reduces carbon dioxide equivalent (CO2e) emissions by 93.5% compared to the energy-intensive mining and refining required for “virgin” titanium.
“AMS has tirelessly built momentum and expertise within the additive powder market, with a sharp focus on providing recycled feedstocks. This milestone reflects the dedication of our team and QinetiQ’s commitment to a more resilient and sustainable future.”
, Rob Higham, CEO, AMS Ltd.
Beyond the environmental credentials, this technology offers a strategic lifeline for the UK defense and aerospace sectors. Titanium is a notorious bottleneck in Western supply chains, with Russia (via VSMPO-AVISMA) and China historically dominating the global market for titanium sponge and forged products.
By validating a process that turns domestic scrap into flight-critical components, the UK could theoretically become self-sufficient in aerospace-grade titanium. AMS Ltd. estimates that by systematically recycling material from retired aircraft and manufacturing waste, the UK could eliminate its need for raw titanium imports entirely.
Simon Galt, Managing Director Air at QinetiQ, emphasized the dual benefits of the project in a press statement:
“Our testing and engineering expertise is helping to prove the technology which will reduce the UK’s dependency on other nations for aerospace grade titanium. Not only are we helping to strengthen UK supply chains, we are also leading the rest of the world in the very latest 3D printing technology.”
, Simon Galt, Managing Director Air, QinetiQ
The successful flight of the Agusta A109S with recycled parts is more than a technical curiosity; it is a proof-of-concept for the “circular economy” in defense. Historically, military and aerospace equipment has been viewed as a sunk cost at the end of its life. This project suggests that retired airframes should instead be viewed as strategic stockpiles of high-grade raw materials.
We note that this development aligns with broader industry movements, such as the DECSAM project (Digitally Enabled Competitive & Sustainable Additive Manufacturing). Led by Airbus and involving partners like the University of Sheffield and AMS Ltd., this £38 million initiative aims to scale up sustainable additive manufacturing by 2028. The involvement of major academic and industrial players suggests that the technology demonstrated by QinetiQ is moving rapidly from research to industrial application.
If the UK can scale this recycling capability, it will insulate its defense industry from the price volatility and political leverage associated with foreign titanium suppliers. However, the challenge will now shift to Certification. Proving that a recycled part works on a test flight is the first step; proving to regulators that recycled powder maintains consistent fatigue properties across thousands of flight hours will be the hurdle for mass adoption.
What is the primary benefit of using recycled titanium? Is the recycled material as strong as new titanium? Who funded this research? Sources: QinetiQ, University of Sheffield (Context)
UK Achieves World First: Helicopters Flies with Structural Parts Made from Recycled Titanium
The Milestone Flight
Engineering a Circular Economy
Strategic Independence and Supply Chain Security
AirPro News Analysis
Frequently Asked Questions
The primary benefits are twofold: environmental and strategic. It reduces carbon emissions by approximately 93.5% compared to mining new titanium, and it allows the UK to produce high-grade materials domestically, reducing reliance on imports from Russia and China.
Yes. The testing conducted by QinetiQ and AMS Ltd. indicates that the recycled powder meets the rigorous quality standards required for aerospace structural components, proving chemically and mechanically equivalent to virgin titanium.
The work builds on the R2AM2 project, which was funded by Innovate UK, the United Kingdom’s innovation agency.
Photo Credit: QinetiQ
Defense & Military
Airbus Unveils Dual Rotorcraft Concepts for NATO Next Gen Capability
Airbus presents two rotorcraft concepts for NATO’s Next Generation Rotorcraft Capability, focusing on speed and affordability for future military missions.
Airbus Helicopters has officially presented its vision for the future of military vertical lift, unveiling two distinct rotorcraft concepts designed to meet the requirements of the NATO Next Generation Rotorcraft Capability (NGRC) study. Announced on February 23, 2026, in Marignane, France, the proposal diverges from a “one-size-fits-all” approach by offering both a high-speed compound concept and a high-performance conventional Helicopters.
The initiative is part of a broader NATO effort to identify replacements for medium-lift multi-role helicopters currently in service, such as the NH90 and AW101, with a targeted entry into service in the late 2030s. Airbus has partnered with major defense industry players, including RTX businesses Collins Aerospace and Raytheon, as well as MBDA, to develop these concepts.
According to the company’s official statement, the Airbus proposal prioritizes fleet complementarity. By developing two separate airframes that share a common digital backbone, Airbus aims to provide NATO nations with flexibility regarding cost and mission profile.
The first concept focuses on speed and range, leveraging the aerodynamic configuration validated by Airbus’s X3 and Racer demonstrators. This design features added wings and lateral propellers, which the Manufacturers states will offer significantly higher speeds than conventional designs. Beyond raw speed, the configuration is designed to extend the flight envelope, allowing for rapid acceleration, deceleration, and enhanced climb and descent capabilities, traits critical for combat search and rescue (CSAR) or medical evacuation (MEDEVAC) missions.
The second concept is a conventional helicopter designed for standard utility roles where affordability and lift capacity may take precedence over extreme speed. While specific airframe details were not disclosed in the press release, the design philosophy emphasizes simplicity in manufacturing and maintenance to ensure long-term affordability.
Bruno Even, CEO of Airbus Helicopters, highlighted the necessity of this mixed approach in a statement:
“We want to ensure that Europe is in a position to propose a platform that will best fit our military partners’ needs in terms of affordability, operational efficiency and maximum availability for both the conventional helicopter and for the high speed rotorcraft. These two concepts are a basis to further exchange with our military partners on their vision and need for future military operations.”
A core tenet of the Airbus proposal is the use of a Modular Open System Architecture (MOSA). This approach allows for the rapid integration of new technologies and ensures that both the high-speed and conventional platforms can share systems, training simulations, and maintenance tools.
The collaboration with RTX and MBDA suggests a focus on advanced connectivity and lethality. According to Airbus, the concepts will feature: The NATO Support and Procurement Agency (NSPA) originally awarded the contract for this concept study in July 2024. The study challenges participants to design, develop, and deliver a medium multi-role helicopter capable of meeting future battlefield threats.
The Strategic Advantage of Hedging
By proposing two distinct aircraft, Airbus appears to be differentiating its strategy from competitors who are largely betting on single, radical architectures. While competitors like Sikorsky (Lockheed Martin) and Leonardo are advancing coaxial and tilt-rotor technologies respectively, Airbus is offering a “menu” option. This allows NATO members with tighter budgets to opt for the conventional, lower-risk platform, while those requiring rapid reaction capabilities can select the high-speed variant.
This dual approach also mitigates technical risk. While the Racer demonstrator has proven the compound wing-and-propeller configuration in flight tests, it remains a more complex solution than a standard rotorcraft. Offering a conventional alternative ensures that Airbus remains a viable contender even if NATO requirements shift back toward cost-efficiency over raw speed.
What is the NATO NGRC project? Who are Airbus’s partners on this project? Is the high-speed concept a new design?
Airbus Unveils Dual Rotorcraft Concepts for NATO’s Next Generation Capability
A Dual-Platform Strategy
The High-Speed Compound Concept
The Conventional High-Performance Helicopter
Technological Foundation and Partnerships
AirPro News Analysis
Frequently Asked Questions
The Next Generation Rotorcraft Capability (NGRC) is a NATO initiative to develop a new class of medium-lift helicopters to replace aging fleets starting in the 2035–2040 timeframe.
Airbus is collaborating with RTX (specifically Collins Aerospace and Raytheon) for avionics and systems, and MBDA for weapons integration.
The military concept is a direct evolution of Airbus’s civilian demonstrators, the X3 and the Racer. The Racer recently completed flight evaluations with military pilots to validate the benefits of its wing-and-propeller configuration.
Sources
Photo Credit: Airbus
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