This article summarizes reporting by Reuters. The original report may be paywalled; this article summarizes publicly available elements and public remarks.

Airbus CEO Signals Readiness for “Two-Fighter” Split in FCAS Program

The future of Europe’s flagship defense project, the Future Combat Air System (FCAS), faces new uncertainty as Airbus CEO Guillaume Faury publicly acknowledged a “deadlock” in the program’s core fighter development. According to reporting by Reuters, Faury stated on February 20, 2026, that while Airbus prefers a unified program, the company is “capable” of developing a fighter jet independently if the industrial partnership with France’s Dassault Aviation cannot be salvaged.

The FCAS program, valued at approximately €100 billion and launched in 2017 by France and Germany, aims to replace the Rafale and Eurofighter Typhoon fleets by 2040. However, deep divergences regarding leadership, technical requirements, and workshare have stalled progress on the Next Generation Fighter (NGF) pillar. Faury’s comments mark a significant shift, suggesting a “two-fighter solution” might be the only pragmatic way to save the broader “system of systems” architecture.

The “Two-Fighter” Proposal

In his remarks, Faury proposed a potential restructuring of the program that would allow France and Germany to build separate airframes while maintaining commonality in other critical areas. He drew parallels to civil aviation, noting that different aircraft models often share underlying systems.

According to Reuters, Faury suggested that if customer nations mandate it, Airbus would support a scenario where the airframes differ but the “system of systems,” including drones, combat cloud connectivity, and sensors, remains shared. This approach aims to preserve European collaboration on high-tech components even if the physical jets diverge.

“If mandated by our customers, we would support a two-fighter solution, and are committed to playing a leading role in such a reorganized FCAS.”

, Guillaume Faury, via Reuters

While affirming Airbus’s technical ability to proceed alone, Faury emphasized that splitting the program is not the company’s preferred outcome. He warned against rushing the decision, stating, “We would be wrong to be right too early,” urging stakeholders to wait for final political determinations before cementing a split.

Roots of the Industrial Deadlock

The current impasse stems from conflicting operational requirements and industrial disputes between the partner nations. France, represented industrially by Dassault Aviation, requires a fighter capable of carrier operations and nuclear weapons delivery. Germany, however, has questioned the necessity of these capabilities for its own fleet.

Political Divergence

German Chancellor Friedrich Merz has recently cast doubt on the program’s current trajectory. In comments cited by industry observers, Merz questioned whether the German military requires a manned fighter with such specific French-driven capabilities, suggesting that the technical requirements might be incompatible.

The Dassault-Airbus Standoff

Industrially, the friction centers on the “prime contractor” status. Dassault Aviation has consistently demanded leadership over the flight control systems and stealth technology, citing its experience with the Rafale. Airbus, representing Germany and Spain, has argued for a more equal partnership, with Faury’s recent comments reflecting frustration at being treated as a junior partner despite Airbus’s peer status in global aerospace.

AirPro News Analysis

The suggestion of a “two-fighter solution” represents a critical pivot in European defense strategy. While it may solve the immediate political deadlock by allowing France to build a carrier-capable jet and Germany to build a land-based interceptor, it risks undermining the primary economic justification for FCAS: economies of scale.

Developing two separate airframes would likely duplicate R&D costs and reduce the production volume for each variant, potentially driving up the unit cost significantly. However, Faury’s focus on saving the “system of systems” (the combat cloud and remote carriers) suggests that Airbus is prioritizing the high-value software and electronics dominance over the metal of the airframe itself. If a split occurs, Europe could end up with three competing fighter programs, the French NGF, a German/Spanish NGF, and the UK-led GCAP, fragmenting the market further.

Frequently Asked Questions

What is the FCAS program?
The Future Combat Air System (FCAS) is a European defense program launched by France and Germany (later joined by Spain) to develop a next-generation weapon system, including a manned fighter jet, remote carrier drones, and a combat cloud network.

Why is there a dispute?
The dispute involves both political requirements (France needs carrier/nuclear capability; Germany does not) and industrial workshare (Dassault vs. Airbus leadership on the fighter airframe).

What is the “two-fighter solution”?
It is a proposed compromise where France and Germany would develop separate fighter jets tailored to their specific needs, while still sharing the underlying “system of systems” technology like drones and sensors.

When is the fighter expected to enter service?
The target date for entry into service is currently 2040, though delays in the development phase could push this timeline back.

Sources

• Reuters

Marshall Aerospace Secures Unconditional Place in UK MoD’s Engineering Delivery Partnership

Marshall Aerospace has announced its unconditional acceptance into the Engineering Delivery Partnership (EDP) network, a critical procurement framework used by the UK Ministry of Defence (MoD). This selection positions the Cambridge-based company as a “Specialist Provider,” granting it direct access to engineering service contracts from Defence Equipment & Support (DE&S) and other MoD agencies.

The acceptance is described as “unconditional,” signaling that Marshall Aerospace has successfully navigated a rigorous assessment of its technical capabilities, safety standards, and commercial viability without the need for remedial actions. As a member of this select network, Marshall is now pre-qualified to support the UK Armed Forces in complex engineering tasks, ranging from avionics integration to the development of uncrewed platforms.

Understanding the Engineering Delivery Partnership (EDP)

The EDP represents a strategic collaboration designed to streamline how the British military procures engineering expertise. Established by DE&S in conjunction with the Aurora Engineering Partnership, the programme aims to enhance national operational readiness by tapping into the best available UK-resident skills and resources.

The Aurora Engineering Partnership is led by three major defence contractors:

• QinetiQ
• Atkins
• BMT

According to the press release, the EDP network serves as the “default route for procurement of engineering services by DE&S.” By joining the Provider Network, Marshall Aerospace gains a streamlined pathway to bid on and deliver essential projects that ensure Front Line Commands receive timely and effective support.

A New Role as Specialist Provider

Marshall’s entry into the network as a Specialist Provider highlights a significant expansion of its service portfolio. While the company is historically renowned for its MRO work, particularly on the C-130 Hercules fleet, this new status emphasizes its broader engineering authority.

Critical Capabilities

The assessment process for the EDP validated Marshall’s expertise across several high-demand technical areas. The company is now authorized to provide assured engineering support in:

• Avionics systems
• Uncrewed and autonomous platforms
• Systems engineering and integration
• Mechanical systems and structures
• Test and evaluation
• Modelling and simulation

Mark Hewer, Aero Engineering Services Director at Marshall, emphasized the company’s readiness to support national defence objectives through this new channel.

“Joining the EDP network reinforces Marshall’s role as a trusted UK engineering partner, enabling us to apply our decades of experience in direct support of national defence readiness and long-term capability. As a proudly British business backed by design organisation status and a wide range of approvals, we stand ready to support DE&S and the UK MoD in providing agile, efficient engineering solutions that deliver outcomes for those on the front line.”

Mark Hewer, Aero Engineering Services Director, Marshall Aerospace

AirPro News Analysis

From MRO to Complex Systems Integration

The unconditional acceptance into the EDP network marks a pivotal moment for Marshall Aerospace. Historically viewed primarily as a heavy maintenance provider, this development formally recognizes the company as a high-level design and systems engineering house. The inclusion of “uncrewed and autonomous platforms” in their approved capabilities suggests Marshall is positioning itself to play a key role in the next generation of air power, moving beyond legacy platform support.

Sovereign Capability and Assurance

In the current geopolitical climate, the MoD has placed a premium on “sovereign capability”, the ability to maintain, modify, and certify military equipment within the UK without relying on foreign entities. Marshall’s status as a UK-based Design Organisation allows it to sign off on safety-critical engineering work. By integrating Marshall into the EDP, the MoD ensures it has access to agile, mid-sized British engineering firms that can deliver complex solutions faster than some traditional global primes.

Frequently Asked Questions

What is the Aurora Engineering Partnership?

The Aurora Engineering Partnership is a collaboration between QinetiQ, Atkins, and BMT, formed to deliver engineering services to the UK MoD. They manage the EDP and its network of specialist providers.

What does “unconditional acceptance” mean in this context?

It indicates that Marshall Aerospace passed the MoD’s technical and commercial assessment process completely, without any caveats, probation periods, or requirements for improvement plans.

What services will Marshall provide through the EDP?

Marshall will provide specialist engineering services including avionics integration, structural design, test and evaluation, and the development of uncrewed and autonomous systems.

Sources

• Marshall Aerospace

This article is based on an official press release from Airbus and project factsheets from the European Defence Fund.

Europe Advances Military Rotorcraft Independence with ENGRT II

Airbus Helicopters and Leonardo Helicopters have officially launched the second phase of the European Next Generation Rotorcraft Technologies (ENGRT) program, a critical initiative designed to secure the continent’s industrial sovereignty in vertical lift capabilities. Announced on February 12, 2026, the project brings together a consortium of 12 European nations to define the architecture of future military aircraft expected to enter service beyond 2040.

According to the official announcement, the project is funded by a budget of approximately €160 million, with the European Defence Fund (EDF) contributing roughly €100 million. The initiative marks a significant transition from the initial research and technology (R&T) phase into a more mature research and development (R&D) stage, focusing on prototyping and wind tunnel testing over the next 36 months.

A Pan-European Consortium

The ENGRT II project represents a unified effort by Europe’s defense heavyweights to avoid reliance on non-European technology for future combat fleets. While Airbus Helicopters (France/Germany) serves as the coordinator and Leonardo Helicopters (Italy) as the co-coordinator, the network includes between 53 and 56 partners across the European Union.

Participating nations include the “Big Four”, France, Germany, Italy, and Spain, alongside Austria, Belgium, Denmark, Finland, Greece, Latvia, the Netherlands, and Poland. Key industrial partners joining the airframe manufacturers include Indra (Spain), Thales (France), and Hensoldt (Germany), who will focus on interoperability, avionics, and sensor technologies.

In a statement regarding the launch, Bruno Even, CEO of Airbus Helicopters, emphasized the strategic necessity of the program:

“We are stepping up after the first phase of the project, transitioning from a Research and Technology project into a Research and Development project. More than ever we must ensure that our home nations can operate the most advanced technologies now and in the future.”

Technological Focus and Future Capabilities

The primary objective of ENGRT II is to mature the technological building blocks required for a high-speed, survivable, and intelligent military rotorcraft. The program is currently analyzing two primary airframe configurations to determine the optimal solution for future operational requirements:

• Compound Rotorcraft: A design leveraging the Airbus “Racer” demonstrator concept, utilizing a traditional main rotor for lift and side-mounted propellers for high-speed cruise.
• Tilt-Rotor: A configuration led by Leonardo, similar to the V-22 Osprey, capable of tilting rotors to combine vertical takeoff with the speed of a fixed-wing aircraft.

Beyond the airframe, the consortium is developing critical subsystems essential for modern warfare. These include “Manned-Unmanned Teaming” (MUM-T) capabilities, allowing helicopter crews to control accompanying drones, and cognitive cockpits driven by AI to manage pilot workload. The project also prioritizes cyber resilience to ensure secure communications in jammed environments.

AirPro News Analysis

The launch of ENGRT II highlights a pivotal moment for European defense integration. By securing funding and alignment across 12 nations, the EU is signaling a strong commitment to “strategic autonomy.” Without this program, European member states looking to replace aging fleets in the 2040s might be forced to procure “off-the-shelf” American solutions, such as those emerging from the U.S. Future Vertical Lift (FVL) program.

Furthermore, the alignment between ENGRT II and NATO’s Next Generation Rotorcraft Capability (NGRC) is crucial. While NATO defines the operational requirements (the “what”), ENGRT is positioning itself to provide the industrial solution (the “how”). The success of this phase will likely determine whether the European aerospace industry can present a competitive, homegrown alternative to US dominance in the vertical lift sector.

Timeline and Next Steps

The execution of ENGRT II is scheduled to run from 2026 through 2029. During this period, the consortium aims to finalize concepts and conduct simulation and wind tunnel testing. Following this maturation phase, the industry expects to select a preferred concept for the NATO NGRC program around 2027, with a target for full-scale development launch by 2030.

Sources: Airbus, European Defence Fund (EDF).