April 01, 2026 - No. 13 In This Issue : ‘Too early to tell’ if timeline holds for delivery of Army’s tilt-rotor MV-75 for testing: Official : Key Pentagon report says KC-46A Pegasus tanker not rated for full operations : Anduril announced the start of the YFQ-44A’s production at its Arsenal-1 factory, with new manufacturing processes allowing to supply a large number of drones to the U.S. Air Force. : Air Force Eyes Advanced Propulsion Tech with Program Worth Up to $16B : GE Aerospace pours $1B into US manufacturing as CEO touts ‘tremendous demand’ : Novel interceptor drones bend air-defense economics in Ukraine’s favor : Guardsman learns to fly autonomous Black Hawk in less than an hour : Robinson Helicopter Company Establishes Robinson Unmanned Business Unit, Formalizing Expansion Into Scalable : Textron Aviation To Showcase Full Range Of Aircraft At Sun ’n Fun : An elevated approach to maintenance training ‘Too early to tell’ if timeline holds for delivery of Army’s tilt-rotor MV-75 for testing: Official “Ultimately, we'll have to make some risk decisions about when the performance of the system is not going to keep pace with the schedule," Maj. Gen. Clair Gill told Breaking Defense. By Carley Welch March 25, 2026 2:29 pm Bell's FLRAA provides the Army with expanded options for maneuver, including significantly increased mission efficiency and a reduced number of flight hours to accomplish missions. (Photo courtesy of Bell) WASHINGTON — Earlier this year, Army Chief of Staff Gen. Randy George said he expected the Bell-Textron-made MV-75 tilt-rotor long-range assault helicopter will be delivered to formations for testing by the end of this year or the beginning of next. But two months later, the Army’s Program Executive Acquisition for Maneuver Air said today it’s “too early to tell” if that timeline is still viable. A lot’s gonna have to do with funding as we go into a new year,” Maj. Gen. Clair Gill told Breaking Defense. “So there are a number of variables that I don’t want to commit to a day on the calendar right now, because we have what we call a success-oriented schedule, which means everything goes the way we want it to, and that, I don’t want to say it’s a utopian mindset, but it’s a very optimistic outlook for something that we don’t have a lot of history with.” Gill, who is dual hatted as the Commanding General of the Army Aviation’s Center of Excellence, emphasized that the MV-75 is a complex, brand new system, and with that, he and other aviation leaders might have to make tough decisions on timing. “Ultimately, we’ll have to make some risk decisions about when the performance of the system is not going to keep pace with the schedule. So we are absolutely prioritizing schedule right now, but not at the risk of safety,” he said. Even if the first MV-75’s aren’t delivered to units for testing by the end of the year, Gill said the Army is still pursuing a tight timeline, which he said he believes Bell-Textron can achieve, though it is a “tall ask.” The MV-75 was selected by the Army in 2022 to be the service’s pick for its Future Long Range Assault Aircraft (FLRAA) program of record — an aircraft that’s designed to fly “twice as far” and “twice as fast” as other assault helos, according to the Army. Last spring George told lawmakers that the service was working with Bell-Textron to create an acceleration plan to move the delivery for the fully operational aircraft to formations up to 2028 from 2030, and another Army senior leader said the service was aiming to fly the first prototype in fiscal year 2027. Today Gill didn’t provide any updates on those goals. In terms of the plan to integrate the aircraft with formations, Gill said today the Center of Excellence is standing up an operations development team (ODT) this summer of about 25 to 30 people that will be responsible for sorting out integration and lifetime sustainment. “Their full purpose in life is to think through how we get this off the production line and into the hands of Army aviators, Army maintainers and formations, and start thinking about how we fight,” Gill said. “The Army’s been great about giving us extra people that we can think through what’s the best way to do this.” He added that some of the ODT members will be “integrated” with Bell to help speed up the delivery to formations, and the ODT will serve as the “nucleus” for a potential future unit that will fly the MV-75s. When the MV-75 is eventually delivered, the 101st Airborne Division will be the first to receive the helos, as former Vice Chief of the Army Gen. James Mingus previously said. After that, Gill said that he and other senior leaders are “thinking about” the potential to introduce the MV-75 into the National Guard as well. “This is some of the analysis that the ODT will do that will tell us whether or not that’s a good idea,” Gill said. “First and foremost, we need to make sure we understand how to operate and fight this thing. But it does help us to think through, how would we integrate it into all the units and the different sort of types of units that we’re going to field it to.” Key Pentagon report says KC-46A Pegasus tanker not rated for full operations By GARY WARNER STARS AND STRIPES March 24, 2026 A KC-46A Pegasus refuels an F-22 Raptor, and an F-16 awaits a turn over the Mojave Desert near Edwards Air Force Base in California on March 3, 2026. (U.S. Air Force) The Air Force’s KC-46A Pegasus tanker has not reached full operational standards despite being deployed in restricted service, a key Pentagon report said Tuesday. The Pentagon’s Director, Operational Test and Evaluation annual report said two components of the refueling system have yet to pass tests meant to remove limitations on its use. The issues are with the Remote Vision System and the Boom Telescope Actuator. In-flight refueling system operators use the Remote Vision System to connect with a plane needing fuel. Unlike other refueling aircraft, the KC-46A uses a tail-mounted camera that feeds an image to the refueler, with software that creates a depth perception image that gives a daylight, night and infrared image. The boom operator sees this image on a 3D display and uses the Boom Telescope Actuator to extend and retract the refueling boom to the receiving plane. “The KC-46A has not been able to meet several suitability metrics in past years, and this trend has continued through FY25,” the report said. “The operational availability and mission capable rates are still well below their threshold requirements.” The Air Force said the tanker has already been deployed by Air Mobility Command in some situations but passing full operational testing certifications would allow for a less restrictive use of the KC-46A. The first 183 KC-46A to be built are to begin replacing the aging fleet of more than 400 legacy KC-135 and KC-10 Extender refueling aircraft. The KC-46A is a military tanker based on an extended-range variant of the Boeing 767 commercial airliner, with military upgrades for carrying fuel, defensive countermeasures, communications, rescue, medical transport and cargo roles. The Air Force expects the KC-46A Pegasus to support combat and rescue missions, including delivering cargo to service members in the field and evacuating wounded personnel. With corrections to the flaws noted in the report, the Pentagon expressed optimism that the KC-46A would rapidly reach full operational standards. “Most flight testing has already been completed, but final testing depends on finishing the remaining fixes,” the report said. “The aircraft can be deployed today, but with limits.” The KC-46A is capable of refueling 26 of 27 aircraft variants, according to the report — but with restrictions on “certain environmental conditions and aircraft configurations.” The report did not identify the 27th aircraft type that can’t currently be used with the KC-46A, but the report said the Air Force will “resume testing” on the variant’s use of the KC-46A in the near future. “While the KC 46A is generally effective, it still struggles with reliability and availability, and those issues must be improved before the program is fully complete,” the report said. Read more at: https://www.stripes.com/branches/air_force/2026-03-24/kc-46a-pegasus-tanker-defects-unresolved-21171059.html Anduril announced the start of the YFQ-44A’s production at its Arsenal-1 factory, with new manufacturing processes allowing to supply a large number of drones to the U.S. Air Force. Note: See photos and videos in the original article. Anduril’s YFQ-44A Fury Collaborative Combat Aircraft (CCA) has entered serial production at the firm’s much touted Arsenal-1 factory in Ohio, the company and its founder Palmer Luckey announced on Mar. 24, 2026 on their social media platforms. The single line update did not provide details other than an image of the loyal wingman drone in flight. The announcement follows recent reports about the imminent start of the production, which quoted company officials, three months ahead of schedule. The development further highlights the U.S. Air Force’s steady execution of the CCA program, as it aims to supplement a historically low aircraft fleet, with the lowest numbers since the Cold War, with a fresh procurement doctrine that consciously avoids the mistakes of previous defense programs – checking the outsized technological and logistical influence of primary contractors. Contents • 1 • Anduril announced the start of the YFQ-44A’s production at its Arsenal-1 factory, with new manufacturing processes allowing to supply a large number of drones to the U.S. Air Force. • 1.1 • Fury’s progress so far • 1.2 • Features on production variant and future Increments • 1.3 • Government, Air Force and Anduril’s emphasis on scalability Most importantly, the milestone also heralds a new era in corporate America. Luckey, unlike other senior defense executives, has been vocal about defense CEOs hollowing out American manufacturing, not investing in factories at home, and creating the acute supply chain problems afflicting U.S. defense projects. He himself has vowed not to repeat those mistakes, repeatedly highlighting how Anduril has delivered on its contracts on time, and within budget. Fury’s progress so far Since the Fury’s first flight on Oct. 31, 2025, the program has already recorded key milestones. The first was flying with an AIM-120 Advanced Medium Range Air-to-Air Missile (AMRAAM), followed by the drone being controlled by Shield AI’s Hivemind and Anduril’s own Lattice autonomous flight programs. While GA-ASI’s YFQ-42A Dark Merlin has three confirmed prototype airframes, there are currently only two known Fury units – tail numbers ‘25-1001’ and ‘25-1003’. It is unclear if other airframes have already been produced but not photographed. Following the test with Hivemind, Anduril’s senior vice-president of engineering Jason Levin said that the flight with the two AI agents was made possible by the “early implementation” of the Autonomous-Government Reference Architecture (A-GRA) on both the YFQ-44A and the mission autonomy software stack. The emphasis on and rapid development of the A-GRA, Modular Open Systems Architecture (MOSA) and the participation of third party AI-enabled flight autonomous software on the Hivemind and Collins Aerospace Sidekick reflects the U.S. government’s desire to avoid “vendor locks” on the product’s technological evolution. Features on production variant and future Increments A rollout of the production example will reveal what lessons Anduril and the Air Force have learnt from the test flights so far. The aircraft is not equipped with an internal weapons bay, as demonstrated by the flight with the AMRAAM, and thus these first tests would allow to understand how to improve the performance with external loads. External stores are not uncommon in the first generation of CCAs, as seen also on the Turkish Kizilelma and Australia’s MQ-28A Ghost Bat Block II. The third U.S. CCA, the YFQ-48A Talon Blue, and Lockheed Martin’s pure stealth UCAV Vectis, both meant for Increment 2, will build on the lessons from Increment 1, and are expected to have internal weapons bays. The closest hint of what Air Force planners expect in the future Increment 2 of CCAs was seen in Lockheed Martin testing an AI-agent’s ability to carry out missile evasion while piloting the X-62 VISTA. As we wrote at the time, “higher order tasks like evading missiles autonomously are also part of the subsequent evolution the next generation of CCAs would be expected to have. The current ones would freeze the elementary hardware, design, networking technology and most importantly logistics, tactics, concepts and command tasking procedures.” Semi-autonomous maneuvering is a staple capability seen across U.S. and foreign drones, which also reflects the expectations from the current crop of collaborative UCAVs. All these aircraft are capable of autonomous taxing, take-off, patrolling along set waypoints, returning to base and landing. Stealth and internal weapons bays therefore appear to be not a priority right now. In fact, the main priority is to unburden manned fighters of routine tasks and put mass in a fight. Planners are now working to fix the tactics, operating concepts, and logistical procedures for using CCAs, rather than have the exquisite capabilities from the get go. Lockheed’s Vectis and Shield AI’s X-Bat buck this trend, and appear to inject themselves for the more sophisticated and exotic roles that would be expected in the future Increments. Screengrab from an Anduril video showing the first YFQ-44A prototype under production. (Image credit: Anduril) Government, Air Force and Anduril’s emphasis on scalability Anduril has often highlighted how the YFQ-44A went from a clean sheet design to its first flight in 556 days. The Air Force has previously lamented how the development of new aircraft has been taking increasingly longer timelines compared to the past. A Feb. 24, 2026, video by Shield AI showed the first airframe under production with the wings, spars, control surfaces and panels being attached. A lot of processes are expected to take place on automated assembly lines. Arsenal-1 is located in Pickaway County, Ohio, and Anduril has spent nearly $1 billion in setting it up to also manufacture the Roadrunner killer drone and Barracuda-series of missiles. The company has repeatedly pledged to set itself apart from other legacy defense companies. Another screengrab showing the paint job being applied to the first airframe. (Image credit: Anduril) This includes simplicity in component selection, design, engineering, materials and reconfigurable production lines and processes that allow for affordable rapid scaling, rather than exquisiteness – reflecting the U.S. military’s own experience and vision on its future fighter and combat drone fleet. Air Force Eyes Advanced Propulsion Tech with Program Worth Up to $16B March 16, 2026 By Courtney Albon The Air Force Life Cycle Management Center propulsion directorate wants to rapidly develop and field new engine technologies in the coming years, and plans to use a new, $16 billion contract vehicle to do so, according to a March 13 notice. The service plans to select a pool of companies to compete for task orders under the indefinite delivery, indefinite quantity contract vehicle, called the Advanced Propulsion Acquisition Contract, or APAC. The solicitation calls for proposals for everything from technology development to sustainment to production and fielding. “The Advanced Propulsion Acquisition Contract is designed to provide the Air Force Life Cycle Management Center Propulsion Directorate with the capacity to: rapidly develop technology for novel propulsion technologies; implement unique solutions and innovative ideas; advance new technologies and system concepts that provide evolutionary, revolutionary, and disruptive capabilities for the United States Air Force and strategic partners; and enable a rapid response applicable to all areas and lifecycle phases of propulsion development,” the notice states. The Air Force notes that the effort doesn’t have dedicated funding yet and no contracts will be awarded until it does. It plans to use “future Air Force, inter-agency, and outside agency funding,” but doesn’t specify which organizations or existing program lines might support the contract. Proposals are due April 13; the service plans to select multiple providers and offer opportunities for new firms to join the contract after two years. While the solicitation doesn’t spell out the propulsion technologies or platform applications APAC may support, the Air Force has a number of modernization efforts underway that might benefit from the effort. The service is working on Increment 2 of its unmanned Collaborative Combat Aircraft program, and firms large and small have pitched ideas for compact propulsion systems, including some that use 3D-printed parts and digital design technologies. Just last month, the Air Force awarded multiple design contracts for future CCA propulsion systems. The contract could also be used to field upgrades or innovative sustainment concepts for existing aircraft. The Air Force in recent years has invested significantly in advanced propulsion technologies for combat platforms, largely through its Next-Generation Adaptive Propulsion program and its predecessor, the Adaptive Engine Transition Program. Both efforts could power future platforms like the F-47 fighter. Last year, USAF awarded a total of $7 billion to Pratt & Whitney and GE Aerospace through NGAP to mature technology and reduce risk for the future propulsion systems. GE Aerospace pours $1B into US manufacturing as CEO touts ‘tremendous demand’ CEO Larry Culp says strong airline travel and rising defense needs are fueling aggressive growth and hiring plans • Facebook • Twitter • Threads • Print • Email • Add Fox Business on Google By Taylor Penley FOXBusiness Note: See photos and videos in the original article. GE Aerospace invests $1B to boost US manufacturing as defense demand surges GE Aerospace CEO and Chairman Larry Culp joins 'Mornings with Maria' to discuss the company's investment in U.S. manufacturing to accelerate engine deliveries and strengthen defense production. GE Aerospace is pouring $1 billion into its U.S. manufacturing footprint as the company races to meet what CEO Larry Culp calls "tremendous demand," with nearly $200 billion in backlog and engine orders accelerating across commercial aviation and defense. "People are flying, airlines [are] looking to expand and modernize, as is the U.S. Military and our allies around the world and, given the install base that we have, both in commercial and on the military side of things, we could not be busier," Culp said in a FOX Business exclusive, adding, "but happily so." Culp joined "Mornings with Maria" on Monday to discuss the company’s sweeping investment, which will span 30 communities across 17 states and include $275 million dedicated to ramping up defense production. Roughly one-third of GE Aerospace’s business is tied to defense, and the company powers two-thirds of U.S. military aircraft, including combat jets, helicopters and training platforms, Culp shared. A GE9X engine, manufactured by GE Aerospace, on a Boeing 777X aircraft at the Dubai Air Show in Dubai, United Arab Emirates, on Monday, Nov. 17, 2025. (Christopher Pike/Bloomberg News) He said a significant portion of the investment is aimed at strengthening GE’s defense footprint, calling support for the U.S. warfighter and allied forces a "no-fail mission" for the company. "We've got a role to play, and part of this multi-year investment effort that we've made, it'll be $600 million that we will have invested in our defense footprint over the last three years, is very much geared toward not only raising production, but quickening the pace of what we're doing for the U.S. warfighter," he said. "That's a no-fail mission for us at GE Aerospace, and we're proud to be on board." Larry Culp, chief executive officer of General Electric Co., during a Bloomberg Television interview on the sidelines of the IATA Annual General Meeting & World Air Transport Summit in New Delhi, India, on Monday, June 2, 2025. (Anindito Mukherjee/Bloomberg via Getty Images / Getty Images) As part of the expansion, Culp said GE Aerospace plans to hire another 5,000 workers in 2026, matching the same number added in 2025, to build the expertise and capacity needed to increase production not just next year, but annually into the 2030s. On the commercial side, Culp underscored GE Aerospace’s massive global footprint, noting the company is scaling up production to support an already dominant installed base that powers the majority of the world’s flights. "We power the better part of three quarters of all the commercial departures around the world on a daily basis," he said. Iran conflict roils markets: Investors debate best- and worst-case scenarios A ‘Barron’s Roundtable’ panel analyzes the Iran conflict, its impact on crude prices and shipping through the Strait of Hormuz. "We have a million people in the air currently with GE Technology underwing. It's an incredible responsibility we all take very seriously… We'll need to continue to invest to support our commercial customers. But again, we're doing the same thing to support the U.S. warfighters and our allies around the world." Novel interceptor drones bend air-defense economics in Ukraine’s favor The tactic of manually ramming drones into incoming threats has proven effective, commanders say. By Katie Livingstone Wednesday, Mar 4, 2026 Note: See video in the original article. A Ukrainian soldier controls interceptor drone Sting during a test flight on Feb. 22, 2026, in Dnipropetrovsk Oblast, Ukraine. (Alex Nikitenko/Global Images Ukraine via Getty Images) KYIV, Ukraine – One in every three Russian aerial targets destroyed over Ukraine is now brought down not by a missile or a gun — but by interceptor drones that each cost less than a used car, Ukraine’s air force says. Over the capital, the new class of interceptors is even more effective. Drones were credited with more than 70% of Shahed downings in February, Ukraine’s Commander-in-Chief Oleksandr Syrskyi announced on Tuesday. The math tells the story: A single Patriot interceptor costs over $3 million, a NASAMS round slightly over $1 million — and each Shahed costs Russia as little as $35,000 to manufacture, according to the Center for Strategic and International Studies. That puts Ukraine on the wrong side of an approximately 85-to-1 cost exchange every time it uses a Patriot to defend against a drone. But at $3,000 to $5,000 apiece and an average success rate over 60%, interceptors are now changing the calculus of war, Zelenskyy told Fox News late last year. These drones, a weapons category that barely existed a few years ago, have become the fastest-growing layer of Ukraine’s air defense. “We are the first in the world to have a system of destroying drones with drones in the air,” Col. Yuriy Cherevashenko, deputy commander of UAVs for air defense of the Ukrainian Air Force, said in a video marking the fourth anniversary of Russia’s full-scale invasion. Facing an unrelenting adversary whose economy dwarfs its own by nearly tenfold, Ukraine had no choice but to outthink rather than outspend, and interceptor drones — mobile, cheap and scalable enough to answer Russian mass production with Ukrainian ingenuity — have emerged as their biggest bet. Now, what began as battlefield improvisation has become a deliberate war strategy. “Drones now occupy a wide segment of the air defense system,” Cherevashenko said. “In the future, they will be perhaps the most numerous means of destroying aerial targets.” Their rapid development over the last year tracked Russia’s escalating use of Iranian-designed Shahed attack drones, which by mid-2025 were arriving in record-breaking waves that overwhelmed Ukraine’s missile-based air defenses faster than Western allies could resupply them. “We needed to supply a lot of interceptors this year, because without them, the winter would have been even harder for Ukraine,” Alona Zhuzha, director of digitalization at Ukraine’s newly established Defense Procurement Agency, told Military Times. The National Security and Defense Council (NSDC) said the country produced 100,000 interceptor drones in 2025 and reported that production capacity has grown eightfold compared to the prior period. Frontline units received an average of over 1,500 interceptor drones per day in December and January — up from about 1,000 per day during the previous period, the MOD said at the beginning of the year. That supply is translating into operational tempo: Last month, interceptor drones flew approximately 6,300 sorties and destroyed more than 1,500 Russian UAVs of various types, Syrskyi said. Interceptors are now a top priority on the DOT-Chain Defence marketplace, the digital platform through which units order directly from manufacturers. “They are very critical for our defense,” Zhuzha said. Russian tech continues to evolve, too. Moscow’s drones have been equipped with rear-facing infrared spotlights designed to blind interceptor pilots, and some have been armed with air-to-air missiles to shoot back, Serhii “Flash” Beskrestnov, a radio expert and early advocate of interceptor tech who was recently appointed as an adviser to the Ministry of Defence, wrote on Telegram in January. Russia has also expanded its use of decoy drones — foam-and-plywood models including the Gerbera and Parody — which now constitute roughly one-third of all Russian mass attacks, specifically designed to exhaust interceptors and overload the detection layer, according to Defence-UA. Ukraine now flies several distinct classes of interceptors: cheap FPV airframes built for last-kilometer kills — the kind that catch a Shahed before it reaches a substation or apartment block — and faster pursuit systems tied to forward drone lines, designed to launch immediately upon detection, climb fast, and intercept before the threat crosses into civilian airspace, according to the NSDC. Higher-speed interceptors designed for targets like the jet-powered Geran-3 variants, where the old FPV chase math breaks, are emerging now too, according to Ukrainska Pravda. And networked defense systems are beginning to link interceptor nodes across sectors, sharing tracks so a single incoming target can be handed off from one crew to the next as it crosses boundaries. One unit trying to push forward the development and use of interceptors is Lazar’s Group — a drone formation within the National Guard’s 27th Pechersk Brigade known as one of the most effective interceptor units in the country. Phoenix, who commands the group’s drone operations, told Military Times that the group has destroyed more than $15 billion in Russian military equipment since the full-scale invasion — part of Ukraine’s broader shift away from infantry warfare. Military Times agreed to refer to all active duty soldiers by their nom de guerre for operational security. Strike drones, not interceptors — still account for “60 to 70% of confirmed hits” on Russian equipment and personnel across the battle zone. “Interceptors take out most of the rest.” Lazar’s Group utilizes both. Fixed-wing strike models can engage deep targets and conduct reconnaissance well beyond the battle’s edge, while interceptors are optimized for counter-UAV work at shorter ranges and higher closing speeds. For example: Ukraine’s Wild Hornets “Sting” interceptor — a quad-rotor designed to chase and collide with enemy drones — is reported to reach speeds over 300 km/h and operate out to roughly 25 kilometers in interception missions, with altitude service up to several thousand feet, while fixed-wing interceptor variants such as the VB140 Flamingo are designed with extended pursuit profiles that can engage reconnaissance drones at ranges up to 50 km. The real challenge slowing interceptor innovation now? Sensors. “We just need better radar,” Phoenix said. “It allows you to see your enemy and your plane. You understand where you are and where your enemy is, and you can fly to that position.” Ukraine’s most common intercepts still start with cueing: radar tracks, acoustic spotters and stitched feeds from Ukraine’s master “Mission Control” battlefield management system that put a pilot in the right place at the right time. “Without good radar — durable sensors, strong [electronic warfare] defense, etc. — it’s very difficult,” he told Military Times. To counter Russian electronic warfare, another persistent problem, the unit builds its own interceptor drones with proprietary remote control and video transmitter systems designed to resist jamming. “We create our own models because we understand the technical specifications that we need,” Phoenix said. “So they’re not immediately jammed or located.” Illustrating the problem, SpaceX cut off Russian forces’ contraband Starlink terminals at Ukraine’s request last month — but the disruption also knocked out feeds for Ukrainian units sharing the same network, leaving parts of the front without connectivity or intercept capability, according to CNN. Artificial intelligence has not yet come to dominate interception missions — today it is still manual ramming or close-in detonation. “Our pilots mostly operate manually,” Phoenix told Military Times. “Because AI features are nice, but sometimes they just aren’t working.” Finding solutions to the other common hurdles beyond radar — like battery endurance in freezing conditions or operator fatigue on overnight shifts — tends to be simpler, Phoenix said. “After that, they just keep flying.” Lazar’s Group’s strategy has become a national model for how to institutionalize a new layer of air defense into the existing military structure, both in Ukraine and abroad. The 1,700-strong group is helping construct the country’s Drone Line — an unmanned kill zone stretching 15-kilometers deep across the front, announced by Ukraine’s Ministry of Defense a year ago. In Brussels, officials have been pushing their own version of a drone wall to bolster defenses along Europe’s eastern flank, but the effort has run into political and technical hurdles, according to Reuters. Kyiv has taken note, and begun leveraging its country’s battlefield tech, skills and data as a major benefit of remaining its staunch ally as peace trilateral negotiations to end the war continue between Ukraine, Russia and the United States. “As we work together to protect lives in Ukraine, we are building a new system – a new security and response architecture, new approaches – to protect lives in any European country when needed,” Zelenskyy told his counterparts at the Munich Security Conference in February. “Our wall of drones is your wall of drones.” Guardsman learns to fly autonomous Black Hawk in less than an hour By Zita Ballinger Fletcher Nov 3, 2025 A U.S. Army National Guardsman uses a tablet to command the Sikorsky OPV Black Hawk to autonomously transport a 2,900-pound water buffalo sling load for the first time during Northern Strike in Michigan. (Courtesy Sikorsky) A U.S. Army National Guardsman with no previous aviation background learned to successfully maneuver Sikorsky’s optionally piloted Black Hawk helicopter in less than an hour, according to a company release. In a training first, the Guardsman, using a handheld touchscreen tablet, controlled the Optionally Piloted Vehicle Black Hawk and planned its tasks during Exercise Northern Strike 25-2, a large, biannual multinational exercise sponsored by the National Guard Bureau that took place in Michigan this August. The exercise sees units practice a wide variety of offensive and defensive operations jointly in battle scenarios. The Guardsman, whose name has not been released, used the OPV Black Hawk to transport a 2,900-pound water buffalo slingload entirely by remote control, according to the Thursday release. Additional first-time demonstrations that took place during the exercise included delivering airborne troops to drop zones at different altitudes and a simulated medical evacuation, the release noted. The airborne drop exercise saw the helicopter perform a back-to-back action while controlled by the Guardsman operating the OPV from a Coast Guard vessel over 70 nautical miles away on Lake Huron. After ordering the helicopter to unload cargo, the soldier then used it to drop airborne troops. The OPV Black Hawk also completed a first-ever performance of six hookups and dropoffs of HIMARS launch tubes, according to Sikorsky’s parent company Lockheed Martin. “In contested logistics situations, a Black Hawk operating as a large drone offers commanders greater resilience and flexibility to get resources to the point of need,” said Rich Benton, vice president and general manager of Sikorsky, in a release. Although it retains the ability to be operated by a pilot, the OPV Black Hawk can be programmed to perform tasks remotely and optionally controlled as it carries out its assigned duties. Matrix technology, a system developed in a joint program by the Defense Advanced Research Projects Agency and Sikorsky, allows the aircraft to transition from piloted to uncrewed, according to DARPA. Sikorsky also utilizes Matrix techonolgy in its completely autonomous take on the UH-60L Black Hawk, nicknamed the “U-HAWK,” which it unveiled during the Association of the U.S. Army’s annual convention this year in Washington. Robinson Helicopter Company Establishes Robinson Unmanned Business Unit, Formalizing Expansion Into Scalable Autonomous Aviation Robinson Unmanned to Offer Industry’s Broadest Portfolio of Small Drone to Large Helicopter-Based UAS Platforms for Civil, Commercial and Defense Applications March 10, 2026 11:00 ET | Source: Robinson Helicopter Company Photos accompanying this announcement are available at https://www.globenewswire.com/NewsRoom/AttachmentNg/3870d251-8b99-4099-833b-c854272b79f6 https://www.globenewswire.com/NewsRoom/AttachmentNg/758229c0-0b4f-4f4c-96ee-f34cac67ccb0 https://www.globenewswire.com/NewsRoom/AttachmentNg/66611e9d-38cf-40d5-8441-f6e6f277bf05 ATLANTA and TORRANCE, Calif., March 10, 2026 (GLOBE NEWSWIRE) -- Robinson Helicopter Company (RHC) announced today the establishment of Robinson Unmanned, a new business unit dedicated to the development and support of a full suite of remotely piloted and autonomous aircraft. The formation of this division expands Robinson’s current business to include the broadest range of manned and unmanned vertical lift solutions currently available, addressing a diverse set of mission requirements across civil, commercial, and defense sectors. Robinson Unmanned integrates the industry-leading coaxial, modular, small UAS from its wholly owned subsidiary Ascent AeroSystems alongside the introduction of larger uncrewed platforms built on the company’s proven R44 and R66 platforms and powered by new strategic agreements with Rotor Technologies, and Sikorsky Helicopters. Through these partnerships and others to follow, Robinson Unmanned offers the broadest portfolio of open architecture platforms and technology-agnostic aircraft capable of both remotely piloted and fully autonomous operations. Paul Fermo, current president of Ascent AeroSystems will lead the Robinson Unmanned business unit as president. The move marks a significant structural shift for Robinson, transitioning from a traditional rotorcraft manufacturer to a provider of scalable, autonomous vertical flight systems. By combining five decades of its high-volume, vertically integrated manufacturing expertise with advanced autonomous technology, Robinson Unmanned aims to provide the market with reliable, high-volume manned and unmanned airframes for missions that require accessible and reliable readiness. "Robinson is officially entering the 'Era of Both,' a fundamental shift where flight is no longer a choice between human intuition and machine precision, but the seamless integration of both. By folding the Rotor Technologies R44 remotely piloted solutions into our existing fleet of Ascent small and technology-agnostic, heavy-lift drones, we are creating a versatile ecosystem of certified, proven airframes capable of tackling any mission profile,” said David Smith, president and CEO of Robinson Helicopter Company. “Our goal isn't just to build better helicopters; it’s to build smarter, safer VTOL solutions. By fusing human expertise with autonomous reliability, we are massively amplifying mission capability while significantly reducing operational risk. In environments where the danger is highest, our technology is at its strongest, ensuring that we aren't just protecting the pilot, but redefining what’s possible." Robinson Unmanned Scalable Product Fleet Robinson Unmanned offers the broadest portfolio of aviation-grade UAS platforms, enabling operators to field layered, interoperable unmanned capabilities across tactical, industrial, and defense missions. Large UAS – Group 3 and 4 UAS Built on Proven Robinson Helicopter Airframes using common engine, drivetrain and rotor systems from Robinson manned helicopters • R44 AIRTRUCK — a heavy-lift platform built for cargo transport, resupply and persistent surveillance missions. The R44 AIRTRUCK features the RPX autonomy suite by Rotor Technologies. • R44 SPRAYHAWK — a precision aerial application platform purpose-built for agricultural and environmental operations. The R44 SPRAYHAWK also features the RPX autonomy suite by Rotor Technologies. • R66 TURBINETRUCK — a next-generation unmanned cargo platform designed to support defense logistics and operations in austere environments. The initial variant of the R66 TURBINETRUCK features the proven Matrix™ autonomy system from Sikorsky, a Lockheed Martin company. Small UAS – Group 1 and 2 NDAA-Compliant Coaxial UAS • HELIUS — a pocket-sized, hand-deployable nano UAS delivering rapid aerial awareness in confined and high-risk environments. • SPIRIT — modular and rugged, Blue UAS Cleared multi-mission UAS engineered for defense, inspection, and surveillance missions requiring dependable, aviation-grade performance. • SPARTAN — high-performance coaxial platform designed for extended endurance, multi-sensor integration, and scalable enterprise and defense operations. "At Robinson Unmanned our primary mission is to expand customer capability through mass deployment of unmanned vertical lift. We are moving past the era of static solutions and instead championing rapid iteration and seamless technology integration. By focusing our engineering expertise on modular, open systems, and autonomy-agnostic platforms, we ensure our fleet evolves at the speed of the mission, not the speed of a traditional procurement cycle,” said Paul Fermo, president of Robinson Unmanned. “Our competitive edge lies in Robinson’s vertically integrated manufacturing and scalability, which allows us to deliver aircraft-grade performance at a cost structure built for high-volume operations. Furthermore, our purpose-designed architecture allows us to scale effortlessly from single-system precision to complex, coordinated swarm missions.” Continuity for Current Customers Robinson Unmanned is the formal integration of Ascent AeroSystems and Robinson Helicopter Company, combining their platforms, engineering expertise, and established customer programs. For current customers, defense partners, and technology integrators, this transition ensures total continuity of all existing product support, technical roadmaps, and program commitments remain in place. Robinson Unmanned maintains all previously earned security and supply chain certifications under Ascent Aerosystems, including CMMC Level 2 and the SPIRIT’s Blue UAS status. These operations are now further strengthened by Robinson’s extensive manufacturing scale, increased production investment, and long-term operational stability in the United States. With the launch of Robinson Unmanned, Robinson Helicopter Company expands its legacy of reliable rotorcraft production into a future defined by integrated, multi-domain operations. “Unmanned systems are not a departure from our heritage,” Smith added. “They are a continuation of it. The same commitment to safety, reliability, and performance that has defined Robinson helicopters for more than 50 years now extends across our uncrewed platforms. Together with Paul Fermo, Robinson Helicopter and Robinson Unmanned will scale integrated vertical flight for the next 50 years, in this new ‘Era of Both.’” About Robinson Helicopter Company For more than 50 years, Robinson Helicopter Company has focused on making helicopter missions accessible, reliable, and safe. By maintaining a vertically integrated manufacturing foundation in the United States, Robinson provides global operators with practical tools for modern missions. From its top-selling R22, R44, R66 helicopters, to an expanding portfolio including the 10-seat R88. With the addition of its new business unit, Robinson Unmanned, the company offers both small and large autonomous and remotely piloted aircraft (UAS) for civil, commercial, or defense missions. Robinson is committed to developing, manufacturing, and supporting the most reliable and efficient helicopters in the industry. Learn more at www.robinsonheli.com and www.RobinsonUnmanned.com. About Robinson Unmanned Robinson Unmanned is the uncrewed aircraft systems (UAS) business unit of Robinson Helicopter Company, focused on delivering scalable, aviation-grade VTOL platforms across civil and defense missions. Integrating modular open architecture, advanced autonomy technologies, and full-production rotorcraft platforms, Robinson Unmanned enables operators to extend capability while reducing human risk. From compact coaxial systems to heavy-lift autonomous rotorcraft, Robinson Unmanned delivers scalable, mission-ready aircraft built to perform. Learn more at RobinsonUnmanned.com. Contacts: Robinson Helicopter Company Robyn E. Eagles Robyn.eagles@robinsonheli.com 323-547-5102 Robinson Unmanned Amy Romano aromano@RobinsonUnmanned.com 617-845-3185 Textron Aviation To Showcase Full Range Of Aircraft At Sun ’n Fun Textron Aviation will display Cessna, Beechcraft, and Pipistrel aircraft together for the first time at Sun ’n Fun 2026. Amelia Walsh Wednesday, March 25, 2026 at 03:00 PM ET Verified Edited By: Matt Ryan Photo By Textron Aviation Key Takeaways: Textron Aviation plans to showcase a wide range of its Cessna, Beechcraft and Pipistrel aircraft together for the first time at the 2026 Sun ’n Fun Aerospace Expo, set for April 14–19 in Lakeland, Florida. The company’s static display will include piston and turboprop models from all three manufacturers, offering attendees a comprehensive look at its general aviation offerings. Featured aircraft include the Pipistrel Alpha Trainer, Sinus and Panthera, along with the Cessna Skyhawk, Skylane, Turbo Stationair HD and Caravan. Textron says a highlight of the show will be the debut of the Beechcraft King Air 360 Crimson Edition, a special model developed to commemorate six decades of the King Air family. All Cessna and Beechcraft aircraft on display will be equipped with McCauley propellers, with representatives from the propeller manufacturer also on site. Textron Aviation says the combined showcase provides pilots and aviation enthusiasts a unified view of its expanded product lineup and innovations across piston, turboprop, and light aircraft segments. An elevated approach to maintenance training Avianca set to save a significant cost annually and maintain regulatory requirements with Comprehensive Maintenance Training Solutions • Featuring • Comprehensive Maintenance Training Solutions • Solution • Advanced Boeing Learning Environment, Maintenance Training Services, and Maintenance Synthetic Trainer • Customer • avianca The challenge With over 21,000 employees, avianca is the largest airline in Colombia and the second-oldest airline in the world. Serving as Colombia's flagship carrier, avianca relies on the Boeing 787-8 Dreamliner for its long-haul routes. As the airline expanded its fleet and maintenance staff, avianca realized that its training programs weren’t keeping up. Operational needs were outpacing existing training programs, putting the airline at risk of failing to meet staff regulatory requirements. Despite its goal of continued growth, avianca faced several challenges in maintaining and scaling its Boeing 787 maintenance training program: • Limited training accessibility: Previous training systems depended on physical computer servers set up in a single location in Bogotá, limiting flexibility and scalability. • Capacity constraints: Training sessions had limited seats, forcing students to share simulation stations, which reduced hands-on experience quality. • Outdated instructional materials: Training relied heavily on static PDFs and lacked interactivity, making updates cumbersome and sessions less engaging. • High operational costs: Frequent travel and centralized training increased expenses and reduced efficiency. Our approach In partnership with Boeing, avianca adopted a comprehensive training solution by integrating four powerful tools: • Maintenance Training Services (MTS) • Advanced Boeing Learning Environment (ABLE) • Airplane Virtual Tour (AVT) • Maintenance Synthetic Trainer (MST) With a new training ecosystem in place, avianca could successfully modernize and expand its maintenance training capabilities: • Cloud-based training with ABLE: Enabled remote, multi-location access to interactive, modular training content with flexible display options (single, dual, or triple screens), supporting diverse classroom setups. • Virtual simulation with MST: Provided immersive, realistic 3D airplane simulations for hands-on practice without the need for physical aircraft access, enhancing skill retention and confidence. • Comprehensive courseware with MTS: Delivered up-to-date, regulatory-approved training materials, including manuals, videos, and virtual tours — all backed by Boeing engineering expertise. • Customized lesson creation: Leveraged ABLE’s authoring tools to tailor lessons to avianca’s specific operational needs and regulatory requirements. • Scalable infrastructure: Transitioned from server-dependent systems to cloud-based solutions, increasing training capacity and reducing both physical space and maintenance costs. Results The integration of Boeing’s Comprehensive Maintenance Training Solutions brought significant benefits to avianca’s maintenance training program, including: • Expanded training accessibility: Enabled simultaneous training across multiple locations (Bogotá and Medellín), increasing seat availability and reducing bottlenecks. • Enhanced training quality: Individualized simulation stations improved hands-on experience, boosting student engagement and practical skills. • Up-to-date content: Continuous updates from Boeing ensured training materials reflected the latest standards, policies, and aircraft configurations. • Improved regulatory compliance: Training aligned with strict international standards, facilitating smoother approval processes. • Positive student feedback: Surveys indicate a 95% satisfaction rate, highlighting ease of use, realistic scenarios, and overall training effectiveness. ABLE, MST, and MTS have revolutionized our maintenance training by providing flexible, immersive, and up-to-date learning experiences. This has allowed us to expand capacity, reduce costs, and maintain the highest standards of safety and operational excellence. — Ferney Castrillon, Maintenance Training Instructor, avianca Additionally, by moving to cloud-based and digital training solutions such as MTS, MST, and ABLE, Avianca can achieve significant cost savings through reduced travel, optimized resource use, and improved airplane availability. These cost savings are based on Boeing’s assumptions: • $230,000 saved from reduced employee travel and data center costs • $600,000 saved on external training class expenses, including instructors and materials, or by not developing an in-house training program • $250,000 opportunity cost saved by not having a Boeing 787 airplane grounded for maintenance training Other operational savings include a reduced need for physical classroom space, data center maintenance, and administrative overhead. By leveraging Boeing’s Comprehensive Maintenance Training Solutions and optimizing internal resources, avianca can potentially save around $1 million annually through reduced travel, lower external training costs, and improved airplane availability. Transitioning to ABLE has given us the flexibility and scalability we needed to deliver high-quality 787 maintenance training across multiple locations. The cloud-based platform not only reduced our operational costs but also enhanced the learning experience for every student by providing individual, immersive simulation sessions. — Luis Gonzalez, Maintenance Training Instructor, avianca Conclusion The collaboration between avianca and Boeing to implement ABLE, MST, and MTS transformed avianca’s maintenance training framework. By embracing innovative, cloud-based, and interactive training technologies, avianca effectively enhanced training accessibility, quality, and cost-efficiency. This partnership positions avianca as a leader in aviation maintenance training in Latin America, highlighting the airline’s commitment to safety, operational excellence, and continuous improvement. Curt Lewis