With orders for the twin-rotor helicopter still rolling in, Boeing has provided details on its future plans for the venerable H-47 Chinook, including adding launched effects and creating a path toward a crewed version of the aircraft. The latter would offer an unprecedented vertical-lift capability, and one that could be of great interest to the U.S. Army and other operators.
At the Army Aviation Association of America’s Army Aviation Warfighting Summit in Nashville, Tennessee, today, Boeing released a computer-generated promotional video showing launched effects being delivered from the rear ramp of a Chinook.
Launched effects, previously referred to as air-launched effects (ALEs), describe a category of various uncrewed systems that you can read more about here. The new launched effects terminology reflects the fact that they might be launched from land or maritime platforms, as well as crewed and uncrewed aircraft. Launched effects drones include types that operate as scouts, electronic attackers, decoys, and suicide drones. They are typically highly autonomous, operating independently or in more complex networked swarms.
When it comes to the Chinook, Boeing confirms that launched effects are yet to be tested from the helicopter, but the company is working toward that goal.
Kathleen Jolivette, the vice president and general manager for Boeing’s Vertical Lift division, said today that the company is investing its own funds in the initiative and is currently looking at how rapidly it might be able to move into the demonstration phase, based on expected U.S. Army and international interest.
It’s worth noting, meanwhile, that Boeing and the Army are already pushing ahead on launched effects demonstrations from the AH-64 Apache attack helicopter, including recently announced trials with Anduril’s ALTIUS-700 Unmanned Aircraft System (UAS) launched from an AH-64E. The Army says that this program progressed from a requirement to a live demonstration in less than six months.
With its capacious hold, the Chinook would be able to accommodate huge numbers of launched effects, allowing multiple missions to be fulfilled over an extended period, especially when compared with other helicopters that typically launch these drones from externally mounted tubes.
The Chinook would also be much better able to handle larger launched effects. In the past, the Army has issued descriptions of ‘large’ drones in this category. These are envisaged as having a combat range of up to 350 kilometers (217 miles) and a total flight time of 30 minutes. However, there has also been an aspiration to increase those performance specifications to up to 650 kilometers (404 miles) and an hour of total time in the air. These would weigh up to 225 pounds each, compared to around 25 pounds for an ALTIUS-600, for example.
There is a possibility that Chinooks, specifically special operations MH-47Gs, are already using some kind of launched effects. As we discussed at the time, there is strong evidence that the U.S. military may have used kamikaze drones during the operation to capture Venezuelan dictator Nicolas Maduro earlier this year. Whatever the case, launched effects are increasingly key to the survival of rotary-wing aviation going forward.
As well as launched effects, Boeing is pushing ahead with work on what it calls an optimally crewed Chinook, reflecting U.S. Army terminology. As far as we understand it, the terms optimally crewed and optionally crewed appear to be interchangeable, although the former could also include reduced-crew flying with the help of an AI copilot. Boeing also pushed us toward an Army press release for the H-60Mx Black Hawk helicopter, described as an optimally piloted vehicle and extensively modified to fly with or without a pilot at the controls.
Heather McBryan, the vice president and H-47 program manager at Boeing, said the company is now “working very closely” with the Army in terms of what additional capability it wants to add to future Block II production lots.
According to McBryan, the Army “publicly stated their desire for what they’re calling an optimally crewed aircraft, where they can, in some instances, reduce the workload for pilots, but in other instances, eliminate it completely, and we’ve made a lot of great progress in those efforts.”
McBryan says that this work is also responding to demand from international customers.
As part of this effort, after years of development and post-production modifications, Boeing recently added its Active Parallel Actuator Subsystem (APAS) to the Chinook production line. A hardware and software system, McBryan describes APAS as working “like lane-assist in your vehicle.”
Tested on the special-missions MH-47G for some years now, APAS reduces pilot workload, but also provides additional situational awareness and enables safer maneuvering, especially at the edges of the aircraft’s envelope. For now, APAS is mainly for the MH-47G and for the United Kingdom’s new Chinooks, but McBryan confirms that Boeing is looking at how to bring additional elements of autonomy into the CH-47F as well.
In February, for example, a CH-47F successively completed its first fully automated approach and landing test flight, something that Boeing calls “approach to x.”
This used the company’s upgraded Digital Automatic Flight Control System (DAFCS), the software ensuring the Chinook touched down all four wheels on a runway without any pilot intervention. While DAFCS is currently deployed on the CH-47F fleet, the upgraded version further reduces pilot workload and brings autonomy to tactical approaches, boosting flexibility and operational capability.
Right now, every Chinook coming off the production line has the basic DAFCS, while APAS essentially provides an enhancement, building on the same flight control system with a combination of hardware and software.
As Chris Speights, the chief engineer for Boeing Vertical Lift, explains, with APAS, “the parallel actuation system actually amplifies, provides a higher-bandwidth control mechanism for it that the software can then take advantage of. So we get more precise control and augmentation with APAS when you add it on top.”
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Speights added that Boeing is also looking at the future beyond APAS.
“APAS is the foundation, then there would be other capabilities, whether it’s algorithmic or whether it’s sensors or the integration of those that would give further autonomous capability in the future,” he said.
Potentially, this could lead to entirely autonomous Chinook flights, from takeoff to landing, for an optimally uncrewed or even a fully uncrewed Chinook.
Speights described the work on the upgraded DAFCS and APAS as “foundational,” should the company pursue an optimally crewed Chinook.
“That puts us on the path for the flight automation, not necessarily full autonomy, but flight automation, which starts today with pilot workload reduction, and approach to x,” Speights said. “But it enables further capabilities in the future, as the customer desires, based on their concept of how the aircraft would be used.”
It is worth noting that Sikorsky has been working on both optionally crewed and uncrewed versions of its H-60 Black Hawk series. Late last year, the company unveiled its U-Hawk demonstrator, a fully uncrewed version of the Black Hawk helicopter, intended to carry cargo and deliver launched effects. The U-Hawk leverages the company’s past work on a Pilot Optional Vehicle (OPV) version of the Black Hawk, which has been flying for years.
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For now, however, Jolivette said that Boeing is “gonna wait and see what happens” with the Army’s uncrewed/optimally crewed vision. “I think there’s more to come on that,” she added.
As well as APAS, Boeing is looking at how it can bring a digital backbone to the CH-47F. A digital backbone essentially provides a shared network of data and tools that connects both production design and sustainment. The result is that everyone who is working on the aircraft gets the same data points and the same information at the same time. In practice, this would mean adding multiple redundant networks and distributed interface units to ensure precise monitoring. With reliably collected data, the Chinook should be easier to upgrade, safer to operate, and quicker to fix.
The Chinook remains very much in demand, meanwhile.
The latest budget request includes funding for additional MH-47G aircraft. In terms of CH-47F Block II, Boeing is ramping up production to meet the Army’s rapid-fielding ambitions. Six Block IIs were delivered last year, and Boeing received a contract award for nine more in September 2025, with another six orders since then, for a total of 24 under contract. McBryan confirmed that, as of today, three aircraft are in production, with two of those in final assembly.
“We expect to deliver one of those aircraft towards the end of this year,” McBryan said. The total U.S. Army Block II requirement is still to be determined.
In terms of international orders, the first deliveries for new orders from Egypt, South Korea, and the United Kingdom are expected this year. Production of the first German CH-47F is also underway, with expected delivery in 2027.
Although it was first flown back in 1961, the Chinook appears to have a bright future ahead of it. With Boeing now focused on new capabilities, we may very well see Chinooks delivering launched effects and operating in uncrewed versions before too long.
Contact the author: thomas@thewarzone.com