Cargo

June 13 (UPI) — Five Indian Air Force personnel are dead after a transport plane crashed during training in Assam, officials said Saturday.

“The Indian Air Force deeply regrets the loss of five personnel in the An-32 accident at Jorhat, Assam. Sqn Ldr Prashant Singh, Flt Lt Shubham Kumar, Sgt Jitendra Sharma, Agniveervayu Khemaram Kumawat and Agniveervayu Danish Alam made the supreme sacrifice in the line of duty. IAF extends its deepest condolences to the bereaved families and stands firmly with them in this hour of grief,” the Indian Air Force posted on X.

Assam is in the northeastern part of the country.

“Crash site management and initial enquiries are on at this time,” the Air Force said. It added that an investigation to find the cause of the crash is underway.

India’s air force operates a fleet of about 105 AN-32 aircraft, Al Jazeera reported.

In a significant development, Airbus has announced that its H145 twin-engine light helicopter is being developed in an uncrewed version, the U145. The move continues and expands the manufacturer’s work in the uncrewed helicopter space and reflects similar developments around the globe — most notably, an uncrewed version of the UH-72 Lakota, which is the U.S. Army’s variant of the H145.

The U145 was officially revealed today, ahead of the ILA Berlin airshow, starting this week, during which a full-scale mock-up will be displayed. Airbus says it is planning a first flight of the U145 — with a safety pilot onboard — before the end of this year, and is aiming for entry into service at the beginning of the next decade. 

“With the U145, we are offering our customers an autonomous, uncrewed version of our H145 helicopter — combining the proven airframe, power and useful load of the H145 with the autonomy of a UAS,” said Matthieu Louvot, CEO of Airbus Helicopters, in a company media release. “To develop the U145 and its capabilities as a multi-mission UAS, we will be teaming up with leading autonomous mission partners to further expand the UAS ecosystem in Europe,” he added. 

The U145 will have a maximum takeoff weight of around 8,400 pounds, and is described as a “mission-agnostic solution for civil and military applications, primarily high-volume cargo supply.” Airbus has announced the payload will be up to 2,600 pounds. In comparison, the uncrewed version of the Lakota, the MQ-72C Lakota Connector, will carry a maximum payload of around 4,000 pounds, although this includes slung loads. With that in mind, the U145 and MQ-72C will likely end up offering very similar payload capacities.

The MQ-72C is expected to be able to cruise at speeds of 135 knots out to ranges of at least 350 nautical miles, according to the Airbus website.

Already at this stage, the company is pitching the U145 for specific military roles, including armed scouting and surveillance. Airbus is also planning to adapt the U145 as a “drone mothership” that will carry “launched effects,” on which the company is partnering with European missile house MBDA. A similar concept is currently being pitched by Sikorsky, with its uncrewed version of the Black Hawk helicopter, dubbed the U-Hawk, which is also intended to be able to fire dozens of launched effects such as surveillance and reconnaissance drones and loitering munitions.

Airbus also envisages the U145 operating in conjunction with conventional helicopters as part of crewed-uncrewed teaming. 

The U145 will offer full autonomy, Airbus says, being equipped with a specialized sensor suite and artificial intelligence. For an uncrewed logistics aircraft, the ability to autonomously navigate along a predetermined route using programmed waypoints would provide a practical foundation for autonomous operations. However, more advanced capabilities — such as dynamically adjusting flight paths and responding in real time to emerging threats or unexpected obstacles — would also be very valuable, especially when conducting resupply missions in contested or high-risk environments.

The U145 will have no physical cockpit, so it cannot be flown with human pilots onboard. Other significant changes include adaptations for cargo missions, including a clamshell nose door, a loading platform, and a dedicated cargo floor. The existing rear clamshell doors are retained, as are the cabin side doors. The same configuration has been adopted for the MQ-72C, and a pass-through cargo hold is a big advantage that other crewed helicopters in this class cannot match.

Other features of the new uncrewed helicopter will be carried directly over from the H145, more than 1,800 of which are currently in service.

These features include a powerplant of two Safran Arriel 2E engines equipped with a full-authority digital engine control (FADEC) and a fenestron tail rotor.

The U145 is the next step in the manufacturer’s development of uncrewed helicopters. As such, it follows on from the smaller VSR700, a rotary-wing uncrewed air system which was derived from the crewed Cabri G2 light helicopter.

It is unclear what elements might be ported across from the MQ-72C, also called the Unmanned Logistics Connector (ULC), which is being developed separately by Airbus U.S. Space and Defense, together with its partners Shield AI, L3 Harris, and Parry Lab. Based on the U.S.-made UH-72B Lakota, the MQ-72C is similarly autonomous and is primarily aimed at the U.S. Marine Corps. You can read more about the MQ-72C in our previous coverage of the aircraft, here and here.

Airbus’s UH-72 Unmanned Logistics Connector Sets Its Sights On The USMC’s Future Fleet Requirements

In the context of the MQ-72C, we have previously looked at how this platform fits with the U.S. Marine Corps’ vision for future fleets of cargo-carrying drones. The Marines see uncrewed logistics ‘connectors’ in the air and down below as essential for supporting future expeditionary and distributed operations, especially in the context of a possible future high-end fight with China in the Pacific.

Other U.S. efforts in this space include optionally crewed and uncrewed versions of the larger H-60 Black Hawk series. The U-Hawk demonstrator, a fully uncrewed version of the Black Hawk helicopter, is intended to carry cargo and deliver launched effects and similarly features clamshell doors in the nose. At the heavier end of the scale, Boeing has said its future plans for the H-47 Chinook include creating a path toward an uncrewed version of the aircraft.

Introducing the S-70UAS™ U-Hawk™

However, these kinds of capabilities are increasingly being eyed by other services around the world, too.

With this in mind, Airbus is hoping to leverage the existing customer base for the H145, which has footprints on six continents. The H145 is already in service, or on order, with a growing number of international military operators for utility and light-attack missions. The uncrewed version maintains significant commonality, which will bring down support and maintenance costs.

At the same time, the U145 has obvious commercial applications. Airbus highlights its suitability for roles like disaster management and firefighting, although it would also be ideal for cargo conveyance, especially remote resupply work and logistics support to offshore platforms and remote areas on land, for example.

An Airbus spokesperson told Breaking Defense that the U145 has not been developed for any specific national or European acquisition.

Undoubtedly, there is growing recognition in Europe, in particular, that changes in the geopolitical landscape mean that the continent cannot necessarily rely on the United States to meet its defense needs. Developing the U145 in addition to the MQ-72C aligns with Europe’s ambition to strengthen its sovereign capabilities.

With the U145, Airbus is betting that autonomous rotorcraft will become an increasingly important part of military operations. By leveraging a proven helicopter platform, it should accelerate the transition to uncrewed operations, but the drone helicopter will be entering an increasingly competitive marketplace.

Contact the author: thomas@thewarzone.com

The U.S. Marine Corps is set to test at least two new autonomous cargo helicopters, as it seeks to field platforms that can rapidly resupply Marines in contested environments. The service recently awarded contracts for two such platforms, one being the R66 Turbinetruck that inserts Sikorsky’s MATRIX autonomy system in the proven Robinson R66 airframe. The second is the Uncrewed 505, a development of the Bell 505 in a program led by Near Earth Autonomy, in collaboration with Bell Textron, Moog Inc., and XP Services.

This is all part of ongoing efforts to develop uncrewed logistics platforms that the Marines can use in contested environments, something that is of particular relevance as the branch looks to the requirements for a future conflict with China in the Pacific.

Lockheed Martin announced yesterday that its Sikorsky subsidiary and Robinson Unmanned had received a contract for the Turbinetruck from the Marine Corps. This comes under the Marines’ new-look Autonomous Aerial Logistics Program Medium Aerial Resupply Vehicle — Expeditionary Logistics (MARV-EL). The contract is worth $15.5 million and covers Increment 2 of MARV-EL.

“As we expand the MATRIX family, we also extend the reach of uncrewed solutions for both civil and military customers,” said Rich Benton, vice president and general manager of Sikorsky. “The commercially developed R66 Turbinetruck is simple, economical, and re-configurable; ideal for high-risk, hard-to-reach environments, where keeping personnel out of harm’s way is essential.”

“Our partnership with Sikorsky brings the trusted performance and reliability of the R66 platform into the unmanned logistics arena,” added David Smith, president and CEO of Robinson Helicopter Company. “The R66 Turbinetruck represents a significant step forward in expanding proven rotorcraft into scalable, autonomous cargo solutions for demanding operational environments. Together, we are delivering a game‑changing capability that will enhance warfighter readiness and open new opportunities for safe, reliable, and affordable autonomous transport.”

Robinson Unmanned | The Future of Autonomous Rotorcraft is Here

The R66 Turbinetruck puts together the R66 airframe from the Robinson Helicopter Company, a single-turbine engine design that is best known as a five-seat light rotorcraft on the commercial market. The R66 was selected for the Turbinetruck application primarily on account of its reliability, low maintenance demands, and high level of versatility. The aircraft is currently in widespread civilian service as a trainer, passenger, and utility helicopter.

Combining the R66 airframe with Sikorsky’s MATRIX system provides the ability to perform autonomous uncrewed operations. MATRIX has previously been proven in a U.S. Army UH-60M helicopter, giving it a ‘robotic brain,’ and the culmination of a series of tests stretching back years now that have been steadily working on ever-greater pilot-optional capabilities for the Black Hawk family. As we have noted in the past, the same technology could easily find its way onto other aircraft, as evidenced by the Turbinetruck.

Sikorsky and DARPA Autonomous Black Hawk Flies Logistics and Rescue Missions Without Pilots on Board

Lockheed Martin says the Turbinetruck is intended to give the Marines “flexible, affordable and rapid combat sustainment,” with its primary roles including the delivery of ammunition, medical supplies, and other essential equipment directly to the troops that need it. These critical loads need to be supplied “regardless of terrain, weather, or enemy threat,” the company adds.

According to Robinson Helicopter, the Turbinetruck can carry a load of 1,300 pounds internally, or external loads supported via a cargo hook. The internal cargo compartment is accessed via front clamshell doors and a right-hand baggage door. A total useful load of 1,500 pounds can be transported, and the aircraft has a range of more than 325 nautical miles.

When it comes to MARV-EL, this now stipulates an uncrewed aircraft that can carry a logistic payload of between 1,300 and 2,500 pounds to a combat radius of 100 nautical miles, operating through a common digital handheld device.

In an operational scenario, the mission objectives would be entered into the Turbinetruck using a digital tablet. The system would then automatically create a flight plan, using sensors and algorithms to guide the helicopter safely to the target location.

The Turbinetruck would allow the Marines to conduct critical logistics missions without having to put any additional personnel at risk, as would be the case if crewed rotorcraft were employed at the tactical edge of the battlefield. Crewed rotorcraft also come with increased demands on maintenance and availability. Meanwhile, crew-rest cycles might mean that the aircraft have to stay on the ground during high-tempo operations, while these assets will inevitably be in heavy demand for all kinds of other missions in any kind of high-end fight.

A video outlining the Robinson R66 Army Trainer, a crewed version of the helicopter offered to the U.S. Army schoolhouse:

Robinson R66 Army Trainer Helicopter | Press Conference & Official Reveal | AAAA in Nashville

At the same time, the MARV-EL concept is especially tailored for the Indo-Pacific theater, in which Marines and other U.S. military forces would be expected to fight from and around austere forward operating bases — a concept known as Expeditionary Advanced Base Operations — as well as unimproved landing zones, and from the decks of ships.

In this context, the Turbinetruck, and the MARV-EL program, more generally, hope to fill a notable capability gap between small tactical drones and larger crewed airlifters. This is something that Lockheed Martin describes as a “middleweight” uncrewed logistics platform capable.

Robinson Unmanned will deliver the first R66 Turbinetruck to Sikorsky for integration, test and evaluation, and demonstration. At that point, the aircraft will undertake capability demonstrations to prove out the MATRIX system in the R66 airframe.

Since MATRIX is platform-agnostic and has an open architecture design, it is intended to be easily integrated into various airframes.

As for the rival Uncrewed 505, this takes the Bell 505 Jet Ranger X helicopter and combines it with Near Earth’s Captain autonomous system, and Moog’s Genesys avionics. The 505 is also a single-turbine helicopter that is in use in similar training, passenger, and utility roles as the R66.

The MARV-EL Increment 2 program will also see the Uncrewed 505 prototype developed for the Marine Corps. Near Earth says it will spend the next 36 months integrating and flight-testing the autonomous flight system in the Uncrewed 505, before progressing from early demonstrations to full mission capability.

“The program is to develop an uncrewed aerial logistics aircraft for where the risk and need are highest,” said Lyle Chamberlain, CTO of Near Earth. “We are combining our Captain autonomy architecture with a proven Bell 505 platform to move cargo without putting Marines in harm’s way. To be as intuitive as possible, we are designing the aircraft around existing Marine Corps workflows. Operators will be able to request, dispatch, and manage missions through familiar command-and-control pathways, including MAGTAB and MANGL integration. At the same time, cargo can be loaded with standard pallet jacks and forklifts. This approach reduces infrastructure burden and helps make autonomous resupply practical for expeditionary operations.”

Near Earth says the Uncrewed 505 is optimized for efficient transportability, with two aircraft fitting inside a C-130 cargo aircraft with minimal disassembly.

Other aircraft have previously emerged out of the MARV-EL program.

These included the Kargo UAV, a rotary-wing drone from the Kaman Corporation, which previously developed an optionally crewed version of its K-Max helicopter.

KARGO UAV | Transforming Expeditionary Logistics

Notably, Kaman partnered with Near Earth Autonomy for the autonomy system for both the Kargo UAV and the optionally crewed K-Max.

Another competitor for MARV-EL was the SeaOnyx from Leidos. In 2023, it was announced that Leidos had won a Marine Corps contract to develop a prototype of this autonomous resupply vehicle under the Medium Unmanned Logistics Systems — Air (MULS-A) program, which later became MARV-EL.

However, neither of these platforms met Marine Corps requirements, leading to MARV-EL being recompeted. At the same time, the previous requirements (including delivering a logistics payload of 300-600 pounds within a radius of 25 to 100 nautical miles to a combat area) were made more ambitious, increasing cargo payload and range.

Overall, MARV-EL again highlights the Marines’ growing focus on expeditionary warfare in contested environments, in the Pacific theater especially. With their versatile airframes, the R66 Turbinetruck and the Uncrewed 505 could be adapted for other missions, including intelligence, surveillance, and reconnaissance (ISR), electronic warfare (EW), communications relay, and search and rescue. All of these are growth areas for the Marines specifically and the U.S. military more generally.

A video outlining the Bell 505, as offered for the U.S. Army Flight School Next requirement:

Bell 505: Ideal Trainer

At the same time, the R66 already has a foothold with the U.S. military, with TH-66 Sage used to train U.S. Army and Navy helicopter operators, under contract. The Army is also now looking at both the R66 and the Bell 505 for its Flight School Next training helicopter program.

Whichever design or designs are ultimately selected for the MARV-EL requirement, the Marines can expect a new medium-weight logistics platform that bridges the gap between smaller drones and larger crewed aircraft currently in use. At the same time, it will help reduce risk by keeping more fixed-wing and helicopter crews out of harm’s way.

Contact the author: thomas@thewarzone.com