Tiltrotor

The Cold War-era Lockheed AH-56 Cheyenne might have been plagued with issues, but there’s no doubt it was among the world’s most advanced helicopters of its day. The AH-56 was so fast, and its features so ahead of their time, that the U.S. Army has decided to port over its name for its highly anticipated MV-75 tiltrotor, now officially named the Cheyenne II. The name also continues the Army’s tradition of naming its helicopters after great Native American tribes, and will find its place among icons like the Apache, Chinook, and Lakota.

In 2022, the Army picked a design from Bell, based on that company’s V-280 Valor tiltrotor, as the winner of its Future Long-Range Assault Aircraft (FLRAA) competition. In January of this year, the Army confirmed to TWZ that it planned to accelerate its timeline for the MV-75 by multiple years, fielding the first examples in 2027 versus 2031.

The rollout took place today at the Army Aviation Association of America’s Army Aviation Warfighting Summit in Nashville, Tennessee. Speaking to journalists, including TWZ, before that event, Maj. Gen. Clair A. Gill, the commanding general of the Army Aviation Center and Portfolio Acquisition Executive — Expanded Maneuver Air, announced the MV-75’s rollout as “a pivotal moment for Army Aviation, for our soldiers.”

In keeping with other Army rotorcraft, the MV-75’s name also honors a Native American tribe (more accurately, two tribes), the Cheyenne.

As Maj. Gen. Gill explained: This name reflects more than heritage. It reflects identity. The Cheyenne people inhabited the Great Plains for 400 years, adapting to a harsh and unforgiving environment as highly proficient hunters and gatherers. Their way of life required constant mobility, organized around nomadic buffalo hunting, enabling them to assemble, disassemble, and move quickly to meet the demands of their environment. In many aspects, that same ability to rapidly organize, reposition, and operate with precision is reflected in the MV-75 platform.”

“Life in that environment demanded resilience and strength,” Gill continued. “Tribes navigated rivalries, dirt, conflict, and adapted as Westward expansion reshaped the landscape around them. Today, the Cheyenne are represented by the Northern Cheyenne tribe in Montana, in the Cheyenne and Arapaho tribes in Oklahoma, whose legacy reflects the proud and enduring warrior tradition, ground and protection, provision and leadership. Those values demand capability, and in today’s fight, that capability comes in the form of speed, range, lethality, and adaptability. That spirit of mobility, resilience, and disciplined strength is what the name Cheyenne II represents.”

As for the other, historical Cheyenne, the AH-56, this was a first-generation attack helicopter drafted during the Vietnam War. Most impressively for the time, the helicopter could hit a 224-mile-per-hour cruise speed and dash at speeds up to 240 miles per hour, driven by a nearly 4,000-horsepower turbine engine and a pusher propeller on the tail boom.

F 03873 US Army Lockheed AH-56 Cheyenne multi weapon attack Helicopter

While it boasted incredible performance and was packed full of advanced features, the AH-56 was destined for failure. A combination of technical issues, program management shortfalls, changing procurement priorities, high cost, and a fatal crash in 1969 saw the program terminated. But despite never entering service, the Cheyenne left a profound impact on the concept of close air support and attack helicopter design and today holds a special place in military aviation history.

On the other hand, there are plenty of obvious differences between the AH-56 and the MV-75, not least their missions. They also had different prime contractors, and, the Army must hope, will have very different outcomes.

Maj. Gen. Gill continued: “What the [AH-56] Cheyenne was when it was initially conceived in the 1960s was a transformational leap ahead in technology. It was a rotorcraft when we were still learning how helicopters flew and how we could get the maximum utility, speed, and range out of them. And the Cheyenne, at the time that it was developed, was completely different. It had a pusher prop on it that allowed it to achieve speeds that we hadn’t seen before. You could draw a lot of parallels between going from the current fleet of rotorcraft that we fly, that is really 1960s, 1970s-era technology … to what we’re doing with the tiltrotor technology. Twice as far, twice as fast, vertical takeoff and landing, but flying at airplane speeds. You can certainly draw the metaphor there if you want, between the AH-56 back in the late 1960s and the MV-75 today.”

Continuing on the transformational theme, Brent G. Ingraham, the Assistant Secretary of the Army for Acquisition, Logistics, and Technology, provided his assessment of the MV-75, describing it as “a generational capability for the Army,” and one that “truly fundamentally changes how commanders think about distance, time, and maneuver on the battlefield.”

Ingraham continued: “It combines the vertical lift of a helicopter with the speed and range of an airplane, allowing us to project combat power from safer distances, penetrate deeper into contested environments, and deliver soldiers where they are needed most, faster than we ever have before.”

For the soldier, this means “restoring full-squad insertion at extended range, expanding medevac reach well beyond today’s Golden Hour, enabling large-scale, long-range air assault operations that can reshape the battlefield,” Ingraham added. Just as critically, the Cheyenne II will be able to self-deploy globally, reducing cost, complexity, and response time in a crisis. This is also especially relevant for future operations in the Indo-Pacific region, where operating locations and objectives are likely to be dispersed across large areas with limited options for making intermediate stops.

Ingraham also noted another key aspect of the program, namely the incredibly aggressive schedule to get it into service. Claiming the program as an “acquisition success story,” he described the team moving “with urgency while maintaining discipline.”

The MV-75 is designed around a modular, open-systems approach, with a digital backbone that should make it easier to adapt and upgrade as the program evolves.

“That means we can rapidly integrate new technologies, adapt to emerging threats, and avoid the costly redesigns of the past,” Ingraham said.

Ingraham confirmed that the fielding timeline is being accelerated, which means the first Cheyenne II unit should be equipped in Fiscal Year 2030. Exactly how realistic that ambition is is something that we will discuss in a follow-on story.

As Ingraham said, speed matters, not just in the air, but in acquisition as well.

“We did it through strong partnerships across industry, the requirements community, and our operational units like the 101st [The 101st Airborne Division, the Army’s premier air assault unit, and the first unit set to get MV-75s], ensuring this platform is not just technologically advanced, but operationally relevant from day one. Simply put, the MV-75 Cheyenne II is how we deliver capability at the speed of relevance.”

For a rotary-wing program that puts a lot of emphasis on speed, its new Cheyenne II name is especially appropriate. Let’s just hope its warp-speed development doesn’t end the same way as its partial namesake.

Contact the author: thomas@thewarzone.com

With fielding of the Army’s highly anticipated MV-75 Future Long Range Assault tiltrotor aircraft not set to begin until next year under an incredibly aggressive schedule, the service is already building plans for the aircraft into training for mid-grade officers and putting soldiers through recently installed full-size simulators, officials said Tuesday.

Speaking to reporters at the Association of the United States Army’s Global Force Symposium in Huntsville, Alabama, Gen. David Hodne, head of U.S. Army Transformation and Training Command, said that while some soldiers with special operations backgrounds had already experienced V-22 Osprey operations through work with other services, the Army Aviation Center of Excellence (AVCOE) was working to further socialize what the service is promoting as a radically different capability.

“[AVCOE Commander Maj. Gen. Claire Gill is] already introducing MV-75 planning factors into the Captains Career Course,” Hodne said, referring to a 21-week professional training program designed for officers with between four and seven years of service and split between general leadership principles and technical proficiency. “[You have] twice the range, twice the speed. So getting officers talking about that capability is the start.”

Army officials took delivery of two MV-75 FLRAA “virtual prototypes (VPs)” in June and July of last year at Redstone Arsenal and Fort Rucker, Alabama. Based on digital twins of the aircraft, the simulators highlight “the transformational power of digital engineering,” Brig. Gen. David Phillips, Program Executive Officer for Army Aviation, said last year.

“The VP replicates the cockpit design, mission software, and flight dynamics models of the MV-75; it allows RTC XPs to continue developing tiltrotor experience to prepare for future flight test activities,” Army officials said in a February release. “Additionally, the RTC team actively uses the VP to expose aviators to tiltrotor unique considerations, whether in the context of training and tactics development, Special User Evaluations (SUEs) or VIP demonstrations.”

With Gill at the helm for MV-75 integration, Mohan said the simulators will be a valuable familiarization tool.

“In terms of developing the right instructor base that can integrate this capability, he already has the capability to start that, with one of the simulators that’s already at Fort Rucker,” Mohan said.

Brent Ingraham, assistant secretary of the Army, described these early-delivery digital prototypes as critical to the service’s modernized fielding approach.

“That allows soldiers to get in, start the training, do a lot of the stuff up front, figure out all of the procedures and how they will execute the mission, right?” he said. “A lot of the stuff is being done now ahead of the first flight even occurring.”

Additional training on advanced composites is also beginning, according to Lt. Gen. Chris Mohan, head of U.S. Army Materiel Command, so soldiers can become proficient at skin and structural repair, “as well as all the digital engineering that goes into the integration end of a truly digitally engineered platform.”

During the roundtable, Army Under Secretary Mike Obadal pushed back on a reporter’s question about the service having to contend with the reputation of tiltrotor aircraft for “catching fire and falling out of the sky” as it sought to make its new tiltrotor a keystone for future Army aviation operations. The question referred to the V-22 Osprey, which entered service in 2007 and has sustained multiple deadly mishaps unique to its design, such as the ability of the prop-rotors to churn up brownout conditions during landing; “vortex ring state,” a condition in which the Osprey faces rapid descent into its own downwash; and most recently, a gearbox issue linked to a fatal 2022 crash that led to widespread flight restrictions.

But the Army has maintained that MV-75 is entirely a different aircraft and that the “1980s technology” that bedeviled the Osprey is nowhere to be found in the new Valor.

“I think we have to be very careful about making sweeping statements about tiltrotor technology, and especially when you look at what [manufacturers] Bell-Textron and the Army are doing, because it is the most advanced manufacturing and digital backbone that exists,” Obadal said. “So General Electric creates the digital backbone for all of the intercontinental airliners that Boeing makes, the 777 [and] 787, and they’re applying that experience and technology to our MV-75.”

The MV-75 design has the rotors rotate between forward and vertical flight modes independent of the engine nacelles, rather than the entire nacelles rotating, which occurs on the V-22, “dramatically reduces the technical complexity” of the plane, he said, while the digital systems and controls give it cutting-edge reliability.

“From a technical perspective, it’s far more advanced than anything that exists in the military inventory, because of its fly-by-wire systems and its digital backbone,” Obadal said.

Regarding cultural comfort-building with a tiltrotor aircraft given the V-22’s mixed reputation, Obadal said it was a nonissue.

“When I talk to [soldiers] about it, they say they want to fly it, and so do I,” he said.

In January, the Army confirmed to The War Zone that it planned to accelerate its timeline for the MV-75 by multiple years, fielding the first planes in 2027 versus 2031. The impetus came from Army Chief of Staff Gen. Randy George, who emphasized that the service needed the MV-75’s speed and range “very quickly,” especially due to the operational demands of the vast Pacific, and couldn’t wait until the next decade to integrate it.

Contact the editor: Tyler@twz.com