Uncrewed

In an earlier example of these vehicles being used as a weapon, the U.S. Navy found itself having to fire on a threatening Houthi UUV in February 2024, according to U.S. Central Command (CENTCOM).

“Between the hours of 3:00 p.m. to 8:00 p.m. (Sanaa time), Feb. 17, CENTCOM successfully conducted five self-defense strikes against three mobile anti-ship cruise missiles, one unmanned underwater vessel (UUV), and one unmanned surface vessel (USV) in Iranian-backed Houthi-controlled areas of Yemen,” the command stated on X at the time. “This is the first observed Houthi employment of a UUV since attacks began on Oct. 23, [2023].”

Hamas used UUVs even before that in an attempt to attack Israeli naval assets in 2021, according to the Times of Israel.

“While the small autonomous underwater drone was still close to the shore, an Israeli Navy vessel destroyed the device, and an IDF aircraft attacked the operatives that launched it in order to thwart the threat,” the military said, according to the outlet.

“Hamas has for years been believed to be developing autonomous submarines,” Times of Israel added. “The Israeli Navy believes that the models in the terror group’s arsenals are guided by GPS and capable of carrying some 30 kilograms (66 pounds) of explosives. Such weapons could be directed against targets both out at sea and along Israel’s coastline.”

The threat from these systems has come a long way. America’s near-peer adversaries are far more advanced in this regard and weapons that can travel great distances undersea, operating on their own, offer a distinct asymmetric advantage. As with Pearl Harbor, it is far more convenient to strike ships in port than to hunt them at sea. China, notably, has invested heavily in uncrewed underwater vehicles for years.

“There are effective technologies with the capability to detect and track UUVs, but few tested and fielded defeat/mitigation systems,” the Coast Guard said in the RFS. 

There are really two areas where these technologies land, in general. Providing early warning and tracking of UUVs over larger areas and coastal and harbor defense, the inner layer where UUVs are arguably most dangerous.

For the U.S., persistent and broad area undersea surveillance coverage has historically been provided by large networks of static hydrophones that are extremely costly to establish, operate, and maintain. They were also designed to detect large submarines, not far smaller UUVs. The U.S. Navy’s Cold War Sound Surveillance System (SOSUS) network is perhaps the best-known example of such a system. Portions of SOSUS do remain in service, but are now used more for scientific research than watching for foreign submarines. SOSUS has been largely supplanted operationally by a mix of fixed sensor arrays, surface ships towing sonar, and processing stations ashore known collectively as the Integrated Undersea Surveillance System (IUSS).

Last year, TWZ highlighted one of many alternatives being developed by industry, Anduril’s readily deployable undersea surveillance system called Seabed Sentry. It uses networks of small and relatively low-cost modular sensor nodes to detect and track undersea threats. You can read more about that system and how it operates in our story here.

Anduril, working with Ultra Maritime’s Sea Spear deployable sonar system, demonstrated the latest iteration of this system during the Navy’s recent Lanternfish exercise, which “brought together the U.S. Navy, United Kingdom Ministry of Defense explosive ordnance disposal units, Royal Australian Navy UUV Operators and defense industry professionals to build seamless interoperability,” according to the U.S. Navy.

The inner layer of defense benefits from ongoing development and evolution, from sensors for detecting divers and objects to marine mammals that can do the same. Still, UUVs offer unique new challenge to contend with.

Last month, Naval Surface Warfare Center (NSWC) Panama City and Unmanned Undersea Vehicle Group (UUVGRU) One “executed a multi-national harbor protection demonstration to show how the advancement of technology plays a crucial role in protecting the Navy’s assets during exercise Baltic Operations (BALTOPS) 2026,” NSWC said.

The demonstration “showcased three emerging technologies including an expeditionary air curtain, an artificial kelp UUV net, and sea water neutralization charges which are designed to counter UUV threats,” the release added.

“The expeditionary air curtain is a rapidly deployable underwater system that is used to protect mission-critical assets below the waterline. The air curtain defends against UUV threats and can be used at Naval bases and military installations as well as ports and harbors by aerating the water to affect the UUV’s depth sensors, acoustic sensors, buoyancy and propulsion.”

“We are testing the air curtain to see how it disrupts and hinders UUV sensors. It is a quick, expeditionary solution because it can be deployed easily,” said Javi Handal, a Senior Electrical Engineer with NSWC Panama City.

He did not provide further details about these systems.

Regardless, the Coast Guard is looking to industry for other options.

“Defeat technologies are an essential piece in the kill chain, as detection is only the first step to stopping the threat,” its RFS explains. “The development and deployment of effective C-UUV defeat solutions will enhance maritime domain dominance (MDD), port security, and critical infrastructure protection, enabling reliable response actions to neutralize UUV-based threats.”

The Coast Guard said it is specifically interested in “solutions that have been tested and demonstrated to be effective in operational settings, with a Technology Readiness Level (TRL) of 5 or higher.”

The Pentagon describes TRL 5 as systems where the “basic technological components are integrated with reasonably realistic supporting elements so it can be tested in a simulated environment. Examples include ‘high fidelity’ laboratory integration of components.”

The requested technologies should be capable of supporting Ports, Waterways & Coastal Security operations, “addressing the unique challenges posed by UUVs in these environments,” the Coast Guard added.

“We are looking for systems that can provide reliable performance in real-world conditions, including but not limited to sensor platforms, kinetic solutions, and integrated response solutions,” the RFS notes. “Respondents are encouraged to submit information on products or systems that are currently available for procurement, have undergone field testing, and are suitable for deployment in port, harbor, and waterway security scenarios. Defeat solutions should be scalable and adaptable for compatibility with existing detection systems and/or various configurations for different ports.”

The Coast Guard is limiting its search to “only systems with an effector or with direct mitigating capabilities, or with detection, tracking, identifying, and mitigating capabilities. Submissions that do not include defeat capabilities will not be considered at this time.”

Interested parties have two weeks to submit their proposals. We reached out to the Coast Guard to find out more details about timelines and budgets and will update this story with any pertinent information provided.

As Ukraine proved last year, the threat from UUVs is real and growing, giving adversaries hard-to-detect and difficult-to-defeat autonomous weapons that can be launched from great distances and potentially operated in concert. The Coast Guard request is the latest example of the U.S. government’s increasing effort to get after this emerging threat.

Contact the author: howard@twz.com

“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