The Beechcraft M-346N advanced jet trainer has begun a high-profile demonstration tour across the United States as part of its bid to win the U.S. Navy’s Undergraduate Jet Training System (UJTS) competition. Developed by Leonardo and marketed in the U.S. through Textron Aviation Defense and Leonardo DRS, the M-346N is positioned as a modern replacement for the legacy T-45 Goshawk.
Background on the UJTS Program
The U.S. Navy’s Undergraduate Jet Training System (UJTS) program aims to replace the aging fleet of Boeing T-45 Goshawk trainers currently used at Naval Air Stations Kingsville and Meridian. The T-45s have been in service since the 1990s and are facing increasing sustainment challenges due to obsolescence and airframe fatigue.
UJTS seeks a modern aircraft capable of preparing student naval aviators for carrier-based strike fighter operations aboard platforms like the F/A-18E/F Super Hornet and F-35C Lightning II. Key requirements include digital avionics compatible with fifth-generation fighters, embedded simulation systems, high reliability and maintainability metrics, and potential future carrier suitability or simulated carrier environment training.
While not yet officially released as an open competition with a Request for Proposals (RFP), industry contenders have begun positioning their platforms in anticipation of formal program launch expected by 2025–2026.
M-346N: A Navalized Variant of a Proven Trainer
The M-346 Master is an advanced twin-engine jet trainer developed by Italy’s Leonardo S.p.A., derived from an earlier joint project with Yakovlev (Yak/AEM). It is already in service with several air forces including Italy, Israel (as “Lavi”), Poland, Singapore, Qatar, and Turkmenistan.
The new “M-346N” variant—unveiled during its September 2025 tour—represents a tailored configuration optimized for U.S. Navy training needs under UJTS. While not fully carrier-capable at this stage (e.g., lacking tailhook or strengthened landing gear), it includes:
- U.S.-specific cockpit layout with large-area displays compatible with F/A-18/F-35 symbology
- Embedded tactical simulation suite supporting radar/IRST emulation and data link training
- Digital fly-by-wire flight control system with instructor override functionality
- High angle-of-attack flight envelope suitable for tactical maneuvering instruction
- Provisions for virtual weapons employment and live stores carriage (non-lethal)
The aircraft is being marketed in partnership between Textron Aviation Defense (a subsidiary of Textron Inc., which owns Beechcraft) and Leonardo DRS—a long-standing defense integrator within the U.S.—under the branding “Beechcraft M-346N.” This branding leverages Beechcraft’s established relationship with DoD customers while integrating Italian aerospace technology.
U.S. Demonstration Tour Objectives
The current showcase tour includes stops at NAS Patuxent River (Maryland), NAS Meridian (Mississippi), NAS Kingsville (Texas), and potentially Fallon or China Lake later in Q4 2025. The goal is to demonstrate aircraft performance to key stakeholders including test pilots from VX squadrons, Chief of Naval Air Training Command (CNATRA), NAVAIR program officials, and congressional defense staffers.
Flight demonstrations will highlight:
- Smooth handling across low-speed/high-AOA regimes relevant to carrier approach profiles
- Simulated beyond visual range intercepts using embedded radar emulation tools
- Instructor-student interaction via onboard training management systems
- Rapid turnaround times between sorties to demonstrate operational tempo suitability
A ground-based simulator suite accompanies the tour to showcase integrated pilot training architecture—emphasizing synthetic environments that mirror real-world naval missions without requiring live weapons or sensors on board.
Competition Landscape: Who Else Is In?
While no formal RFP has been issued yet by NAVAIR or CNATRA as of late 2025, multiple industry players are preparing offers:
- Boeing-Saab T-7A Red Hawk: Already selected by USAF under its T-X program; Boeing may propose a navalized variant adapted from this platform if feasible within weight/carrier constraints.
- KAI FA/T-50N: Korea Aerospace Industries’ supersonic trainer could be offered in a navalized version; already exported widely but would require significant modifications for arrested landings.
- L3Harris-Leonardo Hypothetical JV: Some speculation exists around L3Harris partnering on future variants; however this may overlap/conflict with current Beechcraft-Leonardo alignment.
- Bespoke Carrier-Capable Design: There remains internal debate within DoD about whether any current land-based trainers can adequately simulate carrier ops—or if an entirely new design must be funded specifically for CATOBAR use.
The M-346N does not currently feature tailhook arrestor gear or reinforced landing gear required for actual carrier landings—a potential disadvantage if full deck qualification becomes mandatory under future requirements documents.
Industrial Strategy and Domestic Content Considerations
A key factor in any future selection will be domestic industrial participation levels per Buy American Act compliance thresholds. To that end:
- The final assembly line for any prospective M-346N production run would likely be established at Textron Aviation Defense facilities in Wichita, Kansas or another CONUS location.
- Sensors/instrumentation packages could be sourced via Leonardo DRS’s domestic supply chain footprint across multiple states including Florida and Virginia.
- Sustainment plans emphasize integration into existing DoD logistics pipelines using MIL-SPEC standards rather than bespoke European components where possible.
- Pilot training syllabi would be co-developed with CNATRA input using existing Learning Management Systems already fielded across Naval Air Training Command units.
This localization strategy mirrors efforts seen in other transatlantic programs such as MH-139 Grey Wolf (Leonardo-Boeing) or TH-73A Thrasher rotary-wing trainer procurement—where foreign OEMs partnered closely with American primes to ensure political viability during source selection phases.
Outlook Toward Formal Program Launch
NAVAIR has not yet issued an official RFP nor finalized its CONOPS document defining exact requirements for post-T45 jet training paths—but industry expects movement by FY2026 amid mounting readiness concerns over aging Goshawks. Key milestones ahead include:
- CNAF/CNATRA Requirements Definition Workshops – Q1–Q3 FY2026: These will refine desired performance parameters including simulated CV ops vs actual CATOBAR compatibility tradeoffs.
- DAB/JCIDS Approval Pathway – Late FY2026–FY2027: Joint Capabilities Integration & Development System approval needed before Milestone A/B funding release can occur under PPBE cycle timelines.
- PMA Procurement Office Establishment – TBD FY2026+: A dedicated Program Management Activity office under PEO(T) may be stood up once funding lines are unlocked via NDAA/FYDP language inclusion.
If selected under an eventual contract award scenario circa FY2028–29 IOC target window (~2030), the M‑346N could become a cornerstone platform shaping next-generation naval aviator pipelines into mid-century fleet operations alongside MQ‑25 Stingray integration efforts and NGAD-family manned/unmanned teaming constructs.
Conclusion
The Beechcraft M‑346N enters its showcase tour amid growing urgency within naval aviation circles to recapitalize legacy training infrastructure before capability gaps widen further. While it offers proven performance pedigree from allied operators abroad—and benefits from strong domestic industrial partnerships—it must still overcome fundamental limitations around true carrier suitability unless requirements pivot toward simulated-only approaches ashore. Regardless of outcome, its presence signals intensifying competition ahead as global aerospace primes vie to shape how tomorrow’s strike fighter pilots earn their wings over sea—and eventually land them back aboard deck plates safely again.
