From FCAS to Gen 6 fighter aircraft: Has Airbus’ Center of Gravity Shifted Toward Germany?
AeroMorning – John Smith – June 11, 2026
The recent emergence of a German-branded sixth-generation fighter concept has revived a question that many observers in Europe’s aerospace and defence sectors have been asking for years: has Airbus’ center of gravity gradually shifted toward Germany?
The question is particularly relevant because it touches the future of the Future Combat Air System (FCAS), known in France as SCAF.
Originally launched by France and Germany and later joined by Spain, FCAS was conceived as Europe’s flagship air combat programme for the second half of the 21st century. At its core stood the Next Generation Fighter (NGF), intended to replace the Rafale and Eurofighter, surrounded by a wider system of systems including drones, sensors, networking and combat cloud technologies.
Under the original industrial arrangement, Dassault Aviation was designated as the prime contractor for the NGF, reflecting France’s unique expertise in designing and exporting modern combat aircraft such as the Rafale. Airbus Defence and Space, representing German and Spanish interests, was assigned major responsibilities in other pillars of the programme.
However, FCAS quickly became the scene of repeated disputes over leadership, intellectual property rights, workshare and governance. While Dassault insisted that a combat aircraft requires a single design authority, Airbus Defence and Space argued for a broader and more balanced industrial role.
Against this background, the appearance of a German sixth-generation fighter concept is significant.
Unlike FCAS, which was officially presented as a balanced European programme, the new Gen 6 concept has increasingly been perceived as reflecting German industrial and strategic priorities. Whether it ultimately becomes a formal programme or remains a technology demonstrator, it suggests that Berlin may be preparing alternatives should FCAS fail to deliver.
This raises a broader question about Airbus itself.
Today, several of the group’s most influential executive positions are occupied by German nationals. Thomas Toepfer, Airbus Chief Financial Officer, is German. Lars Wagner, who became head of Commercial Aircraft in 2026, is German. Michael Schoellhorn, the head of Airbus Defence and Space and a former German military officer, is German. Carmen-Maja Rex, responsible for Human Resources across the group, is also German.
French executives remain present in key positions. Guillaume Faury continues to lead Airbus as Chief Executive Officer. Philippe Mhun, Florent Massou dit Labaquère and Matthieu Louvot also occupy important responsibilities.
Yet the organisational structure deserves attention. Both Philippe Mhun and Florent Massou dit Labaquère operate within the Commercial Aircraft division headed by Lars Wagner. Meanwhile, Airbus Defence and Space — the division directly involved in FCAS and future combat aviation projects — is led by Michael Schoellhorn.
The issue is not nationality alone. Airbus remains a multinational company and one of Europe’s greatest industrial successes. However, in strategic sectors, perceptions of influence often matter as much as formal governance structures.
The question becomes even more relevant when looking beyond Airbus itself. A potential German sixth-generation fighter ecosystem would not rely solely on Airbus Defence and Space. Germany possesses a complete defence-industrial base including MTU Aero Engines for propulsion, Hensoldt for sensors and electronic warfare, and Diehl Defence for missile systems. Together, these companies form the foundations of a national combat-aircraft ecosystem capable of supporting an ambitious future programme.
Seen from France, this evolution inevitably raises concerns. If FCAS was originally intended as a Franco-German compromise built around Dassault’s aircraft design expertise and Airbus’ broader system integration capabilities, the growing visibility of a German-led Gen 6 concept suggests that the balance may be changing.
Recent statements by German Chancellor Friedrich Merz have only reinforced these perceptions. If FCAS is no longer politically viable in its original form, then the debate is no longer simply about the future of one programme. It is about who will shape the future of European combat aviation.
The emergence of a German-branded Gen 6 fighter may therefore be more than a communications exercise. It may represent the visible manifestation of a deeper transformation that has been taking place for years: the gradual shift of industrial and strategic influence within Europe’s largest aerospace company.
Whether that perception is correct or not, it increasingly shapes the discussion surrounding Airbus, Dassault and the future of European air power.
Source: AeroMorning
