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A picture has finally confirmed the identity of the launch platform for the Ukrainian ADM-160 (MALD) Miniature Air-Launched Decoy: the Soviet-era MiG-29 Fulcrum. Although there have been sporadic indications of MALD use, a small, cruise missile-like weapon designed to stimulate, confuse, and distract enemy air defenses rather than kinetically attack them, this is the first time it has been seen mounted on a Ukrainian aircraft.
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visual of AM-160 (MALD)  on Mig 29 Fulcurm in a low pass (Picture source: X)

The ADM-160 Miniature Air-Launched Decoy (MALD) is a miniature aerial decoy designed to mimic the radar signatures and flight characteristics of aircraft, with the aim of deceiving and distracting enemy air defenses. Developed by Raytheon, the MALD is powered by a small turbojet engine and can follow preprogrammed flight paths with a range of about 500 miles, providing extended loitering capability over target areas. Primarily used to support cruise missile strikes, the MALD enhances the chances of success by saturating and confusing enemy radars, thereby reducing the risk to actual aircraft and missiles. Its lightweight and versatility make it a valuable asset for modern air forces, including those of Ukraine, which have integrated it into their MiG-29 Fulcrum to improve their combat effectiveness.

The photo in question provides a clear view of the underside of a single-seat MiG-29 as it makes a low pass. A single MALD is mounted on each of the two inner wing pylons. Weighing around 300 pounds each, they are well within the payload capacity of the fighter’s wing hardpoints. No other weapons are carried, although an external fuel tank is attached between the engine intakes. The date and location of the photo are unknown.

The first evidence of Ukraine’s use of the MALD in its war against Russia is now public. The first confirmed MALD wreckage appeared in May 2023, following an apparent airstrike in the Luhansk region of eastern Ukraine. By December 2023, more wreckage surfaced, this time in a field believed to be somewhere in the Kherson region of southern Ukraine.

The wreckage of another MALD allegedly crashed in the Kherson region in December 2023. We have also explored in-depth what MALD exactly brings to the Ukrainian war effort. Powered by a small turbojet engine, these weapons follow preprogrammed routes, including overflying target areas. This way, they can distract and confuse Russian air defenses, providing a better chance for Ukrainian missiles to reach their targets.

Specifically, the MALD is primarily used to support Ukrainian air-launched cruise missile strikes, which involve the Storm Shadow (supplied by the UK, and now Italy) as well as its French equivalent, the SCALP EG. To support this mission, the MALD has a range of about 500 miles, giving it significant loiter time as well.

The ADM-160s first appeared right when the Storm Shadow began to be used and in areas similar to their targets, which makes perfect sense. These decoys can be configured to have larger radar signatures than the missiles they assist, thus diverting enemy air defenses. Storm Shadow and SCALP EG have low-observable characteristics, significantly reducing the distance at which they can be detected by certain sensors. This, combined with meticulous route planning based on the latest intelligence on enemy air defense positions and capabilities, can greatly enhance the success chances of a cruise missile strike.

The need for additional measures to ensure the protection of the Storm Shadow and SCALP EG was dramatically demonstrated this weekend when images showed the apparent engagement of one of these latest weapons by Russian air defenses over the Luhansk region.

Interestingly, while it is now no secret that Ukraine is using the MALD, the supply of these weapons by the United States has never been officially disclosed.

However, as we have seen in the past, not only does the MALD offer a uniquely useful capability to Ukraine, but being able to deploy this weapon against some of the most advanced and dense air defenses ever assembled will have implications for the development of more advanced versions and other countermeasures.

MALD decoy crashed near Kherson in December 2023 (Picture source: X)

Given that the MALD can be loaded with the appropriate target data before launch, integrating it on the MiG-29 was likely not a major undertaking. With this in mind, it is very possible that units could also be launched by Su-24 Fencer strike aircraft and Su-27 Flanker fighters, although the former is prioritized for delivering Storm Shadow and SCALP EG cruise missiles themselves.

Once again, the MiG-29 demonstrates its remarkable versatility in Ukrainian hands. The Fulcrum remains the true workhorse of the Ukrainian Air Force’s combat fleet.

Previously, it was the first Ukrainian platform on which we saw the high-speed AGM-88 anti-radiation missile (HARM) and the extended-range Joint Direct Attack Munition (JDAM-ER). The Fulcrum has also been seen with a specially adapted underwing pylon linked to the use of the JDAM-ER, which you can read about here. New cockpit displays might also contribute to enhancing the operational flexibility of these weapons.

More recently, the MiG-29 became the first known launch platform for the precision-guided Hammer bomb supplied by France.

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On May 16, 2024, the Polish Armed Forces reported that a ceremony at the 12th Unmanned Aerial Vehicle Base in Mirosławiec marked the completion of the deliveries of the Bayraktar TB2 unmanned aerial vehicles (UAVs) to the Polish Armed Forces. The ceremony was attended by the Secretary of State at the Ministry of National Defense, Paweł Bejda, along with representatives from the Polish military.
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The Bayraktar TB2 drone has been used in various conflicts, including in Syria, Libya, and Ukraine, where it has demonstrated its capabilities in surveillance and precision strikes. Featuring a triple-redundant avionics system, the TB2 can support both day and night operations. (Picture source: Army Recognition)

The Bayraktar TB2 drones were tested in Turkey before their delivery to Poland in April 2024. After arriving in Poland, they underwent final tests, which they successfully passed, confirming their acceptance by the user. The fourth set delivered includes six unmanned aerial vehicles, three ground control stations, EO/IR sensors, weapons, and spare parts. The first three sets were received by the Polish Armed Forces in the autumn of 2022 and the spring and autumn of 2023.

Training for Polish operators and instructors was conducted by Baykar Technologies, with sessions at the 12th UAV Base in Mirosławiec and the Air Force Aviation and Engineering Training Center in Dęblin. The contract also ensures the transfer of technology necessary for depot-level maintenance within the Polish Armed Forces. This includes maintenance and repair capabilities for engines, ground control stations, and EO/IR sensors.

The deliveries are part of an agreement signed on May 24, 2021, between the Polish Armament Inspectorate and Baykar Technologies. This agreement included four Bayraktar TB2 UAV sets along with ground control stations, SAR radars, simulators, training packages, logistics support, and spare parts. The contract also covered the acquisition of MAM-L and MAM-C smart munitions, which have been developed by the Turkish company Roketsan for unmanned aerial vehicles (UAVs), light attack aircraft, fighter aircraft, and air-to-ground missions. Additionally, the contractor will transfer the necessary technologies to enable in-house maintenance capabilities within the Polish Armed Forces, including the servicing and repair of engines, ground control stations, and EO/IR sensors.

Designed for reconnaissance and combat missions, the Bayraktar TB2 can carry up to 150 kilograms of payload, including sensors and laser-guided munitions. (Picture source: Ukrainian MoD)

The Bayraktar TB2 is a medium-altitude long-endurance (MALE) unmanned combat aerial vehicle (UCAV) developed by Baykar Technologies, a Turkish defense company. Designed for reconnaissance and combat missions, it can carry up to 150 kilograms of payload, including sensors and laser-guided munitions. The TB2 has a wingspan of 12 meters, a length of 6.5 meters, and can reach altitudes up to 27,000 feet with an endurance of up to 27 hours. It is powered by an internal combustion engine driving a variable pitch propeller in a pusher configuration, allowing for a cruising speed of 70 knots and a range of 150 kilometers.

The TB2 has been used in various conflicts, including in Syria, Libya, and Ukraine, where it has demonstrated its capabilities in surveillance and precision strikes. It features a triple-redundant avionics system and can perform autonomous taxi, takeoff, and landing. The standard payload configuration includes electro-optical and infrared cameras, a laser range finder, and a laser designator, supporting operations both day and night. The ground control station, built to NATO specifications, supports mission planning and real-time command and control. The TB2’s performance in Ukraine has attracted interest from multiple countries, leading to its acquisition by various defense forces.

In addition, the Polish Ministry of National Defense is considering the establishment of a new branch of the Armed Forces focused on unmanned systems, tentatively named “Unmanned Forces.” This proposal aligns with a broader trend in military developments globally, as various nations are integrating unmanned systems into their defense structures to enhance operational efficiency and mitigate risks to human soldiers. The US Air Force, for example, is reoptimizing its structure to form deployable and in-place combat wings that integrate UAVs and other unmanned systems, ensuring they are ready from the start of any conflict. In Europe, the CDU/CSU parliamentary group recently proposed creating a “drone army” to enhance the capabilities of the German air force, land forces, and navy, focusing on both reconnaissance and combat drones, inspired by Ukraine’s extensive use of drones in combat.

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Hindustan Aeronautics Limited (HAL) plans to deliver the first LCA Mark 1A fighter aircraft to the Indian Air Force (IAF) in July 2024, after a minor delay. It was initially scheduled for delivery in March 2024. The delivery is part of a large contract worth Rs 48,000 crore, as Manjeet Negi reported in India Today. The contract involves producing 83 Tejas Mark 1A jets for the Air Force.

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Hindustan Aeronautics Limited  LCA Mark 1A Fighter Jet (Picture source: Wikimedia)

The Tejas Mark 1A represents a major step in the field of indigenous fighter aircraft development in India, epitomizing the nation’s growing prowess in the defense sector. This jet, the product of extensive research and development, is an enhanced version of its predecessors, designed to meet the diverse and demanding requirements of modern aerial warfare.

The Tejas Mark 1A incorporates several improvements over the earlier versions of the Tejas Light Combat Aircraft (LCA). Designed to be lightweight and agile, this aircraft emphasizes high performance and exceptional maneuverability. Its airframe is constructed using advanced composite materials, contributing to its lightweight and structural strength, enabling superior performance characteristics.

One of the hallmark features of the Tejas Mark 1A is its high-tech avionics suite. The aircraft is equipped with an advanced Active Electronically Scanned Array (AESA) radar, which significantly enhances its detection and engagement capabilities. The integration of modern avionics systems, including a digital flight control system, advanced communication suite, and electronic warfare systems, provides the Tejas Mark 1A with a high-tech operational edge.

Powered by a single-engine turbofan, the Tejas Mark 1A offers a significant thrust-to-weight ratio, ensuring exceptional speed and agility, as well as enhanced operational range and payload capacity. Its aerodynamic design, combined with powerful propulsion, enables the Tejas Mark 1A to achieve superior performance metrics, including high rates of climb, a wide range of speeds, and impressive agility in air-to-air and air-to-ground missions.

With over 65% of its components sourced indigenously, the Tejas Mark 1A is a testament to India’s capability in developing and manufacturing key technologies within the defense sector, supporting the country’s strategic objectives of self-reliance in defense procurement and development.

Strategically, the Tejas Mark 1A is poised to play a pivotal role in enhancing the operational capabilities of the IAF. Its deployment, particularly in strategically sensitive areas near the Pakistan border, underscores its importance in safeguarding national security. The aircraft’s versatility makes it suitable for a variety of roles, from air superiority missions to ground attack, reconnaissance, and interception operations.

The Tejas Mark 1A light combat fighter aircraft will be stationed at the Nal airbase in Bikaner, Rajasthan, close to the border with Pakistan. This base will host the first squadron of these aircraft, strategically positioned to counter threats from the west.

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Argentina is progressing in its strategic development to enhance the operational capabilities of its air fleet by initiating the process to acquire Boeing KC-135 Stratotanker aerial refueling aircraft. This strategic move aims to extend the range of the recently acquired F-16 fighters of the Argentine Air Force (FAA).

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Boeing KC-135 Stratotanker Aerial Refueling Military Aircraft (Picture source: US DoD)

A detailed report submitted to the Argentine Senate by the Chief of Staff, Nicolás Posse, reveals that the FAA is seriously considering incorporating the KC-135 model. These refueling aircraft are necessary to complement the capabilities of the F-16s, especially since the two Lockheed Martin KC-130H Hercules aircraft currently in service are not compatible with in-flight refueling of the new F-16 MLU (Mid-Life Update) acquired from Denmark.

The report specifies that “the incorporation of KC-135 Stratotanker aircraft in Ramp to Ramp mode is envisaged as soon as these aircraft are available.” This choice demonstrates a desire to modernize and enhance the autonomy of the country’s air forces by enabling extended and more flexible operations, essential for defense and international projection of Argentina.

The need for these refueling aircraft is underscored by the remarks of the Joint Chief of Staff, Brigadier General Xavier Julián Isaac, at the last edition of FIDAE (International Air and Space Fair), where he mentioned that the integration of an in-flight refueling system for the F-16s will be “carefully analyzed, without haste,” taking into account the already substantial autonomy of the aircraft.

The acquisition process for the KC-135s is not yet finalized, and details regarding the timeline and specific arrangements remain unclear. The report indicates that administrative procedures are underway, marking the first steps of a project that could significantly strengthen the capabilities of the FAA.

This effort to acquire KC-135s is part of a broader context of modernization of the Argentine Air Force, which also includes improving infrastructure at the Tandil air base and the Río Cuarto Material Area. These improvements are essential to ensure the proper functioning and maintenance of the new F-16s, as well as to support future operations enhanced by the refueling aircraft.

The introduction of the KC-135 Stratotankers will represent a major advancement for Argentina, enabling it to support extended military operations and increase its presence on the international defense and security stage. Decisions made in the coming months will be crucial for the future operational capacity of the FAA.

The Boeing KC-135 Stratotanker, a mainstay of the United States aerial refueling fleet since its introduction in 1957, has undergone several phases of modernization to remain an effective platform for modern missions. Originally designed to refuel strategic bombers during the Cold War, the KC-135 has undergone significant updates over the decades. Among these improvements, replacing the original turbojet engines with CFM56 turbofan engines designed by CFM International marked a significant enhancement in efficiency and noise reduction. In addition to propulsion upgrades, the KC-135 has been equipped with modern avionics systems, enhancements to its navigation and communication systems, and upgrades to its combat survival capabilities. These modernizations have greatly increased the versatility and durability of the aircraft, allowing it to serve well beyond its originally anticipated operational lifespan.

Technically, the KC-135 stands out for its extensive aerial refueling capabilities. The aircraft is equipped with a rigid boom refueling system, allowing for the transfer of fuel at a rate of 1,000 gallons per minute, making it ideal for quick and efficient operations necessary to support aerial combat groups. Its maximum fuel capacity is about 200,000 pounds (90,700 kg), enabling it to refuel multiple aircraft without needing to return to base. The KC-135 can also be configured to transport cargo, passengers, or casualties, further enhancing its versatility as a military support aircraft. With an operational ceiling of 50,000 feet and the ability to operate in hostile environments thanks to its modernized defense systems, the KC-135 remains an essential component of strategic air operations for the US Air Force and its allies.

In early 2020, more than 430 KC-135s are still in service worldwide, some for sixty years.

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On May 19, 2024, a helicopter operated by the Islamic Republic of Iran Air Force (IRIAF) crashed in the Dzmar forest area of Iranian Azerbaijan. The helicopter, part of the VIP Squadron, was carrying nine occupants, all of whom perished in the accident. Among the victims were Iranian President Ebrahim Raisi, Foreign Minister Hossein Amir-Abdollahian, several Iranian officials, and the Governor of East Azerbaijan.
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The officials, including Iranian President Ebrahim Raisi, Foreign Minister Hossein Amir-Abdollahian, several other Iranian officials, and the Governor of East Azerbaijan, were returning from the inauguration of the Qiz Qalasi Dam, a joint project on the Aras River border, with Azerbaijan’s President Ilham Aliyev. (Picture source: IRNA)

The crash occurred under poor weather conditions, with heavy fog cited as a contributing factor. The officials were returning from the inauguration of the Qiz Qalasi Dam, a joint project located on the Aras River border, with Azerbaijan’s President Ilham Aliyev. The dam is designed to enhance water reserves, support tourism and agriculture, and generate 270 GW/h of electricity annually. This project began two decades ago and aims to improve the water reserve at the upstream Khoda-Afarin Dam by 2 billion cubic meters per year through channels and networks leading to plains in East Azerbaijan, Ardebil, and the Azerbaijan Republic.

Following the crash, Supreme Leader Ayatollah Ali Khamenei declared five days of national mourning. Funeral processions have taken place across Iran, starting in Tabriz and continuing through Qom, Tehran, and Raisi’s hometown of Mashhad. These processions have seen significant participation from the public, reflecting the event’s impact on the nation. The simultaneous deaths of the president, the foreign minister, and several other high-ranking officials have significantly affected the Iranian political landscape.

In the interim, Vice President Mohammad Mokhber has been appointed as acting president, with presidential elections scheduled for June 28, 2024, to select Raisi’s successor. According to The Stratcom Bureau on Twitter, the helicopter that crashed carrying Iranian President Ebrahim Raisi was a 30-year-old Bell 212, manufactured in 1994. The aircraft, with registration 6-9207 and manufacturer serial number 35071, had previously been used by the Iranian Air Force, as shown in an image depicting its earlier camouflage. The helicopter was certified only for Visual Flight Rules (VFR) and had a passenger capacity of six. Its spare parts were subject to sanctions, and its maintenance cycles were no longer supported by the manufacturer.

According to the Stratcom Bureau, the Bell 212’s power plant was not equipped to handle high-altitude, heavy-load flights through mountainous terrain, lacking the necessary turboshaft power and response. Additionally, the helicopter was not equipped with the avionics required for low-visibility instrument flight. With its airframe having logged over ten thousand flight hours, the aircraft was beyond its reliable operational life. Operating this helicopter in Instrument Meteorological Conditions (IMC) without the appropriate avionics suggests significant oversight and risk, raising concerns about the decision-making process of the flight planners and pilots.

The Bell 212 helicopter, with registration 6-9207 and manufacturer serial number 35071, had previously been used by the Iranian Air Force, as shown in this image depicting its earlier camouflage. (Picture source: Twitter/The Stratcom Bureau)

The history of Iran’s helicopter fleet dates back to 1969 when Iran began developing its helicopter capabilities by purchasing a substantial number of helicopters from Agusta, an Italian company. By 1973, Iran expanded its fleet with the acquisition of helicopters from America’s Bell Textron, which included models like the Bell 205, the Bell 206, the Bell 212 two-bladed helicopter, and its four-bladed variant, the Bell 412. These purchases were part of a broader modernization effort led by Mohammad-Reza Shah Pahlavi to build a strong military aviation fleet. To support this expanding fleet, the Iran Helicopter Support and Renewal Company (IHSRC), known locally as Panha, was established. Panha quickly became the largest helicopter maintenance center in the Middle East, responsible for the upkeep and renewal of the expanding helicopter fleet.

After the 1979 Islamic Revolution and the subsequent severance of diplomatic and military ties with the USA, Iran faced challenges in maintaining its helicopter fleet due to the imposition of sanctions, which cut off the direct supply of spare parts and technical support for the Bell helicopters. Nevertheless, Panha’s experts developed the capability to maintain and renew the helicopter fleet independently, including reverse engineering critical components and systems, which was important for supporting Islamic combatants during the Iran-Iraq War (1980-1988).

Therefore, Panha took on the responsibility of repairing and supporting various models of military and civilian helicopters, including the Bell 412, Bell 205, Bell 206, Bell 212, Bell 214, CH-54 Chinook, RH-53D, SH-3D, and Mil Mi-17. This support extended to multiple organizations such as the Iran Red Crescent Organization, the National Iranian Oil Company (NIOC), and Iran Army Aviation.

In response to Western sanctions, Iran shifted its focus from acquiring the best available helicopters globally to manufacturing them domestically. Since the 1990s, Iran has reverse-engineered parts, assemblies, and even whole aircraft, including Bell models like the 205, 206, and 214, through efforts by Iran Aircraft Manufacturing (HESA) and Panha. This led to the creation of local variants and upgrades, such as the Shabaviz 2-75, a reverse-engineered Bell 214C; the Shabaviz 206-1, a reverse-engineered Augusta-Bell AB-206, itself a variant of the Bell 206; the Shahed 278, a light helicopter with components similar to the Bell 206; the Panha 209-1 (Toufan 2), an upgrade of the AH-1J Cobra attack helicopter; and the Shahed 285, a light gunship derived from the Bell 206. Additionally, the Saba 248 is a new twin-engine, four-bladed utility helicopter similar to the Bell 427.

To date, the Bell 212, along with other Bell models such as the 412, has remained an integral part of the fleet maintained by Panha. The number of Bell 412 helicopters in Iran is not precisely documented, but they are used across various sectors. They have been used for both military and civilian purposes, benefiting from Panha’s maintenance and upgrades despite the continued sanctions. They are used by various Iranian entities, including the military, the Iran Red Crescent Organization, and the National Iranian Oil Company (NIOC). They serve in roles ranging from combat and troop transport to search and rescue, medical evacuation, and logistical support.

As of 2023, the Iranian military forces maintain a varied fleet of helicopters across different branches, including 50 AH-1J Cobra attack helicopters operated by the Iranian Army. (Picture source: Jetphotos/Dara Zarbaf)

As of 2023, the Iranian military forces maintain a varied fleet of helicopters across different branches, including the Army, Islamic Revolutionary Guard Corps Naval Forces, Naval Aviation, Air Force, and Law-Enforcement Forces. The Iranian Army’s helicopter fleet includes 50 AH-1J Cobra attack helicopters. For transport, the Army operates 20 heavy CH-47C Chinook helicopters, 69 medium helicopters (comprising 49 Bell 214 and 20 Mi-171), and 78 light helicopters (including 68 Bell 205A (AB-205A) and 10 Bell 206 Jet Ranger (AB-206)). There are concerns about the serviceability of some of this equipment.

The Islamic Revolutionary Guard Corps Naval Forces use 5 Mi-171 Hip multi-role helicopters and have some light Bell 206 (AB-206) Jet Ranger transport helicopters. Naval Aviation operates 10 SH-3D Sea King helicopters for anti-submarine warfare and 3 RH-53D Sea Stallion helicopters for mine countermeasures. Their light transport helicopter fleet consists of 5 Bell 205A (AB-205A), 2 Bell 206 Jet Ranger (AB-206), and 10 Bell 212 (AB-212) helicopters.

According to available information, the Air Force, which includes equipment from the Islamic Revolutionary Guard Corps Air Force, has a serviceability rate of approximately 60% for U.S. aircraft types and about 80% for PRC/Russian aircraft. Their fleet includes 2 Bell 412 multi-role helicopters and several transport helicopters: over 2 heavy CH-47 Chinook helicopters, 30 medium Bell 214C (AB-214C) helicopters, and light helicopters including 2 Bell 206A Jet Ranger (AB-206A) as well as some Shabaviz 2-75 and Shabaviz 2061 helicopters, which are indigenous models in production. Finally, the law enforcement forces operate 24 light transport helicopters, comprising AB-205 (Bell 205) and AB-206 (Bell 206) Jet Ranger helicopters.

The Bell 212 helicopter was used by several armed forces across the world, such as the Royal Thai Navy. (Picture source: US DoD)

The Bell 212, also known as the Bell Two-Twelve, is a twin-engine, medium utility helicopter that first flew in 1968. It was originally manufactured by Bell Helicopter in Fort Worth, Texas, before production was relocated to Mirabel, Quebec, Canada, in 1988. The helicopter features a two-blade rotor system and was produced until 1998. Primarily used in civilian applications, the Bell 212 can seat up to 15 people, including the pilot, and can carry an external load of up to 5,000 pounds.

Developed from the stretched fuselage Bell 205, the Bell 212 was initially designed for the Canadian Forces as the CUH-1N, later redesignated as the CH-135. The U.S. military also adopted the Bell 212 under the designation UH-1N, ordering 294 units. By 1971, the Bell 212 had been adapted for commercial use, notably by Helicopter Service AS of Norway for offshore drilling support. It has also been used in logging, maritime rescue, and Arctic resupply operations.

The helicopter is powered by a Pratt & Whitney Canada PT6T-3 Twin-Pac engine, consisting of two coupled PT6 turbines driving a common gearbox. This engine configuration produces up to 1,800 shaft horsepower and allows the helicopter to maintain performance even if one turbine fails. Early versions of the Bell 212 featured a distinctive fin on the roof for improved turning performance during instrument flight, although this modification was later deemed unnecessary.

The Bell 212 has seen various adaptations, including the Twin Two-Twelve for civil utility transport and military versions such as the Agusta-Bell AB 212. It was further developed into the Bell 412, which features a four-blade main rotor. The Bell 212 was the first U.S. helicopter sold in the People’s Republic of China in 1979. The helicopter’s ICAO designator is “B212,” and it has been widely used in various civilian and military roles.

The Bell 212’s technical specifications include a length of 57 feet 1.68 inches and a height of 12 feet 6.83 inches, with an empty weight of 6,529 pounds and a maximum takeoff weight of 11,200 pounds. The main rotor has a diameter of 48 feet, covering a rotor area of 1,809.5 square feet. Powered by a Pratt & Whitney Canada PT6T-3 or -3B TwinPac engine, it can generate up to 1,800 shaft horsepower. The Bell 212 can cruise at a speed of 100 knots (120 mph) and reach a maximum speed of 120 knots (140 mph). It has a range of 237 nautical miles and a service ceiling of 17,400 feet, with a rate of climb of 1,745 feet per minute.

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According to an article from the Spanish journal InfoDefensa dated May 20, 2024, Colombia is interested in acquiring two ATR (Airbus, Leonardo) 42-500/600 aircraft for the Aviation and Air Assault Division (DAVAA) of its army. The intention is to strengthen the force’s means and infrastructure nationwide to transport troops, equipment, or supplies from the center of the country to any region (particularly the south and southwest) quickly and safely.

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ATR-42/600 Turboprop Transport Aircraft (Picture source: ATR)

The interest in this model also lies in its low operating costs and the ease of obtaining spare parts for these aircraft, which are equipped with PW127M class engines and systems allowing quick conversion from passenger to cargo configuration and vice versa, as well as reinforced doors.

It is worth noting that ATR-42s are operated in Colombia by the Police Air Service, the Naval Aviation Command, the national airline Satena, and the commercial airline Avianca, with a total of approximately more than 20 units of these aircraft.

The ATR 42-600 is recognized for its diversity and strong customer base. Used in more than 100 countries, it serves over 1,300 airports and opens more than 100 new routes worldwide each year. With over 1,600 aircraft delivered and operated by 200 airlines.

The ATR 42-600 offers comfort with a capacity of 30 to 50 seats, providing generous personal space and large overhead bins. It is the most modern aircraft in its category, suitable for unpaved airfields, short and narrow runways, and extreme environments. Its advanced avionics, continuously developed, provide high-tech functionalities.

The ATR 42-600 stands out for its unrivaled accessibility to challenging airports, such as those at high altitudes or with short runways. Equipped with new PW127XT engines from Pratt & Whitney Canada, it offers unbeatable economic performance with a 30% reduction in fuel consumption compared to similar-sized regional jets. Additionally, its direct maintenance costs are reduced by 20%, and its operating costs are 50% lower.

The ATR 42-600 is characterized by its low environmental footprint, emitting 93 grams of CO2 per seat-kilometer and only 2.3 kilograms of NOx per takeoff and landing cycle. It also complies with the noise standards of the International Civil Aviation Organization (ICAO), with a noise margin of -11.4 EPNdB compared to ICAO Chapter 14 certification.

In standard configuration, the ATR 42-600 has 48 seats with a pitch of 30 inches. For ground performance, the takeoff field length at maximum takeoff weight (MTOW-ISA) is 1,107 meters at sea level and 1,040 meters for takeoff with a maximum passenger load over 300 NM (ISA +10). The landing field length at maximum landing weight (MLW-ISA) is 966 meters.

The ATR 42-600’s PW127XT-M engine provides 2,400 SHP, allowing a climb speed of 160 KCAS and a maximum cruise speed of 289 KTAS at FL240. Fuel consumption in cruise is 620 kg/h, with a one-engine-out net ceiling of 3,960 meters. The aircraft has a maximum range with passengers of 726 NM.

The ATR 42-600 has a maximum takeoff weight of 18,600 kg and a maximum landing weight of 18,300 kg. Its typical operational empty weight is 11,750 kg, with a maximum payload of 5,250 kg and a maximum fuel capacity of 4,500 kg.