Under the terms of the purchase agreement, which was announced Tuesday during the Farnborough International Airshow in the U.K., deliveries will begin next year.

Originally designed for the Brazilian Air Force in 1999, the A-29 offers armed reconnaissance, close air support, light attack, and advanced training mission capabilities. It is currently operated by 16 air forces, according to the company.

• READ MORE: Super Tucano Takes First Flight for Nigerian Air Force Program

The PAF intends to deploy the aircraft as part of its mission “safeguarding territorial integrity,” according to the service’s top official.

“To face emerging threats, we are in the process of modernizing our aerial and detection capabilities, and we intend to be up to the technological standards that allow us to correctly apply the measures established in the Law on Surveillance and Protection of Paraguayan Airspace in a to effectively contribute to the preservation of regional and international peace and security,” Air General Júlio Rubén Fullaondo Céspedes, commander of the Paraguayan Air Force, said in a statement. 

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The stealth strike bomber was unveiled in December 2022 and officially moved into low-rate production earlier this year. In January, Northrop Grumman said six B-21 bombers are in various stages of final assembly and testing at its facility in Palmdale, California.

On Wednesday, the Air Force released a new image of the aircraft it calls the “backbone of the  U.S. Air Force bomber fleet.”

Northrop Grumman on Thursday released an additional image of the bomber in flight, saying the test campaign at Edwards AFB was led by a Combined Test Force (CTF) composed of personnel representing the Air Force and the manufacturer.

“CTF test pilots indicate the jet is performing as expected with the aircraft flying like the simulator, reflecting the precision of the digital environment on B-21,” Northrop Grumman said in a statement.

• READ MORE: Pentagon Greenlights B-21 Production

Andrew Hunter, assistant secretary of the Air Force for acquisition, technology and logistics, addressed the Senate Armed Services Committee earlier this month on the B-21’s progress.

“We are in the flight test program, [and] the flight test program is proceeding well,” said Hunter. “It is doing what flight test programs are designed to do, which is helping us learn about the unique characteristics of this platform, but in a very effective way.” 

Designed to carry out long-range conventional and nuclear missions, the B-21 is set to eventually replace aging B-1 Lancer and B-2 Spirit fleets. The B-21 is scheduled to hit full operational status in the mid-2020s.

• READ MORE: B-21 Raider Takes First Flight

The Air Force has said it intends to purchase at least 100 of the aircraft. Ellsworth Air Force Base, South Dakota, has been designated as the first main operating facility for the B-21 and its formal training unit. 

The post B-21 Flight Testing, Production ‘Continues to Make Progress,’ Air Force Says appeared first on FLYING Magazine.

Cessna was no exception. Beginning with the O-1 Bird Dog in 1949, the company went on to manufacture a number of other military aircraft, including the T-37/A-37 jet and military versions of the 172, 185, 310, and 337. In the year following the introduction of the militarized 337, known as the O-2, Cessna spotted an opportunity to create a modified version and wasted no time manufacturing a full-scale mockup.

Known as the Cessna O-2TT, the proposed aircraft was an intriguing blend of design elements collectively focused on forward air control missions. Using the O-2 as a starting point, Cessna replaced the 210 hp piston engines with 317 hp Allison 250 turboprops. This, Cessna predicted, would result in notably improved performance. 

In a November 1968 press release, Cessna listed the performance specs of the 3,220-pound (empty) O-2TT. Cruise speed at 75 percent power was listed as 174 knots and the rate of climb in standard conditions was listed as 2,160 feet per minute. The rate of climb with one engine out ranged from 710-795 feet per minute depending on which engine was shut down, but the specification sheet doesn’t articulate whether this is at the maximum (normal) takeoff weight of 5,000 pounds or the maximum (alternate) takeoff weight of 5,750 pounds. Useful load is listed as 1,780 pounds (normal) and 2,530 pounds (alternate).

More visually notable were the changes made to the fuselage. In an effort to provide the two occupants with unrestricted visibility, Cessna extended the forward fuselage dramatically, positioning each seat forward of the wing. Because the 138-pound Allison turbine engine was less than half the weight of the Continental piston engine it replaced, the repositioning of the forward engine would have been necessary regardless to maintain the proper center of gravity.

With both passengers moved forward, the change opened up ample space beneath the wing. Judging by the mock-up, enough space would be available for a third seat, but as the mission requirements only call for two occupants, it would instead be utilized for equipment and cargo. Given the additional fuel burn of the turbine engines, it could also be utilized for an auxiliary fuel tank to extend range and endurance.

To improve short takeoff and landing (STOL) performance, Cessna proposed modifying the wing as well. By increasing the span by over 4 feet and wing area by nearly 20 square feet, the wing would be notably larger than that of the standard O-2. Additionally, the O-2TT would incorporate high-lift devices to further improve STOL performance including a constant-radius leading edge and drooped ailerons interconnected with single-slotted flaps.

• READ MORE: The Ryan YO-51 Wowed with STOL Performance

The relatively straightforward and well-thought-out modifications used to create the O-2TT concept would likely have resulted in a formidable tool for use in forward air control missions. The improved, unrestricted visibility from each seat would have made the job easier for the occupants, the turbine engines would have improved performance and reliability, and the slow-turning propellers would have made the aircraft less noticeable to enemy units on the ground.

Unfortunately, the O-2TT concept never reached production, and the sole mock-up was presumably destroyed. In late 1969, the North American Rockwell OV-10 Bronco would enter service to fulfill the role—perhaps not coincidentally with twin turboprop powerplants, forward tandem seating with unrestricted visibility, and cargo space behind the two occupants.

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Each July, the WWII Airborne Demonstration Team (ADT) conducts its annual Summer Jump School in Frederick, Oklahoma, at the site of the former WWII Frederick Army Air Field (FAAF). ADT has restored the sole remaining massive 79-year-old hangar where they house their Douglas C-47 and C-49, and train students who come to attend the 8-day immersive parachute school that is based on the WWII airborne training regimen. The students come from all walks of life, with or without prior military or parachuting experience and, by the end of the week, they have five round-canopy parachute jumps from a C-47 under their belts, weather permitting.

During this year’s jump school, the ADT was privileged to have as an honored guest, Lt. Col. Dave Hamilton (USAF Ret.). Hamilton was there to celebrate his 99th birthday on July 20, and he would do so by flying the ADT C-47 Boogie Baby during a morning flight to drop 20 parachutists over the ADT drop zone a mile west of FAAF. ADT pilots Bob Prater and Paul Rasys, flew Boogie Baby to 1,500 feet where Rasys switched right seat positions with Hamilton, allowing him to fly several minutes during the flight. Hamilton was all smiles in the cramped C-47 cockpit. The birthday flight was very special to Hamilton and the team. Having this WWII veteran at the controls of the team’s C-47 bridged 77 years back in time to a frightful night in 1944.

Hamilton is very familiar with the C-47 having logged many hours in them, including combat time. As a 21-year-old, 1st Lt. Hamilton piloted aircraft number 14 of the 20 C-47s that took off late the evening of June 5, 1944, carrying 82nd Airborne Pathfinders to drop them into France behind German lines. Hamilton dropped his Pathfinders around 1:00 a.m. on June 6. The mission of the Pathfinders was to set up electronic homing equipment to help guide the more than 800 C-47s in the aerial armada that was already crossing the English Channel an hour behind Hamilton’s flight. On those aircraft were 13,000 paratroopers that would drop into the dark of night at the start of the invasion of Europe in the Normandy region of France.

Hamilton recalled that after dropping his pathfinders at around 800 feet, he dove down to about 100-150 feet and pushed his C-47 as fast as he could, wanting to get out of Normandy and over the English Channel on his way home to his base in England at RAF North Witham. As he was making for the French coast, his aircraft was taking anti-aircraft and small arms fire. On their return to England, more than 200 holes were counted in his C-47. Now, 77 years later, Hamilton is the last surviving Pathfinder pilot of that fateful 20-ship mission.

Hamilton also dropped Pathfinders during Operation Dragoon in August 1944. Operation Dragoon was the invasion of southern France. In September 1944, he flew five missions during Operation Market Garden in the Netherlands. The Allies received a bloody nose in the ill-fated operation and had to withdraw to fight another day. In December 1944, he led several C-47s to Bastogne to airdrop supplies to the surrounded 101st Airborne during the Battle of the Bulge. Several aircraft were lost on that mission. Hamilton was awarded four Air Medals for his service in WWII.

Hamilton left the US Army Air Force when World War II ended and flew C-47s, Douglas C-54s and Lockheed Constellations for American Overseas Airline. In 1950, he was recalled into the US Air Force to serve in the Korean War and flew 51 combat missions in the Douglas B-26. Hamilton would be awarded an additional five Air Medals and the Distinguished Flying Cross for his service in Korea. After the Korean War, and throughout the 1950s, he flew various jets including the F-86D. Dave retired from the US Air Force in 1963 as a Lt. Colonel serving in defense intelligence.

Having an American hero visit ADT and fly its C-47 was a high honor for the team. Hamilton spent several days at the Summer Jump School and was treated like royalty. He enjoyed recalling his wartime experiences to the rapt attention of the students and team members during his visit. He is already making plans for his 100th birthday flight on July 20, 2022! Thank you for your service Lt. Col. Hamilton…and Happy Birthday!

Learn more about the WWII Airborne Demonstration Team at: wwiiadt.org and facebook.com/wwiiairbornedemonstrationteam

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