JUNE 2016 ISSUE #339
AIRCREW CRISIS - BRITAIN SHORT OF PILOTS?
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Strike Hard F-15Es of the 48th Fighter Wing
EXERCISE REPORT
Stealth Surprise
Ladoga 2016
F-22A Raptors at Lakenheath
Flare Bombs & Flankers
Causing Havoc in Syria
Ukraine’s Superbase
Russian Helicopter Ops
Fulcrums & Fencers Defending the Line
SURVEY
More Air Policing Please...
European Fighter Fleets - Part Two
UK £4.80 www.airforcesmonthly.com
AIRCRAFT PROFILE
Deadly Delta Mirage 2000
Discovery Air F_P.indd 1
05/05/2016 14:16
CONTENTS June Issue 339 70 Exercise Report Ladoga 2016
News
All the world’s military aviation news, by region. 4-5 Headlines 6-11 United Kingdom 12-14 Continental Europe 16-19 North America 20 Latin America 21 Africa 24 Middle East 25 Russia 26-29 Asia Pacific 30 Australasia/Contracts
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32 Into the Blue Yonder Tim Ripley looks at the challenges facing the UK’s aircrew training organisation in a new era of investment.
in 2014 and the Mirage 2000 became the Armée de I’Air’s veteran fighter. It still remains a lethal and potent combat asset, as Henri-Pierre Grolleau explains.
36 Ukraine’s Superbase – Kul’bakino
62 EXERCISE REPORT Real Thaw 2016
Vladimir Trendafilovski describes the units, aircraft and activity at Kul’bakino, a new cornerstone of Ukrainian airpower.
José Matos assesses the multinational Exercise Real Thaw 2016, hosted by the Portuguese Air Force at Beja.
42 Causing Havoc Over Syria
64 Catania’s Multi-role EH101
Alexander Mladenov sheds light on Russian helicopter operations in Syria, which have been shrouded in secrecy since the campaign began.
46 Strike Hard
The F-15E Strike Eagle is one of the most battle-hardened fighter bombers in the world. Alan Warnes visited RAF Lakenheath, the only F-15E base in Europe, to find out more about the jet and the people who fly it.
54 AIRCRAFT PROFILE Mirage 2000: The Faithfull Warrior France withdrew the Mirage F1
Francesco Militello Mirto and Luca la Cavera visited Catania to fly with the Italian Navy’s Gruppo Elicotteri 3.
70 EXERCISE REPORT Ladoga 2016
Alexander Mladenov reports on the annual Russian weapons training exercise held over the frozen waters of Lake Ladoga.
72 FORCE REPORT Argentine Army Aviation
Argentina’s hard-pressed Army Aviation Command is struggling to modernise in the face of budget cuts, as Santiago Rivas reports.
76 European Fighter Fleets 2016 – Part Two
In this three-part series, Alan Warnes looks at which countries are doing their bit for international operations and, along with many of AFM’s correspondents, reviews the fleets.
89 Feedback
Readers’ views and comments.
90 Attrition
AFM’s Dave Allport reports on the world’s latest military accidents.
94 Debrief
Reviews of recently published books on military aviation.
96 Base Watch
A snapshot of recent military visitors to air bases around the UK and abroad.
98 Comment
AFM’s view on military aviation. Cover: RAF Lakenheath's two F-15E squadrons are a lot more than just bomb trucks. See pages 46-53 for a report on the Strike Eagles based in the UK. Jim ‘Hazy’ Haseltine
76 European Fighter Fleets 2016 - Part Two
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#339 JUNE 2016
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HEADLINES
Truman Extends Middle East Combat Ops
Above: US Navy F/A-18F Super Hornet 166620 ‘AG-200’, Strike Fighter Squadron 103’s (VFA-103) ‘Jolly Rogers’ CAG-bird, breaks away from a US Air Force/340th Expeditionary Air Refueling Squadron KC-135 Stratotanker over Iraq during an Operation Inherent Resolve mission on May 3. The aircraft is operating with Carrier Air Wing 7 (CVW-7) on the USS Harry S Truman (CVN 75), which has extended its stay in the Arabian Gulf. USAF/Staff Sgt Douglas Ellis
US NAVY aircraft carrier USS Harry S Truman (CVN 75) is to remain on station for 30 more days in the Arabian Gulf to support the Operation Inherent Resolve (OIR) coalition fight against Daesh, along with other counter-terrorist efforts. The US Defense Department approved a request from US Central Command for this extension to the Harry S Truman Carrier Strike Group’s ongoing deployment, it was announced on April 29. The carrier had departed Norfolk, Virginia, last November for a regularly scheduled deployment to the US 6th and 5th Fleet areas of operation. Chief of Naval Operations Admiral John Richardson, said: “This decision is central to our ongoing effort to dismantle and roll back terrorist networks in Syria, Iraq and elsewhere. Accelerating the fight against ISIL [Daesh] is the President’s number one
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priority and the Truman strike group plays an important role as we work to destroy ISIL and continue to go after the remnants of al Qaeda.” On April 15, the strike group surpassed an operational milestone for delivering the most carrier-based ordnance during
OIR, substantially degrading Daesh resources and leadership. Carrier Air Wing 7 (CVW-7), embarked aboard Truman, completed 1,407 combat sorties, delivering 1,118 precision-guided munitions, a total of 580 tons of ordnance. The Theodore Roosevelt Carrier Strike Group held the previous record
when it delivered 1,085 precisionguided munitions in support of counter-Daesh operations in 2015. The Harry S Truman Carrier Strike Group was originally scheduled to complete the first seven-month deployment for a carrier group since the Navy announced the goal in 2014.
Rapid Raptor Deployment Returns Home
Two US Air Force F-22A Raptors from the 95th Fighter Squadron ‘Boneheads’ taxi in at Tyndall Air Force Base, Florida, after arriving home from their European Rapid Raptor deployment to RAF Lakenheath, Suffolk. During their UK stay they also deployed to Mihail Kogalniceanu, Romania, and Šiauliai Air Base, Lithuania. For more details of the deployment, see p8-9. USAF/Senior Airman Alex Fox Echols III
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Tunisia Seeks 24 OH-58Ds
US STATE Department approval has been granted for a possible Foreign Military Sale to Tunisia of 24 ex-US Army OH-58D Kiowa Warriors. Clearance for the deal was announced by the US Defense Security Co-operation Agency (DSCA) on May 4, when it also notified Congress of the planned purchase. The 24 helicopters had already been approved for delivery to Tunisia through the Excess Defense Articles programme under a separate notification. The new announcement details planned equipment fit. The total cost will be around $100.8 million. Major Defense Equipment (MDE) would comprise: 25 embedded GPS/inertial (EGI) navigation systems (INS), 24 AN/AAR-57 Common Missile Warning Systems (CMWS), ten AGM-114R Hellfire missiles and 82 Advanced Precision Kill Weapon System (APKWS) rounds. Non-MDE items on each helicopter include one SHP Rolls-Royce 250-C30R/3 engine, radios, a transponder, self-protection equipment, one M134 DH Mini-Gun, one M3P aircraft gun system and two M260 rocket launchers. Also included are 50 AN/ AVS-6 night-vision goggles (NVGs), 500,000 12.7mm rounds for the M3P gun system, 2.3 million 7.62mm rounds for the M134DH Mini-Gun, chaff, flares and other items. The OH-58Ds will be used for border security and operations against terrorists, including AQIM, Daesh in Libya and Ansar al-Sharia, Tunisia (AAS-T).
K-MAXs Arrive at Yuma for Trials
Above: US Marine Corps K-MAX 169221 ‘FF-01’ arrives at MCAS Yuma, Arizona. USMC/George Melendez
TWO US Marine Corps K-MAX helicopters have arrived at Marine Corps Air Station Yuma, Arizona, for test and development work. The helicopters, 169221 ‘FF-01’ and 169222 ‘02’, flew in to the base on May 7. They will use
MCAS Yuma’s ranges in Arizona and California as work continues to develop additional capabilities for them. They will be used for trials with various payloads and testing of the type's suitability for a range of new missions which the
USMC is considering for future unmanned systems. New systems will be integrated onto them, including intelligence, surveillance and reconnaissance (ISR) equipment, together with a high-bandwidth satcom system.
US to Supply ISR Cessna 208Bs to Four Countries TWO CONTRACTS have been awarded by the US Air Force to convert Cessna 208B Grand Caravan aircraft for intelligence, surveillance and reconnaissance (ISR) for four pseudo Foreign Military Sales customers. The countries involved are Cameroon, Chad, Niger and the Philippines. The contracts were awarded on May 9, the first to L-3 Communications Corporation – Communication Systems West
in Salt Lake City, Utah, which will produce the ISR equipment and spares. The deal is worth more than $14m, with an initial $7m released at the time of the award. Contract completion is anticipated by September 30 next year. The second deal, valued at almost $40m, was awarded to North American Surveillance Systems of Titusville, Florida, and covers modification of the aircraft and integration of the ISR
capabilities, together with training and field service representative support. Contract completion is expected by September 30, 2019. An initial $19.75m was released at the time of the award. Financing for both contracts comes from Fiscal Year 2016 counterterrorism partnership funds. The number of aircraft involved in the programme was not announced and it is unclear how many each country will receive.
Second Prototype KC-390 Flies
‘Avengers’ First Two F-35Bs Delivered MARINE ATTACK Squadron 211 (VMA-211) ‘Avengers’ has received its first two F-35Bs. The aircraft, 169025 ‘CF-09’ and ‘CF-06’ (serial unconfirmed), arrived at MCAS Yuma, Arizona, on May 9. The unit has flown the AV-8B Harrier II since June 1990, but is to begin transition to the F-35B and is planned to be officially re-designated as Marine Fighter Attack Squadron 211 (VMFA-211) on July 1.
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Above: The second prototype Embraer KC-390, PT-ZNJ, takes off from Gaviao Pexioto, Brazil on its maiden flight. Embraer
EMBRAER HAS flown the second prototype KC-390. It took to the air on April 28 from the company’s flight test centre, which is located at Gaviao Pexioto, Brazil. The aircraft, PT-ZNJ, will now join the first prototype, PT-ZNF, in the flight test campaign that will lead to eventual certification of the type. Although the first prototype
had made its maiden flight back on February 3, 2015 (see Embraer Flies Prototype KC-390, March 2015, p5), it was then grounded and did not make its second sortie until October 26. This gap in the programme was because the government had been forced to cut funding due to the country’s severe economic crisis.
With two aircraft now flying, Embraer hopes to get back on track with the test programme and has also begun self-funding some development costs. The manufacturer expects to achieve type certification by 2017. It is then intended to deliver the first aircraft to the Brazilian Air Force in 2018.
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UNITED KINGDOM UK’s Protector will be Certifiable Predator B IT HAS been confirmed by the Ministry of Defence that the UK’s new Protector unmanned air vehicle will be the General Atomics Aeronautical Systems (GA ASI) Certifiable Predator B (CPB), which is currently under development. A notification published on April 24 by the MOD announced that, after a thorough assessment phase, the type was determined to be the only suitable system. The MOD says it is the only one that is capable of achieving UK Military Type Certification and delivering the Protector requirement within the required timescales. The MOD says the contract is worth £415 million and that it will have a start date of September 30, 2016. Contract completion is scheduled for October 31, 2023. The acquisition will be through a government-togovernment Foreign Military Sales contract with the US Department of Defense. UK Prime Minister David Cameron had announced on October 3 last year that more than 20 Protectors will replace the Royal Air Force’s current fleet of ten MQ-9A Reaper UAVs – see Over 20 ‘Protectors’ to Replace RAF Reapers, November 2015, p10. The CPB is a derivative of the Predator B/Reaper that will be certified for flight in accordance with the NATO Airworthiness Standard for unmanned aircraft. A prototype is due to begin test flying this year, with first flight of a production aircraft expected in 2017. GA ASI has already retro-fitted an existing company-owned Predator B test aircraft with the CPB’s larger 79ft (24m)span wing and re-designed tails. This made its first flight on February 18. The new variant will also have increased fuel capacity, extending endurance from 27 to over 40 hours, additional hardpoints (nine in total, compared with five on the Reaper) and provision for wing de-icing, plus integrated low- and high-band radio frequency antennas.
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Final Training Flights on Hawk T1
Above: RAF Hawk T1s XX188, XX250 and XX256 from 208 (Reserve) Squadron depart from RAF Valley on the last sortie. RAF Valley
THE Royal Air Force has finally ended flying training on the Hawk T1. The last sorties undertaken by 208 (Reserve) Squadron were flown from RAF Valley, Anglesey, on April 14, when three aircraft took off just after 1330hrs for a final tour in and around Wales. With all training courses now complete, 208(R) Squadron will formally disband on July 1. The unit was established on October 25, 1916, as No 8 (Naval) Squadron as part of the Royal Naval Air Service, becom-
ing 208 Squadron when the RAF was formed on April 1, 1918. Its disbandment marks the end of 40 years of Hawk T1 flying training, a task now being fully undertaken on the Hawk T2 with IV (Reserve) Squadron at Valley. Although no longer used for training, the T1 version remains in RAF service with 100 Squadron at RAF Leeming, North Yorkshire. In addition, the Royal Navy’s 736 Squadron, based at RNAS Culdrose, Cornwall, also still flies this variant.
News Brief NEW ROYAL Air Force AgustaWestland AW109SP GrandNew G-ZIOO (c/n 22347) has been granted its Release to Service. AVM Richard Knighton, Assistant Chief of Air Staff, signed the Release on April 22 and the aircraft will take up its out-of-sequence military serial, GZ100 shortly. It joined 32 (The Royal) Squadron at RAF Northolt last November – see New RAF AW109SP GrandNew Delivered, January, p7.
RAF/SARTU Griffin HT1 ZJ708 'K' in its new 202 (Reserve) Squadron colours at RAF Valley on April 29 during the formal renumbering ceremony. Dylan Eklund
SARTU Becomes 202 (Reserve) Squadron A CEREMONY was held at RAF Valley, Anglesey, on April 29 to re-designate the Search and Rescue Training Unit (SARTU) as 202 (Reserve) Squadron. Two of the unit's Griffin HT1s, ZJ708 'K' and ZJ237 'R' were on show in their new squadron markings.
With the change to 202(R) Squadron, the SARTU, a unit of the Defence Helicopter Flying School, has become a mountain and maritime specialist unit. Its dedicated SAR training is now restricted to those crews des-
tined to serve with 84 Squadron at RAF Akrotiri, Cyprus. The 202 Squadron numberplate became available following formal disbanding of the RAF SAR force on February 18 and withdrawal of the Sea King. Dylan Eklund
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Brimstone OpEval MBDA’S BRIMSTONE missile has completed a series of RAF operational evaluation trials successfully. MBDA announced on May 5 that the tests confirmed performance of the weapon's latest technical enhancements. Trials took place in the USA at China Lake, California, during February. The operational evaluation involved 11 missile firings, some at the edge of the weapon system’s performance envelope. They were carried out in various operational scenarios, with precise hits on very small, fast-moving vehicles and complex static targets. They included single and salvo firings. Laser millimetric and dual-mode guided modes were used, as well as ground-based, third party laser designation. The tests demonstrated a significantly increased missile engagement envelope, with a 100% increase in standoff range and significantly improved ability to engage targets at high off-boresight angles. They also demonstrated the new Insensitive Munition (IM) warhead against armoured and non-armoured targets. The RAF’s Eurofighter Typhoon will be the first to benefit from the enhanced capability, with the integration programme expected to be complete in 2018. MBDA says the current Brimstone version has recorded about 500 in-service firings, with a very high success rate. Separate work is under way for potential use of Brimstone on the UK’s Future Attack Helicopter and new Protector unmanned aircraft system.
Turkish F-16s at Joint Warrior Turkish Air Force F-16C 07-1013 from 181 Filo at Diyarbakir on the ramp at RAF Lossiemouth, Moray, on April 13. Turkey deployed F-16s from the unit to the Scottish base for Exercise Joint Warrior, which took place between April 11-22. MOD Crown Copyright/RAF Lossiemouth
Second Royal Navy Wildcat Squadron A SECOND Fleet Air Arm squadron has begun re-equipping with the new Wildcat helicopter. The Royal Navy announced on April 19 that the first four of 12 new Wildcats for 815 Naval Air Squadron (NAS) have been delivered. The unit, the FAA’s largest squadron, is switching from the Lynx, which it has operated for 35 years. Over the next 11 months the squadron, based at Royal Naval Air Station Yeovilton, Somerset, will gradually retire the Lynx HMA8 as its successor takes over as the wings of front-line destroyers and frigates. The last Lynx-equipped Flight will join Type 23 frigate HMS Portland (F 79) shortly for a nine-month deployment. The new unit joins 825 NAS, the first Wildcat squadron, which has been training with the type for the past two years. No 825 NAS deployed one Wildcat Flight, last
year. This involved nine months on board HMS Lancaster (F 229) in the Caribbean, Pacific and Atlantic. From now on the squadron will increasingly fulfil a training role. Equipped with four Wildcats by April 2017, it will feed 815 with trained air and ground crew and also be able to meet front-line demands if needed. Additionally, 815 will have a dozen Wildcats ready to meet the requirements of frigates and destroyers, plus other RN/RFA vessels, and for operations around the UK. Two of its initial Wildcats were handed over by 825 (which has also supplied 54 trained Wildcat technicians and six pilots/observers to help with the start-up of 815), while two came straight from the nearby production line at Yeovil. The first 815 Wildcat flight joined Type 45 destroyer HMS Duncan (D 37) in April.
Indonesian Air Force 737 Visits Stansted
Above: Indonesian Air Force Boeing 737-8U3 BBJ2 A-001 made a rare UK visit during April, bringing in President Joko Widdo for a two-day visit. It is seen here departing from London-Stansted Airport, Essex, on April 20. The VIP-configured aircraft is operated by Skadron Udara 17 at Jakarta-Halim. Richard Vandervoord
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Commander Phil Richardson, 815 Squadron’s Commanding Officer, said: “Uniquely, we are now a Squadron that is simultaneously operating two different types of aircraft – and will continue to do so until the Lynx goes out of service on March 31 next year.”
Army Flying Ends at Dishforth MILITARY FLYING at Dishforth, North Yorkshire, has finally ended, 80 years after the base opened as a Royal Air Force station in 1936. Latterly used by the Army Air Corps (AAC), it housed the Lynx of 9 Regiment. The unit held a parade and flypast on April 23 to mark its disbandment and hand-over of the airfield to 6 Regiment Royal Logistics Corps, which is returning from Germany later this year. The AAC had been flying helicopters from Dishforth since 1992. On June 30, 9 Regiment will merge with 1 Regiment at Royal Naval Air Station Yeovilton, Somerset, to operate the AAC’s new Wildcat. While still flying the Lynx, 1 Regiment had been based in Germany at Princess Royal Barracks, Gütersloh. However, the unit's last three Lynx left there on October 4, 2013 (see Last Germany-Based Lynxes Head Home, November 2013, p6), as part of the Army withdrawal from Germany.
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HEADLINES UNITED KINGDOM
“We’re Not a Threat to Russia...”
AFM’s Glenn Sands attended the media briefing at RAF Lakenheath for the largest overseas deployment of F-22A Raptors to date.
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MERICA’S STRATEGIC thinking has shifted. With the evergrowing threat of terrorism and regional instabilities, the USAF is focusing more than ever on standing by its NATO allies. Its now increasing rotational deployments to Europe – so it appears that US-based units will be flying in our skies far more often. A clear indication of this determination to keep Europe ‘safe’ was witnessed on April 11 with the arrival at RAF Lakenheath of the 95th Expeditionary Fighter Squadron, ‘The Boneheads’, from the 325th Fighter Wing based at Tyndall AFB, Florida. The significance of this deployment was its size – 12 F-22A Raptors arriving in three waves over a week, after a nine-and-half hour direct flight from Tyndall. It’s the largest overseas training deployment so far for the world’s only operational fifth-generation fighter.
Lakenheath took military observers and aircraft enthusiasts by surprise, but on April 14, a few days after their arrival, a small media event was organised at the base. There, senior USAF and RAF officers explained what this unique deployment will offer not only its Raptor pilots, but the fighter
Stealthy Surprise
Above: Raptor pilots (l-r) 1st Lt ‘Jolly’, Capt ‘Lite’ and Maj ‘Viet’ had previously flown with RAF Typhoons at Red Flag 2016-1, but were looking forward to integrating with the RAF jets against the F-15Es. All images author unless stated
The Boneheads deployment to RAF
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aircrews of the RAF and NATO allies. Colonel David Eaglin, Vice Commander of the 48th Fighter Wing, explained: “With the F-22s here there’s a fifth-generation combat capability in Europe and it’s a demonstration of the United States resolve against current threats and shows that we are truly standing together as allies in Europe. Deploying the 95th to Europe gives us a great
opportunity to work side-by-side with our partners. The combined training that they’ll have whilst here is going to help them sharpen their skills and maintain stability and peace in Europe.” The close partnership between the USAFE and the RAF was evident in a speech given by Air Cdre Ian Duguid, the RAF’s Typhoon Force Commander, at the event: “European commitments
F-22A Raptors deployed by 95th FS 04-4072/TY AF04072 04-4080/TY AF04080 04-4081/TY AF05081 – this machine is marked up as 05-081 despite being FY04 05-4084/TY AF05084 05-4086/TY AF05086 05-4089/TY AF05089 05-4091/TY AF05091 05-4094/TY AF05094 05-4095/TY AF05095 – 95th FS ‘Boss Bird’ 05-4101/TY AF05101 05-4106/TY AF05106 05-4107/TY AF05107
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allies, to continue to train with the RAF and it will also allow us to build on the ability to integrate our Raptors with other systems. So we’re going to be flying a lot of training missions with RAF Typhoons from 3(F) Squadron and also working with both US ground and naval forces as well.”
European Tour
The second wave of four F-22A Raptors arrived at RAF Lakenheath late in the evening on April 12, direct from Tyndall AFB, using the callsigns Tabor 21 to 24. Ryan Dorling Insert: The ‘Boneheads’ Raptor pilot patch.
cannot be taken for granted and our shared commitments to NATO continue to deter aggressors. This year RAF Typhoons will deploy to the Baltic region to fulfil our commitment there. NATO and its allies still face threats from external aggression and we will not waiver in our support. The bilateral alliance between our two countries goes beyond simply security. Today our forces serve together on the front line against Daesh in Iraq and Syria. In the next few weeks our Typhoons will be training alongside you. The 95th’s presence is a force for good and I am proud that our airman and airwomen continue to stand shoulder to shoulder to defend our shared values.” No details were revealed about the planned training scenarios, but several Raptor pilots gave a broad overview of what was intended over the coming weeks. Capt Gray, a former F-15C pilot, callsign ‘Lite’, explained: “The reason we are coming here is threefold: We’re here to help the alliance that we have with our
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The Raptors will be flying missions out of RAF Lakenheath for much of the deployment. But, pairs of jets have visited Mihail Kogalniceanu Air Base, Romania on April 25, and Siauliai Air Base, Lithuania two days later. These one day hops have been viewed as a show of force to any potential aggressor in the region. The training scenarios will involve the familiar Red and Blue Air Forces fighting it out, with strike packages being attacked by Red Air F-15C/Es as the Blue Force strike package comprising Typhoons and Raptors work side by side. But the ground attack capabilities of the F-22s will also be thoroughly tested over the next few weeks. Capt Gray continued: “We’ll definitely be doing some air-to-ground work during this TDY. Some of the missions are to train to ‘find-and-fix’ targets and to be able to drop on those, as well as to work at integrating target information with Typhoons, Tornados and Strike Eagles. We’ve done it back in the States. “In the past there has been a ‘bomb on coordinate’ mentality, but we are doing things differently here. Our platform has the capability to drop weapons, but I
Above: Maj Gen Eric Vollmecke, Air National Guard Assistant to the Commander, USAF in Europe/Africa.
would need to get a source from somebody else before I dropped onto the target. What we can now do in an integrated fight is help in that ‘find-and-fix’ process. The assets on the ground or at sea can give us a coordinate and we might be able to go and find that within our own systems on board. With the Raptor’s integrated air-to-ground capabilities, we’ll be able to fix that target and prosecute the attack from that.” Raptor pilot Major Dan Naim, callsign ‘Viet’, expanded on how easy such procedures are in the F-22A’s fifth-generation co*ckpit: “Whereas in the fourthgeneration community you have your radar display which is only showing you one lot of information and you have other systems that are specifically showing you things such as RWR etc, in the Raptor,
all this is integrated. It takes several pieces of information and puts them together and displays it pretty neatly. In fourth ‘gen’ you have to take each piece of information you are presented with and basically compute this in your mind – the Raptor does it all for you. It does not take very long to be at ease with the jet, not long at all. HOTAS is very, very easy to master and it allows us to focus more on different types of missions.” This TDY is planned to be the first of many for Raptors as the USAF expands its capability to operate fifth-generation fighters overseas with the minimum of fuss. It also demonstrates the special relationship that the RAF and USAF enjoys and emphasizes that this has been strengthened in the past few years. Major General Eric Vollmecke, Air National Guard Assistant to the Commander, USAF in Europe/ Africa, gave his thoughts on how the two nations work together: “The relationship with our host nation, both the government and people, make this possible. Our friendship with the UK is essential. The capabilities between our air forces are built on trust. This unique deployment is just one part of the European Reassurance Initiative. We’re not a threat to Russia, but we are prepared to fight and will continue to deter any aggressor in order to keep Europe whole, at peace and prosperous. Through this deployment we demonstrate our obligation towards a persistent, rotational presence in Europe – this is a pledge to our Allies.”
A four-ship formation consisting of a F-15E from the 494th FS, an F-15C from the 493rd FS, an F-22A Raptor from the 95th FS, and a RAF Typhoon. The Strike Eagles will act as the Red Force, while Typhoons from RAF Coningsby will fly as the Blue Force supporting the Raptors. USAF via Jim 'Hazy' Haseltine
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HEADLINES UNITED KINGDOM
Combined Ops at Leeming Alan Warnes visits RAF Leeming to see the French Air Force and RAF working together.
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RITISH AND French forces of all three services took part in the week-long Exercise Griffin Strike during mid-April to foster closer military ties. While the two armies worked together on Salisbury Plain, and the navies operated in the Solent, the two air forces met at RAF Leeming, North Yorkshire.
As part of these manoeuvres, four French Air Force Rafale Cs and eight RAF Typhoons joined forces to hone their mutual skills. The manoeuvres took place to validate the Combined Joint Expeditionary Force (CJEF), a component of the Lancaster House Treaty, signed in 2010 by the UK and France and aimed at improving collective defence.
Busy times
Both sides are committed heavily to anti-Daesh ops over Syria
Above: Général de Brigade Aérienne Gilles Perrone, stands alongside Air Cdre Johnny Stringer, Assistant Chief of Staff (Ops) as they discuss their respective forces’ high operational tempo with the press. Alan Warnes Right: RAF Leeming Station Commander, Gp Capt Dave Bradshaw, who is a former Harrier pilot, also heads up the 135 (C) EAW. Alan Warnes
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and Iraq, the French in Operation Chammal with Mirage 2000Ds and Rafales deployed to Jordan and the UAE, respectively. The RAF is working out of RAF Akrotiri with Tornados and Typhoons as part of Operation Shader bombing targets in Iraq and Syria. Both sides are also fielding jets on Quick Reaction Alerts to protect their respective national interests. To add to their operational burden, French Rafales are also involved in combat operations in Mali and surrounding countries in Operation Barkhane.
I asked the French Commander, Général de Brigade Aérienne Gilles Perrone if Griffin Strike couldn’t have come at a worse time? He responded: “We have to fulfil our political masters’ wishes, and yes, our operational tempo right now is high but we still have a responsibility to prepare for the future, however difficult it is.”
135 (C) EAW
Hosting the Rafales and Typhoons at RAF Leeming was the 135 (Composite) Expeditionary Air Wing (EAW). Its headquarters set up in a deployable rapid assembly shelter (DRASh) on the northeastern edge of the base. The 135 EAW formed in 2012 and deployed to Estonia in 2014/15, with 6 Sqn Typhoons as part of the Baltic Air Policing duties, known as Operation Azotize. The current Commander and also the RAF Leeming Station Commander, Group Captain Dave Bradshaw, said: “It is really important we train together, as we tend to fly together, just as we are now, over Iraq/ Syria, and as we did over Libya.” Exercise Griffin Strike showed that both sides could deploy to a foreign’ base, with an RAF
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Above: 11(F) Sqn deployed eight Typhoons from RAF Coningsby to RAF Leeming, where six of them are seen here parked on the taxiway. Alan Warnes
wing able to support all their requirements. As Air Cdre Johnny Stringer, Assistant Chief of Staff (Ops), said: “Griffin Strike is important because it gives us a tool, ready to plugin and play, to use rapidly and effectively in a situation.”
Air War
Left: A 11(F) Sqn Typhoon and a 4éme Escadre de Chasse marked Rafale fly in formation during Exercise Griffin Strike. RAF Below: A mixed formation of Typhoons and Rafales over RAF Leeming. RAF
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In the air war, the Rafales from Régiment de Chasse 2/30 at Mont de Marsan and 4éme Escadre de Chasse at St Dizier, flew alongside Typhoons of XI(F) Sqn as an integrated Blue Air package. They flew against Red Air’s Hawk T1As of 100 Sqn – the RAF’s aggressor unit (see The Great Pretenders, April, p42-49) – and Cobham Aviation Falcon 20s detached to Teeside. RAF Waddington-based E-3D Sentry
AEW1s acted as the primary air command and control aircraft to orchestrate fighter aircraft, making sure the transport and ISR aircraft were kept safe from any threat. After the end of the exercise on
-April 22, the CJEF became available for rapid deployment for bilateral operations where UK and French national interests align and if called upon for NATO, UN or coalition operations.
Lancaster House Treaty France and the UK signed two treaties at Lancaster House, in west London, on November 2, 2010 covering defence and security, as well as nuclear co-operation. It was heralded as an historic commitment to build a long-term partnership in defence and security. As well as the two navies, armies and air forces working together, industry is too. Another summit at RAF Brize Norton in January 2014 paved the way for
industrial collaborations in the future. One such project, which has seen an investment of $120 million for a feasibility study, is the Future Combat Air System (FCAS). Dassault and BAE are working together on an unmanned combat air system/vehicle, and drawing lessons from their work on UCAVs. Dassault has focused on Neuron with Saab and Finmeccanica (now Leonardo) while BAE Systems has its own Taranis.
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Marines Hornets Transit Spain FOUR US Marine Corps F/A-18D Hornets passed through Morón Air Base, Spain, on April 17 en route from the US to a Middle East deployment. All were from Marine All Weather Fighter Attack Squadron 533 (VMFA(AW)-533) ‘Hawks’ at Marine Corps Air Station Beaufort, South Carolina. They comprised 164880 ‘ED-01’ (‘Cube 21’), 164711 ‘ED-10’ (‘Cube 22’), 164652 ‘ED-15’ (‘Cube 23’) and 164888 ‘ED-00’ (‘Cube 24’). On April 12 six other Hornets from the same unit also passed through Morón. However they have all thus far remained unidentified. Antonio Muñiz Zaragüeta
Above: US Marine Corps/VMFA(AW)-533 F/A-18D Hornet 164880 ‘ED-01’ on approach to land at Morón Air Base, Spain, on April 17 en route to the Middle East. Antonio Muñiz Zaragüeta
French Atlantique 2 Designates Daesh Target
A FRENCH Aéronautique Navale Breguet Atlantique 2 (ATL2) has designated a target for another aircraft for the first time during a combat mission. A news release in the official Marine Nationale online publication, Cols Bleus, on April 13 gave details of the April 3 mission. The aircraft was supporting Opération Chammal, the French contribution to the coalition fighting against Daesh in Iraq and Syria. During the sortie, the ATL2 used its L-3 Wescam MX-20 digital EO/IR turret to illuminate a target on the ground, enabling another coalition aircraft to engage an armed terrorist group. The mission took place in the region of Hit, Iraq, over which the ATL2 was undertaking a reconnaissance mission. The
crew spotted a group of Daesh fighters who were engaging Iraqi forces as they advanced towards the Euphrates River. The terrorists, moving rapidly, sought to hide from aerial observation. The forward air controller-airborne aboard the ATL2 relayed the target information to a joint terminal attack controller (JTAC) on the ground. Coalition fighters on combat air patrol in the area then received the information and moved in close to the area. The JTAC was then in contact with the ATL2 to further track and monitor the terrorists, who regrouped under cover once they reached the Euphrates River. At this point, only the ATL2 was able to maintain visual contact.
Following a request from the JTAC, the ATL2 laser designated the target, enabling an allied fighter to drop a laser-guided bomb, which struck the target. An Aéronavale ATL2 had carried out the type’s first mission over Iraq as part of Opération Chammal on September 17, 2014. Operating from Al Dhafra, Abu Dhabi, UAE, these were initially only recce missions, but on August 19, 2015, the type undertook its first strike operation in Iraq. Since February 2016, the ATL2 has been operating from a forward deployed air base in Jordan as part of France’s continuing efforts to eliminate Daesh. Currently, the aviation element of the French contribution
Dutch PC-7s to Begin Upgrade
Above: Netherlands Air Force PC-7 L-01, the first of ten for upgrade by Pilatus, arriving at Stans-Buochs on May 2. Stephan Widmer
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to anti-Daesh coalition operations comprises the ATL2 for maritime patrol/ISR and 14 combat aircraft - six Rafales and eight Mirage 2000Ds. Although originally a maritime patrol aircraft, the Atlantique in its ATL2 form performs many more roles and is now able to fly various ISR missions, while also being able to launch laserguided bombs and AM-39 Exocet anti-ship missiles. In early 2013, the GBU-12 LGB was also added to the ATL2s expanding arsenal, after special modifications to the aircraft to enable them to carry four of these weapons. The type has also recently gained the ability to drop the 250lb GBU-58 LGB.
PILATUS AIRCRAFT has received the first of ten Royal Netherlands Air Force (RNLAF) PC-7 Turbo Trainers for upgrade. The aircraft, L-01 (c/n 538), arrived at Stans-Buochs Airfield, Switzerland, on May 2. A contract between the Dutch Ministry of Defence and Pilatus for the modernisation was announced on July 29 last year. It will include a new glass co*ckpit, replacing old analogue instruments, together with structural reinforcement of the wings and undercarriage. The modernisation will give the fleet 60,000 flight hours in total and is expected to extend service life until at least 2027. The RNLAF has 13 PC-7s, the first of which were delivered in 1989. Upgrade of the remaining three aircraft is still being considered. The type is based at Woensdrecht with the EMVO.
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Baltic Air Policing Rotation
Above: Three of the four RAF Typhoons (ZJ 924 ‘II’, ZJ927 and ZJ916 ‘S’) deployed to Amari Air Base, Estonia, on the ramp there shortly after arrival on April 28. Although all are from II(AC) Squadron, they are all are devoid of unit markings and only two carried codes on the fin tips. MOD Crown Copyright
A CEREMONY was held at Šiauliai Air Base, Lithuania, on May 4 to mark the latest change-over of NATO fighter detachments involved in the Baltic Air Policing (BAP) mission. After four months of BAP duties, four Spanish Air Force Eurofighter Typhoons transferred the mission over to four Portuguese Air Force F-16s.
USMC EA-6Bs Deploy to Incirlik US MARINE Corps EA-6B Prowlers have been deployed to Incirlik Air Base, Turkey, where they will support Operation Inherent Resolve missions until September. Their arrival was announced by US European Command on April 14. They are from Marine Corps Tactical Electronic Attack Warfare Squadron 4 (VMAQ-4) ‘Seahawks’ at MCAS Cherry Point, North Carolina.
This became the 41st detachment since the BAP mission began in 2004. This is Portugal's third rotation - the country had previously deployed aircraft in 2007 and 2014. Its aircraft arrived in Lithuania on April 28. As part of the now reinforced BAP mission, four Royal Air Force/ II(AC) Squadron Typhoon FGR4s
were also deployed to Ämari Air Base, Estonia, on April 28. The aircraft replaced Belgian Air Component F-16s, which had completed their sixth BAP F-16 deployment. They will remain there until the end of August, under the control of the RAF's 140th Expeditionary Air Wing. This deployment marks the third
consecutive year that the RAF has undertaken the BAP mission. During the previous deployment, RAF Typhoons were scrambled 17 times and intercepted a total of over 40 Russian aircraft. This included intercepts of ten separate Russian military aircraft during a single launch on one day last July, including eight fighters.
Netherlands Orders 12 CH-47Fs TWELVE CH-47F Chinooks have been ordered for the Royal Netherlands Air Force (RNLAF). Boeing was awarded the $308m Foreign Military Sales contract on April 14 by the US Army for their production at its facility in Ridley Township, Pennsylvania. An erroneous estimated completion date was given as April 15, 2016, in the official Department of Defense announcement. Previous reports have stated deliveries
are planned to begin in 2019. The current RNLAF Chinook fleet comprises 11 older CH-47Ds and six CH-47F(NL)s. Either upgrade of the original CH-47Ds or buying new CH-47Fs had been considered. After deciding to go for the new-build option, plans to purchase the Netherlandsspecific CH-47F(NL) were shelved in favour of the cheaper option of the standard US Army CH-47F Multi-Year II model.
On March 19 last year it was revealed that US State Department approval had been granted for 17 new CH-47Fs (see Netherlands Seeking 17 CH-47Fs, May 2015, p10). However, on September 7 Dutch Minister of Defence Jeanine Hennis-Plasschaert said that due to budget restrictions, just 14 would be purchased. The final contract suggests there has been further cost-cutting.
Impressive German Transall Special Scheme
News Brief
Above: German Air Force Transall C160D 50+95 seen on April 19 after being repainted in a special colour scheme to mark the 55th anniversary of Lufttransportgeschwader 63 (LTG63) at Hohn. The aircraft will be one of the star attractions at the Hohn Open Day on June 11, although the actual anniversary is later in the year, the unit having been formed at Celle on September 15, 1961, with the Nord Noratlas. Rene Köhler
SIX OF the 12 US Marine Corps MV-22B Ospreys deployed to Morón Air Base, Spain, are to be returned home next year. The decision to reduce the number of tiltrotor aircraft operating with Special Purpose Marine Air Ground Task Force-Crisis Response-Africa was announced by officials on May 2. The move will enable crews to have more time at home. Marine General Joseph Dunford, chairman of the Joint chiefs of Staff, who was involved in making the decision, told senators on April 27 that he was not happy with the reduction, saying that it reduces flexibility, but had been a necessary decision.
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Seymour Johnson F-15Es Deploy through Spain
US Air Force F-15E Strike Eagle 89-0487 ‘SJ’/‘335 FS’ landing at Morón Air Base, Spain on April 11. Antonio Muñiz Zaragüeta
SIX US Air Force F-15E Strike Eagles deployed through Morón Air Base, Spain, on April 11 en route from the USA to the Middle
East. All were from the 4th Fighter Wing’s 335th Fighter Squadron ‘Chiefs’ at Seymour Johnson Air Force Base, North Carolina.
They comprised 89-0487 ‘SJ’ (callsign ‘Mazda 81’), 88-1683 ‘SJ’ (‘Mazda 82’), 87-0197 ‘SJ’ (‘Mazda 83’),
89-0498 ‘SJ’ (‘Mazda 84’), 88-1670 ‘SJ’ (‘Mazda 85’) and 89-0486 ‘SJ’ (‘Mazda 86’). Antonio Muñiz Zaragüeta
French Army Orders 14 Sagem Patrollers FRANCE HAS finalised an order for Sagem Patroller unmanned air vehicles to meet the French Army’s Système de Drones Tactiques (SDT – Tactical Drone System) requirement. During a visit to the Sagem plant in Montluçon on April 5, France’s Minister of Defence, Jean-Yves Le Drian, witnessed the formal contract signature. The contract, worth 400 million euros, according to previous French media reports, covers 14 air vehicles and is funded from France’s 2014-2019 military
spending bill. From 2018, the Patrollers will begin replacing the French Army’s Sperwer tactical UAVs, which are deployed by the Intelligence Brigade’s 61st Artillery Regiment, based at Chaumont. The total package includes two operational systems, each comprising five air vehicles and a ground station. A further four air vehicles and two ground stations will be provided for training, along with a support package. Maintenance is also covered for 12 years. The Patroller is based on the
German Stemme ES-15 motor glider. Sagem is partnered with Stemme’s airborne surveillance and reconnaissance subsidiary, Ecarys, which supplies the ES-15 airframe. The type had been selected earlier this year for the requirement, beating off competition from the sole rival offer, the Watchkeeper from Thales. Although several countries, particularly in Asia and the Middle East, have shown interest in the Patroller, the French deal is the first firm contract for this medium-altitude, long-endurance
Two MI-17V-5s for Serbia KAZAN HELICOPTERS is preparing to deliver two newproduction Mi-17-V5s to the Serbian Air Force and Air Defence (SAF&AD) forces. Test flying began at the factory in Kazan in early April and deliveries are due towards the end of June. They will join the 890th Squadron, 204th Air Brigade, at Batajnica, near Belgrade. They have been outfitted with analogue instruments rather than a glass co*ckpit, due to a limited budget. There is also only one SLG-300 hoist system and FPP-7M searchlight between the two helicopters, along with one medical evacuation kit with 12 stretchers. The ‘dolphin’ nose on both aircraft houses Meteo 8A-813C radar and cabin lighting is night vision goggle-compatible. Seating is provided for 25 soldiers while
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UAV. On September 25 last year the company announced a collaboration agreement with Egyptian manufacturer AOIAircraft Factory to offer the type to the Egyptian Ministry of Defence. This could lead to final assembly in AOI’s Egyptian plants, but a contract has yet to be concluded. At the Paris Air Show on June 19 last year, Sagem said it had signed a collaboration agreement with Mexico’s Seguritech to offer the Patroller for aerial surveillance and other roles, but similarly orders are yet to be forthcoming.
News Briefs DISCOVERY AIR Defence Services recently flew in support of the first ever German Air Force Eurofighter Fighter Weapons Instructor Course. The company reported on April 14 that two of its A-4N Skyhawks had flown several Red Air missions to provide aggressor and dissimilar air combat training for Eurofighters of Tactical Flying Wing 73 ‘Steinhoff’ at Laage.
Above: One of the Serbian Mi-17V-5s painted in a new camouflage scheme that the SAF&AD has already tested on one of its Mi-8s. Serbian MoD
a Vektor under-fuselage hook can hoist an external load of up to four tons. Serbia will also use the type for firefighting, utilising PPV-2200 buckets already in the SAF&AD inventory. Currently, the SAF&AD only has
one Mi-17, produced in 1989, plus six Mi-8 helicopters dating from 1980, of which two are still flying. As the service life of the Mi-8s will end between 2017 and 2019, acquiring more Mi-17-V5s is being considered. Aleksandar Radic
A PLANNED change of Finmeccania’s company name to Leonardo was approved at a shareholders meeting on April 28. The company had first announced plans for the name change on March 16 as part of a radical restructuring of the company. The name refers to famous Italian inventor and painter Leonardo da Vinci.
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HEADLINES F-35
Ogden ALC Working on All Three F-35 Variants
Above: US Navy F-35C 168733 ‘NJ-101’ from VFA-101 ‘Grim Reapers’ arriving Eglin AFB, Florida on April 15. It is the first of the variant to undergo depot maintenance at the base. USAF/R Nial Bradshaw
OGDEN AIR Logistics Complex at Hill Air Force Base, Utah, has become the first depot facility to perform modifications on all three F-35 Lightning II variants. This followed the induction of its first US Navy F-35C carrier version on April 15. The aircraft, F-35C 168733 ‘NJ-101’ from Strike Fighter Squadron 101 (VFA-101) ‘Grim Reapers’, was flown in from Eglin AFB, Florida, by Navy Capt Mark Weisgerber, the 33rd Fighter Wing Vice Commander. He said: “Hill has the capacity to accomplish the needed modifications and it is important to optimise the workflow within the Air Logistics Complex.” The first F-35 arrived at Hill AFB for modifications in September 2013. Since then, the depot has performed mods on the USAF’s fleet of F-35As and has also completed work on four US Marine Corps F-35Bs. For the US Navy’s carrier variant, the complex’s 570th Aircraft Maintenance Squadron (AMXS), along with Lockheed Martin, will
perform structural upgrades, low-observable restoration and system modifications to enhance performance across the aircraft’s service life. With the programme’s everevolving requirements, exact numbers of aircraft to be worked on this year have not been determined. The main focus now will centre on completing work on the USAF fleet of F-35As and Navy’s F-35Cs. Greg Hoffman, 570th AMXS director, said: “We were able to support the US Marine Corps with critical modifications on the F-35B to meet their initial operational capability (IOC) milestone. Today, we are working closely with the 388th Fighter Wing to provide modifications that will ensure they are able to meet their IOC target with the F-35A and are proud to support the Navy with work on the F-35C.” The complex expects work on the first F-35C aircraft to last until early September.
Four Reserve Bases Shortlisted for F-35A US AIR Force officials have selected four candidate bases for the first Reserve-led F-35A Lightning II location. It was announced on April 12 that these are Davis-Monthan Air Force Base, Arizona; Homestead Air Reserve Base, Florida; Naval Air Station Joint Reserve Base Fort Worth, Texas; and Whiteman AFB, Missouri. The preferred and reasonable alternatives are expected to be selected this autumn and the F-35As are slated to begin arriving at the first Reserve-led F-35A location by the summer of 2023. The USAF also released basing criteria that will be used to select candidate bases for two Air National Guard (ANG) squadrons, which are planned to receive their first aircraft in the summer of 2022.
‘Top Dogs’ First GBU-12 Drop
US Air Force F-35A Lightning II 12-5054 ‘LF’ from the 56th Fighter Wing’s 61st Fighter Squadron ‘Top Dogs’ at Luke Air Force Base, Arizona, deploys a 500lb GBU-12 laser-guided bomb on April 25 over the Barry M Goldwater Range in Gila Bend, Arizona. This was the first time in the Squadron’s history that it had dropped this type of weapon. Three F-35As successfully dropped six inert GBU-12s during the practice sortie. The Top Dogs are the second Luke-based unit to drop bombs from the F-35. USAF/Airman 1st Class Ridge Shan
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Jennifer A Miller, Deputy Assistant Secretary of the Air Force for Installations, said: “The Air Force is committed to a deliberate and open process to address F-35 basing. As we progress through the basing process, we will share information so interested communities are aware of what to expect.” The basing criteria for the ANG bases include mission requirements (weather, airspace and training range availability), capacity (sufficient hangar and ramp space, and facility considerations), environmental requirements and cost factors. The USAF will evaluate Guard installations with runways of at least 8,000ft (2,440m) and operational A-10 Thunderbolt IIs, F-16 Fighting Falcons or F-15 Eagles against the approved criteria to identify candidate bases for the F-35A. After identifying candidate bases, Air Combat Command and the ANG site survey teams will assess the locations against operational requirements, potential impacts to existing missions, infrastructure and manpower, and then develop cost estimates to bed down the F-35A. Following the evaluations, the USAF plans to identify candidate installations for the ANG locations this summer before selecting the preferred and reasonable alternatives and beginning the environmental impact analysis process later this year.
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News Briefs ISRAEL’S FIRST F-35I Adir is to be rolled out on June 22 at Fort Worth and the first two are scheduled to arrive in the country on December 12. They will be followed by a further six in 2017. Following arrival, the aircraft will be grounded for installation of Israeli-produced C4 systems tailored to specific Israeli Air Force requirements. Israel has committed to 33 F-35As, but is expected to add to this number in due course. The first squadron will be based at Nevatim and initial operational capability is expected to be achieved by the end of 2017. A CONTRACT has been awarded to Lockheed Martin for long-lead materials, parts, components and effort to maintain the planned production schedule for six low-rate initial production Lot 12 F-35A Lightning IIs for the government of Japan. The US$73.8m Foreign Military Sales deal was awarded by US Naval Air Systems Command on April 22. Work is expected to be completed in December 2020. Roll-out of the first Japan Air Self-Defense Force (JASDF) F-35A has been set for September 29 at Fort Worth. The aircraft, AX-1, is the first of four being assembled at Fort Worth. The remainder of the 42 to which the JASDF has committed will be assembled in Japan at Mitsubishi Heavy Industries’ final assembly and check-out facility in Komaki, Nagoya.
Ground Refuelling Test of F-35B from Osprey
Above: US Marine Corps F-35B 168311 ‘MV-51’ prepares to ground refuel from MV-22B 168215 ‘MV-01’ on April 28 at Edwards AFB, California. Both aircraft are from VMX-22 at MCAS Yuma, Arizona. USAF/Christian Turner
A RECENT trial was carried out to validate ground refuelling of a US Marine Corps F-35B Lightning II from an MV-22B Osprey. The test took place at Edwards Air Force Base, California, involving two aircraft assigned to Marine Operational Test and Evaluation Squadron 22 (VMX-22) at Marine Corps Air Station Yuma, Arizona. They comprised F-35B 168311 ‘MV-51’ and MV-22B 168215 ‘MV-01’. The F-35B was already operating from Edwards, where VMX-22 has a detachment testing and evaluating the USMC version of JSF. The Osprey flew into the base on April 28 for the brief but important test, which marked the first time an MV-22 had refuelled an F-35B. USMC Maj Adam Geitner, pilot and VMX-22 F-35 Detachment Aircraft Maintenance officer, noted that this type of ground refuelling operation “is integral to the construct of the Marine Air Ground Task Force” (MAGTF). The MAGTF is the organizational foundation for all missions across the range of USMC military
operations. MAGTFs are a balanced air-ground, combined arms task organization of Marine Corps forces under a single commander that is structured to accomplish a specific mission. Both ground refuelling and air-to-air refuelling are important pieces to the Marine Corps’ MAGTF operational construct. From a tactical point of view, the MV-22 to F-35 ground refuelling allows the Marines to employ assets in austere environments at short notice without having to rely on long-term planning and fixed facilities,” Geitner said. The one-hour test consisted of hooking up fuel transfer lines between the two aircraft with the MV-22 fuelling up the F-35B. The test validated the equipment and procedures on both types. Fuel was successfully transferred to the F-35, which taxied back to the Joint Operation Test Team area. Geitner said the MV-22 Osprey has the ability to carry about 10,000lbs of fuel in its fuel containers loaded in the back of the aircraft. This
is coupled with approximately 12,000lbs carried internally, which can either provide fuel to its own aircraft or to external aircraft in air-to-air refuelling operations. “The next step will be air-to-air refuelling from an MV-22. This is even more significant for the MAGTF when operating F-35s from [amphibious assault ships] because it provides organic air-to-air refuelling capability that vastly extends the range of the aircraft and also provides operational flexibility,” said Geitner. Previously, Marine AV-8B Harrier aircraft would require USMC KC-130s to provide air-to-air refuelling capabilities. However, they are limited to land and when the amphibious assault ships are operating in either blue water operations, or in regions that deny them access to land-based air facilities, it limits air-to-air refuelling capabilities, Geitner added. “With the MV-22 being on the ship, co-located with the F-35, all of those constraints with the KC-130 no longer apply.”
Dutch KDC-10 Refuels F-35
Royal Netherlands Air Force/334 Squadron KDC-10 T-264 refuels RNLAF/323 Squadron F-35A F-001 over the Sierra Nevada mountain range on March 31 while operating from Edwards AFB, California. This was the first time an F-35 had made contact with a Dutch tanker and was part of an effort to certify the KDC-10 for all F-35A users. Certification testing was completed on April 4, paving the way for the Dutch tanker to support F-35 deployment to the Netherlands in the spring. The F-35A was from the RNLAF’s operational test and evaluation unit at Edwards. USAF/Chris Okula
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NORTH AMERICA Last KC-46A Development Aircraft Flown BOEING HAS flown the fourth and final flight test aircraft for the KC-46A Pegasus tanker development programme. The aircraft, N463FT/EMD-3 (c/n 34054/1067, USAF/11-46003), a 767-2C, made its maiden flight on April 25 from Paine Field, Everett, Washington. During the 1hr 40min flight, test pilots performed engine tests, environmental systems and flight control checks, taking the aircraft to a maximum altitude of 39,000ft before touching down at Boeing Field, Seattle. The 767-2C is a KC-46A without the aerial refuelling system installed. This particular aircraft will be used to conduct environmental control system trials, including hot day/cold day testing and smoke penetration testing. As part of the contract awarded in 2011 to design and develop the US Air Force’s nextgeneration tanker, Boeing has built four test aircraft – two are configured as 767-2Cs and two as KC-46A tankers. Eventually, both 767-2Cs will also be modified to KC-46A tankers. The first test 767-2C, N461FT/ EMD-1 (c/n 41273/1065, USAF/11-46001), has completed more than 315 flight hours since its first sortie on December 28, 2014. The programme’s first KC-46A tanker, N462KC/EMD-2 (c/n 41275/1066, USAF/11-46002), made its maiden flight on September 25, 2015 and has completed more than 240 flight test hours, including refuelling F-16, F/A-18 and AV-8B aircraft. It has also been refuelled by a KC-10A tanker. The second tanker, N464KC/EMD-4 (c/n 41274/1069, USAF/11-46004), first flew on March 2, 2016 and has completed 25 flight hours. Boeing plans to build 179 KC-46As for the US Air Force.
News Brief A CEREMONY on May 6 at Joint Base Lewis-McChord, Washington, marked deactivation of the 62nd Airlift Wing's 10th Airlift Squadron. Its eight C-17As will enter reserve status. The move is part of cut-backs announced on December 22, 2014.
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Final OH-58D Flights Over US A MASS formation of 32 US Army OH-58D Kiowa Warriors was flown from Simmons Army Air Field, Fort Bragg, North Carolina, on April 15 to mark the type’s last flight over the United States. The helicopters comprised the full complement of the resident 1st Squadron, 17th Cavalry Regiment, 82nd Combat Aviation Brigade. They flew over Fort Bragg, Fayetteville and the surrounding area before landing back at Simmons. The flyover was the last training exercise before the unit deploys in the summer to South Korea, where it will serve for nine months as the final such rotation of that
type for the OH-58. The unit was the last to operate the Kiowa Warrior in the US and will make its final flights with the type while in South Korea. On its return, the unit will begin transitioning to the AH-64 Apache and RQ-7 Shadow unmanned air vehicles. US Secretary of Defense Chuck Hagel had announced on February 24, 2014, that the entire fleet of US Army OH-58D Kiowa Warrior helicopters is to be retired as a cost-saving measure. Since then, they have been progressively withdrawn, resulting in the Fort Bragg unit being the last in the continental US to operate the type. As of mid-March, 230 OH-58Ds
had been placed in storage with the 309th Aerospace Maintenance and Regeneration Group at DavisMonthan Air Force Base, Arizona. The only other operational unit with the Kiowa Warrior is the 6th Squadron, 6th Cavalry Regiment, 10th Combat Aviation Brigade. Although normally based at Wheeler Sack AAF, Fort Drum, New York, it has been deployed to South Korea since last October for a nine-month rotation. When the unit returns to Fort Drum in early summer, it will also begin its transition to becoming an attack reconnaissance squadron, operating Apaches and Shadow UAVs.
Above: The entire complement of the 1st Squadron, 17th Cavalry Regiment, 82nd Combat Aviation Brigade, comprising 32 OH-58D Kiowa Warriors, getting airborne from Simmons Army Airfield, Fort Bragg, North Carolina, for their farewell flight. The formation was led by the squadron commander, Lt Col Adam Frederick. US DOD/Kenneth Kassens
USMC Prowler Training Squadron Disbanded
Above: Three US Marine Corps EA-6B Prowlers from Marine Tactical Electronic Warfare Training Squadron 1 (VMAQT-1) ‘Banshees’ perform a flypast on April 29 at MCAS Cherry Point, North Carolina, to mark disbandment of the unit. Leading the formation is an unidentified example in special high-visibility markings, which is followed by 161881 ‘CB-02’ and 163045 ‘CB-03’. USMC/Mauricio Campino
US MARINE Corps Marine Tactical Electronic Warfare Training Squadron 1 (VMAQT-1) ‘Banshees’ was dis-established during a ceremony on April 29, at Marine Corps Air Station Cherry Point, North Carolina. The unit was the USMC’s Fleet Replacement Squadron for the EA-6B Prowler, training pilots, electronic countermeasures officers and maintainers for the
three remaining EA-6B squadrons. Previously, as VMAQ-1, the unit had been an operational squadron, but was formally re-designated as VMAQT-1 on June 14, 2013. The change to a training unit marked the transfer of this role to the USMC from the US Navy as the latter shifted to replacing its Prowlers with EA-18G Growlers. The last Prowlers were retired
from US Navy service last year and the three remaining USMC squadrons with the type will be decommissioned at a rate of one per year until completion at the end of Fiscal Year 2019. VMAQ-4 ‘Seahawks’ will be stood down in 2017, VMAQ-3 ‘Moon Dogs’ in 2018 and finally VMAQ-2 ‘Panthers’ in 2019, finally bringing to an end US Prowler operations.
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US Coast Guard Orders 13th HC-130J AN ORDER has been placed with Lockheed Martin for one additional US Coast Guard (USCG) HC-130J Super Hercules long-range surveillance aircraft. The contract, valued at almost $62.3m, was awarded by the US Air Force Life Cycle Management Center on April 18 using Fiscal Year 2016 aircraft procurement funds transferred from the USCG. Construction is expected to be complete by March 29, 2019. The aircraft will be the 13th of 22 HC-130Js planned for acquisition by the USCG, which still has options outstanding for up to three more HC-130Js under a previously signed multi-year contract. The service has accepted seven HC-130Js to date, of which five are operational. One of the other two has been designated as a prototype for installation of the new standardised Minotaur Mission System Suite, while the other has also entered the Minotaur programme. Minotaur includes the nextgeneration US Navy Minotaur mission control processor and incorporates the radar, sensors and other equipment across the HC-130J fleet. The USCG awarded a five-year contract to L-3 Communications Integrated Systems Platform Integration Division in Waco, Texas, on September 21 last year to
Above: The most recent US Coast Guard HC-130J to enter service, 2007, seen after being painted in early March at Lockheed Martin's facility in Greenville, South Carolina. It was delivered in April. Lockheed Martin Aeronautics
incorporate Minotaur on the first two baseline HC-130Js. The deal includes options to perform the same work on three additional baseline aircraft, as well as convert the seven HC-130Js that are already in operational service with the legacy mission system. Including these options, the contract is worth around $93 million. The first Minotaur-equipped aircraft is due for delivery in spring 2017.
Two more aircraft in the HC-130J programme are being configured to meet legacy missionization requirements and will be delivered to the USCG later this year. Aircraft 10-12 are also under contract, with delivery of these in base configuration expected in 2017, 2018 and 2019. Those aircraft, plus this latest C-130J order, will be missionized by L-3 with the Minotaur system after delivery.
MC-130J Tested with Winglets A US Air Force MC-130J Commando II has been used by the 413th Flight Test Squadron at Eglin Air Force Base, Florida, for trials with winglets. It was announced on April 18 that the modified aircraft, serial number 11-5729, had completed eight
test flights in this configuration. The trials aimed to collect data on potential fuel efficiency and performance improvements that might be gained by fitting the winglets and installing a lift distribution control system. Lockheed Martin had previously
conducted wind tunnel tests with a winglet-fitted C-130J, but abandoned further trials in 2013 because the savings gained were not considered cost-effective. The results of the new USAF trials at Eglin have not been revealed.
US Air Force MC-130J Commando II 11-5729 takes off from Eglin AFB, Florida, on March 30 during a test flight with the new winglets. USAF/Samuel King Jr
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News Brief SIKORSKY HAS gained a contract for long lead items required for low-rate initial production Lot 1 of two US Marine Corps CH-53K King Stallion helicopters. US Naval Air Systems Command awarded the $25 million advance acquisition contract on April 18. Work will be performed in West Palm Beach, Florida, and is expected to be completed in October 2021. AN ADDITIONAL 24 RQ-7B V2 Shadow tactical unmanned air system upgrades have been ordered by the US Army. Textron Systems Unmanned Systems announced the $116.5 million contract on April 25. Deliveries will begin in 2018. The US Department of Defense inventory already includes 117 Shadow systems, operated by the US Army, Marine Corps and Special Operations Command. LOCKHEED MARTIN has been awarded a contract to develop the MC-130J Common Terrain Following (MCTF) radar system. The $93.65m deal, awarded on April 8 by the US Air Force Life Cycle Management Center, is expected to be complete by March 31, 2021. An initial $31m in Fiscal Year 2016 research, development test and evaluation funds were released at the time of the award.
#339 JUNE 2016 19
NEWS
LATIN AMERICA Mexico Orders Seven More UH-60Ms A FURTHER seven UH-60M Black Hawks have been ordered for Mexico. US Army Contracting Command awarded Sikorsky a Foreign Military Sales contract valued at almost $55m for the helicopters, uniquely configured for Mexico, on April 11. The deal is a modification to the July 12, 2012, contract for up to 916 UH/MH-60s for the US Army, Navy and Foreign Military Sales customers. Estimated completion date is February 28, 2019. It was not announced which branch of the military will operate these helicopters. The most recent Black Hawk deliveries to Mexico were the first six of 18 UH-60Ms ordered for the Fuerza Aérea Mexicana (FAM – Mexican Air Force) under an FMS contract awarded to Sikorsky on September 15, 2014. They arrived in the country last December, prior to being formally inducted into service on February 9 in Mexico City. They will be assigned to Escuadrón Aéreo 108, which also flies the Cessna 182S.
Series Production Pampa III Flown
Above: The first production standard IA-63 Pampa III, EX-04, which made its maiden flight on March 29. ML/L Amorelli
A DEFINITIVE production version of the IA-63 Pampa III has begun flight testing. The Fábrica Argentina de Aviones (FAdeA – Argentine Aircraft Factory) announced the maiden flight of the aircraft, EX-04 (c/n 1027), on March 29. The sortie took place from the Fuerza Aérea Argentina (FAA – Argentine Air Force)/Escuela de Aviación Militar (Military Aviation School) airfield at Córdoba, where the FAdeA facility is co-located.
The aircraft was airborne for 40 minutes, reaching a maximum altitude of 16,400ft and speed of 245kts (441km/h) during the flight. Crew for the flight were Major Alejandro Battioni and Major Ariel Spisanti. This was the first flight of a new series production aircraft from the FAdeA plant in seven years, the last new aircraft having been delivered in 2008. Until now, testing of new Pampa III equipment had been carried out using the modified Pampa II
prototype, EX-03 (c/n 2003), which was originally built as an AT-63 Pampa development airframe. This had made its first flight in the new configuration on August 14 last year. Pampa III development began four years ago and EX-04 is one of 18 undelivered, previously produced airframes. It is planned that all of them will be modified to the new Pampa III standard and enter service with the FAA. Juan Carlos Cicalesi and Agustin Puetz
Brazilian Air Force Seeking 767 Lease
A TENDER has been issued by the Força Aérea Brasileira (FAB – Brazilian Air Force) seeking the lease of a Boeing 767-300ER for long-range cargo transport. The aircraft is needed to make up for a shortfall in capacity due to the retirement of the FAB’s four KC-137s in 2013. This was due to failure to reach agreement over spare parts which were to be acquired from Argentina in exchange for Mirage III spares. In March 2013, the FAB had selected IAI to supply three KC-767 MRTTs under its KC-X2 programme, but this has been delayed by Brazil’s political and economic crisis. An initial Request for Information for the proposed 767-300ER lease was issued to 16 companies, out of which four submitted valid offers. Bids were then invited from these four companies, with a deadline of April 29, but it is not yet known whether a winner has been selected. Juan Carlos Cicalesi
20 JUNE 2016 #339
Above: The crew stand in front of the first Brazilian Air Force/GEIV IC-95 Bandeirante to be retired, FAB 2328, which was withdrawn from use after its final flight on April 18. FAB
First Brazilian Flight Inspection IC-95 Retired PHASE-OUT of the Embraer IC-95 Bandeirante flight inspection aircraft of the Força Aérea Brasileira (FAB – Brazilian Air Force) has begun. Retirement of the first aircraft took place on April 18, when it made its final flight from Rio de Janeiro/Santos Dumont International Airport to
Parque de Material Aeronáutico dos Afonsos (PAMA-AF) at Campo dos Afonsos, Rio de Janeiro, where it will be stored pending disposal. The type has served in the role for 32 years with the Grupo Especial de Inspeção em Voo (GEIV – Special Flight Inspection Group) at Santos Dumont, but is being
replaced by six Embraer EMB-550 Legacy 500 mid-sized business jets. The first FAB Legacy 500, FAB 3601, has been undergoing system integration work for its new role since last July and was due to be delivered to the GEIV in May – see First Brazilian Flight Calibration Legacy, September 2015, p20.
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AFRICA
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International Marrakesh Air Show Alan Warnes travelled to Morocco for the fifth biennial International Marrakesh Air Show, which ran from April 27 to May 1.
I ATTENDED the first IMAS event in 2008 and was also present for the last two, but this was undoubtedly the most disappointing, largely due to the lack of Royal Moroccan Air Force (RMAF) presence. The static display, comprising more than 30 exhibits, was made up of just seven aircraft from the RMAF – an F-16C Block 52, AlphaJet, C-27J, Bombardier 415, T-6C, CH-47D and an AB205. But more of a letdown for discerning air force watchers like me was the severe lack of RMAF aircraft in the air display, which amounted to two Pumas flying with flags unfurled underneath, four F-16Cs which made a fly-by, low formation pass and then a bomb burst inside three minutes! The rest of the display was made up of aerobatic teams – the RMAF’s Marche Verte (Cap 232s), Italian Air Force’s Frecce Tricolori (MB339PANs), Spanish Air Force’s Patrulla Águila (Casa 101s) and UAEAF & Air Defence’s Al Fursan (MB339NATs). Which is all great, if you like aerobatic teams, but the display cried out for something a bit more imaginative. There was no spark – no guts and thunder. On previous occasions there had been a KC-130H flying by with a Mirage F1, F-5 and F-16 on each wing, a demo by RMAF helicopters or various flypasts by formations of different aircraft.
New CH-47D in Static AMONG THE highlights in the static display was one of three CH-47Ds delivered last year. From ex-US Army National Guard stocks, they were overhauled by Oregon-based Columbia Helicopters, while the aircrews and technicians were trained at Fort
Indiantown Gap, Pennsylvania. The three, CN-ALJ, CN-ALK and CN-ALL, inducted into the Escuadron Chinook at Rabat-Sale in August 2015, fill a huge capability gap created by the grounding of the RMAF’s seven CH-47Cs in 2011 and enable the
CH-47D CN-ALK was the RMAF’s most recent acquisition to be displayed. One of three Chinooks delivered last summer, they have given a considerable boost to the RMAF’s tactical airlift capabilities. Alan Warnes
According to one senior RMAF officer I spoke to, “the event wants to rely more on industry playing their part and so the usual large RMAF presence was withdrawn”. On the positive side, the show is being viewed by industry as the gateway to the African markets. If it continues to attract delegations from countries such as Benin, Burkina Faso, Cameroon, Mali, Mauritania, Nigeria, Pakistan and Tunisia, as it did this year, then industry will continue to be attracted. Furthermore, for those interested in Moroccan military aviation, the
show will also be a must because there is little chance of interacting with personnel from the RMAF, Gendarmerie or Navy without it. All the aircraft in the static had personnel to chat to, and all were very enthusiastic, but had obviously been briefed not to stray into sensitive topics. That is a shame, because the RMAF has a lot to boast about: it is one of the best equipped air forces in Africa and does things very professionally (see Keeping Up With The Neighbours, July 2014, p82-87). So, on with some news from IMAS 2016:
UAEAF&AD Bell 407MRH Looking Deadly
This Bell 407MRH, 2889, operated by the UAEAF&AD, is one of 30 being configured for the light attack role by NorthStar Aviation. It is unlikely the helicopter would stay airborne for long with this heavy payload of two AGM-114 Hellfires, an M134 mini-gun and GAL-19 rocket pod, but it looks good! Alan Warnes
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military to move outsized equipment easily – usually as an underslung load no other helicopter could carry. A second CH-47D, positioned on the airfield, participated in a 20-second flypast on the second day of the airshow.
F-16C pilots’ tribute to fallen comrade PERSONNEL AROUND the F-16C would not talk about their ongoing operations in the Saudiled coalition in Yemen, only to say they were based in Saudi Arabia. They did however confirm the name of the pilot who was killed when F-16C 08-8008 crashed in May last year as Lt Bahti ‘Sonic’ Yassine. Every Friday, all the F-16 pilots wear a ‘Sonic’ name badge on their flying suits in tribute to their fallen comrade. US COMPANY NorthStar Aviation brought a Bell 407MRH in light attack configuration – one of 30 ordered by the UAEAF&AD, which has put them into action as part of the Saudi-led coalition in Yemen. One lesson learnt from the operations there has been to modify it with an infrared (IR) suppressor around the engine exhaust, the first time this had been seen in public. The UAEAF&AD had a large presence at Marrakesh. As well as the Al Fursan aerobatic team, an L100 and a P180 were visible on a flying ramp. There were also three C-17 flights into the show, two of these were involved with air-freighting the Bell 407MRH to and from the UAE.
#339 JUNE 2016 21
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MIDDLE EAST
AFSOC Assisting Jordan with AT-802U BPA Operations A SMALL team of US Air Force Special Operations Command Air Commandos, acting as Combat Aviation Advisors, were recently deployed to Jordan to assist the Royal Jordanian Air Force (RJAF) with the operation of its Iomax Air Tractor AT-802U Block 1 Border Patrol Aircraft. An April 19 press release included an image of US personnel assisting with AT-802U maintenance procedures and training of RJAF mechanics during March. Although the RJAF was not specifically identified in the release, officials have confirmed that AFSOC is helping to train RJAF personnel. The deployed Combat Aviation Advisors come from the active-duty 6th Special Operations Squadron (SOS) at Duke Field, Florida, and its associate Air Force Reserve Command unit, the 711th SOS. The RJAF received six former United Arab Emirates Air Force and Air Defence AT-802U BPA Block 1s in 2013 as a gift from the UAE. Systems integrator Iomax trained 6th SOS pilots on the aircraft and its weapons systems. This then enabled the latter to train RJAF aircrew. Currently, the RJAF aircraft are only capable of carrying 250lb GBU-58 laser-guided bombs and AGM-114 Hellfire missiles, but
Above: US Air Force Special Operations Command Combat Aviation Advisors assist Royal Jordanian Air Force (RJAF) mechanics with maintenance on a RJAF AT-802U BPA Block 1 at an unspecified RJAF air base during March. USAF
they are to be upgraded to Block 2 configuration, enabling 500lb GBU-12 LGBs and Roketsan Cirit laser-guided rockets to be carried. The RJAF has also acquired four
other AT-802Us converted by L-3 Communications for proposed delivery to Yemen, but diverted to Jordan following the change in the political situation in Yemen. These
aircraft are unarmed and purely used for intelligence, surveillance and reconnaissance missions, but Jordan is looking to also give them a weapons capability.
B-52Hs’ First Inherent Resolve Mission
The new Iraqi Air Force Su-25UB that was delivered on April 17 along with two single-seat aircraft. Iraqi MOD
US AIR Force B-52Hs have carried out their first mission against Daesh. At a Pentagon press briefing on April 20, US Army Colonel Steve Warren, Operation Inherent Resolve (OIR) spokesman, confirmed the first OIR mission by the type had been carried out on April 18. The aircraft targeted a Daesh weapons storage facility in Qayyarah, Iraq.
More Su-25s Delivered to Iraq AN IRAQI Defence Ministry spokesman, Naseer Nouri, has confirmed the Iraqi Air Force (IqAF) received a further three Su-25 Frogfoot attack aircraft from Russia on April 17. An official video showed two single-seaters and one two-seat Su-25UB. Nouri said the aircraft formed part of a package of ‘tons of’ military equipment that had arrived from Russia and other sources worldwide, although he gave no indication as to
24 JUNE 2016 #339
what else had been delivered. The IqAF received an initial two Su-25SMs from Russia on June 28, 2014 when they were airfreighted into Baghdad/ New Al-Muthana Air Base on an An-124. Three more arrived over the next few days and, after re-assembly and test flights, they were initially deployed to Imam Ali (Tallil) Air Base. A further five are also believed to have been delivered from Russia later, although this is unconfirmed.
On July 1, 2014 three Iranian Islamic Revolutionary Guards Corps Air Force (IRGCAF) Su-25s were also delivered to Baghdad/ Al-Rashid Air Base, while a further four from the IRGCAF arrived at Al-Rashid the next day. Iran then delivered one more Su-25 on July 13, 2015 acting as an attrition replacement for an aircraft lost on June 17, 2015. The type is flown by the IqAF’s 109th Attack Squadron, based at Al-Rashid.
Last Qatar PC-21 Deliveries PILATUS AIRCRAFT has delivered the final three Qatar Emiri Air Force (QEAF) PC-21s. The last examples, QA360/HB-HVK (c/n 220), QA361/HB-HVL (c/n 221) and QA362/HB-HVM (c/n 222), departed from Stans-Buochs, Switzerland, on April 25 to begin their ferry flight to Qatar. This completes the QEAF order for 24 PC-21s.
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RUSSIA & CIS
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Kamov Ka-62’s Maiden Flight THE MAIDEN FLIGHT of the first prototype of the Kamov Ka-62 multipurpose helicopter, OP-1, finally took place on April 28 at the Progress Arsenyev Aviation Company plant in Russia’s Far East. The Ka-62 was lifted into a hover, completing several manoeuvres during the
ten minute sortie. The test, flown by Kamov Design Bureau test pilots, followed a priod of extensive ground tests. Development of the Ka-62 had begun in 1992, but flight testing had been delayed considerably due to the high level of complex new
systems which are being incorporated into the airframe. Although designed primarily for the civilian market, the manufacturer believes it is suitable for a wide variety of other roles, including medical evacuation and search and rescue.
News Briefs RUSSIA HAS withdrawn all of its Su-25s from operations in Syria. Their return from Latakia was announced by Russian Defence Ministry spokesman MajorGeneral Igor Konashenkov on May 4. He said about 30 aircraft, including bomber and attack types, had returned, but “just enough” had been left to continue the fight against terrorist groups. A NEW order has been placed for ‘over 30’ Sukhoi Su-30SM multi-role fighters for the Russian Air Force. The contract between the Russian Defence Ministry and Irkut Corporation, announced on April 4, is part of the State Defence Order for 2016-2018. Local media reports give the number as 36, of which eight will join the Russian Navy. Deliveries are scheduled to be completed by the end of 2018.
Kamov Ka-62 prototype OP-1 during its maiden flight at Arsenyev. Russian Helicopters
Final Assembly of First An-132D
RUSSIA’S DEFENCE Ministry signed a contract with Irkut Corporation on April 17 for the supply of 30 Yak-130s to the Russian Air Force under the State Defence Order for 20162018. Deliveries will begin early next year and are to be be complete by the end of 2018. ANOTHER UPGRADED Tupolev Tu-95MS has been delivered back to the Russian Air Force. It was returned to service on April 4 and followed an earlier example on February 11. RUSSIA’S DEFENCE Ministry has placed its first order for the dualcontrol Mi-28UB. A contract for 24 of the training and combat variant, along with two heavylift Mi-26s, was announced on April 24. Deliveries are due for completion by the end of 2018.
Above: The wing being attached to the fuselage of the An-132D prototype at the Antonov factory in Kiev, Ukraine. Antonov
ANTONOV IS completing final assembly of the first prototype An-132D aircraft demonstrator. The company announced on March 21 that it had mounted the wing on the completed fuselage as part of this process. The aircraft should be complete and flying by the end of this year.
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The An-132 is being developed jointly with Saudi Arabia’s King Abdulaziz City for Science and Technology (KACST) and Taqnia Aeronautics Company. It is expected to be ordered by the Royal Saudi Air Force, which has already signed an MoU to acquire two EW variants.
After initial test flights, the An-132D will be demonstrated to potential Saudi customers. It is planned to set up a final assembly line for the aircraft in Saudi Arabia. Operators from Southeast Asia and Latin America have also shown an interest in the new aircraft.
ILYUSHIN HAS begun flight testing of the first modernised Il-76MD-M, RF-76746. Ilyushin announced the maiden flight on April 15, although the flight took place on February 28 at Zhukovsky. The mid-life upgrade includes a new avionics suite, radio communications, lighting and self-protection equipment. The upgrade is being developed for the Russian Air Force, which plans to modernise 40 of its Il-76M/MDs, extending service life by a further ten years to 40 years. Similar work is planned for an as yet undetermined number of Il-78M tankers.
#339 JUNE 2016 25
NEWS
ASIA PACIFIC
Maiden Flight of Mitsubishi X-2 MITSUBISHI HEAVY Industries (MHI) has successfully flown the X-2 advanced technology demonstrator for the first time. The aircraft, 51-0001, took off from Nagoya-Komaki International Airport at 0847hrs local time on April 22 and carried out a series of trials to confirm basic manoeuvres. It then landed at the Japan Air Self-Defense Force’s (JASDF’s) Gifu Air Base at 0913hrs. Afterwards, the MHI test pilot described the flight experience as “extremely stable”. He said: “Control of the aircraft went exactly as in our simulated training sessions and after piloting the aircraft I’m 100% positive the X-2 is magnificent and will meet the Ministry of Defense’s requirements.” MHI noted that the X-2 prototype is the first in Japan to feature technology impeding its detection by radar and engineered for extremely high manoeuvrability. MHI has been developing the airframe as the prime contractor
Above: Mitsubishi X-2 51-0001 during its maiden flight. JASDF
since 2009 with co-operation provided by 220 domestic companies and guidance from Japan’s Acquisition, Technology & Logistics Agency (ATLA). The X-2, otherwise known as the Advanced Technology DemonstratorExperimental (ATD-X), had been unveiled on January 28 and then began taxi trials at Nagoya on
February 11 – see Japan’s X-2 Begins Taxi Tests, April, p27. Its maiden flight had been set for April 19, but was postponed due to bad weather around the airport. Although the X-2 has been built purely for research, the technology tested will pave the way for a future indigenouslydeveloped JASDF fighter.
One of the Afghan National Army’s newly delivered ScanEagles sits on its launcher at Camp Shorab in Helmand Province on April 14 as it is prepared for a mission. Resolute Support HQ/Lt Charity Edgar
Afghanistan’s ScanEagles Enter Service AFGHAN NATIONAL Army (ANA) personnel have completed the first launch of their new ScanEagle UAVs. This will provide a new intelligence gathering capability for the Afghan National Defence and Security Forces. Operation Resolute Support officials announced the achievement on April 18, saying that the first site to become operational with the Afghan Scan Eagle system has been set up at Camp Shorab in Helmand Province. It is planned to have eight sites operational with
26 JUNE 2016 #339
the UAV throughout the country within two and a half years. A second launch and recovery site became operational during April at Mazar-e-Sharif as a training location for the type. Combined Security Transition Command-Afghanistan’s ISR Capabilities Integration Cell is training, advising and assisting the ANA on how best to use the new technology. Five of the other six sites will be in Farah, Jalalabad, Kandahar, Kunduz and Logar. The sixth will be a second
training centre in Mazar-e-Sharif. ANA personnel are due to take over ScanEagle operations in May 2018. Within six months of that, both training and operations will be completely manned by the ANA. Insitu was awarded a contract on November 25 last year for 65 ScanEagles for Afghanistan – see News Briefs, January, p31. This covers eight systems, including the 65 air vehicles. Contract completion is anticipated in June 2018.
News Briefs JAPAN HAS retired the country’s last military-operated Mitsubishi Mu-2 variant. The aircraft, LR-1 (Mu-2C) 22019 ‘LR’ operated by the Japan Ground Self-Defense Force, made its final flight at Camp Kit Utsunomiya Airfield on February 10. The JGSDF had flown 20 LR-1s, which first entered service in 1967, but have been progressively retired. AN ADDITIONAL Pakistan Air Force (PAF) JF-17 Thunder squadron has been formed at PAF Base Masroor. The type was inducted into service with 2 Multirole Squadron 'Minhasians' during an April 11 ceremony. The unit, which previously operated the F-7P/FT-7, becomes the fourth PAF JF-17 squadron. ROYAL THAI Air Force (RTAF) Airbus A310-324 L.13-1/34, the only example in RTAF service, was retired on March 31. The aircraft had been delivered new in September 1991 and was flown by 602 Squadron as part of 6 Wing at Don Muang Air Base. A FINAL flight on March 30 by the Royal Thai Air Force’s (RTAF’s) remaining HS748s ended more than 50 years of service. The type entered RTAF service in January 1965 with two new aircraft, four ex-Thai Airways examples joined them between August and December 1983. They completed 161,785 accident-free flying hours before retirement by 603 Squadron at Don Muang.
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NEWS
ASIA PACIFIC Two-Seat JF-17B in Production PAKISTAN AND China have begun jointly manufacturing the first prototype of a two-seat version of the JF-17 Thunder. Sub-assembly work on the JF-17B was formally launched during an induction ceremony at the Chengdu Aerospace Corporation (CAC) facility in China, on April 27. Air Marshal Muhammad Iqbal, Chief Project Director JF-17, Pakistan Air Force (PAF), was the chief guest at the event. Also attending were the President of CAC, Vice President of CATIC, Vice President of CADI, a senior AVIC representative, related Chinese personnel and PAF officials. Speaking at the ceremony, Air Marshal Iqbal said the two-seat version will be of great value for the PAF, not only improving training, but also operational capability. He added that the induction of dual-seat JF-17B aircraft would also improve prospects in the future export market. The prototype JF-17B is expected to make its maiden flight by the end of this year. The variant is expected to be formally inducted into PAF service by April 2017.
Thai Navy H145Ms Delivered
Two of the Royal Thai Navy’s H145Ms, wearing test registrations D-HADA and D-HADL, during a test flight on April 22. The first two were officially handed over on April 29. Airbus Helicopters/Christian D Keller
AIRBUS HELICOPTERS has delivered the first two of five H145Ms to the Royal Thai Navy. A ceremony on April 29 at Airbus Helicopters’ Donauwörth site in Germany marked their official hand of these lightweight military multi-role helicopters, which were formerly designated EC645T2s. Pilot training with the two H145Ms at Airbus Helicopters Training Centre in Manching, Germany, began in May. All five
will be delivered to Thailand by September 2016. Final type acceptance and entry into service is scheduled by the end of this year. The Royal Thai Navy H145M is equipped with multi-purpose pylons, aerodynamic fairings, cargo hooks, hoists, HF system for SAR operations, weather radar, internal long-range fuel tanks and fixed provisions for a future special operations upgrade. These helicopters had been
Ospreys Perform Japan Earthquake Relief Flights
Above: US Marine Corps MV-22B Osprey 168220 ‘EP-00’ from Marine Medium Tiltrotor Squadron 265 (Reinforced) (VMM-265) ‘Dragons’ at Marine Corps Air Station Futenma, Japan, at the Japan Self-Defense Force’s Takayubaru Camp, co-located with Aso-Kumamoto Airport, on April 20. Ospreys from VMM-265 delivered a total of 18,000lbs of supplies, including food and water, in the space of three hours as part of relief operations following two earthquakes in Kumamoto four days earlier. USMC/Sgt RoyceDorman
28 JUNE 2016 #339
ordered under a contract signed in Bangkok on September 2, 2014 – see Thai Navy Signs Contract for Five Airbus Helicopters EC645T2s, November 2014, p29. They will replace the six Bell 212s in service and will be flown by 2 Wing/202 Squadron at U-Tapao. The unit also operates Bell 212s from Songkhla (Detachment 1) and Narathiwat (Detachment 2), where in both cases they will also be replaced by the H145Ms.
Pakistan Army Orders Four Medevac Cessnas CESSNA AIRCRAFT will provide six new air ambulance aircraft to the Pakistan Army Aviation Corps. The aircraft are being acquired through a Foreign Military Sales contract awarded on April 20 by the US Air Force. The deal, worth $14m, covers two Cessna 208B Grand Caravan EXs and four Cessna T-206H Stationairs. All will be modified for aeromedical evacuation. A 24-month sustainment package covers spares, tooling and support equipment for each aircraft. Pilot and maintainer training will also be provided. Completion is due by December 30, 2016. The Pakistan Army had only recently taken delivery of its first two Grand Caravan EXs. They were delivered in December last year – see Two New Cessna 208Bs Delivered to Pakistan Army, March, p27.
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Third Indian Dhruv for Maldives
AN INDIAN Navy (IN) Dhruv Mk III has been deployed to the Maldives pending eventual transfer to the Maldives National Defence Force (MNDF). It landed at the MNDF’s main base at Malé International Airport on April 27, but will be based at Kadhdhoo Island on the archipelago’s Laamu Atoll in the central Maldives. It will be used for search and rescue, casualty evacuation, coastal surveillance, maritime reconnaissance, comms and logistics duties. Prior to its arrival, 13 support technicians, had arrived at Malé on April 25 with spares and equipment. The IN contingent which will operate it and train MNDF personnel comprising four officers and 21 sailors. The Dhruv will be handed over to the MNDF before the year-end, once training is completed. India has already donated two Dhruvs to the MNDF. The first was a former Indian Coast Guard example, CG852, inducted on April 21, 2010. It was followed by an Indian Navy Dhruv, IN750, which was handed over to the MNDF on December 14, 2013.
US Begins Rotational Deployments in Philippines
Above: US Air Force A-10C 80-0245 ‘OS’ from the 51st Fighter Wing’s 25th Fighter Squadron ‘Assam Dragons’ at Osan Air Base, Republic of Korea, at Clark Air Base, Philippines, on April 14 during Balikatan 2016. USAF/Tech Sgt Andrew Jackson
NINE US Air Force aircraft remained in the Philippines after Exercise Balikatan 2016 ended on April 16. They will continue joint training as part of the Enhanced Defense Co-operation Agreement (EDCA) signed between the Philippines and US on April 28, 2014. They comprised five A-10C Thunderbolt IIs, three HH-60G Pave Hawks and one MC-130H Combat Talon, which all stayed at Clark Air Base, together with 200 airmen. They conducted flight operations in the area, including over the South China Sea, while
also laying the foundations for joint air patrols to complement the joint maritime patrols, which began in March in the West Philippine Sea. The move was announced on April 14 by US Secretary of Defense Ash Carter during a joint press conference in Manila with Philippine Defense Secretary Voltaire Gazmin. Although the EDCA was signed almost two years ago, implementation has been slow due to delays in approval by the Philippine Supreme Court. Finally, on March 18, the Philippine Government announced the
Minnesota ANG Deploys to Osan
US Air Force F-16CMs 91-0106 and 91-0349 arriving at Osan Air Base, South Kortea, on April 20. They are from the Minnesota Air National Guard’s 148th Fighter Wing/179th Fighter Squadron ‘Bulldogs’ at Duluth International Airport. The unit deployed 12 F-16s to Osan as part of a theatre security package to enhance regional security in the Korean peninsula. USAF/Senior Airman Dillian Bamman
Afghan Air Force Cessna 182s Retired ALTHOUGH NOT publicised at the time, it has now been confirmed that the Afghan Air Force (AAF) retired its Cessna T182TTurbo Skylane fleet some months ago. Six aircraft were in service with the Fixed-Wing Training School at Shindand, but after their retirement the AAF had planned merely to scrap them. However, it is reported that Cessna technicians looking after them persuaded the
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Afghan authorities that further use could be found for them and they are now planned to re-enter service in the US with the Civil Air Patrol (CAP), which already operates the type. They were due to be initially shipped to Ankara, Turkey, from where they were to continue on the Wichita, Kansas, where Cessna will prepare them for service with the CAP. All were registered to the CAP on January 28.
Afghan Air Force T182T Disposals Serial
C/n
New US Reg
YA19029
T182-09029 N349CP
YA19030
T182-09030 N538CP
YA19031
T182-09031 N539CP
YA19033
T182-09033 N542CP
YA19034
T182-09034 N580CP
YA19035
T182-09035 N582CP
first five locations to which US forces will be given access for rotational deployments. They are: Antonio Bautista Air Base, Basa Air Base, Fort Magsaysay, Lumbia Air Base and MactanBenito Ebuen Air Base.
News Briefs A CONTRACT has been awarded for 12 Longbow fire control radar systems for the Indian Air Force’s AH-64E Apache Guardians. US Army Contracting Command awarded the $116.7m Foreign Military Sales deal, which also includes spares, to the Lockheed Martin and Northrop Grumman joint venture, Longbow LLC, on April 29. An initial $57.183m in Fiscal Year 2016 funding was released at the time of the award. Estimated completion date is December 31, 2021. INDONESIAN PRESIDENT Joko Widodo has confirmed that an agreement to purchase eight Sukhoi Su-35 fighter aircraft for the Indonesian Air Force was expected to be signed in the third week of May. He made the announcement on May 3 during a press facility in Jakarta. The deal will be concluded during a visit to Russia by President Widodo. NORTHROP GRUMMAN is to upgrade Japan’s E-2C Hawkeyes with new NP2000 propeller systems. A Foreign Military Sales contract worth more than $19m was awarded to the company by US Naval Air Systems Command on April 12 for recurring and nonrecurring engineering efforts related to the installation, integration and testing of the new propellers. Work on the contract is expected to be completed in July 2018.
#339 JUNE 2016 29
NEWS
AUSTRALASIA
New Zealand Retires Last SH-2G(NZ)s One of the retired RNZAF SH-2G(NZ)s at Whenuapai after preparation for shipment to a new life with the Peruvian Navy. RNZAF
ALL FIVE of the Royal New Zealand Air Force’s SH-2G(NZ) Super Seasprite helicopters have been withdrawn from service after replacement by eight newer model SH-2G(I) variants. Their final retirement was marked as part of a change of command ceremony held at RNZAF Base Auckland, Whenuapai, on April 14. Final flights by the last two remaining Seasprites, NZ3601 and NZ3602, were on April 21. They had been operating in Fiji, where they were supporting recovery efforts in the aftermath of Tropical Cyclone Winston, completing 72 flying hours during these missions. After returning on board the amphibious support ship HMNZS Canterbury (L 421), they flew off in formation back to Whenuapai, where the type was operated by 6 Squadron. The five SH-2G(NZ)s entered service in August 2001 and flew more than 15,000 hours
around the world embarked on Royal New Zealand Navy (RNZN) ships. All have been sold to the Peruvian Navy under a contract signed on October 9,
2014 – see Peruvian Navy Buys RNZAF Seasprites, December 2014, p21. By early May, they had been packed up ready for shipping to their new owners.
US Approves $1.22 Billion Australian AMRAAM Sale A POSSIBLE order for up to 450 AIM-120D Advanced MediumRange Air-to-Air Missiles (AMRAAM) from Australia has been approved by the US State Department. Including associated equipment, training, and support, it will be worth an estimated $1.22 billion. On April 25 the US Defense Security Co-operation Agency confirmed the go-ahead and that it had notified Congress of the potential Foreign Military Sale four days earlier. Major Defense Equipment (MDE) included in the sale, in addition to the AMRAAMs, would include up to 34 AIM-120D air vehicles instrumented, up to six instrumented test vehicles and up to ten spare AIM-120 guidance sections. The total estimated value of MDE is $1.08 billion. Non-MDE equipment would include containers, logistics, spares and training. This proposed sale is in support of the Royal Australian Air Force’s (RAAF) F/A-18, E/A-18G and F-35 aircraft.
RAAF KC-30A Refuels RAAF C-17A
Above: Royal Australian Air Force/33 Squadron KC-30A A39-001 refuels RAAF/36 Squadron C-17A A41-213 off the Queensland coast near Brisbane on April 27. This was the first time the KC-30A had refuelled an RAAF C-17A and was part of clearance trials by the Aircraft Research and Development Unit for the Aerial Refuelling Boom System of the tanker. Commonwealth of Australia/Sgt Rodney Welch
CONTRACTS Air Force
Company
No and Type
Date
Delivery Date and Notes
Japan ASDF
Lockheed Martin
12 x F-35A
April 22
By December 2020, long-lead items only
Mexican military
Sikorsky
7 x UH-60M
April 11
By February 28, 2019
Royal Netherlands AF
Boeing
12 x CH-47F
April 14
By April 15, 2016
Pakistan Army
Cessna
2 x Ce208B EX
April 20
By December 30, 2016
Pakistan Army
Cessna
4 x T206H
April 20
By December 30, 2016
US Air Force
Lockheed Martin
3 x F-35A
May 2
By December 2019
US Army
Textron Systems
24 x RQ-7B-V2 Shadow
April 25
From 2018, upgrades from existing RQ-7s
US Marine Corps
Lockheed Martin
6 x F-35B
May 2
By December 2019
US Navy
Lockheed Martin
4 x F-35C
May 2
By December 2019
US Coast Guard
Lockheed Martin
1 x HC-130J
April 18
By March 29, 2019
US Marine Corps
Sikorsky
2 x CH-53K
April 18
By October 20212, long-lead items only.
30 JUNE 2016 #339
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03/05/2016 14:22
High-profile cuts to the flying training pipeline in 2011, have come back to haunt the MOD with the Army Air Corps, Fleet Air Arm and RAF all seeking to recruit aircrew to fill shortages on frontline squadrons. Chinook pilots have seen extensive combat deployments overseas and the need for continuation training for junior pilots on its fleet remains vital. All images MOD Crown Copyright
Blue Yonder Into the
Tim Ripley looks at the challenges facing the UK’s aircrew training organisation in a new era of investment.
32 JUNE 2016 #339
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B
UDGET CUTS hit the UK’s armed forces hard over the past six years, with frontline armoured vehicles, warships and combat aircraft scrapped, while tens of thousands of soldiers, sailors and airmen were made redundant in a bid to find cash to pay off the country’s national debt. Among the less high-profile cuts was the sacking of 170 student aircrew in 2011. It reduced the trainee aircrew in what is known as the ‘flying training pipeline’, which is defined as the number of students who are in the system between pilot/aircrew selection and the point where they join an operational conversion unit (OCU). According to data released by the National Audit Office, in 2010 some 270 pilots and 160 rear crew were in training, figures that had fallen to 150 pilots and 100 rear crew last year. Military chiefs at the time said this was intended to match the number of trainees in the pipeline to a reduced number of airframes in the frontline Royal Air Force, Fleet Air Arm and Army Air Corps fleets, even though it effectively threw away the £300 million spent on training the students up to that point.
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As an exercise in book keeping it succeeded in saving money in the short term, but five years on its consequences are coming home to roost. In its 2015 annual report, the Ministry of Defence reported that the RAF was suffering a shortage of 280 pilots at squadron leader and flight lieutenant rank. It needs 1,750 junior pilots to fill its co*ckpits and ground jobs that require qualified aircrew; this 15% shortage potentially left frontline squadrons with gaps in their ranks. Since the training pipeline was ‘turned down’, more RAF pilots have also resigned early to take up jobs with airlines.
Pipeline
The UK’s flying training pipeline is a complex triservice organisation. It is led by the RAF, through the headquarters of 22 (Training) Group at RAF High Wycombe, Buckinghamshire. Senior Navy and Army personnel are embedded in the organisation at appropriate positions to represent the interests of their respective services. According to its website, 22 Group has an annual budget of £234 million (excluding Service pay), and directly employs 3,800 military and 1,900 civilian personnel. It is also
‘On graduating from RAF Valley, students move to an OCU on a frontline station, learning to fly either the Typhoon or Tornado GR4’ responsible for the Air Cadet Organisation, which has approximately 41,000 cadets and 12,000 adult volunteers. Each year, the Group trains around 61,000 individuals for flying and non-flying roles, at varying levels across its 53 sites. These house some of the 420 or so training aircraft owned by or operated on behalf of 22 Group. Potential aircrew first have to be selected to attend flying training by their individual service. Then they undertake elementary flying training on the Tutor T1 at RAF Barkston Heath or RAF Cranwell, Lincolnshire, or RAF Wittering, Cambridgeshire. During this phase of their training students effectively learn how to fly, before they are ‘streamed’, or assessed for their suitability to fly fast
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AIRCREW CRISIS - BRITAIN SHORT OF PILOTS?
The formation of two new Typhoons squadrons means the RAF has had to reassess the number of fast jet pilots it needs in the next few years. Numbers look set to increase by 2019, with pilots currently on ground tours being recalled back to operational squadrons.
jet, rotary wing or multi-engine aircraft. Fast jet students go on to RAF Linton-onOuse, North Yorkshire for basic fast jet training on the Tucano T1. Here they learn how to fly at speed, undertake basic formation flying, aerial navigation and air-to-air manoeuvring. Successful students move to RAF Valley on Anglesey, completing their advanced fast jet training on the Hawk T2. This phase covers the transition from turboprop to jet, then progresses to air-to-air and air-to-ground tactics. On graduating from RAF Valley, students move to an OCU on a frontline station, learning to fly either the Typhoon or Tornado GR4. The majority of students undergoing fast jet training are from the RAF, but there is an increasing flow of Royal Navy trainees in preparation for service entry of the F-35B Lightning II. The Defence Helicopter Flying School (DHFS) at RAF Shawbury, Shropshire trains rotarywing aircrew on Squirrel HT1 and Griffin HT1 helicopters. This is often the first time students have flown a helicopter and they learn the basics before moving on to more complex tactics and skills. The course currently has the largest number of students of any UK flying training organisation, and they breakdown evenly between the three services. Multi-engine pilot training is undertaken at RAF Cranwell. Tutors and King Air B200 aircraft are used to prepare students for the RAF’s large transport and surveillance aircraft, including the Hercules, C-17 Globemaster, A400M Atlas and Sentinel R.1. There is also a significant requirement for non-commissioned officer (NCO) aircrew to act as rear crew – systems operators, intelligence analysts or loadmasters on multi-engine aircraft and helicopters. After initial training at RAF Cranwell, potential NCO aircrew are streamed into further multi-engine and rotary-wing training at RAF Cranwell and RAF Shawbury, respectively. The Royal Navy carries out its own rear crew training at RNAS Culdrose, Cornwall on the Avenger T1, although RAF rear crew started being trained last summer. It would normally provide rear crew for the Merlin HM2 and Wildcat HMA2 helicopters.
Private contractors
For more than 20 years, 22 Group has been in the
forefront of efforts to bring private sector contractors into military operations, saving money on running costs and helping fund investment to buy new aircraft, simulators and other infrastructure. The DHFS was the pioneer in this drive almost two decades ago, its operations being outsourced to a private consortium. The arrangement involves the supply and operation of its helicopters, as well as provision of 40% of its flying instructors. Cobham subsidiary FB Heliservices now runs DHFS. Few parts of 22 Group have remained untouched by the process. A UK services company, Babco*ck, for example, provides the Tutors, and works with BAE Systems to run logistic support for the RAF’s Hawks; Babco*ck also delivers maintenance and engineering support for the Tucano fleet. Meanwhile, BAE Systems also runs the Hawk Synthetic Training Facility (HSTF) at Valley. The MOD has been keen to further increase private sector involvement in the provision of aircrew training and set up the Military Flying Training System (MFTS). The Ascent consortium, established by US defence giant Lockheed Martin and Babco*ck, is now the primary contractor or ‘training partner’ on MFTS, which aims to eventually bring the disparate 22 Group commercial contracts under a single commercial umbrella structure. The intention is to transfer as much of the administration, facilities management and logistic support work from 22 Group staff as possible, as well as involving private sector training experts to improve the quality of the training experience offered and reduce the time taken to train a pilot from six to four years. As a single commercial structure, the MOD hopes that Ascent can secure better value for money from the various companies providing goods and services to 22 Group. Ascent already has training provision contracts at RAF Valley for Hawk T2 training and the Royal Navy’s Avenger rear crew training. A major part of Ascent’s work is to recapitalise most of 22 Group’s aircraft and simulators, bringing more modern equipment into service at minimum cost to the UK taxpayer. The process began earlier this year when Ascent announced the award of contracts worth £1.1 billion to begin a four-year revamp of the MFTS aircraft inven-
The Beech King Air 8200 is the newest aircraft in the RAF training fleet. It is used as an advanced multi-engine pilot trainer by 45(R) Squadron at RAF Cranwell, Lincolnshire.
34 JUNE 2016 #339
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AIRCREW CRISIS - BRITAIN SHORT OF PILOTS? Hawk T1s flew their last training sortie on April 14, and 208(R) Squadron will disband on July 1. Fast jet students will now train on the newer, glass co*ckpit-equipped Hawk T2s of IV(R) Squadron at RAF Valley.
tory and ground training infrastructure. Lockheed Martin and Babco*ck are respectively providing the ground-based training equipment and infrastructure to support the delivery of fixed-wing training capability. The US service provider Kellogg Brown and Root Ltd and Israel’s Elbit, operating as the Affinity consortium, will replace the Tutor, Tucano and King Air under private finance initiative (PFI) contracts potentially worth around £500 million.
Future training
The fast jet training offered to UK students underwent its first major enhancement earlier this decade when the BAE Systems Hawk T2, or Mk 128, entered service at RAF Valley. This new version of the veteran Hawk has a glass co*ckpit and computerised emulation system that enables multiple complex scenarios, including air-to-air combat and precision attack, to be simulated in the air. It is already revolutionising the RAF’s advanced fast jet training and enabling ‘download’ from frontline aircraft, including the Typhoon, onto the Hawk. Now students ‘see’ combat systems earlier in their career, while operating a Hawk costs a fraction of the cost of flying a Typhoon. These savings are further multiplied by the T2’s ability to create ‘virtual’ opponents, surface threats and weapons. The basic, advanced and multi-engine phases of the flying training pipeline are poised to undergo a major overhaul by 2019, with the introduction of new aircraft that Affinity is bringing into service on Ascent’s behalf. Affinity will maintain and operate these aircraft and their ground support infrastructure, with 22 Group paying for the service over the next 17 years. At the end of the PFI period in 2033 the MOD will own the aircraft and simulators. Elementary training will be delivered on 23 Grob 120TP Prefect aircraft, while five Embraer Phenom 100 jets will supply multi-engine training and ten Beechcraft T-6C Texans will take over the Tucano’s basic fast jet training role. The Grobs and the Phenoms will replace the Tutors and King Airs, respectively, at RAF Cranwell. The Prefects should be in use by late 2017 or early 2018, and the Phenoms are expected to be in service by mid-2018. The Texan’s introduction seems likely to set off major changes in how 22 Group delivers basic fast jet training. The Tucanos were delivered between 1988 and 1993, and as well as being increasingly expensive to operate and maintain, they have analogue co*ckpits. The T-6C represents a leap forwards in technology and training experience. It has a fully digital glass co*ckpit with multi-function displays, so that students heading to the Typhoon or F-35 will begin their fast jet training with co*ckpit systems similar to those they will eventually meet on the front line. It is also expected that basic fast jet train-
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‘This new version of the veteran Hawk has a glass co*ckpit and computerised emulation system that enables multiple complex scenarios’ ing will leave RAF Linton-on-Ouse for a new facility at RAF Valley, enabling the MOD to sell the North Yorkshire site. Linton-on-Ouse has been home to flying training since 1957, when No.1 Flying Training School took up residence. The new basic fast jet flying training regime is scheduled to be up and running at its new home by January 2019. An announcement is expected later this year on the final element of MFTS transformation, when a new contractor is appointed to run the DHFS. Cobham and Airbus Helicopters UK are bidding for the contract, which will involve a complex commercial structure. The MOD will buy new helicopters and simulators, while simultaneously contracting a service provider to operate them. The intention is to introduce helicopters and simulators so that DHFS students can arrive at their OCUs with a higher skill level than at present. The new set-up is expected to stand up during 2018.
SDSR outcome
The 2015 Strategic Defence and Security Review (SDSR), released last November, contained several new initiatives that will impact 22 Group. They include the formation of two new Typhoon squadrons, plans to accelerate the ramp-up of F-35B service entry and the decision to buy nine P-8 Poseidon maritime patrol aircraft.
Royal Air Force officers suggest the service has been aware of its aircrew training challenges for some time and is already putting solutions in place to deal with the issues, such as the rear crew training at RNAS Culdrose. Planners at RAF Air Command, High Wycombe are still crunching the numbers to determine the exact number of pilots and aircrew required for the future. Initial work suggests that fast jet pilot numbers will increase, but not to pre-2010 levels. Helicopter pilot requirements are expected to remain broadly similar to those at present, but the P-8 decision means that the demand for multi-engine pilots and rear crew will spike. To mitigate the immediate shortage of pilots, ground jobs that previously required qualified pilots are being filled by other aircrew, air traffic controllers, intelligence or flight operations personnel. In the longer term, a pilot recruitment drive will be launched, some non-essential course elements will be shortened to accelerate student throughput and financial incentives offered in an attempt to prevent qualified pilots leaving the RAF. The UK flying training pipeline is on the cusp of a major transformation. One senior RAF officer commented: “There is no RAF pilot crisis of any sort. SDSR 2015 set a new game and new afm goalposts, we are now adjusting to fit.”
The DHFS at RAF Shawbury led the way working with a private consortium to outsource aircrew training. The school teaches helicopter pilots for all three services on its fleet of Squirrel HT1s and Griffin HT1s.
#339 JUNE 2016 35
KUL’BAKINO - UKRAINE
UKRAINE’S SUPERBASE
Kul’bakino K
UL’BAKINO IS the largest air base in Ukraine. A former Soviet Naval Aviation facility, it has been home to 299 brihada taktichnoyi aviatsiyi (brTA; tactical aviation brigade) of the Povitryani Syly (PS; Ukrainian Air Force) since May 2005. It is the only remaining active base in the Povitryane Komanduvannya (PvK; Air Command) ‘Pivden’ (‘South’) area. In late March 2014 it received the two aviation units that relocated from the Crimean Peninsula after its annexation by the Russian Federation. A MiG-29 operator, 204 brTA moved in from Bel’bek, while 10 mors’ka aviatsiyna brihada (mabr; Naval Aviation Brigade) (see Crimea’s Unsung Heroes, September 2015, p76-81) of the Viys’kovo-Mors’ki Syly (VMS, Ukrainian Navy) transferred from Novofedorivka. The naval component was actually returning, having left nine years previously, in the process helping make Kul’bakino the busiest Ukrainian air base, with the largest number of aircraft and personnel.
Development days
Kul’bakino had been reasonably active before the Russian military intervention in Crimea began in early 2014. Home to the last PS Su-25 Frogfoot unit, with many operational aircraft that flew regularly (compared to other PS units), its proximity to several active army ranges
36 JUNE 2016 #339
saw it frequently hosting other PS aircraft. Many of the visitors attended training events organised by the Spetsializovanyy Tsentr Boyovoyi Pidgotovky Aviatsiynykh Fakhiftsiv (STsBP AF, Specialised Combat Training Centre for Aviation Specialists), based in the nearby city of Mykolayiv. In addition, the co-located stateowned Mykolayiv Aircraft Repair Plant ‘NARP’ uses Kul’bakino’s runway in support of its Il-76 Candid and Su-24 Fencer overhaul work for the Ukrainian Air Force and overseas customers. With the arrival of 204 brTA and 10 mabr, Kul’bakino is now even busier. In April 2014 the navy began bringing in aircraft stored in Crimea, adding them to the 10 mabr fixed and rotary-wing aircraft that had arrived at the beginning of March. The base’s maintenance facility, TECh (Tekhnichno-Ekspluatatsiyna Chastyna), located close to its eastern apron alongside 10 mabr, was packed with disassembled MiG-29s that were subsequently reassembled and moved to one of the large revetment bomber hardstandings on the northern apron where 204 and 299 brTA park their aircraft. The number of aircraft grew to the extent that the Il-62M Classic passenger aircraft stored in the area had to be moved to ‘NARP’. Finally, a flight of four 831 brTA Su-27 Flankers arrived from Myrhorod to fly quick reaction alert (QRA) from Kul’bakino, since PvK ‘Pivden’
had no operational fighters; all nine operational 204 brTA MiG-29s were still at Bel’bek. When the ‘anti-terrorist operation’ (ATO) began in the Donbas region in April 2014, the return of aircraft from Crimea was briefly halted, providing the perfect opportunity for 299 brTA to send some of its stored Su-25s to TECh for inspection and minor repairs, after which the aircraft returned to service. The repatriation of Ukrainian aircraft from Crimea continued through May, but after the re-escalation of the ATO in early June, the Russians stopped the process indefinitely. It meant 204 brTA’s operational aircraft (nine MiG-29s and three L-39M1s) remained at Bel’bek, with L-39M1 ‘101 Blue’ its only repatriated serviceable aircraft. Nonetheless, Kul’bakino was almost at capacity, with more than 100 PS aircraft on site (50 MiG-29s, 40 Su-25s, 10 L-39 Albatros trainers and seven stored Su-24Ms), plus 25 VMS fixed-wing aircraft and helicopters. The number of personnel at the base has more than doubled to 2,500. Various old and dilapidated housing facilities have been repaired and adapted to accommodate them. The work was done with the help of civilian volunteers but despite all efforts, the base has insufficient housing and many personnel remain in large tents or other temporary shelter, predominantly in the TECh area.
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KUL’BAKINO - UKRAINE
no
Vladimir Trendafilovski describes the units, aircraft and activity at Kul’bakino, a new cornerstone of Ukrainian airpower.
Restoring the units
Dnipropetrovs’k International Airport was chosen as a forward deployment base for aircraft participating in the ATO and 299 brTA sent a flight of Su-25s there early in the operation. In May 2014 another flight detached to Myrhorod for training, but with the ongoing anti-terrorist operations in the Donbas, by the end of the month it had relocated to Chuhuyiv, which became the second Su-25 forward operating base. The detachment transferred to Dnipropetrovs’k at the end of June 2014, however, so that two full flights operated from the airport at the height of the ATO. The aircraft were predominantly newer Su-25M1s. By the time Su-25 combat flying ceased at the end of August, 299 brTA had lost five aircraft, four Su-25M1s (one made a successful emergency landing, but was destroyed in the ensuing fire) and a Su-25. It suffered the highest number of aircraft casualties among the PS units engaged during the conflict, albeit none of its pilots were killed. Although it had a relatively large complement of airworthy aircraft before the 2014 events, 299 brTA had begun to restore stored aircraft from the beginning of hostilities. Initially these were recently stored machines, easily recognisable by the ‘overall trefoil’ camouflage applied to Ukrainian aircraft
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Above: Leaving its customary twin smoke trails, MiG-29UB ‘90 White’ (c/n 50903024156) of 40 brTA passes over Kul’bakino with a student pilot in the front seat. Top: MiG-29 Type 9-13 ‘10 Blue’ of 204 brTA takes off for a training flight on March 22. It is the latest fighter to be restored to flying condition having re-entered service in late 2015. All images Sergey Smolentsev unless stated. Below: Decelerating rapidly due to the drag ’chute, MiG-29UB ‘99 White’ (c/n 50903024178) returns from a local flight. The instructor in the rear co*ckpit has raised his periscope on the canopy.
#339 JUNE 2016 37
KUL’BAKINO - UKRAINE
Overhauled Su-24s at ‘NARP’
Fencer ‘59 yellow’ taxies past one of the P-37 Bar Lock surveillance radar installations at Kul’bakino. It has taken more than a year to make the Su-24s airworthy again, because there was a shortage of spare parts from Russia. A FULL year after delivering the first overhauled Su-24M, ‘41 White’ (c/n 1041636), which was officially handed over to 7 brTA on November 21, 2014, the ‘NARP’ repair plant prepared Su-24M ‘20 White’ (c/n 1341605) and Su-24MR ‘59 Yel-
from 2007 and replaced by a grey ‘digital’ scheme from 2012; the latter is seen only on aircraft modernised at the Zaporizhzhya State Aircraft Repair Plant (ZDARZ) ‘MiGremont’ at Zaporizhzhya. The restored machines were used primarily for training at their home base and from other bases throughout Ukraine. However, when the ATO became an all-out war and the unit’s losses began to mount through the summer of 2014, attention turned to aircraft that had been stored for almost ten years – they had been with a disbanded unit at Chortkiv, which had closed in 2005. Despite their well-weathered, Soviet-era camouflage, these jets were actually far younger than the majority of operational aircraft at the time. Some of the machines on the frontline were early-series Su-25s, veterans of the Afghanistan war with well in excess of 500 combat sorties in some cases. The first restored ex-Chortkiv aircraft began appearing in late summer 2014 and flew as a stopgap measure until freshly overhauled aircraft arrived from ZDARZ. By late 2014, the losses had been covered, enabling the unit to detach aircraft to Melitopol’, home of the 25 brihada transportnoyi aviatsiyi (brTrA, transport aviation brigade) with Il-76s. This created an alternative Su-25 ATO forward operating base and enabled pilots to train in a much better environment than was offered by the overcrowded Kul’bakino base. Up to 12 aircraft are still detached at Dnipropetrovs’k and Melitopol’. The ZDARZ-overhauled aircraft began arriving in the spring of 2015 and by September, five Su-25M1s and a single Su-25UBM1 had been delivered. They are easily differentiated from the original pre-war Su-25M1/UBM1 aircraft (some of which also have the grey digital scheme) by their Ukrainian-built KUV 26-50-01 chaff/flare launchers. A few older Su-25s have also been equipped with the system and it is expected it will be retrofitted to all operational aircraft. The latest addition to the unit is the prototype for the M1K upgrade, two-seat Su-25UBM1K ‘67 Blue’, arriving in late November 2015. Although a Su-25M1 crashed in November 2015 (see Attrition Report, January, p91), the unit continues to muster two full squadrons of operational jets. The situation at 204 brTA was far more critical. It was left with no aircraft in April 2014, and
38 JUNE 2016 #339
low’ (c/n 0741612) for delivery – they were first observed in October 2015. Despite bad weather, the Su-24MR was air tested at Kul’bakino on November 26 and officially accepted the following day, immediately
departing for its home base at Starokostyantyniv (see Fencer Fights On, July 2015, p86-91). Su24M ‘20 White’ tests began in late March this year. Handover was completed April 5, leaving two more Su-24MRs to fulfil.
Above: As its landing gear retracts, ‘10 White’ departs Kul’bakino on a local training flight. Fulcrum students are only permitted to fly the MiG-29UBs during the first two weeks of their course. Below: A senior instructor of STsBP AF discusses details of the upcoming flight with a KhUPS student and his instructor. Ground crews in the background prepare two modernised MiG-29MU1s ‘11 Blue’ and ‘04 White’ of 40 brTA. Ukraine MOD via author
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KUL’BAKINO - UKRAINE
299 brTA Receives an Honorary Title UKRAINIAN PRESIDENT Petro Poroshenko awarded 299 brTA an honorary title ‘named after Lieutenant-General Vasylya Nikiforova on December 28, 2015, its full title now being ‘299 brihada taktichnoyi aviatsiyi imeni general-leytenanta Vasyl' Nikiforov’. The title was awarded to honour both the late General Nikiforov, a legendary pilot and respected father figure among Ukrainian military pilots, and the unit itself. Formed in 1976, it had no honorary titles or awards from the Soviet era and was among the few PS units without titles from the post-Soviet era. In contrast, 204 brTA (formed in 1941 but without World War Two titles) received two honorary titles in the post-Soviet era. On December 10, 1996 it was awarded the honorary title ‘of Sevastopol’, and on September 26, 2013 it was awarded ‘named after Oleksandr Pokryshkin’ (a famous World War Two Soviet fighter ace), its full title being ‘204 Sevastopol’s’ka brihada taktichnoyi aviatsiyi imeni Oleksandra Pokryshkina’.
Su-24M ‘20 White’ is prepared for a test flight at NARP in late March. This, the latest Fencer to enter service with 7 brTA, it was quickly deployed to its home base at Starokostyantyniv.
Frogfoots fit for the Fight
1: The new-style emblem of 204 brTA. 2: The new-style emblem of 299 brTA. 3: The old-style 299 brTA emblem. Although 299 brTA’s new emblem is officially recognised, its personnel prefer to wear the old-style marking, including a low-visibility variant for use on their camouflaged field uniforms. The old badge is painted on both sides of all their aircraft and remains as the unit’s best known ‘trademark’.
THE LATEST Ukrainian Su-25 upgrade is a further development of the Su-25M1/UBM1 standard, part of project ‘Obnovlennya-25’ (Update-25), and officially accepted into service on March 4, 2010. The lead aircraft was Su25UB ‘07 Yellow’ (c/n 38220115021), out of the ZDARZ, and ready for testing in the autumn of 2010. A more complex variant of the M1 standard, this new upgrade (known as ‘M1K’) contains all the features found in the basic M1, including SN-3307 satellite navigation system (combined GLONASS/GPS), a modernised ASP-17BTs8-M2 sight, MVP-1-1V flight data module (feeding information from the pitot tube to the satellite navigation system and the sight), A-511 transponder and modified R-862 radio. In addition, it has KUV 26-50-01 chaff/flare launchers (six replacing the eight Soviet-era ASO-2VM launchers, each carrying 20 26mm and ten 50mm cartridges), the Kurs-93M-V combined VOR/ILS navigation system, MSD-
2000V DME/TACAN receiver, BUR-4-1-10 flight data recorder, SRVP-25 video recording system (replacing Soviet-era gun cameras) and an SDT8-787.15.01.01 indicator, which informs the pilot that the tailplanes are set in the manoeuvring configuration. The upgraded equipment enables the Su-25 to operate from civilian and/or Western military facilities, as well as improving its survivability, in addition to improving the accuracy of weapons delivery achieved with the M1 standard. The M1K upgrade was officially accepted into service on April 27, 2015 and the upgraded aircraft are designated Su-25M1K/UBM1K. Acceptance testing of the lead aircraft had been completed in October 2014 and, after undergoing overhaul at ZDARZ, in November 2015 it was delivered to 299 brTA as Su-25UBM1K ‘67 Blue’. So far it is the only known M1K in Ukrainian service.
The first aircraft of the original ‘M1’ upgrade, Su25UBM1 ‘62 Blue’ has only recently returned from an overhaul at ZDARZ, where it was fitted with KUV 26-50-01 chaff/flare launchers and repainted in a new digital camouflage.
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KUL’BAKINO - UKRAINE
Above: A student exits the front co*ckpit of ‘64 Blue’, a Su-25UBM1 of the 299 brTA, after a training flight on March 22. Ukraine MOD via author Right: Devoid of any armament, another Frogfoot ‘62 Blue’, from the same unit, departs on a maintenance test flight.
Active 204 brTA aircraft Serial
Con. No.
Type
‘06 Blue’
-
MiG-29 (9-13)
Restored aircraft ‘10 Blue’
-
MiG-29 (9-13)
Restored aircraft ‘16 Blue’
-
MiG-29 (9-13)
Restored aircraft ‘17 Blue’
-
MiG-29 (9-13)
Restored aircraft ‘28 Blue’
-
MiG-29 (9-13)
Restored aircraft ‘41 Blue’ *
-
MiG-29 (9-13)
Fresh from overhaul ‘43 Blue’ *
-
MiG-29 (9-13)
Fresh from overhaul ‘45 Blue’ *
2960729003
MiG-29 (9-13)
Fresh from overhaul ‘82 Blue’
50903023134
MiG-29UB
Restored aircraft ‘86 Blue’ *
50903018194
MiG-29UB
Fresh from overhaul ‘101 Blue’ *
934647
L-39M1
‘105 Blue’ *
934645
L-39M1
Fresh from overhaul * In grey digital scheme
its pilots transferred to 40 brTA at Vasyl’kiv to maintain currency. They soon returned with four borrowed MiG-29 type 9-13 Fulcrum-C aircraft, at times subsequently bolstered by 114 brTA machines from Ivano-Frankivs’k. Meanwhile, 204 brTA’s pilots flew ATO sorties using 40 and 114 brTA MiG-29s out of Dnipropetrovs’k. After settling at Kul’bakino and reassembling all the MiG-29s that arrived from Crimea, 204 brTA’s technicians inspected all the available aircraft and found only a few suitable for restoration to active duty. The work proved complex. Many airframes had been stored for several years, some for well over 15 years, so the majority of suitable restoration subjects had been stored far more recently. The first restored machine, MiG-29 type 9-13 ‘28 Blue’ made its post-refurbishment flight on July 31, 2014. Two-seat MiG-29UB Fulcrum-B ‘82 Blue’ joined it after making its own first flight the next day. Additional stored aircraft were restored later, and in November the first MiG-29 type 9-13 was delivered fresh from overhaul with the Lviv State Aircraft Repair Plant (LDARZ) at Lviv. By early 2015 the unit had received three LDARZ-overhauled jets, including a MiG-29UB. These, combined with the MiGs borrowed from 40 brTA, restored it to operational capability and it took the QRA
duty over from the Su-27 detachment. The Flankers did not leave PvK ‘Pivden’, however, instead transferring to Martynivka, near Voznesensk (one of the old air bases reactivated in 2014). In late September 2015 they moved to Shkil’nyy, the military apron of Odessa international airport, where they continue to maintain QRA duty. Also by September, 204 brTA had taken another of its MiG-29 type 9-13s off overhaul and more stored aircraft were subsequently restored so that the unit became fully equipped with its own MiG-29s, returning the last of the borrowed aircraft to 40 brTA. The final addition to its inventory was new L-39M1 ‘105 Blue’, which arrived in the last week of November 2015 and enabled a step up in pilot training. Three MiG-29 type 9-13s (‘04 Blue’, ‘11 Blue’ and ‘14 Blue’) were also removed from storage and sent for overhaul at LDARZ in August 2015. They are expected to return sometime this year. The QRA capability inherent to PvK ‘Pivden’ was put to test in an exercise on February 5, this year, when a pair of Kul’bakino L-39M1s flew as intruders at low-level over the Black Sea, approaching Ukrainian airspace from different directions. Kul’bakino launched a QRA MiG-29 in response and Shkil’nyy a
Below: Since April, students have been able to fly the planned four days per week and instructors have begun clearing the backlog of trainees waiting for their first solo flights on MiG-29s and Su-25s. As its undercarriage cycles into the bays, a student on his first solo adds the power to Su-25M1 ‘49 Blue’ (formerly ‘09 Blue’).
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BELARUS
POLAND
RUSSIA KUL’BAKINO - UKRAINE
Active 299 brTA aircraft Serial
Con. No.
Type
‘05 Blue’
25508110285
Su-25M1
Lviv
‘10 Blue’
25508103002
Su-25
‘15 Blue’ + *
25508110287
Su-25M1
25508110280
Chortkiv
UKRAINE
Ivano-Frankivs’k
25508110283
Zaporizhzhya
Martynivka MOLDOVA
Su-25 Su-25M1
Kul’bakino Melitopol’
ROMANIA
Odessa
Fresh from overhaul ‘18 Blue’
Dnipropetrovs’k
HUNGARY
Restored aircraft ‘17 Blue’ + *
Kharkiv Chuhuyiv
Fresh from overhaul ‘16 Blue’
Myrhorod
Vinnytsya
SLOVAKIA
See note below
KIEV Vasyl’kiv
Starokostyantyniv
Ochakiv
Sea of Azov Black Sea
-
Su-25
25508110288
Su-25
-
Su-25
‘22 Blue’ +
25508110118
Su-25
‘25 Blue’
25508106009
Su-25
‘27 Blue’
25508106029
Su-25
‘29 Blue’ + *
-
Su-25M1
CRIMEA
RUSSIA
Restored aircraft ‘19 Blue’ Restored aircraft ‘20 Blue’ Restored aircraft
Fresh from overhaul ‘35 Blue’
-
Su-25
25508110317
Su-25M1
Restored aircraft ‘37 Blue’ + *
Fresh from overhaul ‘38 Blue’ + *
25508110318
Su-25M1
‘39 Blue’
-
Su-25
‘40 Blue’ *
25508110325
Su-25M1
‘41 Blue’
25508110281
Su-25M1
‘44 Blue’ +
25508110266
Su-25
‘49 Blue’ + *
25508110125
Su-25M1
Restored aircraft
Fresh from overhaul ‘60 Blue’
38220136725
Su-25UB
‘61 Blue’
38220115092
Su-25UB
38220123321
Su-25UBM1
Restored aircraft ‘62 Blue’ + *
Fresh from overhaul ‘64 Blue’ + *
38220136494
Su-25UBM1
Fresh from overhaul ‘65 Blue’
38220123390
Su-25UB
‘67 Blue’ + *
38220115021
Su-25UBM1K
Fresh from overhaul ‘77 Blue’
934650
L-39M1
‘78 Blue’
834520
L-39M1
‘79 Blue’
934651
L-39M1
Green digital scheme ‘80 Blue’
834523
L-39M1
Note: * In a grey digital scheme. + Equipped with KUV 26-50-01 chaff/flare launchers. By mid-February 2016 the unit changed some of the aircraft’s serials - most notably those from the 01-09 range (01 to 44, 02 to 22 and 09 to 49). This was probably done in accordance with the Soviet tradition of not to reuse the serial of an aircraft lost in combat or in a fatal accident. Most of the aircraft lost in 2014 and the recent loss in 2015 were from this range (03, 04, 06, 08 and 07), presumably the unit gave up on using this range of serials. Aircraft s/n 05 most certainly also has a new serial (presumably ‘45 Blue’) but this has yet to be confirmed.
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Su-27, each assigned a separate target. Both successfully simulated beyond-visual-range and close-in-combat engagements, as BULGARIA well as making visual target identification and following their respective Albatros.
Latest developments
Despite the fact that almost half of 299 brTA’s operational aircraft are away, the congestion at Kul’bakino has not eased. This is because training activities, most notably large-scale exercises, bring aircraft in to work at the nearby Shiroky Lan range. Some exercises are multinational, the most recent the Sea Breeze 2015 naval exercise, part of which actually took place on the base (see Holding the Line, December 2015, p80-83). Since 79 okrema aeromobil’na brihada (oaembr, independent airborne brigade) is based at Mykolayiv, and uses Kul’bakino’s runway, 25 brTrA’s heavy Il-76MD transports frequently load paratroopers and airborne
fighting vehicles at the base. These are usually parachuted into one of the local ranges (mostly Shiroky Lan). Paratroopers are sometimes picked up by 456 brTrA (from Vinnytsya/ Gavryshivka) An-26 Curl transports, however, and dropped directly over Kul’bakino. Other Ukrainian airborne personnel often arrive at Kul’bakino aboard transport aircraft for training and the presence of transport aircraft is a regular occurrence. The sight of an Il-76MD flying a low-level pass over the central apron (parallel to the main runway, where QRA and other active aircraft sit ready for action) is also familiar, as the transport crews exact their ‘revenge’ on the Su-25s that regularly buzz low over Melitopol’. Long-term plans to relocate 204 brTA and 10 mabr to Martynivka and Ochakiv in the Mykolayiv region exist, and although the moves would solve the congestion problem, it remains afm to be seen if they will come to fruition.
Combat Training at Kul’bakino STUDENTS IN their fifth and final year of study at the Flight Faculty of the Kharkivs’kyy Universytet Povitryanykh Syl (KhUPS; Kharkiv Air Force University) are pioneering a new training programme. For the first time, KhUPS students are transitioning from the L-39C Albatros trainer, (on which they flew during their third and fourth years of studies), on to a combat aircraft as part of their re-graduation instruction. Students set to graduate in June 2016 will no longer need to undergo additional basic or transition training at their new frontline unit. Instead they will begin with more advanced instruction on their primary combat type. Those in the ‘Class of 2016’ passed their KhUPS theory exams at the beginning of March 2016 and transferred to STsBP AF in Mykolayiv for pre-flight training on the MiG-29 or Su-25 and clearance to progress to flying. The flying training began at Kul’bakino on March 22 and from then on, students were expected to fly on between
three and four days per week when weather conditions were favourable. It is believed that only the MiG-29 and Su-25 are currently involved in the training process. The Su-25s are provided by 299 brTA, while the MiG-29s are pooled from all three PS Fulcrum units; in addition to 204 brTA’s aircraft, 40 and 114 brTAs provide at least four additional MiG-29UB trainers and two modernised MiG-29MU1 single-seat aircraft. There has been no information on whether other types are included in the programme, but the first modernised two-seat Su-27UBM1, 831 brTA’s ‘71 Blue’, was flying at Kul’bakino on March 22. It could well have been undertaking familiarisation flights for future Su-27 pilots.
Above: A student preparing for another solo flight gets some last-minute advice from the groundcrew. The inscription under the co*ckpit ‘Lastivka’ means swallow. Ukraine MOD via author
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RUSSIAN HELICOPTER OPS
Causing Hav Alexander Mladenov sheds light on Russian helicopter operations in Syria, which have been shrouded in secrecy since the campaign began.
1: The Hind-Fs deployed to Syria were limited to day-only CAS operations and on-demand CSAR. Typical weapon loads included 40 80mm rockets and four 9M120 Ataka-V missiles. All Russian MoD unless otherwise stated 2: Taken from a co*ckpit video, this still shows an Ataka-V, launched by a Mi-28N, destroying a Daesh BMP-1 IFV near Palmyra. It was shot through the TV-targeting system at maximum zoom. 3: Anti-Assad insurgents released video footage showing a BGM-71 TOW missile destroying a Mi8AMTSh-V on November 25, 2015. via author
O
FFICIAL RUSSIAN Ministry of Defence sources released a great deal of information on the country’s fast jet operations in Syria, but little about the Russian Air and Space Force (RuASF) Army Aviation branch’s helicopters. Nonetheless, they flew extensively, especially in the close air support (CAS) and combat SAR (CSAR) roles. Fragmented information emerged in late 2015, but official channels subsequently dried up until late March 2016, when the Russian MoD’s press centre released video footage. It showed Mil Mi-28N Havoc helicopters launching anti-tank guided missiles (ATGMs) during the battle for Palmyra, as well as lowlevel attacks by the Kamov Ka-52 Hokum.
Deployments
In mid-September 2015, RuASF An-124 heavylift transports delivered as many as 12 Mi-24P Hind-F gunship and four Mi-8AMTSh-V Hip assault transport helicopters to Hmeimim air base (the Russian MoD’s designation for Latakia/Basell al-Assad airport) in Syria. They were drawn from the 562nd Air Base (Army Aviation) in Novosibirsk-Tolmachevo, which was re-designated in December 2015 as the 337th OVP (Otdelnoy Vertolentnoy Polk – Independent Helicopter Regiment). Internet video footage – generally taken from the ground in November and December 2015 – demonstrated typical Hind-F CAS tactics in the Syrian theatre. Attacking in four-ship flights, they usually initiated long firing passes 100-200m (330-660ft) above the terrain, unleashing as many as three salvoes of 80mm rockets in a shallow dive or from level flight, then engaging targets with the cannon at point-blank range. The attack run was exited at about 20-30m (70-100ft), the helicopters making 180° turns while providing mutual cover. Turning away from their targets at ultra-low level, the Mi-24Ps pumped salvoes of flares against the threat of heat-seeking man-portable
1
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RUSSIAN HELICOPTER OPS
avoc in Syria air defence systems (MANPADS) launching missiles from side-on or tail-chase positions. The 1980s’-vintage S-8 rockets, designed as area saturation weapons, were usually fired from a maximum range of 1,500m (4,920ft). In addition, the Mi-24P’s 30mm fixed forward-firing cannon pounded point targets with highly destructive 390g projectiles from ranges of 800 to 1,500m (2,624 to 4,920ft); the cannon shell fragments are lethal within a radius of about 3m (10ft). The Mi-24Ps were usually lightly armed for their combat missions, carrying only two 20-round B-8V20-A packs containing S-8 80mm rockets, a full ammunition load of 470 rounds for their 30mm GSh-30K twinbarrel fixed cannon and between two and four 9M114 Shturm-V or 9M120 Ataka-V ATGMs. From November 2015, the Mi-24Ps flew intensive CAS missions from two forward bases close to the battlefield, enabling more effective support of advancing Syrian forces. Four Hinds and a Hip initially deployed to Shairat, near the major city of Homs, to support a push by Syrian troops against the city of Mhin. The Russian MoD accidentally confirmed the deployment when it released a map showing the helicopters’ base and an artillery battery from the Russian Land Forces
2
3
‘While circling at low level over insurgent-held territory in close proximity to the Turkish border, both Hips took multiple hits from small arms fire’
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RUSSIAN HELICOPTER OPS 120th Guards Artillery Brigade, equipped with six 152mm Msta-B towed howitzers. Russian helicopters also operated from Tias, 42nm (78km) from Shairat. The Mi-24Ps used the base to launch ondemand CAS to Syrian troops advancing towards the Daesh-held UNESCO world heritage site of Palmyra, which was liberated in the second half of March 2016.
Upgraded Hinds
Equipped with the OPS-24 day/night targeting suite, four Mi-35M day/night-capable attack helicopters were deployed in December 2015 to reinforce the day-only Hind-F force. At least one of these enhanced Hinds was also equipped with the Vitebsk integrated self-protection suite, but the aircraft was withdrawn from theatre in mid-March and airlifted back to Russia by An-124. Believed drawn from the 55th OVP, based at Korennovsk in southern Russia, the Mi-35Ms proved particularly useful as escorts for Mi-8AMTSh-Vs during nocturnal CSAR operations. Later, Mi-35Ms belonging to the Zernograd-based 16th Brigada Armeskoiy Aviatsii (BAA – Army
First loss
THE FIRST Russian helicopter lost was Mi-8AMTSh-V ‘252 Red’, gunned down by anti-Assad insurgents on November 24, 2015. Together with another Mi-8AMTSh-V and a Mi-24P tasked to provide top cover, the ill-fated machine was involved in a prolonged, tense and ultimately fruitless CSAR mission to rescue the crew of RuASF Su-24M ‘83 White’, shot down by a Turkish Air Force F-16 earlier the same day. While circling at low level over insurgent-held territory in close proximity to the Turkish border, both Hips took multiple hits from small arms fire – ‘252 Red’s’ crew made a forced landing after the helicopter’s hydraulic system suffered serious damage. The other Hip eventually
Aviation Brigade) were also spotted. The Mi-35Ms observed on the ramps at Hmeimim and Shairat were each armed with two B-8V20-A rocket packs and four 9M120 Ataka-V radio beam-guided ATGMs, useful for knocking out small hardened targets at up to 3.1nm (5.8km). The first photographs of the Mi-28N Havoc operating out of Hmeimim showed air-
returned to base, albeit with a naval infantryman on board killed by an insurgent bullet. The crew and rescue team aboard ‘252 Red’ were lucky to escape. They joined a Syrian special forces group in the area; special forces also rescued Captain Konstantin Murakhin, the Su-24M navigator/weapons system operator, but the jet’s pilot was killed while descending on his parachute. Not long after the emergency landing, the abandoned helicopter was destroyed by a direct hit from a BGM-71 TOW ATGM, fired by anti-Assad insurgents – video of the strike was distributed widely on the web. Interestingly, in March 2016, Syrian forces reported capturing the ATGM crew responsible.
craft flying around the base on March 15. Close-up images taken by casual observers in the Latakia area emerged later in the month and their three-digit serials (including ‘201 blue’) showed that the Havocs had been sourced from the 16th BAA. In overall grey or green-and-brown camouflage, the Mi-28Ns were active in the battle for Palmyra in late March, attacking ground targets with 80mm rockets, cannon and ATGMs, using the same tactics as the Hind-F crews. They were first identified flying in anger on March 26, when they struck Daesh positions. A Mi-28N, flown by a 487th OVP crew from Budennovsk in southern Russia, was lost in an accident just after midnight on April 12. Flying a night-vision goggle (NVG) mission, the helicopter is reported to have col-
2
‘During the fighting for Al-Qaryatayn, the Ka-52s are reported to have carried four Ataka-1 missiles each, in two versions’
44 JUNE 2016 #339
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RUSSIAN HELICOPTER OPS lided with terrain near Homs; both crewmembers were killed. The Russian MoD stated that enemy fire was not involved.
Mi-28N fires ATGMs
Video footage of Mi-28N ATGM launches, released by the Russian MoD on March 31, shows two attacks during the battle for Palmyra. In the first, a weapon is fired in a shallow dive from 2nm (3.8km) at an altitude of 700m (2,300ft), with the helicopter flying at 119kts (220km/h). The TV camera of the OPS-28N targeting system was used at its maximum zoom mode 3 (×12), with automatic target tracking and tinued the attack, with a pursuit of a third vehino involvement from the weapons system cle, moving at high speed almost perpendicuoperator (WSO). The target was a stationlar to the helicopter’s heading. This time the ary BMP-1 infantry fighting vehicle (IFV) and WSO tracked the target manually throughout. missile flight time was just ten seconds. The missile was launched at 2.6nm (4.8km) The second attack was against a firing posiwithout a lock, which was achieved 2 seconds tion in a small house, at a range of 2.5nm after launch and maintained with high accu(4.7km), an altitude of 114m (374ft) and speed racy until impact. Flight time was 14 seconds of 85kts (158km/h); missile flight time was and range at the moment of impact 2.2nm 13 seconds. In both launches the automated (4.1km); the Ataka-V destroyed the vehicle. target tracking system temporarily broke lock soon after launch, due to the missile plume Hokum deployed The Ka-52 was first seen in Syria on March and smoke trail, but quickly recovered. 15, in a partially disassembled state indicatRussia’s Vice Prime Minister Dmitry Rogozin, ing that it had just been offloaded from an responsible for overseeing the country’s An-124. The three Hokum serial numbers military-industrial complex, subsequently identified as ‘77’, ‘78’ and ‘79 Red’ indiuploaded a series of ATGM launch videos to cate that they were originally delivered to Facebook. In the first shot, a Mi-28N attacks the 55th OVP at Korennovsk in 2015. two stationary trucks on a road. The Ataka-V On March 19, a Ka-52 was seen at low-level missile was unleashed at 3nm (5.5km), an over the city of Latakia, presumably during altitude of about 1,450m (4,760ft) and speed a familiarisation sortie. In total, four Hoku*ms of 109kts (203km/h), for a flight time of 17 were deployed, flying their first combat sorties seconds. The hit created a cloud of dust and on April 1, during the battle for Al-Qaryatayn, smoke, but when this dissipated seven secan important town that Syrian Government onds later, the truck was intact and moving. forces recaptured from Daesh on April 3. The second missile, launched in the same Video shows the Ka-52s firing 80mm rockets attack pass at the other truck from 2.2nm from B-8M20-A packs; they are also reported (4.1km), saw the missile in the air for 11 secto have fired 9M120-1 Ataka-1 ATGMs. onds, but guidance in the terminal phase was During the fighting for Al-Qaryatayn, the unstable and impact was adjacent to the target. Ka-52s are reported to have carried four AtakaThe second piece of footage in the series con-
1 missiles each, in two versions. The 9M120-1 has a shaped-charge warhead for knocking out armoured targets, while the 9M120-1F-1 is equipped with a blast/fragmentation warhead. There were no armoured targets to justify the use of the Ataka-1’s anti-armour derivative, and only 9M120-1F-1 missiles were expended, together with S-8FP 80mm rockets, fitted with powerful high-explosive/fragmentation warheads. Video footage shows rocket attacks carried out from close range in shallow dives, with the S-8FPs unleashed from about 200m (660ft) altitude above terrain at a range of approximately 1,500m (4,920ft). The Ka-52s, together with at least one Mi-35M and a few Mi-8AMTSh-Vs, flew their combat missions with the L-370 Vitebsk integrated self-protection suite to counter heat-seeking MANPADS. It incorporates ultraviolet missile approach receivers and directional infrared jammers (with two emitting heads installed on the Ka-52 and three on the Mi-35M and Mi-8AMTSh-V), plus six UV-26M chaff/flare dispenser units ejecting PPI-26 infrared flares. On March 31, 12 Russian helicopters operated out of Shairat in the battle for Al-Qaryatayn. They included four Ka-52s, three Mi-28Ns, four Mi-24P/35Ms and one CSAR Mi-8AMTSh-V. In addition, four more Mi-24P/35Ms were spotted at Tias on satellite images afm released by Airbus Defence & Space.
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1: The Russian Mi-8AMTSh-Vs primarily flew CSAR. via author 2: A pair of Ka-52s attacks targets near AlQaryatayn with 80mm rockets on April 1. via author 3: The Mi-28N Havoc was deployed to Syria in the first half of March. 4: An RuASF Mi-8AMTSh-V, armed with four B-8V-20 rocket packs and its crew kitted out and ready to go, sits on CSAR alert at Hmeimim air base near Latakia.
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#339 JUNE 2016 45
RAF LAKENHEATH
Strike Hard The F-15E Strike Eagle is one of the most battlehardened fighterbombers in the world. Alan Warnes recently visited RAF Lakenheath, the only F-15E base in Europe, to find out more about the jet and the people who fly it.
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NCE THE 48th Fighter Wing at RAF Lakenheath, was among a number of large USAF in Europe units, working alongside its NATO allies. But budget cuts over the past 20 years mean it is now the biggest. With two squadrons of multi-role F-15E Strike Eagles and a squadron of F-15Cs, the 48th FW packs the biggest punch in Europe. The Liberty Wing, as the 48th is known, has never been shy in coming forward. It has joined combat efforts, often leading the way, in Europe, North Africa and the Middle East over the past 30 years. The Wing has won the Air Force Outstanding Unit Award, 19 times since the prestigious honour was established in 1954. Working alongside the 70 or so fighters at the Suffolk base are the 56th and 57th Rescue Squadron (RQS), which play a vital role supporting fighters in the danger zones. And when they are not in the hot-spots, they are training – just like the F-15s – for war.
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Conflicts
The Liberty Wing hit the headlines in April 1986 when its F-111Fs bombed the Libyan capital of Tripoli and military sites killing 40, including Colonel Muammar Gaddafi’s granddaughter. As far as the US was concerned his regime had been guilty of terrorist activities in Germany at the time. Operation El Dorado Canyon saw 18 F-111Fs fly to Libya on April 15 without passing through the air spaces of France, Spain or Portugal. None gave flyover permission, so the jets flew down the western fringes of Europe. Unfortunately, F-111F 70-2389, callsign ‘Karma 52’ was almost certainly hit by a SAM and crashed into the sea en route, with the loss of Captain Fernando Ribas-Dominicci and Weapons Systems Officer, Capt Paul Lorence. The remaining F-111Fs made it back. But it wouldn’t be the last time the Liberty Wing bombed targets in Libya or lost an aircraft there. Since El Dorado Canyon the Wing has played
a major part in both Gulf Wars (1991 and 2003), Operation Allied Force (1999) over Yugoslavia and Operation Odyssey Dawn (2011) which overthrew Colonel Gaddafi’s regime. The F-15Es are usually among the first to strike targets when war breaks out, after the B-2 stealth bombers (previously F-117s) have destroyed high value assets such as the enemy’s integrated air defence systems and defence HQ. Simply, the F-15Es will then continue the effort to bring the enemy to its knees. The F-15Es played a vital role in Operation Enduring Freedom (October 2001 to December 2014) against the Taliban and
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RAF LAKENHEATH
‘The Liberty Wing, as the 48th is known, has never been shy in coming forward. It has joined combat efforts, often leading the way, in Europe, North Africa and the Middle East over the past 30 years.’
The lead F-15E in this ‘Panthers’ flight breaks from its wingman. Despite being a bomb-truck, the Strike Eagle is still very manoeuvrable, although not as agile as an F-16 or Typhoon when head-to-head in a DACT sortie. All photos, Jim Haseltine unless stated
al Qaeda in Afghanistan, and this continues in Operation Freedom Survival. Another mission is Operation Inherent Resolve (OIR), the current fight against Daesh in Iraq and Syria. A 48th FW F-15E unit usually deploys to an air base in 'Southwest Asia' once a year, as part of a six-month Air Expeditionary Force. The 494th FS was there as part of OIR from April to October, 2015. During the ‘Panthers’ stay in the region, they flew 1,651 sorties and dropped more than 1,700 bombs. The 492th FS carried out a similar deployment during the same period the previous year. During preparations for the deployment, the ‘Bowlers’ pilots performed their first ever
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live ordnance drops in the UK. This training would normally have been undertaken in the US, but to cut costs due to sequestration, they dropped 48 live air-to-ground munitions on the Cape Wrath ranges in Scotland.
Recent Ops in Libya
The 48th’s connection with Libya started with El Dorado Canyon in 1986. But it didn’t end there. The Wing played a major part in Operation Odyssey Dawn against Colonel Gaddafi from March until October 2011, but the 492nd FS lost an aircraft on one mission. The F-15E, 91-0304, suffered mechanical failure at 2230hrs on March 20, 2011 while on a mission from Aviano Air
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RAF LAKENHEATH
RAF Lakenheath
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Base, Italy. Both crew members ejected before the aircraft crashed in an open field near Benghazi. The pilot was recovered by a USMC MV-22B Osprey, while the WSO was taken in by Libyan rebels and later handed over to the US. The wreckage was destroyed by demolition experts from coalition forces to prevent any sensitive technology being recovered. With the rise of Daesh in mid-2014, the US Government continued its policy of pursuing terrorists and the 48th is one of the main tools. As recently as the night of February 18/19, two 48th FW F-15Es struck a farmhouse outside Sabratha, about 50 miles (80km) west of Tripoli, which was occupied by Daesh militants. The main target was a senior
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Tunisian terrorist, Noureddine Chouchane also known as ‘Sabir’, who was hiding out there. According to the Tunisian Government, he played a major part in the March 18, 2015 attack on Bardo Museum in Tunis, which killed 21 people, mostly European. The aircraft flew directly from their base at RAF Lakenheath to conduct the strikes. Pentagon Press Secretary Peter Cook later said: “Destruction of the camp and Chouchane’s removal will eliminate an experienced facilitator and is expected to have an immediate impact on ISIL’s [Daesh’s] ability to facilitate activities in Libya, including recruiting new members, establishing bases there, and potentially planning
THE AIR base is situated around 5 miles (8km) east of RAF Mildenhall, the USAF’s other major flying facility in the UK. Lakenheath has been home to US fighters since January 18, 1960 when F-100Ds of the 492nd, 493rd and 494th transferred from Chaumont Air Base in France. The 48th re-equipped with F-4Ds in 1972 but stayed only until 1977 when ex-366th Wing F-111Fs moved in. A fourth squadron, the 495th Fighter Squadron stood up on April 1, 1977 as a weapons systems officer (WSO) training unit. The 495th remained as a unit until the F-111 started to leave the base in late 1991. The 493rd also disbanded when the last F-111 left Lakenheath in late 1991. The F-111Fs were replaced by the F-15E Strike Eagle in 1992. It was a time of huge cutbacks, due to the dwindling Russian threat and the disbanding of the Warsaw Pact in February 1991. Many US bases in Germany closed including Bitburg, where the 36th FW was housed with F-15C/Ds. As a result, the 493rd FS stood up again on January 1, 1994. The Wing is expected to start receiving the first F-35A Joint Strike Fighters which will eventually equip two squadrons in 2020. It will see the 48th return to four fighter squadrons and the F-15Cs will return to the US. Today RAF Lakenheath is host to five aviation squadrons: 492nd Fighter Squadron ‘Bowlers’ F-15E 493rd Fighter Squadron ‘Reapers’ F-15C 494th Fighter Squadron ‘Panthers’ F-15E 56th Rescue Squadron (56th RQS) HH-60H 57th Rescue Squadron (57th RQS) none assigned
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RAF LAKENHEATH
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1: A WSO checks over the Sniper pod used to zoom in on anything of interest. The lens can be pointed downwards to allow the pilot and WSO to watch any activity on the ground and liaise with a JTAC. 2: With its wheels down, a 492nd FS ‘Bowlers’ (formerly Madhatters) Strike Eagle flies adjacent to its base, RAF Lakenheath. 3: The JHMCS worn by this 494th FS ‘Panthers’ pilot can be used as a targeting device – it enables him to aim missiles and weapons by simply looking at the target. The image on the screen can be recorded and used during a mission debrief. 4: This F-15E, loaded with four GBU-31 JDAMs, spits out flares. Normally they would be used to divert a missile homing in on the jet.
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external attacks on US interests in the region.” It was another job well done by the 48th. On November 12 last year, 492nd FS F-15Es deployed to Incirlik, Turkey. Col John Walker, Incirlik’s 39th Air Base Wing Commander said: “We put the support for this deployment together on really short notice. We’re the only Air Force in the world that puts together combat deployments, takes forces and flies them across the world, and then sets up to conduct combat operations.” The F-15E mission coincided with airstrikes in Libya on November 14 by two F-15Es, against Abu Nabil aka Wissam Najm Abd Zayd al Zubaydi, a long-time al Qaeda operative according to the US Government. It is unclear if the 492th was involved, but it is likely. The F-15Es joined six 493rd FS F-15C Eagles that had arrived the previous week, which were assisting in the protection of Turkish airspace. Five months earlier, four F-15Es flew with the aid of air-to-air tankers down to Libya on June 12, and struck a Daesh camp south of Benghazi. The prime target was al Qaeda militant Mokhtar Belmokhtar, who was believed to be the brains behind the January 2013 Algeria oil refinery massacre, in which 39 hostages were killed including six British people and several Americans. It has been suggested that F-15Es had hit targets in Libya some weeks earlier on May 25 but unlike the latter missions, no confirmation was forthcoming. Instead a USAF spokesman said: “We cannot provide details on what those particular aircraft were doing, but I can tell you that US Air Forces Europe-Air Forces Africa units routinely support geographic combatant commands for ongoing exercises and operations.” Short-notice deployments like this sum up how the 48th FW F-15Es are used and why the training is critical. 4
“Destruction of the camp and Chouchane’s removal will eliminate an experienced facilitator and is expected to have an immediate impact on ISIL’s [Daesh’s] ability to facilitate activities in Libya”
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RAF LAKENHEATH Fight On
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1: RAF Lakenheath F-15Es and F-15C in formation, representing the three operational squadrons and the 48th Operations Group, flying over the Norfolk countryside. 2: Clearly visible underneath the forward fuselage is the LANTIRN system with the AN/AAQ-13 navigation pod on its right and the AN/AAQ-33 pod on the left. The aircraft is armed under the right wing with an AIM-9M Sidewinder. These will soon be replaced with the AIM-9X. 3: This pilot, wearing a Joint Helmet Mounted Cueing System (JHMCS) sits in his F-15E’s ACES II ejection seat, just before start-up. 4: The sign that greets all those passing through the RAF Lakenheath main gate. Alan Warnes The sleek lines of this Strike Eagle are shown off in the evening light. The Pratt & Whitney F-100-PW engines can provide a combined power output of 50,000lb thrust on the -220 series engines or 58,000lb on the -229. 5: On touch-down at RAF Lakenheath this F-15E pilot raises the air brake to slow down.
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The F-15E crews at RAF Lakenheath spend 65% of their time flying air-to-ground missions and 35% in the air-to-air role. This is reflected in the aircrews’ training. After graduating as a pilot, those posted to F-15Es will go to the 4th Flying Wing at Seymour Johnson AFB, North Carolina. Their 18-month conversion course will train them to fly and understand the systems of a Strike Eagle, hosted by the co-located 333rd FS ‘Lancers’ or 334th FS ‘Eagles’. Capt Eric Joachim, an F-15E pilot for six years, has spent the past 18 months with the 494th FS. He was the only pilot in his class of 16 to graduate on to F-15Es. When he arrived at the 48th in September 2014, Joachim was known as an ‘Ops Off’ first assignment instructor pilot (IP), but having ticked all the boxes in his next phase of training he was classed ‘Ops On’. That meant he could deploy on operations overseas, an important rung on the F-15E pilot’s career ladder. Since being posted to RAF Lakenheath, Joachim has spent around ten months overseas. “I’ve been on TDY [temporary duty] at Aviano for a few weeks, as well as NATO exercises in Germany and the Netherlands during that period.” He says he spends 70% of his time flying the rest helping to mentor 15 or 16 junior pilots who have recently joined the Squadron. When we spoke he was planning to supervise a pilot on a defensive counter air (DCA) sortie, who was training to become a four-ship lead (leading four F-15Es). Capt Joachim said: “We will take-off at 7.20am, which means the briefing commences at 5am. The pilot will brief the four-ship crews - eight people in total, for an hour on his tactics for
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RAF LAKENHEATH the mission and how he is going to do counter the adversary. I fly on his wing, keep quiet all the time and do what he says. After we land, he will then debrief [the eight people who flew with him] and then I’ll debrief him. “ To become a four-ship lead, it usually takes seven or eight simulator sorties and a variety of mission sets. Capt Joachim continued: “Surface attack is usually the next step, which will see us flying low level, simulating the drop of ordnance, usually over Donna Nook or Holbeach, but we can sometimes use BDU-33 dumb bombs.” These are used to simulate the 500lb Mk82 bomb and release a cloud of smoke on impact. Then it is air-to-air sorties, which will see 4 v 4 intercepts being flown in the North Sea’s ‘323 Training Area’. “The air traffic controllers will close off the area and we will be there training for around 20 minutes, battling it out, but once completed we exit quickly so not to bother too much traffic. Our four Blue Air jets will do air combat with four Red Air jets and our objective is to kill all of the latter. “We will also practise more advanced mission sets, like defensive counter air where the Red Air is trying to bomb a target and we have to stop them. When you are doing DCAs, we record the manoeuvres. There is a button in jet, which we switch from combat to training and once you do that all the combat is simulated in the aircraft. The [Cubic] P5 pod records everything. “Even if we fly with RAF Typhoons we can merge the data, and people can stop the action when they want to discuss points such as whether it was a kill or not a kill. “It even records the Joint Helmet Mounted Cueing System [JHMCS] and where the pilot is looking. We do DCA with Typhoons once 2
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F-15E System THE COMBAT load-out depends on the mission, but usually the F-15E will carry a maximum of four air-to-air missiles (two AMRAAMs, two AIM-9Ms), a 2,000lb GBU-31 or a 2000lb class bomb on centreline and six 500lb class bomb on racks. They also have a gun, which can be used for air-to-air as well as air-to-ground. With the above payload the F15E will need around 3,500ft (1,067m) of RAF Lakenheath’s runway. With no weapons, it can be cut to 2,000ft (610m).
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RAF LAKENHEATH 1: These two bomb-laden F-15Es split – note the pilot and WSO of the jet looking up at the cameraship. 2: The 494th flight line with the fy2000/2001 F-15Es lined up – they were delivered in 2004. 3: A pilot (left) walks off the ramp alongside his WSO on this mission. Both have to work as a team to get the best out of the F-15E. The WSO is responsible for the LANTIRN system and will co-ordinate with the JTACs on the ground during any CAS mission. 4: Two specially marked jets, one representing the 48th FW and the other the 48th Ops Group.
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every couple of months. Then we play the screens over the secure phones, it’s a bit cumbersome as we can’t be connected by video. Getting a video link is our aspiration but we haven’t yet got there. The air-to-air missiles used in DCA are the F-15E’s AIM-120C AMRAAM or AIM-9M Sidewinders.” The DCA qualification comprises one sim and one flight, which takes up significant resources as the sortie usually comprises four Blue Air jets taking on six Red Air, all for the training of one person. Sometimes the task can include Royal Netherlands Air Force F-16s or RAF Typhoons. Capt Joachim explained: “We then graduate to surface-to-air tactics (SATs) or offensive counter air – air ops (OCA-AO). I will meet the student and I will plot out the mission. I will lay down certain SAMs, certain threats in the air-to-air picture – give him some targets and a tactical problem. He then has to solve that
Targeting System THE F-15E’s uses the AN/AAQ-13 navigation pod mounted on the right side and the AN/AAQ-33 Sniper pod on the left to target the enemy. The latter has replaced the AN/AAQ-14 targeting pod. It significantly enhances the combat effectiveness of the F-15E because flying in dark or bad weather, it enables the jets to see the ground targets. They can then strike them with one of the smart bombs they have in their armoury.
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on his mission by staying away from SAMs, countering air-to-air threats and then bomb the target. “We use a variety of weapons including JDAM, 500lb or 2,000lb laser guided or GPS bombs. The 2,000-pounders are usually GBU-24s, which we can drop at Garvie Island. The SAM training can be a bit more difficult because there is a lot less air space available to us, as opposed to the big ranges in the USA.
Getting Down
Capt Adam Peterson an IP with the 492nd said: “Our ops tempo here is more aggressive as we have to be ‘forward-ready now’ – we are usually first on the list for short notice deployments. We keep current in all mission sets and, being a multi-role aircraft there, is a lot to stay current in. It’s important we keep proficient.” Capt Brian Valicha is a WSO on the 494th FS. The WSO sits in the rear co*ckpit. He said: “Our main job is working on the targeting pod and backing up everything the pilot does. We try to keeps an eye on the flight formation. During air-to-air or air-to-ground combat we have our separate roles, but work together.” Once in the working area, the WSO takes the lead co-ordinating with people on the ground. The AN/AAQ-33 Sniper pod is usually looking down at the ground and the majority of the flights are at medium/high level.
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“We are bombers essentially, but what makes the Strike Eagles unique is ‘we do almost everything’.”
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“Close air support (CAS) takes up the majority of our work. Getting the co-ordinates of enemy positions from the ground forces. We are doing the sensor fusion – operating all the sensors and managing the weapons on the aircraft. “WSOs run that aspect of the fight. We can make suggestions to ground forces on the weapons we think we should use or we take their information to employ weapons to make the maximum effect possible. “We are bombers essentially, but what makes the Strike Eagles unique is ‘we do almost everything’.” Capt Wesley Noyes, a WSO with the 492nd, said: “We can data link down, but usually we talk to the guys on the ground about what we can see. The Rover terminal is used and it can help, but with both parties usually in our line of sight it means a talk-down with the Joint Terminal Air Controller [JTAC]. “On initial check-in we provide our entire loadout. We will get an update on the situation and what’s been going on the past few hours. Then the JTAC tells us what he wants doing while we are on station. Sometimes, we are asked to just provide a ‘show of force’ so we get down to a certain height and make a lot of noise!” Capt Valicha added: “During March, the 48th were on a ‘surge’, reaching its 1,000th sortie by the 22nd – the last time was in 2009. It is not for the aircrew, but for the maintainers, to test their skills in a short turnaround period. Ten jets will fly first thing and the maintainers will turn around eight jets in one-and-a half hours. We refer to it as ‘10 turn 8’.” Each squadron marries up its training cycle. This will ensure there is no conflict. So when the ‘Panthers’ are doing basic fight manoeuvres (BFM), the ‘Bowlers’ are doing something else, such as air-to-ground. Capt Peterson continued: “Whenever an opportunity comes up to train with Typhoons we try to fight DACT. Typhoons are very capable and fighting them is a great experience. “We also work with them in large force employment [LFE] manoeuvres when they fulfil an airto-air role alongside 493th FS F-15Cs. We are one big integrated strike package, working on one objective to hit a common target or accomplish one mission. It is all practised over the sea. “We do the LFEs over water as we can get high and supersonic – we try not to do that over land to keep the peace. The air space is good at sea so we can pick targets on the coastline, we can go low and fast or high and fast in the ‘323’. We do our best to keep our noise very low at low level, we don’t want to go upsetting people.” Not unless you are a terrorist of course, in which case upsetting and ultimately eliminating them is the objective of the F-15E afm – a true multi-role fighter-bomber.
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AIRCRAFT PROFILE Mirage 2000
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The Faithful
France withdrew the Mirage F1 in 2014 and the Mirage 2000 became the Armée de l’Air’s veteran fighter. Thanks to continuous investment, it remains a lethal and potent combat asset, as Henri-Pierre Grolleau explains.
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A Mirage 2000-5F rolls inverted showing a pair of Mica IR air-to-air missiles and two 440 imp gal (2,000 lit) drop tanks. This is the standard configuration for the jet when on quick reaction alert (QRA). All images author unless stated
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HE 2000 will continue at the heart of the French Air Force inventory for the foreseeable future, after plans to create more Rafale squadrons were delayed following the transfer of airframes to Egypt and Qatar to satisfy contracts signed last year. Over the last few years, the numbers of Mirage 2000C interceptors and two-seat Mirage 2000B trainers have reduced significantly, with just 15 single-seaters and seven 2000Bs remaining on strength. Only one unit, Escadron de Chasse 2/5 ‘Ile-de-France’, based at Orange, continues with the C/B, fielding ten Mirage 2000Cs and six 2000Bs. The Mirage 2000C fleet has been upgraded to Standard S52C, the 2000B to S5. The Mirage 2000 Project Officer (name withheld for security reasons) within the Armée de l’Air Programme Office said: “These two standards are very close, with almost identical
man-machine interfaces.” The primary differences between the two variants are in their defensive avionics suites: the trainer is not expected to operate outside France, while the C, as a combat aircraft, features a modern radar warning receiver and more efficient jammer. All the French Mirage 2000s are now powered by the Snecma M53-P2 engine. The M53-5 powered airframes were sold to Brazil or withdrawn from use a few years ago. EC 2/5 has two missions – the conversion of future Mirage 2000 pilots and air defence. In the latter role, it supplements the Mirage 2000-5F interceptor and Rafale on quick reaction alert (QRA). Conversion training consumes the highest proportion of the unit’s annual flying hour allocation. The 2000Bs teach advanced fighter pilot skills, including
the particular requirements of take-off and landing in a highperformance delta, aerobatics and combat manoeuvres, interception tactics using the Doppler radar, inflight refuelling and so on.
QRA
The Orange-based Mirage 2000Cs take a major role in the French QRA mission. Since withdrawal of the long-range, semi-active radar-guided Super 530D air-to-air missile (AAM) in 2010, the jets have relied on the infrared-guided, short-range Magic 2 and their two internal 30mm cannon, each with 125 rounds. The unit’s Mirage 2000Cs hit the news twice in recent years. In 2014 they escorted a hijacked Ethiopian Airlines Boeing 767 into Geneva and in 2015, EC 2/5 scrambled fighters as soon as a Germanwings A320 began
‘In 2014 France established a QRA in Poland to reassure Eastern European countries as the situation in Ukraine suddenly deteriorated’ #339 JUNE 2016 55
AIRCRAFT PROFILE Mirage 2000
A Mirage 2000D in its natural element, hugging the ground at high speed. This example carries an extensive mission tally on its nose and a Damocles targeting pod under the forward fuselage pylon. SPIRA
losing altitude after its co-pilot, Andreas Lubitz, decided to crash the aircraft into the French Alps. The Mirage 2000Cs also deploy abroad. In 2014 France established a QRA in Poland to reassure Eastern European countries as the situation in Ukraine suddenly deteriorated. They were also sent to reinforce the Mirage 2000D force in Niger. The Mirage 2000C retains significant air-to-ground capability with Mk 82 ‘slick’ and GBU-12 laser-guided bombs (LGBs). It cannot mount a targeting pod,
however, and relies on designation by a Mirage 2000D or Rafale, Harfang or Reaper UAV, or a forward air controller on the ground. The Mirage 2000C/B’s future is under scrutiny, with various options under consideration for its withdrawal, although the 2000C remains vital to the QRA mission. The 2000B will continue to serve much longer than either the 2000C or 2000N nuclear strike variant, since it flies as a conversion trainer for future Mirage 2000-5F and Mirage 2000D pilots.
Armée de l’Air Mirage 2000 inventory Unit
Name
Base
Variant
EC 2/5
‘Ile-de-France’
Orange
Mirage 2000B/C
EC 1/2
‘Cigognes’
Luxeuil
Mirage 2000-5F
EC 1/3
‘Navarre’
Nancy
Mirage 2000D
EC 2/3
‘Champagne’
Nancy
Mirage 2000D
EC 3/3
‘Ardennes’
Nancy
Mirage 2000D
ETD 2/7
‘Argonne’
Nancy
Mirage 2000D
EC 2/4
‘La Fayette’
Istres
Mirage 2000N
ECE 1/30
‘Côte d’Argent’
Mont-de-Marsan
Mirage 2000D
EC 3/11
‘Corse’
Djibouti
Mirage 2000D/-5F
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Mirage 2000-5F
In the early 1990s, the Armée de l’Air launched a programme to modernise 37 Mirage 2000C airframes, bringing them to 2000-5F standard with the introduction of state-of-theart RDY multimode Doppler radar and Mica EM active radar-guided fire-and-forget AAM. The upgraded aircraft revolutionised French interceptor capabilities and two Mirage 2000-5F squadrons remain operational, EC 1/2 ‘Cigognes’ at Luxeuil and EC 3/11 ‘Corse’ at Djibouti. The 2000-5F fleet currently comprises 29 airframes. All the Mirage 2000-5Fs are now fitted with the MIDS-Vi (Multifunction Information Distribution System-Version initiale) terminal for Link 16 compatibility. Link 16 has become a key combat tool and the MIDS-Vi equipped
Mirage 2000-5Fs are fully interoperable with other French assets, including the Rafale, Mirage 2000D and E-3F AWACSs, and with Link 16-compatible allied fighters and early warning aircraft. The Mirage 2000-5F is also an important QRA asset. The 2013 French Defence White Paper officially confirmed it will be further upgraded to ensure it remains operationally relevant for the foreseeable future. Studies have begun for the integration of IFF-NG, which will allow the type to operate in any airspace during peacetime or war.
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The Mirage 2000 Programme Officer notes: “With the appearance of new civilian rules and the introduction of the new NATO Mode 5 [IFF], we have to adapt the IFF-NG to the 2000-5F. This is far from easy – every time you introduce a new, active ‘black box’ that radiates a great deal of power, you have to do electromagnetic compatibility trials to ensure it doesn’t have an adverse effect on other systems. The man-machine interface will have to be modified too, and we had to carry out quite complex studies regarding all aspects of the cryptography.” According to the latest plans, Armée de l’Air Mirage 2000-5Fs will remain in service until 2028. The ‘Dash 5’ aircraft have logged, on average, just over 5,500 flying hours. By 2028, most will be more than 40 years old and all will have amassed in excess of 7,500 flying hours, while the majority will have exceeded 9,000 flying hours. Like all Dassault Aviation aircraft, the Mirage 2000 is remarkably robust.
Mirage 2000N
Dassault developed two derivatives of the Mirage 2000B for attack mis-
sions deep behind enemy lines. First to appear was the Mirage 2000N, optimised for the nuclear deterrence role. The Mirage 2000D followed, equipped for precision attack with guided weapons, both types employing a crew of two, a pilot and weapons system operator (WSO). They featured new mission avionics comprising a dual inertial navigation system, Antilope terrain-following radar and a fully integrated self-defence suite. The aircraft was equipped to hug the ground, typically flying at 600kts and 200ft, in all weathers, day or night, essentially for the penetration of Soviet airspace. Only EC 2/4 ‘La Fayette’ remains operational on the 2000N. A Forces Aériennes Stratégiques (Strategic Air Command) unit stationed at Istres, it is one of the key French nuclear deterrence assets. Its jets have been upgraded to NK3 standard, enabling them to fire the new ASMP-A (Air-Sol Moyenne Portée-Amélioré, Medium Range Air-to-Surface-Improved), a ramjetpropelled trisonic nuclear missile. The NK3 update was declared fully operational in 2013, but its inventory is unknown. The Armée
‘The Armée de l’Air has released figures for the numbers of Mirage 2000B/C/ D/-5F aircraft on strength, but Mirage 2000N quantities are classified’ Above: Landing after a practice ACM mission, with a Magic II drill round mounted under its wing. Mirage 2000C 109 ‘115-YH’ is based at Mont-de-Marsan. Left: Even though Rafales are entering service in increasing numbers, the Mirage 2000 will soldier on for the foreseeable future. Right: A two-seat Mirage 2000B 525 ‘330-AM’ manoeuvres aggressively into the vertical. Only seven of these trainers remain in service.
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AIRCRAFT PROFILE Mirage 2000 de l’Air has released figures for the numbers of Mirage 2000B/C/D/5F aircraft on strength, but Mirage 2000N quantities are classified owing to the sensitivity of the nuclear mission in France. Although the 2000N is capable of conventional attack missions, it cannot carry a targeting pod, a major issue for a modern strike fighter. Like the Mirage 2000C, it relies on off-board designation, primarily from the Mirage 2000D, Rafale or a UAV. The Mirage 2000N will remain in service until the second nuclear Rafale squadron is fully operational at Saint-Dizier, around 2018. The NK3 has only recently entered service and will remain fully capable of undertaking its primary mission without further upgrade.
Mirage 2000D
The Armée de l’Air has a fleet of 71 Mirage 2000D strike fighters in
its inventory, 63 of them divided between EC 1/3 ‘Navarre’, EC 2/3 ‘Champagne’, EC 3/3 ‘Ardennes’ and ETD 2/7 ‘Argonne’ at Nancy; EC 3/11 ‘Corse’ in Djibouti; and ECE 1/30 ‘Côte d’Argent’ at Mont-de-Marsan. The type remains a vital weapons system which will be updated from 2019 for service beyond 2030. The Mirage 2000D entered service in the early 1990s and has been regularly upgraded. Compatibility with the MBDA Scalp stand-off stealth cruise missile, fired operationally for the first time against Libya in 2011, was added during one of these updates. The majority of Mirage 2000Ds now have MIDS-Vi, enabling the exchange of tactical data with the Rafale and Mirage 2000-5F via Link 16. The 2000D’s electronic warfare (EW) system is capable of dealing with the latest weapon
systems, employing conventional chaff and flares, and the most recent multispectral flares. These are designed to defeat the latest dual-band seekers fitted to infrared-guided air-to-air and surface-to-air missiles. Under an Urgent Operational Requirement (UOR), the Mirage 2000 fleet is being fitted with the Quick Draw system enabling the crew to locate and talk to an ejectee equipped with the PRC-112G radio.
ELINT capability
Recent conflicts have shown that EW has taken a more prominent role on the battlefield and electronic intelligence gathering and environment monitoring have followed a similar path. Electronic intelligence (ELINT) systems are essential to generating and maintaining the general intelligence picture, and
in defining the enemy electronic order of battle, localising hostile air-defence systems and ensuring friendly aircraft can either evade or destroy surface-to-air defences. The Thales Analyseur de Signaux Tactiques (ASTAC; Tactical Signals Analyser) pod employed by the Mirage F1CR offered unprecedented capabilities and the Armée de l’Air was keen to keep the pod in service beyond the F1CR’s retirement date. The solution was to transfer it to the Rafale or Mirage 2000; eventually the Mirage 2000D was selected and suitably modified. The pod detects and deinterleaves hundreds of radar waves every flight hour. Frequency cover ranges from A to K bands, and, according to a Thales brochure, direction finding accuracy is better than one degree thanks to interferometers associated
Left: A SCALP cruise missile mounted under the centreline pylon of a Mirage 2000B. Below left: The ASTAC electronic intelligence-gathering pod is now fully operational with the Mirage 2000D fleet. Below: A pair of GBU-12 laserguided bombs under a Mirage 2000D at Niamey. The bombs have been used extensively in theatre.
‘Although the 2000N is capable of conventional attack missions, it cannot carry a targeting pod, a major issue for a modern strike fighter’
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Showing signs of heavy wear, Mirage 2000s have been extensively engaged in attacking terrorist sites throughout Africa and the Middle East.
with highly precise receivers. Before the mission, ASTAC is programmed to automatically begin ‘listening’ to battlefield radar emissions at predetermined waypoints. It can detect and accurately localise a wide variety of surveillance, acquisition and fire-control radars, identified via its threat library system. Even the latest frequency-hopping radars can be detected, while a dedicated ground station performs quick and efficient data interpretation. Mirage 2000D/ASTAC is a natural complement to the Transall Gabriel, which offers much longer endurance and better real-time analysis, but is slower and has to remain at stand-off distances. The ASTAC/Mirage 2000D combination can penetrate hostile air defences,
New weapons IN ADDITION to Scalp, the Mirage 2000D has progressively been made compatible with a variety of modern precision weapons, while the EU2 unguided bomb, Apache anti-runway cruise missile and AS30L/LS laser-guided airto-surface missile have all been withdrawn in recent years. For close air support/dynamic targeting missions, Mirage 2000D crews rely on an array of Raytheon Paveway LGBs, including the GBU12 Paveway II (with a 500lb bomb body), GBU-22 Paveway III (500lb), GBU-24 Paveway III (2,000lb) and GBU-49 Enhanced Paveway (500lb). The Armée de l’Air is busy studying the adoption of another two Enhanced Paveway GPS/LGBs, the
1,000lb GBU-48 and 2,000lb GBU50, to supplement the GBU-24. In contrast, integration of the Sagem Armement Air-Sol Modulaire (AASM) is not envisioned for the 2000D. The aircraft is already capable of dropping a range of GPS and laser-guided weapons which, although they do not offer all AASM’s capabilities, especially its range, are sufficient for close air support (CAS) and battlefield air interdiction in an uncontested environment. The AASM will remain specific to Rafale. The Project Officer explained: “Nonetheless, we want to increase the Mirage 2000D’s air-to-surface capabilities as far as we can. We recently introduced the GBU-49
HOB [height of burst], which offers co*ckpit-selectable detonation altitude for maximum military effect, via two sensors in the guidance kit. We are also looking at options to further minimise the danger of collateral damage and for the destruction of hardened and buried targets.” The Armée de l’Air has adopted the BLU-126/B Low Collateral Damage Bomb, a 500lb bomb body filled with a limited amount of explosive for a reduced risk of collateral damage, specifically in urban environments. The weapon has been in US service for some years and is now routinely used by Mirage 2000Ds and Rafales against Daesh in Iraq and Syria.
Left: Mirage 2000D/N squadrons regularly participate air exercises overseas, such as Red and Maple Flag. Taxiing out for another mission over the Cold Lake Air Weapons Range in Canada is Mirage 2000N 366 ‘125-BC’. Below: The rear co*ckpit of a Mirage 2000D. A partial upgrade is planned that will include a colour moving map display for the Weapons Systems Operator.
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AIRCRAFT PROFILE Mirage 2000 forcing enemy air-defence crews to switch to ‘war frequencies’. These crews do not know if the fighter is carrying ASTAC or bombs, and must react accordingly. The Mirage 2000D also boasts significant self-defence capabilities. If intercepted it can manoeuvre aggressively and return fire, while the 400kg (881lb) pod is cleared for supersonic flight. The pod was carefully integrated into the Mirage 2000D’s weapons system and the Centre d’expertise aérienne militaire (CEAM; Air Force Air Warfare Centre) carried out a comprehensive operational evaluation. For the moment, aircrew can only switch ASTAC on or off, analysis being undertaken on the ground once the aircraft returns from its sortie. The French Air Force intends to push the concept further and enable the WSO to conduct real-time analysis.
Rénovation à Mi-Vie
A Mirage 2000D Rénovation à Mi-Vie (RMV; mid-life upgrade) has officially been launched, but its extent has been reduced due to budget constraints. Plans to replace the Antilope radar with the RDY-3 multimode unit have been abandoned. The RMV programme is designed to address obsolescence issues so that the Mirage 2000D can safely remain in service until at least 2032. It will include significant avionics improvements, among them installation of the latest version of Scarabée (Beetle) in the rear co*ckpit. Scarabée manages the Improved Data Modem (IDM) point-to-point datalink, while new digital CAS tools are also being introduced to accelerate the tempo of combat operations. The new Scarabée will have a larger screen and more power/
The updated defence procurement law published in 2015 states that up to 25 additional Thales Targeting Long-range Identification Optronics System (TALIOS) targeting pods could be purchased to supplement the 20 already ordered for the Rafale fleet. Compared to the Damoclès currently employed on the 2000D, TALIOS will offer substantially improved detection, identification and tracking ranges against small ground and naval targets, in daylight and by night. Above: A Mirage crew prepares to start their engine for yet another sortie. The jet wears a 3eme Escadre de Chasse (30th Fighter Wing) code for aircraft based at Nancy Air Base (BA133).
memory than the current variant. Other changes will see the outdated moving map system, which relies on film images, replaced by digital displays in both co*ckpits, while the introduction of a ‘universal’ firing mode for air-to-ground engagements will further reduce crew workload. Neither the Mirage 2000D nor 2000N retained the internal 30mm cannon of the 2000C, but the RMV Mirage 2000D will be able to carry a 30mm gun pod on its forward left fuselage hardpoint, just below the port engine air intake and opposite the laser designation pod. The Magic 2 AAM will soon reach the end of its operational life and the Armée de l’Air has decided to integrate the much more potent Mica IR missile on the RMV jets. With its advanced aerodynamic configuration, powerful thrust-vectoring motor and highly sensitive infrared seeker, Mica IR will offer considerably improved performance. Since the 2000D lacks modern air-to-air radar, however, Mica IR will only be fired in Mode 4, its
lock before launch configuration. As a result, its RMV performance will fall far short of the formidable interception and dogfight capabilities of the Mica IR/Mirage 2000-5F and Mica IR/Rafale combinations. The Mirage 2000D is currently restricted to single-type air-toground weapon loads, but RMV will enable the capability for mixed loads. At the moment a typical loadout might comprise between two and five GBU-12s, but an RMV aircraft might carry two GBU-12s and three Mk 82s, for example, giving enhanced operational flexibility. The latter is further optimised if the Mk 82s are fitted with DSU-33 all-weather, radar-ranging proximity sensors, which detonate their general purpose warheads at a fixed altitude to inflict maximum damage on scattered enemy forces.
Future
Still very capable, the Mirage 2000 is used by the Armée de l’Air in a wide range of offensive and defensive roles. The type operates intensively at home and overseas, but availability rates remain good thanks to a plentiful spares supply. As with all fast jets, future obsolescence issues are identified well in advance and the best solutions to compensate for them determined, although no age-related fatigue problems have yet been discovered on the Mirage 2000 fleet. The sustained rate of flying on combat operations is a concern and measures have been taken to spread the burden across the range of variants. Mirage 2000Cs have been deployed to Niger and Mirage 2000Ns to Jordan, operating alongside Mirage 2000Ds, even though they are less capable CAS platforms. This is the small price to pay to ensure the type remains in service for afm almost two more decades.
A Mirage 2000D leads a Rafale B in formation. Both aircraft belong to ECE 1/30 ‘Côte d’Argent’ of the CEAM. Of note are the new 30-XX codes of the recently recreated 30e Escadre de Chasse (30th Fighter Wing).
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JUNE ISSUE OUT NOW: GLORY DAYS: PHANTOM VERSUS FISHBED Exactly 40 years ago, a US Air Force F-4 Phantom II was credited with the first confirmed aerial kill against a North Vietnamese MiG-21 ‘Fishbed’. Warren Thompson recounts how the F-4 and MiG-21 would remain locked in battle for the remainder of the Vietnam War. COPE TIGER Multilateral interoperability remains a key priority for the Indo-Asia-Pacific partners that participated in Exercise ‘Cope’ Tiger that began at Korat Royal Thai Air Force Base on March 7. Giovanni Colla was granted rare access EAGLE SCHOOL — IN THE LAND OF NO SLACK Learning the pure art of air dominance requires a very special training environment. Jamie Hunter talks to the young fighter pilots chosen to fly the US Air Force F-15C Eagle head to Oregon — home of the 173rd Fighter Wing. THE TIP OF THE SPEAR Combat-proven F/A-18s fill Australia’s front-line squadrons, and with the fifth-generation F-35A Lightning II now working up towards initial operational capability, the Royal Australian Air Force’s fighter fleet is every inch a modern fighting force, as Nigel Pittaway explains.
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EXERCISE REPORT Real Thaw 2016
Portuguese power José Matos assesses the multinational Exercise Real Thaw 2016, hosted by the Portuguese Air Force at Beja from late February.
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Above: US Marines set up security cordon during an airfield seizure exercise conducted along with marines from Portugal at Seia. USMC
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XERCISE REAL Thaw 2016 (RT16), held at Beja Air Base (BA11) in southern Portugal between February 22 and March 4, built on the airfield’s success with RT15, Beja serving as the deployable operating base for 42 aircraft including fast jets, transports, helicopters, surveillance types and electronic warfare platforms. The exercise also used Seia, near Serra da Estrela in central Portugal, and Mogadouro, to the north of Beja, in support of air and ground operations. Organised and hosted annually by the Portuguese Air Force (PoAF), RT provides tactical training for Portuguese personnel and allied partners through real-world scenarios involving a wide range of mission sets. The training missions integrated multiple platforms in defensive and offensive counter-air operations, high-value air asset (HVAA) protection and close air support (CAS). The tactical airlift portion of the exercise included airlift and escorted airdrop,
special forces support and non-combatant evacuation (NEO) operations. The helicopters engaged in air assault (AA), special operations aviation (SOA), combat service support (CSS), convoy/helicopter escort, combat search and rescue (CSAR), personnel recovery (PR) and medical evacuation (medevac). Real Thaw began in 2009 and there has been a continuous effort since to improve exercise scenarios. As well as Portuguese forces, RT16 saw aircraft and personnel participating from Belgium, Denmark, the Netherlands, Spain, the United States and NATO.
International Participation
The Belgian Air Force deployed a C-130H Hercules from Melsbroek to support the associated logistic operations while Denmark brought four AS550C2 Fennec helicopters from Karup-based 724 Sqn, which flew reconnaissance and tactical troop transport. The Fennecs flew in conjunction with the PoAF’s Beja-based 552 Sqn,
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flying the venerable Alouette III. The Netherlands sent a C-130H-30 Hercules from 336 Sqn at Eindhoven as well as forward air controllers (FACs), who operated with US and Danish personnel. Spain sent a single C212 Aviocar. The US participation was significant, including six F-15C/D Eagles, two C-130J and two MV-22B Osprey tiltrotors. The F-15s came from the 493rd Fighter Squadron at RAF Lakenheath, UK, the C-130Js from the 37th Airlift Squadron at Ramstein Air Base, Germany, and the Ospreys from Marine Medium Tiltrotor Squadron 263 (VMM-263) ‘Thunder Eagles’, home-based at Marine Corps Air Station New River, North Carolina. NATO dispatched a Geilenkirchen-based E-3A Sentry for air surveillance (providing a recognised air picture), weapons control (control and management of fighter aircraft), and tactical command and control. It also deployed a single Dassault Falcon 20C electronic jamming aircraft. Almost every PoAF unit took part, with 12 F-16AM fighters deployed from Monte Real (BA5). Beja provided a P-3C Capability Upkeep Program+ maritime patrol aircraft from 601 Sqn, five 103 Sqn Alpha Jets and two 552 Sqn Alouette III helicopters. Montijo, near Lisbon, sent a 751 Sqn Merlin helicopter, a 501 Sqn C-130H and a 502 Sqn C-295M Persuader. The first day of the exercise focused on tactical
Above: The Portuguese Air Force sent one C-130H, 16805 from 501 Squadron, to participate in the tactical airlift support phase of Exercise Real Thaw. Antonio Muniiz
airlift in support of humanitarian assistance, refuelling and logistics operations. Portuguese F-16s and Alpha Jets conducted tactical air support for participating ground forces. USAF F-15Cs, all the participating C-130s, the C-295 and deployed helicopters also contributed to these scenarios. Visiting Beja on March 1, Portuguese Minister of National Defense Azeredo Lopes noted the exercise had attracted more countries and more aircraft than in previous years. Accompanied by military leaders, members of his parliament’s Defense Committee and several military attachés, he praised the PoAF’s ability to plan and organise an exercise involving 42 aircraft – 19 of them from other countries or multinational
NATO units – and 3,500 military personnel, some 700 of them from outside Portugal. The highlight of Lopes’ visit was an airdrop of paratroops by PoAF C-295s and Belgian, Dutch and Portuguese C-130s, supported by F-16AM and F-15 fighters and AS550 helicopters. The Portuguese Navy (PoN) and Army (PoA) also took part in the exercise, the PoN contributing the frigate NRP Bartolomeu Dias and fleet tanker Berrio along with marines and elements of the Marine Special Actions Detachment, which operated in particular with the Fennecs. Meanwhile US marines assigned to Special-Purpose Marine Air-Ground Task Force Crisis Response-Africa carried out air-
field seizure operations alongside Portuguese marines at Seia, as part of an operation involving 200 USAF, US Army and US Marine Corps personnel – the largest US participation in RT for five years. The PoA contributed paratroopers to airdrop operations which included high-altitude, low-opening (HALO) jumps, ten soldiers jumping from around 18,000ft in a test of their high-altitude free-fall capabilities while foreign pathfinders operated the drop zone. The exercise was significant, given the PoAF's fiscal constraints and overseas obligations. Opportunities to participate in large-scale exercises within Portuguese territory, including Real Thaw, are seen as becoming afm increasingly important.
Above: A pair of F-15C Eagles from the 493rd Fighter Squadron, RAF Lakenheath sit on the flight line alongside Portuguese F-16AMs. USAF Left: Twelve F-16AMs deployed to Monte Real for the exercise, flying tactical air support missions for the ground forces. Antonio Muniiz Below: Troops disembark from a MV-22B Osprey belonging to US Marine Medium Tiltrotor Squadron 263 (VMM-263) 'Thunder Eagles'. USMC
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Multi-role E Catania’s
“The humanitarian effort in the Med has been almost constant since the middle of October 2013.”
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HE ROLES of Gruppo Elicotteri 3 (GE 3; Helicopter Squadron 3) include anti-submarine warfare (ASW), anti-surface unit warfare (ASuW), helicopter early warning (HEW), search and rescue (SAR), EH101 crew training for the front line, and first- and second-level maintenance of the assigned helicopters. It operates the AgustaWestland AW101, designated in service as the EH101, in ASW/ASuW and AS2H (Amphibious Support and Surveillance Helicopter) versions, the latter equipped with the HEW system and
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generally designated MPH (Maritime Patrol Helicopter). The unit has 11 EH101s on charge, including operational machines and aircraft in routine maintenance. It takes its helicopters aboard the larger navy ships, including the aircraft carriers Cavour and Garibaldi, the new Horizon/ Duilio-class destroyers, Bergaminiclass European Multi-Mission Frigates and Landing Platform Dock (LPD) amphibious ships. Since its inauguration, GE 3 has kept an
alert aircraft and crew ready to take off in a maximum of two hours, ready to respond to civilian SAR or military intervention requirements. From their Catania home base the EH101s can reach anywhere in Sicily, including the smaller islands, and return without refuelling. At the time of AFM’s visit, GE 3 was commanded by Cdr Leonardo ‘Leo’ Rossi. Having flown the T-34C, T-44A, TH-57, AB212ASW and EH101, accumulating more than 2,600 flight hours and 700 deck landings, he said: “We’re particularly involved in the efforts to control migratory flows and aid immigrants, who often find themselves in serious trouble as they attempt to reach our shores. “The task has seen us carry out long deployments on Pantelleria and Lampedusa islands, and over the last few months we’ve sustained a constant presence in the
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e EH101
FEATURE GRUPPO HEADING ELICOTTERI HERE 3
Francesco Militello Mirto and Luca La Cavera visited Catania to fly with the Italian Navy’s Gruppo Elicotteri 3.
Above: Two EH101s climb to attitude over the Mediterranean prior to taking part in an early warning exercise. The sortie profile for such missions requires the helicopter to reach 10,000ft to maximise the detection range of its on-board radar and ESM sensors. Left: The helicopter is equipped with the latest digital electronic instrumentation system (EIS), which provides the aircrew with flight information, navigation and the status of on-board systems via six CRT displays. The insignia of Gruppo Elicotteri 3, and the patch worn by all Italian EH101 aircrew. All images authors unless stated.
Mediterranean with aircraft on Navy ships engaged in the humanitarian Operation Mare Nostrum [OMN].” Italy subsequently closed down the unilateral OMN in favour of leading Operation Triton, which continues as a Frontex (the EU’s border security agency) task. Cdr Rossi continued: “The humanitarian
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FEATURE GRUPPO ELICOTTERI HEADING HERE 3 effort in the Med has been almost constant since the middle of October 2013, with an average of two helicopters either embarked or deployed on Lampedusa. Crews rotate on a monthly basis to ensure training continuity and allow them respite from the difficult mission. During a little over 250 days from the beginning of the commitment we flew around 600 hours, mostly on patrol missions, but also on rescues, and casualty and staff movements.” Adding to these hours are those made to prepare aircraft for OMN/Triton, yet GE 3 has simultaneously continued to meet other operational commitments. These include in excess of 100 hours logged on the UN Interim Force in Lebanon (UNIFIL) mission aboard Doria, and supporting Cavour as it led the 30th Naval Group on a circumnavigation of Africa, with an AW01 embarked in Etna. The unit’s two-hour readiness to respond to emergencies has been held throughout, while training of new pilots and aircrewmen, and ongoing training for operational crews, has also continued. Indeed, since OMN began, GE 3 has qualified nine aircrewmen, completed the operational transition of a new pilot to Limited Combat Ready (LCR) status and is continuing the training of four pilots recently returned from initial training with the US Navy. Among its secondary tasks, GE 3 occasionally supports weapon and mission systems test programmes and the activities of the Centro Sperimentale Aeromarittimo (CSA; Aeromaritime Experimental Centre), in addition to utility missions moving materiel and personnel. Finally, GE 3 is a regular participant in Operation Active Endeavour. Flying out of Catania, the Squadron supports the NATO mission, which aims to prevent terrorist movements, the smuggling of weapons of mass destruction and ensure safety of navigation. Operation Active Endeavour began on October 21, 2001 under Article 5 of the North
Helicopter Early Warning THE EH101 HEW, or MPH variant is essentially similar to the EH101 ASW/ASuW. The primary difference is the former’s MM/HEW-784-HR radar, which has replaced the MM/APS-784. It was specifically designed for medium-range air surveillance over maritime and littoral environments, but has secondary capability for locating and monitoring surface vessels at medium and long ranges. The EH101 HEW/MPH also features Link 11, in common with the EH101 ASW/ ASuW and NH Industries SH-90. An ongoing study is considering modernisation of the HEW subsystem with a new radar incorporating advanced technology and requiring less maintenance. The work is examining the experiences of allied navies, including the Royal Navy, which is creating a successor to the Sea King Mk 7 SKASaC (Sea King Airborne Surveillance and Control) helicopter, by installing the
Crowsnest radar on to the AW101-based Merlin Mk 2 platform. Lt (junior grade) (Ltjg) Matteo ‘Wolf’ Lupo is an EH101 HEW/MPH pilot with 1,200 hours and 150 deck landings. He said: “The aircraft was created to address a threat highlighted by successful Argentine air attacks against Royal Navy ships during the Falklands conflict. Ship-based search radar has limited range, detecting lowflying aircraft only few minutes out. “In a typical mission the EH101 MPH flies at medium to high altitude in a race track pattern, communicating with naval units via radio and Link 11. Information relating to unknown aerial tracks is immediately shared, keeping the air picture updated. As well as detecting hostile aircraft and missiles, the EH101 MPH can monitor friendly aircraft beyond the radar horizon of surface units.”
Right: Ltjg Matteo ‘Wolf’ Lupo is an EH101 HEW/ MPH pilot with more 1,200 flight hours and 150 deck landings
The only system not fully integrated into the EH101’s mission suite is the Star SAFIRE II forward looking infrared turret. It is mounted under the nose of 2-02.
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Above: Ltjg Matteo Ricasoli was recently assigned to GE 3 at Catania and is currently converting to the EH101. Left: Lt Cdr Sebastiano Lo Re, Commanding Officer of GE 3 detachment aboard landing platform dock (LPD) ITS San Giusto, plans a maritime patrol mission with squadron pilot Ltjg ‘Lucy’ Franzetti. Left below: System operators aboard the EH101 describe the helicopter as like “being inside a small command and control centre, where everything is intercepted, identified and traced”. The helicopters are likely to receive numerous upgrades during their service. Below: Lt Andrea Ingrá an ASW/ASuW combat ready pilot with more than 2,400 flying hours performs a pre-flight walk-around.
Atlantic Treaty, as a result of the September 11, 2001 terrorist attacks. Its ultimate aim is to counter international terrorism. The Squadron also contributed to the EU’s Operation Atalanta from 2014 to mid-2015, to prevent and suppress acts of maritime piracy off the coast of Somalia, embarking a helicopter in Doria.
ASW/ASuW mission
The primary ASW mission involves the location and engagement of submarines and the co-ordination and control of other air and surface assets in the operational area. Anti-surface warfare involves the location and attack of surface targets, plus the automatic transmission of target data to other units. Secondary missions include casualty evacuation (casevac), vertical replenishment (vertrep) using the rescue winch or underslung cargo hook, SAR and utility transport. Power comes from three General Electric T700 turboshafts, with an auxiliary power unit supporting engine start and providing electrical power for systems start. Its five composite blades have the British Experimental Rotor Programme (BERP) profile, with a variable cross-section and anhedral at the tip. They can be folded automatically, either separately or together with the tail boom, decreasing the helicopter’s dimensions for embarked stowage. Fuel is carried in four fuel tanks under the cabin floor, for an endurance of approximately five hours. An electronic instrumentation system (EIS)
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provides the pilots with flight, navigation and systems information through six LCD co*ckpit displays. An aircraft management system (AMS) controls the primary data processes through two computers. Co-ordinating and managing the aircraft’s communication, navigation and mission systems, it also integrates signals from the helicopter’s sensors, carries out performance calculations and handles the interface with the EIS. Communications are in clear or encrypted form and include a Link 11 data link. There is an intercom system (ICS) for crew communications and three V/UHF systems (each with a crypto unit) and two HF transceivers.
The integrated mission suite includes the HELRAS Mod.2 sonar, MM/APS-784 radar, IFF transponder, electronic support measures (ESM), Enhanced Countermeasures Dispensing System 2 (ECDS 2) and Link 11. The ECDS comprises pairs of launchers to port and starboard, each containing a combination of 30 chaffs and flares. A Star SAFIRE II or HD FLIR (forward looking infrared) is also installed, but not integrated into the mission suite. Gruppo Elicotteri 3’s crews are the only Italian personnel qualified to operate the HELRAS Mod.2 sonar. Weapon options include four Mk 90 torpedoes for ASW or two MARTE Mk 2/S missiles for ASuW. Two MG 42/59 machine
Above: A deck crewman signals the pilots to head towards the port as they fly away from the helicopter deck. The Italian Navy has made great strides in fusing the tactical data acquired by both the EH101 and ship’s sensors into one combat-ready image.
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Gruppo Elicotteri 3’s SAR commitments means that it has to have at least one helicopter and crew on standby 24/7 for both civil and military taskings.
guns can be mounted on supports inside the cabin windows to left and right. Describing the EH101’s performance, Cdr Rossi said: “It’s surprisingly agile for a 15-tonne helicopter, responding quickly and precisely to commands under all conditions. The available torque is also remarkable, enabling a Vne [never exceed speed] of 150kts, as well as rapid rates of climb at speeds well in excess of the 75kts that maximise aerodynamic efficiency. But above all, it ensures high safety margins during out-of-ground-effect hovering, and for a naval helicopter this is perhaps the most important feature. “When the EH101 was introduced in the early 2000s it brought the Navy forwards 20 years from a technology point of view. Its systems enable increased stability without sacrificing agility. The technologies pioneered on the EH101 have really informed those found on other AgustaWestland helicopters developed over the past two decades.” According to 2nd Class Chief Vincenzo Guida, an experienced GE 3 aircrewman with 2,600 hours generated during many operations: “The EH101’s advanced technology and
wide range of sensors enables aircrewmen to gain a clear understanding of the operational situation – it’s like being inside a small command and control centre where everything is intercepted, identified and traced.”
Mission profile
Cdr Rossi explained: “On an ASuW/ASW mission the aircraft flies at medium and low altitudes, making optimum use of its radar, ESM sensors and FLIR in finding and identifying targets.” Lt Andrea Ingrà, a combat ready (CR) ASW/ ASuW pilot with approximately 2,400 hours behind him, continued: “A typical mission involves the entire crew in a decision-making process that considers the nature of the threat and rules of engagement as the primary information in determining the tactics to employ. Missions vary from delivering deterrence, where there are no restrictions on sensor emissions, to passive search, when the sensors remain ready to intercept target emissions. “Thanks to the EH101’s considerable endurance, a mission can run for five hours, during which the mission commander co-ordinates the crew resource.”
Above: Despite the warm operating conditions, which can reduce the performance of other helicopters, aircrews have found the three General Electric T700 turbine engines provide an abundance of power. Below: Humanitarian operations in the Mediterranean have been ongoing since October 2013, and has resulted in GE 3 deploying two helicopters to Lampedusa Island to be closer to the illegal immigration shipping routes. Crews are rotated on a monthly basis.
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“The ESM system enables a more complete picture of the surface situation to be established.”
in co-operation with other aircraft and/or ships. The size of the area depends on mission specifics. “On an anti-submarine mission the type and position of surface vessels must be determined before the underwater search can begin. The primary ASW sensors are the radar and sonar, used concurrently with the ESM. “Anti-surface unit operations follow a similar initial phase to ASW work, the radar operator once again proving a fundamental element in the success of the mission. The ESM system enables a more complete picture of the surface situation to be established.”
Pilot Training
Lt Guida said: “Aircrewman tasks on the EH101 are many and varied. As a CR aircrewman, I’m qualified to operate in all types of ASW/ASuW mission and to employ the aircraft’s full range of sensors and weapon systems.” The aircrewmen use the helicopter’s sensors to gather information on the tactical situation, passing it to the mission commander so that the recognised maritime picture (RMP) can be drawn and the mission executed appropriately. Aircrewman typically begin preparing for a flight well in advance of the scheduled take-off time and even several hours before if a complex mission involving multiple aircraft is briefed. First they plan for their specific role, gathering as much information as possible so as to limit the pre-sortie briefing to a quick update on their portion of the mission. Crews gather for the pre-flight briefing in a dedicated room known to naval units as a combat operations centre, discussing mission aims, safety criteria and tactics. Post-briefing, the aircrewman ensure that the helicopter has been fully prepared. As the engines are run up, mission systems and equipment are checked. After landing from the mission, a debriefing is carried out. The flight is analysed in detail and problems highlighted; written reports may be produced for higher-level commanders. Lt Guida said: “For a typical ASW/ASuW profile, the helicopter is assigned a patrol area, perhaps
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Italian naval pilots undergo initial flight training with the US Navy, learning basic airmanship on the T-6B Texan II. They go on to learn the complex tasks of mission and crew resource management (CRM) on the T-44C Pegasus. The emphasis on CRM continues during the helicopter conversion phase on the TH-57. The EH101 co*ckpit is more similar to the ‘glass’ co*ckpits of the T-6B and T-44C than it is to the TH-57’s analogue ‘office’. The EH101’s stabilisation and autopilot systems simplify the task of controlling the aircraft, but the transition from analogue to fully digital instruments, combined with the considerable complexity of the machine’s systems, makes learning to fly it a challenge. A young pilot assigned to GE 3 at Catania for transition on to the EH101, Ltjg Matteo Ricasoli explained: “The training pipeline for a new pilot can be very long, especially if he has just come out of flight school and is working towards CRB [Combat Ready and Bravo] qualification, which authorises a pilot to land on ships. Training begins with ground school, during which the helicopter’s systems and mission sensors are studied. Then we begin with basic visual flying, divided into simulator missions and live flying in the EH101. This enables qualification as a visual-restricted pilot for non-operational missions in daytime under VFR [visual flight rules]. “Instrument, night and formation flights make up the second phase of the transition. At the end of this period a pilot begins learning to use the aircraft’s sensors operationally. Success leads to the basic LCR [Limited Combat Ready] qualification, which allows limited participation in real operations. “The basic LCR pilot continues operational flying in parallel with continued training until the ASW/ASuW LCR and Bravo qualifications, for day and night landings on ships, are achieved. Becoming CR is now just a matter of afm experience, flying hours and maturity.”
Middle: Commander of GE 3 was Cdr Leonardo ‘Leo’ Rossi, a highly experienced pilot having previously flown the, T-34C, T-44A, TH-57 and AB 212AW. He was preparing to handover GE 3. Above: Following a scramble call a crew can be airborne within two hours and capable of reaching any location within the Sicilian region, including the smaller islands. The EH101 can reach these long distance destinations without the need to stop and refuel, so allowing for a greater time on station to assist in a search and rescue mission.
#339 JUNE 2016 69
EXERCISE REPORT Ladoga 2016
Fire & Ice Andrey Zinchuk reports on the annual Russian weapons training exercise held over the frozen waters of Lake Ladoga.
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T
HE TRADITIONAL Ladoga series of missile-firing exercises, held in northwest Russia, took place during the third week of March. The primary aim of this short, intense training event is to check aircrew competency using missiles and cannon against airborne targets
by day and night. The fighter and bomber regiments involved are assigned to the 6th Air & Air Defence Army in the Western Military District. The exercise takes place on a temporary range established over Lake Ladoga. The area provides for safe weapons employment in an otherwise densely-populated region close to St Petersburg, the second largest city in Russia. The lake’s ice cover is thin in March, which prohibits the movement of people (mainly fishermen) and vehicles on the surface, while it also remains impassable to vessels. Nevertheless, the range is relatively small, restricting aircraft to firing within-visual-range missiles and cannon against M-6 aerial targets. Dropped from 10,000m (32,800ft), these parachute targets descend slowly while emitting light and heat generated
3
by a burning flare; the parachute system also has radar reflectors, making it visible to ground and airborne radars. The accuracy of hits is evaluated through the camera guns of attacking aircraft. The targets barely move when hit and their small size makes them unlikely to come down with the first round, consequently several aircraft can generally attack each target before it is destroyed. The M-6s are dropped from high altitude and their light is so intense that they have been seen in St Petersburg. The airfields used during the 2016 exercise were Besovets in the Republic of Karelia and Khotilovo in the Tver Region, north of Moscow. The former is home to the 159th Istrebitelniy Aviatsionniy Polk (IAP; fighter regiment), equipped with the Su-27 and Su-27SM1. The unit was also responsible
1
‘It marked the first ‘combat’ employment of the Su-27SM1, which the 159th IAP had received only a week before.’
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for dropping the parachute targets. Besovets also hosted the MiG-29SMT fighters of the 14th Guards IAP from Kursk-Khalino. Khotilovo’s resident 790th IAP flew its MiG-31BMs and Su-27s during the exercise, and hosted Su-34s from the 47th Otdelniy Smeshannoy Aviatsionniy Polk (OSAP; independent composite aviation regiment), home based at Voronezh-Baltimor. The Su-34s were also tasked against ground targets. After firing missiles over the lake, six Su-34s landed at Besovets to be armed with ZB-500GD napalm tanks, which they dropped on the nearby Kingsep range.
Exercise Progress 5 1: This 159th IAP Su-27UB dropped M-6 parachute targets over Lake Ladoga. Here it is returning to Besovets with a few unused M-6s on board. 2: Technicians from the 14th Guards IAP prepare an R-73 missile for loading onto a MiG-29SMT. 3: Armed with two R-73 missiles, this 14th Guards IAP MiG-29SMT was taking off from Besovets on full military power. 4: Taking off from Besovets, a 47th OSAP Su-34 is armed with four ZB-500GD napalm tanks. 5: A pair of MiG-29SMTs depart for a missile-firing sortie. 6: This Su-27SM1 is a new addition to the 159th IAP, having come on strength just a week before the exercise. All Andrey Zinchuk
At the start of each exercise day Flankers took off to deploy the parachute targets. Each carried six P-6s, sufficient for about 20 missile launches. The fighters engaged in live firing were armed with two R-73s (AA-11 Archers) and ammunition for their built-in 30mm GSh-301 cannon. Almost all participants fired one missile, a second was carried, but was only a back-up. Ladoga 2016 involved about 50 aircrews flying the MiG-29SMT, MiG-31BM, Su-27, Su-27SM and Su-34. It marked the first ‘combat’ employment of the Su-27SM1, which the 159th IAP had received only a week before. A group of young pilots undertook their first night and air-to-air missile firings. In excess of 100 R-73s were expended, in addition to afm 1,500 30mm cannon rounds.
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#339 JUNE 2016 71
FORCE REPORT Argentina Army Aviation Command
More with Less Argentina’s hardpressed Army Aviation Command is struggling to modernise in the face of budget cuts, as Santiago Rivas reports.
Right: Two Bell 206Bs prepare to leave Campo de Mayo. Despite being second hand, the helicopters had amassed only a few flying hours each and were completely overhauled before entering service.
I
N COMMON with many countries, Argentine military aviation arose within the Army. It created the Military Aviation School on August 10, 1912 and, in a progression also familiar elsewhere, Army aviation grew until, on January 4, 1945, it became the Argentine Air Force. The Army was then left with two Fairchild 82D aircraft for photographic survey. Army airpower had ceased to exist, but on June 10, 1956 the Army Pilot Registry was created and more aircraft acquired. On November 19, 1959 the División Aviación (Aviation Division) was established and subsequently renamed the Comando de Aviación de Ejército (Army Aviation Command), under the Army Chief of Staff.
In 1961 the Army’s first helicopters arrived in the shape of four Hiller FH-1100s, but the major advance in capability came during the 1970s, beginning when the first two Bell UH-1H helicopters were delivered in December 1969. By 1982, 25 UH-1Hs had been received, while two Boeing-Vertol CH-47C Chinooks, nine Aerospatiale SA330L Pumas, six SA315B Lamas and nine Agusta A109A helicopters were also in service. The Army also had a fixed-wing component, including three Aeritalia G222s, three de Havilland Canada Twin Otters, nine Cessna T-207 and T-207As and many other types, making it the largest army aviation force in Latin America.
Combat experience
Army Aviation received its baptism of fire in Tucumán Province, in the northwest of the country, in 1975, when Operativo Independencia was launched against communist guerrilla forces. It was also active during the Malvinas/Falklands War in 1982, flying reconnaissance, support, medical evacuation, transport and air assault missions. At the end of the war, many serviceable helicopters were abandoned on the islands and captured. In total, both Chinooks, six Pumas, three A109s and nine UH-1Hs were lost.
Army Aviation Fleet Model Bell 206 Bell 212 UH-1H UH-1H Huey II A109A AS332 SA315B G222 DHC-6-200 Twin Otter DHC-6-300 Twin Otter SA-226T Merlin III SA-226AT Merlin IVA Citation I Citation Bravo 550 Sabreliner 75A C.212-200 B80 Queen Air Cessna 207 T-41D
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Qty 5 1 28 12 5 3 5 3 1 1 3 3 1 1 2 2 1 5 5
Role Training VIP Transport Transport Transport (two under conversion) Scout and light attack (out of service) Transport (only one airworthy) Search and rescue Medium transport (out of service) Transport Transport Liaison Medevac and transport (out of service) Photographic survey VIP transport VIP transport (out of service) Transport (one more to be delivered) Photographic survey Liaison Training
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Difficult times
In 1986 three AS332B Super Pumas were delivered for Antarctic operations; the Army was keen to buy more, but there were no further orders. The diminished helicopter fleet was strengthened in 1994 when six second-hand Bell UH-1H Hueys were taken on charge, followed by ten more in 1998, another ten between 2000 and 2001, a Huey II in 2006 and four more UH-1Hs in 2007. In 2010 the Navy supplied three more examples (plus two nonairworthy machines) and the Air Force trans-
Above: The sole Cessna Citation 550 was purchased in 2014 and belongs to the Instituto Geografico Nacional but is operated by the Army. The jet is crewed and maintained by personnel from Army Aviation Group 601 and is used for photographic survey work. Below left: The badges of Reconnaissance and Attack Aviation Sqn 602 and Assualt Helicopter Battalion 601.
ferred its final five. In addition, 23 Grumman OV-1D Mohawks were delivered from 1992 for surveillance. They proved invaluable and were also tested in the attack role. After an accident in 2006 and with spares in short supply, only one Mohawk was kept flying between 2008 and 2011, and the type was officially withdrawn in November 2015. Four Diamond DA42 twins replaced the Mohawk for aerial surveillance, but their mission equipment has yet to be purchased. Although faced with budget cuts, in the early 2000s Army Aviation began the process of modernising its UH-1H fleet to Huey II standard. The work is performed locally by the Batallón de Abastecimiento y Mantenimiento de Aeronaves 601 (Aircraft Maintenance and Supply Battalion 601) and the first upgraded example, AE-447, now reserialled AE-460, began flight tests on August 5, 2005. In 2006, Bell delivered the Huey II demonstrator, the helicopter
entering service as AE-464. In late 2013 the ex-demonstrator became the first Argentine Huey to receive a further avionics modernisation, under a plan to equip eight machines. Twelve UH-1Hs have been converted to basic Huey II standard and two more are in progress. One was lost in an accident, leaving 12 in service and two for imminent delivery. Some 28 UH-1Hs still await rework, most of them remaining in operational Army service. The most recent acquisition of new helicopters involved five Bell 206B-3 JetRangers purchased to replace the Hiller UH-12ET for training. Delivered in November 2011, the JetRangers enabled the Hiller’s retirement on November 29, 2013. In 2014 Army Aviation purchased two new Cessna 208B Grand Caravan EX turboprops and a second-hand Citation Bravo 550 for US$10,870,228. Acquired through the US Government’s Foreign Military Sales programme, the aircraft arrived in-country during 2015. The Citation has
Above: The co*ckpit of AE-464, it was the first Argentine Huey to undergo the avionics modernisation programme. The Army plans to update its entire fleet to this standard.
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#339 JUNE 2016 73
FORCE REPORT Argentina Army Aviation Command replaced a VIP Sabreliner 75, while the Grand Caravans fly medical evacuation and transport missions, and partially replaced the Cessna 207 Stationair 7 on liaison tasks. A second C.212-200, with new avionics, was also purchased during 2015. A third is expected soon and there are plans to acquire more in the near future.
Organisation
All Army Aviation units report to the Dirección de Aviación de Ejército (Directorate of Army Aviation). Its primary operator is the Agrupación Aviación de Ejército 601 (Army Aviation Group 601) at Campo de Mayo, which controls all the Army’s flying units except the Escuela de Aviación de Ejército (Army Aviation School), which falls under the Dirección de Educación (Directorate of Education). Among the Agrupación’s units, the Escuadrón de Aviación de Exploración y Ataque 602 (Reconnaissance and Attack Aviation Squadron 602), created in 1978 as the Compañía de Helicópteros de Ataque (Attack Helicopter Company) became a squadron on December 10, 1986. It flies scout, escort and light attack missions, and is equipped with the UH-1H and Agusta A109A, armed with SLAM Pampero 105mm rockets, Albatros 70mm rockets (both locally produced) and 12.7mm (0.5in) Browning M2 and MAG machine guns. The A109s are grounded and the plan is to replace them with part of a batch of 20 ex-Italian Carabinieri Agusta-Bell AB206 JetRangers. Each will be armed with a single GAU-17 Minigun. The Squadron is scheduled to become a battalion when the new helicopters enter service. Also falling under the Agrupación, Batallón de Helicópteros de Asalto 601 (Assault Helicopter Battalion 601) has three squadrons, the Escuadrón Apoyo y Asalto (Assault and Support Squadron) equipped with a single Bell 212 and three AS332 Super Pumas; the Escuadrón de Asalto, with the Bell UH-1H and Huey II, and Escuadrón Comando y Servicio (Servicing Commando Squadron) for ground support. Created as the Compañía de Helicópteros de Asalto in 1970, Agrupación, Batallón de Helicópteros de Asalto 601 performs air assault, transport and logistic support roles. The Escuadrón de Asalto usually operates with the Argentine Army’s Regimiento de Asalto Aéreo 601, which is based in Campo de
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Above: Soldiers from Regimiento de Asalto Aéreo 601 rappel from UH-1H AE490 during a training exercise.
Mayo, near the airfield. It also recently took delivery of rescue hoists with baskets and stretchers for aerial evacuation, along with Bambi Buckets for firefighting. The Super Pumas are returning to service after being grounded for some time, with one currently airworthy. It has a new paint scheme since Antarctica flying is no longer on the Super Puma’s agenda, and the emergency flotation system has also been taken off. The single Bell 212 is used for VIP flights. The Batallón de Aviación de Apoyo de Combate 601 (Combat
Aviation Support Battalion 601) has its origins in 1959, when it was created as a company and, after a while, became Escuadrón de Aviación de Apoyo General 603 (General Aviation Support Squadron 603). It gained its current designation when it absorbed Escuadrón de Aviación de Apoyo a la Inteligencia 601 (Aviation Support and Intelligence Squadron 601) and the last operational Mohawk, on January 1, 2013. It received the four DA42s in December 2015. The unit has three components.
The Sección Comando y Enlace (Liaison Commando Section) has two Twin Otters, a Citation Bravo 550 and an SA-226AT Merlin IV (Metro II) for light and VIP transport, and paratrooping. The Merlin also flies medevac. The Air Force is modernising one of the Twin Otters with a kit provided by Viking Air, replacing the engines and some instruments. The Sección de Propósitos Generales flies the Cessna 207 and Grand Caravan on general purpose duties, and the Sección Transporte Aéreo Logístico (Air Transport Logistics Section) operates the two C.212-200s for medium transport and paratrooping. The latter previously operated the three Aeritalia G222s that are now out of service. Army Aviation utility units are located across the country, providing support to the ground forces in their area. Those based in the Andes fly the Aerospatiale SA315B Lama, while others are equipped with UH-1H helicopters and Cessna 207s. Each of the three Army Divisions has a single SA-226T Merlin III. Established on November 23, 1989, the Escuela de Aviación de Ejército also trains pilots for the
Above: The first refurbished Super Puma. Two other examples will follow into service after they have been overhauled.
Army Aviation Order of Battle Unit Dirección de Educación Escuela de Aviación de Ejército Agrupación de Aviación de Ejército 601 (Campo de Mayo) Batallón de Helicópteros de Asalto 601 Batallón de Abastecimiento y Mantenimiento de Aeronaves 601 Batallón de Aviación de Apoyo de Combate 601 Escuadrón de Aviación de Exploración y Ataque 602 Escuadrón de Aviación de Apoyo General 604 Departamento de Vuelos del Instituto Geográfico Nacional (Not an Agrupación unit, but based at Campo de Mayo and uses Army crews) Army Aviation Sections Sección de Aviación de Ejército 121 (Santa Fe) Sección de Aviación de Ejército 141 (Córdoba) Sección de Aviación de Ejército 181 (Bahía Blanca, Buenos Aires) Sección de Aviación de Ejército 3 (Curuzú Cuatiá, Corrientes) Sección de Aviación de Ejército 5 (Salta) Sección de Aviación de Ejército 6 (Neuquén) Sección de Aviación de Ejército 8 (Mendoza) Sección de Aviación de Ejército 9 (Comodoro Rivadavia, Chubut) Sección de Aviación de Ejército 11 (Río Gallegos, Santa Cruz) Sección de Aviación de Ejército 12 (Posadas, Misiones)
Equipment or role T-41D, Bell 206B-3 UH-1H, Bell 212, Bell 205, AS332 Aircraft maintenance Twin Otter, SA-226AT Merlin IVA, Cessna 207, C.212, DA42, Citation Bravo 550 UH-1H, A109A Ground support, security, base maintenance Citation I, B80 Queen Air
Cessna 207, SA-226T Merlin III, UH-1H Cessna 207, SA-226T Merlin III Cessna 207, SA-226T Merlin III UH-1H, Cessna 207 SA315 UH-1H SA315 UH-1H UH-1H UH-1H
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PERU BRAZIL
BOLIVIA
CHILE
PARAGUAY Salta
Posadas
ARGENTINA Córdoba Mendoza Pacific Ocean
Curuzú Cuatiá Santa Fe
URUGUAY Campo de Mayo Buenos Aires
Bahia Blanca
Above: The UH-1Hs of the Reconnaissance and Attack Aviation Squadron 602 are armed with 70mm and 105mm rockets and MAG machine guns. Below: A CASA C212 was given to the Army by the Government of Santa Fe in exchange for an A109A. It’s the main transport aircraft currently in service with the force.
Neuquen Atlantic Ocean
Comodoro Rivadavia
Rio Gallegos
other services and the security forces, including all helicopter pilots. It employs two locally built Cicaré SVH-7 flight simulators (based on helicopter airframes), five Cessna T-41 fixed-wing aircraft and five Bell 206B-3s. There is also a Frasca simulator for the UH-1H and Huey II helicopters. Engineers train at the Escuela de Suboficiales Warrant Officer General Lemos School, also at Campo de Mayo. Its instructional airframes include an OV-1D Mohawk, a UH-1H, Cessna 180 and Bell 47G, plus parts of an FMA IA-35 Huanquero. The Escuadrón de Aviación de Apoyo 604 provides logistic support, air traffic control and security at the base and on deployment. Campo de Mayo’s Batallón de Abastecimiento y Mantenimiento de Aeronaves 601 oversees the maintenance of Army Aviation’s aircraft, as well as performing the Huey II conversions. Although it is not an Army Aviation component, the División Vuelos del Instituto Geográfico Nacional (National Geographic Institute Flight Division) has a Citation I and a Beech B80 Queen Air, both of them operated by the Batallón de Aviación de afm Apoyo de Combate 601.
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Falkland/Malvinas Islands
Future plans WHILE THE Huey II upgrade and Twin Otter modernisation are proceeding, negotiations for the 20 former Carabinieri AB206B-1 helicopters have been under way since 2009, budgetary restraints having precluded their conclusion. The deal is likely to cost €2.6m, including training and spares. The majority of the helicopters will replace the A109A with Escuadrón de Aviación de Exploración y Ataque 602. Others are expected to equip aviation sections around the coun-
try, increasing their capacity for light transport and reconnaissance. Army Aviation also requires a heavier helicopter, with only one Super Puma operational, but attempts to have two Mil Mi-171 Hips delivered in 2011 transferred from the Air Force were unsuccessful. Through the late 1990s and early 2000s, negotiations were also made for the acquisition of the AH-1 Cobra, but budget cuts put paid to the idea. The G222s were retired after a troublesome career during which
only one or two were airworthy simultaneously. No replacement has been considered, but the aircraft will pass to Leonardo as part payment for the AB206s. In the meantime, more C.212s may be purchased to regain capacity lost with the G222, while a Dornier Do 228 recently visited Argentina and is under consideration to replace the Metro and Merlin. It could also supplement the C.212 fleet, being faster and more comfortable.
Above: Three SA-226T Merlin IIIs are used for light transport and VIP duties. This one serves with Sección de Aviación de Ejército 141 based at Córdoba.
#339 JUNE 2016 75
EUROPEAN FIGHTER SURVEY - 2016
More Air Policing Please... Alan Warnes continues the European Fighter Survey, with help from some AFM correspondents. This month it is Germany through to Portugal.
I
N THIS part of the survey we pass over many countries that don’t have a fighter force – places such as Latvia and Lithuania rely on Baltic Air Policing. Ireland, relies on the UK for the protection of its air space, while Luxembourg has Belgium and The Netherlands. Macedonia has no protection of its air space, neither does Montenegro, although the latter wants an air policing agreement and has set out parameters/deadlines for this. Two other countries in the western Balkans, Bosnia-Herzegovina and Kosovo, do not have their own fighters for air policing, nor allied support. It is unclear how they would counter terrorist strikes from the air. Malta is believed to be protected by Italy. While France, Germany, Spain and the UK now operate two types of aircraft to cover all their fighter/bomber requirements, others including Belgium, Denmark, Netherlands, Norway and Portugal, look to the F-16 alone to fulfil all their requirements. Greece, in contrast, flies three – F-4, F-16 and Mirage 2000 as does Poland – MiG-29, F-16C/D Block 52 and Su-22s. The latter, flying cutting-edge F-16s and Warsaw Pact era jets, is arguably the most exciting fleet. Italy, however, is the most ambitious – operating AMX, Harrier, Tornado and Eurofighter. For several years in the 2000s it flew the F-16 too! The advent of the F-35 over the next few years will see many of the third generation fighters replaced and so most countries will be down to either one or two fighter forces. Spare a thought though for the Hellenic Air Force, which due to austerity measures has no new fighters on order or even under consideration and will have to accept upgrading current fighters to overcome obsolescence.
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PART TWO FIGHTER FLEETS Germany
122 x Eurofighters 65 x Tornado IDS 20 x Tornado ECR
Greece
116 x F-16C, 41 x F-16D, 12 x RF-4Es, 30 x F-4Ds 2 x Mirage 2000BG, 5 x Mirage 2000B-5, 16 x Mirage 2000EG, 20 x Mirage 2000-5
Hungary
10 x JAS 39C, 2 x JAS 39D
Italy
30? x AMX, 80 x T/F 2000A Typhoons, 3 x F-35A, 40? x Tornado IDS
Macedonia
Nil
Norway
55 x F-16AM/BM
The Netherlands
61 x F-16AM/BM
Poland
48 x F-16C/D B 52+ 32 x MiG-29, 18 x Su-22s
Portugal
30 x F-16C/D
Luftwaffe/TaktLwG 31 Eurofighters based at Norvenich are now taking on the air to ground role. Dr Stefan Petersen
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GERMANY
Keeping in the Shadows Tornado ECRs have been used by the GAF in anti-Daesh operations since December 2015. Dr Stefan Petersen
FOR A country with such political and economic strength in Europe, it is surprising how little Germany does in the military world. Despite flying an impressive inventory of fighters, by European standards the Luftwaffe is operating just six Tornados in the war against Daesh. The German Air Force (GAF) has taken delivery of around 122 Eurofighters, comprising 44 Tranche 1 and 68 Tranche 2, and ten of 31 Tranche 3as on order. Tranche 3 was originally for 68 aircraft but was split into two because of austerity measures. However, the second part, Tranche 3b for 37 was subsequently cancelled by the German MoD in October 2011. So the final Eurofighter inventory will be 140 (not including IPAs), split between three tactical air wings – Taktisches Luftwaffengeschwader (TaktLwG), comprising TaktLwG 31 ‘B’ at Nörvenich, TaktLwG 73 ‘S’ at Laage and TaktLwG 74 at Neuberg. Meanwhile Taktisches Luftwaffengruppe (TaktLwGrp) 71 is also being worked up under TaktLwG 31 to become an operational wing on July 1, when it will become TaktLwG 71. The remaining 21 Tranche 3as are expected by the end of the year, and each of the four wings will eventually operate around 33 aircraft. The GAF’s Eurofighters are mainly for air defence, manning Quick Reaction Alerts, armed with AIM-120C AMRAAM (eventually the Meteor BVR) and IRIS-T medium-range missile and. All the Tranche 3a jets are being flown operationally by TaktLwG 31, which fulfils an air-to-ground role as well as air defence, and
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they are already flying with a laser designator pod. The aircraft will use weapons flown on the Tornado, but the Luftwaffe has yet to sign a contract for the KEPD Taurus stand- off weapon – a must for any serious air-to-ground mission. All the Tranche 2 jets will be upgraded with the same software standard as the Tranche 3as, just as the RAF is doing with its phased enhancements (P1E/P2E/P3E). The Luftwaffe has around 85 Tornados, made up of 65 IDS versions and 20 ECRs. The IDS aircraft are split between TaktLwG 33 at Buchel and the Fliegerisches Ausbildungszentrum der Luftaffe (FlgAusbZLw), also known as German Air Force Flying Training Centre, at Holloman AFB, New Mexico (see Tornados over New Mexico, March p5865). The ECRs meanwhile serve TLG 51 at Schleswig-Jagel. The German MoD announced on March 31, 2015 that, when all
the Eurofighters are operational in 2018, there will be no need to continue the GAFFTC at Holloman AFB as Eurofighter training would take place in Germany. Flying training with the type is likely to continue at Laage or relocate to Wittmund. All the Tornados are being brought up to the ASSTA (Avionics System Software Tornado Ada) 3.1 standard, which is similar to the RAF’s Tornado GR4 upgrade completed ten years ago. It includes a new mission computer allowing integration of new systems such as the Litening II laser designator pod
and weapons such as the GBU24 LGBs and Laser Joint Direct Attack Munition (LJDAM). The Buchel Tornados fulfil an air-to-ground role and can also be armed with the Taurus SOW in addition to the above. TLG 51 at Schleswig specialises in electronic combat and reconnaissance (ECR) and uses the AGM-88B HARM (High-Speed Anti-Radiation Missile) as its main weapon to strike radar stations and similar installations. The ECR jets are being used to detect electronic emissions in anti-Daesh operations, flying out of Incirlik in Turkey, and the intelligence they gather is being made accessible to all the coalition partners. TaktLwG 33 is also involved. The deployment of six Tornado came in the wake of the Paris terrorist attacks last November, the German Government announcing a €134m ($145m) operation to help the US-led coalition in December. It involved the deployment of up to 1,200 soldiers to serve recce support operations. The mission constitutes Germany’s largest current overseas military presence.
Fighter ORBAT TakLwG 33
Buchel
TakLwG 51
Schlewsig-Jagel
Tornado IDS Tornado ECR
FlgAusbZLw
Holloman AFB, NM
Tornado IDS
TaktLwG 31 ‘B’
Nörvenich
Eurofighter
TaktLwGrp ‘R’
Wittmund
Eurofighter
TaktLwG 73 ‘S’
Laage
Eurofighter
TaktLwG 74
Neuburg
Eurofighter
The GAF Tornados are being upgraded to the new ASSTA 3.1 standard. This example, seen in November 2015 flies with the WTD 61 test flight at Manching. Dietmar Fenners
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EUROPEAN FIGHTER SURVEY - 2016 GREECE
The number of 110 Combat Wing/348 Moira RF-4Es at Larisa is now dwindling, but they still have a mission to fulfil using the wet-film style ASTAC pod. Alan Warnes
Cash-strapped HAF sees upgrades as the way ahead GREECE’S LONG-STANDING financial crisis has had major implications for the defence procurement plans of the Hellenic Air Force (HAF). The general policy now is to modernise and upgrade existing platforms to overcome obsolescence, rather than to buy new aircraft. The HAF operates two Moiras (squadrons) of Mirage 20005s with differing roles. No 331 ‘Thiseas’ Moira is tasked with air defence and has precision strike as a secondary mission, using the SCALP-EG stand-off weapon. While 332 ‘Geraki’ Moira is also responsible for air defence it has naval interdiction as a secondary mission, utilizing the deadly AM-39 Exocet missile. There are two slightly different variants of the Mirage2000-5s within the HAF; the 15 Mirage-2000-5 Mk2 jets are the newer aircraft, and the ten Mirage-2000EGM upgraded to Dash Five standard are now known as Mirage-2000-5 EGMs. When the air-to-air Mica EM/ IR missiles entered service with 331 Moira all the Magic IIs were released to sister unit, 332 Moira, for use on the older Mirage-2000EGM. It has regu-
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All the Mirage 2000s are based at Tanagra with the 114 Combat Wing. This example, one of the newer build Mk2 variants serving 331 Moira operates in the air defence role but has a secondary ground attack mission using the Scalp EG. Kirk Paloulian
Fighter ORBAT Moira/Name 330 ‘Keraunos’ (Lightning) 335 ‘Tiger’ 336 ‘Olympos’ 337 ‘Fantasma’ 340 ‘Alepou’ (Fox) 341 ‘Assoi’ (Aces) 343 ‘Asteri’ (Star) 347 ‘Perseus’ 331 Moira ‘Thiseas’ 332 Moira ‘Geraki’ (Falcon) 338 Moira ‘Aris’ 339 Moira ‘Aias’ (Ajax) 348 Moira ‘Matia’ (Eyes)
Type F-16C/D Block 30 F-16C/D Block 52M F-16C/D Block 52M F-16C/D Block 50 F-16C/D Block 52+ F-16C/D Block 52+ F-16C/D Block 52+ F-16C/D Block 50 Mirage 2000-5 Mirage 2000EGM/BGM F-4E AUP Phantom F-4E AUP Phantom RF-4E Phantom
Initial Start Jan 21, 1989 Feb 5, 2009 Jul 13, 2015 Sep29, 2006 Apr 2, 2003 Mar 30, 1998 Jul 19, 2003 Jul 25, 1997 Apr 18, 1988 Aug 11, 1989 Mar 1975 Apr 1974 Nov 2, 1978
Combat Wing/Base 111/Nea Anchialos 116/Araxos 116/Araxos 110/Larisa 115/Souda 111/Nea Anchialos 115/Souda 111/Nea Anchialos 114/Tanagra 114/Tanagra 117/Andravida 117/Andravida 110/Larisa
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larly been rumoured that the ASTAC (Analyseur de Signeux Tactiques) pod might be transferred to the older 332 Moira Mirage 2000EGM/BGM based at Tanagra. This could be achieved with a mini upgrade on the existing fleet of Mirage 2000EGM/ BGMs not upgraded to the Dash Five variant, that would see them unofficially known as the Mirage 2000EGM+. Further upgrade work could include a Garmin GPS and a new head down display fitted by a Greek defence company. There are 20 Mirage-2000EGM/ BGMs not upgraded to Dash Five, and if this additional work goes ahead, the jets will be referred to as Mirage-2000-5 EGMs. The HAF’s most modern fighter aircraft are the Advanced Block 52+ F-16C/Ds, known locally as F-16Ms. They were ordered as part of the Peace Xenia IV (PX IV) FMS deal on July 19, 2005, the year after the Athens Olympic Games. The PX IV programme comprises 20 F-16Cs and ten F-16Ds, all powered by the Pratt & Whitney F100-PW-229 engine. Initial training of HAF fighter pilots on the Block 52+ was conducted by the USAF, and 335 ‘Tiger’ Moira, based at 116 Combat Wing in Araxos, took delivery of them in 2009. Since September 2013, the Araxos Operational Conversion Unit (OCU) has only flown the F-16D as trainers. The twoseater version, a mix between a trainer and a mission aircraft, has helped to significantly ease the transition to the OCU and its demanding missions. With the A-7E/TA-7C Corsairs retired in late October 2014, 336 ‘Olympos’ Moira was reborn on July 13, 2015, when it received half of the 335 Moira F-16Ms. The 335 and 336 Moira aircraft are the very best F-16s in the HAF, as they have a fully integrated
Above: This F-16D of 335 Moira was seen fitted with a UTC DB-110 reconnaissance system on April 8, at its home base, Araxos. Note how the lenses are still visible. Timm Ziegenthaler
ASPIS (Advanced Self-Protection Integrated Suite) II system, as well as the AN/AAQ-13 LANTIRN pod and JHMCS (Joint Helmet Mounted Cueing System). The latter works in conjunction with the all-aspect IRIS-T and AIM-120C-5 AMRAAM air-to-air missiles, GBU31/50 JDAM and AGM-154C JSOW (Joint Stand Off Weapon). Knowing that the RF-4E would eventually be replaced, the HAF has ordered two Goodrich (now UTC) DB-110 reconnaissance pods. These are used on the Advanced F-16C Block 52+ just like the Polish Air Force examples and flown by 335 Moira. The initial standard Block 52+ F-16s of the PX III order was made up of 60 aircraft (40 F-16Cs and 20 F-16Ds) with the first joining the HAF in May 2003. They were used to re-equip 340 ‘Alepou’ and 343 ‘Asteri’ Moira of the 115 Combat Wing at Souda, Crete. No 340 Moira focuses on night ops utilising the LANTIRN pod, while 343 Moira specialises in the SEAD (Suppression of Enemy Air Defence) mission and day/night
air defence armed with an assortment of AGM-88B HARM and AIM120C-5 AMRAAMs. The 343 Moira also uses the JHMCS and IRIS-T. Eventually 337 ‘Fantasma’ Moira re-equipped with 19 F-16C/D Block 52+ coming from 340 and 343 Moiras. Today all the F-16C/D versions of Block 50, 52+ and 52Ms are being considered for upgrade to a common configuration, likely to be the F-16V. There is also a plan to modernise the old Block 30s at Hellenic Aerospace Industries, which will utilize the avionics taken from the Block 52+ instead of buying new avionics in a bid to be more cost effective. A more modest idea is to focus on an Airborne Electronically Scanned Array (AESA) radar upgrade for just the F-16 Block 52M and Block 52+ versions and subsequently enhance the Block 30 and 50 aircraft with surplus avionics. All the early Peace Xenia I jets in service with the HAF were pooled with one unit in late 2011. The remaining Block 30 F-16Cs with 346 ‘Jason’ Moira based at Larisa joined 330 Moira at Nea
Above: This 347 Moira F-16D Block 50 is resident at Nea Anchialos. Both of the F-16 units based with the 111 Combat Wing there use the LANTIRN system on their jets for 24/7 operations. Vangelis Antonakis
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Anchialos, home of 111 Combat Wing during late 2011. The HAF was keen to focus on fielding strengthened squadrons, so allocated all 32 aircraft to 330 Moira, which now operates 28 Block 30 F-16Cs and four F-16Ds. The HAF’s 40 F-16C/D Block 50s serve with 341 ‘Aces’ Moira and 347 ‘Perseus’ Moira. Each unit flies with 20 jets from Nea Anchialos. The aircraft are equipped with LANTIRN pods that provide a night attack capability with LGBs and AGM-65G Maverick missiles. On September 12, 2014, the F-4E celebrated 40 years of service with the HAF during a ceremony at 117 Combat Wing at Andravida air base. The AUP (Avionics Update Program) carried out by DASA/ EADS in the mid-1990s ensures the Phantom fleet will continue to safeguard Hellenic skies until 2020. Spare parts from the retired F-4E Phantom fleet keep the 35 F-4E AUPs airworthy. The Greek economy cannot afford brand new fighters to replace second generation fighters such as the A-7E/H Corsairs. As a result, the role of close air support (CAS) committed to the old A-7E Corsairs has been taken over by 338 Moira, leaving 339 Moira to carry out the air defence roles. In the near future, the HAF will maintain a single large squadron of F-4E AUPs, perhaps even beyond 2020. With the recent retirement of the Turkish Air Force RF-4Es, the Greek examples are the last in operational service within NATO. No 348 Moira will keep its dwindling RF-4E fleet as an ASTAC pod carrier platform, while the specialised reconnaissance mission will be complemented by the Advanced F-16D Block 52+ of 335 ‘Tiger’ Moira. While the pod-equipped Advanced F-16s will elevate the HAF into the digital recce era, the RF-4E will continue with the ASTAC and working with old-fashioned film cameras in this specialised mission. Although operational testing of the DB-110 pod by Advanced F-16s is under way, the inadequate numbers of these systems in service with 335 Moira at Araxos, means the RF-4E will soldier on for some more years to come. Today 348 Moira has around ten RF-4Es, eight of which are ex-Luftwaffe RF-4Es. Despite persistent rumours of impending retirement due to operating costs, the fleet will be maintained to its maximum endurance limits until 2018. Kyriakos Paloulian
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EUROPEAN FIGHTER SURVEY - 2016 HUNGARY
Busier than Ever Above: The leasing of 14 JAS 39 Gripens has catapulted the Hungarian Air Force into the modern era. Here two aircraft show off their fighting capabilities with an array of weapons. The nearest is armed with an AIM-9 Sidewinder and AIM-120 AMRAAM, while the second aircraft is carrying two AGM-65 Mavericks normally used for close air support and targeting armoured vehicles. Both photos, Dr István Toperczer
THE HUNGARIAN Air Force (Hun AF) took delivery of 14 leased JAS 39 Gripens – 12 JAS 39Cs and two dual-seat jets – between March 2007 and December 2008. They began their first quick reaction alert (QRA) duty, a milestone in the Gripen’s Hungarian career, at Kecskemét, the 59th ‘Szentgyörgyi Dezso˝ ’ Air Base, on December 22, 2008. The Gripens are the only fighters with this former Warsaw Pact country, which phased out its last Soviet fighters, MiG29s, in December 2010. Although the Gripen fleet’s primary role is to provide air policing for Hungarian airspace, it also started protecting Slovenia on October 1, 2014. The jets, along with their crews, also participate in large multinational task forces, when they practice using beyond-visualrange (BVR) weapons and tactics. Large exercises, like the NATO Tiger Meet, are the best times to train and practise BVR missions. The 591st ‘Puma’ Squadron has been a proud full member of the Tiger ‘family’ since 2014 and is preparing for the Tiger Meet at Zaragoza, Spain this month.
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Hungary’s Gripens also take part in the Lion Effort exercises founded by Gripen user countries. ˇ The latest was at Cáslav AB in the Czech Republic last year. In 2017 the Ohio Air National Guard F-16 unit will visit Kecskemét AB in Hungary to train with the Gripens. The Hun AF is justifiably proud of its four-month Baltic Air Policing deployment to Šiauliai, in
Lithuania, from September 1 to early January 2016 – during which Hungary, as a lead nation, operated alongside German Air Force Eurofighters, its pilots flying more than 430 hours under NATO command and scrambling 25 times. Besides the 25 live Alpha scrambles, there were another 101 training scrambles (known as ‘Tango’) during their stay. Hungary is
expected to deploy for another four-month BAP stint in 2019. While deployed to Lithuania, the Gripens were providing air defence cover for Hungary on behalf of Slovenia and the Baltic states simultaneously. Quite a feat for such a small fleet of fighters. The past couple of years have seen the Hungarian MoD setting new tasks for its fighters. With the jets capable of attacking ground targets, resources have been allocated for air-to-ground weapon procurement, and training with USAF A-10C instructors towards a close air support (CAS) capability took place last year – the Gripen pilots also receiving air-to-air refuelling and night-vision goggle training. Since January they have been on readiness for the Visegrád Four (Czech Rep, Hungary, Poland and Slovakia) EU Battlegroup. Dr István Toperczer
Fighter ORBAT Above: Hungarian Air Force Gripen pilots have recently been involved in night vision goggle (NVG) training.
59th ‘Szentgyörgi Deszõ’ Air Base
Kecskemet
1 Fighter Sqn
JAS 39C/D
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03/05/2016 12:55
EUROPEAN FIGHTER SURVEY - 2016 COUNTRY ITALY
Fighters Galore!
Above: The first Italian F-35A is seen landing at Cameri Air Base, home of the FACO factory. This aircraft left for the USA on February 2, 2016. All photos, Riccardo Niccoli
Fighter ORBAT AIR FORCE 4° Stormo
Grosseto
9° Gruppo
F-2000
20° Gruppo OCU TF/F-2000A 6° Stormo
Ghedi
102° Gruppo OCU
Tornado IDS
154° Gruppo
Tornado IDS
156° Gruppo
Tornado IDS
36° Stormo
Gioia del Colle
10° Gruppo
F-2000A
12° Gruppo
F-2000A
37° Stormo
Trapani
18° Gruppo
F-2000A
50° Stormo
Piacenza (1)
155° Gruppo
Tornado ECR/IDS
51° Stormo
Istrana
101° Gruppo OCU
AMX-T/AMX
103° Gruppo
AMX
132° Gruppo
AMX
ITALY’S FIGHTER force is formed around five different aircraft – F-35, Eurofighter F-2000, Tornado and AMX with the Air Force; and the AV-8B Plus in the Navy. The Lockheed Martin F-35, in which Italy is a second-level partner, is set to swell the fighter ranks. Originally it had a requirement for 131, but following a spending review in 2012 the government cut the total purchase to 90 aircraft, comprising
60 F-35As and 30 F-35Bs, to be split equally between the Italian Air Force and the Italian Navy. The Italian aircraft are all to be built in the Final Assembly and Check Out (FACO) facility at Cameri Air Base, the first assembly line outside the USA, operational since 2013. The F-35 will replace all the air force’s Tornado and AMX jets and the navy’s AV-8B Plus. The first F-35A for Italy, AL-1/ MM.7332, coded ‘32-01’ (part of
low-rate initial production [LRIP]6), was rolled out on March 13 last year and flew for the first time on September 9. It’s painted in the markings of the first unit to be re-equipped, 13° Gruppo of 32° Stormo, at Amendola Air Base, a former AMX unit. After being accepted by the US Government and handed over to the Italian Air Force on December 3, the jet flew to NAS Patuxent River, Maryland, on February 5 for
NAVY GRUPAER
Grottaglie AV-8B+, TAV-8B
Notes: (1) 50° Stormo to be disbanded in 2016
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A formation of Eurofighter F-2000As from 4° Stormo over the Tyrrhenian Sea. Italian Air Force Typhoons undertook their first multi-role taskings in 2015. Earlier this year, eight aircraft attended Exercise Red Flag at Nellis AFB, Nevada
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a series of electromagnetic tests. It will then join the 56th Fighter Wing at Luke AFB, where it will become part of the Italian contingent at the international training unit. The first five Italian F-35As will be assigned to Luke AFB. The sixth will be the first delivered to Amendola later this year or early in 2017. So far, Italy has ordered ten F-35As and two F-35Bs in the lowrate initial production (LRIP) lots 6 to 10. In addition, long-lead items have been signed for four F-35As and two F-35Bs in LRIP-11 and 12. A further deal was signed off in March for two F-35As and the first two F-35Bs from LRIP-9 and -10. By 2020, Italy is expected to order another 30 aircraft, when the total acquisition will be confirmed. Italy’s main fighter is the Eurofighter Typhoon, locally designated the F-2000. The Italian Air Force ordered 96, around 80 having been delivered to date, including the first Tranche 3A examples. They equip five Squadrons in three Wings and provide a round-theclock quick reaction alert (QRA) at three bases (see below). Their primary mission is air defence and air superiority, but in March – with the introduction of the P1E upgrade programme and Litening III targeting pods – the units started working towards a swing role capability. Eight F-2000s took part in Exercise Red Flag 2016-2 during February and March, probably to complete operational evaluation of the swing role capability. Tornado IDSs and ECRs, which have served the Italian Air Force in the air-to-ground role since 1982, have recently been boosted by the latest Mid-Life Upgrade standard, designated RET 8. With the upgrade of RET 7 aircraft to RET 8 configuration, 40 aircraft of both variants will be kept in service and are expected to remain flying until around 2025, the ECR being the last to fly. The latest modifications enable the Tornado to operate with RecceLite and Litening III pods and deliver precision-guided munitions such as GBU-24 laserguided bombs, GBU-32 JDAMs and Storm Shadow cruise missiles. Soon it will also be armed with the new AGM-88E Advanced Anti-Radiation Guided Missile (AARGM) and the GBU-39 Small Diameter Bomb (SDB). At present three Tornado Squadrons fly from Ghedi Air Base. A fourth, under 50° Stormo, is
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Above: Several GRUPAER AV-8B Plus jets are seen on the deck of the Italian Navy’s Garibaldi carrier. The Harrier will eventually be replaced by the F-35B. Below: The AMX is still operational with one wing, 51° Stormo, at Istrana Air Base. It is scheduled for retirement by 2020, depending on the introduction into service of the F-35A.
destined to move in this summer when 50° Stormo is deactivated. A detachment of 6° Stormo Tornados currently operates from Kuwait providing recce support to the allied forces opposing Daesh in Iraq. Another tactical line of the air force is formed by the AMX fighter-bomber, which has been in service since 1988. Today,
about 40 remain, assigned to a single wing, 51° Stormo at Istrana – which controls two frontline squadrons and an operational conversion unit (OCU). Fifty-two AMXs were upgraded between 2007 and 2010 to the ‘ACOL’ standard (Aggiornamento Capacità Operative e Logistiche; upgrade of operational and logistical capability) – which improved
Above: A Tornado ECR from 50° Stormo taxies at Trapani air base during Exercise Trident Juncture 2015. This, the last Tornado version to fly in the ItAF, will continue in service until 2025.
the jets’ sustainability and facilitated integration of new equipment such as RecceLite and Litening III pods, Lizard and GBU48 LGBs and GBU-32 JDAMs. The fleet was to have been the first to be replaced by the F-35, with its retirement completed this year. But delays to the JSF programme forced the schedule to be revised and the AMXs are likely to remain in service until between 2018 and 2020. The type successfully deployed to Afghanistan during 2009-2014 and a det is currently flying from Trapani in the recce role, monitoring Daesh activities in Libya. The Italian Navy has taken delivery of 16 AV-8B Plus jets since 1994 and two TAV-8Bs since 1991. Two have been lost in accidents and the rest are undergoing upgrade and modernisation work linked to the US Marines’ Harrier II fleet. The first Italian jet completed the process on December 14, 2012 at the Fleet Readiness Center East, MCAS Cherry Point, North Carolina. The Italian Harriers are operated by the Gruppo Aereo (GRUPAER) at Grottaglie naval air station, and usually deploy on the Italian Navy’s carrier Cavour. They can be fitted with AN/AAQ28 targeting pods, AIM-120B and AIM-9L air-to-air missiles, AGM-65F Maverick air-to-ground missiles, GBU-12 and GBU-16 LGBs, GBU32 JDAM and GBU-54 LJDAM precision-guided munitions. The Harriers will eventually be replaced by F-35Bs, 15 of which are destined for the Italian Navy. The final retirement of the AV-8B Plus is expected no later than 2024. Riccardo Niccoli
#339 JUNE 2016 83
EUROPEAN FIGHTER SURVEY - 2016 COUNTRY MACEDONIA
Abandoned Su-25s WHEN THE UN embargo on Macedonia was lifted in 1996, its government held talks over the acquisition of fighters for the Macedonian Air Force (MAF). However, nothing materialised until April 2001. Under growing pressure from an internal security crisis, the procurement for $8m of four freshly overhauled former Belarusian Su-25 Frogfoots was agreed with Ukraine. Three single-seat Su-25s and a single two-seat Su-25UB landed at Petrovec AB on June 20, 2001, and the aircraft were actively used for fighting Albanian insurgents. When the conflict ended in August 2001, the need for the Su-25s became economically questionable in Macedonia. Fixedwing lobby groups tried to justify them through incentives for mod-
Above: No longer in the MAF inventory, the Su-25s are stored at Petrovec AB. Igor Bozinovski
ernisation and achieving certain air policing capabilities; but their ideas fell victim to political and military decision-makers who opted to invest instead in modernising of Mi-8/17 and Mi-24 helicopters. So the Frogfoots were grounded on March 1, 2004, although their engines were started and ground system-checked once a week for 15 months before the aircraft were
abandoned and deleted from the MAF inventory in October 2005. The last spark of hope for the Su-25s came in late 2011 when their restoration was considered by the government. The idea was, however, abandoned as experts deemed it uneconomical to invest in neglected airframes, grounded and kept in open storage for many years.
Alternatively, equipping the MAF with advanced jet trainer/light attack aircraft such as the Yak-130 and M-346 was proposed as a solution to provide the nation with decent air policing capabilities. But such investments are unlikely to happen before 2025, as the current priority is general overhaul and upgrade of Mi-8/17 and Mi-24 helicopters. Igor Bozinovski
NORWAY
First F-35As now flying in USA LIKE SO many of the European countries, Norway has whittled its fighter force down to just one type – the F-16, which has been progressively upgraded regularly over the years to ward off obsolescence. The Royal Norwegian Air Force (RNoAF) operates 45 F-16AM (MLUs) and ten F-16BM (MLUs) at two main air bases: Bodo where 331 and 332 Skvadron are based and Orland the home of 338 Skvadron. They man Quick Reaction Alerts (QRAs) at the two main bases, and are the first line of NATO’s air defence, regularly warning the RAF of Russian jets heading towards the UK. They are armed with AIM-120C AMRAAMs and AIM-9 Sidewinders. RNoAF F-16s have also deployed three times on Baltic Air Policing duties, the most recent in mid2015. As was mentioned in last month’s intro Brothers In Arms p64-65, May 2016, Royal Norwegian F-16s have been regular participants in recent conflicts. They took part in 1999’s Operation Allied Force against Yugoslavia, where they were based at Grazzanise. They flew from Manas, Krygyzstan for
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Above: The first two RNoAF F-35As were delivered to Luke AFB on November 10, 2015. USAF
Operation Enduring Freedom in 2002-2003 as well as Operation Unified Protector over Libya in 2011, from Souda Bay, Crete. So far Norway has not sent its F-16s to join the anti-Daesh coalition. The F-16 will eventually be replaced by the F-35A that was initially selected in 2008. The Norwegian defence ministry officially announced on June 15, 2012 that authorisation to fund procurement of the first two F-35As had been granted with the contract being finalised on September 27, 2013.
As part of the deal the US will provide some support with integrating the Kongsberg Joint Strike Missile. Norway is a Level III F-35 partner and it is believed to have a requirement of up to 52 F-35As. A contract for the acquisition of the second pair of Norwegian-funded F-35As was signed on November 21, 2014. The first two RNoAF F-35As, 5087 (AM-1, USAF/13-5087) and 5088 (AM-2, USAF/13-5088), were delivered to Luke AFB, Arizona, on November 10, 2015 which also coincided with the 91st
anniversary of the founding of the RNoAF. Earlier the same day, an RNoAF pilot flew an F-35 for the first time. Norway became the second international partner to have delivered F-35s to Luke AFB, which will eventually have seven RNoAF F-35s stationed there.
Fighter ORBAT 331 Skvadron Bodo
F-16AM, F-16BM 332 Skvadron Bodo F-16AM, F-16BM 338 Skvadron Orland F-16AM, F-16BM
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THE NETHERLANDS
First F-35s in 2019, F-16s until 2024 THE KONINKLIJKE Luchtmacht (Royal Netherlands Air Force, RNLAF) currently operates 61 F-16s, including 52 F-16AMs and nine F-16BMs. Only three operational fighter squadrons are remaining in the RNLAF today: 322 Squadron at Leeuwarden Air Base – which took over the tactical training role from 323 Sqn – and 312 and 313 Squadrons at Volkel Air Base. The Kantoor Testvliegen (Flight Test Office) at Leeuwarden also operates a single F-16BM, while the Arizona ANG’s 148th Fighter Squadron at Tucson ANG Base has five F-16AMs and five ’BMs at its disposal for RNLAF pilot training. Since 1993, RNLAF F-16s have been almost continuously involved in international peacekeeping and combat missions overseas, including operations over the Balkans (1993-2001), Afghanistan (2002-2014), Libya (2011) and more recently Iraq. As part of the Air Task Force Middle East (ATF ME), eight F-16AMs, including two spares, deployed to the region in late September 2014 to take part in coalition air strikes against Daesh. The number was reduced to six (including two spares) in October 2015. On February 10 the mandate was extended to include Syria as well. The RNLAF will introduce 29 AN/ AAQ-33 Sniper SE advanced targeting pods for its F-16 fleet this year to replace 22 AN/AAQ-28(V)4 Litening AT Block IIs currently in service. For reconnaissance, the RNLAF has used six RecceLite pods with two mobile and two por-
Above: Today the RNLAF has only three operational F-16 squadrons left, including Volkel-based 312 Squadron (foreground) and 313 Squadron (background). Kees van der Mark
table ground stations since 2009. Belgium, the Netherlands and Luxembourg (Benelux) signed an agreement on March 4 to share surveillance by maintaining a single quick reaction alert (QRA) for their entire airspace, starting late this year. Belgian and Dutch F-16s will take turns on QRA duties. Dutch QRA-assigned aircraft are armed with AIM-120B AMRAAM and AIM-9L/M Sidewinder air-to-air missiles. The latter will be replaced by the AIM-9X in the near future. The Dutch Parliament finally approved the acquisition of 35 F-35A Lightning IIs on November 6, 2013 – in addition to two acquired in 2009 and 2011 for test purposes (F-001/AN-01 and F-002/AN-02). Of 85 F-35s projected earlier, only 37 will be purchased due to the limited project budget of €4.692 billion. The RNLAF will have eight
F-35As delivered each year between 2019 and 2022 and the final three in 2023. Both RNLAF F-35As acquired for participation in the Operational Test and Evaluation (OT&E) relocated to Edwards AFB, California, in January 2015 for the OT&E programme. The test aircraft are flown by 323 Test and Evaluation Squadron, which was re-established at Eglin AFB on November 4, 2014. The test pair will move to Luke AFB, Arizona, after termination of the OT&E programme in 2019. A further six Fort Worth-built RNLAF aircraft will be delivered to Luke in 2019 as well, and all eight RNLAF F-35As will stay at Luke until the conversion of RNLAF F-16 pilots to the F-35 is complete, expected in 2023. The number will then be reduced to five, including four for training and one (F-002) for test flights.
The 29 delivered to Netherlandsbased squadrons are likely to come from the Final Assembly and Check Out (FACO) centre at Cameri Air Base, Italy. The first two will arrive at Leeuwarden in late 2019 to join 322 Squadron. Deliveries will switch to Volkel-based 312 and 313 Squadrons in 2021. The initial operational capability (IOC) status of 322 Squadron is foreseen in late 2021 and the RNLAF should reach full operational capability (FOC) with the new jets in 2024. By 2018, all Netherlands-based F-16s will operate out of Volkel and their number gradually reduced to 55 in 2020, 45 in 2021, 34 in 2022 and finally 24 in 2023. Official plans call for the last F-16s to retire in 2024, but AFM learnt recently that a limited number might stay in service beyond 2024, mainly to take care of QRA duties. Kees van der Mark
Fighter ORBAT Leeuwarden AB 322 TACTES F-16AM/ air-air/airSqn BM ground/recce KTV
F-16BM
flight test
Volkel AB 312 Sqn
F-16AM/ air-air/airBM ground/recce
313 Sqn
F-16AM/ air-air/ BM air-ground/ recce
Edwards AFB, California 323 TES Sqn
F-35A
operational test and evaluation
Tucson ANGB, Arizona The RNLAF took delivery of two F-35A Lightning IIs in 2013, including F-002 (AN-02). Operated by 323 Test and Evaluation Squadron at Edwards AFB, California, they will be involved in the F-35 OT&E programme until 2019. Another 35 F-35As will be delivered to the RNLAF in 2019-2023 to replace the F-16s. Kees van der Mark
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162nd FW/148th FS (‘AZ’)
F-16AM/ training BM
#339 JUNE 2016 85
EUROPEAN FIGHTER SURVEY - 2016 POLAND
A Mix of East & West
POLAND’S FIGHTER force currently comprises three aircraft types: one is state of the art Western technology and the other two, of Russian origin, have been through an upgrade programme. The first type, the backbone of the Polish Air Force, is the F-16C/D Block 52+. A contract for 36 single-seat F-16C Block 52+ and 12 two-seat F-16D Block 52+ jets was signed on April 18, 2003 and the first F-16C, tactical number 4040, took its maiden flight on March 14, 2006. The first four F-16s landed in Poland on November 11 (the country’s National Independence Day) in 2006 and the last three aircraft on December 12, 2008. Named Jastrza˛b (Hawk) in Polish service, the F-16Cs are numbered 4040 to 4075 and the F-16Ds from 4076 to 4087. Although the F-16s are multirole, their main task in Poland is air defence, for which they are equipped with AIM-120C5 AMRAAM and short-range Raytheon AIM-9X Sidewinder airto-air missiles. The F-16s can also employ the 20mm M61A Vulcan. Poland also bought 360 AGM65G Maverick air-to-ground missiles, 340 500lb Mk82 and 230 2,000lb Mk84 bombs and 270 adaptation kits for satellite-guided GBU-32 and GBU-38 JDAM conversions. Polish F-16 weaponry also includes 280 AGM-154C Joint Stand Off Weapons (JSOWs). For more complex missions,
Above: There are 32 MiG-29s still in service split between Mi´nsk Mazowiecki and Malbork. All those at the former base had their avionics upgraded by end of 2014. It is possible the fleet could go through a much more thorough modernisation programme in the near future to prevent it from becoming obsolete. Marcin Przeworski
including precision attack and reconnaissance, the F-16s can carry Lockheed Martin SniperXR and Goodrich DB-110 pods. Poland signed a contract with Lockheed Martin on December 11, 2014 for 40 AGM-158A JASSMs (with additional practice examples) and integration onto the aircraft. The F-16C/Ds are currently serving two Polish Air Force bases: 31 Tactical Air Base at Krzesiny near Poznan ´ and 32 Tactical Air base at Łask near Łódz´ . Both are tasked with air defence and strike – however, the first is responsible for pilot training, while Łask is tasked with reconnaissance, using DB-110 reconnaissance pods. Four such-equipped F-16s
are likely to take part in NATO’s anti-Daesh operation in Syria and Iraq for reconnaissance missions. There will be no use of ordnance. Polish F-16 units take part in many different exercises, which have included Bold Avenger, Baltic Training Event, Sabre Strike, Brilliant Ardent, Elite, Tactical Leadership Programme (TLP), Desert Hawk, Frisian Flag, Red Flag, Blue Flag, NATO Tiger Meet and Steadfast Noon. Unlike some other countries that once used Russian-built MiG-29s, Poland decided to keep its Fulcrum fleet in service as long as possible, and during the past few years it has managed to obtain more of them, mak-
ing it the biggest Fulcrum user in Central Europe and NATO. There had been requirements for 120 fighters, but the political changes in Poland that finally led to the collapse of the Berlin Wall, and later the Soviet Union, prevented the country acquiring more. It left 1 Squadron of the 1 Fighter Regiment, based in Mi´nsk Mazowiecki near Warsaw, with only 12 aircraft to protect the capital city. In 1996 Poland took on ten MiG29s from the Czech Republic, exchanging them for 11 locally produced W-3A Sokół helicopters. That led to the re-equipment of 2 Squadron of the 1 Fighter Regiment, which until then
Poland flies 48 F-16C/D Block 52s, the most modern F-16s in Europe. They are split between Pozna´n and Lask and there is speculation the jets could soon join the fight against Daesh. Alan Warnes
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had been using MiG-21PFs and MiG-21Ms. The third and final batch of MiGs were 22 ICAO I and ICAO II compatible Fulcrums (18 one-seater and 4 two-seaters) from Germany, which decided to sell off its exEast German MiG 29s to Poland for a symbolic 1 euro in 2003. Because of the technical state of some of them, it was decided to introduce only 14 into service (including three only for a brief period) after extensive overhauls. This meant that, by the mid-2000s, Poland became the prime user of Fulcrums with a fleet of 44 (36 singleseaters and eight two-seaters). Today there are 32 in service (26 plus six), equipping 23 Baza Lotnictwa taktycznego (23 Tactical Fighter Base) at Mi´nsk Mazowiecki in central Poland and 22 Baza Lotnictwa Taktycznego (22 Tactical Fighter Base) at Malbork in the north of the country. When Poland joined NATO in 1999, its MiG-29s went through a small upgrade in accordance with NATO standards, but they were not put through any substantial modernisation because they were not expected to stay in service very long. It was thought they would soon be replaced by a new, multirole Western-type aircraft. But due to the relatively small number of F-16s purchased shortly afterwards, the Fulcrums will remain in service until at least 2028. Some new equipment has been added to the aircraft over the years, and the life cycles of the aircraft were also extended during overhaul. During the Air Fair 2009 exhi-
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Above: This Su-22M was the first to be upgraded by WZL-2 at Bydgosczcz. Modernisation started in February 2015 and the aircraft flew for the first time last August. Once the work had been completed the Sukhoi was painted in a new colour scheme, matching that of the MiG-29s and F-16s. All the Su-22s are based at Swidwin. Marcin Przeworski
bition at Bydgoszcz, a more serious first-stage upgrade was announced, and later accepted by Polish Ministry of National Defence. It included open architecture modernisation of avionics, navigation and communication equipment, mission and air data computer, MIL BUS 1553 B data bus and a multifunction display (MFD). The first upgraded MiG29 – no.89 – flew for the first time on March 15, 2013. Tests were successfully completed in June 2013 and the jet returned to Mi´nsk Mazowiecki on July 4, 2013. At the same time, more aircraft were being upgraded at WZL-2 (Wojskowe Zakłady Lotnicze 2, Military Aviation Plant 2) at Bydgoszcz. By the end of 2014 all 16 aircraft (13 plus three) from the 23 Baza Lotnictwa Taktycznego went through the stage-one upgrade. But aircraft serving Malbork (mostly acquired from Germany) were not upgraded and are still awaiting modernisation. It is possible that the Mi´nsk Mazowiecki aircraft will be further upgraded though, stage II and III which will include Link-16, a new HUD, a second MFD in the co*ckpit, introduction of HOTAS (hands on throttle and stick), modernisation of the radar (or installation of a new one), Western warning systems, helmet-mounted cueing system and Western weaponry. A decision is expected in the feature on the upgrade of the Malbork MiGs to the same standard. Polish Fulcrums, as dedicated airto-air fighters, take part in NATO’s Baltic Air Policing deployments to Lithuania. So far, Polish fighters
have taken part in six such missions (known as Orlik in Poland): in 2006, 2008, 2010, 2012, 2014 and 2015. During intensive service, Poland has never lost any MiG-29s. Between 1984 and 1988 the country bought 110 Su-22s (90 single-seat Su-22M4s and 20 Su-22UM3K trainers) from the Soviet Union. After entering NATO, most aircraft went through similar upgrades to the Fulcrums to fulfil NATO missions, but further upgrades were restricted since the MoD wanted to buy more F-16s, and all the main overhauls on Su-22 came to an end. This meant their numbers were steadily reduced. In April 2014, the defence ministry announced that the Su-22 – the only dedicated attack platform in the Polish Air Force – will serve on for at least ten more years. Due to attrition and withdrawals, at the end of 2014 there were only 32 (26 Su-22M4s and 6 Su-22UM3Ks) in active service with the 21 Baza Lotnictwa ´ Taktycznego in Swidwin, but only 18 (12 plus six) of them were going to stay for ten more years. Furthermore, they are going to be upgraded by WZL-2 at Bydgoszcz (these aircraft are: tactical numbers 3201, 3304, 3612, 3713, 3715, 3816, 3817, 3819, 3920, 8101, 8205, 8309, 305, 308, 310, 508, 509 and 707). The modernisation was divided into two phases: the first included upgrading six aircraft; and the second 12 aircraft. Work on the first Su-22 (Su-22M4 8205) started in February 2015. Five more were going to be upgraded before the end of 2015 followed by the rest
in 2016 and possibly 2017. The jets were equipped with new avionics for operating within NATO airspace as well as MFCD, GPS, communication, flying and monitoring aids. Su-22M4s no 8205 and 8309 were flown for the first time in August and September 2015 respectively, wearing a completely new, two-tone grey camouflage that will probably be applied to all the upgraded Sukhois. The modernisation programme will enable the aircraft to fly for another ten years or 800 flying hours (whichever comes first), so the type will probably see its 40th anniversary in 2024. Marcin Przeworski
Fighter ORBAT 1 Skrzydło Lotnictwa Taktycznego ´ (1. Air Tactical Wing) Swidwin 21. Baza Lotnictwa Taktycznego (21. Air Tactical Base) Swidwin 1 Sqn
Upgraded and nonupgraded Su-22
2 Sqn
Upgraded and nonupgraded Su-22
22 Baza Lotnictwa Taktycznego (22. Air Tactical Base) Malbork 41 Sqn
Non upgraded MiG-29s
23. Baza Lotnictwa Taktycznego (23. Air Tactical Base), Minsk Mazowiecki 1 Sqn
Upgraded MiG-29s
2. Skrzydło Lotnictwa Taktycznego (2. Air Tactical Wing), Pozna´n 31. Baza Lotnictwa Taktycznego (31. Air Tactical Base), Pozna´n 3 Sqn
F-16C/D
6 Sqn
F-16C/D
32. Baza Lotnictwa Taktycznego (32. Air Tactical Base), Łask 10 Sqn
F-16C/D
#339 JUNE 2016 87
EUROPEAN FIGHTER SURVEY - 2016 PORTUGAL
Reducing but modernising the F-16 fleet Above: Two F-16AMs depart Beja Air Base during Exercise Trident Juncture last year. NATO-Christian Timming
PORTUGAL FLIES a single fighter type, the F-16AM/BM, based at Monte Real Air Base (BA5), near the city of Leiria. The Portuguese Air Force (PoAF) originally acquired a total of 45 F-16A/B Block 15s under the Peace Atlantis I and II programmes. The first batch, delivered in 1994, comprised 20 new-build Block 15OCU (Operational Capability Upgrade) aircraft to equip Esquadra 201 (Falcões) at Monte Real. In 1999 the PoAF received 25 ex-US Air Force Block 15OCU (five for use as spares) to establish a second squadron, Esquadra 301 (Jaguares), at the same base. Improvements to 40 F-16s began in 2003 under the multinational European F-16 Mid-Life Update (MLU) programme. In the process they have been outfitted with increasingly capable equipment, including night-vision goggles (NVGs); the Joint Helmet Mounted Cueing System (JHMCS); laser- and GPS-guided precision weapons (GBU-12 Paveway II, GBU-31 JDAM, and GBU-49 enhanced Paveway II); a Litening targeting pod; and Night Vision Cueing and Display (NVCD). The latest Operational Flight
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Program (OFP) update (M6.5) facilitated the integration of new weapons and capabilities, including the AGM-158 Joint Air-toSurface Standoff Missile (JASSM); additional JDAM variants; the GBU-49 dual-mode precisionguided munition; the Small Diameter Bomb (SDB); AIM-120D AMRAAM and AIM-9X Sidewinder air-to-air missiles; updated Link16 data link protocol; upgraded AN/AAQ-14 interface software; an improved AN/ALR-56M radar warning receiver (RWR); and an updated GPS system. These enhancements have enabled the Portuguese F-16 fleet to participate in various exercises and operations over the years, such as Red Flag (March/April 2000); out-of-country air policing missions (2007 and 2014 in the Baltic, 2012 in Iceland and 2015 in Romania); several NATO evaluations; participation in the NATO Response Forces in 2012, 2014, and 2015; various multinational training courses such as the Tactical Leadership Programme (TLP) and Fighter Weapons Instructor Training (FWIT); exercises such as Trident Juncture 2015; and exchange
programmes with the US and Belgian Air Forces – which see an F-16 pilot assigned to Monte Real while a Portuguese pilot is integrated into a Belgian F-16 unit. The sale of 12 F-16 Block 15 MLUs to Romania has led to its pilots training in Portugal. The contract was signed on September 30, 2014 after several months of negotiations between Lisbon and Bucharest. The prolonged discussions were due in part to the need to obtain American approval of the deal, since the F-16s being sold had originally been obtained from the US. After the US Congress endorsed the deal, talks advanced and Portugal sold nine surplus F-16AMs and three F-16BMs to the Romanian Air Force (RoAF). The €186m F-16 deal also includes three surplus upgraded F-16s bought directly from the US Air Force, overhaul for 14 engines, pilot and technician training and PoAF engineering and technical support. The jets will be upgraded in Portugal by the PoAF, with assistance from OGMA (Indústria Aeronáutica de Portugal), prior to transfer to Romania and will be delivered in the OFP M5.2 operating configuration. The first Romanian pilots, from
71st Air Base in Campia Turzii, arrived at Monte Real in October 2014 and are continuing their training in Portugal under a twoyear instructor course. The first F-16 is scheduled for delivery to Romania in September, with all 12 – equipping a single squadron – to be handed over by 2017. The sale reduces Portugal’s F-16 fleet to 30 aircraft. In 2015 the Portuguese Minister of National Defence approved the upgrade of 12 AN/AAQ-28(V) Litening AT Block II airborne navigation and targeting pods to the G4 standard, the latest configuration of the Litening advanced targeting system. The PoAF also needs to modernise its ageing AIM-9L Sidewinder air-to-air missiles, but so far has been unable to fund the upgrade. Jose Matos
Fighter ORBAT Base Aérea No5 (BA-5)
Monte Real
Esquadra 201
F-16AM/BM
Esquadra 301
F-16AM/BM
Part Three - Next Month Romania - UK
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A Good Red Air Read I wanted to congratulate AFM on your positive and informative behind the scenes article about RAF’s aggressor squadron 100 Sqn. The writing was detailed and suitably technical about the role 100 Sqn plays in training and front-line support for the RAF. Your comments about the future of 100 Sqn were upbeat but realistic. It seems a very busy and energetic squadron. Obviously the use and purpose of contractual air support and training services is an ongoing issue for air forces strapped for cash and locked in to the perceived/current need to support high-tech and high-cost aircraft systems. Glenn Sands’ ‘Comment’ section in the magazine – Where is all the aggression coming from? in a sense acted as a companion piece to the article. However, it appeared to question the viability of the role of 100 Sqn, which is a legitimate point, but jarred with the premise of Alan Warnes' article. The issues around Red Air provision in the UK and NATO
seem to be a possible future theme for AFM that could be explored in further articles. One thought might be to run a companion piece on existing and potential adversary provision in the UK and Europe. 100 Sqn certainly collaborates with FRA/Cobham a great deal. A few years back I visited the Bournemouth site of Cobham. I was shown around by a pilot who unusually had not come though the military route into the business but trained at Bournemouth. Given your ‘take’ on 100 Sqn I'm sure they would be up for a visit from AFM. The highlight of the day was to get a view of the glass co*ckpit systems in the Falcons and, interestingly, the Hunters of Hawker Hunter Aviation were also there in the hangar. Certainly the Falcon 20s are managed and operated by using a squadron system and based around RAF Ops. In the crew room there was a sense of aircrew camaraderie just like in a military squadron.
Gone but Never Forgotten I’d like to offer AFM a well done for its coverage of the retirement of the Sea King HC 4s serving with 848 NAS in the April issue. It’s truly remarkable that the ‘old girl’ has served for so long on the front line in all theatres. As a former Royal Marine I recall many a
flight in the back of ‘the cab’ on the way to a drop off point during training exercises and elsewhere. Bunched together, surrounded by kit I won’t forget the noise, smell of camouflage cream, hydraulic fluid and aviation fuel. I’m now look-
It would be interesting to get the view of these two companies’ take of the future provision they might be involved in and see their operations or that of a similar company in Europe. In terms of the RAF, it would also be interesting to see some content on the transition of UK flying training as the Military Flying Training System moves forward with the G120TP, the T-6C as and when it happens. Again thanks for a very thoughtprovoking article on 100 Sqn. I
ing forward to features on how the ex-RAF Merlins will operate within the CHF. Paul Wiltshire AFM reply: Thanks for the comments Paul. Additional features on the CHF are in the works.
am looking forward to reading the three part feature on ‘European Fighter Fleets 2016 – Part One’. Andrew Whittle AFM Reply: You raise some interesting points Andrew, and as you can tell within AFM’s editorial team we have differing views on the RAF’s future Red Air predicament, which makes for some healthy debating in the office – great to have your input too.
Fighter Fleet – Finish Update A COUPLE of updates to your excellent European Fighter Fleets Part One regarding the Finish Air Force section. It states that we have 61 F-18A/B models, we [Finish Air Force] have the latest C/D models not the legacy A/B variants. These comprise, 55 single seaters and seven two-seaters totalling 62. The table on page 72 – Satakunta Air Command lost its Hornet Squadron in mid2014 so Fighter Squadron 21 was disbanded and all its Hornets were divided between 11 and 31 Squadrons. Only a minor couple of points in what was another great issue. Perttu Karivalo AFM Reply: Thank you for the updates Perttu, next time we have an article on Finish Air Force F-18 Hornets, I’ll make sure this additional information is included within the feature.
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#339 JUNE 2016 89
MARCH 11 - MAY 6 2016
ATTRITION REPORT
NVG Case Caused Fatal USAF C-130J
Above: US Air Force/39th Airlift Squadron C-130HJ-30 Super Hercules 08-3174, which was the aircraft involved in the fatal crash in Afghanistan on October 2, 2015. USAF
A
IR MOBILITY Command has released the results of the investigation into the fatal crash of a US Air Force C-130J-30 Super Hercules on October 2 last year in Afghanistan, which killed 14 people – see Attrition, November 2015, p92. The report was made public on April 15. It reveals that a hard-shell night vision goggle (NVG) case placed in front of the control yoke during an engine-running on-load/offload operation at Jalalabad Airfield, had accidentally been left there on take-off, leading to the crash. The report identifies the aircraft as C-130J-30 08-3174 from the 317th Airlift Group’s 39th Airlift Squadron at Dyess Air Force Base,
Texas, assigned to the 455th Air Expeditionary Wing’s 774th Expeditionary Airlift Squadron at Bagram Airfield, Afghanistan. Of the 14 killed 11 were on board the Hercules (pilot, co-pilot and two loadmasters from the 39th AS, together with two fly-away security team members assigned to the 66th Security Forces Squadron at Hanscom Air Force Base, Massachusetts, plus five civilian contractor passengers), and three Afghan Special Reaction Force (ASRF) personnel on the ground. The crew had just flown from Bagram Airfield to Jalalabad Airfield. While conducting engine running on-load/offload opera-
tions at Jalalabad, the pilot raised the elevators on the tailplane by pulling back on the yoke. This provided additional clearance in order to assist with off-loading tall cargo. After a period of time during which the pilot held the yoke by hand, he placed a hardshell NVG case in front of the yoke to continue to hold the elevators in a raised position. However, because the pilots were operating in darkened night-time flying conditions and wearing NVGs, neither pilot subsequently recognised and removed the NVG case after loading operations were complete or during take-off. Once airborne, the aircraft
increased in an excessive upward pitch during the take-off climb. The co-pilot misidentified this flight control problem as a trim malfunction, resulting in improper recovery techniques. The rapid increase in pitch angle resulted in a stall from which the pilots were unable to recover. The aircraft impacted the ground around 28 seconds after lift-off, to the right of the runway and within the confines of Jalalabad Airfield. The aircraft struck the ground, a perimeter wall and a guard tower, which resulted in all personnel on board the aircraft being killed, along with three members of the ASRF assigned to the tower.
Above: Wreckage of the Azerbaijan Air and Air Defence Force Aeronautics Defence Orbiter 2M UAV which was shot down over the Nagorno-Karabakh region on April 3. Left: Indian Army HAL Cheetah Z1883 following its forced landing at Maili on March 11.
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Accident Reports
Above: The burning wreckage of the Azerbaijan Air and Air Defence Force Aeronautics Defence Orbiter 2M UAV which was shot down by friendly fire over the Nagorno-Karabakh region on April 4. D: Mar 11 N: Indian Army T: HAL Cheetah S: Z1883
After departing from the Jalandhar cantonment for a flight to the Border Security Force Training Camp in Kharkan, this Cheetah developed a technical fault. It force-landed at Maili in the Hoshiarpur district at around 1145hrs local time. The two crew suffered only minor injuries. D: Mar 18 N: Indian Navy T: IAI Malat Heron I UAV
This unmanned air vehicle was lost at sea, 30nm (55km) off the coast of Kerala, South India. It was carrying out a routine mission at the time of the incident. After a technical failure, it was guided to a safe area and ditched. A search was launched immediately and parts of the aircraft, including the engine, were recovered. Around ten Herons are in Indian Navy service, operated by Indian Naval Air Squadrons 342, 343 and 344 from bases at, respectively, INS Garuda, Kochi; Porbandar, Gujarat; and INS Parundu, Uchipuli, Ramanathapuram, Tamil Nadu. They undertake surveillance missions off the coast and exclusive economic zone that extends beyond. D: Apr 2 N: US Navy T: F/A-18E Super Hornet
A Jeep Grand Cherokee that was being pursued by the police crashed through a gate and then drove onto Naval Air Station Lemoore, California,where it then collided with the Super Hornet’s tailplane, killing both occupants of the vehicle and also causing
substantial damage to the aircraft. The chase had begun at 1138hrs the previous night outside the base and ended at 0002hrs the next morning when the vehicle impacted the aircraft. D: Apr 2 N: Azerbaijan Air and Air Defence Force T: Bluebird Thunder B UAV S: 205
This UAV crashed during clashes between Armenian and Azerbaijani forces in the Nagorno-Karabakh region. It was claimed shot down, but photographs released by the Nagorno-Karabakh defence ministry show it to be almost completely intact and it is more likely to have just been recovered after an unscheduled landing. D: Apr 3 N: Azerbaijan Air and Air Defence Force T: Orbiter 2M UAV
Caught fire over the NagornoKarabakh region and burnt out after impact with the ground. D: Apr 4 N: Azerbaijan Air and Air Defence Force T: Orbiter 2M UAV
Shot down by friendly fire over the Nagorno-Karabakh region and written-off. D: Apr 7 N: Armenian Armed Forces T: X-55 unmanned air vehicle
The Azerbaijan Ministry of Defence said that they had brought down this UAV while it was carrying out intelligencegathering over Azerbaijan. However, photos released by the Azeri MOD show no apparent signs of any damage to the UAV.
Above: The Armenian Armed Forces X-55 unmanned air vehicle which the Azeris claimed to have shot down on April 7, although it shows no sign of any specific damage. Azeri MOD D: Apr 10 N: Russian DOSAAF T: Yakovlev Yak-52
This Yak-52 was destroyed when it impacted wooded terrain near the village of Kalachevo Kopeysk, 4 miles (6.5km) from Kalachevo Airport, Chelyabinsk, during a training flight. Both crew members were killed. Fragments of the wreckage were spread over a radius of 2,300ft (700m). It was operated by DOSAAF Russia’s Chelyabinsk Regional Aeroclub. The fatalities were instructor Victor Ilyushin, head of the Chelyabinsk DOSAAF branch and cadet Larissa Skoba. The cause of the crash was not immediately known. D: Apr 14 N: Syrian Air Force T: Unidentified Fighter
The pilot of this unidentified fighter aircraft ejected safely after it was reportedly shot down near Khalkhalah Air Base in the southern province of Swaida, Syria. Daesh claimed it had downed the aircraft. The pilot was said to have safely been able to reach a governmentcontrolled area in Swaida. D: Apr 19 N: Armenian Armed Forces T: X-55 unmanned air vehicle
Reported by the Azeri Ministry of Defence as having been substantially damaged during intelligence-gathering operations over Azerbaijan. Officials from the Azeri MOD stated that it had been shot down by its military forces and released a number of images showing it to be still largely complete, but with wing damage, the tail partly broken away and the nose are badly smashed.
D: Apr 19 N: Paraguayan Air Force/GAI T: ECH-51A (T-35A) Pillán S: 0105 (c/n 219)
This Pillán crashed during a training flight, killing both occupants, instructor Teniente Primero de Aviacion Santos Martinez and student pilot Subteniente Andrea Guzman. The aircraft came down in an open field in Kurusu Isabel, 9 miles (15km) from Concepción and was destroyed. The cause of the crash was not immediately clear. The type is operated by the Grupo Aéreo Instrucción/Escuadrón Fenix’s Escuadrillas Antares and Pantera, based at Concepción. D: Apr 20 N: Chilean Army Aviation Brigade T: SA330L Puma S: H-264
This helicopter crashed at around 0800hrs, killing one person on board and injuring five others, three of them seriously. It came down on the El Pelado hill near Portillo in a mountainous area of the Valparaiso region. The Puma was involved in transporting Telecommunications Command personnel to the area at the time in order to undertake antenna maintenance work when the accident occurred. The fatality was identified as Cabo Primero Rodrigo Alfaro Gómez. Initial, unconfirmed reports suggest that the helicopter’s tail rotor had hit a rock as it was taking off from a helipad, causing loss of control. The wreckage of the helicopter at the crash site hampered the flying in of rescue workers, as the location was on a steep hill and the helipad was the only flat area that was suitable for landing.
Abbreviations: D: Date N/U: Nationality/Units T: Type S: Serials
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#339 JUNE 2016 91
MARCH 11 - MAY 6 2016
ATTRITION REPORT Accident Reports
Above: A badly damaged Armenian Armed Forces X-55 unmanned air vehicle following recovery by Azeri forces after being shot down on April 19. Azeri MOD Above left: Wreckage from the Russian DOSAAF Yak-52 which crashed near Kalachevo Airport, Chelyabinsk, on April 10, killing both crew members. Below: Chilean Army Aviation Brigade SA330L Puma H-264 after its crash on April 20, which killed one of those on board.
Paraguayan Air Force/GAI ECH-51A (T-35A) Pillán 0105 (c/n 219) fter its crash near Concepción on April 19, which killed both crew. D: Apr 22 N: Libyan Air Force T: Mi-14PS Haze S: LC1417
While landing at Labraq Air Base, this air ambulance helicopter crashed and exploded, killing three of those on board. The cause is thought to have been a technical fault. The fatalities included crew Colonel Hamad Alfsi and Mohamed Ben Arous. The third fatality was Mohammed Abdul Razzaq Al-Nazhuri, the son of Army Commander-in-Chief Major General Abdul Razzaq Al-Nazhuri. He had already been critically injured in a car crash and was being transferred to Jordan to receive treatment. A nurse and three other people on the flight were injured.
D: Apr 22 N: Syrian Air Force T: MiG-23ML Flogger S: 2754
This Flogger crashed during the morning in East Ghouta, on the outskirts of Damascus. The cause was due to a technical failure. The recently repaired aircraft came down shortly after take-off from Dumayr Air Base. The crash site was between Bir al-Qasab and TelDakua, close to a Daesh-controleld area. The pilot, Azzam Eid, ejected safely but was captured by Daesh. D: Apr 23 N: Libyan Air Force T: Mi-17
This helicopter, said to be the only one remaining in service, was reported to have been destroyed
during a terrorist artillery attack on Benina Air Base, Benghazi. D: Apr 25 N: Belarus Air Force and Air Defence Corps T: Mi-24P Hind S: ’12 White’
While attempting to land at a site outside Mozyr Airport, in an area 4 miles (6km) northwest of the city in Gomel oblast, at approximately 1620hrs, the helicopter crashed onto its side in an apple orchard and was extensively damaged. Although the crew escaped, it was not reported whether they had sustained any serious injuries. The cause of the crash is unconfirmed, but an amateur video shows it to be spinning out-of-control before the crash, suggesting tail rotor failure
may be to blame. A formal investigation has begun. The helicopter was from the 50th Mixed Aviation Base at MinskMachulishchi, although prior to that it had served with the 181st Combat Helicopter Base at Pruzhany. It was preparing to land at a military installation of a radar unit of the 1052nd Independent Radio Engineering Battalion of the 8th Radio Brigade, Western Tactical Command. D: Apr 26 N: Myanmar Air Force T: Bell 206B JetRanger III S: 6125
After taking off early in the morning from Meiktila Air Base in central Myanmar for a training exercise, this helicopter crashed.
Above: The tail of Syrian Air Force MiG-23ML Flogger 2754 at the site of its crash on April 22 in East Ghouta, on the outskirts of Damascus. Left: The wreckage of Libyan Air Force Mi-14PS Haze LC1417 after its landing accident at Labraq Air Base on April 22, which killed three of those on board. Abbreviations: D: Date N/U: Nationality/Units T: Type S: Serials
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Above: Belarus Air Force and Air Defence Corps Mi-24P Hind ‘12 White’ after its crash near Mozyr Airport on April 26. Belarus MOD Right: Part of the tail section of Myanmar Air Force Bell 206B JetRanger III 6125 after being recovered following its crash into the Montaing Reservoir, south of Meiktila, on April 26. Myanmar MOD Below: Islamic Republic of Iran Air Force FT-7N 3-7718 performing a flypast during Iran’s Military Day Parade on April 17. Only ten days later, on April 27, the aircraft crashed after both crew had ejected safely. Keyvan Tavakkoli
Both pilots, Major Win Aung and Major Khun Ktaw Hliang, escaped with minor injuries. The JetRanger came down at 0826hrs in the Montaing Reservoir, south of Meiktila, at around 500ft (150m) from the shore following engine failure while flying at 300ft above ground level, but the two pilots were rescued by local fishermen. D: Apr 27 N: Islamic Republic of Iran Air Force T: FT-7N S: 3-7718
This FT-7N crashed in central Iran, after both crew members had ejected safely. The aircraft had taken off from the 8th Tactical Air Base at Esfahan/Shahid Bada’I (Shahid Beheshti International
Airport) and came down near Na’in in Isfahan province. It was reportedly en route to a firing range at Anarak when it had a technical problem. The aircraft then crashed into a mountain. D: Apr 28 N: Ecuador Air Force/TAME T: ERJ 190-100 IGW (ERJ-190AR) S: HC-COX
This ERJ190, operated by Ecuador’s military-run airline TAME Ecuador was badly damaged in a landing accident at Cuenca-Mariscal Lamar International Airport. The incident happened at 0751hrs as the aircraft, operating domestic flight number ‘EQ173’, arrived from Quito-Mariscal Sucre Airport. It landed on Runway 23 in light rain, but overran. The crew made an intentional
emergency ground loop to avoid striking the boundary fence and a road 100ft (31m) beyond the runway. The six crew and 87 passengers were evacuated via the aircraft’s emergency slides and two minor injuries were reported. D: Apr 30 N: Sudanese Air Force T: Antonov An-26
While landing at El Obeid Airport, North Kordofan state, this aircraft crashed killing all five crew members. An Army statement said that there were three Army officers and two soldiers on board and that the accident was caused by technical problems. D: May 5 N: Ecuadorean Air Force/Escuadrón de Reconocimiento
Rockwell Sabreliner 40A S: FAE-047
Above: Ecuadorean Air Force/Escuadrón de Reconocimiento Sabreliner 40A FAE-047 stuck in soft ground just off the runway after a tyre burst on landing at Manta Airport on May 5.
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This aircraft had a tyre burst on landing at Manta Airport, resulting in the aircraft veering off the side of the runway. No injuries were reported and although the undercarriage dug into soft ground there did not appear to be any major damage to the airframe. The aircraft is operated by Ala de Transporte 11’s Escuadrón de Reconocimiento at BA Mariscal Sucre, New Quito International Airport, flown in both the VIP transport and reconnaissance role.
D: May 6 N: US Marine Corps/VMA-542 T: AV-8B+(R) Harrier II S: 165594
This AV-8B crashed off Wrightsville Beach on the coast of Wilmington, North Carolina. The pilot ejected safely at around 1645hrs when the jet went down south of Figure Eight Island. He was rescued at approximately 1728hrs by an MH-60S from Helicopter Sea Combat Squadron 22 (HSC-22) ‘Sea Knights’ at Naval Air Station Norfolk, Virginia. He was taken to Naval Hospital Camp Lejeune, North Carolina, where he was listed as being in stable condition, according to Navy officials. Eyewitnesses said that three other AV-8Bs circled over the crash site until the rescue helicopter arrived on the scene. The aircraft had taken off with the other three Harriers from Wilmington International Airport, North Carolina, to carry out a training flight and had planned to return to the airport after the sortie The aircraft was from Marine Attack Squadron 542 (VMA-542) ‘Flying Tigers’, part of Marine Aircraft Group 14, 2nd Marine Air Wing, based at Marine Corps Air Station Cherry Point, North Carolina. Additional material from: Babak Taghvee, Juan Carlos Cicalesi, Alfonso Glade, Scramble/Dutch Aviation Society and Asagiri Yohko.
#339 JUNE 2016 93
DEBRIEF Book reviews Boeing B-52 Stratofortress Warrior Queen of the USAF Fonthill Media Jeannette Remak £29.99 Pages: 206 ISBN: 978-1-78155-467-8 AT THE end of World War Two it was necessary to produce a new intercontinental bomber to meet the challenges the United States would face in the second half of the 20th century. This bomber was the B-52 Stratofortress, which was conceived at the Boeing Aircraft Corporation in
Ka-50 and Ka-52 Werewolf, Black Shark, Erdogan, Alligator and the others – Photosniper 21 Kagero Publishing Jakub Fojtík £17.99 Pages: 95 ISBN: 978-83-64596-86-5 RUSSIAN ATTACK helicopters have always been a firm favourite of mine, especially during the latter stages of the Cold War, when it was assumed that massed formations of Mi-24 Hind-Ds would cross the West German border at tree-top height causing have to NATO’s armoured division.
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1946. After numerous delays, which saw countless adjustments made to the programme, the first B-52 entered service with the USAF in 1955 – the bombers represented the pinnacle of aviation and military technology. The success of the Stratofortress caused the bomber to be modified and adapted for countless roles. The huge aircraft forged a triumphant career during the Cold War, in which it had a decisive impact on American policy. B-52s remained on constant alert against the Soviet Union’s nuclear threat, when crews were placed on 24-hour standby for years at a time. The bombers provided critical backup to the American ground forces in the Vietnam War, Luckily this did not happen but Russia has continued to develop the attack helicopter, which has culminated in the development of the Ka-50 and Ka-52. Looking like nothing the West has produced, the co-axial designs have set new standards in attack helicopter development, being quicker, able to engage fast jets at low level and equipped with ejection seats enabling the crew to bale out if needed. The author has taken the clever step of breaking down the complicated development of the Ka-50 and Ka-52 in chronological order - into chapters and then into sub-sections. These contain a brief historical introduction of each type and a list of the various avionics upgrades that have occurred. These have led to a plethora of variants for the Army and Navy resulting in a protracted flight testing phase for both models. Each chapter is heavily illustrated with images from both official and private sources, many of which are in print for the first time. Limited combat operational testing of the Ka-50 was carried out over Chechnya in 1999, and the author has made great effort to acquire detailed information on the types of missions flown during the war. Also included is a definitive list from Kamov of what each variant is actually called, be it Black Shark, Alligator or something else. A stunning work and one highly recommended to any serious observer of modern Soviet military aviation. Glenn Sands
including during the most significant operations in USAF history – Operation Linebacker One and Linebacker Two. As the Cold War ended, the B-52’s combat sorties moved to the Middle East for Operations Desert Storm and Enduring Freedom – strikes continue to this day. The author has done a remarkable job of squeezing a wealth of information into 200 pages; a number of facts were new to me. Recommended. Glenn Sands
SR-71 Blackbird Osprey Publishing Paul F Crickmore £6.99 Pages: 160 ISBN: 978-1-4728-1315-2 LOCKHEED’S SR-71 Blackbird is one of the most famous jets ever built. Assembled in secret at Lockheed’s Skunkworks in California, the Blackbird’s vital statistics are still phenomenal decades later. The reconnaissance aircraft has retained the airspeed record for a manned jet, and operated at an altitude that other types could barely reach at the time. As declassified material continues to be released on the SR-71, the author explains the ‘real’ reasons for the US developing such an
aircraft, the technical hurdles that needed to be overcome and the operational history of this remarkable strategic reconnaissance platform. All of which was kept hidden from the public for years by Lockheed. Complementing the detailed text are specially commissioned profiles and three-view artwork. It’s good to see the M-21/D-21 drone carrying Mach 3 combination, my favourite of all the Blackbirds illustrated here. The author concludes with a complete glossary of where surviving Blackbirds are on display and details losses occurred during its operational career. This is a great little book (just 8in by 5in), and I can’t help thinking it should have been bigger in size to do justice to all this fascinating information. Glenn Sands
These titles are available from: The Aviation Bookshop, 31-33 Vale Road, Royal Tunbridge Wells, Kent, TN1 1BS, United Kingdom. Telephone: +44(0)1892 539284 Website: www.aviation-bookshop.com
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TFC Legends 2016 A4 Advert 4-16_TFC 2012 A4 Poster 12/04/2016 14:18 Page 1
BASE WATCH RAF Lossiemouth A USN Knight Left: Em ne Sikorsky volor aut MH-60S liscita vendaest, Hawk, 167872/33/‘BR’, from the autem reprecu mquatur iorat. Qui Helicopter Seausandi Combat Squadron 28 occus volorib quaspel itatquunt (HSC-28) Dragon Whales’, flies estis nem ‘The inullitiae laudion pre rae. low over RAF Lossiemouth after comAnt utassit emquides et eum eumquat pleting aconse Joint Warrior 16-1 exercise emquae core consecum ad sortie.volorerore It was onesitatus. of at least quam Am,two quoUSN tet helicopters that pere visited the base duroffi cip sandelia pratur solupta ing the exercise. Homeasit for ea HSC-28 ssenduntus porio debis quiais Norfolk, Virginia, All images mus sin corrum conUSA. con repe Below: Michael Leektempos nissi rest, qui doaut delent, Below: Ainvellessite French Navy Atlantique II ‘14’ luptate volecep eroreperi taxies at RAF imendam Lossiemouth prior to ut fugitature, ut aut volor the inumque start of another MPA Joint Warrior mil doluptiamus. Arum quunt sortie over the West Coast iusam, of Scotland ex explabo. Nem aliquiate on April 12.magnaturem This particular example soluptatur facerovidus is operated 21F andblab 23Fint Squadenim volore by nonsequo vollit, rons at Base Aéronautiqueipsam Navale ommosti uta voluptiuscia vollit, Lann-Bihoué, also known as Lorient ommosti uta voluptiuscia ipsam WdoSouth Brittany Airport. luptibus sollaccae se ventemqui ut es dem. Onsed que velitia voluptae ne quaepelit et eumet volorest laborpore volest licit maximenda sit pro eaqua
APR AUG12 202016 2015
APR 12 2016 AUG 20 2015
APR 12 2016 Right: Em ne volor aut liscita vendaest, autem reprecu mquatur iorat. Qui occus volorib usandi quaspel itatquunt estis nem inullitiae laudion pre rae. Ant utassit emquides et eum eumquat emquae conse core consecum ad quam volorerore sitatus. Am, quo tet officip sandelia pere pratur solupta ssenduntus porio debis asit ea quiamus sin corrum con con repe Below: aut delent, tempos nissi rest, qui doluptate invellessite volecep eroreperi ut fugitature, imendam ut aut volor mil inumque doluptiamus. Arum quunt ex explabo. Nem aliquiate iusam, soluptatur magnaturem facerovidus enim volore nonsequo blab intAvollit, ommosti elitiaF-16D, voluptae Above: Turkish Air Force ne quaepelit et 181 eumet volorest Filo, labor07-1025, from ‘Leopards’ pore licit maximenda sit basedvolest at Diyarbakır in southeastern
AUG 20 2015
APR 19 2016
Turkey, finals into RAF LossieAUG 20on 2015 mouth on April 12. This was the second sortie of the day by four of the five Turkish F-16s. Right: With a complement of divers on board, an armed USAFE HH-60G Pave Hawk helicopter, 8926208/‘LN’, lifts off before heading northwest towards the RAF Tain weapons range and on to the Spey Bay area for a Joint Warrior sortie, on April 19. All the Pave Hawks taking part in the first of this year’s biannual Joint Warrior exercise were from the 56th Rescue Squadron, 48th Operations Group based at RAF Lakenheath.
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RAF Mildenhall/RAF Brize Norton
Send us your Base Watch images, please include time, date and location. E-mail at [emailprotected]
Left: Recently decorated A400M Atlas ZM406 departs RAF Brize Norton for a training flight on March 16. The aircraft wears new tail art celebrating the 100th Anniversary of 70 Squadron. The artwork represents a demi-winged lion, originally approved as the squadron badge by King Edward VIII in October 1936. It was developed from an unofficial winged lion badge derived from the squadron’s long dependence on the Napier Lion engine during the 1920s that powered its biplanes. Paul Kyte
APR 16 2016
APR 17 2016
Above: This USAF C-32B 00-9001 of the 150th Special Operations Squadron, callsign ‘Pegan 73’, arrives at dusk in an effort to avoid unwanted attention. The C-32B stayed only a few hours before departing to an unknown destination. The USAF Special Operations Command operates a small number of C-32Bs out of Joint Base McGuire, New Jersey. Modifications made to the Boeing 757 include an IFR capability and a secure satellite communications suite. Ryan Dorling Right: On a rehearsal flight to London prior to US President Barack Obama’s arrival in the UK, USMC MV-22B 168339 from Marine Helicopter Squadron 1 (HMX-1) ‘Nighthawks’, departs RAF Mildenhall on April 19. It was one of three deployed to the airbase to support the presidential visit. The unit has 12 specially configured Ospreys on standby at three locations across the United States. Ryan Dorling
APR 19 2016
APR 19 2016
Two USMC VH-3D’s 159356 (illustrated) and 159352 also from HMX-1 took part in the formation flight on April 19 from RAF Mildenhall. When carrying the President, the helicopter is known as Marine One, and flies with as many as five identical helicopters in a formation; the others serve as decoys. Throughout the transit flight the helicopters shift formation to obscure the location of the President. This is referred to by USMC pilots as the shell game. Ryan Dorling
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#339 JUNE 2016 97
COMMENT June 2016
E-mail at [emailprotected]
Niall Paterson
Overstretched and Over There… Again
F
OUR RAF Typhoons from II(AC) Squadron left RAF Coningsby on April 27, for the short flight to Ämari Air Base in Estonia for another stint of NATO Baltic Air Policing (BAP), see News, p13. This is the third Eurofighter deployment in three years, this current tour is set to end in August. British air operations continue over Iraq and Syria, and Russia continues to probe UK airspace at levels not seen since the end of the Cold War – real threats – real enemies. To maintain this operational pace, two new fighter squadrons are to be formed using Tranche One Typhoons by 2019. These elderly early variants are little more than Brand Editor: Glenn Sands World Air Forces Correspondent: Alan Warnes Editorial contact: [emailprotected] Military News Editor: Dave Allport Chief Designer: Steve Donovan Assistant Chief Designer: Lee J. Howson Production Editor: Sue Blunt Deputy Production Editor: Carol Randall Advertising Manager: Ian Maxwell Production Manager: Janet Watkins Group Marketing Manager: Martin Steele Mail Order & Subscriptions: Liz Ward Commercial Director: Ann Saundry Executive Chairman: Richard Cox Managing Director & Publisher: Adrian Cox Copies of AirForces Monthly can be obtained each month by placing a standing order with your newsagent. In case of difficulty, contact our Circulation Manager. Readers in USA may place subscriptions by telephone toll-free 800-6764049 or by writing to AirForces Monthly, 3330 Pacific Ave, Ste 500, Virginia Beach, VA23451-9828. We are unable to guarantee the bonafides of any of our advertisers. Readers are strongly recommended to take their own precautions before parting with any information or item of value, including, but not limited to, money, manuscripts, photographs or personal information in response to any advertisem*nts within
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point and shoot models – a modern-day Lightning with greater endurance – but their availability will free up other more capable types for combat ops. It now looks as though the RAF is finally getting the equipment it needs to take it into the fifth-generation, digital battle space in the form of F-35s, P-8s and the latest Chinooks. But given how long the UK now has to keep its aircraft operational on the front line, I can’t help wondering if such software-laden types will last the distance and pace? They’ll be expected to fulfil the same duties but in far fewer numbers compared with decades earlier. this publication. Postmaster: Send address corrections to AirForces Monthly, Key Publishing Ltd, c/o Mail Right International Inc. 1637 Stelton Road B4, Piscataway NJ 08854. Printed in England by Warners (Midlands) plc, Bourne, Lincolnshire. AirForces Monthly (ISSN 0955 7091) is published monthly by Key Publishing Ltd and distributed in the USA by Mail Right Int., 1637 Stelton Road B4, Piscataway, NJ 08854. The entire contents of AirForces Monthly is a copyright of Key Publishing Ltd and cannot be reproduced in any form without permission. The Editor is happy to receive contributions to AirForces Monthly. Please note that all material sent to the Editor is forwarded at the contributor’s own risk. While every care is taken with material, the publishers cannot be held responsible for any loss or damage incurred. All material rates available on request. Submitted material (especially illustrations) should have the contributor’s name and address clearly marked and a stamped addressed envelope should be enclosed if it is required to be returned. All items submitted for publication are subject to our terms and conditions, which are regularly updated without prior notice and are freely available from Key Publishing Ltd or downloadable from www.keypublishing.com. All digital imagery should be at least 300dpi and 10 x 8 inches (25.4cm x 20.3cm) in size and submitted on a CD/DVD with thumbnail prints to the Editor at Key Publishing Ltd, PO Box 100, Stamford, Lincs., PE9 1XQ, UK.
What worries me is that Great Britain is relying too heavily on its American allies for many of its military aviation programmes – are we in danger of losing our ability to go it alone on operations if we have to?
Glenn Sands AFM Brand Editor Tel: +44 (0)1780 755131 Fax: +44 (0)1780 757261 Subscription: [emailprotected] Website: www.keypublishing.com Distributed by Seymour Distribution Ltd, 2 Poultry Avenue, London, EC1A 9PP. Tel: +44 (0)20 7429 4000 Fax: +44 (0)20 7429 4001
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