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Officially the World's NUMBER ONE Military Aviation Magazine | www.airforcesmonthly.

A COUNTRY IN TURMOIL

RAF TRISTAR RETIRES

STRIKING DEEPRoyal Navy's 815 Naval Air Squadron

Why the RQ-180 UAS is needed

STEALTHY & SUPER SECRET

So long, Timmy and Tommy

MAY 2014 £4.60

AMARG: NOT JUST ANY BONEYARD

FALLON'SGROWLER

FLYING ON A FRENCH E-3

SECRETHIPS

WarthogWill Congress save the A-10 from extinction?

Warthog

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62

25 Attrition

76 FeedbackMore from the Editor’s postbag.

78 Country Report: UkraineFollowing the Russian take-over of Crimea, AFM examines Ukraine’s air assets before and

after the crisis in March.

95 Exercise report: Crimson EagleThe British Army is back in Arizona – Peter R Foster finds out why.

96 Ops BoardAll the events and airshows of the coming months.

98 And Finally… Lightning Strikes at LukeJoe Copalman was at Luke AFB in Arizona as the first Lockheed Martin F-35A arrived.

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28 Striking DeepLewis Gaylard profiles the Royal Navy’s 815 Naval Air Squadron, which is deployed around the world on warships.

34 COVER STORY: Warthog Faces ExtinctionIn the first of a series of features on the Fairchild Republic A-10 Thunderbolt II, affectionately known as the ‘Warthog’ by those who fly it, Neil Dunridge talks to the pilots of the 47th Fighter Squadron.

38 COVER STORY: Moody BluesMartin Scharenborg and Ramon Wenink/Global Aviation Review

Press fly with A-10s over Afghanistan during Operation Enduring Freedom.

42 COVER STORY: Razorbacks at a CrossroadsRobert F Dorr profiles the 188th Fighter Wing and its A-10Cs, with stunning photography by Jim Haseltine.

48 Stealthy and Super-SecretBlair Watson examines why Northrop Grumman’s recently unveiled RQ-180 unmanned aerial system is needed.

50 Time’s Up for TimmyThe RAF has retired its last TriStar

transport and tanker aircraft. Gary Parsons reports from RAF Brize Norton on the final operational refuelling flight over the North Sea.

54 On Alert over ParisJean-Sebastien Seytre finds out how the French Air Force uses its four Boeing E-3F Sentry aircraft and flies on one during the Bastille Day flypast.

58 Growling at FallonGary Wetzel details the work of the US Air Force’s Airborne Electronic Attack Weapons School and how it is integrating Boeing’s EA-18G Growler jet.

62 Top-Secret Hips Dr Jakub Fojtík looks at Russian helicopters serving with US government agencies around the world.

66 Finger on the TriggerTomislav Mesari c flies with European instructors preparing helicopter training crews for the rigours of Afghanistan.

72 AMARG – The most Misunderstood Place in the US MilitaryHans Drost, Henk de Ridder and Dick Wels describe the activities of the 309th Aerospace Maintenance and Regeneration Group.

CONTENTS For daily news stories please visit www.airforcesdaily.com e-mail the news team at [email protected]

3

An Mi-8MTV-1 in the very � rst picture revealed by the US Department of Defense in 2002 to con� rm use of Russian helicopters by US agencies. This Mi-17, registered N353MA, was previously operated by the polar aviation agency in the USSR, and after the collapse of the Berlin Wall was transferred to Georgia where it was overhauled before delivery to US forces.

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#314 MAY 2014www.airforcesdaily.com

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4 MAY 2014 #314 www.airforcesmonthly.com

MARCH BROUGHT the disbandment of three

famous RAF units – nos 12(B), 216 and 617 Squadrons. All three have strong traditions and decades of service at the forefront of operations around the world, yet only one is certain to re-form one day. In 2018 617 Squadron, the famous ‘Dambusters’, will become the UK’s first Lockheed Martin F-35B Lightning II frontline unit when it will be resurrected at RAF Marham in Norfolk.

For 216 Squadron, the future is also certain – its standard will lay at rest and there are no plans to bring it back. Formerly one of the RAF’s leading transport units, its day of reckoning has

finally come with the continuing downsizing of the service. On its final day its commanding officer, Wg Cdr Pete Morgan, confirmed that the top brass had decreed that it is very unlikely to return. Its demise means that 202 Squadron – with its fleet of yellow Sea King helicopters – is now the very last survivor of the original Royal Naval Air Service units formed in the early years of the First World War, but in 2016 it too will disappear with the contractorisation of the military’s search and rescue service.

As for 12(B) Squadron, the future is unclear. One would expect such a low number to almost certainly be retained, but

the options are few – possibly a new Chinook unit or a future F-35 squadron. Maybe it’s time to renumber all units – 617 Squadron excepted – down to fill the gaps between 1 and 25.

…And it’s goodbye from me. After 39 issues I am leaving the magazine, but each one has been a pleasure. I hope you enjoyed them too.

It’s goodbye from them...

Top: Squadron personnel march past the Tornados of 12(B) and 617 Squadrons at a gloomy RAF Lossiemouth on March 28 as both units disbanded. Bob Franklin

Cover: A-10 by Neil Dunridge; Lynx by Rick Ingham and Ukraine courtesy Reuters

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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

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EDITORIAL

GARY PARSONS, EDITORGARY PARSONS, EDITOR

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5www.airforcesdaily.com #314 MAY 2014

For daily news stories please visit www.airforcesdaily.com e-mail the news team at [email protected] HEADLINES

RUSSIAN MILITARY forces stormed Bel’bek Air Base in Crimea in early March. The takeover followed expiration of a deadline set by Russia to handover the base by 12:30hrs GMT on March 4. Explosions and shots were heard but there was little resistance and reports indicated just one Ukrainian soldier was shot and injured.

Bel’bek houses the MiG-29

Fulcrums of the 204th Aviatsiyna Brigada Vynyshchuval’na (Tactical Aviation Brigade). Although this forms a significant element of the Ukrainian Air Force’s frontline fighter fleet, it is reported that many of the MiGs are unairworthy.

Russia has effectively annexed the autonomous Crimea region from the Ukraine following a referendum in Crimea on March 16, during which 96.7% of the

voters in the region said they wanted to become part of Russia. The majority of the population are pro-Russian and the Kremlin announced on March 18 that Crimea and the city of Sevastopol were officially part of the Russian Federation after a signing ceremony involving Russian President Vladimir Putin, the Prime Minister of Crimea Sergey Aksyonov and the Mayor

of Sevastopol Aleksei Chaliy.On March 21 Putin signed

legislation that incorporated Crimea into Russia, despite objections from the US and other Western countries stating that the Crimean referendum had been illegal because it needed to be sanctioned by the Ukrainian Government. For more on Ukraine, see our major country report between pages 78 and 94.

US Air Force to Lose Nearly 500 AircraftUS AIR Force officials released details on March 10 of proposed force structure changes that will result from the fiscal year 2015 President’s Budget, due to come into effect on October 1. The US Air Force plans to remove almost 500 aircraft across

the inventories of all three components (regular Air Force, Air National Guard and Air Force Reserve Command) over the next five years to “ensure the service successfully transitions to a leaner force that remains ready”.

It plans to divest entire fleets,

such as the Fairchild Republic A-10 Thunderbolt II and Lockheed U-2 and focus on multi-role aircraft. “In addition to fleet divestment, we made the tough choice to reduce a number of tactical fighters, command and control, electronic attack and

intra-theatre airlift assets so we could rebalance the Air Force at a size that can be supported by expected funding levels,” said Air Force Chief of Staff Gen Mark A Welsh III. “Without those cuts, we will not be able to start recovering to required readiness levels.”

RUSSIAN FORCES TAKE OVER UKRAINE AIR BASE IN CRIMEA

ArizonaRegular AF: Loses 55 A-10s in FY15-16 and seven EC-130Hs in FY16; ANG: Loses three MQ-1s in FY15-17 but adds six MQ-9s in FY15-17; AFRC: Loses 28 A-10s in FY19 but gains 21 F-16s in same year.

Arkansas AFRC: Loses 12 C-130Hs in FY15 but gains ten C-130Js in FY14.

California

Regular AF: Loses 41 MC-12W Liberty ISR aircraft in FY15, 32 U-2s in FY16 when the fleet is retired, two MQ-1 Predators in FY15-17 and four C-5s relegated to Backup Aircraft Inventory (BAI) status in FY15; ANG: Loses 12 MQ-1s in FY15-17 and three F-15Cs in FY16, but adds 12 MQ-9s in FY15-17; AFRC: Adds eight KC-135s in FY15.

Colorado AFRC: Loses four C-130Hs in FY15 and closes C-130 active duty association.

Delaware Regular AF: Downgrades four C-5 Galaxys to BAI status in FY15.

FloridaRegular AF: Loses two A-10s and one F-15C in FY15, but adds eight KC-135s in FY18; ANG: Loses three F-15Cs in FY16.

GeorgiaRegular AF: Loses 48 A-10s in FY15-16; ANG: Loses six E-8 JSTARS in FY15-16, but adds two Next-Generation JSTARS in FY19.

Hawaii ANG: Loses four KC-135s in FY15 and closes active duty association.

IdahoANG: Loses 21 A-10 Thunderbolt IIs in FY15 but gains an association with Mountain Home AFB F-15E Strike Eagles the same year.

Indiana ANG: Loses 21 A-10s in FY19 but gains 21 F-16s the same year.

Louisiana ANG: Loses three F-15Cs in FY16.

Maryland & District of Columbia

Regular AF: Loses five Gulfstream C-20Bs in FY15; ANG: Loses 22 A-10s in FY18 and two C-38As in FY15 but gains eight C-130Js in FY18.

Massachusetts ANG: Loses three F-15Cs in FY16.

MichiganANG: Loses 21 A-10s in FY17 but gains eight KC-135 Stratotankers the same year.

Missouri AFRC: Loses 27 A-10s in FY18 but adds 21 F-16s the same year.

NevadaRegular AF: Loses 72 MQ-1 Predators in FY15-17, together with 14 A-10s and two F-15Cs in FY15.

New Mexico Regular AF: Loses ten MQ-1s in FY15-17.

North Carolina AFRC: Loses ten C-130Js in FY14.

North DakotaANG: Loses eight MQ-1 Predators in FY15-17 but gains eight MQ-9A Reapers in the same time period.

OklahomaRegular AF: Loses seven E-3s in FY15 and Reserve association in FY16; ANG: Adds 13 MC-12Ws in FY15; AFRC: Adds four KC-135s in FY16.

OregonANG: Loses 15 F-15Cs in FY16 (this accounts for Nellis jets previously scheduled for transition to Klamath Falls).

South Carolina Regular AF: Downgrades eight C-17As to BAI status in FY15-16.

TexasRegular AF: Loses two MQ-1s in FY15-17; ANG: Loses ten MQ-1s in FY15-17 but gains ten MQ-9As in the same time period.

Washington Regular AF: Downgrades eight C-17As to BAI status in FY15-16.

WyomingANG: Loses four C-130Hs in FY15 and closes C-130 active duty association.

Overseas Regular AF: Loses 24 A-10s, 21 F-15Cs and two C-20Hs, all in FY15.

State by state, aircraft losses and additions planned:

Above: A Russian soldier lies with his back to Ukrainian AF MiG-29s as he watches Ukrainian serviceman at the Bel’bek Air Base in the Crimea region on March 4. REUTERS/Baz Ratner

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NEWS UNITED KINGDOM

A ROYAL Air Force Voyager has completed the first-ever extended range twin operations (ETOPS) flight by RAF crews. The RAF’s operating contractor, AirTanker, said Voyager KC3 ZZ337 completed the training flight between its base at RAF Brize Norton, Oxfordshire, and St John’s, Newfoundland, Canada, on March 2.

It builds on the air transport

ETOPS clearance already received by AirTanker from the Civil Aviation Authority last year which permits its twin-engined A330s to fly further away from diversion airports, allowing for a more direct course across long-range routes and reducing travel time and fuel consumption.

ZZ337’s delivery brought the number of tanker aircraft at RAF Brize Norton to six, two of

which are Voyager KC2 two-point tankers and the others three-point KC3s. Since the start of air transport operations in April 2012, these aircraft have clocked up around 7,200 hours, flying some 1,940 sectors and carrying more than 125,300 passengers and 8,100-plus tonnes of freight. Flights in and out of Camp Bastion in support of the Afghanistan air bridge began on December 8, 2013.

Voyager 02, which flies on the civil aircraft register as G-VYGG, has flown more than 2,700 hours and nearly 500 sectors – and carried around 56,000 passengers and more than 3,400 tonnes of freight – since the start of AirTanker’s civilian airline operation at the beginning of 2013. The last two tanker aircraft of the core fleet will be delivered by the summer.

Voyager Completes First-ever RAF ETOPS Flight

Above: RAF Voyager KC3 ZZ337 on the bleak-looking apron at St John’s International Airport, Newfoundland, Canada, on March 2 after completing the fi rst extended range twin operations fl ight by the RAF during a training fl ight from RAF Brize Norton. AirTanker

Left: Three US Air Force Pilatus U-28As transited through RAF Mildenhall, Suffolk, on March 25/26 en route to theatre from Kefl avik, Iceland. The aircraft– 04-0688 (c/n 688) callsign ‘Reach 1011’; 07-0777 (c/n 777) ‘Reach 1012’ (pictured); and 05-0597 (c/n 597) ‘Reach 1013’ – are all from the 1st Special Operations Wing/319th Special Operations Squadron based at Hurlburt Field, Florida, and painted in a similar way to the special operations C-130s. Ryan DorlingBelow: Exercise Joint Warrior 14/1 ran between March 31 and April 11 with many maritime aircraft based at RAF Lossiemouth in Moray. One of the early arrivals was US Navy Lockheed NP-3C Orion 158204 from VX-20, which landed on March 17. Niall Paterson

Three AFSOC U-28As Transit Mildenhall

Exercise Joint Warrior at RAF Lossiemouth

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7www.airforcesdaily.com #314 May 2014

For daily news stories please visit www.airforcesdaily.com e-mail the news team at [email protected]

News briefsLongbow InternatIonaL, announced on March 12 that it had won a $96 million contract in late 2013 from AgustaWestland to support Longbow fire control radars on british army air Corps apache aH1 helicopters. The five-year deal includes engineering services, integrated logistics support and an in-country repair capability.

A ContraCt worth £500 million for the anglo-French MbDa Future anti-Surface guided weapon (Heavy)/anti navire Léger advanced anti-ship missile was announced by the Ministry of Defence on March 27. It will be carried by the Royal Navy’s new Wildcat.

Three eUrOFIGhTer Typhoons from 6 Squadron at rAF Leuchars, Fife, took part in exercise Moray Venture between March 17 and 28 to test new operating facilities at rAF Lossiemouth, Moray, ahead of arrival there in June.

Wing Commander Mike Baulkwill, Officer Commanding 6 Squadron, said: “exercise Moray Venture is an exciting exercise for 6 Squadron; it forms just one part of our overall plan to move the squadron successfully to rAF Lossiemouth in June.

“The exercise allows the squadron to operate and engineer from its new buildings, while offering rAF Lossiemouth [personnel] the chance to work alongside Typhoon. The exercise will see Typhoon flying all types of missions – close air support with the British Army through to air defence missions over the North Sea. The squadron is really looking forward to the move and the welcome that rAF Lossiemouth has afforded us has been superb.”

Squadron Leader Cameron Gibb, 6 Squadron’s senior engineering officer, said: “exercise Moray

Venture is the first opportunity for 6 Squadron to work from our new hangar at rAF Lossiemouth. The exercise gives us time to

get a feel for how we engineer, plan and operate Typhoon from our new base. No 6 Squadron re-formed at rAF Lossiemouth

as a Jaguar Squadron in 1974, so it’s great that we can come back 40 years later with the rAF’s newest combat aircraft.”

RAF Typhoons Participate in Exercise Moray Venture

above: three raF typhoons from 6 Squadron at raF Leuchars tried out their new hangar at raF Lossiemouth as part of exercise Moray Venture, intended to give the squadron experience prior to its move there in June. Niall Paterson

RAF Tornado Squadrons Disbandon March 28 the raF bade farewell to two famous units at raF Lossiemouth in Moray when 12(b) and 617 Squadrons disbanded. both recently flew the tornado gr4 and served on operational tours in afghanistan in 2013. the disbandment parade was attended by His royal Highness the Duke of York and the Chief of the air Staff, air Chief Marshal Sir andrew Pulford. no 617 Squadron will re-form in 2018 as the UK’s first Lockheed Martin F-35b unit at raF Marham in norfolk, but the future for 12(b) squadron is less certain with the reducing number of operational units within the raF. to celebrate the squadron’s 99 years tornado gr4 Za395 received some colourful tail markings. Bob Franklin

the final eurofighter typhoon from the tranche 2 construction batch was delivered to raF Coningsby on March 27. the jet, ZK354/bS115, is the 116th typhoon produced for the raF. three tranche 2 jets – ZK350, ZK351 and ZK353 – have yet to arrive at the Lincolnshire base. Gaz West

Last RAF Tranche 2 Typhoon Delivered



NEWS UNITED KINGDOM

A DISBANDMENT parade for the RAF’s 216 Squadron, held on March 20 at RAF Brize Norton, Oxfordshire, also marked the impending retirement of the Lockheed TriStar from RAF service after over 30 years of operations.

The first TriStar to be retired, KC1 ZD952, was flown from Brize Norton to Cotswold Airport (the former RAF Kemble), Gloucestershire, on February 3 for Air Salvage International. Next to go was C2 ZE705, which flew to Bruntingthorpe, Leicestershire, on March 12 following its sale to GJD Services. It was followed by KC1 ZD953, also purchased by GJD, on March 19.

The last four – K1 ZD951, KC1s ZD948 and ZD950 and C2 ZE705 – all flew into Bruntingthorpe on March 25 for disposal by GJD. Delayed by weather, first to arrive was ZE704 at 1402hrs, followed by ZD950 at 1433hrs.

Aircrew were then ferried back to Brize Norton to pick up the remaining two aircraft: as darkness fell, ZD948 arrived at 1827hrs and the last of the

four, ZD951, at 1848hrs, just five minutes before it would have had to abort due to fading light. See our feature on pages 50-53.

RAF’s 216 Squadron Disbands and Last TriStars Retire

Above: The disbandment parade at RAF Brize Norton, Oxfordshire, on March 20 with one of the four remaining TriStars acting as a backdrop. Crown Copyright/MoDLeft: As darkness fell, the very last RAF TriStar fl ight - by K1 ZD951 - touched down at 1848hrs at Bruntingthorpe airfi eld, Leicestershire, following its ferry fl ight from RAF Brize Norton. The aircraft was the last of the fi nal four to arrive, ending RAF TriStar operations. Key – Gary Parsons

Left: Shorts Tucano T1 ZF244 was rolled out at RAF Linton-on-Ouse, North Yorkshire on April 1 wearing its 2014 display colours, commemorating the start of the First World War. The display pilot this year is Flt Lt Dave Kirby, who was team manager last year. Derek BowerBelow: Eurofi ghter Typhoon FGR4 ZK343 ‘BX’ of 29 (Reserve) Squadron has been painted in special colours. It was previously ‘EA’ with 6 Squadron at RAF Leuchars, Fife, but has recently been transferred. This year’s Typhoon display pilot is Flt Lt Noel Rees, who is a Typhoon Qualifi ed Flying Instructor with 29(R) Squadron. Crown Copyright/MoD

RAF 2014 Display Team Colours Unveiled

been transferred. This year’s Typhoon display pilot is Flt Lt Noel Rees, who is a Typhoon Qualifi ed Flying Instructor with 29(R) Squadron. Crown Copyright/MoD

RAF 2014 Display Team Colours Unveiled



For daily news stories please visit www.airforcesdaily.com e-mail the news team at [email protected] EUROPE

New Orlik MPT Trainer Rolled Out by Airbus Defence

Above: The new Orlik MPT prototype, SP-YZL, during its roll-out ceremony on March 7 at the Warsawa Okeçie factory in Poland. Airbus Defence and Space/Pawel Bondaryk

AIRBUS DEFENCE and Space rolled out its PZL 130 Orlik MPT (multi purpose trainer) at the Warsawa Okeçie factory in Poland on March 7.

This new version of the twin-seat aircraft is fitted with a ‘glass’ cockpit and is a development of the Orlik TC II Garmin already in service with the Polish Air Force. The aircraft was expected to make its maiden flight before the end of April.

The manufacturer says the aircraft offers the flight parameters and systems essential for military pilot

training in the 21st century at a significantly lower cost compared to other aircraft of this class.

The new model features a more efficient wing, Martin-Baker Mk 11L ejection seats and a 750hp (560kW) Pratt & Whitney PT6A-25C turboprop with a four-bladed Hartzell propeller (including a blade anti-icing system).

Digital avionics include two multi-function displays (MFDs) and a head-up display (HUD) in the front cockpit with two MFDs and a HUD repeater in the rear. Cockpit lighting has

also been made compatible with night-vision goggles.

The Polish Air Force is a prospective customer for 12 Orlik MPTs to be used as part of an introduction to fighter fundamentals course from 2018. It would provide a lead-in for pilots before moving on to the M-346 Master and F-16C/D Block 52.

The manufacturer is also examining the possibility of developing a light combat version with six underwing hardpoints capable of carrying up to 1,100lb (500kg) of weapons.

More US Aircraft Deploy to Spain SPANISH GOVERNMENT approval was granted on March 7 for an increase in the number of US Marines and aircraft deployed to Morón Air Base in southwest Spain. This will see US presence grow to 850 marines (up from 500) while the number of transport and support aircraft can be doubled to a maximum of 16 – enabling up to 12 US Marine Corps Bell Boeing MV-22B Ospreys and four Lockheed Martin KC-130J tankers to be located there. The aircraft form the Aviation Combat Element (ACE) of the Special-Purpose Marine Air-Ground Task Force, Crisis Response (SP-MAGTF CR), a rapid reaction force to respond to threats to US citizens, government personnel or installations in US Africa Command’s area of responsibility.Approval for the initial

SP-MAGTF CR deployment, which was limited to six Ospreys, two KC-130Js and 500 marines, was granted on April 26, 2013. MV-22Bs from Marine Medium Tiltrotor Squadron 365 (VMM-365) ‘Blue Knights’ at MCAS New River, North Carolina, plus two KC-130J Hercules from Marine Aerial Refueler Transport Squadron 252 (VMGR-252) ‘Otis’ at MCAS Cherry Point, North Carolina, made the trip to Morón the same day.Morón’s location in southern

Spain, only 85 miles (137km) from the North African coast, means the force can react quickly to any situation in the region. It is required to be airborne within six hours of receiving a tasking order, providing a capability not previously possible in the region. The move came in response to heightened security concerns following the September 11, 2012, attack in Benghazi, Libya, which killed US Ambassador Christopher Stevens and three other Americans.According to General James

Amos, Commandant of the Marine Corps, Morón is a temporary home for the unit, which in the longer term could rotate to locations around Africa at the discretion of top commanders.

Above: Airbus Defence and Space’s A400M airlifter has successfully completed one of the most important elements of its continuing military fl ight test programme – the fi rst phase of airdrop trials. Flying over the Fonsorbes drop zone near Toulouse, France, A400M development aircraft EC-404 (c/n 004) ‘Grizzly 4’ dropped a range of different loads by parachute during eleven fl ights over a two-week period. The aircraft dropped 26 platforms and containers weighing from 500lb (255kg) to 8,818lb (4,000kg) using the ramp aerial-delivery system (RAS-wedge), plus eleven bundles weighing from 33lb (15kg) to 705lb (320kg) using the paratrooper doors. Airbus

A400M Completes First Phase of Airdrop Trials

First F-35 Flown with Italian-Manufactured WingsLOCKHEED MARTIN says the first Alenia Aermacchi-manufactured wing components installed on an F-35 Lightning II flew for the first time on March 6. They were fitted to F-35A 11-5033 ‘EG’ (AF-44), which made its initial

company checkout flight at Air Force Plant 4 in Fort Worth, Texas. The jet will be delivered to the US Air Force’s 33rd Fighter Wing/53rd Fighter Squadron ‘Mighty Gorillas’ at Eglin Air Force Base, Florida, later this year.

Alenia Aermacchi is expected to produce more than 800 wings and wing components for the F-35 global fleet and will be responsible for the assembly of all Italian F-35s, which will be built at Cameri, Novara.

News briefAIRBUS DEFENCE and Space finally handed over the first A400M new generation airlifter, 13-0009 (c/n 009), the first of ten for the Turkish Air Force (Türk Hava Kuvvetleri) on April 4, during a ceremony at the A400M Final Assembly Line in Seville, Spain. A further ceremony will take place in Turkey at a later date.

09-11_EuropeNews_May_GP_JG.indd 9 07/04/2014 13:01


NEWS EUROPE

News briefsEXELIS INC won a $75 million contract on March 14 from the US Air Force Life Cycle Management Center at Robins Air Force Base, Georgia, for 21 ALQ-211(V)-9 Advanced Integrated Defensive Electronic Warfare System (AIDEWS) pods for Turkish Air Force F-16D Block 50s. The pods will be delivered by May 2017.

US NAVAL Air Systems Command awarded Lockheed Martin an $8.5 million contract on March 20 for the incorporation of a drag chute in the Royal Norwegian Air Force’s (RNoAF) F-35A Lightning II. The RNoAF has requested chutes on its F-35s for landings in Norway’s harsh climate, where ice-covered runways and tyres might fail to provide sufficient traction to stop the aircraft.

SAAB HAS entered into a memorandum of understanding with Pilatus to work together on a PC-21 training solution for the Swedish Air Force to replace the current pilot trainer aircraft, the SK 60.

FOLLOWING ENTRY into service of the first two French Air Force (Armée de l’Air – AdlA) Airbus A400M airlifters, the company’s Multinational Entry into Service Team (MEST) has been quickly putting the aircraft through its paces in operational environments worldwide. Having completed its first operational mission to Mali at the end of December the type flew a mission to Djibouti in mid-February and has now made its first

crossing of the Atlantic Ocean.Departing from Base Aérienne

123 (BA123) Orléans-Bricy on March 10, MEST aircraft 0008/F-RBAB (c/n 008) ‘Ville de Toulouse’ from Escadron de Transport 1/61 ‘Touraine’ made an initial six-hour flight to Sal-Amilcar Cabral International Airport, Cape Verde. It then continued via BA367 Cayenne-Rochambeau, French Guyana, to Fort-de-France, Martinique, from where it flew directly back

to France on March 14, landing at BA125 Istres-Le Tubé.

After the 5hr 30min flight from Sal to Cayenne, the A400M offloaded AdlA Aerospatiale AS555AN Fennec 5361 ‘UT’ from Escadron d’Hélicoptères 5/67 at BA107 Villacoublay along with two tonnes of supplies. The Fennec will join ET68 at BA367 providing security in Kourou, the location of the Guyana Space Centre, France’s and the European Space Agency’s main spaceport.

First A400M Transatlantic Flight Delivers Fennec to Guyana

Above: French Air Force AS555AN Fennec 5361 ‘UT’ is offl oaded from A400M 0008/F-RBAB (c/n 008) at Base Aérienne 367 Cayenne-Rochambeau, French Guyana, after arriving from BA123 Orléans-Bricy via Sal, Cape Verde, on the type’s fi rst transatlantic fl ight. Armée de l’Air/R Nicolas-Nelson

Corrosion Issues with Dutch NH90sNH90 NFH (NATO Frigate Helicopters) supplied to the Netherlands “suffer from heavy corrosion issues”, according to a letter Dutch defence secretary Hennis-Plasschaert sent to his country’s parliament on March 11.Periodic inspection on NH90

NFH N227, which was deployed on the anti-piracy Operation Atalanta off the coast of Somalia last year, revealed “a lot of corrosion and wear”, said the letter. It was the first time the Netherlands had used the NH90 operationally. Another NH90 NFH, serial N233, which has been used in the Caribbean area, also showed similar problems. Asked to investigate the issue, the National Aerospace Laboratory told the Dutch defence ministry the problems are likely to have been caused by errors in design, assembly and incomplete maintenance instructions.The manufacturer, NHIndustries,

expected to have developed technical improvements and an anti-corrosion programme by the end of March and further solutions are planned later in the year.The Netherlands has informed

the NATO Helicopter Management Agency and the NH90 partner countries about the issue – France is reported as having found the same problems with two of its helicopters. JOAN DE POOLE

Above: An anniversary event at the Bulgarian Air Force airfi eld at Graf Ignatievo on March 17 marked 63 years of the base and ten years of its air policing role within NATO. The script on MiG-21UM ‘28’ says ‘50 years of MiG-21 in Bulgarian Air Force’ service. The jet has recently been refurbished and will be followed shortly by two MiG-21Bis single-seat variants. Paul Ridgwell

Bulgarian MiGs Celebrate 50 Years




Above: Flying from the AgustaWestland factory airfield in Yeovil, Somerset, on March 18 was HH-101A (AW101 Srs 611) ZR352 (c/n 50257/CSAR01) ‘15-01’, the first Italian Air Force (AMI) combat search and rescue (CSAR) variant. The helicopter made its first flight on January 28, but at the time was unpainted: it is now in AMI colours and already wears code ‘15-01’ in readiness for its entry into service with 15° Stormo.The second AMI CSAR helicopter, ZR353 (c/n 50258/CSAR02), is nearing completion and the third is in the early stages of production. Although the order for these helicopters has not been publicly announced, it is understood that the eventual requirement is for 15 to replace the AMI’s elderly HH-3F Pelicans in the CSAR role – and that the initial order is for the first six, with options on a further six. Rick Ingham

Italy’s First CSAR HH-101A in Full ColoursCzech Government Approves Gripen Lease ExtensionTHE CZECH GOVERNMENT gave approval on March 12 for an extension of a lease on 14 Saab JAS 39C/D Gripen fighters operated by the Czech Air Force. Prime Minister Bohuslav Sobotka said the lease will be extended by a further 12 years, with an option on a further two.The Czech Air Force took delivery

of ten JAS 39Cs and two twin-seat JAS 39Ds in 2005 on a ten-year lease through to October 2015. They are operated by 211 takticka letka (Tactical Squadron) from 21 základny taktického letectva (21st Tactical Air Base) at Cáslav. Under the new agreement, said to be worth around CZK16.5 billion, Saab will incorporate enhanced ground attack capabilities in the aircraft, equip them with night-vision goggle-compatible cockpits and install a low-altitude anti-collision system.The upgrades will be introduced

progressively throughout the duration of the new lease and the deal allows for a maximum of 2,200 flight hours per year, with extra costs incurred if the aircraft exceed this figure. Over the duration of the contract, Sweden will also train 25 Czech pilots and 90 ground maintenance personnel.

Second Locally-Assembled Spanish Tiger Completed

Above: Airbus Helicopters completed the first engine runs of the second locally-assembled Tiger HAD-E at its facility in Albacete, Spain, on March 18. The helicopter, currently unmarked and still in primer, is allocated serial HA.28-08-10009 ‘ET-708’, although its identity, taped in the cockpit window on a piece of paper, was incorrectly marked as ‘HA.28-07’, which is the identity of the first Tiger HAD-E, HA.28-07-10008 ‘ET-707’. Both helicopters are scheduled to be handed over to Spain’s Army Aviation (Fuerzas Aeromóviles del Ejército de Tierra – FAMET) in October, according to its chief General Francisco Javier Sancho. He also said recently there could be additional delays and cutbacks in the Spanish Tiger programme, currently planned at 18. The aircraft will enter service with the FAMET’s BHELA I (Batallón de Helicópteros de Ataque I) at Almagro-Ciudad Real Army Base. Roberto Yáñez

Swiss PC-9s Grounded After Structural Cracks DiscoveredSWISS AIR Force Pilatus PC-9s have been temporarily grounded after cracks were discovered in the internal structure of the tail fin of one aircraft during an annual inspection.

Swiss Air Force officials said on March 26 that inspections on

the remainder of the Swiss PC-9 fleet, which comprises eight aircraft out of the 12 acquired between 1988 and 1996, showed five more also had cracks.

The Air Force’s chief, Major General Bernhard Müller, ordered the fleet to be grounded until

repairs have been carried out. The first PC-9 was expected to be ready to return to service as AFM goes to press.

The type is primarily used in Switzerland for target towing duties and for air defence training with F/A-18 Hornets.

NATO Beefs Up Baltic Air Policing MissionUK SECRETARY of State for Defence Philip Hammond told the House of Commons on March 17 the UK will offer RAF Typhoons to supplement the Baltic Air Policing mission as a response to Russia’s actions in Crimea.

Four F-15C Eagles from the US Air Force’s 48th Fighter Wing/493rd Fighter Squadron ‘Grim Reapers’ from RAF Lakenheath, Suffolk, formally took over the mission on January 3, operating from Šiauliai Air Base, Lithuania. Owing to the situation in Crimea, an additional six F-15Cs from the squadron joined them on March 6 to boost the presence.

They were scheduled to be replaced by a detachment of four Polish Air Force MiG-29s in April.

Danish Minister of Defence, Nicolai Wammen, announced on March 27 that his government is offering up to six Royal Danish Air Force F-16 fighters to supplement the mission from May 1. Danish F- 16s were among the very first to carry out the task over the Baltic States back in 2004.


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NEWS NORTH AMERICA

Luke Air Force Base Takes its First F-35A

Above: Delivery of the fi rst aircraft to Luke Air Force Base, Arizona, on March 10 marked a milestone in the Lockheed Martin F-35 Lightning II Joint Strike Fighter programme. The jet, F-35A 11-5030 ‘LF’ (AF-41), the one hundredth F-35, made its fi rst fl ight at Naval Air Station Fort Worth Joint Reserve Base, Texas, on December 15 and is the fi rst of 24 that will join the US Air Force’s historic 56th Fighter Wing/61st Fighter Squadron ‘Top Dogs’ to begin training US and international F-35 pilots. Ultimately 144 F-35As will be based at Luke with six squadrons. For more see page 98. USAF/Luke AFB

US AIR Force 412th Test Wing officials at Edwards Air Force Base, California, revealed on March 12 that a damaged Global Hawk remotely-piloted aircraft has been transferred to the US Navy for static training purposes. RQ-4B Global Hawk Block 20 04-2016 encountered a ‘spoiler communication loss’ during a flight on May 28, 2009 and had to make an emergency landing on the Rogers Dry Lake bed at Edwards, sustaining major damage to the right main landing gear and wing when it struck a precision approach path indicator light.

At the time, the damage was considered to be too costly for the Global Hawk System Program Office to repair, so the aircraft was stored awaiting a decision on its future.

Over five days from February 25, the Global Vigilance Combined

Test Force dismantled and loaded the Global Hawk onto flatbed trailers for road transport. It then departed from Edwards on three trucks for a new role as part of the US Navy Triton programme with PMA-262 at Naval Air Station Patuxent River, Maryland.

Above: Personnel from the US Navy and both Beale and Edwards AFBs, California, help load USAF RQ-4B Global Hawk Block 20 remotely-piloted aircraft 04-2016 onto a 53ft (16m) truck trailer on March 1 at Edwards. US Air Force/Brad White

US Air Force Starts Selling Off Surplus C-21A LearjetsDISPOSAL OF surplus USAF Learjet C-21As is under way following force structure changes mandated by the Fiscal Year 2013 National Defense Authorization Act (NDAA), which included the retirement of 19 of the type.

Seven C-21As have been sold on the commercial market, two on December 4 to the Classic Rotors Museum at Ramona Airport, California: 84-0076, registered as N506HL on January 16; and 84-0091, registered as N506LG on February 3. Both had been operated by the North Dakota

Air National Guard’s 119th Wing/177th Airlift Squadron ‘Happy Hooligans’ at Fargo-Hector Field International Airport, which has lost all eight of its C-21As under the NDAA.

Four others were sold to aircraft spares specialists Dodson International Air Parts Inc of Rantoul, Kansas: 84-0101 (last reported as operated by the Air Force Flight Standards Agency), registered on February 26 as N400CZ; 84-0119 (ex-375th Air Mobility Wing/458th Airlift Squadron at Scott AFB, Illinois),

registered as N400EL on February 21; 84-0127 (ex-375th AMW/457th AS at Joint Base Andrews, Maryland), registered as N508YV on February 25; and 84-0141 (previously at the 309th Aerospace Maintenance and Regeneration Group at Davis-Monthan AFB, Arizona, where it arrived on January 3, 2007), registered as N400FQ on February 21. The seventh disposal, 84-0134 (ex-375th AW/458th AS), was registered to Pittsburgh Institute of Aeronautics at Allegheny County Airport, Pennsylvania, on February 19.

Damaged Global Hawk to be Used in USN Triton Programme

US Army C-27J Enters ServiceA CEREMONY on March 18 at Fort Bragg-Pope Field, North Carolina, formally introduced the Alenia C-27J Spartan into service with the US Army Special Operations Command Flight Company (UFC). It becomes the only unit in the army operating the type, which will replace the ageing fleet of CASA 212s currently used by the service.The US Air Force had ordered

21 C-27Js and taken delivery of 17 when the decision was taken last year to withdraw the fleet. On October 28 US Deputy Defense Secretary Ashton Carter gave approval to transfer seven to the UFC – three were delivered in November while the remaining four, which had still to be delivered to the USAF at the time of the decision, should all have arrived at Pope Field for the UFC by the end of April.The three initially transferred were

10-27024 (c/n 4173), 10-27025 (c/n 4174) and 10-27026 (c/n 4177), the latter being the newest aircraft delivered.They will be followed by 10-27027

(c/n 4177), 10-27028 (c/n 4170), 10-27029 (c/n 4176) and 10-27030 (c/n not yet known). Of these four, three were delivered to prime contractor L-3 Communications at Waco, Texas, in August, October and December respectively to be prepared for delivery. The fourth is believed to still be in production at Turin, Italy.The UFC will use the C-27Js for

training and airborne operations, including regular paradrop training. The type has doubled the number of parachutists that can be carried in one load compared to the C-212.

Canada to Upgrade More CP-140 AurorasCANADA’S MINISTER of National Defence announced on March 19 that the Royal Canadian Air Force (RCAF) is expanding its fleet of upgraded Lockheed CP-140 Auroras. Through an existing modernisation and life-extension programme, four additional Auroras will be added, bringing the upgraded fleet to 14 aircraft.

New wings and tail will extend the type’s structural life to 2030. The first upgraded CP-140 was delivered to 14 Wing Greenwood in April 2012. The RCAF has also received the second and third after their refit at IMP Aerospace and Defence and expects the remaining modified Auroras to be completed by 2016.

14-15_USNews_May_GP_DJ_jg.indd 14 07/04/2014 12:45



VAQ-129’s Last Prowler FlightThe Grumman ea-6B Prowler was finally retired from service by electronic attack Squadron 129 (VaQ-129) ‘Vikings’ at naval air Station Whidbey Island, Washington on march 14. a flypast marked the end of the squadron’s Prowler operations with a single aircraft flanked by two ea-18G Growlers, the type replacing the ea-6B.

The only Whidbey-based unit still operating the ea-6B is VaQ-134 ‘Garudas’, currently deployed on the uSS George W Bush (CVn 77) in the middle east region, expected to be the type's last ever uS navy carrier operations before it is finally retired next year.

on marCh 11 the uS air Force’s 54th Fighter Group (FG) was activated at holloman air Force Base, new mexico, to operate as an F-16C/D Formal Training unit. The group’s three squadrons – the 311th Fighter Squadron (FS) ‘Sidewinders’, 54th operations Support Squadron and 54th aircraft maintenance Squadron – were activated at the same time.

Inactive since early 1958,

the 54th FG will operate as a detachment of the 56th Fighter Wing at Luke air Force Base, arizona, and will be a tenant unit at holloman. The 311th FS was previously based at Luke as an F-16 training unit, but stood down on September 26, 1995.

under plans revealed on July 29, 2010, holloman will house two F-16 training squadrons, of which the 311th FS is the first.

Holloman’s First New F-16 Training Sqn Activated

Above: US Air Force F-16C 89-2103 ‘LF’ is unveiled for the first time with the 54th Fighter Group (FG) tail flash during the activation ceremony for the unit at Holloman Air Force Base, New Mexico on March 11. US Air Force/Airman 1st Class Chase A Cannon

BoeInG’S marITIme Surveillance aircraft (mSa) demonstrator, Bombardier CL-6002B16 Challenger 604 n614Ba (c/n 5614), completed its first flight to verify airworthiness on February 28. The company aims to provide a “low-risk and cost-effective maritime surveillance solution designed for search and rescue, anti-piracy patrols and coastal and border security”.

once airworthiness flights

are complete, the aircraft will fly to a Boeing facility in Seattle for mSa mission systems, developed for Boeing’s P-8a Poseidon programme, to be installed and tested.

The baseline configuration features an active electronically-scanned array multi-mode radar, an electro-optical/infrared sensor, a communications intelligence sensor and automated identification system.

Boeing Maritime Surveillance Aircraft Maiden Flight

Bombardier CL-6002B16 Challenger 604 N614BA (c/n 5614), modified as the Boeing Maritime Surveillance Aircraft (MSA) demonstrator, during its maiden flight on February 28 from Toronto’s Pearson International Airport, where programme partner Field Aviation had undertaken modifications to the aircraft. Boeing

Long-Lead Contract Award for 57 F-35sUS NAVAL Air Systems Command awarded Lockheed Martin Corporation a $698 million contract on March 25 for long-lead components for 57 F-35 Lightning II aircraft within low-rate initial production lot IX. The aircraft comprise 26

F-35As for the US Air Force; six F-35B short take-off and vertical landing versions for the US Marine Corps; two F-35C carrier variant aircraft for the US Navy; six F-35As for Norway; one F-35A for Italy; seven F-35As for Israel; two F-35As for Japan; six F-35Bs for the United Kingdom and one F-35B for Italy.

News briefsTEXTRON INC finalised the acquisition of Beech Holdings LLC, the parent of Beechcraft Corporation, on March 14. The company says it will now bring together its Cessna business and Beechcraft to form a new subsidiary called Textron Aviation. Cessna, Beechcraft and Hawker will each remain distinct brands to preserve their rich histories and respective strengths in the marketplace, says the company.

LOCKHEED MARTIN says the US Air Force has declared initial operational capability (IOC) for the company’s Sniper Advanced Targeting Pod-Sensor Enhancement (ATP-SE) and has now deployed the system to support combat operations in theatre on the A-10C, B-1, F-15E and F-16 Blocks 30, 40 and 50. The company also recently demonstrated its DAGR (Direct Attack Guided Rocket) missile repeatedly hitting the target during a series of air worthiness release (AWR) live-firing flight tests at Eglin Air Force Base, Florida. NORTHROP GRUMMAN says it delivered a Global Hawk Block 40 unmanned aircraft system (UAS) to the US Air Force at Grand Forks Air Force Base, North Dakota, ahead of schedule on February 14 – the second aircraft delivered as part of Global Hawk’s Lot 10 contract. It joins a Block 30 system delivered four months early in November of last year. Two additional aircraft, a final Block 30 and Block 40, will arrive later this year, completing the Lot 10 contract.

NORTHROP GRUMMAN’S E-2D Advanced Hawkeye was declared fully operational and ready for tasking with Airborne Early Warning Squadron 125 (VAW-125) ‘Tigertails’ on March 27 – the first unit equipped with the type. “We are very excited to be the first squadron to receive the [Advanced] Hawkeye,” said Lt James Beaty, a naval flight officer who has worked extensively with the E-2D. “It’s been a challenge,” he added.

First F-35A Concurrency Modifications CompleteoGDen aIr Logistics Complex (aLC) at hill air Force Base, utah, has completed the uS air Force’s first concurrency modifications on a Lockheed martin F-35 Lightning II.

The F-35a, 10-5009 ‘oT’/‘422 TeS’ from the 422nd Test and evaluation Squadron (TeS), arrived at hill aFB on September 13, 2013, from its base at nellis aFB, nevada.at ogden the aircraft received four structural modifications intended to strengthen areas of the aircraft and extend its service life. The aircraft departed on march 25 to return to the 422nd TeS where it will continue operational testing.The first of the four structural modifications included a root rib modification, which replaces a section of the aircraft with a titanium splice. other modifications involved a mid-fairing fitting and a forward engine mount modification.

14-15_USNews_May_GP_DJ_jg.indd 15 07/04/2014 12:45


NEWS LATIN AMERICA

Delivery of Brazilian Army’s First Two Upgraded Pantera K2s

Above: Brazilian Army Aviation HM-1 Pantera helicopter EB-2010 is one of the fi rst two to be upgraded to K2 standard at the Helibras facility in Itajubá. First deliveries are due this month. Helibras/Marcio Jumpei

AIRBUS HELICOPTERS’ Brazilian subsidiary, Helibras, has delivered the first two HM-1 Panteras (AS565AA Panther) upgraded to K2 standard to the Brazilian Army Aviation (Aviação do Exército Brasileiro). The type is the first to be fully certified in Brazil by the country’s Departamento de Ciência e Tecnologia Aeroespacial (DCTA – department of science and aerospace technology), the national military aviation research centre.

The certification had been under way for some time, following the maiden flight of the first upgraded Pantera on October 24, 2012. The helicopters are the first two of 34 (24 Eurocopter-built AS565AAs

and ten locally-produced Helibras HB565AAs) that will be modernised at the company’s Itajubá facility under a $347 million contract awarded to Helibras on December 24, 2009. The work involves upgrading the 32 Panteras currently operational and rebuilding two more damaged in accidents and modernising them at the same time. Improvements include installing a night-vision compatible full glass cockpit, new Rockwell Collins Proline 21 digital radio communications systems and a four-axis autopilot.

Replacing the existing powerplant with the Turbomeca Arriel 2C2CG engines, including full authority digital engine

control (FADEC), provides a 40% increase in power, while the helicopters are also being rewired and fitted with a new gearbox, tail rotor, altimeters and weather radar. Additionally, the upgrade increases maximum speed from 150kts (278km/h) to 175kts (325km/h).

The first two upgraded Pantera K2s will now undergo an extensive technical and operational evaluation by the Batalhões de Aviação do Exército (army aviation battalions) before approval is given to modernise the remaining 32 helicopters. It is planned to complete all the upgrades by 2020, extending their service lives by 25 years.

Above: Airbus Defence and Space has fi nished modifying the last of nine Lockheed P-3AM Orions ordered by the Brazilian Air Force (FAB). The last aircraft, FAB 7206 (c/n 5143, ex USN/152173), was noted test fl ying from Seville-San Pablo Airport, Spain, on March 6. The contract covered nine upgraded ex-US Navy P-3A Orions, plus a further three that will be used for spares. The fi rst aircraft was formally inducted into FAB service on September 30, 2011, at Base Aérea de Salvador, where 1° Esquadrão of 7° Grupo de Aviação (1°/7° GAv) ‘Orungan’ operates the type. Moses Anahory

Final Brazilian Air Force P-3AM Flight-Tested

Aero Vodochody Ships First KC-390 Rear Fuselage AN ANTONOV An-124 Ruslan departed Prague-Vaclav Havel Airport in the Czech Republic on March 17 bound for Brazil carrying the first rear fuselage for the Embraer KC-390 military transport and tanker aircraft. The component, measuring 21ft 4in x 14ft 9in x 10ft 10in (6.5m x 4.5m x 3.3m), was manufactured by Aero Vodochody and is the largest aerostructure ever made in the Czech Republic.Under a contract signed in 2011,

Aero Vodochody is producing the rear fuselage, cargo ramp, all cabin doors and the wing fixed leading edge of the KC-390. The Czech company is also responsible for design and development of the fixed leading edge.The KC-390 is intended to meet

Brazilian Air Force (Força Aérea Brasileira - FAB) requirements, although it has already attracted strong interest from other countries in Latin America and elsewhere. In addition to the FAB, which has ordered two prototypes and plans to purchase 28 production aircraft, commitments have been received from Argentina (2), Chile (6) and Colombia (12) in Latin America, while in Europe, the Czech Republic (2) and Portugal (6) are other prospective customers.On February 27 the FAB said

that as part of the proposed offset agreements for the 36 Saab Gripen NGs, Sweden may also purchase a number of KC-390s and EMB-314 Super Tucanos.The KC-390 prototype is expected

to fly before the end of this year and service entry is scheduled for 2016.

16-17_LatinNews_May_GP jg.indd 16 07/04/2014 15:09



News briefsAFTER LESS than six months in service the first four of a planned ten Grob G-120TP-A elementary/advanced training aircraft for the Argentine Air Force (Fuerza Aérea Argentina – FAA) have been withdrawn from service. Local reports say that a default on payments led to a halt in delivery of the remaining six. The aircraft had entered service with the military aviation school) at Córdoba.

ELBIT SYSTEMS announced on March 26 that it has been awarded a contract by the Brazilian Air Force (FAB) for the supply of a Hermes 900 unmanned aircraft system (UAS). Equipped with a new and advanced intelligence gathering system, it will be used by the FAB in combined missions with the Hermes 450 fleet, which is already operational. Both UAS will carry out safety and security missions for the 2014 FIFA World Cup Games. The Hermes 900 will be supplied to the FAB within two months.

BEECHCRAFT CORPORATION has received an order from the Mexican Navy’s (Fuerza Aeronaval) Secretaría de Marina (SEMAR) for two T-6C+ Texan II military trainers for delivery this summer. The selection of the type by the Navy follows the recent acquisition by the Mexican Air Force (Fuerza Aérea Mexicana) of 12 T-6C+ aircraft for its training fleet.

ALTHOUGH THE Argentine Aircraft Factory FAdeA (Fábrica Argentina de Aviones) signed a contract with the Chinese company CATIC for the local manufacture of the Z-11 helicopter in October 2012, the project has been cancelled by the Argentine Government. Named the CZ-11 ‘Pampero’, only one was completed (LV-X497) and was under testing for certification. The fate of the single helicopter is unknown. JUAN CARLOS CICALESI- AGUSTíN PUETZ

Left: A hand-over ceremony was held on March 25 to deliver Airbus Helicopters AS532ALe Cougar Mk 1 H288 (c/n 2754, ex F-ZWCG) to the Chilean Army Aviation Brigade (Brigada de Aviación del Ejército de Chile - BAVE), adding to eight earlier-model Cougars already in service. The ceremony was held at Base Aérea Pudahuel/Santiago International Airport in Santiago, Chile on the opening day of FIDAE 2014, where the helicopter had arrived on March 23. This is the first AS532ALe variant to be delivered worldwide and is a more modern version than the other eight in BAVE service. It differs from its predecessors in having the same all-glass cockpit and four-axis autopilot as the commercial EC225, and has auxiliary fuel tanks in large sponsons above the rear wheels. Airbus Helicopters said at the hand-over that another AS532ALe is expected to be delivered to BAVE next year. Álvaro Romero

Colombian air Force (Fuerza aérea Colombiana - FaC) Cessna Sr-560 Horus/oT-47b (560 Citation V) FaC 5760, operating from la Ceiba-Goloson international airport, Honduras, carries a set of mission markings underneath the cockpit on the port side.

Twelve small aircraft silhouettes

have been applied, the significance of which is unconfirmed, but likely to indicate successful intercepts of drug-trafficking aircraft.

Two FaC units operate the five Sr-560s in service – Escuadrón Defensa aérea 214 under Comando aéreo de Combate 2 (CaCom 2) at base aérea militar

(bam) 3 apiay and Escuadrón Defensa aérea 314 under CaCom 3 at bam 4 barranquilla.

They were supplied to Colombia by the United States Government as part of the air bridge Denial agreement, which supports the suppression of maritime narcotics trafficking.

Mission Markings on Colombian Air Force SR-560 Horus

Above: Close-up of the mission markings on Colombian Air Force Cessna SR-560 Horus/OT-47B (560 Citation V) FAC 5760 at La Ceiba-Goloson International Airport, Honduras, on March 19. Mario Theresin

First AS532ALe Cougar Joins Chilean Army

Bolivia’s New King Airs

The Bolivian Air Force (Fuerza Aérea Boliviana - FAB) recently took delivery of two factory-fresh Beechcraft King Air aircraft, a B250 and a B350i. The aircraft were purchased by the defence ministry for $13 million and will be used for anti-narcotics missions, passenger and military personnel transport and for medical evacuation. The two aircraft will be operated by Escuadrón Aéreo No 310, part of Grupo Aéreo de Caza No 31 (GAC-31), based at BA Gen Walter Arce, El Alto. Juan Carlos Cicalesi – Agustín Puetz

Bolivia to Get Two More EC145sBOLIVIA’S GOVERNMENT granted approval to purchase two additional Airbus Helicopters EC145s at a cost of $24.7 million for the Bolivian Air Force (Fuerza Aérea Boliviana – FAB) fleet on March 5. First delivery is expected in

late May or early June, with the second to follow in early 2015. The helicopters will be used for civil defence, anti-narcotics missions and support of counter-smuggling operations.The purchase follows the

previous acquisition of two EC145s delivered in 2012. These are operated by the FAB in the presidential transport role and also for civil defence tasks. JuAN CARLOS CICALESI

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NEWS MIDDLE EAST

News briefISRAELI AIR Force (IAF) officials announced that the Elbit Systems Hermes 900 unmanned air vehicle (UAV) has been given the Hebrew name ‘Kochav’ (Star) in IAF service. The type first entered service in 2011 and is operated by 166 Squadron, also known as the ‘Spark Squadron’, at Palmachim Air Base, which also flies the Hermes 450 UAV.

Israel’s First M-346I Lavi Handed Over

Above: The fi rst Israeli Air Force Alenia Aermacchi M-346I Lavi, 102 (c/n 0019/D0001), at the company’s production facility in Venegono, Italy. Alenia Aermacchi

A CEREMONY was held on March 20 at Alenia Aermacchi’s production facility in Venegono, Italy, to unveil the first M-346I Lavi (Hebrew for lion) for the Israeli Air Force (IAF). The aircraft, 102 (c/n 0019/D0001), made its maiden flight five days earlier and is

scheduled for delivery to Israel in the summer with operational training expected to begin in 2015. The IAF ordered 30 M-346I Lavis through a contract announced on July 19, 2012. The aircraft will replace the McDonnell Douglas TA-4 Skyhawks currently in service

with 102 Tayeset (Squadron) ‘Flying Tiger’ at Hatzerim Air Base. A joint venture company established by Israeli Aircraft Industries and Elbit Systems, TOR-Advanced Flight Training, is acquiring the aircraft and will maintain and operate them on behalf of the IAF.

US Navy SEALs Board Commercial Oil Tanker

A US Navy MH-60R Seahawk helicopter assisted a team of US Navy SEALs on March 16 to board and take control of the commercial crude oil tanker Morning Glory. In a statement, Pentagon Press Secretary Rear Admiral John Kirby, said: “No one was hurt when US forces, at the request

of both the Libyan and Cypriot governments, boarded and took control of the commercial tanker Morning Glory, a stateless vessel seized earlier this month by three armed Libyans. The boarding operation, approved by President Obama and conducted just after 2200 hours EDT in international

waters southeast of Cyprus, was executed by a team of US Navy SEALs attached to Special Operations Command Europe.

“The SEAL team embarked and operated from the Arleigh Burke-class guided missile destroyer USS Roosevelt (DDG-80), which provided helicopter support and served as a command and control and support platform for the other members of the force assigned to conduct the mission. Morning Glory carries a cargo of oil owned by the Libyan government National Oil Company. The ship and its cargo were illicitly obtained from the Libyan port of As-Sidra.”

Morning Glory, a North Korean-flagged vessel, was loaded with

234,000 barrels of crude oil at the blockaded eastern Libyan port of As-Sidra, held by Libyan rebels, when it was seized on the night of March 10. The Libyan Navy attempted to recapture and escort it to a government-held port, but it escaped while under escort, even though it was fired on by the navy. On learning of the incident, North Korea revoked the ship’s registry and on March 11 Libya’s Prime Minister Ali Zeidan fled the country having failed to prevent the vessel leaving Libyan waters.

Zeidan had announced that the ship would be bombed if it did not comply with navy orders, but the Libyan Air Force reportedly refused orders to attack the tanker.

First of New Batch Of Oman F-16C/Ds Handed Over THE SULTANATE of Oman accepted the first of its second order of F-16C/D Block 50 Fighting Falcons in a ceremony on April 3 at Lockheed Martin's facility in Fort Worth, Texas. The aircraft, F-16C Block 50 830 (TR-1, USAF/11-0001), had made its maiden flight there on January 14. It will be ferried to Oman later this year. In 2002, the Sultanate of Oman

became the 23rd member of the F-16 family. The current fleet, comprising eight F-16C Block 50s and four F-16D Block 50s, is operated by 18 Squadron at RAFO Base Thumrait. Lockheed Martin was awarded a $600 million production contract through the US Foreign Military Sales programme on December 14, 2011 to produce 12 additional F-16C/D Block 50s for the RAFO. Ordered under the Peace A’sama A’safiya II programme. They comprise ten F-16Cs, serials 830 (TR-1, USAF/11-0001) through to 839 (TR-10, USAF/11-0010), plus two F-16Ds, serials 821 (TS-1, USAF/11-0011) and 822 (TS-2, USAF/11-0012).

Above: The USS Roosevelt. US Navy

DEFENCE CONTRACTS worth 87 billion Qatari riyals ($24 billion) were announced by the Qatar Government on March 27. The orders include 23 Boeing

AH-64E Guardian attack helicopters, three Boeing 737 airborne early warning and control aircraft, two Airbus A330 Multi-

Role Tanker Transports (MRTT) and 22 NHIndustries NH90 helicopters.A deal for the Apaches had long

been expected with plans for the acquisition notified to US Congress on July 10, 2012. The 22 NH90s will be split between 12 Tactical Transport Helicopter and ten Naval Frigate Helicopter versions. The

order for these helicopters has still to be finalised, but Qatar reported it has selected the type and will now enter into negotiations with NHI. In a statement on March 28,

Airbus Defence and Space confirmed Qatar is to buy two A330 MRTT air-to-air refuelling aircraft for the Qatar Emiri Air Force.

Qatar’s $24 Billion Arms Deals

18-19_Interview_May_GP jg.indd 18 07/04/2014 15:18



AT THE roll-out ceremony for the first M-346 for the Israeli

Air Force (IAF) at Alenia Aermacchi’s facility in Venegono, Italy, on March 20, AFM spoke exclusively to Brigadier General Ran Bashvitz, head of the IAF’s Materiel Directorate.

AFM: General, in your keynote

speech you seemed emotional. What makes this aircraft, or this event here in Italy, emotional for you?

Bashvitz: Yes, I am touched. And not only me, but all of us here today. It is a privilege and a pleasure to be here, at this roll-out ceremony for our new trainer for the IAF, the Aermacchi M-346. You know, we have – again – named this aircraft ‘Lavi’, or ‘Lion’, a name that comes with high expectation and with some reflection. Although we have been here in Venegono many times, it still is an emotional moment to take over this first of 30 aircraft. (Note: The Israel Aircraft

Industries (IAI) Lavi was a

single-engined fourth-generation fighter developed in the 1980s which was cancelled due to cost and competition from US fighters.)

Are you happy the M-346 is the right choice for the IAF?

Absolutely! It is the most modern advanced trainer out there on the market. Since its selection, and the beginning of the programme, the IAF has received excellent co-operation and support from all of the partners involved - Alenia Aermacchi, Honeywell, the Italian Air Force and from the Israeli partners and subcontractors. The information, the technical assistance and the knowledge gives us the confidence we require to operate this aircraft safely in Israel. I really want to congratulate everybody involved in the project and its success so far. Not to forget the men and women here on the assembly line at Venegono. Our applause also goes to the engineering team here at Alenia Aermacchi. Their performance, since selection and signature of the contract, has been outstanding.

This is the first non-US aircraft the IAF has introduced since the 1970s. Can this be called a ‘milestone’ for the IAF?

I think it can. You are right – not only a milestone in new technology now coming to the IAF from Italy, but also in the co-operation between us

and this important European country. We are very much forward-looking in this project, to a long-lasting broadening of resources and mutual success from this new partnership.

The Lavi is not just an aircraft, but a whole integrated training concept...

Exactly, and this very modern concept will be the backbone of IAF pilot training for many, many years. The Lavi – and the whole system created around it – will replace our ageing fleet in this truly strategic task of training and it will do so for generations of pilots to come. Now we will use the benefits of a modern aircraft and the new concept to adjust the way we train.

So the IAF will not integrate the Lavi into its current training system. It sounds like you have bought into this new Italian training ‘vision’?

We will not put the Lavi into our present training programme. We really will adopt this whole Italian ‘vision’ and the benefits that it brings. Of course we have adapted some of our own unique systems into the aircraft, but the combination of both philosophies will allow it to train our future pilots in a modern way.

We understand the M-346 will

replace the A-4 Skyhawk – will it also bring changes in your syllabus, such as ‘downloading’ the fighter operational conversion courses to advanced training?

Yes. We still do advanced training at Hatzerim on the A-4N and TA-4J Skyhawk, or ‘Ayit’ as we call it. The Lavi will replace those types from early 2015 and will be a considerable jump forward. There will be changes in the syllabi because of what the new design offers but, beside some national ‘specialities’, we will basically follow the same stage III and IV philosophies that are internationally common.

Which also means the Lavi will be used by pilots who will fly all the current and future platforms?

The Lavi will be the major part of future pilot training in the IAF for all upcoming platforms, initially the Lockheed Martin C-130 ‘Juliets’ that will arrive later this year. But the most critical target is to replace the old fleets in all stages of advanced training – lead-in fighter, weapons, etc.

The security situation of Israel is unique. We therefore have to be strong enough for any development and need our pilots to be superior and to remain superior in the light of any possible future threats.

Left: Brig Gen Ran Bashvitz. Georg Mader Above: The M-346 Lavi at the roll-out ceremony at Venegono on March 20. Key – Jerry Gunner

“The Lavi will be the major part of future pilot training in the IAF for all upcoming platforms”

Georg Mader talks to the Israeli Air Force’s Head of Materiel Directorate about its acquisition of the Alenia Aermacchi M-346 Lavi

Enter the Lion

18-19_Interview_May_GP jg.indd 19 07/04/2014 15:19


For daily news stories please visit www.airforcesdaily.com e-mail the news team at [email protected] AFRICA

News briefsLOCKHEED MARTIN was awarded a$6.9 million Foreign Military Sales contract on March 18 by the US Air Force to provide additional equipment for 20 new Egyptian Air Force F-16C/D Block 52s, modifying the original Peace Vector VII contract awarded on March 3, 2010, for manufacture of 20 F-16C/Ds (16 F-16Cs and four F-16Ds). The new contract covers development, delivery and installation of 20 advanced countermeasure electronics system-system integrity (ACES SI) retrofit kits, modification of 24 radar warning receivers and procurement of three electronic warfare memory loader verifier sets.

NETHERLANDS DEFENCE ministry officials announced on March 28 that three Royal Netherlands Air Force (RNLAF) CH-47D Chinook helicopters are to be deployed to Mali, along with 70 support personnel. The helicopters will primarily be used for medical evacuation missions in support of the UN mission there.

Above: Kenyan Air Force (KAF) Grob G120A-K KAF-715/D-EKEV fl ies over Germany on a sortie from the factory at Tussenhausen-Mattsies, while training the second KAF Pilot Training Group last October. Six of the type are now in KAF service and options are held on six more. Grob Aircraft

Six Grob G120As Now in Kenyan Air Force Service

THE KENYAN Air Force has received six Grob G120A-K training aircraft from a previously unpublicised deal. A contract for the aircraft is believed to have been signed last July, comprising a firm order for six aircraft, with options on six more.

A delivery ceremony for the

first three KAF Grobs was held on November 5 at the Tussenhausen-Mattsies factory in Germany, by which time KAF pilots were already being trained on the type with company pilots in Germany. All six had been delivered by mid-December.

The aircraft are being used in the

pilot training role by the Training Squadron (Flying School) at Moi Air Base, which also operates the SAL Bulldog Srs103/125 and Shorts Tucano Mk 51. It is believed that the G120As will now replace the Bulldogs, with the latter expected to be phased out of service imminently.

Ramstein Hercules in Angola for African Partnership Flight

US AIR Force C-130J-30 Super Hercules 08-8601 ‘RS’/‘86 AW’ from the 86th Airlift Wing/37th Airlift Squadron ‘Bluetail Flies’ at Ramstein Air Base, Germany, arrived at Luanda Air Base, Angola, on March 22 to participate in

the African Partnership Flight (APF). Co-hosted by Angola and the US, the event took place over five days, with participants attending workshops aimed at sharing experiences on mission planning, disaster

preparedness and cargo build-up.Approximately 75 Angolan Air

Force, 35 US Air Force and 20 Zambian Air Force airmen provided input to APF, intended to strengthen regional partnerships between the US and air forces within Africa.

Nigerian Navy Considering CH-46 and SH-2 PurchasesUS NAVAL Air Systems Command (NAVAIR) revealed on March 13 that the Nigerian Navy is investigating the possible purchase of surplus US military Sikorsky CH-46E Sea Knight and Kaman SH-2 Seasprite helicopters. The numbers involved have not been revealed.A delegation from the Nigerian

Navy recently visited Marine Corps Air Station Cherry Point, North Carolina, where they were given a search and rescue (SAR) demonstration flight on February 4 in US Marine Corps CH-46E 157678 ‘01’ from Marine Transport Squadron 1 (VMR-1) ‘Roadrunners’, which provides SAR support at the base. They were hosted by NAVAIR’s Specialized and Proven Aircraft Program Office (PMA-226), which is based at Cherry Point.Currently the only operational

helicopters in the Nigerian Navy’s small fleet are thought to be single examples of the AS365N2 Dauphin II, AgustaWestland AW109E Power and AW139. Three other AW109Es had been in Navy service, but all three were lost in fatal accidents that killed 14 personnel in total. Two Westland Lynx Mk 89s of three originally delivered had also been in service, but have been out of use for over a decade and plans some years ago to make them operational again appear to have come to nothing.

Lithuania Deploys C-27J for Operation Sangaris in CARA LITHUANIAN Air Force C-27J Spartan transport aircraft with a crew of ten has deployed to bolster logistic support for Operation Sangaris, the French-led effort in the Central African Republic (CAR) to stabilise the security situation there. Approval for the deployment was given by the Lithuanian Seimas (parliament) on March 18.

“Involvement in this operation will bring unique experience to our troops because no exercise or training can replace

the skills developed in actual conflict regions," Minister of National Defence Juozas Olekas said at the time.

The C-27J departed on April 2 for the month-long operation. Its task in the operation encompasses transportation of cargo and personnel, but no involvement in combat actions. The main deployment was located at N’Djamena International Airport in the Republic of Chad, from where the flights to the CAR were conducted.

Lithuania’s decision to contribute to Operation Sangaris followed a request from France - this is not the first time Lithuania has provided national air transport capabilities to a multinational operation as one of its transport aircraft was deployed to NATO-led operations in Bosnia-Herzegovina and Kosovo from 2001 to 2003.

Previous mandates of the Seimas have covered three NATO missions – in Afghanistan, Kosovo and counter-piracy Operation Ocean Shield.

Above: US AIR Force Lockheed Martin C-130J-30 Super Hercules 08-8601 ‘RS’/‘86 AW’ arrives at Luanda Air Base, Angola, on March 22 to participate in the African Partnership Flight (APF). Visible behind are the tails of various Angolan Air Force aircraft, including Antonov An-30A-100 D2-MBO, plus an An-12 and Ilyushin Il-76. US Air Force/Tech Sgt Benjamin Wilson

20_Africa_May_GP jg.indd 20 07/04/2014 15:00


NEWS ASIA PACIFIC

Above: An Indonesian Navy Bonanza at the handover ceremony on December 30. Indonesian Defence Ministry

Indonesian Navy’s Four New G36 Bonanzas

A FORMATION flight training exercise on March 5 in preparation for a flypast six days later revealed that four new-production Beechcraft G36 Bonazas have been delivered to the Indonesian Navy (Tentara Nasional Indonesia - Angkatan Laut - TNI-AL). These aircraft were officially handed over by the manufacturer on December 30 during a

ceremony at Lanudal Juanda, Surabaya, Java, attended by Deputy Chief of Naval Staff Vice Admiral TNI Hari Bowo.

The aircraft comprise N336BC (c/n E-4006), N5013C (c/n E-4013), N5014Y (c/n E-4014) and N5015R (c/n E-4015), which were all officially cancelled from the US register on January 2. They now carry TNI-AL serials L-211 to L-214, although it is

unconfirmed whether these have been allocated in the same order as their construction numbers. All four have entered service with Skwadron Udara 200 at Juanda and are being used for pilot training.

They join two long-serving Beechcraft F33A Bonanzas delivered new in 1986, and five SOCATA TB-10 Tobago GTs that have been in service since 2005.

Cambodian MA60One of two Xi’an Aircraft Manufacturing Company MA60 transport aircraft delivered to the Royal Cambodian Air Force (Toap Akas Khemarak Phoumin) on the operating ramp at Siem Reap in February. The pair – MT-301 and MT-302 – was ordered on February 18, 2012 with both delivered by the July. They are operated by the Transport Squadron at Phnom Penh International Airport. G Palmer/Flying Fotos

Secretive Pakistani Government Hawker 4000s Now SoldTHE TWO mysterious Raytheon (Hawker Beechcraft) Hawker 4000 executive jets previously owned by the Pakistan Government have now been sold on the civil market. One aircraft, EYE77 (c/n RC-32, ex N984JC), was registered on February 25 to the Bank of Utah Trustee – it had only been in service for around 12 months, having departed from Dubai on delivery to Pakistan on February 6, 2013.It is unclear whether the second

of these aircraft ever entered Pakistani service; HBC21 (c/n RC-21, ex A6-SHH) was first noted as such on September 2, 2012, when it was seen test flying from Dubai. On October 1, 2012, the aircraft then arrived at Raytheon’s facility at Chester-Hawarden in the UK, but on October 12 it was reported as being sold to Elegant Aviation of Dubai. It was then placed in trust with Wells Fargo Bank Northwest in the US with the registration N621HB reserved, but was instead allocated N23EA on January 3, 2013. It was still at Hawarden as HBC21 until at least March 28, 2013. On October 22 it was seen arriving at Dubai, UAE, now painted as N23EA, but this registration was then cancelled on February 14 following sale of the aircraft in the UAE.It is still not known which

Pakistani Government department originally bought these secretive aircraft, but it is suspected that they were for surveillance missions on behalf of the country’s Directorate for Inter-Services Intelligence, its primary national security and intelligence agency.

South Korea Confi rms F-35A Lightning II & Global HawkA SPOKESMAN for the Republic of Korea’s Defence Acquisition Programme Administration (DAPA), Baek Youn-hyeong, confirmed on March 25 that the Lockheed Martin F-35A Lightning II Joint Strike Fighter has been formally selected to meet the requirements of the country’s FX-III fighter acquisition programme.

Three previous rounds of bidding to acquire 60 new fighters for the ROKAF had failed to find an aircraft that met the technical and financial requirements, but there

appears to have been pressure from the defence ministry to get the F-35A. At a meeting on November 22 of the Joint Chiefs of Staff, it was determined that a purchase of 40 F-35As should be made in order to meet previously stated requirements for stealth capability. The reduced buy of 40 aircraft is to keep within the strict budget limitations, but a further 20 may be purchased at a later date.

Once a contract has been finalised, expected in the third quarter of this year, it is hoped that the first F-35As

can be delivered to the ROKAF from around 2018.

In addition, DAPA officials confirmed that South Korea plans to go ahead with purchasing four Northrop Grumman RQ-4 Global Hawk remotely piloted aircraft for approximately $1.2 billion. It is anticipated that deliveries will also commence in 2018. The ROK Global Hawks will be fitted with the enhanced integrated sensor suite (EISS), which includes infrared/electro-optical, synthetic aperture radar imagery and ground-moving target indicator.

22-23_AsiaNews_May_GP jg.indd 22 07/04/2014 15:41



News briefsUS CONGRESS was notified by the Defense Security Cooperation Agency (DSCA) on March 11 of a possible foreign military sale to Pakistan of an upgrade package for six of the Pakistan Air Force’s (PAF) fleet of 16 Lockheed C-130B/E Hercules. The contract, worth an estimated $100 million, will be subject to an open tender and include avionics enhancements, engine management and mechanical upgrades, cargo delivery system installation and replacement of outer wing sets on six aircraft. The proposed modernisation should ensure an additional ten to 15 years of service.

ThE US Air Force Life Cycle Management Center has awarded Lockheed Martin a $9 million Foreign Military Sales contract to support the Republic of Korea Air Force’s Peace Krypton reconnaissance aircraft system. The Peace Krypton system is used for tactical intelligence and comprises militarised hawker 800XP business jets and ground stations that process data from the aircraft.

ThE PHILIPPINE’S Department of National Defence has confirmed that P5.4 billion has been allocated to buy two brand-new anti-submarine warfare (ASW) helicopters for the Navy. A contract should be signed by the end of this year. Previous reports have suggested that the AgustaWestland AW159 Wildcat is a likely contender, although it is unclear if a final selection has been made.

Two major military aircraft procurement contracts worth $524.7 million were signed on March 28 by the Philippines to purchase 12 Korea Aerospace Industries (KAI) FA-50 lead-in fighter trainers and eight Bell 412 combat utility helicopters for the Philippine Air Force. The first two FA-50s will be delivered by the end of an agreed 38-month period while the initial two Bell 412s are scheduled for delivery by August 2015 and all eight are due in service within two years.

US ARMY Contracting Command awarded a $34 million Foreign Military Sales contract on March 28 to EADS-North America for six UH-72A Lakotas for the Royal Thai Army.

Pakistan Renames PAF Base Mianwali as M M AlamPAKISTAN’S PRIME Minister, Muhammad Nawaz Sharif, unveiled a monument on March 20 to mark the official renaming of Pakistan Air Force (PAF) Base Mianwali Base as PAF Base M M Alam. The ceremony was followed by a display by the PAF JF-17 Thunder, F-16, F-7P, Mirage and K-8 aircraft. PAF Base Mianwali was

renamed in memory of the late Air Commodore Muhammad Mahmood Alam on the first anniversary of his death. He died in Karachi, after a protracted illness, on March 18, 2013. He was an ace pilot during the Indo-Pakistan War in 1965 when he was Officer Commanding 11 Squadron, flying the F-86 Sabre. On September 6, 1965, during combat over enemy territory he shot down two Indian Air Force Hunters and damaged three others. The very next day, during several intercept missions against enemy aircraft attacking PAF Station Sargodha, he destroyed four more Hunters.PAF Base M M Alam is home to

37 (Combat Training) Wing and its subordinate units, Nos 18 and 19 Operational Conversion Units, both equipped with F-7Ps and FT-7Ps. It also houses No 1 Fighter Conversion Unit with the K-8P Karakoram, together with 86 Squadron and the Station Flight, both flying Alouette IIIs.

Above: Republic of Korea Navy Lockheed P-3C Orion 950905 from 613 Squadron at Pohang takes off from Royal Australian Air Force Base Pearce, Western Australia, on March 25 for a mission to support the search for missing Malaysian Airlines Flight MH370. Commonwealth of Australia/Leading Seaman Justin Brown

TWO LOCKHEED C-130H-30 Hercules from the Royal Malaysian Air Force (Tentera Udara DiRaja Malaysia - TUDM) arrived at Royal Australian Air Force (RAAF) Base Pearce, Western Australia, on March 29 to join the international search effort for missing Malaysian Airlines Flight MH370. Arrival of the RMAF aircraft saw support for the Australian Maritime Safety Authority-led search, dubbed Operation Southern Indian Ocean, increase to seven countries. They were joined by a third TUDM Hercules on April 6.

Already involved were a Royal New Zealand Air Force P-3K2 Orion, two US Navy P-8A Poseidons, two People’s Liberation Army Air Force Il-76s, two Japanese Maritime Self-Defence Force P-3C Orions, a Japan Coast Guard Gulfstream V, one Republic of

Korea Navy P-3C Orion and a Republic of Korea Air Force C-130H Hercules. The search aircraft were all operating from RAAF Pearce.

These were all in addition to the Australian aviation assets involved, which included five RAAF AP-3C Orions and were boosted on March 28 by the arrival of a Royal Australian Navy S-70B-2 Seahawk from 816 Squadron. This was flown into RAAF Pearce from HMAS Albatross, Nowra, New South Wales, on March 28 on board an RAAF C-17A. It is supporting the search effort operating from the Anzac-class frigate HMAS Toowoomba (FFH 156).

Despite extensive searching since the March 8 disappearance of MH370, operated by Boeing 777-2H6ER 9M-MRO, no trace of it or its 239 passengers and crew had been found as AFM went to press.

Japan Eases Self-Imposed Ban on Military ExportsA JAPANESE ban on military-related exports, in place for the last 47 years, is to be relaxed under new guidelines approved on April 1 by the government.

Under the new rules, export of weapons or related technology will only be approved when it serves international co-operation or Japan’s national security. Each importing country’s intentions will be carefully examined to ensure exported equipment is not transferred to third parties without Japanese consent.

Japan will primarily export technology and equipment for rescue, transport, surveillance and mine-sweeping and will not consider exporting combat equipment.

One project to benefit from the relaxation of the rules is India’s plan to acquire 15 ShinMaywa US-2 amphibians for its Navy as a search and rescue aircraft.

The Search for MH370

ROKAF’s First Two C-130J-30s Handed-Over

The second of four Republic of Korea Air Force Lockheed Martin C-130J-30 Super Hercules, 45-744/N-51030 (c/n 5744), during a test flight from Marietta, Georgia, on February 27. Lockheed Martin/Daimen A Guarnieri

THE FIRST two Lockheed Martin C-130J-30 Super Hercules aircraft for the Republic of Korea Air Force (ROKAF) were officially handed over on March 27 at the factory in Marietta, Georgia. South Korea is the 14th country to fly the C-130J. Currently the ROKAF operates a fleet of eight legacy C-130H Hercules, the first of which entered service in October 1989.

The ROKAF’s new Super Hercules is the longer fuselage variant. The Air Force ordered four C-130J-30s under a contract announced on December 2, 2010, with the first aircraft, 35-730 (c/n 5730), making its maiden flight at Marietta on August 14, last year. The second is 45-744/N-51030 (c/n 5744) and the remaining two will be 45-747 (c/n 5747) and 45-750 (c/n 5750).

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NEWS AUSTRALASIA

Chinese PLAAF Il-76s in Australia for Malaysian Boeing 777 Search

Above: China’s People’s Liberation Army Air Force (PLAAF) deployed three aircraft to Australia to assist with the search for Malaysian Airlines fl ight MH370, which disappeared on March 8 with 239 people on board. Tasked for the mission by China’s Central Military Commission, the two Ilyushin Il-76MDs (serials 20541 and 21045) and one Shaanxi Y-8C (serial 20146) left Sanya Airport in southern China headed initially for Subang, Malaysia. The Y-8C conducted search operations from Subang while the two Il-76MDs fl ew on to Australia. They arrived at RAAF Base Pearce, Western Australia, on March 22, having fi rst landed at Perth International Airport, 18 miles (29km) to the south. Commonwealth of Australia/LAC Oliver Carter

Australian Prime Minister Tony Abbott confi rms the country’s commitment to the MQ-4C Triton at RAAF Base Edinburgh, South Australia, with a mock-up of the aircraft in RAAF markings. Commonwealth of Australia/Cpl Nicci Freeman

Alaskan Aggressors Back in Australia for Lightning Viper

Above: US Air Force F-16C 86-0290 ‘AK/18 AGRS’ from the 354th Fighter Wing’s 18th Aggressor Squadron (AGRS) ‘Blue Foxes’, based at Eielson Air Force Base, Alaska, takes off from RAAF Base Amberley, Queensland, on March 6 during Exercise Lightning Viper. Commonwealth of Australia/LAC Brenton Kwaterski

TEN US Air Force Lockheed Martin F-16C/Ds from the 354th Fighter Wing’s 18th Aggressor Squadron (AGRS) ‘Blue Foxes’, based at Eielson Air Force Base, Alaska – plus some 120 personnel – deployed to RAAF Base Amberley, Queensland, for Exercise Lightning Viper in early March. Hosted by Amberley’s Boeing F/A-18F Super

Hornet-equipped 1 Squadron, the exercise ran from March 4 to 24.

Lightning Viper was devised for RAAF Super Hornet aircrew to practise large-force employment tactics against what are considered the best adversaries in the world. It also provides pilots, weapon systems officers and Boeing E-7A Wedgetail air battle managers with training

normally only available when deployed on overseas exercises.

This was the second such deployment by the USAF aggressor unit, which brought a similar number of F-16s to RAAF Base Williamtown, New South Wales, in February and March last year to provide adversary support for the RAAF Fighter Combat Instructor course at the base.

Retired RAN Sea Kings Begin Journey to UK for Spares UseSIX RETIRED Royal Australian Navy (RAN) Westland Sea King helicopters began a long road and sea journey in mid-March from Australia to the UK, where they will be stripped for spares to support the type’s international military fleet.

The helicopters, shrink-wrapped by local company Integra Packaging to protect them on their sea voyage, left Albatross Aviation Technology Park – adjacent to

HMAS Albatross, Nowra, New South Wales – where they had been stored after retirement. The firm had also similarly prepared ten RAN Seasprite helicopters for shipping back to the US in 2008.

The Sea Kings were moved on low-loader trailers to Port Kembla and loaded onto a ship for delivery to the UK. All six have been bought by Aerospace Logistics Ltd (ASL) of Horsham, West Sussex, which will break them up for spares.

The five Sea King HAS50A survivors – N16-114 ‘(9)05’, N16-125 ‘(9)10’, N16-238 ‘(9)20’ and N16-239 ‘(9)21’ – plus HAS50B N16-918 ‘(9)22’, were offered for sale on September 1, 2011. The sale also included three ex-Royal Navy Sea King HAS6s (XV674, XV710 and XZ571) acquired by the RAN for spares use and kept at HMAS Albatross. ASL has bought one, although which of the three is unconfirmed.

Boeing's New Wedgetail ContractAUSTRALIA’S DEPARTMENT of Defence announced on March 17 that it has awarded an AUS$901 million (US$818 million) support contract extension for the RAAF’s Boeing E-7A Wedgetail airborne early warning and control aircraft to the manufacturer. Signed by the Defence

Materiel Organisation, Boeing Defence Australia will provde engineering and maintenance support, repairs, spare parts and aircrew and maintenance training for the RAAF’s fleet of six E-7As until at least 2019.

Australia Commits to Purchasing MQ-4C TritonAUSTRALIAN PRIME Minister Tony Abbott announced his government has committed to buy the Northrop Grumman MQ-4C Triton unmanned aerial vehicle (UAV) for the Royal Australian Air Force (RAAF).

Speaking at RAAF Base Edinburgh, near Adelaide on March 13, Mr Abbott said the deal was subject to the successful completion of the US Navy development programme currently under way.

“These aircraft will patrol Australia’s vast ocean approaches and work closely with other existing and future Australian Defence Force assets to secure our ocean resources, including energy resources off northern Australia, and help to protect our borders,” he said. “They will operate at altitudes up to 55,000 feet over extremely long ranges while remaining airborne for up to 33 hours.”

The Tritons will be stationed at RAAF Base Edinburgh where they will require around AUS$140 million (US$127 million) of new facilities and infrastructure. Their number and introduction into service date will be considered by the Australian Government in the next Defence White Paper in 2016.

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25#314 MAY 2014


Abbreviations: D: Date N/U: Nationality/Units T: Type S: Serials

www.airforcesdaily.com

Accident ReportsD: Mar 9, 2014N: Algerian Air ForceT: Mi-24 Hind

This Hind attack helicopter, precise variant unknown, crashed during the morning near Zarzaitine-In Aménas Airport, injuring the four crew members on board. Two of them were seriously hurt and taken to hospital for treatment. The helicopter had just taken off from the airport, where the Algerian Air Force maintains a detachment of Hinds to protect installations in the region, which is rich in natural resources. A technical malfunction apparently caused a fire on board, forcing the crew to attempt an emergency landing but the helicopter crashed and was said to have been damaged beyond repair.

D: March 9N: Algerian Air ForceT: Chinese CH-4 UAV

At around 1400hrs, this long-range reconnaissance and attack unmanned air vehicle crashed at Ain Oussera Air Base, Algeria. The UAV struck the ground 300ft (100m) short of the runway at the base while manoeuvring for landing. The CH-4, the design of which appears to have been heavily influenced by the US General Atomics MQ-9A Reaper, is reported to have been under testing with the Algerian military for several months.

Another CH-4 that was also being demonstrated at the Algerian Air Force base at Tindouf is reported to have crashed there several months ago, although precise details are unknown. Despite these two accidents, Algeria is said to remain very interested in purchasing an unknown number of these UAVs.

D: Mar 11N: Israel Defence ForceT: Elbit Skylark UAV

After experiencing a technical malfunction, this unmanned air vehicle (UAV) crashed in the Gaza Strip. Israeli military officials say that an investigation has been launched into the cause. Hamas militants said they had recovered the UAV and handed it over to security forces. There have been several other losses of Skylark UAVs during surveillance missions over the Gaza Strip, the most recent being reported on November 3.

D: Mar 11N: Malagasy Air ForceT: Humbert Aviation Tétras

Two military personnel were killed when this light observation aircraft came down near Madagascar’s Antananarivo-Ivato International Airport. The aircraft was destroyed in the crash, the cause of which is now under

investigation. Originally, a single French-built Tétras, 5R-MNR (c/n 86), was supplied to the Malagasy Air Force by France and delivered to Madagascar in February 2009. It was later supplemented by an additional example, 5R-MNT (c/n 192), which was handed over on April 10, 2013, at Base Aéronavale Ivato, Antanànarìvo.

D: Mar 12N: Brazilian Air Force/3°/3° GAvT: A-29 Super Tucano

This aircraft crashed at 1805hrs, 55 miles (88km) southwest of Base Aérea de Campo Grande in Mato Grosso do Sul state. The pilot ejected safely and was rescued minutes later by a FAB UH-1H. The aircraft was oper-ated by 3° Esquadrao ‘Flecha’ of 3° Grupo de Aviacão, which is based at Campo Grande.

D: Mar 14N: Royal Thai Air Force/41 Wing/411 SquadronT: L-39ZA/ART

During an emergency landing after returning with a problem, this aircraft was damaged when it skidded off the runway at Korat Air Base, Nakhon Ratchaima, and came to rest on its belly in a grassy area. The two crew members were unhurt. The aircraft, from 41 Wing/411 Squadron at Chiang Mai Air Base, was one of a pair that had taken off from Korat for a ground attack exercise while participating in Exercise Cope Tiger 2014, a joint effort involving Singapore, Thailand and the US. A RTAF investigation team was dispatched from Don Muang Air Base to determine the cause of the mishap.

Above: Yemen Air Force Antonov An-26 1177 (c/n 6507) in a remote desert area of Hadhramaut province, Yemen, on March 2 following a forced landing. Although the two crew and four soldiers on board were unhurt, they were captured after the accident by armed anti-government tribesmen.

D: Mar 2, 2014N: Yemen Air ForceT: An-26S: 1177 (c/n 6507)

The aircraft was damaged in a forced landing in remote desert within Hadhramaut province, Yemen, after it had suffered a technical problem en route from Sana’a to the Masila oil field on a supply mission. The An-26 touched down with the undercar-riage retracted, damaging the underside and propeller tips.

Although the two crew and four soldiers on board were unhurt, they were captured by armed anti-government tribesmen. Negotiations started later that day to secure their release, but no more is known. The aircraft was said to be repairable, but it was uncertain whether it would be safe to send a team out to make the Antonov airworthy again. Over the last few months, the Yemen Air Force has been flying supplies to the Masila

oilfields five times a week because the tribesmen blocked roads to protest at the killing of one of their tribal chiefs, Said Bin Habrish, by the army. They have also carried out revenge attacks, blowing up pipelines linking the Masila oilfields to Al Daba port in the Gulf of Aden and ambushed a military convoy escorting technicians going to repair the pipeline, killing six soldiers and injuring several others.

D: Mar 23N: Colombian National PoliceT: Bell 212

Extensive damage was sustained by this helicopter, operated by the Colombian National Police (Policía Nacional de Colombia - PNC), when an explosive charge was detonated as it landed in the Cristo Rey sector, Las Mercedes town, near the city of Sardinata.

The crew were injured and the blast caused irreparable damage, wrecking the front of the Bell. The helicopter will be dismantled, stripped for spares and then scrapped. PNC officials have attributed the explosion to Colombian Revolutionary Armed Forces (Fuerzas Armadas Revolucionarias de Colombia - FARC) guerrillas.

Above: The Colombian National Police Bell 212 seen after the attack by FARC guerrillas on March 23. Despite most of the front section of the cabin having been destroyed, the crew survived. via Juan Carlos Cicalesi



ATTRITION

Accident Reports

Abbreviations: D: Date N/U: Nationality/Units T: Type S: Serials

D: Mar 19N: Spanish Air Force/802 EscuadrónT: AS332B Super Puma

This search and rescue helicopter, based at Gando Air Base, Las Palmas, ditched in the Atlantic Ocean at around 2155hrs, 23 miles (37km) southwest of Fuerteventura in the Canary Islands. The helicopter had five personnel on board, one of whom had been recovered safely by 0100hrs the following morning, while a search for the other four resumed at first light the next morning. The Super Puma was undertaking a training mission, practising hoisting operations from a Spanish Navy ship south of the Jandia peninsula on Fuerteventura. D: Mar 21N: Ukrainian Air Force/7th Combat Aviation BrigadeT: Su-24M Fencer-D

While on approach to land at its base at Starokostyantnyiv in the Khmelnitsky region, this Fencer-D crashed near the airfield at 1715hrs. Both crew members, squadron commander Lt Col Denis Kachan and navigator Lt Oleg Dudnik, ejected safely and were not injured. A special commission has been formed to investigate the cause of the crash, which the Defence Ministry said occurred following failure of an APU while returning from a routine training flight.

D: Mar 23N: Syrian Air ForceT: MiG-23 Flogger

A Turkish Air Force F-16 from 181 Filo at Diyarbakir shot down this Flogger unsing an AIM-9X missile after Turkey claimed it had crossed into its air space while attacking rebel forces inside nearby Syrian territory. Prime Minister Recep Tayyip Erdogan, speaking at an election rally in northwest Turkey said: “A Syrian 'plane violated our airspace. Our F-16s took off and hit this 'plane. Why? Because if you violate my airspace, our slap after this will be hard.” The pilot, Thabet Abdo Ismail, ejected safely and the aircraft crashed on the Syrian side of the border. At the time it was supporting Syrian government troops who were attempting to regain control of a border crossing point near the town of Kassab, in the coastal Latakia province, which rebels captured on March 21.

D: Mar 24N: North Korean Air ForceT: Unidenti� ed UAV

This unidentified, basic UAV crashed in South Korea near the border city of Paju during a surveillance mission.

D: Apr 3N: Pakistan ArmyT: Unidenti� ed helicopter

While attempting an emergency landing in fog and heavy rain, this helicopter had problems and crash-landed close to Kuchlak town, near

the city of Quetta. Only one crew member was reported to have suf-fered minor injuries, but the extent of the damage to the helicopter was not reported. It is assumed the helicopter was from 4 Army Aviation Squadron, which operates Mi-17-1Vs and Bell 412EPs at nearby Quetta-Khalid Army Air Base. It was to be recovered to there next day.

D: Apr 3N: US ArmyT: RQ-7 Shadow UAV

This UAV, operated by the Pennsylvania Army National Guard, lost power and made an uncontrolled hard landing at 1530hrs on Fisher Avenue in Union Township, Lebanon County, near the Fort Indiantown Gap National Guard Training Center in Pennsylvania. It was then run over by a passing civilian vehicle, which broke off the wing and damaged the Shadow beyond repair. The vehicle incurred only minor damage and the occupants were unhurt. The UAV was on a training mission from Muir Army Airfield at Fort Indiantown Gap.

Additional material from: Scramble/Dutch Aviation Society and Asagiri Yohko.

Above: Indian Air Force C-130J-30 Super Hercules KC-3803 at Glasgow-Prestwick Airport, Scotland, on April 11, 2011, after having arrived the previous day on its delivery fl ight to India. This was the aircraft involved in the crash on March 28 that killed all fi ve crew members. Colin Gordon

D: Mar 28N: Indian Air Force/77 SquadronT: C-130J-30 Super HerculesS: KC-3803

This Hercules crashed in the Karauli district of Rajasthan, 72 miles (115km) west of Gwalior. The aircraft had taken off from Agra Air Force Station at 1000hrs for a routine flying training mission. All five crew members on board were killed. A Court of Inquiry has been ordered into the cause of the

accident. India had only recently inducted six C-130J-30s, which are operated by 77 squadron ‘Veiled Vipers’, based at Hindon Air Force Station in Ghaziabad. The five casualties were: Wg Cdr Prashant Joshi (captain), Wg Cdr Raji Nair (co-pilot), Sqn Ldr Kaushik Mishra (trainee pilot), Sqn Ldr Ashish Yadav (navigator) and W/O Krishna Pal Singh (systems operator). The aircraft was flying in good weather and had not

reported any problems during the low-level training flight. Villagers from Piprani, on the opposite side of the river in the Sheopur district of Madhya Pradesh, swam across to try to help.

However, one of them was washed away and drowned. This was the first loss of an IAF C-130J, six of which have only recently entered service, the first having been delivered at the end of January 2011.

D: Mar 31N: North Korean militaryT: Unidenti� ed UAV

During a surveillance mission, this unidentified unma nned air vehicle (UAV) crashed on the South Korean island of Baeknyeong, close to the disputed maritime border with North Korea. The origin of the UAV is unconfirmed but the

South Korean military believe it was of North Korean origin and undertaking clandestine surveillance missions.

The propeller-driven UAV was about 10ft (3m) long, with a Japanese engine and Chinese parts. It carried a small camera and the UAV is said to be similar to one found crashed near the border city of Paju on March 24.

Above: The North Korean UAV which crashed on Baeknyeong island on March 31. It appears to be a very basic model built from commercially-available components.




Details of the latest military aircraft contract awards and major unit deployments worldwide

New Contract Awards and Military Deployments

New Contract Award SummaryAir Force/Organisation Company Number and Type Contract Date Delivery Date and Notes

Bolivian AF Airbus Helicopters 2 x EC145 March 5 From June 2014

Brazilian AF Elbit Systems 1 x Hermes 900 March 26 Within two months

Israeli AF Lockheed Martin 7 x F-35A March 25 By May 2015. Long-lead items only

Italian AF Lockheed Martin 1 x F-35A March 25 By May 2015. Long-lead items only

Italian Navy Lockheed Martin 1 x F-35B March 25 By May 2015. Long-lead items only

Japanese ASDF Lockheed Martin 2 x F-35A March 25 By May 2015. Long-lead items only

Mexican Navy Beechcraft 2 x T-6C+ March 25 Summer 2014

Royal Norwegian AF Lockheed Martin 6 x F-35A March 25 By May 2015. Long-lead items only

Philippine AF KAI 12 x FA-50 March 28 From 2015

Philippine AF Canadian Commercial Corp 8 x Bell 412 March 28 From August 2015

Qatar EAF Boeing 24 x AH-64E Guardian March 27 Unknown

Qatar EAF Boeing 3 x 737 AEW&C March 27 Unknown

Qatar EAF Airbus 2 x A330 MRTT March 27 Unknown

Qatar EAF NHI 22 x NH90 March 27 Unknown

Republic of Singapore AF Airbus 6 x A330 MRTT March 7 From 2018

Republic of Singapore AF Sikorsky 2 x S-70B March 6 2016

Royal Thai Army EADS-NA 6 x UH-72A Lakota March 28 By April 2015

UK-RAF/FAA Lockheed Martin 6 x F-35B March 25 By May 2015. Long-lead items only

US Air Force Bell-Boeing 1 x CV-22B Osprey March 7 By December 2016

US Air Force Lockheed Martin 26 x F-35A March 25 By May 2015. Long-lead items only

US Marine Corps Lockheed Martin 6 x F-35B March 25 By May 2015. Long-lead items only

US Marine Corps Bell Helicopter 15 x UH-1Y March 27 By September 2015. Long-lead items only

US Marine Corps Bell Helicopter 11 x AH-1Z March 27 By September 2015. Long-lead items only

US Navy Lockheed Martin 2 x F-35C March 25 By May 2015. Long-lead items only

US Navy Northrop Grumman 5 x MQ-8C Fire Scout April 2 By December 2015

Unknown Bombardier 1 x CRJ700 Special Mission March 27 For Latin American customer

Military Aircraft DeploymentsDate AF/Unit Type Location and Notes

March 6 USAFE/493rd FS 6 x F-15CTo Šiauliai Air Base, Lithuania, for Baltic Air Policing

March 13-14

USAFE/555th FS 12 x F-16C To Łask, Poland, to supplement AvDet

March 19 Royal Saudi AF 8 x F-15SThrough Morón, Spain, heading home from Red Flag 14-2

March 21 Spanish AF/Ala 31 1 x C-130Hto Libreville, Gabon, for Operation Sangaris

March 21 USAF/71st RQS 2 x HC-130PDepart for Africa on final HC-130P deployment

March 22 USAF/37th AS 1 x C-130J-30To Luanda, Angola, for African Partnership Flight

March 23 USMC/VMFA-3148 x F/A-18A+ Hornet

Through Morón, Spain, for deployment to unknown location

March 26 USMC/HMH-463 4 x CH-53ETo RAAF Base Darwin, Australia, for six-month deployment

March 29 USAF/27th FS 6 x F-22AThrough Morón, Spain, en route to Al Dhafra, UAE

March 29 USAF/37th AS 3 x C-130J-30 To Powidz, Poland, for AvDet

Above: US Marine Corps Sikorsky CH-53E Super Stallion 164539 ‘YH-01’ from Marine Heavy Helicopter Squadron 463 (HMH-463) ‘Pegasus’ at Marine Corps Base Hawaii, Kaneohe Bay, Hawaii, being unloaded on March 26 from US Air Force C-5B Galaxy 84-0062 at Royal Australian Air Force (RAAF) Base Darwin, Northern Territory, Australia. The helicopter was one of four from HMH-463 being deployed to Darwin to support a six-month USMC Marine Rotational Force – Darwin (MRF-D) detachment. Commonwealth of Australia/Corporal Mark Doran


MAY 2014 #314 www.airforcesmonthly.com

ROYAL NAVY 815 NAVAL AIR SQUADRON

THERE ARE always Lynx HMA8 helicopters from 815 Naval Air Squadron (NAS) embarked

at sea protecting our nation’s interests around the world. Based at Royal Naval Air Station (RNAS) Yeovilton in Somerset, 815 NAS deploys and sup-ports Lynx HMA8 Flights operating from the Royal Navy’s frigates, destroyers and Royal Fleet Auxiliary (RFA) vessels on operations across the globe. From anti-piracy, anti-drug smuggling to the recent aid relief effort in the Philippines, life is never dull – or quiet – for the Fleet Air Arm’s (FAA) principal mari-time attack helicopter squadron.

Since 815 NAS formed at RNAS Worthy Down on October 9, 1939, the squadron has written

itself a rich battle history. Flying the legendary Fairey Swordfish, it was involved in the FAA’s finest

One squadron, many rolesOne squadron, many rolesOne squadron, many rolesOne squadron, many rolesOne squadron, many rolesOne squadron, many roles

October 9, 1939, the squadron has written itself a rich battle history. Flying the legendary Fairey Swordfish, it was involved in the FAA’s finest

Lewis Gaylard profiles the Royal Navy’s 815 Naval Air Sqn

28

Left: The 815 Naval Air Squadron emblem.Below: A Lynx from 815 NAS takes off from HMS Dragon in the Persian Gulf in 2013. Crown copyright/MoD/ L(Phot) Dave Jenkins

28-32_815NAS_May_GP jg.indd 28 04/04/2014 09:58

29#314 May 2014www.airforcesdaily.com

ever, after the outbreak of hostilities in January 1991, crews were again called into action and pro-ceeded to fire a number of Sea Skua missiles to dev-astating effect, destroying a number of hostile Iraqi surface vessels.

Around the worldDespite some airframes being in service for more than 30 years, 815 NAS’s current incarnation of the Lynx, the HMA8, continues to offer an agile and ver-satile attack capability. And, because the Lynx’s prime role is to act as an attack helicopter for its parent ship, it is equipped with an array of sensors, defensive-aid suites and weaponry. Most visible is the under-nose mounted Selex Seaspray radar and Sea Owl ‘passive identification device’ for-ward-looking infrared (FLIR) turret, which is used to rapidly conduct surface searches and reconnais-sance for targets across a large area.

To be able to engage a broad range of targets, 815 NAS’s aircraft and crews frequently train to employ a range of weaponry at sea, including the use of Sting Ray torpedoes and Mk1/Mk2 depth charges to attack submarines and sub-surface targets, the combat-proven Sea Skua missile to attack sur-

Above: Lynxes on the aircraft servicing platform at RNAS Yeovilton. Lewis GaylardBelow: The commander of 815 NAS, Cdr Alistair Haigh. Lewis Gaylard

hour – the daring attack on the Italian Fleet ships in Taranto harbour. Facing formidable odds, the brave crews in their ‘Stringbags’ attacked at night in two waves, dropping bombs and torpedoes to sink or damage a number of warships. Two aircraft were lost, but the raid altered the balance of power in the Mediterranean during the Second World War.

In its current guise as a Lynx squadron, 815 NAS re-formed at RNAS Yeovilton on January 1, 1981, moving to RNAS Portland in 1982 as the head-quarters for embarked Lynx flights. The squadron was heavily involved in the task force sent to the South Atlantic to retake the Falkland Islands with 25 Lynxes, aircrew and maintainers embarking on different ships. Some of the early successes of the conflict came when two Lynxes attacked and dis-abled the Argentinean submarine Santa Fe and a week later fired the first BAe Dynamics (now MBDA) Sea Skua missile, causing significant damage to the Argentinean naval tug ARA Alferez Sobral. The con-flict proved the versatility of the then-new Lynx as 815 NAS provided support to the task force in a num-ber of different roles, including spotting for naval gunfire and troop movements and scouting ahead.

After great success ‘down south’, 815 NAS con-tinued to provide embarked Lynx Flights with the squadron deployed throughout the world, includ-ing a continued presence in the Persian Gulf as part of the Royal Navy’s Armilla patrol. Relief operations were undertaken in Lebanon in 1983 and Aden in

1986 as well as in the Carib-bean, and to help out after the recent Typhoon Haiyan in the Philippines. The squadron deployed a num-

ber of aircraft to the Gulf in late 1990, initially to enforce embargo operations against Iraq – how-

“Leading a squadron is mostly about leading the people, because without people to bring them alive the aircraft are simply lumps of metal sitting in the hangar”

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face ships and land targets, the door mounted FN Herstal M3M 0.50-calibre heavy machine gun to engage fast-running drug runners or small surface targets and highly effective sniper personnel. Each aircraft is equipped with a door-mounted hydrau-lic-powered hoist for search and rescue (SAR) oper-ations and an under-cabin hoist for load lifting.

Before a Flight – comprising a Lynx, its pilot, observer, an aircraft controller and seven engi-neers – leaves for its allocated ship, considerable work is undertaken by ground crews at Yeovilton to ensure the helicopter is in tip-top condition: aircraft can frequently be deployed with a ship for periods stretching beyond eight months. Lynx XZ725, ini-tially deployed aboard HMS Montrose in Septem-ber 2012 before transferring to HMS Dragon in the Arabian Gulf and then moving onto its current ship, RFA Cardigan Bay, was not scheduled to return home until this spring – an extended deployment of around 20 months.

Lt Cdr Colin Maude is the Aircraft Engineer Officer (AEO) on the squadron. “815’s unique character is defined by its size and enduring operational status,” he said. “At any time throughout the year our aircraft will be deployed across the globe and it’s the squad-ron engineers’ role to ensure that each one remains ready to act when required. As the squadron’s lead engineer, I rely on these highly-trained technicians to fault-find and repair aircraft in situ. When com-plex or unusual problems develop, technical advice and guidance will be provided by a team of expe-rienced support engineers from RNAS Yeovilton, but even when this happens it still comes down to the team of embarked engineers to implement the repairs – there really is no other option when you’re operating out at sea, thousands of miles from home.

“Obviously logistics forms an important part of our support role too. As Flight deployments can last up to nine months there will always be a need to replenish spares and send out replacement com-ponents. To manage this, the station has an effec-tive round-the-clock logistics team, handling com-

ponent requests from Flights at sea and dispatch-ing them around the globe as required.

“And when Flights return to Yeovilton, I depend on our technicians to rapidly prepare the aircraft for its next embarkation. After a long period in a rough maritime environment our post-deployment actions typically involve a lot of detailed airframe inspections – removing corrosion where it’s taken hold and protecting exposed elements of the air-frame again with greases or paint finishes.

“Rusting and dusting, as we affectionately refer to these husbandry tasks, can be time-consuming and monotonous, but as professional FAA engi-neers we recognise that it’s this care and attention that has allowed the Lynx to remain so capable and

Regular training fl ights are made along the south coast of England. Lynx HMA8 XZ731 ‘643’ passes over Portland Bill lighthouse during a mission in early January. Lewis Gaylard

Above: Lt Cdr Colin Maude. Lewis GaylardBelow: Lynx HMA8 XZ732 from 815 NAS on a training sortie. Rich Pittman

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airworthy throughout its 33 years of service. After each preparation period it’s hugely reward-ing to see the aircraft fly away to undertake a task-ing aboard one of the Royal Navy’s warships.”

A year in the life of 815 NASDespite ongoing government cutbacks, the demand on the squadron from its various world-wide commitments has not diminished. In fact it is now working harder than it has for a number of years. To put into context the wide variety of deployments undertaken by 815 NAS in different role requirements, it’s worth looking at some of the more notable operations of the past 12 months.

In early 2013, 217 Flight was embarked on the French frigate FLF Surcouf as part of the EU counter piracy Operation Atalanta and apprehended 12 pirates as they attempted to hijack a commercial shipping vessel off the coast of Somalia. In the same period 206 Flight was embarked onboard HMS Richmond undertaking practice operations for NATO’s joint Submarine Command Course in Norway. This ship and 206 Flight are now on an eight-month patrol in the South Atlantic and are expected to return home this spring.

Last summer, 202 Flight made five major drugs hauls from organised criminals using high-speed boats in the Caribbean while operating off the Type 23 frigate HMS Lancaster. In June and July last year 219 and 226 Flights, both embarked onboard the new Type 45 Destroyer HMS Dragon, completed twin-flight operations on patrol in the Gulf. While this capability has been practised before, and is intended for the forthcoming Wildcat variant of the Lynx, this period of double aircraft operation enabled the ship to complete intensive reconnais-sance patrols round-the-clock and over a greater area.

Into the autumn 234 Flight, onboard HMS West-minster, 214 Flight on HMS Montrose and 217 and 215 Flights onboard HMS Illustrious all took part in Exercise Cougar 13, a large-scale deployment of the Response Force Task Group (RFTG), the UK’s very-high-readiness maritime force.

Life saversLast March, 211 Flight onboard HMS Argyll conducted a SAR mission to save an injured fisherman off the Cape Verde islands. The ship was on operations approximately 20 miles off the coast when it received news that a fisher-man onboard the trawler Wakashio Maru No.82 had been seriously hurt in an accident 24 hours earlier. His crewmates had been looking after him after he fell into the ship’s bilge, but his condition had worsened. The 211 Flight Lynx was dispatched to the scene and the casualty carefully winched onboard and flown to the closest hospital, in Praia, Cape Verde.

Flight commander Lt Ben Jewson, pilot Lt John Phillips and winchman Leading Aircraft Engineering Technician Dan Carroll had to overcome a myriad of obstructions on the deck of the trawler to try and reach the injured man. Once he was safely in the Lynx it flew to Praia where an ambulance was on standby to make the short sprint to the nearby hospital.At the time LAET Carroll said: “Winch transfers test the skill of all people involved and one slip-up could have catastrophic consequences – however any thoughts of that pale into insignificance when you have the opportunity to potentially save someone’s life. I’m just so glad to have played a part in this rescue.”

Typhoon HaiyanWhen Typhoon Haiyan struck the Philippines late last year, 200 Flight, operating from the Type 45 Destroyer HMS Daring, carried out emergency relief, casualty evacuation and aid delivery mis-sions. Daring was ordered to break away from exer-cises off Malaysia and swiftly changed course to go

to the aid of the stricken state where up to 800,000 people were in need of urgent humanitarian sup-port. The first UK asset on scene was a Lynx from 815 NAS, which immediately began surveying the outlying areas of the Philippine islands that had not, at that point, been reached by aid organisa-tions. On the first day the helicopter flew for almost nine hours with regular trips back to HMS Dar-ing to refuel and provide aerial photographs. The Flight proved indispensable in finding devastated remote communities and then delivering vital aid to them. The Lynx flew 1,400 miles on surveys before getting stuck into the physical relief effort, delivering nearly nine tonnes of stores during 21 sorties. The helicopter also ferried 150 people to and from the various islands.

The 32 hours flying on Operation Patwin – the codename for the UK military’s response to the typhoon – in just five days was a far higher tempo than the Lynx would normally be expected to achieve. The task demanded 128 man-hours in Daring’s hangar and on the flight deck as engineers and maintainers toiled to ready the Lynx for the next day’s missions.

Close-up of the nose of a Lynx HMA8 showing the Seaspray radar below and the Sea Owl PID turret on the top. Lewis Gaylard

Above: Many of 815 NAS’s Lynxes carry nautical nose-art, most with a common theme! Lewis Gaylard

HMS Daring’s Lynx flies into the Philippines island of Binuluangan where a 36-strong team of sailors were already at work. Crown copyright/MoD

28-32_815NAS_May_GP jg.indd 31 04/04/2014 09:44


Leading by exampleWith such a diversity of roles, it can be quite a chal-lenge to keep the squadron running smoothly. Currently in charge is Commander Alistair Haigh. “Being selected to command the Royal Navy’s larg-est naval air squadron was, on a personal level, the most humbling privilege I have been given in 22 years of service. By the nature of our widely dis-persed operational output, ranging from the South Atlantic to the Far East, there is never a time when I have my full squadron in the same place at the same time. Every day of the year there are personnel and equipment embarked on frigates, destroyers, carri-ers or auxiliaries as organised Flights, delivering the most extraordinary levels of operational capability all around the world, and I am immensely proud of them.

“The margins for error in our working environ-ment are absolutely tiny and, if we are to maintain our position as a world leader in embarked aviation, I need my people to be at the peak of professional-ism at all times. Thankfully, I can honestly say that they do remain at that peak, due in no small part to the quality of their training, the quality of leader-ship that I am able to call upon, and the ability of my personnel to integrate fully and seamlessly into any ship. Having generated the Flight back at 815 NAS, I formally hand them over to the ship’s captain to use as he or she sees fit – when one of my Flights embarks in a ship, they cease to be ‘200 Flight, 815 Squadron’ and morph into ‘HMS Daring Flight’, to use one example. This change of identity empha-sises its role as one of the ship’s principal weapon systems and the importance of integration.

“Leading such a diverse unit brings particular, and sometimes unusual, challenges, a key one being communication. While the computer screen on the desk can allow easy, efficient and almost instanta-neous communication with somebody on the other side of the world, it can also trick us into thinking we have communicated, but actually we may have just transmitted. I try to get away from my desk and walk the floor as often as I can in order to keep up the human interaction and the face-to-face communi-cation that is so vital and allows a commanding offi-cer to ‘take the temperature’ of his or her unit.”

Looking to the futureThe withdrawal from service of the Lynx HMA3 in

March 2013 signalled the beginning of the end for the trusty Westland helicopter with the Royal Navy. Air and ground crews for Lynx maritime operations are trained by 702 NAS, also based at RNAS Yeov-ilton. Under the combined asset sharing process (CASP), all Lynxes are shared by the two squadrons to maximise the training effort. But this will change when, this summer, 702 decommissions and hands all training duties to 815 NAS.

With the remaining Lynx HMA8s due to retire in March 2017, there are testing times ahead for the squadron, as Cdr Haigh confirmed: “My other main challenge on the horizon is our transition to Wildcat – a very positive challenge. The Wildcat is a fantas-tic new aircraft that takes the venerable Lynx, cur-rently the world’s best maritime attack helicopter, and pushes its development forward in one huge stride.

“As others have found during their own transition programmes, getting there is not without a little pain as we retrain all our maintainers and aircrew on the new aircraft, and while those people are in conversion training they’re not delivering front-line output. It is those remaining on Lynx for the time being, still delivering the same operational outputs, who have my closest attention. This year looks set to be the year of the greatest turbulence for 815 NAS, but we will get there and, as I keep reminding my people, the goal at the end is worth the temporary disruption.”

The work carried out by 815 NAS epitomises all that

is good with the British armed forces – versatile, reli-able, committed and professional. The world, and the role the UK takes in it, is constantly changing and the squadron needs to be adaptable, as Cdr Haigh recognises: “The Royal Navy first ventured into the skies in 1909 and since then we’ve learned, some-times the hard way, that embarked aviation requires a specific skill-set and a specific mindset. Operating in, around and from a ship involves highly perish-able skills that must be maintained if we’re to remain safe and operationally capable.

“This is not to say that only the Royal Navy can fly from Royal Navy ships – of course not – and we rou-tinely operate very well with our army and RAF col-leagues. Indeed, I am fostering a new relationship with the land attack helicopter through 656 Squad-ron Army Air Corps, because I believe the Lynx/Apache combination (and in future the Wildcat/Apache) will be a very potent prospect in the littoral battlespace. Because of the importance of integra-tion, I also believe that the seedcorn of embarked aviation can only, and must only, remain in the Fleet Air Arm.

“Leading a squadron is mostly about leading the people, because without people to bring them alive the aircraft are simply lumps of metal sitting in the hangar. I’m fortunate to have some of the most highly trained, motivated and professional people working in my squadron and with them behind me I believe 815 NAS can face with confidence any challenge thrown at us.”

Above: Training at Yeovilton can be varied – here a Lynx and its crew train with troops for insertion and extraction missions. Lewis Gaylard

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“The Royal Navy � rst ventured into the skies in 1909 and since then we’ve learned, sometimes the hard way, that embarked aviation requires a speci� c skill-set and a speci� c mindset”

www.airforcesmonthly.comMAY 2014 #31432

28-32_815NAS_May_GP jg.indd 32 04/04/2014 09:44


USAF A-10C THUNDERBOLT II

THE FAIRCHILD Republic A-10 Thunderbolt II is living on bor-

rowed time, with sequestration biting hard into the US military budget.

It seems this proven aircraft could be sacrificed for a more expen-sive – and unproven – successor. People within the US Air Force don’t want to lose the Warthog, but are being painted into a corner.

In February US Secretary of Defense Chuck Hagel unveiled the Fiscal Year (FY) 2015 budget before submitting it to Congress for approval. On the Warthog, he said: “Retiring the A-10 fleet saves $3.5 billion over five years and accelerates the air force’s long-standing modernisation plan, which called for replacing the A-10s with the more capable F-35 in the early 2020s. This was a tough decision. But the A-10 is a 40-year-old sin-gle-purpose airplane originally designed to kill enemy tanks on a Cold War battlefield. It cannot survive or operate effectively where there are more advanced aircraft or air defences. And, as we saw in Iraq and Afghanistan, the advent of pre-

Reserve Command. On June 24 the final three A-10s of the 47th FS ‘Dogpatchers’ left Barksdale due to the Force Structure Action Implementation Plan.

The planningThe National Defense Authorization Act (NDAA) for FY 2013 defined a wide range of moves for the A-10C fleet, including closure of the 47th FS, part of the 917th Wing at Barksdale Air Force Base (AFB), Louisiana and the transfer of aircraft to Air Combat Command (ACC). It was also stated in law that in

Republic A-10 Thunderbolt II is living on bor-

rowed time, with sequestration biting

It seems this proven aircraft could

People within the US Air Force don’t want to lose the Warthog, but are being

cision munitions means many more types of aircraft can now provide effective close air support, from B-1 bombers to remotely-piloted aircraft, and these aircraft can execute more than one

mission.“The A-10’s age is also making it

much more difficult and costly to maintain. Significant savings are only

possible through eliminating the entire fleet, because of the fixed cost of maintaining the sup-port apparatus associated with that aircraft. Keep-ing a smaller number of A-10s would only delay the inevitable while forcing worse trade-offs elsewhere.”

In FY 2013 the 81st Fighter Squadron (FS) at Spangdahlem AB, Germany, deac-tivated; in FY 2014 the 188th Fighter Wing (FW), Arkansas Air National Guard began transitioning to a new role and this February part of the A-10 Formal Training Unit (FTU) transferred from active duty to the

“Signi� cant savings are only possible through eliminating the entire � eet”

34-37_Warthog_May_GP jg.indd 34 03/04/2014 16:23


In the first of a series of features on the Fairchild Republic A-10 Thunderbolt II, affectionately known as the ‘Warthog’ by those who fly it, Neil Dunridge talks to the pilots of the 47th Fighter Squadron

Below: From left to right, this A-10 carries an AN/AAQ-28(V) Litening targeting pod, TGM-65 Maverick,

BDU-33s and ‘Willie Pete’ white phosphorous rockets. All images by

the author


36 May 2014 #314 www.airforcesmonthly.com

USAF A-10C ThUnderbolT II

FY 2014 these aircraft would be transferred back to Air Force Reserve Command (AFRC), a puzzling statement considering the designated 45th FS, the Reserve Associate Squadron at Davis-Monthan AFB, Arizona was nowhere near the level of man-power that could take on 24 jets and an undefined role.

Meetings began to flow between the 10th and 12th Air Forces and AFRC to see how the decision could be made workable. With the shrinking budget most likely behind the NDAA decision, an announcement was made that the 358th ‘Lobos’ FS, part of the 355th Wing at Davis-Monthan would deactivate and transfer the FTU role to a ‘new’ 47th FS, which would work alongside the 357th FS. On February 21 both the 45th and 358th FSs deacti-vated in a ceremony at Davis-Monthan, while the 47th FS took over the FTU role on March 8. Colonel Terry McClain, the 45th FS commanding officer, handed in the guidon (standard) for the 45th FS and assumed command of the 47th FS.

Training a Warthog pilotSince 1979 the 358th FS ‘Lobos’ – then known as the 358th Tactical Fighter Training Squadron – had trained A-10 pilots and over the past five years had been at the forefront of training pilots to fly the upgraded A-10C. In 2011, in a testament to the standard of training on the 355th Wing, the FTUs talked of reducing the number of flights at squad-ron level – from seven to three – required to make a pilot combat-ready as the output of the training squadrons was at such a high level.

During sequestration it was decided that no flying training hours would be lost, but carefully selected units would be sacrificed to keep the training sys-tem moving. Before the disbandment ceremony, Lt Col Stephen Sztan, the 358th FS commander, talked to AFM about how the transition was working: “We are working to make things as transparent as possi-ble and we are business as usual until February 21 and the deactivation ceremony – that weekend we will take down our squadron memorabilia and the 357th FS will move into our building with the 47th taking over the old 357th building.

“Four active-duty pilots will move over to the 47th to help them out as they get up to speed; however, the last ‘Lobo’ course will overrun by ten days. The plan was to pick a date as the current course was getting very close to graduation – an overrun of ten days isn’t bad as we had picked the date so far out. Because of holidays and the ten days no flying we lost due to the sequestration, the students will finish with the Lobos.” During sequestration the FTUs kept flying until October 2013 when they were grounded for a week to ten days, but later resumed flying training – even during the government shutdown. The first group of pilots to undergo A-10 training on a course run by the 47th FS were in the academic phase and were due to start the flying stage in the first couple of weeks in March.

45th Fighter Squadron…In 2008 plans were put in place to re-form the 45th FS under the new Total Force Integration (TFI) concept to support the 355th Wing to train new A-10 pilots. In 2009 the squadron formed at Davis-Monthan in the associate role, and even up to the end of operations remained so, unlike the 47th FS, which will now be a squadron in its own right. The 45th FS had grown from a couple of pilots to a

strength of 20, and numbers of pilots available to work with the active duty FTU meant it was possible to output students without delays. In February the 45th FS was a similar size to its sister TFI squadron, the 76th FS at Moody AFB, Georgia, which supports the frontline 23rd Wing. The 45th FS was designed to increase the throughput of the FTU, not to the detriment of the active duty numbers but rather to add crew availability for sorties.

… Becomes the 47th Fighter SquadronColonel John Russell, the commander of the 924th Fighter Group (FG), which oversees the 47th FS, gave AFM an insight into how the FG and FS are run. He started by explaining the command structure: “We now belong to the 944th Fighter Wing at Luke AFB, Arizona. Two years ago there was some dis-cussion to put all the reserve training squadrons under the same wing, which they did. So the 944th FW, which is a Lockheed Martin F-16C FTU associate wing to the 56th FW, now has the 414th FG (F-15E FTU at Seymour Johnson AFB, North Carolina) and the 924th FG (A-10 FTU) under its control.

“With the reorganisation we have doubled in size, so now I have a recruiting problem. At the moment I need 40 pilots, but only have 20; we have the same issue on the maintenance side, so we are going to retain some of the active-duty personnel. A transi-tion this big will have an effect on the throughput,

Above: Lt Col Kevin Eilers, the 355th OG deputy group commander, prepares to start a sortie as instructor pilot for a 45th FS student.Below: The 47th FS’s new ‘DP’ tailcode was unveiled in early March at Davis-Monthan. Jason Norton


37#314 MAY 2014www.airforcesdaily.com

but we have known that from the start – there was no way to switch the light out with the Lobos, and on with the 47th, without any interruption. We know it will drawdown things a little but then pick up to what is planned.”

Col Russell is well placed to run the group, having been a graduate from the Lobos and commander of the 47th when the squadron was an A-10A FTU at Barksdale before it became a combat-coded squadron. When asked about the puzzling, and probably morale-sapping decision to deactivate the 47th two days before the squadron deployed for Operation Enduring Freedom (OEF) duties last year, Col Russell responded: “The squadron ran the A-10A FTU right up to the C-model conversion. The students were finishing as we were getting the upgrade aircraft. But the experience of flying the aircraft in combat – not just teaching it, but flying it – means we learn more about it and become an expert in flying. It helped tremendously for the instructors – several have come here having flown recent combat missions – and it is a great benefit to impart knowledge to the students.

“The important take-away from this is that it’s just a transition from an active to a reserve squadron,” said Lt Col McClain. “Active-duty personnel rotate every three years. In the reserves we show up and we stay. Also there are less training costs and a smaller footprint.”

A unique aspect of AFRC operations are the unit training assembly (UTA) weekends – the 355th Wing has had to adapt to the operations and, despite some hesitation at first, they have proved a bonus with the flow of pilots through the FTU having some flexibility if all necessary flying couldn’t be achieved during the week. Col Russell said: “When I got here I spoke to Colonel Cherry, the then 355th Wing com-mander, and explained that we were in no rush to have large scale UTA weekends as we didn’t have the manpower,” said Col Russell. “We had started UTA weekends in 2009/10, but only for reserve person-nel as we had a lot of part-timers and they needed the experience. I put a marker out to say why don’t we start UTA flying in the first quarter of FY13 (Octo-ber 2012)? At that first UTA we started flying with students right off the bat because the theory was we are here to produce more student throughput, not just currency training on the weekends.

“We deliberately planned to start weekend flying in November 2013 to avoid any problems with the new fiscal year kicking in; so far we have flown 14 weekends and had great success. The active duty has been nothing but supportive as we continue to rely on it until we have all the manpower in place.”

Above: A 47th FS-marked A-10C fl own by Major Brendan Goss makes use of the 100ft (30m) minimum altitude restriction close to Barry M Goldwater range.Below: The 47th ‘BD’ tail code will soon disappear, being replaced by ‘DP’.

A future for the Warthog?A future for the Warthog?A future for the Warthog?A future for the Warthog?A future for the Warthog?A future for the Warthog?

afm


ARTICLE TITLE


FEARED BY its enemies, renowned among allied ground troops and

loved by pilots for its capabilities and flying characteristics, the US Air Force has maintained a strong Fairchild Republic A-10 Thunderbolt II presence since the beginning of Operation Enduring Freedom (OEF) in and over Afghanistan. With the dwindling number of A-10C units as a result of ongoing budget cuts, the workload is unabatedly high for the remaining units. One of them – the 74th Expeditionary Fighter Squadron (EFS) from the 23rd Wing based at Moody Air Force Base, Georgia – has returned home from a recent deployment to Bagram Air Base in Afghanistan.

In the second half of 2007, A-10 aircraft and personnel of the 74th and 75th Fighter Squadrons

(FS) moved from the 23rd Fighter Group (FG) at Pope Air Force Base (AFB),

North Carolina to the 23rd Wing at Moody AFB, Georgia. Two years

later Air Force Reserve Command reactivated the 76th FS within the 476th FG at Moody, which became

home to a considerable fleet of A-10s. Conversion to A-10C standard

under the ‘precision engagement’ (PE) programme started almost immediately,

enabling the aircraft to operate in all weather situa-tions and drop a range of smart weapons.

Having just converted to the A-10C, the 75th FS ‘Tiger sharks’ deployed to Kandahar in Afghanistan at the end of 2008 to become part of the 451st Air Expeditionary Wing as the 75th EFS. It was followed by the 74th EFS ‘Flying Tigers’ in March 2011, before returning later that same year.

Operation Enduring FreedomThe Moody-based A-10 units started to prepare for their next deployments in early 2013. The 74th FS attended the Green Flag-East exercise, the Weapon Systems Employment Program (WSEP), Weapons Instructor Course (WIC) support and Red Flag training events during the six-to-nine-month pre-deployment training period. Green Flag focused on close air support (CAS) training with the army units that were to be deployed at the same time as the 74th FS, while WSEP was specific to the 74th and focused on weapons employment techniques and validation of tactics, techniques and procedures. The support to WIC was conducted with the 66th Weapons Squadron at Nellis AFB, Nevada and focused on live-fire, close air support and combat search and rescue (CSAR) training with special tactics squadron combat controllers and the multi-national Red Flag exercise enhanced

its enemies, renowned

dwindling number of A-10C units

(FS) moved from the 23rd Fighter Group

476th FG at Moody, which became

under the ‘precision engagement’ (PE)

38-40_Blues gp jg.indd 38 04/04/2014 10:12


Martin Scharenborg and Ramon Wenink/Global Aviation Review Press fly with A-10s over Afghanistan

Above: Aircraft and aircrew of the disbanded 81st Fighter Squadron deployed together with the 74th Expeditionary Fighter Squadron to Bagram Air Base in Afghanistan. All images by the authors

38-40_Blues gp jg.indd 39 04/04/2014 15:46



its combat aviation skills. The focus during Red Flag was CAS, CSAR and large force integration. After a thorough preparation, several hundred operations and maintenance personnel together with around a dozen A-10 aircraft left Moody on March 26, 2013 for Afghanistan. Equipped with 600-gallon fuel tanks the A-10Cs made a stopover at Lajes airfield in the Azores before flying into Bagram Air Base, Afghani-stan to join as the 74th EFS, 455th Air Expeditionary Wing on March 31, relieving the 354th EFS ‘Bulldogs’. The 74th EFS consisted of personnel and aircraft of the 74th FS, 76th FS ‘Vanguards’ and the recently disbanded 81st FS ‘Panthers’ from Spangdahlem Air Base in Germany. The five deployed 81st FS pilots and aircraft were transferred to other A-10 units in the United States after the deployment.

Quickly on the sceneWith insurgent activities concentrated in the north and north-eastern part of Afghanistan close to the border with Pakistan and troops in contact (TIC) almost daily, Bagram became the air base of choice for recent OEF A-10C deployments. Kandahar Air Base had been home for earlier A-10 deployments, but its location further south meant longer flying times to reach the active battlefield. In a notable event on July 24 74th EFS A-10Cs came to the rescue when two Warthogs where called in to provide CAS to 60 US troops. They were part of a routine clearance patrol with 12 vehicles when they were ambushed on the highway. The lead vehicle was hit and turned over. In an effort to salvage the vehicle, the troops stayed overnight at the scene. Early next morning the troops were attacked again from behind a nearby tree line and three of them suffered significant injuries. Medical evacuation was crucial so CAS was called in. Not being able to pinpoint the exact position of the enemy, a nearby joint terminal attack controller (JTAC) sent two 74th EFS A-10s to the scene and they arrived within a few minutes. A joint fire observer (JFO) provided them the estimated position of the insurgents. A first attempt to drive back the insurgents with a ‘show of force’ failed and the insurgents advanced further. Two rockets were fired from the A-10s to mark the area with smoke, followed by multiple strafing runs with the aircraft’s 30mm cannon, but the insurgents moved even closer to prevent the aircraft getting a clear shot and attacking again. The US troops were receiving heavy fire and the JTAC did not feel comfortable sending in the MEDEVAC helicopters. The A-10Cs continued their strafing runs but with the insurgents still gaining ground, the convoy commander realised the A-10s would have to move in ‘danger-close’. The A-10s started low angle strafing runs at 75ft over

the insurgents and parallel to the coalition forces, ensuring the troops of the convoy would not be hit. The engagement lasted more than two hours with 15 strafing runs, the A-10s firing 2,300 rounds of ammunition and dropping three 500lb (227kg) bombs. After the last strafing run the insurgents retreated and a Beechcraft MC-12W aircraft was called in to gather intelligence to establish if they were regrouping. The A-10Cs stayed on the scene until the Sikorsky HH-60G Pave Hawk MEDEVAC heli-copters of the 83rd Expeditionary Rescue Squadron, based at Bagram, arrived and the wounded troops were transported safely back to the hospital there.

Consecutive deploymentsDuring deployment to Bagram the 74th EFS flew 4,100 combat sorties and achieved 16,500 com-bat flying hours, during which 200 bombs were dropped, multiple laser-guided AGM-65 Mavericks were launched and more than 74,000 rounds of 30mm ammunition expended. “Many of the lessons learned during this deployment are the same that we see every time we deploy – the CAS mission has not changed over time,” said Lt Col Haworth. “The

capability to bring joint fires to bear on enemy forces, while in close proximity to friendly forces, will remain the focus of OEF from a combat standpoint. Many of the lessons learned from this deployment come from some of the equipment and capability changes that we have incorporated, for example, the HMCS and the laser-guided Maverick capability were new to this deployment.”

The 74th EFS deployment ended in early October. Between September 24 and September 27 several hundred airmen and around a dozen A-10Cs of the 75th FS left Moody to relieve the 74th and establish the 75th EFS, which in turn ended in March. Aircraft and personnel of the 74th EFS returned home from the six-month deployment to Moody on October 8, to a welcome by families and a media reception. With two consecutive OEF deployments, workload for aircraft and personnel is extremely high.

With the return of A-10Cs from the disbanded 81st FS, older aircraft in the inventory of the 74th, 75th and 76th fighter squadrons will be retired. Another eight former 81st FS aircraft were flown to Davis Monthan AFB on October 23 where they will also replace older aircraft in the inventory of the 355th FW.

During its deployment to Bagram Air Base, the 74th EFS made 4,100 combat sorties and achieved 16,500 combat fl ying hours during which 200 bombs were dropped, multiple laser-guided AGM-65 Mavericks were launched and more than 74,000 rounds of 30mm ammunition were fi red.

afm

Pilot’s aeroplaneThe A-10 is highly valued by both pilots and troops on the ground. Former 81st FS pilot Capt James ‘Holy’ Schmidt, deployed with the 74th EFS over Afghanistan, said: “The A-10 is really easy to � y and has many advantages over other aircraft. The aircraft is extremely fuel-ef� cient and can therefore stay longer over the battle� eld. Its large canopy gives brilliant situational aware-ness and its slow speed enables us to deliver ammunition with high accuracy. Our aircraft is also renowned for its survivability over the battle� eld. We can take a lot of enemy � re as the aircraft has a lot of back-up systems.”

For some pilots it was their � rst deployment on OEF with the A-10C. With intense use and no serious replacement in sight for the 30-year-old aircraft the US Air Force conducted an intensive update programme for both airframe and avionics to keep the A-10 operational into the next decade.

Lockheed Martin was assigned to be the prime contractor for this programme and the � rst PE A-10C took to the sky for its maiden test � ight in 2005.

Lt Col David Haworth, commander of the 74th EFS, is extremely pleased with the new up-grades and its advantages over the battle� eld. “There are numerous upgrades from the A-10A, primarily to increase the precision engagement capabilities of the aircraft and include advanced targeting pods, precision weapons capabilities, datalink and reduced pilot workload.” The

A-10C uses the helmet-mounted cueing system (HMCS) and the 74th EFS was the � rst Warthog unit to employ it in combat. “The HMCS was an invaluable tool, but the advanced targeting pods are the most valued upgrade,” continued Lt Col Haworth. The newest generation targeting pods – Rafael AN/AAQ-28 Litening and AN/AAQ-33 Lockheed Martin Sniper Advanced Targeting Pod – have added the capability for us to track and engage moving targets with reduced input from the pilot. Additionally, these systems have improved sensor capabilities, which equates to a greater image resolution in the cockpit for enhanced target identi� cation by the pilot. The pod gives improved � delity of the enemy movements on the ground with remarkable standoff capability so A-10s can monitor locations without the enemy being aware of our presence, and during weapons employments we can target more accurately.” Lt Col Haworth is proud to be an A-10 pilot: “The A-10 is the premier CAS weapon system in the Department of Defense arsenal. Its advantage over other airframes includes weapons payload capability, long loiter time, the GAU-8 main gun, and multiple redundant systems to improve both aircraft and pilot survivability. The thing we like most about the aircraft is the capability it brings to the � ght. Not just the ability to � nd, � x and � nish the enemy in close proximity to friendly forces, but to bring home the men and women in harm’s way!”

38-40_Blues gp jg.indd 40 04/04/2014 10:13

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USAF A-10C ThUnderbolT II

Robert F Dorr profiles the

188th Fighter Wing and

its A-10Cs. Photography by

Jim Haseltine

42-47_188th_May_GP jg.indd 42 04/04/2014 10:25


When Col Brian ‘BT’ Burger lifts off from the 8,000ft (2,438m) runway 7/25 at Fort

Smith, Arkansas, raises the A-10’s flaps and tucks in its wheels, he knows that it will only be about two minutes before he can begin bombing and strafing. Combat pilots in units elsewhere are often forced to waste hours journeying to and from a place where they can rehearse their battle skills. In Arkansas, no time is ever lost. “It’s like that old saying in the real estate business,” Burger told AFM. “The only three things that matter are location, location and location.”

Climbing out near Arkansas’ second largest city (pop 87,605), Burger knows he’ll be working closely with joint terminal attack controllers (JTAC) who’ll have a valuable chance to swap ideas with him after

he engages in mock war — the debrief made possible, again, by loca-tion. Burger also knows that despite being situated so close to one of the best ranges in the United States, and despite being able to work more closely with JTACs than can pilots at most bases, his own grand, decades-long love affair with the A-10 Thunderbolt II faces its

curtain call this summer.Col Burger belongs to the 188th Fighter Wing,

the ‘Razorbacks’ of the Arkansas Air National Guard (ANG). He’s the operations group com-mander and also the wing’s high-hour A-10 pilot. His ‘Form Five’, the equivalent of a pilot’s logbook, lists 4,400 flight hours in the mighty Warthog, or Hog. It’s a figure exceeded by only half a dozen others throughout the US forces.

“We’re unique here because we own our gunnery range and because it’s close,” Burger told AFM. The 188th Wing’s own Detachment 1 provides the manning and administration for what Guardsmen call the ‘Hawg MOA’ (military operating area), which is officially the Razorback Range at the Fort Chaffee Maneuver Training Center. “At other bases, guys have to spend an hour or two burning fuel just to reach the range, but here we can be there almost instantly. We have a perfect environment to practice close air support [CAS] and to train directly with guys on the ground. Also, because it’s close, in the vault in our operations building we have the capability to use real-time footage from the Litening targeting pod.” This is, in part, a reference to the situational awareness data link (SADL) capability retrofitted on A-10Cs. “At other bases where the gunnery range is more distant, they can’t do that because the pod can only transmit a certain distance.”

Col Mark W ‘Casper’ Anderson, the 188th wing commander, logged more than a thousand

Above: The 188th Fighter Wing

commander’s A-10C manoeuvres while

on a training mission over southern

Arizona. All images Jim Haseltine

Below: A crew chief goes

through avionics maintenance on an

A-10 in between missions.

“The only three things that matter are location, location and location”

42-47_188th_May_GP jg.indd 43 04/04/2014 10:19



hours in the F-16 Fighting Falcon before becoming an A-10 pilot, and he insists there’s nothing like the A-10. “We have testimony from soldiers and Marines on the ground who say they’re alive today because an A-10 came swooping over their heads and battered the bad guys,” Anderson told AFM. His wing’s 184th Fighter Squadron had an authorised strength of 18 A-10s. In January it began surrender-ing its aircraft – most are going to the 75th Fighter Squadron, 23rd Wing at Moody Air Force Base, Georgia – and just eleven Warthogs were still on the ramp.

Not only is Fort Smith giving up its airframes, but the leadership of the US Air Force is seriously contemplating retiring all 343 Hogs still in service (of 715 built), all of which were upgraded in recent years from A-10A to A-10C standard. The A-10B – serial number 73-1664 – was a one-of-a-kind ver-sion with a second seat; it never won a production order.

The question of what will happen to the entire A-10 force is way above the pay grade of anyone at Fort Smith and perhaps even of US Air Force chief Gen Mark Welsh and other four-star commanders. The budget-slashing process known as sequestra-tion, coupled with a policy that gives first priority to high-tech platforms such as the KC-46 tanker, F-35 Lightning II Joint Strike Fighter and Long Range Strike-Bomber (LRS-B), means that some major item must be struck from the inventory no matter how painful that removal may be. For a time, it looked like the item about to be booted was the KC-10A Extender, 59 of which are in inventory, but that idea appears to have been dropped and now

Warthog walk-aroundIf the day comes when a Warthog can’t be found on the ramp at Fort Smith Regional Airport, or anywhere else, it will be a poignant moment for an air force that has had a love-hate relationship with the A-10 from day one. To those who love it, the A-10 is something special. The best way to ap-preciate that is to take a close-up look at this � ying weapons platform, much like a pilot performing a walk-around check.

The A-10 is a straight-wing, twin-tail, tricycle-gear aircraft that was purposely made big and simple. ‘Big’ means a wing span of 57ft 6in (17.53m), only ten feet less than a B-25 Mitchell medium bomber, and a loaded weight of 30,384lb (13,782kg), or about 25% more than the weight of a fully loaded Douglas DC-3. The pilot sits high in this ro-bust warplane in a standard ACES II ejection seat, rather than the Escapac 1E-9 seat that equipped the � rst handful of A-10s built.

‘Simple’ means the A-10 is single-seat and was built around its gun, the Volkswagen-sized, slightly off-centre GAU-8/A Avenger, or Gatling 30mm cannon, with 1,196 rounds is among the largest, heaviest and most power-ful aircraft cannons in the US military. It � res large, depleted-uranium armour-piercing shells at up to 70 rounds per second. The fully steerable nose wheel is more than a foot off-centre to the pilot’s right to accommodate the gun, while the gun is off-centre (but pointing straight forward) about three inches to the pilot’s left. This aircraft that is built around a gun also proffers a ‘tub’ of titanium armour partly enclosing the pilot.

Every Warthog built is powered by two 9,065lb/ft (4,109kg) thrust General Electric TF34-GE-100 engines. Although the engine dates to the 1970s and is used in no other military aircraft (the S-3 Viking’s powerplant has signi� cant differences), it has proved friendly to maintainers. “It’s a poster child for reliability,” said Col Burger.

“I consider the TF34 to be one of our best performing engines,” said Col Kenneth Lynn, who supervises propulsion issues at Air Combat Command. “The average ‘time on wing’ of the TF34 has exceeded our goal of 1,000 engine � ying hours every quarter for the past two years. Non-recoverable in-� ight shut-down rates and the Class A mishap rates related to a TF34 are very low.”

The success of the engine has been the strongest argument against proposals that surface from time to time to give the A-10 a more modern powerplant with a digital control system – such as the current engine’s civilian counterpart, the General Electric CF34-1/8, used on executive jets such as the Bombardier Challenger CL-601-1A.

Above: Weapons loaders from the 188th Fighter Wing load an inert GBU-12 onto an A-10 before it goes on another ‘Snowbird’ training mission.Below: A 184th FS pilot inspects his Litening targeting pod before he prepares for another sortie out of Davis-Monthan.

Above: A 184th FS pilot inspects an AGM-65 Maverick missile during his prefl ight walk-around.

Below: A line up of 188th Fighter Wing A-10Cs sit in the revetments at Davis-Monthan as they prepare to launch on a ‘Snowbird’ mission.

42-47_188th_May_GP jg.indd 44 04/04/2014 10:19


the focus is on the Hog.A US Air Force document from last year lists per-

hour flying costs as $17,716 for the A-10, $41,921 for the F-15C Eagle and $21,170 for the KC-10. Mission capable rates are 75% for the A-10, 74% for the F-15C and 87% for the KC-10. Those figures would appear to be an argument for keeping the A-10 fleet. Welsh and others say the talk of benching the A-10 is “pre-decisional”. “I would not want to retire the A-10 unless I absolutely, positively had no choice about it,” Gen Herbert ‘Hawk’ Carlisle, commander of Pacific Air Forces, told the author last October.

The term “pre-decisional” doesn’t cut any ice with Senate Armed Services Committee member Sena-tor Kelly Ayotte, who opposes cutting the A-10 fleet. “Sixty soldiers were saved in Afghanistan because of the important close air support provided by the A-10,” Ayotte told reporters, not mentioning that she is married to a former A-10 pilot. One view of the whole discussion is that Welsh and others floated the idea in order to appear responsive to budget needs, but in the full knowledge that Capitol Hill would never allow it to happen.

A decision on the A-10 fleet may be announced at about the time these words appear in print. In any event, it is now too late for the Razorbacks of Fort Smith. “That ship has sailed,” Burger said.

Razorback RangeAt one time or another, the Razorbacks have put the A-10C through its paces in just about every mission that has ever been suggested for the big, brute-like warplane. The Razorback Range offers

them plenty of flexibility. Categorised as a “conven-tional non-nuclear scoreable Class A air-to-ground gunnery range”, it’s a mostly treeless moonscape similar to a lot of real-world places where A-10Cs might fly and fight.

Overseen by two towers manned by airmen from the 188th Wing’s detachment, the range has clusters of bomb circles, two strafe targets, a rocket circle and three airfield targets, all of which can be scored by a computer system. The JTACs who work at the range – those ‘battlefield airmen’, as the Pentagon now calls them, with radios, satellite uplinks and automatic weapons – are from the 19th Air Support Operations Squadron at Fort Campbell, Kentucky. In recent US conflicts, JTACs have been caught up in firefights at close range while calling in air strikes.

Because of their proximity, the JTACs spend time at Fort Smith co-ordinating with A-10C pilots and ordnance technicians, a practice that enhances training for all. The JTACs get to look at and judge A-10C gun camera footage. “When you see the light bulb go on in one of those guys, you know they’re going to take it out to the field where they’ll be bet-ter able to work with us,” said Col Burger. At many other tactical bases, the tactical controllers live too far away to get up close and personal, “so the only debrief they ever get is maybe 30 seconds on the radio,” he added.

It’s important to understand that just as an A-10C pilot must maintain currency in the cockpit, the controller who calls in an air strike must keep current as well – so co-operation between the two is important. Technical Sgt Robert Gutierrez, a recipient of the Air Force Cross – the second highest US award for valour – told AFM that: “a JTAC must do at least one ‘call’ every 60 days, dry or live. He must participate in a night scenario once every 90 days. Every year, he must call in live ordnance, and every 15 months he must pass an evaluation.” JTACs from other units around the country often go out of their way to request temporary duty at the Razorback Range.

A typical Warthog load for work on the range consists of four SUU-20 practice dispensers (or

“Sixty soldiers were saved in Afghanistan because of the important close air support provided by the A-10”

Above: Four 184th Fighter Squadron pilots prepare for a ‘Snowbird’ training mission at Davis-Monthan.

Two US Army special operations JTACs plot co-ordinates for an attack run on the Razorback Range, as a 188th Fighter Wing A-10 prepares to engage targets.

42-47_188th_May_GP jg.indd 45 04/04/2014 10:19



fewer), each carrying six BDU-33 practice bombs. These are typically carried on ordnance stations 4, 5, 7 and 8 under the wing, between the main landing gear and the fuselage. The BDU-33 is a 25lb (11.3kg) practice bomb with a spotting charge that releases a cloud of smoke on impact. By design, this training item has flight and delivery behaviour similar to the free-fall 500lb (227kg) Mark 82 and other bombs it simulates. The A-10C can also carry the A/A37-T6A training version of the AGM-65 Maverick air-to-surface missile, which was once the Warthog’s second-most-favourite anti-tank weapon – behind the gun. Razorback Range is also cleared for strafing using the Mark 108 round for the 30mm cannon.

With Soviet main battle tanks no longer massed by the thousand astride the Fulda Gap, and the Warsaw Pact no longer in existence, the Maverick missile has not seen as much use in the A-10C community. This is despite the fact that all Warthog units could be deployed to the Korean peninsula where a formidable armoured threat still looms just north of the Korea demarcation line. Laser-guided

Some Warthog historyThe A-10 came into existence because of efforts in the early 1970s by Pentagon reformers such as Pierre Sprey and Col Everest Riccioni, who viewed emerging combat aircraft as too complex and costly, and who argued for something simple. Col J C Jones, an of� cial at Tactical Air Command in 1971, claims credit for the Warthog nickname after he heard troops badmouthing the of� cial Thunderbolt II appellation. In those days, some active-duty airmen had personal experience with the P-47 Thunderbolt of the Second World War and considered the name sacrosanct.

The prototype service-test YA-10A (71-1369) made its initial � ight at Edwards Air Force Base, California, on May 10, 1972 piloted by Howard W ‘Sam’ Nelson. Sadly, on June 3, 1977 Nelson lost his life when his A-10 crashed at Le Bourget Field, France, in the middle of the Paris Air Show.

After numerous successes in operational settings, the A-10 shone in the 1991 Persian Gulf War, where it established a reputation for sustaining battle damage yet bringing its pilot home. On the Air Staff in the Pentagon, opinions differed as to the value of keeping the A-10 into a new century. Proponents won and the Pentagon approved a “precision engagement” (PE) upgrade, giving the pilot two 5x5in multi-function colour

displays and a new stick grip and right throttle to provide better hands on throttle and stick (HOTAS) capability. This enabled the pilot to be looking out instead of looking down. The upgrade added “smart wiring” to enable six of the A-10’s eleven weapons stations to handle a new generation of ordnance, including the Joint Direct Attack Munition (JDAM) and the Wind Corrected Munitions Dispenser. The programme also added SADL, which helps the pilot to be aware of everything happening on the battle� eld. All 349 aircraft then in inventory were brought up to the new standard and redesignated A-10C. Internal upgrades made the A-10C compatible with the AN/AAQ-33 Sniper XR and AN/AAQ-28 Litening II targeting pods. The � rst PE-upgraded A-10C, serial 81-0989, took to the air on January 20, 2006. Operational deliveries began later that year. In April 2007, the Fort Smith Guardsmen converted from F-16C/D to A-10C aircraft. The wing deployed ten A-10s and nearly 300 airmen to Kandahar Air Base, Afghanistan, in 2010. A deployment to Bagram, Afghanistan, followed in 2012. “The missions our pilots conducted in Afghanistan were often dangerous and required a great deal of courage, patience and precision,” said Col Anderson.

Above: A 184th FS pilot gives his crew chief a thumbs-up as they prepare to start up the engine prior to launching on another mission from Davis-Monthan.

A 184th Fighter Squadron A-10 pilot fl ies his aircraft in formation with the camera ship during a training mission out of Davis-Monthan.

“Killing tanks was much more of a focus when I started � ying the A-10 back in 1988”

42-47_188th_May_GP jg.indd 46 04/04/2014 10:20


AGM-65C/E versions of the Maverick are still seeing occasional use in Afghanistan, often against light vehicles.

“Killing tanks was much more of a focus when I started flying the A-10 back in 1988,” said Burger. “In those days we didn’t train with free-fall ord-nance because we were going to take out tanks with Mavericks and the gun.”

When they do practice the anti-armour mission, A-10C pilots recognise that in the 21st century a column of tanks is likely to be defended by a robust array of MANPADs (man-portable air defence sys-tems) and other types of surface-to-air missiles. “In some ways, how you manoeuvre against this threat becomes every bit as important as how accurate your ordnance is,” said Burger. The A-10 anti-tank pilot of the 21st century enters the battle with dif-ferent expectations and more imaginative tactics than did the A-10 anti-tank pilot of the 1980s.

They have a lot to be proud of, these flying Razorbacks. The name derives from a type of feral hog, its connection to the Warthog being purely coincidental, and in addition to the members of the 188th Wing and the range, it applies to almost everything in Arkansas; it adorns all University of Arkansas sports teams, for instance.

Razorbacks especially pride themselves on the close air support mission. Those who want to park the A-10 argue that a very different aircraft such as the B-1B Lancer, operating at 20,000ft (6,100m) and using satellite-guided munitions, is perfectly capable of performing the CAS mission. Their argument may have merit, but nothing is quite the same as being eyeball-to-eyeball with a loud, onrushing A-10 at treetop level.

Fort Smith changesAt Ebbing Air National Guard Base – the name is not well known and the aerodrome that is two miles southeast of the city is more familiarly known as Fort Smith Regional Airport – Guardsmen have been busy since February of last year flying the Hog, while managing the transition out of the A-10 and into an MQ-9 Reaper remotely piloted aircraft (RPA) mission. The wing is also inheriting targeting and intelli-gence missions. As the aircraft are drawn down, Fort Smith Guardsmen enter a two- to three-year conversion programme in increments, with the goal of reaching initial operational capability in their new missions by 2016.

“It is a radical mission change,” Col Anderson said. “We’re going to be sending a lot of people off to a lot of long-term schools. We’re going to be getting a lot of top-secret security clearances for our folks, a lot of training going on. Not

only that, there will be a lot of construction as we transition to the new mission. A lot of equipment going out and a lot of equipment coming in.”

But until the last A-10 flies off, the wing is still on tap for contingencies. “I expected to see an outstanding fighter wing that does a great service to our nation and the state of Arkansas, and that’s exactly what I’ve seen,” Air Force chief Welsh said when he visited Fort Smith. “They have a great installation here. There’s a great range complex that they train on. They are immersed in the mission of our air force, and I got to see that.”

When the wing put eleven A-10Cs into the air to fire live cannon rounds and drop training bombs at Razorback Range on May 28, 2013, officials said that, barring some crisis, that might be the unit’s last large-scale exercise with

the Warthog. The very slow, ongoing process of surrendering A-10Cs began on September 11, when pilots from Moody arrived to fly away the first two Warthogs (serials 78-0614 and 78-0644).

“As a wing we’ve been flying manned aircraft for 60 years,” said Anderson, referring to the crossroads at which the 188th has arrived. “But now we’re in the initial stages of a very long conversion. While we’re sad that our A-10s have to go, we’re getting a cutting-edge mission that will feature a substantial intelligence and RPA mission. It’s definitely bittersweet.”

At the time of going to press, the airmen of the 188th Fighter Wing had not yet scheduled an event to formalise the departure of the A-10C Thunderbolt II this summer. “We’ll probably have a ‘Warthog Day’,” Anderson speculated.

That day will almost certainly be even more bittersweet.

afm

Above: An A-10C flies low level over ETAC as it releases six BDU-50 high-drag 500lb inert munitions.Below: An AR ANG A-10C releases two inert GBU-12 laser-guided bombs against targets on the ETAC range.

A 188th FW A-10 fires an AGM-65 Maverick missile.

42-47_188th_May_GP jg.indd 47 04/04/2014 10:20

48 MAY 2014 #314

NORTHROP GRUMMAN RQ-180

www.airforcesmonthly.comwww.airforcesmonthly.com

MEMBERS OF the Iranian Revolutionary Guards captured an RQ-170 Sentinel

unmanned aerial vehicle (UAV) – made by Lock-heed Martin and operated by the US Air Force for America’s Central Intelligence Agency – on Decem-ber 4, 2011. Lt Gen Hossein Salami, commander of the Islamic Republic of Iran Army, told the Fars news agency that Iranian technical experts had managed to electronically penetrate the drone’s systems and take control of the intelligence, surveillance and reconnaissance (ISR) aircraft after it entered Iran’s airspace.

Washington subsequently asked Tehran to return the Sentinel, a request that was, not surprisingly, denied. Salami told Fars: “No nation welcomes other countries’ spy drones in its territory, and no-one sends the spying equipment and its infor-mation back to the country of origin.” He added that “all the memories and computer systems of this aircraft have been decoded” and the examined technologies would be reverse-engineered.

The loss of the RQ-170 underlined the US Air Force’s need for remotely piloted aircraft (RPA) that could remain undetected throughout ISR missions in airspace regarded as ‘denied’ by the US Depart-ment of Defense (DoD). In addition to Iran, North Korea, China and Russia are countries of particular interest to a number of American intelligence organisations.

Seeking ‘a more balanced fleet’For more than five years, Pentagon planners have been computer wargaming and otherwise prepar-ing for future combat involving American UAVs in hostile airspace. Last September, Lt Gen Robert Otto, the US Air Force’s deputy chief of staff for ISR, told an audience at the Air Force Association’s Air and Space Technology Exposition: “The mix [of RPA] is not where it needs to be. We are over-invested in permissive ISR and we have to transform the force to fight and win in contested environments. We will seek a more balanced fleet of both manned and unmanned platforms that are able to penetrate denied airspace and provide unprecedented levels of persistence.”

In December Aviation Week and Space Technology (AW&ST) published an exclusive news story about “a large, classified unmanned aircraft” being devel-oped by American defence contractor Northrop Grumman that “demonstrates a major advance in combining stealth and aerodynamic efficiency”. Senior editors Amy Butler and Bill Sweetman explained that “defence and intelligence officials say the secret unmanned aerial system, designed for [ISR] missions, is scheduled to enter production for the US Air Force and could be operational by 2015.”

Not officially acknowledgedAFM contacted Northrop Grumman and the DoD about the RQ-180, the designation for the new UAS described in the AW&ST report. The former did not respond. The latter, however, said in an e-mail that “the Department of Defense and the air force are constantly seeking new technologies and developing capabilities to support combat forces to address future threats in a variety of operational environments”. The Pentagon’s press office also pointed out that “sensitive programmes” such as the RQ-180 are not discussed with the news media.

Butler and Sweetman also encountered an offi-cial information brick wall. “Neither the air force nor Northrop Grumman would speak about the classified airplane,” they wrote. “When queried about the [RQ-180] project, air force spokeswoman Jennifer Cassidy said the air force does not discuss this programme.”

Inside the US military it’s a different story, report-edly. Aviation Week said Lt Gen Larry James, another senior US Air Force ISR officer, acknowledged that the service “had learned lessons about the need to more widely disseminate information on classified programmes to ensure opera-tional commanders are fully aware of their capabilities”. A year ago James told AW&ST: “We have a whole host of programmes covering all the different environments, and we ensure that as we develop new capabilities we are in

conversations with people at the right levels. We are much better today than we were ten to 15 years ago, [when] you’d have this new super-secret thing and you’d turn up at the combatant commander’s door at the start of an operation. That’s not a good place to be.”

Doing the Blackbird’s ‘penetrating ISR mission’According to Aviation Week, funding for the RQ-180 came from “the air force’s classified budget” and Northrop Grumman competed with Lockheed Martin and Boeing for the contract – adding: “The aircraft will conduct the penetrating ISR mission that has been left unaddressed, and under wide debate, since retirement of the Lockheed SR-71 [Blackbird] in 1998.”

During reconnaissance flights, the SR-71’s primary advantages were altitude (80,000-plus feet) and speed (Mach 3-plus). Interestingly, the AW&ST artist’s drawing of the RQ-180 shows a ’plane that would likely cruise at subsonic velocities in order to conserve fuel. The report also stated that “publicly available overhead imagery shows new shelters and hangars sized for an aircraft with a 130ft-plus wing span at Northrop’s Palmdale plant in Califor-nia and at Area 51, the air force’s secure flight-test centre at Groom Lake, Nevada”.

If the RQ-180’s wingspan is indeed about 130ft (39.6m), it is comparable to that of the Global Hawk, which has a reported service ceiling of 60,000ft (18,290m). Aviation Week also explained: “The RQ-180 is believed to have a cranked kite layout like the X-47B [developed for the US Navy], but with a much longer wingspan. Northrop Grumman claims the wing is more scalable and adaptable than the B-2 Spirit’s flying wing shape.” The X-47B UAS and B-2 stealth bomber were designed and built by Northrop Grumman.

Regarding propulsion, Butler and Sweet-man wrote “the RQ-180 could use a medium bypass-ratio engine, similar to the modified [General Electric] CF34 engine eyed for early X-47-based concepts”. GE Aviation developed the CF34 from its TF34 military jet engines, installed on the A-10 Thunderbolt II and S-3A Viking. Various B o m b a r d i e r and Embraer c i v i l i a n 'planes are

Blair Watson examines why Northrop Grumman’s recently

unveiled RQ-180 unmanned aerial system is needed

Detection can lead to destructionNot only has ‘denied’ airspace occasionally

been a problem for US military aircraft, so too

have contested skies. For example, prior to

the start of the Iraq War on March 20, 2003,

Iraqi surface-to-air missiles (SAMs) as well as

a MiG-25 Foxbat interceptor destroyed three

American reconnaissance RQ-1 Predator

UAVs. In May 1995, a Strela-1M SAM brought

down a Predator over Serbia. Almost four

years later, a Serbian anti-aircraft missile

battery attacked a piloted US Air Force

Lockheed F-117A stealth � ghter with modi� ed

Soviet-made SA-3 Goa SAMs (the canopy of

the downed Nighthawk, serial number 82-

0806, is on display in the Museum of Yugoslav

Aviation in Belgrade).USAF Predators, MQ-9 Reapers and RQ-4

Global Hawks were used extensively during

the wars in Iraq and Afghanistan. Throughout

the long con� icts, the insurgencies in the two

nations did not have radars to detect the non-

stealthy aircraft, nor interceptor jets or SAMs

to destroy them, resulting in air environments

of� cially described as “permissive”.

STEALTHY ANDSUPER-SECRET

48-49_RQ180_May_GP jg.indd 48 04/04/2014 11:30


equipped with CF34s, which produce between 8,730 and 20,000lb of thrust, depending on the model. By comparison, the Global Hawk’s Rolls-Royce F137-RR-100 turbofan creates 7,600lb of propulsive force.

A stepping-stone to the US Air Force’s new bomber“A key feature of the RQ-180’s design is an improve-ment in all-aspect, broadband radar cross-section reduction over Lockheed Martin’s F-117, F-22 and F-35,” the AW&ST article explained. “This is optimised to provide protection from low and high-frequency threat emitters from all directions. The design also merges stealth with superior aero-dynamic efficiency for increased altitude, range and time on station.”

Because the RQ-180 incorporates “low-observ-able technologies [that] can still adapt to counter new threats such as low-frequency radar” (quoting the intriguing AW&ST news story), “it is a stepping-stone

to the development of the air force’s Long Range Strike Bomber, while also complementing the B-2 and other long-range strike assets.”

The Aviation Week report Secret New UAS Shows Stealth, Efficiency Advances concludes: “By contrast to its predecessors, the RQ-180 secures a foothold for stealth in future war plans in which extremely expensive ‘do everything’ platforms are eclipsed by families of networked, co-operative systems.”

Since the late 1970s the DoD has invested hun-dreds of billions of dollars in developing, procuring and operating fleets of stealthy warplanes, manned and unmanned. If the RQ-180 UAS is truly as impres-sive as described by Butler and Sweetman, within a year or two the US Air Force’s top-secret investment should be flying missions undetected over-seas – and always under American control.

Could a future version of the RQ-180 also be capable of self-defence? With the aircraft seen as a potential basis for the US Air Force’s next generation bomber, a combat variant may be the next step for this secret project. Tim O’Brien

afm

A ‘Wi-Fi’ UAS?According to Aviation Week, “the RQ-180 carries radio-frequency sensors such as active electronically-scanned array (AESA) radar and passive electronic surveillance measures… It could also be capable of electronic attack missions.” In June 2007, a British report in The Register said: “AESA radars have long been heralded as miracu-lous multi-tasking kit, capable of acting as electronic-warfare scanners, jammers or even electromagnetic weapons capable of frying enemy circuitry from afar.”The article added: “There have also been ground trials in which the [AESA] radar from America’s ultra-advanced, hyper-expensive F-22 Raptor stealth super� ghter has been used as a kind of Wi-Fi card on steroids, able to transmit data at a blistering 548 Mbit/sec and receive it at gigabit speed… A modern drone aircraft needs to send several Mbit/sec of bandwidth back to its masters in order to operate effectively.”

48-49_RQ180_May_GP jg.indd 49 04/04/2014 10:32


RAF TRISTAR RETIRES

MAJESTIC – it’s the only word that springs to mind as we fly alongside TriStar KC1 ZD948

on the day of the type’s last operational refuelling mission. While the Vickers VC10 was elegant, Lockheed’s L-1011 TriStar is a much more imposing aeroplane, its widebody fuselage making it seem bigger than it actually is – and although the new Airbus Military A330 Voyager, its replacement, is technically bigger it seems smaller when parked next to the 1970s-vintage tri-jet.

Earlier Wg Cdr Pete Morgan, the commanding officer of 216 Squadron – the only squadron to operate the TriStar since its introduction in 1983 – said: “It’s a sad day. We’ve been very proud of the TriStar over the past 30 years where it’s been involved in nearly every operation in both the air transport and air-to-air refuelling roles.”

Not only was the TriStar bowing out of service, but it was the swansong for a famous squadron too.

TimmyTime’s up for

The RAF has retired its last TriStar transport aircraft. Gary Parsons reports from RAF Brize Norton

The crew of ZD950, ‘Fagin 12’, concentrate on formation fl ying with ZD948 – not a task regularly trained for. Key – Gary Parsons

TriStar KC1 ZD948, ‘Fagin 11’, leads its chicks during the type’s fi nal RAF refuel-ling sortie over the North Sea on March 24. Key – Gary Parsons

50-53_Tristar_May_jg_GP.indd 50 04/04/2014 11:33


“This is the end of 216 Squadron,” he added. “We have been told these are the days of a shrinking military and therefore there are no plans to reinstate the number plate. We have to put the squadron to bed for good. Our squadron standard will be laid up to rest permanently at a location yet to be determined.”

The end of a proud squadronThe squadron was formed during the First World War as No 16 Squadron, Royal Naval Air Service on January 18, 1918 at Ochey in France, becoming

216 Squadron with the formation of the Royal Air Force on April 1. It would spend most of the next 96 years as a transport unit, becoming the first jet transport squadron in 1956 flying the Comet from RAF Lyneham in Wiltshire.

No 216 Squadron was reactivated in November 1984 as the RAF’s only TriStar unit, based at RAF Brize Norton in Oxfordshire. “The need for TriStar was born from the Falklands War, where we were flying incredibly long distances down to the South Atlantic,” noted Wg Cdr Morgan. “The Ministry of Defence realised it needed a strategic transport aircraft, both

“It’s a sad day. We’ve been very proud of the TriStar over the past 30 years where it’s been involved in nearly every operation in both the air transport and air-to-air refuelling roles”

TRIOSMarshall Aerospace at Cambridge was integral to the RAF’s TriStar operations. The company carried out the tanker conver-sions of the aircraft, provided engineering support and took over the design authority from Lockheed. It was a major partner in TRIOS – the TRistar Integrated Operational Support contract – announced in October 2008 along with Flight Support Services (FSS) of Fergus, Ontario, Canada, and Abu Dhabi Aircraft Technologies (ADAT) of the UAE. Marshall acted as the ‘hub’ for TRIOS, linking engineering, supply, aircraft maintenance and programme management while FSS was the prime spares supplier and ADAT covered heavy maintenance and modi� cation work.

Above: How it all began – on introduction into service all TriStars were fi nished in an overall white paint scheme. Peter R Foster

for passengers and air-to-air refuelling.”A main contender was the DC-10, but the TriStar

won, the RAF acquiring second-hand aircraft from Pan Am and British Airways. The Falkland Islands air bridge was supported by ‘Timmy’ – as the tanker variant is affectionately known – and ‘Tommy’, the transport-only version for ten years from December 1985, three flights a week being made.



RAF TRISTAR RETIRES

The first major operation for the aircraft was Granby in 1990, supporting UK forces deploying to the Middle East to counter the Iraqi invasion of Kuwait. “That’s when we had two of the refuelling aircraft painted pink – they were known as ‘Pinky and Perky’ and flew over the Gulf almost continuously,” said Wg Cdr Morgan. “But the defining time for TriStar was when the campaign in Afghanistan and the second Gulf War in 2003 took place at the same time. Our first flight into Afghanistan was in 2002 when we flew into Kabul – those that knew the airport [at that time] will realise it was completely unsuitable as far as passenger airline operations were concerned. It is surrounded by hills, didn’t have good approach aids, has very poor visibility and made for a very ‘hairy’ landing.

“A year later we were also rotating troops through Basra in Iraq and only after operations there concluded did we take over the Afghanistan air bridge at the end of 2005.” In 2006 the air head was moved to Kandahar with the lengthening of its runway and in 2009 it relocated to Camp Bastion.

When the VC10 retired last September, the TriStar took over the UK’s quick reaction alert posture in supporting Typhoons scrambled from RAF Coningsby and RAF Leuchars, Fife. In turn that responsibility was handed over to the new Voyager squadrons on March 11 – “a very happy day”, remarked Wg Cdr Morgan. Similarly the Falkland Islands commitment was handed to the Voyager units on March 8, ending the TriStar’s 30-year association with the South Atlantic.

The squadron was officially disbanded at a parade on March 20, but still had a final mission to accomplish on March 24, the reason why enthusiasts and media are on board two aircraft flying high above the North Sea. Fighters queue to be the last to take fuel from a TriStar, and the honour goes to a Typhoon pilot from 3(F) Squadron at RAF Coningsby in Lincolnshire. That’s one entry to underline in his logbook.

Timmys and TommysThe RAF operated nine TriStars. By the last day, on March 25, four remained on the tarmac at RAF Brize Norton before making their final delivery flights to the scrapman. Of the other five, two are at Marshall Aerospace – one, ZD949, was modified in 2010 with a ‘glass’ cockpit, “which was just about finished”, according to Wg Cdr Morgan. “But because the project had not gone as smoothly as we would

have wished, and the Strategic Defence and Security Review brought forward the TriStar’s out-of-service date to 2013 from 2016, the modification programme was cancelled. The aircraft was considered uneconomic to convert back.” The other, ZE706, was retired last May as its servicing schedule made it surplus to requirements – it would not have returned to service in time after its major overhaul.

Other retirements before the final week included ZD952 into Cotswold Airport at Kemble, Gloucestershire, in February; and ZD953 and ZE705 to GJD Services at Bruntingthorpe, Leicestershire, during the first weeks of March. Earlier in the year the last six aircraft were under negotiation to be sold, but the deal fell through and they will all now be scrapped by GJD Services. “The Defence Export Sales Organisation wishes to maximise the revenue from the sale of the aircraft and giving one to a museum would cost money – nothing will be preserved,” explains Wg Cdr Morgan, adding that the RAF Museum considers it doesn’t have the capacity to maintain a large aircraft such as this.

Disbanding the biggest squadron in the RAFThe squadron was the largest in the RAF with nearly 500 personnel. “That’s a lot to get new postings in one go,” says the wing commander. “There has been a limited drawdown as aircraft retired – a third

Left: TriStar ZD952 at Cotswold Airport in early March with its starboard engine missing. The RAF has no plans to preserve a TriStar and the only hope is one will be kept at Bruntingthorpe for the Cold War Jets collection – but this will be a commercial decision by scrapping company GJD Services. Bob Franklin

of pilots have gone to Voyager, a third are going to other aircraft and the rest are leaving the service.

“The RAF is in short supply of cabin crews, so most have gone to other Brize units. All loadmasters have other flying tours, mostly on other units here. My ‘problem children’ were my air engineers – the only aircraft left in the RAF that requires a flight engineer is the E-3D Sentry at RAF Waddington. They were pretty much full – two are going there, but the remaining 18 have been allocated flight safety positions within operations.

“As far as the ground engineers go, I had 300 and they have nearly all got jobs either at Brize or in the nearby vicinity. No-one has been made redundant as a result of the TriStar retiring.”

To the moon and backFrom 2005, four trips a week were flown to Afghanistan by 216 Squadron with some 160 passengers each time, which adds up to 1,642 sorties and around a quarter of a million passengers in each direction. “The distance equates to flying to the moon and back 33 times,” quips Wg Cdr Morgan. The TriStars with the highest hours were the C2s, each mounting up more than 55,000 hours. “Much of the military will, at some point, have touched the TriStar. Not many will have been up in a Typhoon or Tornado, but almost everyone will have been in a TriStar.”

Above: The crew of ‘Fagin 12’ at the end of its last operational flight. From left to right: Sgt David O’Boyle (weapon systems operator – WSOp), FS Neil Gibson (STANEVAL/WSOp), MACr Ian Marshall (WSOp), Flt Lt Mark Firth (pilot), Wg Cdr Pete Morgan (OC 216 Sqn/pilot), Flt Lt Dave Sell (pilot), Flt Sgt Jerry Peach (air engineer), SAC Leah Thorpe (cabin crew) and Sgt Jane McIntosh (WSOp). Crown copyright/MoD

RAF TriStars

Serial Mark Previous ID

Previous Operator Fate

ZD948 KC1 G-BFCA British Airways GJD Services

ZD949 K1 G-BFCB British Airways Marshall Aerospace

ZD950 KC1 G-BFCC British Airways GJD Services

ZD951 K1 G-BFCD British Airways GJD Services

ZD952 KC1 G-BFCE British Airways Cotswold Airport

ZD953 KC1 G-BFCF British Airways GJD Services

ZE704 C2 N508PA Pan American World Airways GJD Services

ZE705 C2 N509PA Pan American World Airways GJD Services

ZE706 C2A N503PA Pan American World Airways

Marshall Aerospace

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Beer for the BoysBeer for the BoysBeer for the Boys

The windows of ZD950 bear the scars of 30 years of sup-porting UK operations around the world. Key – Gary Parsons



In the first rays of sunlight two French Air Force (Armée de l’Air – AdlA) Boeing E-3F airborne

warning and control systems (AWACS) aircraft await their crews at Base Aérienne 702 Avord, ready for another day’s work. The technicians of the Escadron de Soutien Technique Aéronautique (ESTA, aviation technical support squadron) have worked hard to prepare them for today’s mission.

It is Bastille Day, July 14, and one E-3F will fly over the Champs Elysées for the French national day parade. More importantly the second will be part of a major security operation to counter any possible attack on the procession in Paris.

Later, when President François Hollande arrives at the official gallery at the Place de la Concorde, an

integrated air defence system will be in place and will remain until after the end of the parade, the AWACS conducting the movements of the aerial components.

This particular mission is an example of the wide scope that can be achieved by the E-3F. The AdlA’s four AWACS are a key element in French military operations and have been used extensively for more than 20 years over French national territory and in overseas operations.

Airborne early warningThe Escadron de Détection et de Controle Aéro-porté (EDCA, airborne early warning and control squadron) 36, nicknamed ‘Berry’, was created in the early 1990s. It was the culmination of a project that dated from the 1970s: after studying several solu-tions, in 1988 the French defence ministry decided to buy the Boeing E-3 Sentry.

At that time the Royal Air Force had just aban-

Mid-life upgradeDespite its remarkable efficiency, the E-3 surveillance system layout, designed in the 1970s, needed to be updated by 2010. A mid-life update (MLU) programme was awarded to Boeing subcontractor Air France Industries KLM Engineering & Maintenance (AFI KLM E&M) in June 2013 to begin upgrading the electrical, mechanical and structural systems and mission hardware on aircraft 202, ‘702-CB’. The MLU – the largest for French AWACS to date – is modelled on the Block 40/45 contract developed for the US Air Force fleet and will provide a new cabin with 14 workstations (instead of ten) based on open-architecture computers, with Microsoft Windows-like display consoles. Combined with a new central processor, the new systems will provide more information while reducing aircrew workload.The cockpit will be fitted with two new inertial navigation systems and two GPS systems. A further upgrade to a fully-digital cockpit is expected in 2018.While the first aircraft was housed at the AFI KLM E&M site at Le Bourget Airport near Paris, the three other aircraft are being upgraded in a new facility owned by the company at Paris’s Charles De Gaulle Airport. A dedicated Boeing team is providing on-site leadership, engineering and quality assurance support and hardware and software.On completion E-3F 202 made its first test flight on January 31 and is undergoing ground and flight tests at Avord before being delivered back to the AdlA later this year, once it has been cer-tified by the Direction générale de l’armement (DGA, general directorate for armament).

Jean-Sébastien Seytre finds out how the French Air Force

uses its four Boeing E-3F Sentry aircraft

French Air Force Boeing e-3F Sentry

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doned the Nimrod AEW3 project and joined with France in ordering a total of eleven E-3s from the US.

While the RAF signed for seven E-3D specification aircraft, France bought four E-3F (‘F’ for French), basically identical to the E-3C in service with the US Air Force but for SNECMA CFM56 turbofans – more powerful than the Pratt & Whitney engines of their US counterparts (24,000lb/10,900kg thrust each against 19,000lb/8,650kg). There is close co-operation between the RAF and AdlA units, which share a single simulator in the UK at RAF Waddington in Lincolnshire.

The E-3Fs arrived in Bourges in December 1990 with no electronic devices fitted. Boeing staff deployed to Avord fitted out the aircraft, the first being declared fully operational in November 1991. Maintenance is carried out by Air France Industry.

Hardware and missionsThe E-3’s radar can function in several modes: in addition to Doppler for air-to-air, standard mono-pulse for sea surface surveillance and for air contacts beyond the horizon, there are multiple sub-modes the operators can fine-tune by setting filters.

The radar hardware is basically split into two parts: a primary radar section (which sends and receives waves) and a secondary section which is an iden-tification friend or foe (IFF) interrogator (receiving transponder emissions).

All the systems are operated by a standard crew of 18, comprising two pilots, a flight engineer, navigator, tactical director, surveillance controller, link manager, fighter allocator, two weapons controllers, three surveillance operators, a passive detection operator, display technician, communi-cation operator, communication technician and a radar technician. Each of the crewmembers has a specific task, but they all work together as a team.

MissionThe AdlA’s AWACS fleet is part of France’s ‘posture permanante de sécurité’ (permanent security posture), with one E-3F and its crew ready to be scrambled at any time.

In the event that the AWACS has to take off, it would join an integrated aerial security set-up comprising the air defence control system and fighter units. While on station the E-3F provides

1: E-3F 203 is refuelled by a French C-135FR tanker marked to celebrate the CFM-56 engine’s one millionth operating hour. AdlA2: The three surveillance operators at their workstations during the Bastille Day flight. Jean-Sébastien Seytre3: The cockpit of the E-3F comprises mostly analogue instrumentation, but an all-new digital layout is expected in 2018. Jean-Sébastien Seytre4: In 2007, E-3F 203 ‘36-CC’ wore 90th anniversary markings to commemorate SAL 253, one of the squadron’s First World War flights. AdlA

2

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4

E-3F 204 ‘702-CD’ in markings celebrating 50,000 hours of Sentry operations by 2013. Vincent Giusiano

‘There is close co-operation between the RAF and AdlA units, which share a single simulator in the UK at RAF Waddington in Lincolnshire’

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airborne detection, control of aerial components and end-to-end co-ordination with the chain of command (up to the defence ministry) involving air, ground and naval elements.

It can also contribute to naval missions with the radar in air-to-sea mode, using which the E-3F can provide a surface picture 230 nautical miles (430km) around its position. In Operation Atalanta, the EU mission over the Indian Ocean to counter Somali pirates, the AWACS has demonstrated its efficiency by guiding aircraft and helicopters directly to suspect vessels.

Berry Squadron would be the lead unit in the event of a conventional or nuclear raid deep into an enemy territory. It would act as a pathfinder with its radar in the beyond-the-horizon (BTH) mode and vector bombers to their targets as well as directing fighters to enemy interceptors.

E-3Fs have also been assigned to particular missions where their airborne control capabilities were much appreciated. One, for example, located the floating wreckage from the Air France A330 flight AF447 crash in 2009, demonstrating the per-formance of the air-to-sea radar as being capable of detecting small pieces of debris on the surface.

The E-3Fs have taken on a major role in peace-keeping operations since entering active service. Over Yugoslavia, Libya and, more recently, Mali, they have controlled airborne task forces.

Of the 50,000 flight hours logged by the E-3Fs by mid-2013, more than 13,000 have been on operations – 7,000 hours were flown over the Balkans between 1992 and 1999, 2,500 hours for Operation Harmattan in 2011 and more than 600 for Operation Serval, the French intervention in Mali last year.

Over North Mali, with the French army on its own, the role of the E-3F was crucial, its main mission being to co-ordinate ground and airborne com-ponents.

January 27 and 28, 2013 saw the biggest airborne operation carried out by the French armed forces since the Battle of Kolvezy in Zaire in 1978. The force deployed over Timbuktu was considerable – fight-er-bombers for preventative ground strike, Tran-sall and Hercules transporters with paratroopers, Gazelle and Tigre helicopters for CAS and ground units with forward air controllers in charge of radio communication. The co-ordination of those four components necessitated precise intelligence and accurate operational traffic management, and only the E-3Fs were capable of fulfilling that task.

While Rafales flew low in the narrow passes and over the villages between Gao and Timbuktu to strike at the rebels, the AWACS relayed the information to the ground and support forces. Then 250 paratroopers dropped over the city while the helicopters patrolled, all reporting to the E-3F.

Mission crew responsibilitiesTactical director or mission crew commander (MCC): While the captain on board is responsible for flying the aircraft, the tactical director acts as the MCC and can re-orientate the mission profile if needed. He or she is in contact with the tactical control centre or any other entity managing and commanding the overall mission in which the E-3 is integrated.

Fighter allocator: Responsible for all the aircraft tasked to work with the E-3F. He has to manage the entire air activity for the assets under his control, including air-to-air refuelling and the engagement of air or ground targets, and is in charge of two weapons controllers.

Weapons controllers: Two are directly in touch with the aircraft by radio providing a tactical picture to the pilots. Their task was especially difficult during Operation Harmattan over Libya, which involved various assets controlled by the E-3 performing missions such as close air support (CAS) and suppression of enemy air defences (SEAD).

Surveillance controller: Optimises the tactical use of the radar and is in charge of surveillance operations. He is the tactical director’s deputy and also head of the surveillance team composed of the surveillance operators, the passive detection operator and the link manager.

Data link manager: His role is to co-ordinate information exchanges in the communication network to other air, ground or sea units. For example he can send written messages to be displayed on a fighter mission system screen through a secure, encrypted link.

Surveillance operators: Three identify and classify the different radar contacts. They can exchange and cross-check the contact information with ground control centres. The primary radar echoes are all identical, but the E-3F is equipped with additional features enabling a unique identification for each contact, such as IFF interrogator and electronic support measures (ESM) where an aircraft type is identified by its electromagnetic signature. Surveillance operators can also assign a classification to any track on their screens – unknown, friend, suspect or hostile. For the maritime role the AWACS is fitted with an automatic identification system (AIS) receiver to identify ships and other vessels.

Passive detection operator: Sets the ESM, enabling the detection of different radar emitters. This specialist works with surveillance operators to build the identification process.

Communication operator and the communication technician: These work together to display frequencies on the different radio sets at all the consoles. They also manage the data link frequencies and satellite communication equipment.

Radar technician: Responsible for the operation of the radar system and its function from switch-on to switch-off.

Display technician: Acts as a computer supervisor, monitoring the computer systems to prevent any failures from aborting the mission.

Above: The crew of ‘Roxanne’ on July 14, 2013. Jean-Sébastien Seytre

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Above: The first French Sentry to be delivered, 201 ‘702-CA’. Jean-Sébastien Seytre

54-57_E3F_May_GP jg.indd 57 04/04/2014 11:57


US NAVY AIRBORNE ELECTRONIC ATTACK WEAPONS SCHOOL

Gary Wetzel details the work of the US Navy’s Airborne Electronic Attack Weapons School

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THE LATEST department to be added to the Naval Strike and Air Warfare Center (NSAWC) at

Naval Air Station (NAS) Fallon in Nevada is N10, which opened its doors in January 2011 when the Airborne Electronic Attack Weapons School (AEAWS) was formally established. Known as HAVOC, due to the chosen callsign of the based Boeing EA-18G Growl-ers, the school sets out to produce Growler Tactics Instructors – GTIs – experts at the leading edge of the AEA who will then filter out to the fleet to share their knowledge among others within their squadrons.

GrowlerThe EA-18G Growler was developed to replace the ageing EA-6B Prowler in the electronic attack (EA) mission. The first deployable Growler squadron was declared safe for flight in October 2009. The EA-18G has been described as essentially an improved capability (ICAP) III Prowler stuffed inside an F/A-18F Super Hornet with some airframe modifications.

Like Prowler, the EA-18G is designed for suppres-sion of enemy air defences (SEAD) or destruction of enemy air defences (DEAD) through either EA or firing high-speed anti-radiation missiles (HARMs). Unlike the EA-6B, the Growler is able to self-protect by carrying a pair of AIM-120 advanced medi-um-range air-to-air missiles (AMRAAMs).

As the electronic attack squadrons (VAQs) began transitioning to the EA-18G in 2008, a decision was made to create a new weapons schools at NSAWC. Capt Leif Steinbaugh, the commanding officer of NAS Fallon was the man chosen to set up the GTI course within NSAWC: “The VAQ community had done our Prowler tactics instructor course at Whidbey Island, and I think we were missing out on a unique opportunity to integrate with all the other communities here at NSAWC. I had just given up command of VAQ-131, and since I had been sta-tioned at NSAWC before, I was chosen to start up the AEAWS. I came here in October 2010 along

The GTI courseThe � rst step is to teach air-to-air counter tactics, followed by a week of academics. Two-ship – or section – AEA is the next focus as the students set themselves up for the forthcoming detachment to Whidbey Island and the Growler simulators. Upon returning to Fallon, each crew is

authorised to � re one HARM missile. Next, two-ship aircraft formations are taught using the Growler in an air-to-air environment. In preparation for ME, the next phase of the GTI course is division AEA, during which four Growlers look to provide services to a simulated large force engagement, and then two weeks at Nellis wraps up the course.

Below: The most distinctive feature of the EA-18G

compared with the F/A-18F is the pair of ALQ-99 tactical jamming system pods tucked

under the wing. All images by the author



with one lieutenant commander, who also came from VAQ-131, and we pulled over four VAQ lieuten-ants from strike over at NSAWC. The office was offi-cially stood up in January 2011 and [we] immediately began working on a curriculum for the GTI course, as well as integrating ourselves into NSAWC and all of its operations.”

Designed to produce electronic warfare subject matter experts (SMEs), the AEAWS syllabus will cre-ate level V GTIs. Lt Cdr Luke Davis, a HAVOC instruc-tor, explained the different levels: “Level I is a student who is fresh out of VAQ-129, the fleet replenishment squadron. Level II is reached after being exposed to the different mission sets of the Growler, and Level III is achieved when a Growler aircrewman reaches mission commander status. Level IV is obtained when you become a SEAD lead heading up a division within a strike package. With our requirements for integrated events Level V takes that experience from Level IV and an air wing strike or large force exercise, and applies those concepts at a graduate level and is able to incorporate other external assets. They are now able to bridge the gap between taking the Growler and successfully employing it, but crossing over into employment and co-ordination with other joint forces with an emphasis on tactical employ-ment across the services.”

The first AEAWS class started in March 2011 and six have been completed so far. One of the early chal-lenges for Capt Steinbaugh and his team was the need to develop a comprehensive curriculum, and get the GTIs out to the fleet so they could instruct and simultaneously develop the tactics, techniques and procedures (TTP). The GTI syllabus is designed to be held twice a year with a course running mid-March to mid-June, and the second happening mid-Sep-tember to mid-December. It is no coincidence that the end of each GTI class coincides with the mission employment phase of the US Air Force Weapons School (USAFWS), allowing the Growler aircrews to integrate with air force units.

Lasting 12 weeks, the GTI course is designed to support a maximum of eight per class, although the largest class to date was half that number. The last two classes have also included an intelligence officer to fully integrate them into the Growler TTPs. The model is for 12 instructor pilots (IPs) and currently there are nine. Of the 12 officers, there will be ten lieutenant GTIs, one post-department head lieu-tenant commander and one commander who will have completed a command tour.

“While we began to develop the TTPs and run the GTI course,” Capt Steinbaugh continued, “we also were providing COCOM [Combatant Command] support for Operations Odyssey Dawn and Unified

Protector over Libya, and had folks planning other operations as well. It was a busy time for us. Another element we had to integrate into our planning was the fact that HAVOC would assist Strike (NSAWC department N5) with air wing training. Currently Air Wing 8 is here, and even though they do not have a Growler squadron, HAVOC instructor pilots are still providing support as SEAD instructors, so right now HAVOC is teaching a course and supporting an air wing. It is probably the worst time for them – sort of a perfect storm – when they have a course going on and an air wing shows up. The good thing is the air wing only lasts a month, and then they can go back to the GTI course.

“We used the Prowler tactics instructor [PTI] course as a baseline for HAVOC, but we had to add some things. I wanted to put more flying in the course

when compared to PTI. With the ranges and facilities here, it only made sense. Five minutes after take-off you are on the range, able to get right into your event. We recognised that we need the simu-lator events – and the simulators are only available at Whidbey – but in the Prowler course we did a lot of travelling to talk with other communities and subject matter experts. In order to get the extra flying I wanted, the students travel less, and HAVOC pays for the instructors to come to us. Now the class only travels twice – once to Whidbey Island and once to Nellis for mission engagement [ME]. Going to Whidbey is important for two reasons; first it gets us access to the Growler simulators, but secondly, and just as importantly, allows HAVOC leadership and IPs to engage with the VAQ community and lets them know what we are doing. One of the hardest things for us being here at Fallon is to stay plugged in with the electronic attack squadrons and the Electronic Attack Weapons School. By going to Nellis for ME twice a year, HAVOC is continuing what the Prowlers have done for years, supporting the AFWS and help-ing our own mission as well. When our GTIs go back to the fleet, I don’t know if they are going to an air wing or an expeditionary squadron, so the exposure and briefings on aircraft they get at Nellis are vital.”

Flying is a huge part of the course with 30 sorties to support the GTI requirement. Twenty-one are dedicated to AEA and the remainder to defensive air-to-air, something the PTI syllabus did not account for. Twenty-three percent of the total flying will be conducted as part of ME. Fifty-four academic lec-tures will be featured in the course and these will include lectures by subject matter experts.

US NAVY AIRBORNE ELECTRONIC ATTACK WEAPONS SCHOOL

Above: The size of the ALQ-99 pod is given scale as main-tainers go about their business.

Below: An EA-18G belonging to the NSAWC taxies out at Fallon on another sortie.

Supporting NSAWCHAVOC is also tasked with supporting other departments within NSAWC, including N4, the maintenance component. It helps co-ordinate things such as aircraft availability and particular EA-18G load-out requests, which usually consist of three ALQ-99 tactical jamming system pods and HARM, both live and non-combat expenditure allocation. Strike, or N5, garners the most involvement from HAVOC as would be expected, with GTIs providing SEAD instructors, integrated air defence system commanders, subject matter experts for lectures focusing on EA-18G integration into large force engagements and the new capabilities of the AGM-88E advanced anti-radiation guided missile (AARGM). N6 deals with command, control, communications, computers and intelligence (C4I) and command and control warfare (C2W), so HAVOC provides subject matter experts, works with the air intercept controllers of E-2 Hawkeyes and electronic reconnaissance

specialists who � y the EP-3. The last department they provide direct support to is N7, the Strike Fighter Tactics Instructor, or Top Gun.

Currently, AEAWS only has three EA-18Gs permanently assigned, with an eventual stable of � ve expected. To make the course viable, external support is needed to provide airframes, as Lt Cdr Davis explained: “We are fully supported by the Commander, Electronic Attack Wing, US Paci� c Fleet and they provide aircraft to the students – two � eet jets plus one spare. It is not like Top Gun where a student going through the squadron brings a jet with him. Growler squadrons only have � ve jets and the individual squadrons are not currently budgeted to support this. So the VAQ wing is basically analysing each squadron and their ability to provide aircraft. For the current course, over the three months, we will have � ve different squadrons provide aircraft and four different squadrons sending maintainers.”

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p19.indd 19 03/04/2014 12:03


VARIOUS US agencies and forces currently operate around 50 Russian Mi-8/17 Hip heli-

copters which play an important role as they are the only option for clandestine operations in many countries.

Their best known operator is probably the Spe-cial Activities Division of the Central Intelligence Agency (CIA) – particularly the Special Operations Group Air Branch, a unit with experienced pilots flying a range of aircraft consisting of US and Rus-sian types including Antonov fixed-wing aircraft and Mi-8 and Mi-17 helicopters. Its main task is to provide aerial support for CIA operations and its activities range from transport and evacuation to resupply, surveillance and protection missions. In some countries, deploying Mil helicopters enables US agencies to fly unnoticed as they are a common sight. For example, in Afghanistan several nations operate the Mi-8/17 family and it is not unusual to see a Hip at any airfield there.

All ‘secret’ Hips are operated under companies and

TOP-SECRET HIPS

Dr Jakub Fojtík looks at Russian helicopters serving

with the US government

Above: N173RU was originally operated by Aerofl ot as CCCP-25466 before being leased for UN operations in Africa as UN-25466. It then underwent a general overhaul in one of the Baltic countries before delivery to the US. Images by the author, US DoD, US Air Force, Lukáš Syrový, William DuMonte and David BalážTop: A close look at this helicopter reveals Western fl are dispensers and the removal of the original Russian infrared jammer. Right: An Mi-8MTV-1 in the fi rst picture revealed by the US Department of Defense in 2002 to confi rm use of Russian helicopters by US agencies. This Mi-17, N353MA, was previously operated by the polar aviation agency in the USSR, and after the collapse of the Berlin Wall was transferred to Georgia where it was overhauled before delivery to US forces.

62-65_HiPs_May_GP JG.indd 62 03/04/2014 14:56


organisations with no apparent direct connection to the US administration. Those used in warzones are owned by commercial companies located in the US – such as RJ Harroff Business Associates and LLH Services – about which little is known.

When Operation Jawbreaker began in Afghanistan in September 2001, several Mi-17s were deployed in Afghanistan carrying national insignia such as US flags on engine cowlings and ‘USA’ in capitals on tail booms. They were used for the transport and resupply of US forces in areas controlled by North-ern Alliance and Pashtun tribes fighting the Taliban. Since then no US-provided helicopter deployed to Afghanistan has carried titles or flags. For example, Hips based at Kabul International Airport wear different types of camouflage with simple, but not very clear, titles such as ‘164’ or ‘M163’ derived from their serial numbers. Some are painted white overall, some carry camouflage similar to Afghan helicopters and some wear non-standard schemes.

In 2002 the US administration revealed first photograph of an Mi-17 with the US registration N353MA, showing a wounded Afghan soldier being evacuated from the helicopter. Since then several additional pictures have been published and there is no doubt Hips are a valuable part of the intelligence agencies’ fleets.

In Iraq, US agencies operated helicopters previ-

ously owned by the Czech armed forces, finished in a drab camouflage scheme with large US registra-tion titles. They were spotted at Al Taji airfield for the first time in 2005. After withdrawal from service they were overhauled in the country and sold to a company in Equatorial Guinea. After some time all were given US registrations. There is evidence some have been used in Afghanistan, Pakistan, Tajikistan, Iraq and Yemen.

Non-standard operationsAlthough most special missions take place in locations with minimal infrastructure, almost all US-operated Hips are in standard avionics config-uration. A removable GPS is their most modern item. Despite there being several Hip types, the instrument panel is common, making flying them a simple task for pilots familiar with any variant.

The cockpits are not usually suitable for night-vision goggles as their Russian lighting is not compatible with sensitive western NVGs – and any upgrade is limited by approval from the goggles’ original equipment manufacturer (OEM). Only a few helicopters in Iraq were equipped with NVG filtered lighting in the cabin. The only common upgrade is an additional VHF radio (sometimes an encrypted device), satellite communication and a new transponder. Some helicopters have instruments in metric units, some in imperial. No standard was adopted.

To protect the crew most helicopters are equipped with heavy steel armouring plates in front of the cockpit, introduced during the Afghan war in the 1980s, which have an impact on the centre of gravity. On some Hips they have been replaced by much lighter ceramic and polyethyl-ene plates together with Kevlar carpets in the cargo cabin. Both items were introduced on Czech Hips deployed in the 1990s in Bosnia. Protection of the cargo cabin floor proved vital in Bosnia when one Czech helicopter crashed, the Kevlar carpets pre-venting injury to the passengers from sharp parts of the deformed fuselage.

More effective protection of the cargo cabin using ceramics was also tested in Iraq, but it significantly reduced the useful payload. The Polish Air Force

organisations with no apparent direct connection

In Iraq, US agencies operated helicopters previ-

organisations with no apparent direct connection

Above: Until 2002 US-operated Hips, such as this ex-Ukrainian Mi-17, were fl ying in Afghanistan with distinctive US markings.Left: Application of a new tail code on an Mi-17 somewhere in Afghanistan or Pakistan in 2001. The picture was released by the US Air Force some ten years ago.

Above: The original arms mounts in the Mi-17 were ineffective for Western weapons – they were designed just for holding AK-47/74 rifl es and unable to withstand the recoil of more powerful machine-guns.



Top-SecreT HipS

uses it in Afghanistan but its Hips can only carry up to eight passengers of the originally intended 28 – its rapid decrease in performance in hot-and-high conditions is a well-known disadvantage and the extra weight can reduce its capability to that of the much smaller and lighter Bell UH-1.

The US agencies and forces do not use the original Russian defence suite – L-166V-11E Ispanka infrared jammers as used by the Russian Air Force cannot counter the newest infrared-seeker missiles, and ASO-2V flare dispensers are considered to be ineffective against current threats. US helicopters operated in ‘hot’ areas were therefore equipped with an Israeli ELTA EL/M-2160 missile approach warning system.

A few Hips in Iraq were equipped with US-made AN/ALQ-144 infrared jammer exhaust gas coolers to reduce the heat signature from the engines – and to prevent fuel leakage and fire if hit, many use self-sealing foam tanks filled with an inert gas.

Army HipsA major operator of the Mi-17 is the US Army. Its 3-210th Aviation Regiment operates from Biggs Army Airfield on Fort Bliss in Texas. Its original role was to evaluate Soviet helicopters such as Mi-24s acquired from Pakistan, Chad and Iraq and Mi-8s and Mi-14s from the former East Germany. Later its crews provided US defence support training for different air forces and its own crews involved in US-funded deliveries of Russian helicopters to Afghanistan and Pakistan. Among other nations Pakistan and Yemen were supported by the US Army Non-Standard Rotary Wing programme while Tajikistan was supported by the US Central Command.

Known US-operated Hips

Variant Serial No US designation Origin Original reg Owner/Operator

Mi-8MT 93507 N507SL Bulgaria? LZ-MOY Sky Link

Mi-8T 10638N638RR

Poland SP-ITK, SP-SWU1st Battalion 223rd Regiment

68-052812053

Mi-8TVK ? ? Germany ?

Mi-8MTV-1

95458 N8062Z

Russia

CCCP-25426, UN-25426 Eastern Shore Holding

95716 95716/N393MA/N393RH

CCCP-25100, 4L-25100

Maverick Aviation, RJ Harroff95747 95747/N353MA/

N353RHCCCP-25131, 4L-25131

95840 N40414/N52173CCCP-70909, RA-27034, UN-27034

RJ Harroff, Eastern Shore Holding

96138 N2502N RA-25767 Vertol Systems

95576 N171RU CCCP-25434, RA-25435

Simplex Corporation96643 N172RU RA-25542

95610 N173RU CCCP-25466, UN-25466

96040 N174RU RA-27001524M07 N175RU RA-2583295722 N103RH RA-25106 RJ Harroff? 93474 ?

1st Battalion 223rd Regiment? 94512 58506

Mi-17

1192 ? ? ? ?? 12343 ? ?

1st Battalion 223rd Regiment

? 93255 ? ?226M160 90-1192

Iraq?

011M92 91-1192 5789? 607/91101

Afghanistan?

? 522/91201 ?108M01 N25299

Czech Republic

0801, 3C-QSE Delaware Corp, LLH Services108M04 N25277 0804, 3C-QSG LLH Services108M06 N25197/N8065R 0806, 3C-QSD

RJ Harroff108M10 N25281/N80652 0810, 3C-QSF108M13 N25330/N8066L 0813, 3C-QSI

LLH Services108M15 N25308 0815, 3C-QSH

Mi-17V-5

703M03 164/N701LL

Manufacturer

OM-ATKRJ Harroff

703M02 165/N702LL OM-ATJ368M164 N3334M/164 -

LLH Services368M163 N33584/M163 -368M162 N33657 -368M165 N3366D -004M160 N70301 -

RJ Harroff

004M165 N70308/165 -004M164 N7038S -004M163 N7039Q -004M161 N7040J -004M162 N70457 -703M01 N7703L - Luke & Kristi 084M01 N213XX -

Red Air Helicopters084M02 N214XX -084M03 N215XX -

Mi-171 171C00076431901U N176RU - Simplex Corp.

Mi-172196C01 N901LL -

LLH Services, Red Air Services196C02 N902LL -

The new Mi-171 and Mi-17V-5 helicopters allow for location of a gun station on both sides. Note the mounting arms, which are definitely not a standard feature offered by the manufacturer.

Right: This Mi-8MTV-1 was overhauled and modernised in Slovakia, where it was fitted with the missile approach warning system (MAWS). Below: A freshly overhauled 6th SOS Mi-17. The helicopter lacks any kind of insignia. Note the weather radar in the nose, added during overhaul, and bulkier fuel tanks for extended range.



Meanwhile, at Fort Rucker in Alabama, ‘C’ Com-pany of 1-223rd Aviation Regiment ‘Spartans’ is pri-marily focused on Mil helicopter training for flight and ground crews. Currently the 1-223rd Aviation Regiment owns less than a dozen Hips, which are freshly overhauled aircraft delivered from CIS coun-tries. The training of foreign pilots usually consists of a theoretical syllabus at Lackland Air Force Base in Texas followed by training in simulators at Fort Rucker. The first helicopter pilots fly is the TH-67 Creek, and after passing 200 flying hours they go on to the Mi-17. US pilots assigned for Mi-17 conversion training usually start on the Hip.

The fleet of US Army Hips is old and the service lives of some have almost expired. The army, in co-operation with civilian companies, has built up a maintenance system that can upgrade its Hips to current production model standard. One of the main challenges for the firms involved is to give pilots the same level of confidence in the reliability of the Hips as they have with US helicopters.

Special HipsThe USAF operated Hips with the 6th Special Oper-ations Squadron (SOS) at Hurlburt Field in Florida. Its main mission was to train US allies for the fight against terrorism, insurgents, drug running and other challenges impacting on US life. It focused on Latin American, Asian and African countries. While Fort Rucker teaches these partner nations’ pilots to fly, the 6th SOS taught them to operate in combat zones by instructing on advanced combat manoeuvres and special missions such as combat search and rescue (CSAR) or attack sorties. The training in Florida enabled practice of operations from rough terrain landing through to missions over sea and in urban environments.

The Hurlburt Hips usually flew with US combat aviation advisers on board teaching foreign pilots and crews how to deal with various threats. Training included police and paramilitary operations, such as arresting narcotics dealers and terrorists, and the course was designed for complete flight crews,

including aerial gunners. There was also a mechan-ics course designed to increase field maintenance knowledge. Five Mi-17s were operated by the unit, some marked with Russian civilian registrations. Instructors from the 6th SOS deployed abroad and there is evidence of their activities in Afghanistan and Niger.

Ageing fleet Most of the helicopters operated by US agencies were built in the 1980s. The OEM set a life of 30 years for Mi-17s manufactured before 1991 and 25 years for those built after this date, or 12,000 flight hours. Every 2,000 flying hours - or eight years - the helicopter should undergo a general overhaul, but this is not happening. US agencies only monitor the flight hour limit. There have been some problems with the legal definition of the helicopters – the OEM having set different maintenance standards for civilian and military models. US-operated Hips are a mix of civilian and military, and as most are nearing the end of their service life a solution on how to continue operating them is being investi-gated.

The Russian OEM can extend the calendar life based on the aircraft's condition, but their flight hours cannot be extended. US agencies are aware and have started to purchase new helicopters, which should enable another two decades of Hip operations. Moreover, the new models have a bet-ter performance in mountainous terrain with their hot-and-high TV3-117VM engines, and are easier to load thanks to additional doors and a rear ramp.

It is a paradox of the end of the Cold War that the USA is now one of the largest purchasers of Russian helicopters.

Above: Mil Mi-17V-5 ‘164’ at Kabul in 2011. The tail boom had apparently been replaced with a new one.Below: An Mi-8MTV-1 without any insignia. Note the MAWS protective suite, fl are dispensers and new antennas for additional communications equipment. The emergency exit is removed and there is a new mount for a machine-gun.

afm

Left: An Mi-17 cockpit fresh from overhaul. The original instruments have been supplemented by new COM/NAV/IDENT systems. Note the additional altimeter, calibrated in feet, while original instruments calibrated in metres remain on both panels. Below: An instrument panel of an Mi-17V-5. The helicopter has had special COM/IDENT systems installed after manufacture, so the control boxes are located outside the standard panels. The silver tape covers unused instruments.


ARTICLE TITLE


Tomislav Mesaric flies with European

instructors preparing helicopter training

crews for the rigours of

Afghanistan

A Czech perspectiveIn Afghanistan, Czech instructors are based in

Kabul and provide Afghan pilots and technicians

with advanced training for the Mi-17 and Mi-24.

“Before, we practised mountain � ying in France,

but since AATPTC started we only train here in

Croatia,” said Major Šafarik, an experienced Mi-17

instructor from the Air Component of the Czech

Republic’s Joint Forces. Like his Hungarian col-

league, he agrees that Velebit and Boora make for

a very challenging combination, but says: “The

language barrier is always there. Under pressure

you nearly always switch to your native language.

Lt Col Križanec puts us under lots of pressure

here, to the point you start using your instinct

and you � nd yourself talking to your Croatian

colleague sitting next to you in Czech.”

Right: To enhance the level of realism of the course, crews fl y with full combat gear including assault rifl es, side-arms and bullet-proof vests.All images by the author

66-70_AATPTC_May_GP jg.indd 66 03/04/2014 16:17


and mechanics significantly enhances the level of realism, because that’s the combination we mostly fly in Afghanistan,” he explained.

When we reach the helicopters Lt Col Križanec informs me mine will be the second Hip, so I jump in and strap into my seat. I’m ready. The sound of the Russian TV3 turboshaft engines gets louder and very soon the rotor starts to spin. I’m looking to the right towards the first Mi-171Sh, then left towards

THE AIR Advisory Team Pre-deployment Training Course –AATPTC – is where joint train-

ing of Hungarian, Czech and Croatian helicopter instructor crews for Afghanistan takes place at Zemunik air base near Zadar, on the Adriatic coast of Croatia. Zemunik enjoys more than 300 sunny days each year and the nearby Velebit mountain range offers conditions similar to Afghanistan.

Ready for a missionIt’s 0900 hours at Zemunik and the crews are already in their helicopters so Lt Col Michael Križanec briefs me on the course programme while we walk across the apron. “In Afghanistan instructors fly with Afghan crew members from the very beginning. Here at AATPTC the crews are mixed: each nation sends three pilots, three flight engineers, four mechanics and one instructor with previous experience in Afghanistan to each course.

“For the first two courses we used two Croatian Mi-171Sh Hips, but during the third a Czech Republic Mi-35 was added. We concluded that parallel training of both Mi-17 and Mi-24 crews

the Mi-35. A few moments later the door gunners jump in and we are ready to taxi.

We enter the runway with the transports first and the combat escort following behind. It’s a lesson learned in Afghanistan. Taliban always shoot at the last helicopter in the formation because there is hardly enough room in the narrow valleys for helicopters at the front of the formation to turn back and return fire. The sound of the engines gets louder and we lift off. We hover for a moment to check the tail rotor and then drop the nose and accelerate. A few minutes later we are at several hundred feet cruising towards Šepurine, an aban-doned Croatian special forces base several kilome-tres north of Zadar where, according to the course scenario, we are supposed to pick up an infantry unit and transport it to a forward operating base (FOB) on the Velebit mountain range.

Our formation leader, a Hungarian pilot in the first Mi-171Sh, takes us over the base and through a wide turn, positioning us for a landing pattern. The final approach is steep but the deceleration is executed perfectly for a routine landing. We’re on the

Above: Since the AATPTC started, helicopter mentoring teams in Afghanistan haven’t had a single accident.



AATPTC

ground for only a minute or two, time for the infantry unit to embark, and then take off towards the Velebit mountain range. I’m leaning through the windows looking for our combat escort but it is nowhere to be seen. Crni, one of two door gunners in my helicopter and possibly a mind reader, starts spinning his hand as soon as I look at him, showing me that the Mi-35 is circling above, protecting us. A helicopter on the ground is an easy target, especially in Afghanistan. I remember reading once that a US Army Chinook was hit by a rocket-propelled grenade while approaching to land and all 38 passengers and crew were killed.

The ‘35While we continue towards the mountain range the Mi-35 appears out of nowhere and closes on us like a fighter. I can tell it’s much faster than we are. In com-parison to the Hip, the ‘35 has small wings that consid-erably unload its main rotor, freeing some lift for extra speed. But the wings have a downside: during take-off and in the hover they are affected by the down-draft of the main rotor, limiting the useful load it can lift. This is more pronounced in Afghanistan where airports are located at several thousand feet above sea level (Kabul International is at 6,000ft/1,850m) and summer temperatures often exceed 30°C, add-ing another 3,000ft of density altitude.

With the Mi-35 close by we approach the Velebit mountain range and encounter severe turbulence. The rotor starts to flap and I am bouncing all around the cabin. I judge by the way Crni is shaking his head he is not happy. In Croatia we know the local Boora wind and the Velebit mountains are not a good com-bination, especially at low speed when a helicopter senses the smallest disturbance in the air. I’m sure the Hungarian pilot was briefed about Boora, but it must have taken him by surprise.

We slow down but continue through the turbu-lence. A few minutes of really rough ride follow but it’s worth it as we’re passing the first mountain tops and entering one of Velebit’s numerous plateaus, where the wind isn’t as strong. According to the course scenario there is an FOB where we are to drop off the infantry unit but, instead of descending and landing we start to orbit, banking hard between the mountain tops. Crni explains that the FOB is under a mortar attack and that Lt Col Križanec just called from the command and control centre in Zemunik asking us to drop the infantry unit off at the nearby mountaintop. “At this altitude the air is much thin-ner, so pilots have to calculate if we have the per-formance to do it,” Crni shouts. I have no doubt the pilots are having a rough time right now. I remember my flight training and how it sometimes took me

A Hungarian perspectiveHungary joined AATPTC from the second course. “We’re working together in Afghanistan so it makes sense to train together,” said Lt Col Tamaš Bali, head of training at the 86th Air Base and a commander of the Hungarian Air Force team on the � fth AATPTC course. “Different training standards would only confuse the Afghans.”

Hungarian pilots used to practise mountain � y-ing in Slovenia, but since the second course only go to Croatia. “The mountains are not as high, but you have a very special wind called Boora. That’s horrible! It’s so turbulent it makes us feel exactly like we’re in Afghanistan,” he added.

In Afghanistan, Hungarian instructors are based in Shindand and provide Afghan pilots and technicians with basic training on the Mi-17. “Before they come to us Afghan pilots � y around 20 hours on a Cessna and 80 on the MD530 light helicopter. After that they start � ying the Mi-17, which is totally different from � ying a light helicopter,” explained Lt Col Bali. Basic training lasts for about two months, or 25 to 30 � ight hours, and deals with minimum power take-off, maximum power take-off, rolling take-off, steep approach, shallow approach, normal approach and landing from simulated autorotation.

“Three years ago we started with high ambitions," said Lt Col Bali. "The training programme had 300 pages, but today only has 100. For example, [initially] we taught shallow approaches, but they would always come in fast and overshoot the landing zone, so we decided they were not ready for it. Now we only teach them steep approach. It’s true this exposes them to enemy � re, but it‘s � own at a slower speed, 70 to 80km/h versus 120 to 130km/h, so they have enough time to make � ightpath corrections. It’s similar with night vision goggles and sling loads. We concluded they’re not yet ready for it In two to three years’ time maybe we will, but not now.”

Asked how he sees the future of AATPTC, Lt Col Bali said: “We’ve made great progress on standardising our procedures and have all crews � ying to the same standard. What’s even more important is we’ve developed the same mindset, so now we can work together everywhere in the world. For us this is bigger than just Afghanistan.”

Hot-and-high conditions on the Velebit mountain plateaus are excellent training for FOB resupply missions in Afghanistan.

Below: Mission accomplished. A pair of Croatian Air Force Mi-171Sh transport helicopters at base with their combat escort, the Czech Mi-35.



embarrassingly long to calculate even the simplest mathematical problem. Speed, altitude, heading, position, speed, altitude, heading, fuel, speed, alti-tude, heading, position – you get the picture?

Luckily a few orbits later the Mi-35 calls to tell us that the mortar attack has stopped, so we start our approach. After landing we stay on the ground for a few minutes, enough for the infantry unit to dis-embark and for us to be loaded with several cases of ammunition that we’re supposed to transport to a recon post on the nearby 1,750m (5,740ft) Vagan peak. I never flew helicopters, but I know from sto-ries that landing on the mountain peaks is no joke, especially in combination with the unpredictable Boora wind which can easily make the helicopter almost uncontrollable. During the Homeland War (Croatian war of independence 1991-1995), the Croatian Air Force lost several helicopters that way. Today, however, it goes smoothly, much to my relief.

The ambushWe leave the Velebit mountains and continue inland towards the city of Otočac, arriving there in little over ten minutes, but we don’t land. Instead, we make a go-around and turn back towards the mountains. I know this is not according to the mission scenario and look at Crni again. “Lt Col Križanec called again and ordered us to return to Velebit because the recon post on Vagan peak came under attack and there are casualties to be evacuated,” he shouts. Since it took us ten minutes to get here I figure it will take us another ten to return, so I take a rest.

The next few minutes go by calmly, but suddenly, without warning, the door gunners start firing. Cas-ings fly around the cabin and the noise is deafening, but I am able to distinguish door gunners calling the bearing and distance to ground targets. For the pilots it’s very important because, based on that information, they will execute avoiding manoeu-vres. The sound of the engines gets louder again and we start climbing to a safer altitude.

Later Lt Col Križanec says: “This mission was a mess.” It is not a criticism aimed at the crews but at a prear-ranged signal to the door gunners to open fire and simulate an ambush from the ground. According

to the mission scenario, both Mi-171Sh Hips escape without a scratch, but the Mi-35’s hydraulic lines get hit and it has to land immediately.

Lt Col Križanec’s idea was to put the formation leader under as much pressure as possible. Since the Taliban are close, he now has to provide top cover for the Mi-35 crew while they land and inspect the damage. But that’s not all: he also has to calculate how much fuel there is for orbiting and, more importantly, if that coincides with the fuel in other helicopters in his for-mation. Naturally Lt Col Križanec thought of that, so it doesn’t tally – the second Mi-171Sh in our formation is armoured and using more fuel – another lesson from Afghanistan, because helicopters bought for the Afghan Air Force came from all over the world and are therefore in all kinds of configurations. “It’s common in Afghanistan to fly in a formation with all helicopters in different configuration, so one has to be prepared,” Lt Col Križanec tells me afterwards.

Our leader now has another problem to solve. He calls the closest forward arming and refuelling post (FARP) asking for fuel – but Lt Col Križanec has thought of that, too, and it’s run out. A second does have fuel, but not enough for both helicopters. Now the leader tries to call a third FARP, but it takes time and the second Mi-171Sh is now calling to let him know that they are getting really low. He really

starts to feel the pressure and tries to call the third FARP again, but now Lt Col Križanec decides to bring more facets to the scenario –two OH-58 light attack helicopters from the neighbouring valley asking us to relay information to their command and control centre because the high terrain is blocking their sig-nal. Total chaos ensues on the frequency. The time comes for our leader to decide what’s important and what’s not and act accordingly. Fortunately a few minutes later the Mi-35 crew call and inform us they are able to continue the mission, so we turn towards Zemunik.

DebriefingAfter landing we gather in a building for the debrief. But while I wait, a map hanging on the board catches my attention. It’s a map of Southern Croatia, but instead of Šepurine is Sharona, the FOB on the Velebit mountain range is Kalagush, Vagan peak is Barg-e Matal and Otočac is Gardez. The place where we were ambushed is marked as ROZ and everything is interconnected with colour-coded lines.

Minutes pass as I try to figure out what it’s all that about when Lt Col Damir Perak approaches me. He is a Croatian Air Force Mi-17 instructor pilot (IP) just back from Afghanistan. Each team has an IP and their task is, as far as possible, to adapt the course scenario to

The Czech's provide AATPTC with one Mi-35, which acts as a combat escort during training sorties.

The practical part of the course takes place in Zemunik air base in Croatia. On average, it has more than 300 sunny days a year while the nearby Velebit mountain range’s challenging local wind, called Boora, offers conditions very much like in Afghanistan.



AATPTC

the current situation in the field. “The route system we’re using in Afghanistan is colour-coded, so we do it the same way here. Each colour represents a level of danger on the route and entails certain operating procedures. For example, on green routes we’re allowed to fly with a single transport helicopter; on yellow we must fly in pairs; and on red we’re not allowed to fly without combat escort,” he explains.

Questions start to form in my head at incredible speed, but Lt Col Križanec enters the room and starts the debriefing with the good parts, but judging by the expression on his face I conclude they won’t last long. They don’t. As soon as Šepurine the first mistake was made: base turn for landing was way too wide and lasted way too long. “In Afghanistan that’s the same as phoning the Taliban and letting them know you’re about to land,” comments Lt Col Križanec. The next mistake was excessive use of combat escort for reconnaissance: in Afghanistan combat helicopters have serious performance limitations on take-off and fly with minimum fuel. Excessive use of a combat helicopter will drain its fuel fast and it will have to abort the mission and return to base earlier than planned, making red routes off-lim-its to transport helicopters. “Guess which routes are most common in Afghanistan?” asks Lt Col Križanec.

After the debriefing I get a chance to speak to Lt Col Križanec in private. “All these guys are very good pilots, but for the last few years they were mostly flying injured and sick people back home. Taking off and landing without spilling a glass of water was their criterion for success, but Afghanistan is much different. There you have to be ready for anything. You need to be much more aggressive. We need to bring that back out of them and that’s what we’re trying to do here. We want to bring back what made them military pilots in the first place.”

OrganisationLt Col Križanec is one of the architects of AATPTC. “When I went to Afghanistan I crashed with one of their Mi-17s,” he says. “The feeling was horrible, but I said to myself I have to make something good out of it.” It’s not a secret NATO wants to leave Afghanistan, but to be able to do that the Afghan Army must be trained to a level where it is able to battle the Taliban on its own.

The Americans began with good intentions, but it

turned out their helicopters were too sophisticated for the Afghan infrastructure and Russian helicop-ters were bought instead. This solved the problem of maintenance but it created a new one – training. NATO members who have the money needed for it don’t have much experience with Russian helicop-ters. On the other hand, those that have the expe-rience with Russian helicopters – like Croatia, Czech Republic and Hungary – don’t have enough money. It didn’t take long for Lt Col Križanec to put two and two together, and he contacted his colleagues in the Czech Republic and came up with a proposition: the Czech Republic would donate its full-mission Mi-17 simulator, Croatia two of its Mi-171Sh helicopters (essentially upgraded Mi-17s), US Special Operations Command Europe (SOCEUR) would provide consult-ing and the Netherlands, Denmark, Sweden, Norway and Finland would provide financing. Thus AATPTC became a part of a project within the NATO ‘smart defence’ initiative.

Relevance“Instead of having a hard syllabus, everything we teach here is based on results,” explains Lt Col Križanec. “For example, if a trainee reaches a satis-

factory level of proficiency after fewer flying hours than planned, he is automatically promoted to the next phase. Not only does this save money it accel-erates the training process as well. Additionally, for instructors who are leaving to Afghanistan for the second time the syllabus only deals with new devel-opments. Thanks to this and to optimum use of the simulator we achieve savings that we use training additional personnel, all within the initial budget. We also have indications that savings achieved in this fifth course, and the forthcoming sixth, will allow us to stage a seventh.”

To keep the course relevant, the level of profi-ciency of Afghan pilots is carefully monitored and experienced personnel are integrated as instructors after completing tours in Afghanistan. Initially, the simulator phase held in the Czech Republic was to last for six days, but has now increased to eleven with an expanded number of academics. Meanwhile a significant number of classes were transformed into reading material issued to trainees before the course commences.

Hiring a retired Apache pilot, a native speaker with a strong Texan accent, contributed to the realism of the training and helped the students to better appreciate the language and flying organisation in Afghanistan. So far, some 200 crew members have gone through the course, but what gives Lt Col Križanec the biggest satisfaction is that, since the course started, the helicopter mentoring teams in Afghanistan haven’t have a single accident.

The futureThe war in Afghanistan is still far from over but, thanks mainly to the work of the advisory teams, things are developing in the right direction. Training of the first class of Afghan helicopter instructor pilots started in January.

But what about the future? NATO can’t afford full-time occupation, nor can it leave things as they are. Lessons from Afghanistan and Iraq point to the fact that Western helicopters are too sophisticated for a Third World infrastructure. The Mi-17 and Mi-24 helicopters are simply ‘aerial Kalashnikovs’ and the AATPTC is the centre of excellence for their use. The question is will NATO see that and recognise it in time? Right now there are enough funds for staging one or perhaps two courses.

A hidden benefit of the AATPTC is the standardisation of procedures among the crews of the three NATO air forces and, more importantly, development of the same mindset, enabling them to work together everywhere in the world. “For us this is bigger than just Afghanistan,” said one of the attendees.

Above: The Croatian Air Force contributes two Mi-171Sh helicopters, essentially a modified version of the Mi-17 used by the Afghan Air Force.

afm


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A LARGE part of Davis-Monthan Air Force Base in Tucson, Arizona is used by the 309th Aerospace Maintenance and Regeneration Group – or in short, AMARG. Most people know it as the boneyard – the place in the desert where military aircraft are left until their fates are determined. However, because the term ‘boneyard’ seems disrespectful to this famous complex, we tried to avoid using it when talking about AMARG to its commander, Colonel Robert S Lepper Jr. That worked… for about a minute! After a slip of the tongue, the Colonel just smiled and said that he has nothing against the name. “Ask in Tucson and its surroundings for

AMARG and most people won’t know what you are talking about. Ask instead where the boneyard is and they’ll all point you in the right direction. But to be honest, ‘boneyard’ is not really the right name for the 309th – we do so much more than just dis-posing of old aircraft.”

Perfectly preservedThere are several reasons why Davis-Monthan was chosen as the location for storage. The combina-tion of desert, low humidity, very little rainfall and high altitude (2,550ft/780m) makes the stored air-craft less vulnerable to corrosion. Secondly, there is the hard alkaline soil, which makes it possible to move aircraft without having to pave taxi tracks or storage zones. Even an aircraft as huge as a C-5 Galaxy can be parked away from paved areas.

After arriving at AMARG the aircraft are not just parked up in the sunshine. Before entering storage they undergo preparation to ensure they can be

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AMARGHans Drost, Henk de Ridder

and Dick Wels/Recce Reports describe the activities of the

309th Aerospace Maintenance and Regeneration Group

Short history of the 309th AMARGIn April 1946 the 4105th Army Air Force Unit was established at Davis-Monthan Field. The primary responsibility of the unit was to provide a storage location for the large number of aircraft no longer required by the Army Air Force after the end of the Second World War. Hundreds of B-29s and C-47s were � own to Davis-Monthan and stored in the desert. Many were regenerated shortly after their arrival in 1948 to participate in the Berlin airlift.

In 1965 the depot was renamed the Military Aircraft Storage and Disposition Center (MASDC) and tasked with processing aircraft for all the US armed forces, not just the US Air Force. In accordance with the US/Russian START I treaty, the centre was tasked with eliminating 365 B-52 bombers in the 1990s, the progress being veri� ed by Russia via satellite and � rst-person inspection at the facility. AMARG was transferred to the 309th Maintenance Wing in May 2007, and the centre was renamed the 309th Aerospace Maintenance and Regeneration Group.

Nowadays the 309th is responsible for maintaining aircraft for all the US armed forces (air force, army, navy, marines and coast guard), but also serves federal agencies (customs, border patrol, NASA, FBI) and allied governments.

AMARG’s flight lineAfter arriving at Davis-Monthan AFB the aircraft

are parked on AMARG’s own � ight line, at the

time of AFM’s visit occupied by A-10s from

Davis-Monthan AFB and Osan AB, South Korea,

F-16s from the US Air Force and Air National

Guard, and F-18s and SH-60s from the US Navy.

On the internet you can � nd an online tool to

monitor all the comings and goings at AMARG

by going to http://amarcexperience.com/ui/.Commander Colonel Lepper is an enthusiastic ambassador for AMARG: “We do so much more than just disposing of old aircraft,” he says. All images by the authors

72-75_AMARG_May_GP jg.indd 72 03/04/2014 15:41


used again in the future if necessary. Some parts are removed – such as guns, ejection seat charges and classified hardware. The fuel system is covered with a protective film of oil after the fuel is drained. And last but not least, the aircraft are cocooned – sealed from dust, sunlight and high temperatures by various materials such as the temporary protec-tive plastic film Spraylat.

Missions of the 309thColonel Lepper can quote some impressive num-bers to illustrate the importance of the 309th. “We store over 4,000 aircraft that cost the taxpayers more than $34 billion when originally purchased. Besides that we have 7,000 engines and we main-tain 400,000 pieces of production tooling. And we are proud to employ 670 of the best technicians in the world. The majority of them are veterans with an average age of 55.”

The boneyard task of storage and preservation is only one of the 309th’s missions. Aircraft are kept in storage as long as the type is still flown with one of the many US ‘customers’ - for example, the last

“Ask in Tucson and its surroundings for AMARG and most people won’t know what you are talking about. Ask instead where the boneyard is and they’ll all point you in the right direction. But to be honest, ‘boneyard’ is not really the right name for the 309th – we do so much more than just disposing of old aircraft”

Thirty-two Lockheed C-5 Galaxys are already parked at AMARG. The hard alkaline soil makes it possible to park these leviathans in the desert away from paved areas.

Above: In the large hangar at AMARG four F-16s are being regenerated at the same time. About 200 F-16s will go through here to become unmanned QF-16s. Below: It looks like the operational life of the Fairchild Republic A-10 Thunderbolt II is coming to an end. These Warthogs arrived last September.



F-111 Aardvark was only disposed of after its last allied user, the Royal Australian Air Force, stopped operating it in December 2010. For aircraft that have no further use, private contractors are invited to bid for them to sell them as scrap.

Another very important mission is regeneration and this involves 80 to 100 aircraft a year. How long it takes to get an aircraft operational again depends on the type, its condition and the length of time it has been in storage. “Last April we regenerated an F-4 that had been in storage for 24 years,” the Colonel explains with pride in his voice. “We can get almost anything flying again.”

Currently the regeneration of F-16s is in full swing – about 200 are being regenerated to become unmanned QF-16s. The first QF-16 was recently

Above: The 164th Airlift Squadron from Mansfi eld, Ohio, fl ew Alenia C-27J Spartans between 2011 and 2013. Now the squadron is back to fl ying Lockheed Martin C-130Js.Below: Rockwell T-39G Sabreliner from the US Navy on AMARG’s fl ight line. It was used for the undergraduate fl ight offi cer training programme and made its fi nal touchdown at Davis-Monthan on September 24, 2013.

USAF 309TH AEROSPACE MAINTENANCE AND REGENERATION GROUP

Visiting AMARGAMARG draws around 30,000 visitors a year. Most take the of� cial bus tour that starts at the Pima Air & Space Museum. During the 90-minute tour the bus drives along ‘Celebrity Row’, where around 60 famous aircraft are on display. If you’re taking the tour don’t be surprised if the commander hops on at some point to talk to the visitors and answer their questions. Occasionally AMARG also welcomes celebrities – a little while ago Hollywood actor Gary Sinise and his Lt Dan Band played a concert there. The boneyard was also a recording location for the 2009 movie ‘Transformers: Revenge of the Fallen’.

“More than 25% of aircraft have � own out again for further service”



delivered and it flew its first mission on September 19, 2013 from Tyndall AFB, Florida. The QF-16 will replace the QF-4s that were also prepared at AMARG and have been in use since 2008. “'Planes leave AMARG on a truck or under their own power,” said Lepper. “More than 25% of aircraft have flown out again for further service.”

Depot-level maintenance is performed on a variety of types. One of the current programmes is another service life extension programme for the A-10 Warthog. At the end of 2008 AMARG did some mandatory checks and repairs on possible wing cracks on 84 A-10s – this time the Warthogs are at AMARG to get the new Raytheon Scorpio helmet systems installed. afm

Above: This Texas ANG F-16 from the 149th FW arrived on September 18, 2013. It was probably its last fl ight with a pilot on board as it will be regenerated into a QF-16 drone. Below: A special unit within the Air National Guard is the Air Force Reserve Command Test Center (AATC), which Lockheed Martin Block 25 F-16C 84-1278 served with.

Above: After years of being the hunter, this Phantom was a QF-4 hunted by rockets in the last phase of its life. It is now safely parked on the concrete at Davis-Monthan.Left: One of the aircraft in AMARG’s ‘Celebrity Row’ is this McDonnell Douglas F-15A Eagle fro m the 199th Fighter Squadron, Hawaii Air National Guard, which nowadays fl ies the F-22 Raptor.

US Navy Lockheed DC-130A 570497 was the last ’A model that went to AMARG. It arrived at Davis-Monthan in July 2007.



FEEDBACK GALLERY

The search for MH370I recently watched a TV news interview with one of the Royal Australian Air Force Lockheed P-3 Orion captains engaged in the search for wreckage of the missing Malaysian airliner MH370. He was fulsome in his praise of his crew in what he described as ‘a difficult seven-hour mission’.

While applauding his leadership skills and not wishing to denigrate the crew’s effort in

any way, I would like to offer a little perspective, courtesy of a book I am reading on the wartime exploits of 304 (Silesian) Squadron, RAF Coastal Command, by J F Jaworzyn.

The author describes daily anti-submarine patrols of ten- or eleven-hour duration over the Bay of Biscay in primitive Vickers Wellington bombers at almost constant risk of interception by German fighters.

In one instance a Wellington – armed with just two pairs of Browning 303 machine guns – was attacked by four cannon-armed Luftwaffe Junkers Ju 88s from which it escaped after a duel lasting 58 minutes, believed to have been one of the longest wartime aerial combats.

This may convince the Aussies that their missions aren’t really so long!Mick Britton, Via e-mail

Aussie Fleet Air ArmI have been a reader of for many years and believe it to be the best military aviation magazine on the market. The country report on the Australian Defence Force by Nigel Pittaway, a well-known and respected aviation journalist in Australia, was comprehen-sive and in keeping with the magazine’s high standards.

I would, however, like to correct Nigel when he says that the

Fleet Air Arm is now known as the Naval Aviation Force. This is definitely not the case and we proudly tell people “The Fleet Air Arm is who we are, Naval Aviation is what we do.” A serving officerName withheld on request

China’s ‘stealth fi ghter’There used to be the expression “if it looks right, it will fly right”. Pictures of China’s Chengdu J-20 continue to baffle me when the word ‘fighter’ is used to describe it – I would advocate it’s a straight-line inter-ceptor firing long-range missiles, not unlike a stealthy MiG-25 .

Why? Look at the length to beam of the aircraft, and ask yourself just how thick, and heavy is the beam supporting the extended length? What consequence does such a high ratio have to load/range trade-offs, or what would be the impact on the structure of a sudden high-speed, high-G emergency pull-up on that spine? Broken back, it strikes me.

A comparison may be made with Russia’s Sukhoi T-50/PAK-FA, which has a level of compactness similar to the Lockheed Martin F-22 Raptor, suggesting an ability to ‘mix it’ in combat with the old-fashioned gun (missing in the Chinese aircraft) once the missiles have been expended. Not sure I’d want to be in the Chengdu, which some believe to be a straight lift of F-22 plans.Peter MurphyWellingborough

In shock in Mexico…I just read your article on Mexican Air Force transports. I am flattered you are giving this kind of attention to my country! The images are superb and I enjoyed the information – I didn’t know the Antonovs were out of service.

Thanks for this, please do more reports on Latin American air forces.Manuel GonzalezVia e-mail

Write to: AFM, Key Publishing Ltd, PO Box 100, Stamford, Lincolnshire, PE9 1XQEmail: [email protected] or visit our Facebook page at facebook.com/AirForcesMonthly

“The Fleet Air Arm is who we are, Naval Aviation is what we do”

From the Facebook pagesRight: This year marks the 40th anniversary of the fi rst fl ight of the General Dynamics F-16. We asked to see your best F-16 image, and the winner was Adrian Lang with this stunning shot from the US. We chose it for its mix of colour and the power it exudes. Look out for more competitions soon! Below: Not long for the UK? A recent report from the Rand Corporation for the US Air Force has recommended closing RAF Lakenheath in Suffolk and returning the 100th Air Refueling Wing to the US. We sincerely hope it doesn’t happen, as the UK/US ‘special relationship’ is worth more than dollars on a spreadsheet. Alan Kenny Below right: Red Arrows down low: Red 7 – a former GR4 pilot – takes to the Mach Loop in mid-March. The team departed for Exercise Springhawk in Cyprus on March 28. Dan Kemsley

Facebook competition winner

76_Feedback_May_jg_GP.indd 76 07/04/2014 12:50

A DAY WITH THE FIGHTER COLLECTION and GOLD PASS PRIZES PLUS ADULT TICKETS TO FLYING LEGENDS up for grabs!

Our friends at The Fighter Collection are giving away to one lucky reader ‘A Day with The Fighter Collection’ – get to spend a day with the professionals, see the behind the scenes action and the planes up close!For two lucky runners-up, The Fighter Collection are offering two pairs of Gold Pass prizes to this year’s Flying Legends, to be held on 12 and 13 July at Imperial War Museum, Duxford. This year’s show is set to be an unmissable event with appearances from over 50 historic aircraft. Each of these historic aircraft is a living tribute to the outstanding skills of the people who designed, built, maintained and flew them in years gone by.

HOW TO ENTER

Send your name, address and email (if you have one) on a postcard or sealed-down envelope to:

Flying Legends CompetitionAirForces Monthly magazineKey PublishingPO Box 100StamfordLincolnshirePE9 1XQ

or email the same information to:

[email protected] subject header ‘AFM Flying Legends Competition’.

WANT TO KNOW MORE....

To book discounted tickets, or for the latest flying programme, visit: www.iwm.org.uk/duxford or call +44 (0)1223 499 353All flying subject to weather, serviceability and operational commitments.

Gold Pass Available for £80.00 per person per day or £111.50 including a two course bu� et lunch.

Close Date: 12.00 GMT 6 June 2014. Winners will be notified no later than 9 June 2014.

or email the same information to:

[email protected]

‘AFM Flying Legends Competition’.

Close Date: 12.00 GMT 6 June 2014. Winners will be notified no later than 9 June 2014.

There’s also the opportunity to win 5 pairs of

Adult Tickets worth over £62.00 per pair!Close Date: 12.00 GMT 6 June 2014.

5 pairs of

ADVANCE TICKET PRICES

Adult 16-59 yrs £31.05Senior 60 yrs+ £24.30Child 5-15 yrs (Under 5s free) £16.30

Discounts available for group bookings

On occasions Key Publishing Ltd and Flying Legends/The Fighter Collection may make off ers on products or services that we believe to be of interest to our customers. If you do not wish to receive this information, please write NO INFORMATION clearly on your entry. Transport and accommodation not included for any prize. Please state if you would prefer to attend on Saturday or Sunday.

259/14 Images: Darren Harbar

EACH GOLD PASS PRIZE INCLUDES: • Special Fighter Collection Merchandise

(To collect from FOTFC enclosure at Flying Legends)• Your individual Gold Passes

• Gold Car Pass to your VIP parking area (One car pass per pair)

• Entrance to the Air Show and Museum • Viewing enclosure on the � ight line • A copy of the souvenir programme

• Free, direct access to the � ight line walk

259 AFM Legends Full.indd 77 01/04/2014 11:24

Above: Myrgorod based Su-27UB Flanker-C of 831 IAP landing at Bel’bek on a sunny September afternoon last year. Below: Ground crews scurry around a 299 brTA Frogfoot-B at Ivano-Frankivs’k. All images by author unless otherwise stated

‘The Air Force of the Armed Forces of Ukraine strove to improve ef� ciency, cut costs and continue to move towards its goal of becoming a member of NATO’

78 MAY 2014 #314

COUNTRY REPORT UKRAINE

www.airforcesmonthly.com

UKRAINE’S AIR force has been reorganised a number of

times over the past two decades and in order to streamline the service even further, new more drastic changes were planned.

This latest round of restructur-ing would have inevitably involved job losses and possible base closures as the Air Force of the Armed Forces of Ukraine (Povitryani Syly Zbroynykh Syl Ukrayiny - PS ZSU) strove to improve efficiency, cut costs and continue to move towards its goal of becoming a member of NATO. How these aims will be affected by events in Crimea was unclear as AFM went to press.

78-94_Ukraine_May_GP.indd 78 03/04/2014 15:19

Country: UkraineServices: Ukrainian Air Force, Ukrainian Naval Aviation, Ukrainian Army Aviation


Dr Séan Wilson/Prime Images, assisted by Vladimir Trendafilovski, reports on the status of the Air Force of the Armed Forces of Ukraine as it was before the recent revolution


Planning for the An-70To complement its existing transport fleet the PS ZSU planned to introduce the Antonov An-70. Two of the prop-fan driven aircraft, each capable of carrying a maximum payload of 47,000kg (103,600lb), were ordered in 2004. However, due to a lack of finances, it is unknown when, or if, they will actually be acquired. Agreements on this long-running joint Russian and Ukrainian venture were signed in 1993 and 1999, but the project suffered delays due to a lack of funding. Although Russia announced in April 2006 that it had withdrawn from the programme, thereby leaving Ukraine to finance development on its own, the deal was once again revived in May 2010.The prototype An-70 first flew

on December 16, 1994, but was lost following a collision with an An-72 chase-plane on February 10, 1995, resulting in the death of all seven crew on board the An-70. The second prototype was extensively damaged following a heavy landing during an aborted take-off in January 2001, although the aircraft was rebuilt and it recommenced flight testing on September 27, 2012. During the interim period various upgrades were reportedly carried out on the engines and avionics. Before the revolution in Ukraine it looked likely that the two An-70 fuselages originally destined for the PS ZSU would be purchased by the Russian Air Force (Voyenno-Vozdushniye Sily - VVS). They would have become the initial examples from an order of around 60 An-70s, which was expected to be delivered to the VVS by 2020. The first example was scheduled for delivery from the Kiev factory in the next couple of years.

Russian-designed bombs, such as these OFAB-250 free-fall weapons, carried by MiG-29UB ‘84 blue’ have a distinctive unstreamlined shape.

Above: Su-27UB ‘69 blue’ is armed with Vympel R-27ET Alamo-D extended range infrared guided missiles and R-27ER AA-10 Alamo-C semi-active radar-guided air-to-air missiles. Below: The end of the brake-chute housing in the tail-cone of this 831 IAP Flanker-C is open as the jet taxies back to the ramp after landing.



New structure Although full details of the planned restructuring have not been released, sources indicate that the current four-level com-mand structure (Armed Forces HQ - Air Force Command - Air Command - Brigade) would be abolished in favour of a more streamlined three-level approach (Armed Forces HQ - Operational Command - Brigade).

Air Force Command in Vinnitsya, to which all PS ZSU units are currently directly subordinated, would be disbanded, as would the three Air Commands (Povitryane Komanduvannya - PvK), with all operational brigades then reporting directly to Operational Commands (Operatyvne Komanduvannya - OK), which

currently belong to the Ground Forces (Sukhoputni Viys’ka). Recent reports suggest that two OKs had been formed before the revolution earlier this year - ‘North’ (Pivnich) and ‘South’ (Pivden). The headquarters of the former is to be based at Rivne while the latter will be in Dnipropetrovs’k.

Following restructuring only the Kharkiv Air Force University (Kharkivs’kyy Universytet Povitryanykh Syl - KhU PS) and its 203 Training Aviation Brigade (navchal’na aviatsiyna brigada - navbr), which are currently directly subordinate to Air Force Command, was certain to report directly to Armed Forces HQ. The two remaining ex-Soviet Aviation Guards units, the 25 and

456 Transport Aviation Brigades (brigada transportnoyi aviatsiyi - brTrA), were both slated to be disbanded, with their equipment and personnel subsequently transferring to the Boryspil’-based 15 brTrA. It is likely that both it and the Independent UAV Regiment (okremyy polk Dystantsiyno Kerovanykh Lital’nykh Aparativ - opDKLA) were also planned to report directly to Armed Forces HQ.

Other units would have changed bases; plans were in place to move 15 brTrA to Vasyl’kiv and 40 brTA to Ozerne.

The Ukraine Navy (Viys’kovo-Mors’ki Syly) was also slated to form a separate Operational Command, OK ‘Crimea’ (Krym), which would have controlled all Crimea-based military units. It is likely that the Bel’bek-based 204 Tactical Aviation Brigade (brigada Taktichnoyi Aviatsiyi - brTA) would have fallen under its control, whether as a brTA or as part of a Naval Aviation Brigade (mors’ka aviatsiyna brigada - mabr) as an Independent Tactical Aviation Squadron (okrema aviatsiyna eskadryl’ya Taktichnoyi Aviatsiyi - oaeTA).

Current status The current PS ZSU is a mere shadow of its former self. In 1992,


Above: Mechanics at Bel’bek work hard to refuel Flanker ‘53 blue’ and prepare it for flight after another mission. Below: Ukraine’s fighters often wear attractive paint schemes and this Myrgorod-based Flanker with its ‘splinter’ camouflage, is no exception.

81#314 May 2014



following the collapse of the Soviet Union, Ukraine inherited 3,600 air-craft. This figure was reported to comprise around 850 helicopters, including 285 attack choppers, and 2,750 fixed-wing aircraft, 1,650 of which were combat types. However, according to recent Ukrainian Ministry of Defence (Ministerstvo Oborony Ukrayiny) figures, only 160 combat aircraft remain in service, with roughly a third believed to be fully operation-al. These comprise 15-20 MiG-29 Fulcrums, 10 - 12 Sukhoi Su-24M/MR Fencers, 14 - 18 Su-25 Frogfoots and 16 Su-27 Flankers. Recent reports indicate that by 2015 the PS ZSU planned to retire 16 MiG-29s, four Su-24s and 15 Su-25s; however, the latter figure must include a number of Frogfoots that are not currently in use given that this figure is almost equal to the total number of air-craft believed to be in operational service. Many of these aircraft are now in Russian hands in Crimea.

The transport fleet has fared no better as, according to recent Ukrainian defence ministry figures, only 25 aircraft remain in service. Of the 180 Ilyushin Il-76MD Candid-Bs that Ukraine inherited, only two or three remain in use. Operating alongside them is a handful of Antonov An-24 Cokes, An-26 Curls, Mi-8 Hips and Tupolev Tu-134 Crustys. At least two An-30B Clanks are known to be operational; these serve as photo-survey aircraft, conducting Open Skies missions. Although Ukraine also inherited 20 Il-78 Midas tankers it has been reported that the aerial refuelling-specific equipment was subsequently removed from most of these. Only between six and eight Il-78s are still in service as transports.

Fighter fleet upgrades The PS ZSU was currently in the process of modernising its

MiG-29 (izdeliye [product] 9.13) Fulcrum-C fleet, although there are no plans to implement any further upgrades on the MiG-29UB Fulcrum-B two-seat trainers. Ukraine inherited about 240 MiG-29s following the collapse of the Soviet Union, although sources suggest that 70 to 80 remain in service. At present only around

15 - 20 of these are believed to be fully operational, employed solely in the air-to-air role. Around 10 - 12 MiG-29s were expected to be upgraded each year by the Lviv State Aviation Maintenance Plant (LDARZ), but due to insufficient funding so far only four have been brought up to MU1 standard (‘03 Blue’, ‘04 White’, ‘11 Blue’

and ‘29 Blue’), with MU denoting Modernised Ukrainian. These are currently in service with the 40 brTA at Vasyl’kiv, with the first three aircraft having been delivered in early 2010.

In addition to a new radio, which offers the increased frequency range needed to fulfil ICAO requirements, the modernised aircraft feature a new SN-3307 combined GPS/GLONASS (Globalnaya Navigatsionnaya Sputnikovaya Sistema - Global Navigation Satellite System) navigation system. The white antenna of the new satellite navigation receiver, located on the spine just aft of the blade antenna, is the only way to distinguish between a standard MiG-29 and an aircraft that has had the MU1 improvements. Thanks to a new receiving block for the N-019 Slot Back radar, the detection range for aerial targets is now extended up to 100km (62 miles) across the frontal sector, an increase of 20%. However, although the aircraft can track ten aerial targets it is only able to engage one at a time.

Ukraine also inherited 66 Su-27s, 40 of which were the Su-27S Flanker-B variant with the rest comprising Su-27P Flanker-Bs and two-seat Su-27UB Flanker-C trainers. Although sources indicate that 36 Flankers remain in service, only 16 of these are currently believed to be fully operational. The Su-27S, which differs from the Su-27P in that it is also capable of employing unguided rockets


Above: Visiting Ivano-Frankivs’k is 299 brTA Su-25M1 ‘41 blue’ in an over-all olive paint scheme. At the time of writing the unit has eight examples of this modifi ed version on strength. Below: Su-24M Fencer-D is broadly similar to the now-retired General Dynamics F-111 Aardvark. As can be seen, it carries a formidable array of bombs on its external racks.

Right: The Flanker has a ground attack role. Myrgorod-based Su-27UB ‘74 blue’ is armed with two bombs under the fuselage and four more under the wings.

82 MAY 2014 #314



and dumb bombs, is now mainly operated by Myrgorod-based 831 brTA. However, at present both the Su-27P and Su-27S are utilised solely in the air-to-air role. Like the MiG-29, they can be equipped with the R-27ER (AA-10 Alamo-C) semi-active radar-guided and R-27ET (AA-10 Alamo-D) infrared (IR)-guided missiles, manufactured by the Ukrainian state company Artem. For close-range they carry R-73 (AA-11 Archer) IR-guided missiles. Artem has also developed the Gran’ short-range IR-guided missile although this has not yet entered operational service.

The PS ZSU also intends to upgrade its Su-27 fleet. This will be carried out by the Zaporozhye State Aviation Repair Factory (ZDARZ) ‘MiGremont’ which, in addition to overhauling and upgrading the Su-25 Frogfoot fleet, is already responsible for overhauling the Flanker one. While no details of the programme have been officially released by the PS ZSU, information obtained from MiGremont claims that a new SN-3307 combined GPS/GLONASS navigation system is one of the key features. This comes as no real surprise given the nature of the MiG-29 and Su-25 modernisation programmes. Further navigation and landing equipment upgrades include the installation of the MSD-2000 distance gauge, for use with DME (distance measuring equipment) and TACAN (tactical aid to navigation) radio beacons, with assistance from VOR (VHF omnidirectional range) and ILS (instrument landing system) radio beacons made possible via the addition of the KURS-93M navigation and landing equipment.

The weapon control system upgrade being offered by

MiGremont will also enable the Su-27P to employ up to six dumb bombs, each weighing up to 500kg (1,100lb), as well as S-8 (80mm) and S-13 (122mm) unguided rockets. Although the MiG-29 and Su-27S are both able to carry unguided rockets and conventional bombs, they rarely train with air-to-ground weapons during exercises as the ground attack role is currently fulfilled by the Su-24M Fencer-D and Su-25 Frogfoot-A.

The official Ukrainian defence ministry website reported that

an Su-27S (’52 Blue’ Valentine Kalenov) had been ‘modernised’ and returned to the PS ZSU in March 2012, with another Su-27 expected to be delivered the following month and a further two ‘refurbished’ aircraft by the end of that same year. However it is unclear what new equipment, if any, has actually been installed in these aircraft. In the case of ‘52 Blue’ for example, the white antenna of the SN-3307 satellite navigation system, which is located forward of the blade antenna that sits behind

the cockpit, which was visible in images taken during 2010 while the aircraft was being overhauled by MiGremont, was no longer present in 2012.

It does, however, appear that at least one Su-27UB (‘71 Blue’) has been upgraded with the SN-3307 system although details of any additional enhancements are unknown. It is likely that the weapon control system of this particular aircraft will have been upgraded as the Su-27UB can already employ the same air-to-ground weapons as the Su-27S. Unlike the other types that have been modernised, ‘upgraded’ Su-27s have not yet been redesignated, as the defence ministry has not formally approved the modernisation programme.

Ground attack assets In addition to its fighter fleet, the


Above: A veteran Antonov An-24B Coke touching down at Bel’bek. This example belongs to the 456 Transport Aviation Brigade (456 aviatsiyna brigada transportna - avbrt) based at Vinnitsya–Gavryshivka.Below: The name on the side of Su-27S ‘52 blue’, Valentine Kalenov, was applied when the jet was at the Zaporizhia State Aviation Maintenance Plant for overhaul and modernisation. Kalenov, who died on February 8, 2012, was a former director of the plant.

83#314 May 2014



PS ZSU is also in the process of modernising some of its Su-25/UB Frogfoot-A/B ground attack assets. The upgrade, also carried out by MiGremont, is intended to offer increased accuracy for air-to-ground weapons delivery at night or in poor weather conditions, and as such the updated Su-25s feature a combined GLONASS/GPS SN-3307 satellite navigation system, integrated with a new ASP-17BTs8-M1 optical sight.

Reports indicate that from the 80 Su-25s that Ukraine inherited, 36 aircraft remain in service. At least 14 of these are known to be operational, as that is how many performed a fly-by at Kul’bakino on December 5, 2012, during a ceremony to mark the hand-over of the latest two Su-25M1s. The first batch of upgraded aircraft, two Su-25M1 Frogfoot-As and a single Su-25UBM1 Frogfoot-B, officially entered service on March 4, 2010. As with the MiG-29MU1, the only externally distinguishable feature of the upgraded Frogfoot is the white antenna of the satellite navigation receiver. This is located on the nose of the Su-25M1 and on the spine of the Su-25UBM1.

So far the only Frogfoot unit, 299 brTA, has received eight upgraded aircraft comprising seven Su-25M1s (bort numbers ‘03 Blue’ to ‘08 Blue’ and ‘41 Blue’) and a single Su-25UBM1 (bort ‘62 Blue’). Of note is the fifth single-seat Su-25M1 (bort ‘06 Blue’) to be returned to service, as this was the first Frogfoot to receive the new ‘pixel’ or ‘digital’ camouflage scheme. Delivery of at least two additional Su-25M1s is imminent as ‘38 Blue’ and ‘40 Blue’ were photographed during test flights at ZDARZ in November 2013. Although up to 30 upgraded aircraft were expected to be delivered by 2016, based on the current level of funding, this figure now seems optimistic.

Ukraine also inherited 250 Su-24/M Fencer-C/Ds and 36 Su-24MR Fencer-Es, as well as eight Su-24MP Fencer-F electronic warfare aircraft. However, only the Su-24M Fencer-D tactical bombers and Su-24MR Fencer-E reconnaissance variants remain in frontline service. Up to 65-70 Su-24M/MR Fencer-D/Es are currently present at Starokostyantyniv although most of these are in long-term open storage, with only about six of each variant believed to be operational. So far there have been no indications that the PS ZSU plans to modernise any of them.

UKRAINE AIR FORCE (Povitryani Syly Zbroynykh Syl Ukrayiny – PS ZSU) order of battle, April 2014Unit Equipment Location Remarks

Air Command 'Centre' (PvK 'Tsentr'): Vasil'kiv Disbanded April 2014*

40 brTA MiG-29 (9-13)/MU1/UB, L-39 [C/M1] Vasil'kiv Remaining operational

39 oaeTA Su-27P/S/UB, L-39C Ozernoye Former 9th brTA. Possibly set to be disbanded

831 brTA Su-27P/S/UB, L-39C Myrgorod Remaining operational

Air Command 'South' (PvK 'Pivden'): Odessa Disbanded April 2014*

204 brTA MiG-29 (9-13)/UB, L-39M1 Bel'bek (Sevastopol)Future uncertain (could be down-sized and transferred to Naval Operational Command)

299 brTA Su-25/M1/UB/UBM1, L-39[C/M1] Kul’bakino Remaining operational

Air Command 'West' (PvK 'Zakhid'): Lviv Disbanded April 2014*

7 brTA Su-24M/MR, L-39C Starokostyantyniv Remaining operational

114 brTA MiG-29 (9-13)/UB, L-39C Ivano-Frankivs'k Likely to be disbanded (possibly becoming an oaeTA)

Units directly subordinate to previous Air Force Command:

KhU PS: Kharkiv Air Force University Kharkiv Air Force

203 navbr An-26, L-39C, Mi-8 Chuguyiv Remaining operational

15 brTrA An-24, An-26, An-30, Mi-8, Tu-134 Boryspil Should take over the equipment of the 25th and 456th brTrAs

25 brTrA An-26, Il-76MD, Il-78 Melitopol Guards unit - slated to be disbanded

456 brTrA An-24, An-26, Mi-8 Vinnitsya Guards unit - slated to be disbanded

383 opDKLA AZ-55, VR-2, VR-3 Khmelnytskyi Remaining operational (possibly down-sized)

* The three Air Commands disbanded on April 1 and began to turn over their aviation units to Operational Commands 'North' and 'South'.

Abbreviations Transliteration [Ukrainian] Translation [English]

brTA brigada taktichnoyi aviatsiyi tactical aviation brigade

brTrA brigada Transportnoyi Aviatsiyi transport aviation brigade

KhU PS Kharkivs'kyy Universytet Povitryanykh Syl Kharkiv Air Force University

mabr mors’ka aviatsiyna brigada naval aviation brigade

navbr navchal'na aviatsiyna brigada training aviation brigade

oaeTA okrema aviatsiyna eskadryl'ya Taktichnoyi Aviatsiyi independent tactical aviation squadron

OK Operatyvne Komanduvannya Operational Command

opDKLA okremyy polk Dystantsiyno Kerovanykh Lital'nykh Aparativ independent UAV regiment

PvK Povitryane Komanduvannya Air Command


Above: The air force uses a small number of Mil Mi-8MTV-2s assigned to 456 brTrA at Vinnitsya as MEDEVAC aircraft.

Above: Kul’bakino-based 299 brTA fl ies the Su-25 Frogfoot. This well-weathered jet is armed with B8M1 80mm rocket pods and OFAB-250 dumb bombs as well as its GSh-30 30mm twin-barrel gun. Below: Su-25M1 ‘06 blue’, the fi fth upgraded Frogfoot to be returned to service, was the fi rst to receive the new ‘pixel’ or ‘digital’ camoufl age scheme.

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Upgraded jet trainer The final type that is currently being modernised is the Czech-built Aero Vodochody L-39C Albatros. In addition to serving as an advanced trainer, the L-39 enables fast jet pilots to remain proficient on their respective frontline types. The upgrade to L-39M1 standard, carried out by the 562 Odessa Aircraft Repair Plant (ODARZ) ‘Odessaviaremservis’, involves replacing the L-39C’s AI-25TL engine with the AI-25TLSh which offers 1,850kg (4,080lb) of thrust. In addition to this, the SARPP-12 flight data recorder is replaced with the BUR-4-1 system. Approximately 40 L-39s are believed to remain in service, only around one third are thought to be operational. Although a number have been overhauled at the Chuguyiv Aviation Repair

Plant (CHARZ) facility, only eight aircraft have so far been upgraded to M1 standard at Odessa (bort numbers ‘77 Blue’ to ‘80 Blue’ and ‘101 Blue’ to ‘104 Blue’). The first modernised aircraft,

distinguishable by the additional air sensor located on top of the starboard engine air intake, was returned to service in April 2010.

Due to limited finances, the Ukraine Defence ministry has

so far only been able to provide funding for modest modernisation packages for a small number of L-39s, MiG-29s and Su-25/UBs. These basic upgrades, as reflected by the ‘1’ designation, are aimed at increasing the performance and combat capability of the aircraft, while extending its service life. Reportedly, more extensive upgrade packages are being developed for future implementation, should funds become available.

Where next?Severe defence budget spending restrictions are affecting a number of air arms, and the PS ZSU is no exception. The extent to which this has affected its ability to maintain a fully operational fleet can be determined from the recent comments made by Dmitry Salamatin, Defence Minister before the revolution. During a press conference at Kul’bakino on December 5, 2012, following the hand-over of the latest two Su-25M1s, Salamatin was quoted as saying that particular day was significant because for the first time in many years the PS ZSU now had its first fully equipped combat squadron.

Of equal concern is the impact that a severe lack of funds is having on the number of flying hours that pilots receive each year. Although the situation has improved, with pilots now flying almost double the amount of hours compared with a few years ago, on average fast jet pilots are still only amassing around 40 hours annually. This total is barely enough for pilots to remain proficient, let alone combat effective. From all this, it is easy to conclude that Ukraine’s air force will pose but a minor irritant to the Russian Bear should it decide to encroach further into what, at the moment, is Ukrainian territory.




CRIMEA HAS for centuries been strategically important to Russia.

Russia’s Black Sea Fleet (BSF) can trace its origins back to the city of Sevastopol in 1783, long before the dawn of military aviation, and has long been a great influence in the region. Nowadays, aviation is an important part of the naval forces of the two countries which continue to claim Crimea – Ukraine and Russia.

In Soviet times, the BSF was one of four main fleets. Many ships were based in Crimean ports and a great many fixed- and rotary-wing aircraft were housed on airfields on the peninsula. When, following the break-up of the Soviet Union, Ukraine became independent in 1992, naval aviation amounted to more than 300 aircraft and helicopters of all types. An agreement was signed between Russia and Ukraine creating a joint BSF to serve both countries. Meanwhile, significant cuts to the military started to take place because of lack of funds and a perception that such a large organization was no longer needed. Just a few years later, the Crimean naval air bases at Oktyabr’skoye,

Veseloye and Donuzlav were closed and units at surviving airfields were disbanded, with their aircraft either transferred to other bases or taken out of service completely. A similar situation pertained with the newly established Ukrainian Air Force (Povitryani Syly Zbroynykh Syl Ukrayiny – PS ZSU), which inherited a huge amount of equipment from the USSR. In Crimea, the air bases in Dzhankoy and Bagerovo were closed. A new treaty was signed in 1997 that finally distributed the

remnants of the Black Sea Fleet between Russia and Ukraine.

Crimean aviation - UkraineThe Ukrainian Navy’s aviation branch (Ukrainian Naval Aviation - Viys’kovo-Mors’ki Syly Ukrayiny - VMSU) received the lion’s share of the surviving airborne fleet, including all the heavy aircraft (Tu-22, Tu-22M and Tu-142). Under the agreement, these types were promptly retired from

active service as were many of the other defence systems inherited. The remaining flyable machines were concentrated at Saky-Novofedorovka air base in Crimea and Ochakov air base near Nikolaev. Ochakov closed in 2004 with all the remaining equipment being consolidated at Novofedorovka, which became and remains the sole Ukrainian naval air base. After the collapse of the USSR Novofedorovka was host to several regiments: 100 KIAP (Korabel’nyi Istrebitel’nyi Aviatsion’nyi Polk - Ship-borne Fighter Aviation Regiment) flying Su-27 Flankers, Su-25 Frogfoots and MiG-29 Fulcrums; 299 OShAP (Otdel’nyi Shturmovoy Aviatsion’nyi Polk - Independent Strike Aviation Regiment) with more Su-25s, and 30 ODRAP (Independent Otdel’nyi Dal’nego Razvedchika Aviatsionnyy Polk - Independent Long-Range Reconnaissance Aviation Regiment) flying the Tu-22 Blinder.

In the mid-1990s 100 KIAP and 30 ODRAP were hastily disbanded. The Su-25s of 299 OSHaP continued to fly from Novofedorovka until 2003 when they were transferred to the PS ZSU and moved to Mykolayiv-Kul’bakino (also a former navy base). Meanwhile the helicopters and Beriev Be-12 Mail flying-boats which had until then operated from Kul’bakino were moved to Novofedorovka, along with the equipment from the now-closed Ochakov. Two squadrons were thus formed, one fixed- and one rotary-wing and this remains the situation today.

The fixed-wing squadron flies Be-12 Mails, two An-26 Curls and one An-2 Colt. The veteran Be-12 amphibian was designed to perform the anti-submarine

The Autonomous Republic of Crimea has been an important part of Ukraine’s defence structure since the break up of the Soviet Union. Ivan Voukadinov relates the history of Ukrainian military aviation in the region following the demise of the Warsaw Pact up until the February revolution

Crimean PeninsulaCrisis on the

Above: The only An-2 Colt remaining in service with the Ukrainian military is this one at Novofedorivka-Saky with its engine removed. Before the annexation of Crimea it was used for dropping paratroops and to maintain the profi ciency of Be-12 pilots.

Before the Russian’s took over Crimea, this Tu-134A-4 Crusty RF-12000/‘20 blue’ was the personal transport of the commander of the Russian Black Sea Fleet. Based at Gvardeyskoye, the aircraft had been converted to VIP confi guration from a Tu-134UBL trainer. All images by author unless stated

Below: Ukrainian Navy Ka-27PL Helix-A ‘20 yellow’ taxies back to its parking spot after landing at Novofedorivka-Saky.


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warfare (ASW) role but today is mainly used for maritime search and rescue (SAR). The type no longer alights on water because the resin seals lining the underwater part of the fuselage have been allowed to deteriorate and not been replaced. Six of the 12 Mails inherited from Russia remained in service at Novofedorovka up until the events of this March though it was rare for more than three to be airworthy at any one time – the average age of the fleet is about 40 years. They were flown infrequently to conserve hours and serviceability. Crews tried to maintain their proficiency using the sole An-2, which has somewhat similar flying characteristics owing to its tailwheel configuration. This is the only An-2 surviving in the entire Ukrainian military. The future of the Be-12 was not entirely clear before the revolution - the aircraft are considered obsolete and although their navigation systems have been modernised, the difficulty of providing spare parts and repairs is likely to have necessitated their retirement in a few years. But for recent events, probably their replacement

would have been An-74 Coalers configured for maritime tasks. Crew training has continued and several airframes await overhaul at the Yevpatoria Aircraft Maintenance Plant (EARZ). Be-12s regularly participated in exercises such as ‘Sea Breeze 2013’.

The rotary-wing squadron, the second major unit at Novofedorovka, is equipped with around a dozen helicopters of various types, including three Kamov Ka-29s, some Ka-27s and a few Mi-14s. The Ka-29s, the only ones in Ukrainian service, have been grounded for several years awaiting overhaul. Two versions of the Ka-27 are flown – the Ka-27PL Helix-A ASW variant and the Ka-27PS Helix-D SAR version. The same applies to the Haze; Mi-14PL Haze-A and Mi-14PS Haze-C.

Novofedorovka is perhaps best known for NITKA (Nazyemniy Ispitateiniy Treynirovochniy Kompleks Aviatsii – aircraft carrier ground training complex), a copy of the deck of the Russian aircraft carrier Admiral Kuznetsov, including the ski-ramp on the prow. The complex was built in the 1980s and after the collapse of the Soviet

Union continued to be used by the Russian Navy to train Su-33 Flanker-D and Su-25UTG Frogfoot-D crews in carrier ops. NITKA has two main components; the first, the so-called ‘trampoline’, is an exact copy of the front half of the Admiral Kuznetsov’s ski-ramp for practising take-offs. Just over a mile away from it is a landing area complete with arrester cables and the other equipment for landing on, just like the real ship. After the 1997 treaty which divided up the BSF, Russia continued using NITKA in exchange for providing spare parts for Ukraine’s fighter jets. The arrangement was later changed, with Russia paying $700 million annually for continued use of the facility. Russian Su-33s and Su-25UTGs from 279 KIAP would deploy to Novofedorovka from Severomorsk in the far north of Russia to use NITKA to maintain proficiency. A combination of factors, including the government in Kiev asking for more money resulted in Russia building another similar complex on Russian soil at the Yeysk air base across the Sea of Azov from Crimea, thereby obviating the need for Russian

jets to train in Ukraine. The last deployment of Russian Su-33s to Novofedorovka was in 2010 and the newly constructed complex at Yeysk began operations in July 2013. NITKA is no longer needed by Russia, and Ukraine – with no aircraft carrier – has no need of it, but both China and India have sent delegations to the facility in recent years to investigate the possibility of using it for their own carrier-borne assets.

Just south of Novofedorovka is Bel’bek air base, the main air force facility in Crimea and the only remaining one in this region. It shares runways with Sevastopol International Airport. In 1992, the 62 IAP (Istrebitel’nyy Aviatsionnyy Polk - Fighter Air Regiment) was based here flying Su-15 Flagon fighters, which served until the mid-1990s when they were replaced with Su-27 Flankers and MiG-29 Fulcrums. The Su-27s were subsequently transferred elsewhere. At the time of the revolution Bel’bek was home to the 204 Aviatsiyna Brigada Vynyshchuval’na (204 Tactical Aviation Brigade - 204 TAB) flying the MiG-29 and more recently a handful of L-39s.

Left: Ukraine based six of its veteran Beriev Be-12 Mails at Novofedorivka-Saky before Russia took over the base in March. It is known that at least one – plus three Mi-14s and an An-26 – ‘escaped’ the base before it was occupied by Russian forces.

Left: Mi-8MT RF-19066/‘60 yellow’ was one of numerous Hips used by the Russian Black Sea Fleet and based at Kacha air base near Sevastopol. Below: One of the Ukrainian Navy’s two Mil Mi-14PL Haze helicopters based at Novofedorivka-Saky. An Mi-14PS SAR version, was also resident there.


87#314 May 2014



Crimean aviation - RussiaThe 1997 treaty between Russia and Ukraine which shared out military assets on the peninsula also gave Russia the right to continue to use several bases in the Crimea, including the air bases at Kacha and Gvardeyskoye, for the payment of $98 million annually. Back then Kacha, a Russian Naval Aviation base outside Sevastopol, home to the Russian Black Sea Fleet, housed two regiments: 318 OSAP (Otdel’nyi Smeshannaya Aviatsionnyy Polk - Independent Mixed Aviation Regiment) which flew An-2, An-12, An-26 and Be-12 aircraft, and 25th OKPVLP (Otdel’nyi Protivolodochnyy Vertoletnyy Polk - Independent Anti-submarine Helicopter Regiment) flying Ka-27, Ka-29, Mi-8 Hip and Mi-14 Haze helicopters.

This arrangement continued until 2010 when the regiments were disbanded and Kacha was reorganised as the 7057th Air Base of the Black Sea Fleet. The Ka-29s were moved across the Sea of Azov to Yeysk, the Mi-14s retired and the An-12s transferred to other bases. Before the February revolution, the rotary-wing fleet at Kacha comprised about 20 Ka-27PLs, Ka-27PSs and Mi-8s, though it is known to have been reinforced with further transport and attack helicopters from Russia since its occupation of Crimea in early March.

The situation with the Russian fleet of Be-12s is similar to the Ukrainian one, but the Russian Navy has more, about 12, of which three or four fly operationally. Unlike the other three main fleets of the Russian Navy, the Black Sea Fleet had not re-armed with more modern ASW aircraft before the collapse of the USSR and the Be-12 remained in service. The few active aircraft fly regularly but infrequently. On October 13, 2012 a fatal Mail crash at Kacha, attributed to pilot error, raised questions about whether the crews were flying

enough hours. Russian Be-12s have also been involved in mutual exercises with Ukrainian Be-12s, during which Ukrainian Mails were used for dropping paratroops, something the Russians do not do with their machines.

Currently there is no defined plan for the type’s replacement; the most logical, the Il- 38 May is itself a 40-year-old design that is no longer made. Prior to the revolution and Russia’s occupation of the peninsula, Russia could have assigned Mays to Crimea once it had obtained approval from the Ukrainian Government. It remains to be seen how matters will be arranged following the annexation of Crimea by Russia following the referendum on March 16 and law signing by President Putin.

The second Russian air base in Crimea is Gvardeyskoye. After the collapse of the USSR, the resident unit was the 43 OMShAP

(Otdel’nyy Morskoy Shturmovoy Polk - Independent Marine Strike Regiment) flying Su-17 Fitters. Ukraine initially refused to allow Russia to replace them with the more modern Su-24 Fencer because that type was able to carry nuclear weapons. Only after this capability was removed were the Fitters replaced by Fencers. In 2010 the regiment was disbanded and Gvardeyskoye was reorganised as the 7058th Air Base. This did not last long, and soon afterwards it was again reorganised as a separate strike squadron subordinated to the 7057th Air Base at Kacha. Su-24 variants flown from here include the Su-24 Fencer-C and the reconnaissance Su-24MR Fencer-E. These are the last legacy Su-24s left in the Russian military, that is to say not Su-24M or Su-24M2 Fencer-Ds. Before the revolution, unconfirmed reports claimed there were plans to replace

them with Su-30s or Su-34s. Given that the region has gained

increased strategic importance since Russia’s annexation of the territory, if the occupation continues it is to be expected that more modern, more capable equipment will be flying from the base sooner rather than later.

According to the 1997 treaty, Russia had the right to use bases in the Crimea until 2017. But in 2010 a new treaty was signed that gave Russia the right to remain in Crimea for an extra 25 years, with an option for five more (up to 2042 - 2047). Following recent events these treaties are presumably worthless. If Russia leaves the peninsula it is hard to see a Kiev government - as presently constituted - wishing to have Russian hardware and men on its territory. The Moscow government will probably base whatever it wants whereever it likes.

Left: A Russian Navy Kamov Ka-27PS Helix-D used by the Black Sea Fleet for SAR purposes lands at Kacha air base. Below: Ukrainian Navy Mil Mi-14PL ‘37 yellow’ takes off from Novofedorivka-Saky while participating in Exercise Sea Breeze 2013.

The Sukhoi Su-24 Fencers flown by the Russian Navy from Gvardeyskoye are the last operational legacy Su-24s (not Su-24Ms or Su-24MRs) in the world. We can expect that Russia will quickly replace them with more modern equipment as it beefs up Crimea’s arsenal.

Above: One of the Ukrainian Navy’s An-26 transports during circuit practice at Novofedorivka-Saky last September.


THE SECOND-LARGEST military aviation fleet in Ukraine,

operated by its ground forces, is known as the AA SV (Armiys’ka Aviatsiya Sukhoputnykh Viys’k – ground forces air arm). It consists entirely of Soviet-built Mi-8 and Mi-24 helicopters, a legacy from the days of the USSR when these aircraft equipped units assigned to the Soviet Army’s Kiev, Carpathian and Odessa Military Districts in Ukraine.

Today they are tasked with transport (including para-dropping) and support, both combat and logistic, for ground forces. Two basic types of helicopter predominate, Hips and Hinds, comprising Mi-8MT Hip-H transport helicopters including substantial numbers of the Mi-8MTV variant with improved engines for hot-and-high operations and cannon-armed Mi-24P and ‘VP Hind-F combat helicopters. Older Mi-8Ts and Mi-24Vs are no longer in active service and

other specialised variants – the Mi-9 Hip-G airborne command post, Mi-24K Hind-G2 artillery spotting/photo-reconnaissance variant and Mi-24R Hind-G1 NBC (nuclear, biological, chemical)/reconnaissance variant – remain in token numbers, one or two airworthy examples per unit at most.

ModernisationThe latest wave of reforms to hit the Ukrainian armed forces (Zbroyni Syly Ukrayiny – ZSU) has affected the AA SV. In early 2013, two of its three remaining units became brigades, one for each of two Operational Commands formed later in the year. The 3

Ukraine’s army includes large numbers of helicopters. Vladimir Trendafilovski outlines its equipment and missions



Ukraine’s Army Aviation: Caught in the crossfire

Above: A pair of Mi-24Ps, ‘180 yellow’ and ‘181 yellow’, from Kalyniv’s 7 opAA. Both had recently returned from service with the UNMIL mission in Liberia and for a short while used part of their UN codes, UN-180 and UN-181, as their serial numbers. They have since been replaced with more conventional two-fi gure bort numbers. Ukrainian MoD via author

Serving with 11 obrAA at Kherson AB, Mi-8 ’92 red’ bears evidence of earlier time spent with the United Nations. Bob Archer


opAA (okremyy polk Armiys’koyi Aviatsiyi – independent army aviation regiment) at Brody air base became 16 obrAA (okrema brigada Armiys’koyi Aviatsiyi – independent army aviation brigade) under OK ‘Pivnich’ (Operatyvne Komanduvannya ‘Pivnich’ – Operational Command ‘North’), headquartered at Rivne. Meanwhile 11 opAA at Chornobayivka air base near Kherson became 11 obrAA under OK ‘Pivden’ (Operational Command ‘South’), headquartered at Dnipropetrovs’k. The third AA SV unit, 7 opAA at Kalyniv air base near Sambir, remained as a regiment as it was due for disband-ment, but has since been reprieved

and is now attached to OK Pivnich.Co-located with 16 obrAA at

Brody is 57 AvB (Aviatsiyna Baza – aviation base), which maintains, stores or disposes of AA SV equipment in the northwestern corner of the base. Its storage facility for old and surplus Mi-8 and Mi-24 helicopters currently houses only 20 helicopters (there were more than 70 in 2006); most of the rest have been sold off or scrapped.

Of the active units, 16 obrAA has a mixed fleet of some 30 Mi-8s and Mi-24s, most of which are airworthy. Meanwhile 7 opAA and 11 obrAA comprise a mix of about 55 of the same types – but roughly half of them don’t fly and are

stored on their respective bases. And a dozen redundant Mi-26 Halo heavy transport helicopters stored at Brody are being sold off or scrapped. The total number of Mi-8 and Mi-24 helicopters officially in service with the three active AA SV units now stands at around 140 – 70 of each type.

The AA SV plans to upgrade its existing fleet to increase operational effectiveness and service life. Modernised Mi-24Ps would become Mi-24PU1s (U1 meaning Ukraine 1), the first of which was ready for service in May 2012. The PU1’s original Soviet-era components are replaced with either Ukrainian-built or Western off-the-shelf

components comprising uprated TV3-117VMA-SBM1V-02 engines, an Adros KT-01AV IR jammer, ASP-17VPM-U pilot’s sight, the Adros FPM-01KV laser sighting mark projector, Garmin GPSMAP-695 GPS navigation system, Bendix-King KY-196B VHF radio, Garmin GTX-327 transponder with AK-350 altitude encoder, BUR-4-1-07 flight data recorder and EBC-406AFHM emergency location transmitter.

A shortage of funds means only the prototype/demonstrator has been completed and it is unlikely more will be completed in the programme in the foreseeable future. State aircraft company UKROBORONSERVICE has proposed similar modifications for the Hip, with new engines, navigation and radio communication equipment and a defensive aids suite, but again lack of money has halted progress.

Training and deploymentsLike their air force counterparts, AA SV pilots and crews regularly hone their skills on exercises. The events aim to be very realistic and include the use of live ammunition, but there are only a small number each year. However, with AA SV helicopters regularly taking part in UN-led peacekeeping missions since the 1990s, their pilots have had additional opportunities to gain experience overseas. On average each pilot accumulates between 80 and 120 hours during their six-month rotation on such missions – well above the annual average of 45 to 50 they could expect at home. An additional benefit is the need to maintain a substantial quantity of airworthy helicopters for use on UN tasks. This results in a much higher level of maintenance and consequent readiness for AA SV assets compared to those of the air force.

United Nations missionsThe AA SV currently has two units involved in UN missions.

A very faded Hind in the long grass at its Kherson base. Bob Archer

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Above: Prototype Mi-24PU1 ‘04 yellow’ (c/n 26283) during acceptance tests in December 2011. All the work on the programme, conversion, test fl ying and weapons testing was carried out in the Autonomous Region of Crimea, since annexed by Russia. Ukrainian MoD via authorLeft: On aerial patrol in search of illegal marijuana plantations is Mi-24P Hind-F ‘UN-184’ of the United Nations Mission in Liberia (UNMIL). UN Photo/Christopher HerwigBelow: A Mi-24P Hind-F helicopter ‘181 yellow’ of the 7 opAA from Kalyniv air base. Ukrainian MoD via author


The 56 ovz (okremyy vertolitnyy zagon – independent helicopter detachment) with the United Nations Mission in Liberia (UNMIL) flies six Mi-24s and eight Mi-8s. It is headquartered at Roberts International Airport near the capital, Monrovia, and has main-tained a detachment of two Mi-8s at Greenville airport since 2006.

Another detachment of three Mi-24s has been assigned to Man airport in neighbouring Côte d’Ivoire since July 2013 for border patrol duties under the direction of UNOCI (United Nations Operation in Côte d’Ivoire).

Although tasked with patrolling Liberia’s borders and supporting UN ground troops, 56 ovz frequently operates humanitarian flights and SAR missions for the local civilian population and on occasion has provided invaluable assistance to UNOCI. In April 2011 for instance, Mi-24s working in concert with French Army helicopters and troops were instrumental in ending fighting in Abidjan after former President Gbagbo refused to accept the result of a 2010 election which removed him from office. The Hinds used rockets and cannon against troops loyal to Gbagbo after they had attacked UNOCI forces.

UN Secretary-General Ban

Ki-moon defended the actions saying “the [UN] mission has taken this action in self-defence and to protect civilians”. Further attacks were mounted by the Hinds and French Army Gazelles against heavy weaponry in and around the presidential palace. In a matter of days the uprising was ended and Gbagbo and his entourage were arrested.

In January 2014 the detachment marked the 10th anniversary of its presence in Liberia. Its helicopters have safely flown almost 52,000 hours, transporting 205,000 passengers and 6,100 tons of cargo.

A second unit assigned to the UN is 18 ovz with MONUSCO (United Nations Organisation Stabilisation Mission in the DR

Congo) which deployed to the DRC in March 2012. Headquartered at Goma International Airport, it is equipped with four Mi-8s and four Mi-24s, some of which are regularly detached to Bukavu and Bunia airports.

The DRC continues to be one of the most dangerous places in the world and the mission has proved to be more perilous than that in Liberia. An officer aboard one of the Mi-24s was wounded by ground fire in the first days of the deployment and in the last seven months alone the unit has expended some 800 unguided rockets and 1,300 cannon rounds.

Uncertain futureThe bear in the room is, of course, Russia. Everything could change

should open warfare develop in the east of Ukraine. While the new government in Kiev has not announced its intentions for its armed forces, the likelihood is the AA SV will continue consolidating its helicopter fleet in two units, each operating around 50 aircraft in a 50/50 split of the two main types, Hind and Hip. In reality this simply reflects the situation at the moment because although many more than 100 aircraft are currently assigned to the AA SV most of them are non-flyers. A big problem is their age – it’s clear the funds to replace them are not available and there’s no indi-cation of when they might be. So they will remain the main ground forces’ workhorses for a long time to come because there is no money to replace them with new equipment.

During acceptance fl ights following regular overhaul at the local AVIAKON depot, is Mi-24P ‘14 yellow’ (c/n 3532433420374) of 3 opAA from Brody at Konotop. Chris Lofting



Above: Mi-24P ‘02 yellow’ from 3 opAA at Brody air base opens fi re during an exercise on the Rivne army range. Ukrainian MoD via author

Above: One of the six Mi-24s operated by 56 ovz attached to the UNMIL peacekeeping mission is this Mi-24P, with the UN code UN-182 and characteristic white UN scheme. Ukrainian helicopters in UNMIL are allocated with codes UN-180 through UN-185 that are transferred each time a helicopter is rotated. Ukrainian MoD via authorRight: Flying over Vasilkov is Mi-8 ’52 yellow’. Bob Archer


BY NOVEMBER 2013 only 53 Ukainian Fulcrums, split

between three air bases, were flyable, of which 32 were ready for operations. The other 21 were either undergoing or awaiting overhaul and/or modernisation, or were stored as non-flying reserves at their bases. Furthermore, only 25 of the 32 airworthy Fulcrums were fully mission-capable (FMC), ready to perform all of their defined missions, day and night, in all weathers. The reason for the startling decline in the status of Ukraine’s Fulcrum fleet is the familiar one of lack of money. By January 2014, in a programme that started in 2011, four MiG-29Cs and five MiG-29UBs had been modernised to MU1 (Modernised Ukraine 1) standard with reconditioned engines and the GPS/GLONASS SN-3307 satellite navigation system during their overhauls at the Lviv State Aviation Maintenance Plant (LDARZ). Three other MiG-29UBs and two MiG-29Cs were undergoing the modernisation process at the facility at the time of writing.

Bel’bek is the home base of the PS ZSU’s 204 Tactical Aviation Brigade (TAB – aviatsiyna brigada vynyshchuval’na), one of three Ukrainian MiG-29-equipped TABs. Because of its importance in providing air defence over the Crimea, and especially the Ukrainian Navy and Naval Aviation bases at Sevastopol and Kacha, the 204th was accorded higher priority than the other two TABs in terms of funding. Its MiG-29s were always kept in better condition and combat

readiness than the 114 TAB at Ivano-Frankivs’k Air Base and 40 TAB at Vasyl’kiv, near Ukraine’s capital Kiev. Each one of these three brigades fulfilled different roles and missions; 204 TAB’s MiG-29s were, in addition to providing local air defence, tasked with supporting Ukrainian naval forces in the Mediterranean.

Bel’bek under UkraineBel’bek air base lies in the Sevastopol Oblast, or region, in the southern part of Crimea on

the shores of the Black Sea. In Soviet times it was one of the most important bases and housed the headquarters of the Soviet Navy’s Black Sea Fleet air arm. After extensive use during the ‘Great Patriotic War’ (Second World War) the base was refurbished and in the 1970s a 9,865ft (3,007m) concrete – cement runway suitable for all types and weights of aircraft was built. A secondary runway parallel to it has 25 dispersed parking positions. On the western side of the base is a maintenance

hangar, near the QRA pan that can accommodate four MiG-29s. Of 24 aircraft shelters on the base in Soviet times only 16 remained before the recent Russian take-over. Dotted around the base are 37 more MiG-29s, mostly former 161 Fighter Aviation Regiment, 100 Tactical Aviation Regiment and 9 Tactical Aviation Brigade machines in long-term storage.

Russia deployed Su-15 Flagons to the base several times in the 1980s, then in 1986 the 62nd Fighter Aviation Regiment – Air

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Bel’bekCountry: UkraineServices: Ukrainian Air Force, Ukrainian Naval Aviation, Ukrainian Army Aviation


Ukraine’s last Crimean fighter base

Babak Taghvaee tells the story of Crimea’s most important air base, Bel’bek, home to some of Ukraine’s most up-to-date MiG-29 Fulcrums

Above: MiG-29C ‘20 blue’ (c/n 2960728165) was one of fi ve 204 TAB Fulcrums that took part in exercise ‘Safe Skies 2011’ at Myrgorod. In 2012 the aircraft and other Bel’bek-based Fulcrum-Cs were transferred to the 40 TAB at Myrgorod because it had insuffi cient fully mission capable jets to stand quick reaction alert there. Andriy PilschikovLeft: In November 2013, two of Bel’bek AB L-39M1s, 104 blue (c/n 934654) and 102 blue (c/n 934649), were detached to Vasyl’kiv for training. Dmitry BirinBelow: Aero L-39M1 ‘104 blue’ (c/n 934654), painted in Ukraine’s national colours, on the fi ghter ramp of Vasyl’kiv air base. Dmitry Birin


Defence (62-y Istrebitel’nyy aviatsionnyy Polk PVO) with 39 Su-15TM Flagon-Fs moved in. It was starting to convert to the Su-27 when the Soviet Union broke-up and the process was halted.

On the Ukrainian mainland, 345km (215 miles) away in the Odessa Oblast, the Soviet Black Sea Fleet’s 119th Fighter Aviation Division based 35 Fulcrum-As, -Cs and -UBs with its 161st Fighter Aviation Regiment at Limans’Ke air base. The regiment’s Fulcrum-As and -UBs were painted in a two-tone grey/olive camouflage while the Fulcrum-Cs were mostly painted in ‘Crimean sun’ colours (a four-colour camouflage) with a large Soviet Navy flag painted under the cockpit.

The 161st Regiment became part of Ukrainian Naval Aviation on the collapse of the Soviet Union and by the mid-1990s its Fulcrums, which had not been flown for months, were allocated to other units. Of the 35 jets, 21 were flown to the 562 Odessa Aircraft Repair Plant ‘Odessaaviaremservice’ at Odessa’s central airport. Twelve others, together with jets

from the 100th Fighter Aviation Regiment, were used to form 204 Fighter Aviation Brigade. The new unit came under the control of the Southern Air Command of the Ukraine Air Force, but it was soon renamed 204 Tactical Aviation Regiment and became part of the air force task force.

The area around Bel’bek air base is blessed with good flying weather most of the year so it is an ideal place to conduct flying training. Kul’bakino air base, located 28 miles (44km) north of Bel’bek is home to the 299 Tactical Aviation Brigade’s (bryhada

Taktychna Aviatsiyna – brTA) mixed fleet that includes around 20 L-39C Albatrosses and recently modernised L-39M1s used for advanced flight training. In the early years of this century small numbers of the unit’s L-39Cs were regularly detached to Bel’bek to train future Fulcrum pilots.

By 2005 204 TAB had many Fulcrums assigned to it and following the disbandment of 9 TAB at Ozerne air base in Zhytomyr Oblast some of its Fulcrums were also added to 204 TAB making the unit the PS ZSU’s biggest user of the type.

Busy trainingUkraine began taking part in large-scale exercises as an independent country in 2008 and on September 27 the men and machines of 204 TAB took part in Exercise Sea Unit, one of four important manoeuvres that Ukrainian armed forces were involved in that year. In the November Ukrainian Air Command South ran Exercise Sea Knot 2008, which gave more of the brigade’s pilots the chance to participate in live air-to-air missile firing. Several VR-3 target drones met a watery end in the Black Sea.

In recent years Crimea-based Fulcrums have been deployed north to Ivano-Frankivs’k to practise all-weather flying during the day and at night. In September 2010 20 VR-3 targets were shot down by 204 TAB’s Fulcrums and 831 TAB’s Flankers during an air force organised exercise in the skies around Sevastopol.

Even the supposedly vitally important 204 TAB was not immune from the effects of Ukraine’s poor economy - although the number and intensity of exercises organised by Southern Air Command was increasing,

92 MAY 2014 #314



Above: MiG-29C ‘01 blue’ was one of 204 TAB’s participants in exercise ‘Perspective 2012’, held on the Crimean peninsula. Chris LoftingBelow: Exercise ‘Adequate Response 2011’ gave Ukrainian Fulcrum pilots the chance to fi re live R-73E air-to-air missiles against Tu-143 aerial target drones. Chris Lofting

Above: When photographed during exercise ‘Adequate Response 2011’ Fulcrum-C ‘18 blue’ (c/n 2960728133) had been on the strength of 204 TAB for just over a year after delivery from the Lviv repair plant where it had been overhauled. Chris Lofting


and the combat readiness of the unit’s pilots and ground crews was maintained, budget cuts led to a gradual reduction in the number of its OR (Operation Ready) jets. This did not stop the Bel’bek unit from training hard.

Adequate Response 2011, a complex tactical exercise involving 204 TAB, was held in Crimea in September of that year. Its MiG-29s flew alongside others of the type from 40 and 114 TABs, together with Su-27s from 831 TAB. In total 45 Fulcrum and Flanker pilots participated and 20 aerial targets were shot down by the fighters’ Vympel R-27 (NATO reporting name AA-10 Alamo) and R-73 (AA-11 Archer) air-to-air missiles.

An indication of Ukraine’s desire to align itself more closely with the West came that July when 204 TAB was part of the Ukrainian-Polish-US joint Exercise Safe Skies. Bel’bek-based MiGs flew DACT (dissimilar air combat training) missions with USAF Alabama Air National Guard F-16Cs. Five of its best FMC MiG-29s deployed to Myrgorod air base to fly against the American jets, along with eight Su-27s from Myrgorod’s resident 831 TAB.

Guardians of the 2012 UEFA European ChampionshipsUkrainian Air Force tactical aviation brigades were tasked with providing quick reaction alert (QRA) fighters during the Euro 2012 soccer championships. Four units were selected to fulfil the mission, and 204 TAB was one of them. Bel’bek was chosen to be used for training before the tournament; with pilots from 114 TAB taking their Fulcrums to the base in February 2012 to take part in preparations run by Air Commands South and West. Two L-39Cs from Kul’bakino AB (‘79 Blue’ and ‘104 Blue’) were detached to Bel’bek on February 23 and 24 to train flight crews in interception and escort techniques.

The Championships took place between June 8 and July 1. Eleven

pilots of 204 TAB commanded by Col Alexei Marchenko were equipped with three of the unit’s best MiG-29Cs, ‘18 Blue’ (c/n 2960728133), ‘19 Blue’ (c/n 2960728174) and ‘20 Blue’ (c/n 2960728165) plus two forward deployed MiG-29MU1s taken from 40 TAB. They protected Ukrainian Airspace during the weeks of competition. Nine more pilots flew daily combat air patrols (CAPs). Between them the 20 pilots logged 60 hours flying CAPs.

After Euro 2012 the familiar round of exercises resumed in the September with large-scale aerial manoeuvres, involving Flankers and Fulcrums, being organised by

Southern Air Command. Bel’bek’s jets were, of course, involved. The participants assembled at Bel’bek, where the exercise command post was established, on September 18 and 19. The exercise proper began the following day, and 17 of the 36 pilots involved used live weapons against target drones; collectively they logged a total of 40 flying hours.

Bel’bek’s first L-39sMiG-29s are costly to operate and in Ukraine their flying hours are carefully rationed. Because of this, L-39Cs have long been used by Ukrainian Fulcrum pilots to build hours; at Bel’bek 204 TAB

usually borrowed aircraft from Kul’bakino. In 2012 a new era was ushered in when Bel’bek got its own Albatrosses in the shape of former Kul’bakino-based two-tone-green camouflaged L-39M1 ‘77 Blue’ (c/n 934650). It was used to familiarise ground crews on the type and was then returned to its former base after a few months, when two freshly upgraded L-39M1s arrived at Bel’bek from the Odessa repair plant on November 1. These two aircraft, ‘101 Blue’ and ‘102 Blue’ (c/n 934649) were resplendent in new grey ‘digital’ camouflage colours. According to the Odessa Aircraft Repair Plant this modernised version of the Albatros has new

A line of visiting 204 TAB Fulcrums at Myrgorod air base during exercise ‘Safe Skies 2011’. Andriy Pilschikov

93#314 MAY 2014



Above: Ukraine’s two-seat MiG-29UBs are used for ground attack as well as conversion training. This example, ‘84 blue’ (c/n N50903018624) was 204 TAB’s sole operational MiG-29UB in 2012. For much of the time it was shared with 114 TAB at Ivano-Frankivs’k. Chris Lofting

Above: MiG-29 ‘29 blue’ (c/n 2960731233) is one of three Ukrainian MiG-29MU1 trials aircraft at Bel’bek. It was handed over to 204 TAB after overhaul and modernisation in Lviv in May 2009. Chris Lofting


zero-time engines giving more thrust and faster acceleration, an improved control system and improved sensors and instruments. Two more arrived in December completing the unit’s establishment at four aircraft.

Sochi Winter OlympicsIn February 2014 the Ukrainian AF command was tasked with assisting in security measures for the Winter Olympics in Sochi. On February 3, 204 TAB pilot, Alexander Pokryshkin used MiG-29C ‘01 Blue’ to practise intercepting an intruder played by an 831 TAB Su-27 ‘74 Blue’ piloted by 2nd Class Lt Col Yuri Cholovsky. Three days later, under Operation Galati, four Myrgorod-based Flankers, two Su-27s, ‘46 Blue’ and ‘100 Blue’, plus two Su-27UBs ‘69 Blue’ and ‘74 Blue’ deployed to Bel’bek AB to reinforce the base’s QRA during the games.

On February 7, a Turkish Pegasus Airlines passenger, said to be an “intoxicated” Ukrainian national, tried to hijack the aircraft while it was en route from Kharkiv to Istanbul demanding it be flown to Sochi. In response Su-27 ‘100 Blue’ armed with five R-27ER1s and four R-73E air-to-air missiles piloted by Lt Col Alexander Oksanchenko was scrambled from Bel’bek AB. Oksanchenko intercepted the hijacked airliner and escorted it to Turkish airspace where he handed it over to Turkish AF F-16Cs. The jet went on to land safely at its original destination of Sabiha Gökçen airport; none of the 110 passengers were harmed.

The four 831 TAB Flankers returned to Myrgorod on February 24 after the close of the winter games.

Unit establishmentAt the time of Russia’s annexation of Crimea in late February, 204 TAB had nine MiG-29Cs and three MiG-29UBs in service. Two of

Operational 204 TAB MiG-29s as of January 2014

Serial Construction Number

Former Operator Status Notes

Fulcrum-C

01 Blue Unknown - FMC

07 Blue 2960728502 - FMC

10 Blue Unknown - NORM

11 Blue Unknown - FMC Second MiG-29MU1 trial

18 Blue 2960728133 - FMC

19 Blue 2960728174 - FMC

20 Blue 2960728165 - FMC In Ukrainian Falcons aerobatic team colours

21 Blue Unknown 9 TAB NORM Stored at Bel’bek since 2008

22 Blue 2960728126 114 TAB PMC Transferred to Bel’bek in 2013 for storage there

23 Blue Unknown - NORM Stored at Bel’bek since 2008

25 Blue Unknown 9 TAB NORM Stored at Lviv

28 Blue Unknown 9 TAB Reserve

29 Blue 2960731233 - FMC MiG-29MU1 modernisation programme


36 Blue 2960723290 - NORM


39 Blue 2960721574 - NORM

40 Blue 2960731217 - FMC

48 Blue Unknown - Reserve

07 White Unknown 114 TAB FMC

Fulcrum-UB

84 Blue 50903018624 - NORM

85 Blue 50903024161 - FMC Second modernised MiG-29UB (to MU1 standard) delivered on November 22, 2012

10 White 50903023325 114 TAB FMC Third modernised MiG-29UB (to MU1 standard) delivered in April 2013

Abbreviations: FMC = Fully Mission Capable. PMC = Partially Mission CapableNORS = Not operational, ready for supply. NORM = Not operational ready for maintenance

the two-seat Fulcrum-Bs ‘85 Blue’ and ‘10 White’ had recently been modernised during overhaul at the Lviv State Aviation Maintenance Plant; they returned to Bel’bek upon completion of the work on November 22, 2012. Four further modernised single-seat Fulcrums are assigned to the base. Two MiG-29MU1 trials aircraft, ‘29 Blue’ and ‘11 Blue’ were delivered there in 2009 and 2010, and then two MiG-29Cs, ‘01 Blue’ and ‘07 White’ were redelivered to Bel’bek on April 6, 2012 after being overhauled at LDARZ. As well as the MiGs, 204 TAB has the four previously mentioned L-39M1s assigned to it; they wear serials ‘101’ to ‘104 Blue’.

Come the revolutionBel’bek was one of several Ukrainian bases occupied by Russian forces on February 28. Troops from the reconnaissance unit of the 7th Guards Airborne Assault Division were tasked with occupying it and corralling or excluding the former Ukrainian occupants. On the morning of Saturday March 22 television pictures showed Russian armoured vehicles smashing through the walls of the base and Russian troops rounding up their Ukrainian counterparts. The despondent base Commander, Col Yuli Mamchur, talking to reporters as the occupation of his base continued around him, complained of a lack of orders from the government in Kiev. Shortly afterwards he was arrested by the Russians and at the time of writing was still being held in prison in Sevastopol. Before the take-over there were 12 operational MiG-29s and four L-39M1s in service at Bel’bek. In the light of the referendum result, it is more than possible that all 49 MiG-29s and the four L-39M1s on the ground at Bel’bek when it was taken over will become part of the Russian Air Force again. afm

Many MiG-29s have been stored at Bel’bek for a number of years in lines of jets. Revealed in the fading paint of the tail of ’06 white’ are the markings of its previous owner – the Red Star of Russia! Chris Lofting



Above: Aero L-39C ‘101 blue’, subsequently the fi rst L-39M1 to be delivered to Bel’bek, during a functional check fl ight on November 13, 2012 after its overhaul and modernisation at Odessa airport. The jet suffered a bird-strike shortly before Russia’s occupation of Crimea and its repair is uncertain. Sergey Smolentsev


95

afm

#314 MAY 2014www.airforcesdaily.com

Location: US Naval Air Facility El Centro, Gila Bend Air Force Auxiliary FieldParticpants: RAF, British Army

ALTHOUGH THE draw-down of British Forces in

Afghanistan has begun, the need for helicopter and tactical transport support training continues unabated. While the UK Government’s target of removing all frontline assets from theatre by the end of the year remains, analysts are sceptical this will be achieved.

As long as British ‘boots on the ground’ remain, so will the need for aerial assets to support them. With this in mind the British Army recently re-introduced the Crimson Eagle training package for Apache and Chinook crews.

The first three of six Boeing Apache AH1 attack helicopters were air-freighted out of RAF Brize Norton to Naval Air Facility El Centro in California at the beginning of March by a leased Antonov An-124 strategic transporter. These helicopters – ZJ174, ZJ215 and ZJ216 – were later supplemented by three more, together with a pair of Boeing Chinooks, on what was reported to be a three-month training detachment.

The hot weather and desert training facility offered by this southern Californian location is as near as the UK forces can get to replicating conditions likely to be found in Helmand

Desert Eagle

Top: The British encampment at NAS El Centro. Above: Hercules C5 ZH885 makes a low-level training pass through the Californian canyons. Below: Apache AH1 ZJ215 sits in the sun at El Centro, the palm trees giving away the Californian location. All images by the author

Peter R Foster welcomes the return of Exercise Crimson Eagle in the US

Province, Afghanistan and it is a location that has served UK helicopter forces well in the past.

This is the final phase of operational conversion training for Apache crews, which sees the helicopters operate from Gila Bend, Arizona, where live firing takes place.

The RAF also deployed three Lockheed Martin C-130J Hercules C5 tactical transports to nearby Inyokern Municipal Airport, just to the west of Ridgecrest, to facilitate their crews’ pre-Operation Herrick work-up.

Low-flying training is carried out in the desert terrain of the Panamint Valley.

EXERCISE REPORT CRIMSON EAGLEEXERCISE REPORT

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96 MAY 2014 #314

OPS BOARD

If it’s a major military airshow or exercise being held around the world, here’s the place to find it with our operations board, updated every month. With sequestration affecting airshows in the US, we strongly advise you check before making travel plans!

Date Exercise/Event Location RemarksApril 23 – 26 Marrakech Aero Expo & Air Show Morocco – Marrakech www.aeroexpo-morocco.com

April 26 - 27 Airshow Czech Republic - Plzen-Plasy www.denvevzduchu.cz

April 26 – 27 Fort Worth Air Power Expo 2014 USA – Fort Worth, Texas www.airpowerexpo.comApril 26 – 27 Defenders of Liberty Air Show USA – Barksdale AFB, Louisiana www.barksdaleafbairshow.comMay 3 - 4 Shawfest USA – Shaw AFB, South Carolina CANCELLEDMay 3 – 4 Spirit of St Louis Air Show USA – St Louis, Missouri www.spirit-airshow.comMay 3 – 4 Travis AFB Open House USA – Travis AFB, California www.facebook.com/TravisOpenHouseMay 4 Abingdon Air & Country Show UK – Abingdon, Oxfordshire www.abingdonairandcountry.co.ukMay 5 – 30 TLP 2014-3 Spain – Albacete www.tlp-info.orgMay 6 – 8 SOFEX Jordan – Amman-Marka AB www.sofexjordan.comMay 10 - 11 Airshow Poland - Minsk-Mazowiecki ABMay 10 – 11 Vero Beach Air Show USA – Vero Beach, Florida www.veroairshow.comMay 10 -11 Joint Base McGuire Open House USA - McGuire AFB, New Jersey www.jointbasemdl.af.milMay 12 – 22 Exercise JAWTEX Germany - Schleswig-Jagel Locations across GermanyMay 14 - 16 Black Sea Defense & Aerospace Romania - Bucharest-Baneasa www.bsda.roMay 15 Open Day Finland - Tikkakoski AFB www.puolustusvoimat.fi

May 16 – 18 MCAS Cherry Point Air Show USA – Cherry Point, North Carolina www.cherrypointairshow.com

May 17 Open Day Czech Republic - Námest nad Oslavou AB www.facebook.com/events/641873949211276May 17 – 18 Thunder over the Valley USA - Youngstown ARB, Ohio www.youngstown.afrc.af.milMay 18 Franco-Belgian Airshow 2014 France - Lens-Benifontaine www.meeting-air-lens.comMay 20 Open Day Finland - Tampere-Pirkkala AFB www.puolustusvoimat.fiMay 20 – 25 ILA 2014 Germany - Berlin-Schönefeld www.ila-berlin.deMay 21 USNA Air Show USA – US Naval Academy, MarylandMay 22 - 24 Heli Russia 2014 Russia - Crocus Expo, Moscow www.helirussia.ruMay 22 – 25 KADEX Kazakhstan – Astana AFB Public days 24/25May 23 USNA Graduation Flyover USA – US Naval Academy, MarylandMay 24 – 25 Bethpage Jones Beach Air Show USA –Jones Beach State Park, New York www.jonesbeachairshow.comMay 24 – 25 Cannon AFB Air Power Expo USA – Cannon AFB, New Mexico www.cannon.af.mil

May 24 – 25 Duxford D-Day Anniversary Air Show UK – Duxford, Cambs www.iwm.org.uk/exhibitions/iwm-duxford/air-shows

May 25 Volkel in de wolken Netherlands - Volkel - City www.volkelindewolken.nlMay 28 Open Day Finland - Rovaniemi AFB www.puolustusvoimat.fiMay 28 Open Day Finland - Kauhava AFB www.puolustusvoimat.fiMay 30 – 31 Bydgoszcz Air Fair Poland – Bydgoszcz www.airfair.pl

May 31 – Jun 1 Air Show - 100 years Swiss Air Force & 70 years Locarno Airport Switzerland - Locarno www.cieloaperto.ch

May 31 – Jun 1 Aviatická Pout - Airshow Czech Republic - Pardubice www.pardubiceairshow.czMay 31 – Jun 1 Deke Slayton Air Fest USA – La Crosse, Wisconsin www.airfest.comMay 31 – Jun 1 Fort McMurray International Air Show Canada - Fort McMurray, Alberta www.airshowfortmac.comMay 31 – Jun 1 Fairchild AFB SkyFest 2014 USA - Fairchild AFB, Washington www.fairchild.af.milJune 1 Swedish Air Force Air Show Sweden – F 17 Ronneby, Blekinge www.forsvarsmakten.se


Above: A US Marine Corps Lockheed Martin F-35B made its fi rst offi cial display at the MCAS Yuma air show last month. There is strong rumour that one will display in the UK during July at the Royal International Air Tattoo and Farnborough International Airshow. Tom Newey

96_OpsBoard_May_jg_GP.indd 96 07/04/2014 14:19

*UK scheduled on sale date. Please note that the overseas deliveries are likely to be after this date.

98

AND FINALLY

Next Issue of AFM on Sale May 15th*


ON MARCH 10 the US Air Force’s 56th Fighter Wing at Luke Air

Force Base, Arizona welcomed the base’s first Lockheed Martin F-35A Lightning II. The aircraft, serial 11-5030, is the first of 144 F-35As planned for Luke over the next decade, eventually to equip six squadrons. Piloted by air force test pilot Colonel Roderick Cregier, the aircraft is assigned to the 61st Fighter Squadron ‘Top Dogs’, a former F-16 training squadron that deactivated at Luke in 2010 and reactivated last year to ready for the new F-35 pilot training mission. The 61st is the first F-35A squadron to stand up at Luke and will initially be tasked with training American and Australian pilots.

Lt Col Michael ‘Jeb’ Ebner, the 61st FS commanding officer, and Col John Hanna, commander of the 56th Operations Group, were on hand to welcome the aircraft and to give a brief press conference. One of the points stressed by Col Hanna was the importance of the international partners also acquiring the F-35: “We have nine partners invested in the programme who will all do their training here at Luke. So as we start building up our squadrons, we’ll have

partner aircraft as well as partner instructor pilots in each of the squadrons.” At an official roll-out ceremony a few days later, Undersecretary of the Air Force Eric Fanning elaborated on the programme: “This eventually means that when an American airman goes out to fly, it could be in an aircraft with a partner nation’s tail flash, and vice-versa. This level of interoperability goes beyond anything we have ever done before.”

The current mission of the 61st

FS, according to Lt Col Ebner, is to conduct continuation training for the initial cadre of instructor pilots to ensure they maintain proficiency in the aircraft before the first group of F-35 student pilots “classes up” for training in 2015. That is a moving target, says Ebner, as the 61st’s ability to train new F-35 pilots depends on the Luke’s Academic Training Center (ATC), which will house the simulators, being completed. Ebner expects the ATC to reach the two-simulator

minimum needed to begin training by next spring.

The initial group of students to be trained by the 61st will be experienced pilots converting from other types, not new pilots straight from the training pipeline. This will be the case through to late 2016 when, Ebner says, the 61st plans to receive its first batch of students directly from T-38s. The initial pilots to complete their F-35 training at Luke will go on to one of three potential postings: the first operational F-35A squadron at Hill AFB, to Nellis AFB as operational test pilots or at Luke as instructor pilots.

Above: Luke’s fi rst F-35A – serial 11-5030 – is the 100th F-35 to be built. Joe Copalman

Strikes LukeLightning The first of nearly

150 Lockheed Martin F-35A Lightning II Joint Strike Fighters arrived at Luke AFB on March 10. Joe Copalman reports

Lt Col Mike ‘Jeb’ Ebner, commander of the 61st Fighter Squadron ‘Top Dogs’. Joe Copalman

“We have nine partners invested in the programme who will all do their training here at Luke. So as we start building up our squadrons, we’ll have partner aircraft as well as partner instructor pilots in each of the squadrons”

98_Finally2_May_jg_GP.indd 98 07/04/2014 12:54

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