Air Forces Monthly UK 2014-01

January 2014 Issue #310

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F-16 Fighting Falcons on the Frontline

UNLEASHING THE WILDCAT

British Army's New Lynx

PHILIPPINES - MISSIONS OF MERCY

World responds to the Typhoon Haiyan disaster

KNIGHTS OF PERSIA

Iran's Fencers

ORIONS

From Iran & Argentina

UNSUNG FAT ALBERT RAF C-130K Retired after 47 Years

JANUARY 2014 £4.60

ITALIAN AIR FORCE Force Report

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2014

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Produced by Key Publishing and featuring articles written with and by RAF personnel. The Official Annual Review 2014 is a 132-page special magazine that provides behind the scenes insight into the aircraft, equipment and people of one of the world’s premier air forces. HIGHLIGHTS INCLUDE: THE DAMBUSTERS PREPARE FOR HERRICK Behind the scenes in 617 Sqn’s anniversary year as the squadron readied for its final Afghanistan deployment

OPERATION NEWCOMBE When the French engaged extremist forces in Mali, the RAF responded with C-17 airlift and Sentinel ISTAR support

CHINOOK 4, 5 AND 6 The upgraded Chinook Mk 4 in service and a look ahead at the step change in capability that the new Mk 6 delivers

FALKLANDS PERSPECTIVE

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CONTENTS 30 Unsung Fat Albert AFM reviews the recent retirement of the RAF’s veteran Lockheed C-130K Hercules after 47 years’ sterling service.

36 Wildcat – the British Army’s New Claws Lewis Gaylard visits the Army Air Corps’ 652 (Wildcat Fielding) Squadron at RNAS Yeovilton in Somerset to see how this brand new helicopter is shaping up.

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

40 Russia’s Helicopter Revolution

54 Eye in the Brazilian Sky

Jakub Fojtík details how Russia offers one of the strongest line-ups in the military marketplace.

Sérgio Santana examines the origins, capabilities and roles of the Brazilian Air Force’s Embraer R-99, one of the most sophisticated aircraft in the world.

46 COVER FEATURE: Fast Forward Gary Wetzel finds out how F-16 pilots get to be airborne forward air controllers.

58 Aircraft profile: Embraer Super Tucano – Light Attack in Combat

50 International Rescue

David C Isby profiles Brazil’s ‘trainer with added bite’.

AFM reports on the international efforts to bring aid to the Philippines after Typhoon Haiyan struck in early November.

64 Pride of Mexico Mariano Garcia reviews how Mexico’s transport fleet has changed over the past ten years.

68 South Atlantic Patroller Juan Carlos Cicalesi assesses the career of the Lockheed P-3B Orion in Argentine Navy Aviation Command.

72 Guardians of the Persian Gulf Babak Taghvaee details the P-3 Orions of Iran, which patrol the Arabian Sea.

76 Knights of Persia Sukhoi’s Su-24 Fencer remains a key part of Iran’s air power, as Babak Taghvaee describes.

Subscribe and Save Subscribe to AirForces Monthly and make great savings on cover price. See pages 12 and 13 for details.

Greg Caygill

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REGULARS 26 Deployments and Contracts 27-29

Attrition

82 Force report: Italian Air Force – With valour to the stars Marco Rossi details today’s Italian Air Force, one facing budget cuts and an ever expanding role.

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90 Exercise report: Wallaby 2013 Roy RX/Jet Thrust Aviation Images reports from Australia as the Singapore Armed Forces conducted its largest exercise of the year.

92 Exercise report: Max Thunder 13-2 - Beyond Thunderdome A biannual Red Flag-style joint

training programme held by the Republic of Korea (ROK) Martin Fenner was there.

94 Exercise Report: Seuil- d’Argonne A French Army Aviation regiment on its home turf.

95 Postcard from... Dubai All the best action from the Dubai Airshow’s flying programme.

98 And Finally… Flygirlpainter! Shayne Meder has been painting military aircraft for 14 years. Alan Kenny travelled to March Air Reserve Base to meet her.

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09/12/2013 11:48

EDITORIAL

Tensions rise in the East

AS AFM goes to press news is coming through that South Korea is to extend its air defence identification zone (ADIZ) following China’s similar move in mid-November (see Headlines). At the heart of these manoeuvrings is a group of islands, called Diaoyu by China and Senkaku by Japan, over which territorial claims have been disputed by both sides since the 14th century. The modern-day argument was re-ignited in the early 1970s when oil reserves were found near the islands, and ownership was passed from the US to Japan after the 1971 Okinawa Reversion Agreement, modifying the treaty signed after the Second World War. China’s imposition of its ADIZ, overlapping that of Japan, has been seen by Western nations as a passive-aggressive move, although Chinese authorities insist it is complying with international law. South Korea’s decision to also extend its Editor: Gary Parsons Assistant Editor: Jerry Gunner Editorial contact: [email protected] Military News Editor: Dave Allport

World Air Forces Correspondent: Alan Warnes Military News Analyst: Steve Rush Editor’s Secretary: Julie Lawson Chief Designer: Steve Donovan Assistant Chief Designer: Lee Howson Production Editor: Sue Blunt Deputy Production Editor: Carol Randall Sub Editor: Norman Wells Advertising Manager: Ian Maxwell Production Manager: Janet Watkins Marketing Manager: Martin Steele Mail Order Subscription Manager: Roz Condé Commercial Director: Ann Saundry Executive Chairman: Richard Cox Managing Director & Publisher: Adrian Cox

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ADIZ – giving notice that the new regulations will be in effect from December 15 – means it now overlaps with the new Chinese zone and the existing Japanese one, creating a multi-dimensional complex of identification requirements and implications for air policing. It took the action claiming that China’s new ADIZ is “unacceptable”, as the zone also includes airspace over South Korean territory that is disputed by China, this time a submerged rock called Ieodo on which an ocean research station platform has been built. In response, Chinese Foreign Ministry spokesman Hong Lei said any imposition of an ADIZ by South Korea must accord with international law, but added: “China is willing to maintain communications with South Korea on the basis of equality and mutual respect,” indicating a conciliatory tone as the two nations are big trading partners. Since the imposition of the

Copies of AirForces Monthly can be obtained each month by placing a standing order with your newsagent. In case of difficulty, contact our Circulation Manager. Readers in USA may place subscriptions by telephone toll-free 800-676-4049 or by writing to AirForces Monthly, 3330 Pacific Ave, Ste 500, Virginia Beach, VA23451-9828. We are unable to guarantee the bonafides of any of our advertisers. Readers are strongly recommended to take their own precautions before parting with any information or item of value, including, but not limited to, money, manuscripts, photographs or personal information in response to any advertisements within this publication. Postmaster: Send address corrections to AirForces Monthly, Key Publishing Ltd, c/o Mail Right International Inc. 1637 Stelton Road B4, Piscataway NJ 08854. Printed in England by Warners (Midlands) plc, Bourne, Lincolnshire. AirForces Monthly (ISSN 0955 7091) is published monthly by Key

Chinese ADIZ all aircraft are supposed to report flight plans to the Chinese authorities, maintain radio contact, reply promptly to identification enquiries and display national markings – this applies to both civilian and military traffic. So far US, Japanese and South Korean military aircraft have deliberately breached the ADIZ, ignoring the requirements, while governments have advised commercial operators to also carry on as normal. To date China has not responded aggressively, but the brinksmanship now being played out by three nations in the overlap ‘hotspot’ could turn nasty.

Cover: USAF F-16Cs by John Dibbs, Wildcat by Richard Pittman and Typhoon by Marco Rossi Top: One of the People’s Liberation Army Naval Air Force aircraft patrolling the Chinese ADIZ was a Shaanxi Y-8J fitted with a Thales Skymaster radar in the nose. It is based at Laiyang, Shandong Province, with the 2nd Naval Aviation Division, 4th Air Regiment. JASDF

GARY PARSONS, EDITOR Publishing Ltd and distributed in the USA by Mail Right Int., 1637 Stelton Road B4, Piscataway, NJ 08854. The entire contents of AirForces Monthly is a copyright of Key Publishing Ltd and cannot be reproduced in any form without permission. The Editor is happy to receive contributions to AirForces Monthly. Please note that all material sent to the Editor is forwarded at the contributor’s own risk. While every care is taken with material, the publishers cannot be held responsible for any loss or damage incurred. All material rates available on request. Submitted material (especially illustrations) should have the contributor’s name and address clearly marked and a stamped addressed envelope should be enclosed if it is required to be returned. All items submitted for publication are subject to our terms and conditions, which are regularly updated without prior notice and are freely available from Key Publishing Ltd or downloadable from www.keypublishing.com. All digital imagery should be at least 300dpi

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09/12/2013 15:36

NEWS HEADLINES

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

Captured on camera by JASDF F-15s, this Xian H-6G Hong-6 is fitted with cruise missile pylons and is from the PLANAF’s 17th Air Regiment, East Sea Fleet based at JiangsuBenniu, west of Shanghai. JASDF

China & Japan Stand-off C

HINA’S DEFENCE ministry issued a statement on November 23 establishing the East China Sea Air Defence Identification Zone (ADIZ) and a set of six rules for aircraft flying within the area. These included the requirement to file a flight plan with the Chinese authorities and markings to be clearly shown. It also warned that the Chinese military could take unspecified “defensive measures” should an aircraft not comply with the requirements. While a country declaring an ADIZ is not illegal under international law, what has raised eyebrows – and concern in Japan – is that China’s ADIZ encompasses the airspace over the disputed Senkaku (Diaoyu to the Chinese) islands. Traditionally a rich fishing ground and believed to hold significant oil and gas deposits, China argues Japan – which administers and claims to own the islands – only gained them when it annexed the islands during the late 19th century from China and kept them illegally after the Second World War. Analysts have postulated that declaring this ADIZ is a way for China to assert sovereignty of the disputed islands. Japan has maintained a similar ADIZ in surrounding airspace since the 1960s and routinely intercepts foreign military aircraft – mostly Russian and Chinese – flying in the zone. China’s new ADIZ overlaps Japan’s significantly (see map). International reaction was swift, and negative. Alongside Japan, the United States, South Korea and Taiwan all issued statements criticising the Chinese decision. On November 26 the Pentagon announced a previously-scheduled overflight of China’s new ADIZ by a pair of USAF B-52s without prior notification to the Chi-

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nese, which received significant coverage in the world’s media. Chinese Defence Ministry spokesman Geng Yansheng said that his country had observed the B-52s: “We need to stress that China will identify every aircraft flying in the air defence identification zone according to the country’s announcement of aircraft identification rules for the air defence identification zone. China is capable of exercising effective control over this airspace.” China also announced its aircraft had conducted two patrols in the area. The first, carried out by a People’s Liberation Army Air Force (PLAAF) Tupolev Tu-154MD Type II electronics intelligence/ signals intelligence (ELINT/ SIGINT) platform and a Shaanxi

Y-8GX-1 ‘High New 1’ electronic warfare aircraft passed without incident. A second set of patrols, reportedly by Shenyang J-11 and Chengdu J-10 interceptors, is believed to have intercepted US Navy P-3 Orions, Japanese P-3s, F-15s and an E-767 airborne early warning aircraft. However, Japan has denied its aircraft encountered any Chinese aircraft. Japan’s defence ministry had noted a steady increase in Japan Air Self-Defence Force (JASDF) interceptors being scrambled to investigate Chinese military aircraft over the East China Sea over the preceding years, with 306 intercepts of Chinese aircraft recorded by the JASDF in FY2012 alone. To enforce and patrol its ADIZ,

Mike Yeo considers the impact of China’s recent imposition of an air defence zone in the East China Sea the PLAAF is using a series of air bases along its coastline stretching from Fuzhou north to Shanghai which come under the Nanjing Military Region. However its most modern aircraft, such as the Shenyang J-11, are based further inland and would need to be deployed closer to provide an effective air patrol. The closest PLAAF fighter bases to the coast are at the newly-built base at XiaPu, which is believed to house a regiment of Chengdu J-10s, while to the north a regiment of the more limited Shenyang J-8H Finback operates out of Shanghai-Chongming. Supporting the ADIZ policing mission will undoubtedly be the KJ-200 and KJ-2000 airborne early warning aircraft (based on the Y-8 and Ilyushin Il-76 respectively) of the 76th Electronic Warfare Regiment, 26th Special Missions Division out of Wuxi-Shuofang. Depending on what the PLA leadership decides, the navy may also play a part in patrolling the ADIZ. The East Sea Fleet has two coastal air bases near Shanghai, and the very capable Sukhoi Su-30MK2 Flankers of the 10th Air Regiment, 4th Naval Air Division at Ningbo. While enforcement of China’s ADIZ has begun slowly, almost to the point of being anti-climactic, the ‘phoney war’ might not last for long. While Chinese intercepts of American aircraft flying too close to Chinese airspace is not new, they now have a clearly demarcated ADIZ to enforce. More tense times in the air over the East China Sea lie ahead.

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NEWS UNITED KINGDOM White Paper Lays Out Proposals for ‘Scottish Air Force’

SCOTTISH FIRST Minister Alex Salmond released a 670-page White Paper on November 26 setting out a ‘blueprint’ for Scottish independence. The White Paper, entitled ‘Scotland’s Future: Your Guide to an Independent Scotland’, reveals the Scottish Nationalist Party’s plans for defence. Initial force levels expected in the years following independence will be from a negotiated share of UK assets and will secure core tasks, principally the ability to police Scotland’s airspace within NATO. Aircraft operated by an independent ‘Scottish Air Force’ would include a minimum of 12 Eurofighter Typhoons, based at RAF Lossiemouth, Moray, to provide a Quick Reaction Alert (QRA) squadron. There would also be a tactical air transport squadron comprising around six C-130J Hercules and a helicopter squadron. Flight training would be undertaken through joint arrangements with allies. This initial air arm would require around 2,000 regular and 300 reserve personnel. During the first five years the priority would be to increase the Typhoon fleet to 16 aircraft, enabling Scotland to contribute to alliance operations overseas. Options for an airborne maritime patrol capability would also be considered – a potential fleet of four aircraft is suggested. Apart from Lossiemouth, the document suggests consideration of where additional air assets would be based. Although RAF Leuchars, Fife, is being turned over to the army, as the runway is being retained it is suggested that air operations could also be reinstated there alongside the army. For Scottish land forces it is suggested that there would be one aviation unit operating six helicopters for reconnaissance and liaison.

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Maiden Flight of First Tranche 3 Typhoon

Above: Making its maiden flight on December 2 from BAE Systems’ factory airfield at Warton, Lancashire, in the hands of test pilot Nat Makepeace was Eurofighter Typhoon FGR4 ZK355 (BS116, c/n 417), the first Tranche 3 aircraft. The Tranche 3 jet includes over 350 modified parts designed, engineered and assembled ready to incorporate advanced capability enhancements including E-scan radar, conformal fuel tanks and a high speed data network. BAE Systems is part of the international consortium of businesses that are building the new jets as part of a €9 billion Tranche 3A contract for 112 aircraft for the four European partner nations (Germany, Italy, Spain and the UK) signed in 2009. The Royal Air Force will receive 40 Tranche 3 jets. Bryan Walsh

Training Under Way on Upgraded Puma UK MINISTRY of Defence officials announced on November 26 that RAF crews from 33 and 230 Squadrons have now started training on the newly upgraded Puma HC2 helicopter from their base at RAF Benson, Oxfordshire. Seven of the RAF’s 24 remaining PumaHC1s have been redelivered to RAF Benson after being modernised to HC2 standard under the Life Extension Programme (LEP) and the rest will be handed over during the next two years, ahead of the helicopter

achieving full operational capability in 2015. The HC2 is then expected to remain in service until around 2025. The seven redelivered to Benson comprise XW204, XW224, XW231, XW235, ZA935 and ZJ954, plus one other unconfirmed, but believed to be XW214. Two other HC2s, XW216 and XS232, are with QinetiQ at Boscombe Down, Hampshire, for flight trials of the enhanced variant. The last Puma HC1 to undergo the upgrade, XW199, left its base

at RAF Benson, Oxfordshire, on December 12, 2012. It was flown to Eurocopter UK’s facility at Oxford-Kidlington Airport, where initial teardown takes place, before being shipped to the Eurocopter facility in Brasov, Romania, for the LEP modification. Seven Puma HC1s that are not due for conversion have been withdrawn from use at Benson. These were XW198, XW210, XW222, XW223, XW226, XW236 and ZA937.

Royal Navy Typhoon Pilot A ROYAL Navy pilot has joined the RAF’s Typhoon force to gather knowledge and experience in supporting future joint fast jet operations between the services. Lt Ollie Pocock recently joined 6 Squadron, based at RAF Leuchars in Fife and is currently flying sorties as part of a syllabus enabling him to become a combat-ready Typhoon pilot. Though he initially joined the Royal Navy in 2007 with a view to going to sea and flying helicopters, Lt Pocock’s flying instructors quickly identified that he had the requisite skills to become a fast jet pilot. Having been trained by Royal Navy and RAF instructors, Lt Pocock is well placed to comment on the joint working relationship between the Services. He said: “It is completely seamless. There is obviously crew room banter between mates, but

at this level we might as well all be wearing the same rank slide. We are all pilots doing a training course or on a front line squadron doing a job. “I’ve been really welcomed and everyone at 6 Squadron has been brilliant. The squadron is affiliated to HMS Dragon [a Daring-class Type 45 Destroyer]. They are on deployment at the moment, but when they get back we are hoping to do some integrated training with them.” As the RAF continues to move towards a combined fleet of Typhoon and Lockheed Martin F-35B Lightning IIs, the latter will be jointly operated by pilots from the RN’s Fleet Air Arm and the RAF. Many FAA pilots are currently honing their skills with the US Navy and US Marine Corps (USMC). Alongside Lt Pocock, 6 Squadron has a USMC exchange pilot.

Above: Lieutenant Ollie Pocock has become the first Royal Navy pilot to serve on a front line Royal Air Force Typhoon Squadron. Crown copyright/MoD/Cpl Dave Blackburn

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09/12/2013 14:21

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Hail-damaged Hercules Repaired by Marshall Aerospace

News briefs TWO ADDITIONAL US Air Force CV-22B Ospreys – 11-0059 and 11-0060 – arrived at RAF Mildenhall, Suffolk, on November 10 to join the resident 352nd Special Operations Group (SOG). Eventually, the 352nd SOG will take delivery of ten CV-22Bs, which will be operated by the 7th Special Operations Squadron (SOS), which currently also flies the MC-130H. Delivery of the remaining five is not expected to be completed until towards the end of 2014. UK MINISTRY of Defence officials announced on November 11 that a fourth Lockheed Martin F-35B Lightning II Joint Strike Fighter has now been ordered. This additional F-35B is intended to be a test aircraft and will assist with the continuing training of Royal Air Force and Royal Navy pilots. Under current plans, 48 F-35Bs are to be acquired for operation from the Royal Navy’s new aircraft carriers.

Above: RAF Lockheed Martin Hercules C5 ZH886 (c/n 5484) from 47 Squadron passed through Toronto's Lester B Pearson International Airport on October 9 with a severe case of hail damage. The aircraft was returning to the UK for repair. Andrew Cline

A freak hailstorm at Kandahar Airfield/Kandahar International Airport in Afghanistan on April 23 produced hailstones the size of golf balls and pummelled the airfield for about 30 minutes, killing three Afghan civilians and injuring numerous other people. Several aircraft were damaged, some seriously, including reportedly up to 50 ISAF helicopters (see AFM June, p26). The most seriously affected were grounded pending repair. The RAF’s five based C-130J Hercules were all damaged to an extent that rendered them unavailable for operations. RAF engineers inspected the

fuselage, wing, tail panels, flight controls and propellers and it was estimated there had been up to 2,000 hail strikes on the aircraft with upwards of 850 panels damaged to some degree. In an operation called ‘Weatherman’ by the RAF, immediate repairs to the aircraft were undertaken at Kabul by Marshall Aerospace of Cambridge, the RAF’s long-time Hercules civilian maintainer, working in co-operation with Lockheed Martin and RAF engineers. Four of the five Hercules had their damaged ailerons replaced with those taken from surplus C-130K airframes, and were

then ferried back to the UK for further repairs. After the Hercules arrived at Cambridge, engineers undertook further detailed assessment and found almost 50% more areas of damage than had been noted in theatre. Panels that are not normally changed during the life of the C-130 were replaced. The fifth Hercules, ZH886, remained in theatre to continue operations after aileron replacement and transited through Toronto on October 9, heading to Cambridge for scheduled heavy maintenance where its hail damage will also be repaired. The cost of the operation has not been released.

US Air Force Combat Sent to the UK

Above: With Rivet Joints being the current buzz in the aviation enthusiasts’ world, a similar, but much less common aircraft, visited RAF Mildenhall in Suffolk on November 13. Boeing RC-135U 64-14847 is a Combat Sent variant of the ubiquitous C-135, designed to collect technical intelligence on adversary radar emitter systems. Just two aircraft are operated by the 55th Wing from Offutt AFB, Nebraska, the other being 64-14849. Andy Wilson

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VECTOR AEROSPACE UK has been awarded an extension to the Lynx Aircraft and Component Servicing, Repair and Overhaul contract by the Ministry of Defence. The Fleetlands, Hampshire, operation has been the main UK provider of depth maintenance support to the Lynx fleet throughout its 32-year service and has been the sole provider of this service to the Royal Navy and Army Air Corps Lynx fleets since 2005. The extension, announced on November 12, will provide support up to the end of 2015. A NEW £35 million investment by the UK Ministry of Defence to sustain the RAF’s stockpile of Brimstone missiles was announced on November 18 at the Dubai Air Show. The new contract with MBDA will guarantee the supply of the weapons for the next five years. Manufactured and assembled by MBDA in the UK, the contract will secure 20 specialist jobs at their facilities in Henlow, Bedfordshire and Lostock, Bolton, Greater Manchester. The missile is currently deployed on the Tornado GR4 and is to be integrated onto the RAF’s Typhoon and future F-35B Lightning II. SEVERAL UNIT changes have taken place within the Army Air Corps recently including the upgrading of 8 Flight, which was formally re-designated 658 Squadron on September 1. The unit flies the AS365N3 Dauphin II and Gazelle AH1 in support of UK Special Forces and is based at Credenhill Barracks, Hereford. In addition, 652 (Wildcat Fielding) Squadron was formed on October 1 at Royal Naval Air Station Yeovilton, Somerset, to field, evaluate and develop the AAC’s new Lynx Wildcat AH1. This replaces the Wildcat Fielding Team, which had initial responsibility for introducing the type into service. No 652 Squadron was previously part of 1 Regiment at Princess Royal Barracks, Gutersloh, Germany. Once the unit has completed fielding and evaluation of the Wildcat it will be re-designated 652 (Operational Conversion) Squadron and take on the responsibility for training all Army Air Corps and Royal Marines Wildcat aircrew and ground crew (see Wildcat – the British Army’s New Claws, p36 – 39).

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NEWS SPECIAL UNITED KINGDOM

Rivet Joint Sneaks In O

RDERED UNDER Project Airseeker, three RC-135s will provide the RAF with a new signals intelligence (SIGINT) capability, replacing that lost when 51 Squadron’s last Nimrod R1s were retired on June 28, 2011. The RC-135V/W Rivet Joint system has a proven track record, having been used by the US Air Force for many years. Since 2011, the RAF’s 51 Squadron has been training and operating alongside their USAF colleagues in preparation for the aircraft entering service. UK crews have already achieved in excess of 32,000 flying hours and 1,800 sorties as part of the US 55th Reconnaissance Wing, based at Offutt Air Force Base, Nebraska. The RAF’s first RC-135W Rivet Joint, ZZ664 (c/n 18773, formerly USAF KC-135R 64-14833), was delivered by a US ferry crew to RAF Waddington in Lincolnshire on November 12, but is set to spend the next few months sitting on the ground, rather than flying, while the type’s Release To Service (RTS) is completed. The roots of this situation can be traced back to the loss

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With the arrival of RC-135W ZZ664 on November 12 at RAF Waddington, the RAF has taken delivery of another important ISTAR asset – although it was kept away from prying eyes. Rex Salo takes a look behind the curtain of Nimrod MR2 XV230 and all 14 personnel on board over Afghanistan in September 2006 – blamed on a fire caused by a leaking fuel line. Questions were then raised regarding the airworthiness of the type. Charles Haddon-Cave QC was appointed to chair an inquiry into the accident and his findings, published on October 28, 2009, were deeply critical of the Ministry of Defence (MoD), QinetiQ and the RAF. The report led directly to the foundation of the Military Aviation Authority (MAA), an organisation set up to assure military aviation safety. The MAA owns the Defence Standard 00-970 ‘Design & Airworthiness Requirements for Service Aircraft’, the default certification specification for MoD military-registered aircraft. The MAA is therefore responsible for certifying all new militaryregistered air systems and major changes to a type’s design and

in-service air systems. As such, when a new type is acquired for RAF service, it must be certified as airworthy and safe by the MAA. This procedure can take the form of either a full Military Air Systems Certification Process (MACP) or one specifically tailored to the programme, depending on particular project criteria. The MACP is a six-phase process which covers identifying the requirements for obtaining organisational approvals; establishing and agreeing the type certification basis; agreeing the certification programme; demonstrating compliance of the air system with the certification requirements; production of a final report and issuing of the relevant Military Type Certificate; and undertaking post-certification actions. Currently, the RAF appears to find itself caught in this process at the fourth step – demonstrating compliance with certification

requirements – with the RC-135W. The aircraft is a mix of old and new: a Boeing KC-135 Stratolifter airframe built in the early 1960s, CFM International F-108-CF-201 turbofan engines from the 1980s, and modern-day digital avionics and intelligence, surveillance and reconnaissance (ISR) electronics. The first aircraft of three on order was completed several months ahead of schedule by the contractor, L-3 Communications, which was keen to deliver it to the customer – rumours were that the US Air Force threatened to fly the aircraft to 309th AMARG at Davis-Monthan AFB near Tucson in Arizona for storage if the MoD did not collect it from L-3’s facility in Greenville, Texas. The MoD, however, has not been able to complete the necessary demonstrations of compliance due to various issues with the type’s documentation, so the type’s RTS has not been forthcoming.

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to locate, collate and present this evidence. It is reported that QinetiQ has asked for so much supporting information from the US Air Force (as the operator of the type) that it was referred to Boeing as the original manufacturer.

New from old

Above: The first RC-135W Rivet Joint for the RAF, ZZ664, lands at its new home at RAF Waddington, Lincolnshire, on November 12 to join 51 Squadron. Key – Jerry Gunner Below: US Air Force RC-135W 62-4125 ‘OF’ from the 55th Wing was at RAF Mildenhall on November 18 – there is very little difference between it and ZZ664, indicating the RAF has the latest standard – believed to be baseline 10.2 – incorporated into its aircraft. David Skeggs

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The MAA needs to satisfy itself that the type meets its standards of airworthiness and safety before it can sign it off as fit for service. Such is the evidence needed to produce a safety case for the aircraft that QinetiQ has been contracted by the procurement arm of the MoD, Defence Equipment and Support (DE&S),

On a new-build aircraft with an active production line, such as the A330 Voyager, this is not a problem as all documentation regarding the design, specification and lifespan of components and required maintenance and inspection schedules is available direct from the manufacturer. In the case of the RC-135 the situation is more complex – among other issues the aircraft is fitted with single-skin fuel lines, which were identified as a risk to safety in the XV230 report. The MAA, QinetiQ, L-3 Communications and Boeing are currently involved in discussions on how to mitigate this risk. Another stumbling block in the certification process has been the difference between US and UK methods of identifying the lifespan of some structurally critical or functionally significant components, such as the undercarriage. The US lifespan is given as a fixed number of years, whereas the MAA requires it to be expressed in terms of a number of cycles. Consider a component with a lifespan of ten years when fitted to a USAF aircraft – after a decade, that component will be life-expired and replaced regardless of whether it has completed ten or 10,000 cycles. The MAA needs lifespan expressed as a fixed number of cycles, so the component’s design authority,

which is not necessarily the same company that originally designed, tested and manufactured it, needs to be consulted to provide a figure for a safe number of cycles that can be certified as the component’s lifespan. The issue of audit trails on equipment fit is also another area where the MAA may be struggling to dovetail the aircraft’s configuration to their standards requirements – Boeing, the original manufacturer, supplied the airframes in a substantially different configuration to the current one. Glass cockpits, structure changes (such as revised nose section, side ‘cheeks’ and other ‘lumps and bumps’) and deletion of the refuelling boom are a few of the areas in which the aircraft differs from the KC-135 configuration originally delivered to the USAF. The Nimrod MRA4 programme was also impacted by this requirement as there was no clear, seamless audit trail of the evolution of the aircraft from being built as a Comet through conversion to Nimrod MR1, upgrade to Nimrod MR2 and finally rebuild to Nimrod MRA4 standard – so nobody was prepared to sign for the airworthiness of the type against the MAA’s requirements. Currently DE&S’ aim is to have sufficient evidence collated to support the type’s safety case by early 2014 to enable the RTS to be granted, with the type achieving initial operational capability by October. The first aircraft will be followed by two more, ZZ665 (c/n 18778, ex 64-14838) and ZZ666 (c/n 18770, ex 64-14830), scheduled to be delivered in 2015 and 2017 respectively.

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NEWS EUROPE M-346 Master in Lowest Bid for New Polish Air Force Trainer POLAND’S DEFENCE ministry has revealed that Alenia Aermacchi’s bid for a new integrated advanced training system (IATS) for the Polish Air Force was the only one of three to come within the allocated budget of 1.2 billion zloty ($384.7 million). The ministry confirmed on November 20 that the Italian firm’s figure was 1.168 billion zloty ($374 million), against BAE Systems’ 1.754 billion zloty ($562 million) and Lockheed Martin UK’s 1.803 billion zloty ($578 million) bids. Alenia Aermacchi is proposing its M-346 Master, while BAE Systems offered the Hawk AJT and Lockheed Martin UK the KAI T-50 Golden Eagle, to meet the eight-jet contract. The defence ministry said, however, the lowest bid may not necessarily be the winner, as an evaluation committee will now also assess the offers based on life cycle, operational costs and other stipulations laid down in the tender documents. A contract award is expected in the first quarter of 2014. The Polish Air Force is looking to take delivery of the eight aircraft in 2016/2017 along with a logistical and training package. The new jets will be based at Deblin-Irena, where the Air Force’s 41 Baza Lotnicza Szkolnego (air base school) currently trains with the TS-11 Iskra, which the new type will replace.

Norway Selects AW101 as Sea King Replacement NORWAY’S MINISTRY of Justice and Public Security announced on November 8 the start of final negotiations with AgustaWestland for new search and rescue (SAR) helicopters to replace the Royal Norwegian Air Force (RNoAF) Sea King Mk 43B fleet – having chosen the company over three other bidders, Eurocopter, NHI and Sikorsky. A contract is expected to be signed by the end of the year for 16 new SAR helicopters with an option for six more; the ministry saying AgustaWestland’s AW101 best meets its requirements. The new aircraft will be noticeably faster and have longer range than the Sea Kings and capable of missions in virtually all weather conditions. Introduction of the new AW101s will start in 2017 and by 2020 they will have replaced all 12 RNoAF Sea Kings across the country.

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Eurofighter Marks Delivery of 400th Typhoon

Above: The 400th Eurofighter Typhoon was delivered to the German Air Force (Luftwaffe) on December 4 during a special ceremony at Cassidian’s Military Air Systems Centre in Manching, Germany. The State Secretary of the German Ministry of Defence, Christian Schmidt, received the aircraft, 31+06, complete with special markings to celebrate the milestone. The aircraft is the 112th delivered to Germany. Cassidian/Andreas Zeitler

Airbus Military Retires First Prototype A400M AIRBUS MILITARY has retired the first A400M airlifter, prototype development airframe F-WWMT 'Grizzly 1' (c/n 001), which made its final flight from Toulouse, France, on November 6. It was manned by exactly the same crew that first took it airborne from Seville, Spain, on December 11, 2009. In addition, F-WWMS (c/n 003) ‘Grizzly 3’ has been placed in long-term storage in flyable condition and could be returned

to flight-test duties if required. ‘Grizzly 1’ ultimately flew for 1,448hrs 25 minutes on 475 flights. Its final mission was a one-hour sortie to validate procedures for landing with the ramp and door failed in the open position. It will now be preserved and discussions on its final display site are under way, led by the Airbus Heritage Department. The future of the rest of the Grizzly fleet will be decided in due course. After the flight, Chief Test

First Storm Shadow Flight Test on Eurofighter Typhoon

Alenia Aermacchi development Eurofighter Typhoon MM.X614 (Instrumented Production Aircraft 2 – IPA2) during its first flight from the Alenia Aermacchi Flight Test Centre at Decimomannu Air Base, in Sardinia, carrying the MBDA Storm Shadow long-range stand-off precision weapon, one under each wing. The weapon will be available to operators from 2015 when the Typhoon Phase 2 Enhancements become operational. Eurofighter

Pilot Military Ed Strongman, who commanded the first and last flights, said: “MSN1 has had a relatively short but very arduous life and it has taken us to the extreme parts of the flight envelope where, I hope, most other A400Ms will not go. It was a great honour for this crew to fly it first on that historic day in 2009 and it’s only fitting that the same crew should say goodbye to their old friend, Grizzly 1, today.”

First Upgraded Spanish Air Force C-101 Redelivered THE SPANISH Air Force (Ejército del Aire - EdA) has returned the first upgraded CASA C-101EB Aviojet to service with the Academia General del Aire’s 793 Escuadrón Basico at San Javier. The aircraft, E.25-31 ‘79-31’, flew back to San Javier on October 30 after modification by EdA/Mando de Apoya Logistica’s (MALOG – logistics command) Maestranza Aérea facility at Albacete Air Base. As well as undergoing a 1,800-hour overhaul, the aircraft was modified to extend its operational life beyond 6,000 flying hours – under the upgrade MALOG has set up a maintenance programme of 17 modifications to extend the airframe’s life cycle, including repair or replacement of frames and other components susceptible to corrosion and fatigue.

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Piaggio HammerHead Maiden Flight

Above: The Piaggio P.1HH HammerHead Demo development aircraft, XAV-5A-001, on its maiden flight at Trapani-Birgi Air Base, Italy. Piaggio Aero

PIAGGIO AERO’S P.1HH HammerHead unmanned aerial system (UAS) made its first flight at the Italian Air Force (Aeronautica Militare Italiana –AMI) air base at Trapani-Birgi, Sicily, on November 14. The aircraft, XAV-5A-001, flew over the Mediterranean Sea for some 12 minutes, remotely piloted from a ground control station by a joint team from Piaggio Aero and Selex ES. The flight tested the navigation system and verified

Netherlands Selects MQ-9A Reaper The Dutch Ministry of Defence announced on November 21 that it has selected the General Atomics MQ-9 Reaper as the future medium-altitude longendurance (MALE) unmanned aerial vehicle (UAV) system for the Royal Netherlands Air Force (RNLAF – Koninklijke Luchtmacht). The ministry is acquiring one system – consisting of four MQ-9B aircraft and ground stations for flight control – at the start of 2015, with initial operational capability in late 2016 and full operational capability a year later. The MQ-9s are expected to be operated initially in the USA for training, certification and experience, but will eventually be based at Leeuwarden in the Netherlands with 306 Squadron, which flew in the reconnaissance role between 1953 and 2001 and more recently acted as an F-16 training unit before being disbanded in December 2010. The Netherlands is not intending to use the UAV as a weapon platform in the near future and current plans will see the MQ-9s fitted with a long-range ground surveillance radar and equipment to intercept radio and radar signals, although integration of the equipment is subject to a feasibility study. The Dutch Government is seeking collaboration with other nations operating, or planning to operate, MQ-9s – in particular Germany and France. Kees van der Mark

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manoeuvring capabilities in both manual and automatic flight modes for the platform, which is a derivative of the Piaggio Aero P.180 Avanti II aircraft. The programme aims to achieve operational readiness with the AMI by the end of 2014. The UAS will be fully compliant with STANAG USAR 4671 standards, enabling it to fly in both restricted and unrestricted flight areas. Its management and control system, air data terminal and

ground control segment have all been developed and supplied by Selex ES, which has also provided the avionics/mission system and sensor suite, featuring Seaspray 7300E radar, comms and customised datalinks. Although no official order announcements have yet been made, at the Paris Air Show in June the AMI’s head of procurement, General Claudio Debertolis, said the AMI is interested in buying up to ten.

Swedish Govt Approves Joining NATO Response Force The Swedish Government is to contribute eight Swedish Air Force JAS-39 Gripen fighters and a mine-sweeper to the NATO Response Force (NRF) in 2014. In 2015 it will supply a further eight Gripens and an amphibious unit. The initial contribution will form part of the NRF’s reserve forces, the Response Forces Pool. The decision, made on November 28, follows a Swedish request to NATO in September to participate in the NRF. This will strengthen Sweden’s partnership with NATO, assist

with Swedish defence reform and enable participation in future multi-lateral military exercises. The NRF is an annually rotating multinational rapid reaction force consisting of land, sea, air and special forces and comprises three components: an operational management function (the Joint Task Force Headquarters), a rapid reaction force of about 13,000 soldiers and sailors (the Immediate Response Force) and an additional reserve force of around 15,000 soldiers (the Response Forces Pool).

Ex-Yemen MiG-21s for Croatia Rolled Out

News briefs FRANCE’S MINISTRY of Defence accepted the second Airbus Military A400M Atlas transport aircraft for the French Air Force (Armée de l’Air) on November 6 at the Airbus factory in Seville, Spain. The aircraft, 0008/F-RBAB/F-WWMQ (c/n 008), was delivered to Base Aérienne 123 (BA123) Orléans-Bricy on November 13. NHINDUSTRIES (NHI) delivered the first NH90 NFH Step B to the Italian Navy (Marina Militare Italiana) on November 8. It will be assigned to 5° Gruppo Elicotteri (helicopter squadron) at Spezia-Luni/Sarzana. The ‘Step B’ configuration features advancements in capability, including mission systems integration both for torpedoes and air-tosurface missiles such as the MBDA Marte MK2/S, advanced satellite and encrypted communications and radar and avionics capability enhancements. In 2014 five previously-delivered NH90NFHs, which are to ‘Step A’ (meaningful operational capability) standard, will begin to be retrofitted to Step B condition. A FOURTH modernised Polish Air Force MiG-29 Fulcrum, ‘54’, was redelivered on November 12 to its unit at 23 Bazy Lotnictwa Taktycznego (23 Tactical Air Base) Minsk Mazowiecki to rejoin 1 Eskadra Lotnicza Taktycznego (Tactical Air Squadron) ‘Warszawa’. Wojskowych Zakładów Lotniczych 2 (WZL 2 – Military Aviation Plant 2) at Bydgoszcz is refurbishing and overhauling 13 single-seat MiG-29As and three twin-seat MiG-29UBs under a $39.5 million contract signed in August 2011. The work – in collaboration with Israel Aerospace Industries (IAI) – includes a new open architecture avionics suite and a life-extension programme prolonging airframe life to 40 years or 4,000 flying hours. Modernisation will be complete by the end of 2014 and the refurbished aircraft are expected to remain in service until around 2028. The Joint Netherlands Training Detachment (JNTD) was renamed 302 Squadron during a ceremony on November 25 at Robert Gray Army Airfield (AAF) in Fort Hood, Texas. The squadron, which reports to the Dutch Defence Helicopter Command (DHC), operates eight AH-64D Apaches and three recentlydelivered CH-47F Chinooks of the Royal Netherlands Air Force for initial and tactical training. Kees van der Mark THE ROYAL Netherlands Navy (RNLN) has taken delivery of an NH90 Mission Planning and Analysis System (MPAS) in the final operative configuration (FOC) from AgustaWestland. This follows one released into service in 2011 and incorporates enhancements based on operational feedback.

Above: Croatian Defence Minister Ante Kotromanovic made a visit to the Odesaviarem-service Aircraft Repair Plant in Odessa, Ukraine, on November 29 during which he inspected the first three of five second-hand MiG-21bis-D Fishbed fighters being acquired by the country. The five ‘new’ MiG-21s have been taken from a cancelled Yemen Air Force overhaul contract and these first three aircraft for Croatia - serials 131, 132 and 133 - are to Croatian ‘Doradjen’ standard with NATO and ICAO-compatible communication and navigation equipment. They had been due to be delivered to Zageb-Pleso airbase in mid-October, but this was postponed until December. Antonio Prlenda/Croatian MoD

DURING A ceremony on November 26 at Holloman Air Force Base, New Mexico, the first batch of French Air Force (Armée de l’Air) aircrew graduated on the MQ-9A Reaper following 17 weeks of training with the 49th Fighter Wing’s 16th Training Squadron. The first three crews from Escadron de Drones 1/33 (ED 1/33) ‘Belfort’ are to be declared operational immediately upon receipt of the first French Reapers.

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NEWS NORTH AMERICA

US Navy’s First Ford-Class Aircraft Carrier Named A CEREMONY was held at Huntington Ingalls Industries’ Newport News Shipbuilding division in Newport News, Virginia, on November 9 to name the US Navy’s first ship of the next-generation class of nuclear-powered aircraft carriers, the USS Gerald R Ford (CVN 78). “There is perhaps no more visible or powerful representation of America’s military strength than the hull that towers above us,” said keynote speaker US Senator Carl Levin. “No other nation makes carriers like America makes them, and this will be the most powerful American carrier ever to sail.” The ship features a new nuclear power plant, a redesigned island, electromagnetic catapults, improved weapons movement, an enhanced flight deck capable of increased aircraft sortie rates and growth margin for future technologies and reduced manning. The vessel is the 12th nuclear-powered aircraft carrier built at the yard and the first of the Ford-class. The ship is scheduled for

Above: The first of a new generation of US Navy nuclear-powered aircraft carriers, the USS Gerald R Ford (CVN 78), pictured at the christening ceremony in Newport News, Virginia. Huntington Ingalls Industries

delivery to the US Navy in 2016 and is expected to remain in service for 50 years. Ultimately, ten Ford-class aircraft carriers are planned, but only the first three have been announced. After the Gerald R Ford, which

replaces the USS Enterprise (CVN 65), will be the USS John F Kennedy (CVN 79), which is set to replace the USS Nimitz (CVN 68) around 2020. The third will be the USS Enterprise (CVN 80), in around 2025, replacing the USS Dwight D Eisenhower (CVN 69).

MFO Sherpas En Route Home from Sinai

Left: US Army Shorts C-23C Sherpa 93-01330 hangared at Glasgow-Prestwick Airport, Scotland, on November 26. It was en route to the USA together with another C-23C, 94-00310, from the Sinai Peninsula, where they had operated in support of the Multinational Force and Observers (MFO) mission. Both aircraft carried an MFO badge on the main undercarriage housing. All of the retired Sherpas are being flown to Henry Post AAF, Fort Sill, Oklahoma, where they are being placed in semi-flyable storage pending disposal. Colin Gordon

Secretive Presidential C-20C Fleet Retired

Above: Arriving at Davis-Monthan Air Force Base, Arizona, on December 2 for storage with the 309th Aerospace Maintenance and Regeneration Group were all three Gulfstream C-20Cs previously operated by the US Air Force. These secretive aircraft - 85-0049, 85-0050 and 86-0403 - were used by the 89th Airlift Wing/99th Airlift Squadron as part of the Presidential Airlift Group at Joint Base Andrews Naval Air Facility Washington, Maryland. Delivered in 1985, they were part of the Continuity of Government Operations Program, their primary function being to ensure the survival of the National Command Authority (the two officials authorised to approve the release of nuclear weapons – the president and defense secretary) in case of a national emergency, such as a nuclear attack. They would be seen accompanying the VC-25As whenever the president was on board, but would be discreetly positioned at a nearby airfield to be immediately available for urgent departure with the president or VVIP if Air Force One had been disabled. USAF/309th AMARG

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Final Operational Flight for USMC UH-1N Huey AN ICONIC US Marine Corps (USMC) helicopter, the Bell UH-1N Huey, completed its last operational deployment in early November. The final helicopter to deploy, 158232 ‘ES-30’, returned to Marine Corps Base Camp Lejeune, North Carolina, on November 5. It carried senior personnel of the 26th Marine Expeditionary Unit (MEU), who led its recently ended 2013 deployment. Assigned to Marine Medium Tiltrotor Squadron (VMM) 266 (Reinforced) to support the 26th MEU, the Huey had been deployed for the past eight months as part of the Kearsarge Amphibious Ready Group supporting crisis response and theatre security co-operation missions in Europe, Africa and the Middle East. UH-1N 158232 was the third production ’N, built in August 1970 and the oldest in service. The first two – 158230 and 158231 – were struck off charge around 15 years ago and were last reported in storage at the Naval Air Warfare Center at China Lake, California. The few remaining UH-1Ns with the unit returned to their base at Marine Corps Air Station Cherry Point, North Carolina, making local training flights before finally being retired in December. It is anticipated they will join other recently retired UH-1Ns in storage with the 309th Aerospace Maintenance and Regeneration Group at Davis-Monthan Air Force Base, Arizona. The type is being replaced in USMC service by the new, more capable UH-1Y Venom.

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New York ANG Opens MQ-9A Reaper Facility at Fort Drum AN OPENING ceremony was held at Wheeler-Sack Army Airfield, Fort Drum, New York, for the new base of the New York Air National Guard’s 174th Attack Wing/138th Attack Squadron ‘Cobras’, which flies the MQ-9A Reaper. The event on November 5 marked the opening of the wing’s $5 million launch and recovery element (LRE) ‘green’ hangar. Completed in September, it has the space to house and maintain two of the four based MQ-9A aircraft. The new hangar uses green technology to keep heating costs down in northern New York’s harsh winters, including in-floor heating, translucent panels to bring in natural light, a solar hot water heater and solar collector panels built into the walls. The 174th, the only attack Reaper wing in the US Air Force, began flying the MQ-9 remotely piloted aircraft in 2009. The MQ-9 crews practise take-off and landings from the airfield and drop live and inert munitions at the air-ground range at Fort Drum. The unit also flies MQ-9s over Afghanistan, controlled from an operations centre at Hancock Field ANGB. The next step in the 174th’s MQ-9 operations build-up is to fly the aircraft directly from Hancock Field, which should occur next summer.

USAF Major Wins Safety Award for Saving an IA-63 Pampa After Mid-Air Collision A US Air Force pilot who kept control of his aircraft despite losing 80% of his port wing during a mid-air collision is the recipient of the 2013 Koren Kolligian Jr Trophy awarded for outstanding airmanship. US Air Force Chief of Staff General Mark A Welsh III presented the award to Major Douglas Witmer, an exchange officer assigned to IV Brigada Aérea/Grupo Aérea 4/I Escuadrón (4th Air Brigade/Air Group 4/1st Squadron) as the Argentine Air Force (Fuerza Aérea Argentina) chief of wing weapons and tactics in Mendoza, Argentina. Witmer, who works to enhance interoperability between the US and Argentina as an AT-63 Pampa II instructor pilot, was flying as part of a six-ship formation over Argentina on August 10, 2012 at the Centennial Celebration of the Escuela de Aviacion Militar (military aviation school) at Base Aérea Militar Córdoba. Everything seemed to be going well until one of Witmer’s wingmen made an overly aggressive manoeuvre, colliding with Witmer. Amazingly, Witmer was able to maintain control of his aircraft with most of his port wing missing and several key controls not working. Keeping calm, Witmer said he

Above: Major Douglas Witmer is honoured by US Air Force Chief of Staff General Mark A Welsh III (left), during a ceremony on November 14 in the Pentagon. Witmer is this year’s recipient of the Koren Kolligian Jr trophy for outstanding airmanship. US Air Force/Andy Foratay

diverted his aircraft away from a nearby crowd of spectators and the aircraft formation and instructed the student aboard his aircraft to prepare to eject. Judging his aircraft to be damaged but airworthy, Witmer was able to avoid ejecting from the aircraft and landed at the nearby Córdoba International Airport, which had a longer runway and better rescue facilities than the military base. “He has 3,000 flying hours – one of them is in an aircraft with one wing,” Welsh said. According to his award citation, signed by

Final California ANG F-16C Departs from Fresno

Welsh: “Major Witmer’s quick thinking under extreme duress and his successful management of an unfamiliar language, aircraft and field, saved a valuable aircraft, two pilots and potentially hundreds of spectators.” The second Pampa was also able to make a safe emergency landing. Both aircraft, serials E-818 and E-819, were moved into the Fábrica Argentina de Aviones (FAdeA) facility at Córdoba, where they are still under repair. Each aircraft will need a complete new wing.

News briefs US NAVAL Air Systems Command awarded an $8.3 million contract to Bell Helicopter Textron on November 14 for the manufacture and delivery of three Bell 407 analogue helicopters for modification by Northrop Grumman into vertical take-off and landing MQ-8C Fire Scout tactical unmanned aerial vehicles. Work is expected to be completed in June 2014. The second MQ-8C Fire Scout was delivered to the US Navy on November 25. BOEING delivered the 13th production P-8A Poseidon, 168440 ‘440’ (c/n 40820), ahead of schedule to the US Navy on December 4. This P-8A is the seventh and final example of the second low-rate initial production aircraft lot awarded in 2011. Boeing is currently building Lot 3 aircraft, the first of which will be delivered in 2014.

Above: Following take off for the last time on November 7 from Fresno-Yosemite International Airport, California, the final Lockheed Martin F-16C with the California Air National Guard’s (ANG) 144th Fighter Wing (FW), 87-0301, takes on fuel from 60th Air Mobility Wing KC-10A 85-0029. One of the unit’s new McDonnell Douglas F-15C Eagles, 84-0014, formates off the starboard wing of the tanker. The F-16C was one of at least 15 from the unit that have transferred to the 162nd FW, Arizona ANG at Tucson IAP. US Air Force/Master Sgt Roy Santana

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LOCKHEED MARTIN has delivered the 13th and 14th C-5M Super Galaxies to the USAF. Both went to the 436th Airlift Wing - the 13th, 85-0004, was flown in to Dover AFB on November 21 followed by 86-0017 on December 5. Fifty-two are scheduled to be delivered to the US Air Force by 2017.

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NEWS NORTH AMERICA Roosevelt Becomes Third Carrier Used for X-47B Trials THE US Navy’s Northrop Grumman X-47B Unmanned Combat Air System Demonstrator (UCAS-D) was tested on board the USS Theodore Roosevelt (CVN 71) in the Atlantic Ocean on November 10. The Roosevelt was the third carrier to be used for trials of the X-47B. Both X-47Bs, 168063 'NG-501' and 168064 ‘NG-502’ were involved performing precise touch-and-go manoeuvres to generate data that characterises the environment in close proximity of the carrier flight deck. In addition the aircraft took part in flight deck handling drills, completed arrested landings and catapult launches. Mission operators monitored the aircraft’s autonomous flight from a portable command and control unit from Roosevelt’s flight deck during each of its 45-minute flights. “The X-47 was tested in winds of higher magnitude and differing directions than seen in previous detachments,” said Program Manager for Unmanned Carrier Aviation, Captain Beau Duarte. “This resulted in more stimulus provided to the aircraft’s guidance and control algorithms and a more robust verification of its GPS autoland capability.” Over the flight-test period, the X-47Bs performed a total of 26 deck touchdowns: 21 precise touch-and-goes and five arrested landings; as well as five catapults and five commanded and two autonomous wave-offs. While one X-47B operated in the vicinity of CVN 71, the second air vehicle conducted flight operations between ship and shore. Both X-47Bs are assigned to Air Test and Evaluation Squadron 23 (VX-23) at Naval Air Station Patuxent River, Maryland.

New Vampire on the Block

Above: NAWS China Lake-based Air Test and Evaluation Squadron (VX) 9 ‘Vampires’ has received a new commander’s aircraft – Boeing F/A-18E Super Hornet 166857 ‘XE-111’ – in full colour markings featuring the bat motif from the unit’s badge. Jim Mumaw

First Global Hawk Block 40 Combat Deployment US AIR Force officials announced the RQ-4 Global Hawk Block 40 was deployed to war on September 19 for the first time when one from the 348th Reconnaissance Squadron took off from Grand Forks Air Force Base, North Dakota. “Although Global Hawks have been supporting our warfighters in Afghanistan and elsewhere for more than a decade, this is the first time this specific model has been deployed into war,” said Col Lawrence Spinetta, commander of the 69th Reconnaissance Group,

the unit in charge of conducting Global Hawk missions. The Block 40 uses the Radar Technology Insertion Program, an active electronically scanned array radar, to provide synthetic-aperture radar and ground moving target indicator (GMTI) data. “The GMTI provides a much-needed capability for our troops, allowing them to track vehicular movement of enemy forces in near-real time over large areas, regardless of weather,” added Spinetta.

Boeing’s Saudi Test Eagle

Last-ever QF-4 Conversion Delivered to Tyndall AFB DELIVERY OF the last-ever QF-4 Phantom II Full Scale Aerial Target (FSAT) conversion to the US Air Force took place on November 19 when QRF-4C 68-0599 arrived at Tyndall Air Force Base, Florida, to join the 82nd Aerial Target Squadron. This particular aircraft had been retired to what was then the Aerospace Maintenance and Regeneration Centre (now the 309th Aerospace Maintenance and Regeneration Group) at Davis-Monthan AFB, Arizona, on January 18, 1989. It spent more than two decades in storage before being earmarked as the 316th and final Phantom for QF-4 conversion. Personnel from the 309th AMARG regenerated the aircraft to airworthy condition, enabling it to fly out on April 17 to Mojave, California, to join BAE Systems' QF-4 conversion line. There are about 60 QF-4s left in the programme.

News brief

Above: Brand-new Boeing F-15SA serial 12-1001 at Palmdale Regional Airport/USAF Plant 42 on November 21. The jet is based at Palmdale and although it wears Boeing’s house colours it is being flown by members of the 416th Flight Test Squadron ‘Skulls’ based at nearby Edwards AFB. In December 2011 the Kingdom of Saudi Arabia signed a $29.4 billion contract to buy 84 Boeing F-15SA Strike Eagles and upgrade Saudi Arabia’s existing fleet of 70 Boeing F-15S Strike Eagles to ’SA standard. The new F-15SA will incorporate fly-bywire controls, an active electronically-scanned array radar, an infrared search and track system and other new features. Brian Emch

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THE US Air Force is to base its first Lockheed Martin F-35A Lightning IIs at Hill AFB, Utah and Burlington Air Guard Station, Vermont according to an announcement on December 3. Hill will receive the first of 72 F-35As, which will replace the 388th Fighter Wing's (FW) F-16Cs, in 2015. Construction on infrastructure to support the jets has already started. The 158th FW 136th FS Vermont ANG will receive the first of its expected 18 new aircraft from 2020.

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NEWS LATIN AMERICA Peruvian Air Force to Buy Two C-27J Spartans ALENIA AERMACCHI announced on November 25 that it is to supply Peru with two C-27J Spartan tactical airlifters in a contract worth around €100 million including a logistics support package. The company says the C-27J was selected by the Peruvian Air Force (Fuerza Aérea del Perú - FAP) because of its operational flexibility at competitive cost; the best performance in its class and for being interoperable with heavier airlifters already in service in Peru. Peru's selection process was meticulous and lasted almost three years. The requirement asked for an aircraft capable of operating in the most difficult conditions, such as those over the Andes. During the operational evaluation run in Peru, the C-27J demonstrated its flexibility in a variety of missions including transport of civilians, troops, materials and medicines, logistical resupply, medevac, airdrop operations, search and rescue, humanitarian assistance and operations in support of homeland security and civil protection. Currently the FAP relies on two L-100-20 Hercules and some nine Antonov An-32/32B aircraft for its tactical transport requirements. Two surplus US Air Force C-130E Hercules are also being acquired under a US Foreign Military Sales contract announced on June 26, 2012.

First Four KT-1Ps for Peru in Production DURING AN official visit to South Korea on November 28, Peruvian Defence Minister Pedro Cateriano Bellido and FAP’s commanding general Lt Gen Jaime Figueroa Olivos toured the Korea Aerospace Industries (KAI) factory in Sacheon to view progress on the first four Peruvian Air Force (Fuerza Aérea del Perú - FAP) KT-1P Woong-Bee basic trainers. Twenty had been ordered in November 2012. The FAP deal covers 100% industrial offsets, including final assembly of the remaining 16 aircraft in Peru, using components supplied by KAI. This work will be undertaken by the Servicio de Mantenimiento FAP (SEMAN), the FAP’s maintenance and overhaul unit, in a newly-built facility at Base Aérea Las Palmas, Santiago de Surco, Lima. The first four KAI-built KT-1Ps are scheduled for delivery in 2014.

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

New Cessna 208B Grand Caravan EX Joins Colombian Army

Above: The crew of new Colombian National Army Cessna 208B Grand Caravan EX EJC-1138 stand to attention alongside the aircraft following its delivery on November 8. EJC

AN ADDITIONAL Cessna 208B Grand Caravan EX, serial EJC-1138, was delivered to the Colombian National Army (Ejército Nacional de Colombia) on November 8, joining six others already in Aviación Ejército service. It will

join the División de Aviación Asalto Aéreo (air assault aviation division) at Base Aérea General Gustavo Rojas Pinilla. It will be used for transport, liaison and command and control missions. The Army says the

new EX version is optimised for rugged missions, operating with high payloads from short, rough runways, and will enable crews to fly into places where access is difficult. JUAN CARLOS CICALESI AND AGUSTÍN PUETZ

Helibrás Flies First EC725 Completely Produced Locally

Above: The first Eurocopter EC725 Cougar wholly produced in Brazil on its maiden flight on November 21 from the Helibrás production site at Itajubá, Minas Gerais. Helibrás/Felipe Christ

HELIBRÁS, the Brazilian subsidiary of Eurocopter, has conducted the maiden flight of the first EC725 Cougar to be wholly produced in the country. The flight, from the production site at Itajubá, Minas Gerais on November 21, was two months ahead of schedule. Meanwhile a further seven EC725s are currently on the

Brazilian production line. This first Brazilian-built helicopter, ‘BRA17’, is the 17th to be produced under a programme to supply 50 for the Brazilian Armed Forces. It is scheduled for delivery in the second half of 2014 to the Brazilian Navy (Marinha do Brasil), which designates the type as the UH-15 Cougar. To date eight EC725s have

been delivered, all either built in France or assembled in Brazil using kits supplied by Eurocopter. Helicopters now coming off the Itajubá production line will be completely Brazilian-built. All 50 are scheduled to be delivered by 2017, by which time they will include 50% local content as part of a technology transfer and industrial offset programme.

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NEWS LATIN AMERICA & RUSSIA Four Ex-US Army Kiowas Delivered to Colombian Air Force News briefs BEECHCRAFT AND the Mexican Air Force (Fuerza Aérea Mexicana, FAM) announced a follow-up contract on October 24 for six additional T-6+ Texans, an enhanced version of the T-6 military trainer capable of carrying external stores for training ammunition. MARIANO GARCÍA

Above: Two of the four ex-US Army Bell OH-58A Kiowa helicopters handed over to the Colombian Air Force on November 17 at Base Aérea Militar 5 Melgar-Tolima. They wear codes ‘57’ and ‘58’ but, as with previous deliveries, do not appear to carry FAC serials. FAC/Soldado German Carrasca

FOUR EX-US Army Bell OH-58A Kiowa helicopters were handed over to the Colombian Air Force (Fuerza Aérea Colombiana - FAC) on November 17 during a ceremony at Base Aérea Militar 5 Melgar-Tolima – where they will be operated as part of Comando Aéreo de Combate No

4 by the Escuela de Helicópteros de Fuerza Publica (EHFUP)/ Escuadrón de Vuelo, which incorporates the Regional Helicopter Training Centre. The EHFUP operates a mixed fleet of Bell UH-1H Iroquois, Bell 206B JetRangers and OH-58A Kiowas to provide rotary-wing

training for the Air Force, Army, Navy and Police. The new arrivals are believed to be the first of a new batch being donated by the US and said to involve eleven helicopters. The new delivery brings the total of OH-58As in service to 24. ALFONSO GLADE

Argentine Coast Guard Beech 350 delivered

CASCADE AEROSPACE of Canada has been awarded a modernisation and sustainment contract by the Mexican Government to extend the service life of two ex-RAF Mexican Air Force Lockheed C-130K Hercules. The plan includes comprehensive depot maintenance, upgrades to avionics with the installation of a new Rockwell Collins suite and the incorporation of an auxiliary power unit – plus training at the company’s facilities at Abbotsford, British Columbia. MARIANO GARCÍA DELIVERY OF the first of two Bell 412EP helicopters to the Argentine Air Force (Fuerza Aérea Argentina) took place on November 25. The new helicopter, H-102 (c/n 36621, ex C-GUKJ, N496FB), was delivered wearing its US registration and in a basic configuration. It will be operated as part of VII Brigada Aérea (7th Air Brigade), based at Buenos Aires/José C Paz Airport. The second Bell 412EP being acquired has been purchased second-hand. JUAN CARLOS CICALESI AND AGUSTÍN PUETZ

THE ARGENTINE Army Aviation (Comando de Aviación de Ejército) retired its last two Hiller UH-12ET training helicopters at the end of November. Eight were originally acquired in 1980, but only two remained operational after the Army Aviation School received five Bell 206 JetRanger IIIs in 2011. None were lost in accidents despite their intensive use over more than 30 years. SANTIAGO RIVAS

Above: A second Beechcraft 350ER Super King Air for the Argentine Coast Guard (Prefectura Naval Argentina) has been delivered after conversion in Germany. The aircraft, wearing German serial D-CPNA, stopped at Natal in Brazil en route from Europe to Argentina on November 18. It will serve alongside a CASA C-212-300PM already in service for maritime patrol missions and will be assigned the serial number PA-26. Santiago Rivas/Ricardo Zarapa via Aparecido Camazano Alamino

Fifth Sukhoi T-50/PAK-FA Arrives at Zhukovsky

Above: Sukhoi T-50 (PAK-FA) fifth prototype ’055 Blue’ (T-50-5) at Zhukovsky on November 20. Sergy Aleksandrov

THE fifth flying prototype of the Sukhoi T-50 (PAK-FA), ‘055 Blue’ (T-50-5), arrived at the M M Gromov Flight Research Institute’s airfield at Zhukovsky on November 20. The aircraft had departed from Komsomolsk-onAmur, the production location for these aircraft, which are

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built at the Y A Gagarin (KnAAZ) aviation plant, on November 16, making three stopovers en route. Aircraft T-50-5 was piloted by distinguished test pilot and Hero of the Russian Federation and Aircraft Sports Master of the Russian Federation of the International Class Yuri

Vashchuk. The aircraft will now join the T-50 flight-test programme at Zhukovsky, where the four other flying prototypes are undergoing testing. A further two T-50s are being used for ground tests – one as a complex ground test vehicle and the other is undergoing static tests.

A THIRD Eurocopter EC135P2 (serial C-03) has been delivered to the Chilean Police (Carabineros de Chile). The helicopter is in a similar configuration to the first two, delivered in 2009. JUAN CARLOS CICALESI AND AGUSTÍN PUETZ

Russian Navy Takes Delivery of First MiG-29Ks RAC MIG announced on November 25 that, in accordance with the State Defence Order of 2013, it had delivered the first MiG-29K carrier-borne fighters to the Russian Navy. It comprised two single-seat MiG-29Ks and a similar number of two-seat MiG-29KUBs. A contract was signed with RAC MiG on February 29, 2012, for 20 MiG-29Ks and four MiG-29KUBs for the Russian Navy, with deliveries scheduled between 2013 and 2015. The aircraft will be deployed aboard Russia’s existing aircraft carrier Admiral Kuznetsov. Deliveries of the last of the 24 Russian Navy MiG-29K/KUBs are due to be completed in 2015.

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NEWS AFRICA

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

More on Rooivalk Action in the Congo

Above: SAAF Rooivalk Mk1 671 at Goma from where it operated against M23 rebels in early November.

FOLLOWING LAST month’s news report on South African Air Force (SAAF) Rooivalk Mk 1 helicopters operating in the Democratic Republic of the Congo (DRC), more details have emerged. The three helicopters from 16 Squadron, based at Bloemspruit, near Bloemfontein in the Free State, were part of the Force Intervention Brigade (FIB) of MONUSCO operating against the M23 rebel group in Congo’s war-torn North Kivu province. The helicopters were transported to Kisangani in central DRC on October 28 by a chartered Il-76 transport aircraft and assembled in just eight hours. They were then flown the

300 miles (500km) to Goma, from where they operated. Reports say two Rooivalks were operating in a close support role for Congolese Army (Forces Armées de la République Démocratique du Congo – FARDC) and FIB forces in the Chanzu region, near the Rwandan border on November 4 and flying with two UN Mil Mi-35 Hind helicopters. The Rooivalks used cloud cover to approach bunkers at Chanzu and Runyoni and fired through the cloud using Thales TopOwl helmet-mounted sight display, which has an image intensifier and forward-looking infrared (FLIR) capability. The Rooivalks fired 70mm folding-fin

MONUSCO Begins UAV Operations in Congo

From the Congo

UNITED NATIONS operations with the Selex Falco unmanned air vehicle (UAV) started on December 3 in the Democratic Republic of Congo (DRC).  The first official flight took off at 1201hrs from Goma Airport in North Kivu province for a mission in support of the Misión Estabilizatión de las Naciones Unidas en la República Democrática del Congo (MONUSCO – United Nations Stabilisation Mission in the Democratic Republic of Congo). The UN had announced on August 2 that its Department of Peacekeeping Operations would trial the unarmed Falco UAVs in support of MONUSCO.  Two Falcos have been deployed, marking the first-ever direct use of a UAV by the UN.  In the longer term, MONUSCO intends to operate five Falcos, subject to initial trials success, and round-the-clock surveillance missions are planned from next March.  They will be used to provide reconnaissance over North Kivu and the borders with Rwanda and Uganda.

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aerial rockets (each carries 76 in twin pods) – one helicopter fired 38 and the other 17. A source suggested it was fortunate that the M23 rebels did not (or were not able) to deploy their twin 20 and 30mm anti-aircraft artillery, but a Soviet-type heavy machine gun post was knocked out, as well as a command post. Another source said the South African attack helicopter sortie was the “straw that broke the camel’s back” for the rebels after a month of continuous fighting against joint FARDC/FIB forces, bringing them to the negotiating table for peace talks with the government. CHRISTOPHER SZABO

Nigerian Air Force Helicopters Destroyed in Rebel Attack EARLY ON December 2 Air Force and Army bases around the city of Maiduguri in Nigeria were attacked in a large-scale, co-ordinated operation by hundreds of Boko Haram militants. Scores of people were reported killed, including 24 insurgents, according to the Nigerian defence ministry. An attack on the Nigerian Air Force’s (NAF) 79th Composite Group air base destroyed two helicopters and three decommissioned aircraft, the latter believed to be long-retired MiG-21s previously operated by 79 Composite Group/204 Wing, which have been derelict for well over a decade or more. The base had not been used for many years after retirement of the MiG-21s, but in mid-2010 two small hangars were built and a helicopter detachment appears to have been based since then. It is unclear what helicopters were destroyed in the attack, but a local official said he had seen two burnt out. The airport adjacent to the air base does not appear to have been targeted and was open again for business later in the day. A local resident said that most of the 79th Composite Group’s buildings at the air base had been destroyed and little was left standing.

Above: One of the two Sukhoi Su-25 Frogfoots delivered to the DRC in January at Kinshasa-N’Djili airport, looking very ‘fresh’ in a new colour scheme and with the latest US-inspired Congolese roundel. Below: Probably the last remaining airworthy Boeing 727 of the Congolese Air Force, -22C model 9T-TCK (c/n 19806). In the background is the Presidential Boeing 707-138B, 9Q-CLK, which returned in January following a respray in Miami. It is thought to be inactive.

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NEWS AIRSHOW MIDDLE EAST - DUBAI Boeing Maritime Surveillance Aircraft Launch BOEING LAUNCHED its new Maritime Surveillance Aircraft (MSA) on November 18 at Dubai together with partners Bombardier – which will supply the Challenger 605 business jet platform – and Field Aviation, responsible for systems integration. The first aircraft is now being worked on at Field’s Toronto plant and is set to be completed in time for next July’s Farnborough International Airshow. The demonstrator aircraft will be fitted with a Seaspray 7000 active electronically-scanned array (AESA) radar and a FLIR 380HD turret. On board will be three sensor stations, which could increase to five depending on customers’ requirements. Boeing are viewing the Challenger 605 – which one insider dubbed ‘Panther’ – as a low-risk maritime surveillance system based on its P-8A mission system. Forty-two military Challengers are operated around the globe, according to Bombardier, and Boeing believes there is a market for up to 150 MSA jets in this category, worth around $10 billion.

AMMROC Completes UAE Panther Overhaul

Above: United Arab Emirates Navy Eurocopter AS565SB Panther 197 (c/n 6686) on static display. The helicopter, armed with the AS 15 TT anti-shipping missile, is one of seven ordered by the UAE and is operated by the Navy Squadron at Al Bateen Air Base. Alan Warnes

ABU DHABI’S AMMROC (Advanced Military Maintenance, Repair and Overhaul Center LLC) revealed at the Dubai Air Show on November 19 that, in association with Eurocopter, it has completed the overhaul, modification and redelivery of the first AS565 Panther helicopter to the UAE Joint Aviation Command (JAC). Fahed Ghareeb Al Shamesi, the CEO of AMMROC, said:

“This initial delivery proves that AMMROC is committed to providing world-class support programmes to the Joint Aviation Command and reinforces the value of cultivating strong relationships with the original equipment manufacturers to provide sophisticated solutions to our customers.” The overhauled Panther is one of 13 operated by the UAE’s

UAE's Hellfire-Armed Caravan Revealed

Above: UAEAF&AD Cessna C-208 Grand Caravan 2257 from Special Aviation Command, based at Falaj Hazza Camp in Al Ain, in the static park. Mike Kerr

SEEN FOR the first time at Dubai armed with AGM-114 Hellfire air-to-surface missiles was a United Arab Emirates Air Force and Air Defence (UAEAF&AD) Cessna 208B Grand Caravan. The aircraft, serial 2257, is operated by the UAEAF&AD’s Special Aviation Command and based at Falaj Hazza Camp in Al Ain along with the unit’s AT-802U border patrol aircraft. Eight Grand Caravans are in UAEAF&AD service, the first

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arriving in July 2005. Until now it was not known they were operating armed with Hellfires but it is believed all have been converted for the combat role, according to sources at the Show. The first weaponised Caravan version was developed by ATK and is in service with the Iraqi and Lebanese air forces. However, the UAE has undertaken its own Hellfire integration, which includes a FLIR Systems Star Safire 380-HD sensor ball-turret

under the fuselage, which was supplied by Sierra Nevada Corporation. The 380-HD is an all-digital, high-definition system that provides superior image stabilisation, ultra-long range image performance and true metadata embedded in the digital video, according to FLIR. This differs from the ATK-developed system on the Iraqi and Lebanse AC-208 Combat Caravans, which uses the L-3 Wescam MX-15D electro-optical/infra-red sensor.

armed forces – six are AS565UB variants flown by Joint Aviation Command in support of Special Operations Command from Sas al Nakheel Air Base and the other seven are operated by the UAE Navy at Al Bateen Air Base. AMMROC also announced it has secured a contract to overhaul the JAC Eurocopter AS350 fleet in an 11.5 million Emirati Dirham ($3.13 million) contract.

AVIC Promotes CM-400AKG Cruise Missile CHINA’S AVIC promoted its new CM-400AKG hypersonic anti-shipping missile at Dubai. A mock-up of the weapon was displayed alongside a Pakistan Air Force (PAF) JF-17 Thunder in the static display, the PAF being the launch customer for the missile. Described by the PAF as a ‘carrier killer’, this long-range, Mach 4-plus air-to-surface weapon was designed by the China Aerospace Science and Industry Corporation (CASIC) and was first made public at Airshow China in Zhuhai in November 2012. AVIC says the 2,000lb (910kg) weapon has a range of between 54nm and 130nm (100-240km) and can carry either 330lb (150kg) blast or 440lb (200kg) penetration warheads. A high-altitude, highspeed launch would normally be used, with the carrier aircraft flying at Mach 0.7 to 0.9 and an altitude of between 26,200 and 39,400ft (7,800-12,000m). Unusually for a cruise missile, it will continue to fly at high altitude before making a high-speed dive onto the target.

News brief AGUSTAWESTLAND ANNOUNCED an order for an AW189 helicopter for the Dubai Air Wing on November 18, the first order for a VIP transport-configured version of the type.

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Boeing Gains FMS Launch Order for AH-6i BOEING CONFIRMED during the Dubai Air Show it has won a launch order for its AH-6i light attack helicopter. Vice president and general manager for vertical lift, Leanne Caret, said the company “has recently signed a Foreign Military Sales agreement with the US Army that will lead to the production of the AH-6i for a first international customer”. Boeing declined to reveal either the number on order or the customer involved, but it is known that both Jordan and Saudi Arabia were planning to order the type. It is thought the contract may be for 24 aircraft for the Saudi Arabian National Guard (SANG). Recent US Department of Defense documents indicate all the SANG’s rotary-wing fleet will be based at Khashm Al An airfield and comprise 60 helicopters – 12 AH-64E Guardians (Apache Block IIIs), 24 UH-60M Black Hawks and 24 AH-6is.

Major US Military Presence

Above: Although the effects of sequestration decimated US military participation at air shows in the US and elsewhere for much of 2013, it was not the case at Dubai. One of four US Marine Corps MV-22B Ospreys at the show was 167917 ‘YX-00’ from Marine Medium Tiltrotor Squadron 166 (VMM-166) ‘Sea Elks’ at MCAS Miramar, California, in special Commander Air Group colours. At the time VMM-166 was deployed aboard the amphibious assault ship USS Boxer (LHD 4) in the Arabian Sea as part of the 13th Marine Expeditionary Unit. Other US aircraft on show included an AH-1Z Viper and UH-1Y Venom from the US Marine Corps, P-8A Poseidon, E-2C Hawkeye and F/A-18 Super Hornet from the US Navy and a B-1B, F-22A Raptor, F-15E Strike Eagle and C-130J-30 Super Hercules from the US Air Force. Alan Warnes

Italian AF Orders Armed MC-27J Praetorian AMI in spring 2014 for operational testing. The AMI plans to convert three existing C-27Js into Praetorian configuration by 2016, while three others will have the same mission package capabilities. ATK will integrate the palletised command and control, intelligence, surveillance and reconnaissance (C2-ISR) and gun systems package for the AMI’s MC-27Js.

ALENIA AERMACCHI signed an agreement with the Italian Air Force (Aeronautica Militare Italiana, AMI) at Dubai on November 18 to provide development, testing, certification and logistic support for a specialised version of the MC-27J, dubbed the Praetorian. The aircraft will support missions for the Italian Comando Operativo Forze Speciali (COFS, special forces). This makes the AMI the launch customer for the programme. Alenia Aermacchi will develop and deliver a prototype to the

Left: The Alenia Aermacchi MC-27J demonstrator in the static park at Dubai. The company announced at the show that it has signed a contract with the Italian Air Force to develop the MC-27J Praetorian. Alenia Aermacchi

UAE AT-802U COIN Aircraft on Show for First Time One of the types on show was a United Arab Emirates Air Force and Air Defence (UAEAF&AD) Air Tractor AT-802U Border Patrol Aircraft operated in the counter-insurgency (COIN) role. Its appearance was the first time the UAE had displayed the type in public. This military variant of what was originally conceived purely as a crop-spraying aircraft has a reinforced wing spar to enable carriage of weapons on six underwing hardpoints while a further centreline station is normally used to carry sensors. Left: UAEAF&AD Air Tractor AT-802U operates with the Special Aviation Command at Al Ain. Mike Kerr

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Weapons options include AGM-114 Hellfire missiles, GBU-12 laser-guided bombs, 500lb (227kg) Mk 82 bombs, Direct Attack Guided Rocket (DAGR) laser-guided rockets, M260 seven-round rocket launchers and GAU-19/A three-barrel 12.7mm gun pods. The aircraft were previously operated by the UAEAF&AD/Special Operations Command’s Group 18 and flown by the Fixed-Wing Detachment based at Falaj Hazza Camp in Al Ain. The unit, now redesignated Joint Aviation Command, also operates the Cessna 208B Grand Caravan and DHC-6-300 Twin Otter at Falaj Hazza.

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NEWS MIDDLE EAST Third AC-208B Combat Caravan Delivered to Lebanese AF A THIRD Cessna AC-208B Combat Caravan was handed over to the Lebanese Air Force (LAF) during a ceremony at Beirut International Airport on November 6. The aircraft was donated by the US authorities. The first Cessna 208B was delivered to the LAF on April 15, 2009, and the second followed in August this year. The aircraft are designated AC-208B Combat Caravans as they have been modified to carry AGM-114 Hellfire missiles on underwing hardpoints. They also have intelligence, surveillance and reconnaissance (ISR) modifications, and operate in the reconnaissance and precision strike roles. Modification of all three aircraft and integration and testing of the Hellfire weapon system was carried out by Alliant Techsystems Inc (ATK) at its facility in Fort Worth, Texas. The AC-208Bs are operated by the 4th Squadron at Beirut Air Base.

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

Israeli’s First M-346 Lavi in Assembly

Above: On November 7 Alenia Aermacchi announced that its plant in Venegono, Italy, had begun assembling Israel’s first M-346 advanced jet trainer. The three major components of the first aircraft, c/n 0019 (D0001), were being joined to form the aircraft’s structure. The M-346 will be called the Lavi in Israeli Air Force (IAF) service. This first aircraft will make its way down the assembly line and roll out of the factory for final checks and delivery to the IAF in mid-2014. Israel has ordered 30 M-346s as advanced trainers under a contract announced on July 19, 2012, to replace the TA-4 Skyhawks currently in service. Alenia Aermacchi

First Four Iraqi Army Mi-35Ms Delivered

Iran Unveils New Fotros Attack UAV

Above: The first four Iraqi Army Aviation Corps Mi-35M Hind-E attack helicopters shortly after arriving at the port of Umm Qasr. Iraqi Prime Minister’s office

Above: Iran unveiled a new indigenously-developed armed unmanned air vehicle (UAV) in Tehran on November 18. The Fotros UAV (named after a fallen angel in Shia mythology) was shown carrying underwing air-to-surface missiles. It has an operational range of 1,240 miles (2,000km), the ability to fly at altitudes of up to 25,000ft and an endurance of 16 to 30 hours, according to Iranian defence minister Mohammad Dehgan. He explained it has already been tested successfully, “showing that sanctions imposed by the enemies are not an obstacle to the progress of the defence industry”. IRNA

IRAQI PRIME Minister Nouri Kamil al-Maliki announced on November 8 that the Iraqi Army Aviation Corps had taken delivery of its first four Mi-35M Hind-E attack helicopters from Russia. The aircraft had been shipped to Iraq by sea from the production facility at Rostov-on-Don and arrived at the port of Umm Qasr. Iraqi defence minister Saadoun al-Dulaimi said that weapons for the helicopters had already been delivered about two months ago. An initial group of Iraqi aircrew have already

been trained on the type by the Russian Air Force at Torzhok. These form just one element of a major $4.3 billion arms deal with Russia – a contract for six Mi-35Ms was signed on April 16 during a visit to Iraq by Russian state corporation Rostec’s Director General Sergey Chemezov and petroleum company Rosneft’s President Igor Sechin. The Hinds are an interim acquisition pending a later delivery of 36 Mi-28NE Night Hunter attack helicopters that have also been ordered.

News brief AIRBUS MILITARY has delivered the sixth and seventh C295Ms to the Egyptian Air Force (EAF), while the eighth – ‘110’ (c/n S-110) – was noted undertaking test flights at Seville-San Pablo Airport, Spain in late November. It had been thought that further deliveries

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of C295Ms to the EAF were being postponed due to the continuing unrest in the country. However, with three EAF aircraft in flight-test it would seem likely that the decision has now been reversed and the company is trying to catch up with the delivery schedule.

Czech Republic Takes on Sinai Mission WITH THE return of the two US Army Shorts C-23C Sherpas that had been operating in support of the Multinational Force and Observers (MFO) mission in Sinai, a Czech Air Force Airbus Military C295M transport aircraft has been deployed with 13 aircrew and ground personnel as a replacement. Czech personnel will rotate every four months and the mission is planned to continue through to the end of 2014. This marks the first ever operational deployment overseas of one of the Czech C295Ms. “Our major task will be flying monitoring routes over the

Egyptian-Israeli border with international observers aboard to find out the situation down there," said Lieutenant Colonel Milan Laniak, commander of the contingent and also a pilot. "Besides that, we will provide transportation of personnel and material between assigned destinations.” The Czech Republic has contributed to the MFO mission since 2009 with three officers serving in staff positions. Aircraft supporting the MFO mission are primarily operated from two bases, MFO North Camp at El Gorah and MFO South Camp at Sharm El Sheikh.

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NEWS ASIA PACIFIC Afghan Air Force Mi-24 Hind Pilot Retraining Completed NATO AIR Training CommandAfghanistan (NATC-A) announced on November 6 that the final two Afghan Air Force (AAF) Mi-24 Hind helicopter co-pilots from the Kabul Air Wing finished their training on November 3, completing a crew build-up spanning more than a year. Czech Republic instructor pilots and advisers with NATC-A qualified the additional two pilots from the 377th Rotary Wing Squadron to complete the build-up of six Mi-24 aircraft commanders and co-pilots for six combat-ready crews. “Six was the ultimate goal,” said Capt Martin Douda, a NATC-A Mi-24 instructor pilot from Námešt nad Oslavou , Czech Republic. “Six crews allows for a steady ‘alert’ crew and also takes into account necessary maintenance and crew rest while still allowing for constant use of the Mi-24 helicopters. "Most of the pilots have previous training in the Mi-24 from 15 or 20 years ago, but there have been a lot of breaks in training and flying – it’s been necessary to refresh their skills, especially for flying combat missions.” He added that, even with previous experience, it took about 15 to 20 hours of flight time for the pilots to qualify as co-pilots. The AAF currently has 19 Mi-35 pilots. “The plan is to continue training the additional pilots,” said Douda. The training consists of a refresher course, high and low level hovering, live fire exercises, aerial escort techniques and a final evaluation flight to test proficiency on all tasks. “Twelve are combat-ready and the remaining seven will continue towards becoming combat-ready co-pilots,” added Douda.

Indian Navy’s First Dhruv Squadron Formally Commissioned

Above: Personnel from the Indian Navy’s first Dhruv squadron – INAS 322 – in front of their new helicopters at Indian Naval Station Garuda, Kochi (Cochin). Indian Navy

A CEREMONY at Indian Naval Station (INS) Garuda, Kochi (Cochin), on November 12 formally commissioned Indian Naval Air Squadron (INAS) 322, the service’s first squadron operating the HAL Dhruv Advanced Light Helicopter. Southern Naval Command chief

Vice Admiral Satish Soni, under whose administrative control INAS 322 will function, said the versatile helicopter will soon be cleared for night-time sea search and rescue operations, the Dhruv being one of the few helicopters in the world that

South Korea Expected to Buy 40 Lockheed Martin F-35A Lightning IIs SOUTH KOREA is expected to buy 40 Lockheed Martin F-35A Lightning II Joint Strike Fighters for the Republic of Korea Air Force (ROKAF) FX-III fighter requirement, following a meeting of its Joint Chiefs of Staff (JCS) on November 22. The JCS set new requirements for the operational capability required for the FX-III, effectively making the F-35A the only realistic choice to meet the specification. The decision will be put to a government committee chaired by the defence minister for final approval.

If approved, Korea’s Defence Acquisition Program Administration (DAPA) will commence negotiations early next year for the US Foreign Military Sales (FMS) purchase, with a view to signing a contract for deliveries to commence in 2018. An additional 20 fighters may be ordered at a later date, subject to additional funding. The decision to buy only 40 F-35As instead of the original requirement of 60 FX-III fighters would appear to be a result of staying within the budget allocated.

Republic of China Army AH-64Es Now Flying

Above: Newly-delivered Republic of China Army AH-64E 11-00012/812 flying on November 6 after being reassembled in Taiwan. The first six Boeing AH-64E Guardian (Apache Block III) attack helicopters for the Republic of China Army (RoCA) arrived by sea at the port of Kaohsiung on November 4. Delivery of a second batch is expected in late December. The remainder of the 30 AH-64Es on order will be delivered in five batches by the end of 2014. Taiwan Ministry of National Defence

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has that capability. The type is already in widespread service with India’s Air Force, Army, Border Security Force and Coast Guard. Until now, its use in the Navy has been restricted mainly to the Intensive Flying and Trials Unit at INS Hansa, Goa-Dabolim.

US Report Gives Update on Afghan Special Mission Wing A US report to Congress on November 8 provided an update on the status of the Afghan National Security Forces’ (ANSF) Special Mission Wing (SMW). The ‘Report on Progress Toward Security and Stability in Afghanistan’ notes the SMW currently has 12 Mi-17s available for day-to-day operations while a further 17 are on overhaul. They are a combination of aircraft donated from other countries and others on loan from the Afghan Air Force (AAF). The SMW is now almost fully manned with pilots but has less than half the crew chiefs required. Seven aircrews are now night-vision goggle (NVG)-qualified – but the training capacity is limited by the number of Mi-17s available. The SMW hopes to achieve Mi-17 full operational capability in late 2015, but long-term contractor support will likely be required to provide adequate maintenance. Once fully operational, the SMW fleet will comprise 30 Mi-17 helicopters and 18 Pilatus PC-12/47E aircraft. US-based Sierra Nevada Corporation (SNC) has now begun deliveries of the intelligence, surveillance and reconnaissance (ISR)-configured PC-12/47Es to the SMW under a US Air Force Foreign Military Sales contract awarded on October 16, 2012.

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Indian Navy Carrier INS Vikramaditya Commissioned FIVE YEARS late and vastly over budget, the Indian Navy’s refurbished ex-Soviet aircraft carrier, the INS Vikramaditya, was finally commissioned on November 16 in Russia. The 44,500-tonne former Russian Navy Admiral Gorshkov was commissioned by Indian Defence Minister A K Antony at the Sevmash shipyard in Severodvinsk. In service, the carrier will carry up to 34 aircraft, including 24 MiG-29Ks and ten rotary-wing aircraft, likely to be a mix of Ka-28 anti-submarine warfare, Ka-31 airborne early warning and HAL Dhruv helicopters, while possibly also including Chetaks and Sea Kings. INS Vikramaditya joins India’s first indigenous aircraft carrier, INS Vikrant (P 71), which was launched on August 13 at the Cochin Shipyard Ltd’s yard in Kochi. The 40,000tonne vessel, the largest warship ever built in India, is expected to be completed by 2016, following which extensive sea trials will commence.

First Ex-RAAF C-130H Delivered to Indonesia DESPITE SUSPENSION of co-operation between Australia and Indonesia, the delayed hand-over of the first ex-Royal Australian Air Force (RAAF) C-130H Hercules to the Indonesian Air Force (Tentara Nasional Indonesia – Angkatan Udara) went ahead on November 28. However, a local media report on November 26 said that the Indonesian Government had decided to cancel the deal, quoting the Defence Facilities Agency chief Rear Admiral Lopez Rachmad Lubis. According to Lubis, no payment has been made for the Hercules – although the C-130Hs were donated free of charge by Australia, the Indonesian Government still has to pay for the refurbishment at around $15 million each.

China Delivers 12 Z-9 Helicopters to Cambodian Air Force

Above: The 12 new Royal Cambodian Air Force Harbin Z-9 Haitun helicopters at the handover ceremony in Phnom Penh. The first two in the line-up carry serials MH-905 and MH-906. via Chinese internet

TWELVE Harbin Z-9 Haituns were handed over to the Royal Cambodian Air Force (Toap Akas Khemarak Phoumin/Force Aérienne Royale Cambodge – FARC) on November 25 in Phnom Penh. They will be used to strengthen the Air Force’s capability to defend its territory and crack down on insurgents in remote

areas as well as for humanitarian relief operations and training. They were ordered through the China National Aero-Technology Import and Export Corporation (CATIC) with a $195.5 million credit loan from China under an agreement in August 2011 between Cambodian Prime Minister Hun Sen and

Luke F-16D Marks 20 Years of Singapore Training

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News briefs BOEING DELIVERED the second P-8I Neptune to the Indian Navy on November 15. The aircraft, IN320/N393DS (c/n 40610), was actually the first P-8I built for India. The type equips Indian Naval Air Squadron 312 ‘Albatross’, which also currently operates eight Tupolev Tu-142ME Bear-F aircraft ultimately to be replaced by the Neptunes. RUSSIAN HELICOPTERS announced on November 18 it has delivered four more Mi-171E transport helicopters to Poly Technologies for operation by the Chinese People’s Liberation Army Aviation Corps (PLAAC) under a contract signed on September 6, 2012, between it and Rosoboronexport. Russian Helicopters will supply 52 Mi-171Es to China, this latest consignment bringing the number delivered to 32. The final batch is expected in 2014.

Above: Republic of Singapore Air Force F-16D Fighting Falcon 96-5034 ‘LF’, operated by the US Air Force’s 56th Fighter Wing/425th Fighter Squadron ‘Black Widows’, in the paint shop at Luke Air Force Base, Arizona, on October 24 after the addition of special markings on the tail to celebrate 20 years of training RSAF pilots at the base. US Air Force/Senior Airman Grace Lee

Philippine Air Force Looks to Double Hercules Fleet PHILIPPINE SENATE President Pro Tempore Ralph G Recto has called on the country’s government to earmark 1.5 billion Philippine pesos ($34.2 million) in the 2014 national budget to double the number of C-130 Hercules in the Philippine Air Force (PAF) fleet. He said the PAF’s three Hercules have proven their mettle by flying

Chinese Standing Committee member Zhou Yongkang. The FARC says it will use the new night-vision goggle-compatible Z-9s to replace Mi-8s and Mi-17s. Previous reports suggested four would be in armed attack configuration, six will be used for general transport and two will be in a VIP layout.

relief sorties in the aftermath of November’s Typhoon Haiyan: “It was the first 'plane to land in Tacloban – since then the C-130s have conducted almost roundthe-clock humanitarian airlift.” He added that the government should not rule out buying brand new C-130s “if we have the money for it and if that is what the PAF

recommends after technical review”. Recto believes that the government, using a multi-year budgeting approach, could raise sufficient funding for at least two brand new C-130Js, saying: “If we were able to arrange funding for a squadron of South Korean-made FA-50 jets, there’s no reason why we can’t do the same for C-130s.”

US ARMY Contracting Command awarded Sikorsky Aircraft Corporation a $47 million order on November 22 to convert 26 UH-60M Black Hawk helicopters to Taiwan Army and Taiwan National Airborne Service Corps configurations by 2016. A U$151 million deal under the FMS programme to supply the Republic of Korea with 14 ex-US Army CH-47D Chinook helicopters was notified to US Congress by the Defense Security Cooperation Agency (DSCA) on December 3. The CH-47Ds being considered for this sale are US Army examples currently operated by US Forces Korea in the Republic of Korea.

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NEWS AUSTRALASIA

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First RAAF Pilot Commences Training on EA-18G Growler AN IMPORTANT step in the introduction of the Royal Australian Air Force’s (RAAF) electronic warfare capability has been marked by the first pilot instructor flying the Boeing EA-18G Growler in the United States. Ft Lt Sean Rutledge started training with the Electronic Attack Wing, US Pacific Fleet (CVWP) at Naval Air Station Whidbey Island, Washington in November and once he has finished he will be qualified to instruct other RAAF aircrew for the 12 Growlers that the Australian Government is purchasing from the US through the Foreign Military Sales programme. Wg Cdr Paul Jarvis, the RAAF Deputy Director of the EA-18G Growler Transition team, believes training with the US Navy is essential. “We’ve started early as there is an awful lot to learn between now and when we begin flying our own EA-18Gs in 2017. The support that we have had from the US Navy, particularly from Captain Springett and his team here at NAS Whidbey Island, has been truly magnificent. They have really made us feel welcome as new members of the community.” Over the next three years, six RAAF crews (each comprising

The first Alenia Aermacchi C-27J Spartan battlefield airlifter for the Royal Australian Air Force, A34-001 (c/n NC.4179/‘AUS1’), on the production line at the company’s Turin plant in Italy on October 3. Alenia Aermacchi

Final Assembly of First RAAF C-27J Completed Above: Wing Commander Paul Jarvis (left), RAAF Deputy Director Growler Transition, and Flight Lieutenant Sean ‘Seano’ Rutledge in front of a US Navy EA-18G Growler at Naval Air Station Whidbey Island, Washington. Rutledge is the first RAAF pilot instructor to begin training on the Growler. Commonwealth of Australia

one pilot and one electronic warfare officer) will learn to fly the Growler with the US Navy’s Electronic Attack Squadron 129 (VAQ-129) ‘Vikings’, with assistance from the US Navy Program Management Office (PMA-265) at Naval Air Systems Command in Patuxent River, Maryland. VAQ-129 is the US Navy’s Growler Fleet Replacement Squadron, charged with converting all potential EA-18G aircrew onto the type.

ALENIA AERMACCHI completed assembly of the first C-27J battlefield airlifter for the RAAF in mid-November at the company’s Turin plant in Italy, where the aircraft’s wing was mated with the fuselage and the engines, undercarriage and other major components. The aircraft, A34-001 (c/n NC.4179/‘AUS1’), is currently undergoing equipment installation and functional tests in preparation for the test flight phase. A $322 million order for ten C-27Js was placed with L-3 Communications Integrated Systems Inc through the US Foreign Military Sales (FMS) Joint Cargo Aircraft programme office on May 31, 2012. Alenia

Aermacchi is providing the C-27J to L-3 Communications – it says the first aircraft is expected to be delivered in the first quarter of 2014, on time and on budget. The first Spartan is scheduled to be delivered to the RAAF in 2015, with planned initial operational capability following in 2016. The type will replace the DHC-4 Caribou, which retired from RAAF service in 2009. The new RAAF C-27Js will be operated by 35 Squadron, a former Caribou unit that was re-established on January 14, 2013 at RAAF Base Richmond, New South Wales. The squadron will send the first aircrew and maintenance personnel to train on the C-27J in the United States in the new year.

Military Aircraft Deployments Date

AF/Unit

Type

Location and Notes

Nov 5

Australian Army CH-47D Chinook

Final example returned from Afghanistan

Nov 13 RAF/11 Sqn

6 x Typhoon FGR4 Returned home from Akrotiri deployment

Nov 22 NASA

1 x WB-57F

Returning home from Afghanistan deployment

Nov 26 US Army/MFO

2 x C-23C Sherpa

Returned from MFO deployment in Sinai

New Contract Award Summary Air Force/ Organisation

Company

Number and Type

Contract Delivery Date and Notes Date

Dubai Air Wing

AgustaWestland

1 x VIP AW189

Nov 18

Not announced

Dubai Police

AgustaWestland

5 x AW169

Nov 18

Not announced

Israeli AF

Lockheed Martin

1 x C-130J-30

Dec 3

By June 30, 2016, includes long-lead order for two more

Peruvian AF

Alenia Aermacchi 2 x C-27J

Nov 25

Not announced

Philippine AF

AgustaWestland

8 x AW109E Power

Nov 6

From 2014

Saudi National Guard Boeing

24 x AH-6i

Nov 18

Not announced

US Air Force

Lockheed Martin

5 x C-130J-30

Dec 3

Long-lead items only

US Army

Sikorsky

7 x UH-60M

Nov 18

By June 30, 2015

US Navy

Bell Helicopter

3 x Bell 407

Nov 14

By June 2014, for MQ-8C conversion.

US Navy

Insitu

1 x RQ-21A Blackjack UAS

Nov 26

By May 2014

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New Contract Awards and Military Deployments Above: NASA Martin WB-57F N928NA landing at RAF Mildenhall, Suffolk, on November 21 while en route home from another deployment, most likely in Afghanistan supporting International Security Assistance Force operations, as it has done on numerous previous occassions. The aircraft departed from Mildenhall early on the morning of November 23, routing via Lajes Field in the Azores to Bermuda International Airport before leaving there on November 24 to fly back to its base at Ellington Field, Texas. Colin Johnson

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ATTRITION

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Accident Reports D: Feb 1, 2012 N: Spanish Air Force/CECAF/409 Escuadrón T: King Air C90 S: U.22-02 ‘42-31’

The aircraft encountered a problem with one of the main undercarriage legs, as a result of which it had to make a belly landing, although it is believed not to have been badly damaged. Location unconfirmed, but probably at its base at Getafe. As a result of the accident the Spanish Air Force King Air fleet was grounded and placed in storage pending a decision on its future. It was not until September 2013 that the type began to re-enter service. D: May 13, 2013 N: US Air Force/432nd Wing/ 11th Reconnaissance Squadron T: MQ-1B Predator

This RPA was flying an eight-hour training mission involving four separate ground crews when it crashed near Creech Air Force Base, Nevada.  A US Air Force Accident Investigation Board (AIB) report released on November 13, 2013, stated that during the flight, a cable providing electricity to the powerplant produced an inconsistent electrical current, which caused a drop in thrust, from which the aircraft could not recover.  The AIB president found that while aircrews checked the propeller pitch angle hourly, they misinterpreted instrument readings that led them to incorrectly assume that the propeller pitch was acting properly.  The crew focused on the fact that the propeller pitch angle was within a normal range, rather than recognizing that the number stayed stagnant.  The air vehicle and one M-36 training missile were destroyed on impact, with value of the total loss estimated at $4.5 million.  There were no injuries or damage to private property as a result of the crash. D: Oct 13 N: Syrian Air Force T: Unidentified Fighter

This unidentified fighter aircraft was reportedly struck by anti-aircraft fire from Syrian rebels over a rural area near the southern city of Daraa, close to the Jordanian border. The rebels said they had hit the aircraft as it flew low over rebel-held territory

D: Aug 5 N: Syrian Air Force T: Several Mi-8/17 helicopters

Free Syrian Army rebels overran Meng Military Airport, Aleppo, on this date, damaging or destroying several military helicopters, which appeared to be mostly or all Mi-8/17 variants. Above: One of the destroyed Mi-8/17 helicopters on the ramp at Meng Military Airport, Aleppo, after the base was overrun by the Free Syrian Army on August 5. Behind are other Mi-8/17s that appear to have escaped relatively unscathed. Right: Another of the Mi-8/17s that were destroyed at Meng Military Airport when it was over-run by the FSA on August 5.

while on a reconnaissance flight. They said the aircraft was seen to be losing altitude but managed to make a safe emergency landing at As Suwayda/Al Tha’adi Air Base. There were no reports of the incident on Syrian state media.

D: Oct 28 N: Indian Army T: Unidentified UAV

This unidentified unmanned air vehicle crashed during the afternoon near Rajal village in the Nowshera area of Rajouri

district, near the Line of Control in Jammu and Kashmir. Defence Ministry spokesman S N Acharya said the UAV had taken off from Jammu at around 1340hrs for a routine training flight but crashed within five minutes of becoming airborne. There were no injuries or damage to property on the ground and an investigation into the crash was getting under way. D: Nov 3 N: Israeli Defence Force T: Elbit Skylark UAV

Venezuelan AMB Y-8F-200 2803 is examined by officials at Cochabamba/Jorge Wilstermann Airport, Bolivia, after its landing accident on October 2. via Juan Carlos Cicalesi

D: Oct 2 N: Venezuelan Military Aviation/ GAT 6 T: Shaanxi Y-8F-200 Pegasus S: 2803

This aircraft was involved in an incident while landing at the Jorge Wilstermann Airport in Cochabamba, Bolivia. The aircraft, from Grupo Aéreo de Transporte 6 (GAT 6) at Palo Negro, burst all of its main undercarriage tyres as it touched down, while parts of one of the tips of a port inboard propeller

blade also came away and punctured the fuselage, leaving at least one sizeable hole and three tears in the skin. The aircraft was carrying 80 passengers, but neither they nor the crew suffered any injuries. The AMB’s Air Accident Investigation Board is investigating the cause of the accident. The Y-8 is a recent addition to the AMB fleet, the first two having been delivered in November 2012, followed by two more in July. A further four are on order.

This UAV operated by the Israel Defense Force (IDF) crashed in the northern Gaza Strip due to a technical malfunction. The IDF said that it is investigating the cause. The Hamas militant group that governs the Gaza Strip said that it had seized the UAV. Earlier claims by Hamas that it had shot down the Skylark were denied by the IDF. The Skylark I is a man-portable, small tactical UAS that is hand-launched and carries a high-quality EO/IR/ laser payload for surveillance and reconnaissance. It is deployed by the IDF at battalion level. A new variant, the Skylark II, has been selected by the IDF as its brigadelevel UAS, but it is unconfirmed whether it has yet entered service.

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

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ATTRITION Accident Reports D: November 12 N: US Air Force/New York Air National Guard/174th Attack Wing/138th Attack Squadron T: MQ-9A Reaper

This RPA crashed into Lake Ontario at around 1300hrs while being flown by the New York Air National Guard’s 174th Attack Wing/138th Attack Squadron ‘Cobras’ during a training mission from Wheeler-Sack Army Airfield, Fort Drum, New York. It had been operating in approved airspace over the eastern side of the lake when it went down about 12 miles (19km) from the eastern shore, around 20 miles (32km) northeast of the Port of Oswego, after being in the air for around three hours. The US Coast Guard and local authorities were assisting emergency crews from Fort Drum in efforts to locate the Reaper. Operations with the Reaper at Fort Drum were temporarily halted after the accident. The New York Air National Guard reported on November 15 that some debris had been found along the shore of Lake Ontario and it is believed to be from the MQ-9A Reaper. D; Nov13 N: Finnish Air Force/Training Air Wing T: 2 x BAE Systems Hawk

These two training aircraft collided in mid-air and crashed at 1213hrs local time. One pilot ejected and

D: Nov 16 N: Syrian Air Force T: 3 x Mi-17

This still from a video posted on the internet shows a Syrian Air Force Su-22 leaking fuel from the port wing after being hit by rebel anti-aircraft fire.

D: Oct 7 N: Syrian Air Force T: Su-22 Fitter

The aircraft is believed to have been shot down in the Syrian province of Daraa. A video posted on the internet shows the Fitter in was found soon after and taken to hospital, but the second pilot did not eject and his body was located just before 1500hrs. Three Hawks from the Lentosotakoulu (Air Force Academy) at Kauhava were involved in dogfight training . It is reported that two were chasing the third aircraft when the pair in pursuit collided and crashed. The third returned safely to Kauhava. The collision occurred over Lestijärvi, near Perho, to the east of Kauhava, where the type is flown by the Training Air Wing.

flight with a serious fuel leak from the port wing and a lesser one from the rear fuselage area after being hit by rebel anti-aircraft fire. Unconfirmed reports suggest that it crashed some time later. No further details are known. D: Nov 14 N: US Air Force T: Unidentified UAV

This unidentified remotely piloted aircraft crashed at around 1545hrs, about 5 miles (8km) northwest of Creech Air Force Base, Nevada. Base first responders and local officials secured the crash site. No one on the ground was injured. An investigation board will be convened to determine the cause of the accident. The type of RPA involved was not revealed.

The Aeroscraft prototype, N866ML, which was damaged on October 8. Aeroscraft

D: Oct 8 N: US/ Worldwide Aeros Corp T: ML866 Aeroscraft prototype S: N866ML (c/n 0023)

At around 0745hrs, the Worldwide Aeros Corporation’s ML866 Aeroscraft prototype, N866ML (c/n 0023), was damaged by a partial roof collapse of the historic Airship Hangar No 1 (Building 28) at the former Marine Corps Air Station Tustin, California. A 25ft x 25ft (7.6m x 7.6m) section

of the wooden roof structure of the hangar collapsed, causing damage to the tail section of the Aeroscraft engineering demonstration vehicle that was housed inside. No personnel were injured. Initial estimates are that the air vehicle can be repaired. Development of the key technologies in the Aeroscraft prototype, which is described as a Rigid Variable Buoyancy Air Vehicle, have been funded by the Pentagon, initially by the

Defense Advanced Research Projects Agency (DARPA) and more recently through the Rapid Reaction Technology Office. The military is interested in the type for heavy lifting to transport military vehicles and supplies to remote locations or areas where access by road is difficult. The ML866 variant is designed to carry a 66 ton payload, while the proposed ML868 will carry 250 tons and a future ML86X could carry up to 500 tons.

Three different Syrian Air Force Mi-17 helicopters are reported to have been destroyed in attacks on this date. In one incident, the Free Syrian Army claims to have shot down a Hip over Raqqa, near Al-Tabakah Air Base, reportedly killing all six personnel on board. A video posted on the internet shows the wreckage of the helicopter. In a second attack, the Liwa’a al-Tawhid Brigade used shoulder-launched missiles to destroy two Mi-17s on the ground at al-Nayrab Air Base. It is reported that a senior officer was on board one of the helicopters, but no casualty details have been released. D: Nov 20 N: Colombian Army/Ejercito’s División de Aviación Asalto Aéreo T: UH-60L Black Hawk S: EJC 2143

This Black Hawk was involved in an accident at approximately 1640hrs, injuring four of the personnel on board. It was undertaking a routine military supply flight in the department of Tolima when it became unstable in a crosswind and began to lose main rotor RPM. The pilot attempted an emergency landing in a rural area west of the town of Chaparral but the Black Hawk came down on uneven ground and rolled down a steep cliff for 500ft (150m) before coming to rest and catching fire. The helicopter, from the Ejercito’s División de Aviación Asalto Aéreo (Aviation Air Assault Division), was assigned to Brigada Movil 8 (Mobile Brigade 8) of Fuerza de Tarea (Task Force) Zeus. The four personnel injured included the pilot plus three soldiers. An investigation to determine the cause has now commenced. D: Nov 25 N: Afghan Air Force T: Unidentified helicopter

The helicopter is reported to have crashed during the evening in the Haidar Khan area of eastern Nangarhar province, Afghanistan, while undertaking an anti-narcotics operation. Local authorities said the helicopter caught fire immediately after the crash, but there were no reports

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

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D: Nov 29 N: US military T: Unidentified UAV

This still from a video shows the QF-4 being shot down during a test of the Medium Extended Air Defense System (MEADS) on the White Sands Missile Range, New Mexico, on November 6. Lockheed Martin

D: Nov 6 N: USAF T: QF-4 Phantom II

Deliberately destroyed when used as a target to demonstrate the Lockheed Martin Medium of casualties. The type involved was not revealed, although it is thought likely to have been a Mi-17, the type most frequently used in counter-narcotics missions. Taliban rebels claimed to have shot down the helicopter, stating it was a US Army Chinook and that five foreign troops and seven Afghan soldiers died in the crash, which they say occurred in the Shahrzad district. This would appear to be another exaggerated claim from the Taliban. The Taliban also suggested the helicopter had been involved in a bombing campaign that killed at least eight Afghan civilians, another highly unlikely claim. Neither the ISAF or Afghan Army have made any statements on the reported crash. D: Nov 25 N: Syrian Air Force T: Unidentified fighter

An unspecified MiG fighter was claimed shot down by the Free Syrian Army over Qalamoun. Another report of the incident suggests that it was an Su-24 that had been shot down and that the attack took place in Nabek. D: Nov 26 N: Islamic Republic of Iran Police Aviation T: Agusta-Bell 205

This helicopter crashed in the Zangyan area, about 3 miles (5km) from Saravan, Balochistan province. The AB205 remained largely intact, but its skids collapsed and it rolled onto its starboard side, tearing off the rotors. The pilot and four passengers escaped unhurt. The Iranian Sunni Jaish ul-Adl militant group claimed to have shot it down, but officials said the accident was due to a technical failure.

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Extended Air Defense System (MEADS) on the White Sands Missile Range, New Mexico. A guided missile from the MEADS launcher scored a direct hit, destroying the QF-4. D: Nov 28 N: Syrian Air Force T: MiG-23 Flogger

Syrian rebel forces claimed to have shot down this aircraft near Dumayr Air Base. The fate of the pilot was not reported. D: Nov 28 N: Syrian Air Force T: MiG-23 Flogger

Syrian rebel forces claimed to have shot down this aircraft close to the military airport at an-Nasiriya. The fate of the pilot was not reported. D: Nov 28 N: Syrian Air Force T: Unidentified helicopter

This helicopter was shot down in eastern Ghouta. The fate of the crew members was not reported.

This unspecified US military unmanned air vehicle crashed during the afternoon in the Chaparhar district of Nangahar province, eastern Afghanistan, according to reports from local authorities. Mohammad Sadiq Dawlatzai, Chaparhar district chief, said the UAV had crashed due to technical problems. The Taliban claimed to have shot the UAV down. D: Dec 2 N: Nigerian Air Force/79th Composite Group T: 2 x Unidentified helicopters, 3 x MiG-21

An attack in the early hours of the morning by Boko Haram militants on the Nigerian Air Force’s (NAF’s) 79th Composite Group air base at Maiduguri destroyed two NAF helicopters and three retired aircraft. It is assumed the latter were the three long-withdrawn MiG-21s, that were previously operated from here by 79 Composite Group/204 Wing, which have been derelict on the ramp for well over a decade. The base had not been used by the NAF for many years following the retirement of the MiG-21s, but in mid-2010 two small, open hangarettes were built on the military ramp and since

then a helicopter detachment appears to have been regularly maintained at Maiduguri. The type(s) deployed there vary and it is unclear what sort of helicopters were destroyed. An official statement from Ministry of Defence spokesman Brigadier General Chris Olukolade said the helicopters and retired aircraft had been ‘incapacitated’ in the attack, which appears to have been a slight understatement, as a local official said he had seen the two helicopters burnt out. D: Dec 6 N: Philippine Air Force T: UH-1V Iroquois S: 940 (69-15940)

This Huey crashed at around 1530hrs while involved in Typhoon Yolanda relief efforts.  The helicopter was attempting to make an emergency landing due to engine problems when it came down close to Bagacay Dos village, between the towns of Burauen and La Paz, Leyte.  All five crew members and three civilian passengers (including two from the Department of Social Welfare and Development) were injured in the crash and taken to Burauen District Hospital for treatment.  Additional material from: Donny Chan, Alfonso Glade, Aleksandar Radic and Scramble/ Dutch Aviation Society.

D: Nov 15 N: Serbian Air Force and Air Defence/98th Air Brigade/ 241st Fighter-Bomber Aviation Squadron T: J-22 Orao S: 25155

This Orao crashed at around noon between the villages of ˇ ˇ ˇ Mrcajevci and Slatina, near Cacak in central Serbia. The pilot, Major ´ ejected safely and Ivan Pantic, was not injured. He was taken to the Military Medical Academy in Belgrade for a routine medical examination. The aircraft was returning to Ladevci Air Base after a post-maintenance test flight. The cause of the accident, which destroyed the aircraft, is suspected to have been a malfunction of the hydraulic system, according to a defence spokesman. This Orao came off the production line on December 24, 1986, and last had a major overhaul on December 28, 2007.

Above: Serbian Air Force J-22 Orao 25155, which was lost in a crash on November 15, is seen here on May 11 this year at Ladjevci. Igor Salinger Below: The wreckage of the tail of Serbian Air Force J-22 Orao 25155 following its crash in a field near Mrcajevci village on November 15. Neobjsa Mirkovic

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RAF C-130K HERCULES

Unsung

Fat Albert Why ‘Fat Albert’?

d ‘Fat Albert’ is Quite why the C-130 is nickname lost in time. The me beco has one of those facts that ’s demonstration popular reason is that the US Navy ided with one by the team, the Blue Angels, was prov time as TV sitcom ‘Fat same the , Marine Corps in 1970 in America. Due to Albert and the Cosby Kids’ aired ic profile, the name publ its and larity popu ’s team the ules, which was Herc the with ous became synonym that time. Unless, of relatively new in RAF service at know differently. course, unless any AFM readers

AFM reviews the recent retirement of the RAF’s veteran Lockheed C-130K Hercules after 47 years’ sterling service

The final operational sortie for the RAF’s C-130K, on October 25, saw Hercules C3s XV177 and XV214 fly over many locations associated with the variant over the last 47 years. Derek Bower

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B

“

UT THE Hercules isn’t retiring,” was the RAF’s response to AFM’s request to visit RAF Brize Norton in Oxfordshire shortly before the C-130K was retired from service in late October. With little fanfare or celebration for its impressive length of duty – one that began alongside the also recently-retired VC10 in the mid-1960s – the last two ‘legacy’ Hercules were retired to MoD St Athan in South Wales on October 29 to await their fate. The occasion didn’t even merit a mention on the RAF’s own website. True, the Hercules – affectionately known as ‘Fat Albert’ - still serves with the RAF, but the Lockheed Martin C-130J is a very different beast. Similar in outline only, it’s like comparing a Ford Mondeo with a 1960s Cortina. Today’s machine has computers, efficient engines and fly-by-wire technology, while the ’K made do with analogue dials, pulleys and cables. It is such a different aeroplane that, during the past 14 years of flying both types together, specific training courses fed either the ’K or ’J streams within the Hercules fleet. The last unit to operate the ’K was 47 Squadron,

Above: On delivery to the RAF the C-130Ks were painted in a Far East desert camouflage scheme. Some also had a white canopy top to reflect the intense equatorial sun. Garry Lakin

which continues with the C-130J. A final ’K operational sortie was made on October 25 when the two aircraft flew over former bases and overhaul centres at Thorney Island, Colerne, Filton and Cambridge, to name just a few, and Wiltshire’s RAF Lyneham where the type was based for 40 years. On landing, lead pilot Wg Cdr Graeme Gault described it as a “very, very sad moment. It’s done a lot over the years.” One of the last two aircraft was XV177, the first

delivered to the RAF in December 1966. It now languishes at St Athan and faces an uncertain future, as only a few of the 66 C-130Ks delivered have escaped being scrapped. It may be sold to a foreign customer – Colombia has been rumoured – but could join the majority of the other ‘Ks and be turned into baked bean cans. It would be a shame for this airframe to meet such a fate, being the first and last of a 47-year success story for the RAF.

“It’s a fantastic aircraft and on this last sortie we took the aircraft around all the places that have been poignant in its history. It’s done a lot over the years”

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RAF C-130K HERCULES

Going the extra mile During May 1982 Hercules aircraft were engaged in setting up and supporting the Ascension Island staging post to support Operation Corporate, the re-taking of the Falkland Islands. It took Marshall Aerospace just 19 days to fit a refuelling probe and clear the C-130K for tanker operations, designated Hercules C1P/C3P in RAF service. Its maximum ferry range was extended to over 4,000nm (7,400km) by air-to-air refuelling and most of the fleet received the modification. As Victor tankers were needed to support Operation Corporate, a shortage of air-to-air refuelling assets arose in the UK and to fi ll this gap the fi rst C-130 tanker (XV296) was delivered to the RAF on July 5. Five C1s were converted to C1K standard with ex-Andover fuel tanks lashed-up inside the fuselage – this ‘fi x’ lasted until 1996. The longest fl ight in a Hercules was achieved by Flt Lt Terry Lock and his crew who completed a 28-hour sortie from Ascension Island to the Falklands and back to paradrop supplies. The first Herk flew into Port Stanley ten days after the Argentinean surrender.

Andrew Brookes considers the career of the RAF’s original Hercules

I

N 1965, Harold Wilson’s Labour administration cancelled the AW681 four-jet transport which would not have been ready to replace the ageing Handley-Page Hastings and Blackburn Beverley fleet until 1970 at the earliest. The loss of a

Hastings in July 1965, with 41 on board, from metal fatigue made a replacement C-130K order pressing. The four-engine Lockheed C-130 Hercules was designed as a troop, medevac and cargo transport aircraft capable of operating into and out of unprepared airfields. More than 40 Hercules variants have served with 60 nations and the first of 66 for the RAF – XV176 – made its maiden flight at Marietta, Georgia, in the US, on October 19,

1966. However, XV177 was flown to Marshall of Cambridge on December 19, where it was painted and British-manufactured autopilots and other UK-specific modifications installed. It then became the first to be delivered to the RAF. The RAF C-130K was similar to the Royal New Zealand Air Force’s C-130H and US Air Force’s C-130E. Despite pressure from Rolls-Royce to replace the Allison T56-A-15 turboprops with Tyne engines, the C-130Ks kept their original powerplants. XV177 and XV178 arrived at Boscombe Down, in Wiltshire, for trials in February and March 1967 respectively. The 242 Operational Conversion Unit (OCU), the former Beverley training squadron, was to be the new C-130K conversion unit. It had moved to RAF Thorney Island, Hampshire, in 1961 and, just after Beverley training ceased in March 1967, the first C-130 was delivered on April 7. No 36 Squadron handed over its Hastings at RAF Colerne, in Wiltshire, and moved to nearby RAF Lyneham, where it would become fully operational on what was known as the Hercules C1 on September 26, 1967.

Straight into action Above: Hercules C1P XV306 was the penultimate C-130K delivered to the RAF and is pictured here in the scheme that typified the fleet during the late 1980s and 1990s. Key collection Below: XV177 and XV214 on arrival at MoD St Athan on October 29. The fate of these, and another four, has yet to be announced by the Ministry of Defence. Chaz Gelder

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These were interesting and challenging times for the RAF air transport (AT) fleet. In the haste to withdraw from Aden in November 1967, the RAF

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Left top: In the early 1970s the standard European grey/green camouflage pattern became the norm with all C-130Ks being anonymous except for the serial. There were no squadron badges as the fleet operated on a pooled basis across all units at RAF Lyneham. Key collection Left below: RAF Hercules aircraft supported overseas operations throughout the type’s service career – here XV292, still carrying its 25th anniversary badge, readies for takeoff from Entebbe Airport in Uganda. Key collection Below: In December 1991 the 25th anniversary of the C-130K in RAF service was celebrated with a special scheme applied to XV292. By this time all the remaining aircraft in the fleet had received a refuelling probe, being designated either C1P or C3P. Key collection

planned an airlift second in size only to Berlin 20 years earlier. Some 3,700 people were evacuated from Aden and, for the C-130s which had not long been in service, this was a major test. Seven Hercules flights a day operated out of Muharraq into Aden with 15 C-130s being used in all. The standard load for each was 75 passengers and approximately 4,500lb (2 tonnes) of baggage. New techniques were developed to ensure minimum turnaround time at RAF Khormaksar, including leaving the port engines running and loading from the starboard side. The C-130s achieved a turnaround time of nine minutes and, at the peak of the lift, 100 men were being flown out every hour. “Noisy, uncomfortable and cold” they may have been, but it was left to two reserve Hercules to circle Khormaksar airfield during the final phase in case an unforeseen unserviceability necessitated a quick rescue operation.

from December 1970 until the last Argosy retired in February 1975. No 70 Squadron’s C-130Ks operated a regular schedule to Bahrain, Masirah, Muscat and Salalah, servicing the Gulf area more efficiently than with the Argosy alone. At home, Hercules aircraft helped transport the

first reinforcement battalion to Northern Ireland in 1969. When war broke out between India and Pakistan in December 1971, C-130Ks from Lyneham evacuated 909 British and friendly nationals from Islamabad and Karachi to Masirah, with VC10s flying them on to Akrotiri. This tactical-strategic division of AT responsibility would be replicated on many occasions, not least during the Afghanistan ‘slip’ of modern times. On December 12, 1971, three Hercules out of Calcutta, led by the Officer Commanding (OC) 47 Squadron Wing Commander Ken Hannah, evacuated 436 civilians of 22 different nationalities from the shellcratered runway at Dacca. For his outstanding leadership, Ken Hannah was awarded an immediate Air Force Cross. In March 1973, Hercules aircraft dropped 2,000 tons of grain, maize and rice to starving Nepalese villagers during Operation Khana Cascade. It took 14 Hercules sorties to position servicing and dispatch crews at two airstrips 100 (160km) and 200 miles either side of Kathmandu. The drops involved some hair-raising flying down precipitous mountain sides into deep valleys where the drop zone might only be sighted at the last moment. “It was back to basics,” said one co-pilot, involving “the best kind of team work” for which the ‘Herk’ force was famous.

Withdrawal from the Empire

RAF Lyneham became the primary tactical transport base in 1971 when 30 and 47 squadrons

“Noisy, uncomfortable and cold”

The next C-130K unit to form was 48 Squadron at Changi, Singapore, on October 2, 1967, to support the Far East Air Force. Twelve C-130Ks undertook scheduled flights to Hong Kong and Gan/Karachi along with training flights around the Pacific, across to East Africa and down to Australasia. A 48 Squadron aircraft was also employed in operations to quell civil unrest in Mauritius, plus flood relief in Malaysia and what is now Bangladesh. The squadron was reduced to eight C-130Ks in 1970, heralding the beginning of the RAF’s withdrawal from the outer reaches of the empire.

Above: The 2000s brought a drab olive finish to most of the C-130Ks, which were used primarily by 47 Squadron for special operations in the type’s latter years of service. Hercules C1P XV295 flies through a Welsh valley during low-level flying training. Peter R Foster Below: The C-130K’s 40th anniversary was celebrated in fine style at the Royal International Air Tattoo in 2006 with C3P XV307, the last delivered, sporting special markings. Gary Parsons

Expanding the force

No 24 Squadron exchanged its Hastings for C-130s in February 1968 as it settled into Lyneham. Nos 30 and 47 squadrons flew Beverleys up to September and October 1967 respectively, whereupon they converted to the Hercules C1 in the spring of 1968 at RAF Fairford, in Gloucestershire. Further east, 70 Squadron at RAF Akrotiri, in Cyprus, was the last unit to operate the Armstrong Whitworth Argosy in the AT role, which it did alongside the C-130K www.airforcesdaily.com

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RAF C-130K HERCULES

Above: The Special Operations role of the C-130K led to some airframes getting top secret equipment fitted, as shown here on C1P XV295 as it lands at RAF Brize Norton in October. Jim Winchester

were transferred from Fairford and 48 Squadron came back from Singapore. Following defence cuts in 1975, 13 Hercules were withdrawn from service and 36 and 48 Squadrons were disbanded. No 70 Squadron returned from Cyprus in January 1975 and having all C-130K units (24, 30, 47 and 70 squadrons plus 242 OCU) at Lyneham made it the largest operational airfield in the RAF. One C-130K (XV208, aka ‘Snoopy’) was modified for weather research work out of RAE Farnborough in Hampshire. In 1978 it was announced that 30 C-130Ks would have their fuselages ‘stretched’ by 15ft (4.6m) to provide an additional 37% cargo space. Designated Hercules C3, these could each carry up to 128 passengers or 20 tonnes of palletised freight or vehicles, for up to 2,000 nautical miles (3,700km). In the aeromedical evacuation role, either 64 or 82 stretchers could be carried. Over the years, C-130Ks have dropped a bomb disposal team in mid-Atlantic alongside the Queen Elizabeth II ocean liner and landed on six feet (182cm) of Antarctic ice to resupply a research party. During a typical Cold War exercise, 37 C-130Ks would fly into a simulated combat at 250ft (76m) to paradrop and then evacuate casualties.

Digital Hercules

Lyneham received 25 Lockheed Martin C-130J Hercules from November 1999 to operate alongside the remaining 29 refurbished C-130Ks. By the time the Hercules fleet moved to Brize Norton in 2011, the C-130K C1/C3 and C-130J C4/C5 aircraft were operated by 24, 30 and 47 squadrons. The only other unit to operate the C-130 was 1312 Flight at RAF Mount Pleasant in the Falkland Islands. Most of the C-130Ks were fitted with defensive infrared countermeasure equipment whilst some, used for

special tasks, had an additional enhanced defensive-aids suite comprising a Skyguardian radar warning receiver, chaff and flare countermeasures and missile approach warning system. Flying the Herk could be dangerous work – C3 XV179 was shot down over Iraq on January 30, 2005, killing all ten personnel on board. The C-130K was the favourite aircraft of the Special Forces (SF) and carried extra kit from two large underwing fuel tanks to supplementary radios and navigation devices. Since 1991 C-130Ks have participated in operations in Kuwait, Bosnia, Afghanistan and Iraq, while also providing humanitarian assistance relief across the globe, from Nicaragua through Cambodia to Ethiopia and Somalia. The capabilities and roles provided by the C-130K are being migrated to the C-130J, apart from the cupola on the fuselage top which acted as an extra observation dome when flying low or in a combat zone. The C-130K is comparable to the VC10 and the Canberra PR9 in terms of longevity, but the last two operated in a much more benign environment. The C-130K was an incredibly robust platform that could be thrown around at low level at night or put down on beaches and rugged strips. It could deliver ‘men in black’ or famine relief with equal panache and precision. Whether you lived under the circuit at Lyneham or were waiting for rescue in a far flung corner of the globe, it was good to have the C-130K around. It will be missed by an afm awful lot of people.

Above: Two C1Ks – XV203 and XV213 – were sold to the Sri Lanka Air Force, becoming CR880 and CR881. Peter R Foster Below: Another ex-RAF aircraft (C3 XV222) is now 3616 of the Mexican Air Force. It was sold together with XV191, XV215 and XV223, which became 3614, 3615 and 3617 respectively. Peter R Foster

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INVENTORIES

ARMY AIR CORPS WILDCAT

Wildcat 1

The British Army’s new claws

Lewis Gaylard visits the Army Air Corps’ 652 (Wildcat Fielding) Squadron at RNAS Yeovilton in Somerset

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M

AY 2012 was a momentous month for the British Army Air Corps (AAC) as it took delivery of its latest helicopter, the AgustaWestland AW159 Wildcat AH1. Based at RNAS Yeovilton in Somerset, the Wildcat Fielding Team (WFT), which on October 1 this year was redesignated 652 (Wildcat Fielding) Squadron, is delivering this latest high-tech battlefield helicopter into service. The Wildcat follows on the successful family line of the Lynx helicopter, which the AAC first operated in 1977 with the introduction of the AH1 variant. In the following years upgrades to the Lynx led to the AH7, AH9 and AH9A. With an eye to the future, in 2002 the Ministry of Defence (MoD) looked at a proposal to replace its existing Lynx fleets with the then-named Battlefield Reconnaissance Helicopter (BRH) alongside the Royal Navy’s (RN’s) Surface Combatant Mari-

time Rotorcraft (SCMR). In March 2005 the MoD announced that AgustaWestland (AW) would develop the ‘Future Lynx’ to meet the requirements of both the AAC and RN and in June 2006 awarded the firm a £1 billion contract to build 70 helicopters, now named Lynx Wildcat – 40 for the army and 30 for the navy. In December 2008 the order was reduced to 62 aircraft: 34 for the AAC and 28 for the RN. Today, following the decision to base all Wildcats at Royal Naval Air Station (RNAS) Yeovilton, 652 (WF) Squadron is working alongside the RN’s 700W Naval Air Squadron to enable the first frontline units to become operational. This joint basing of both services’ Wildcat units at Yeovilton, and the close proximity of AgustaWestland in Yeovil, has helped to provide a common logistics system and an easy exchange of experiences. www.airforcesmonthly.com

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3

Aviation Reconnaissance Force

1: Wildcat AH1 ZZ410 c/n 480 touches down on Salisbury Plain during an evaluation flight. Richard Pittman 2: The Wildcat is fitted with WESCAM’s MX-15Di electrooptical designating system (EODS). 3: Wildcat AH1s in the hangar on south dispersal at RNAS Yeovilton. All images by the author unless stated 4: Captain Andy King in his ‘office’. 5: The all-new digitised cockpit of the Wildcat. The multi-function displays give the aircrew a wealth of information at the touch of a button. 6: Among the many improvements to the Lynx is this all-new tail rotor design. Aircraft stability has been improved through the added low-set symmetric tailplane.

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Colonel Neil Dalton OBE commands the army’s Aviation Reconnaissance Force (ARF), which brings together both fixed- and rotary-wing manned airborne surveillance assets, including the Wildcat. He is responsible for all aspects of the service’s aviation operational output and delivery, manning, safety and capability development and specifically the fielding of Wildcat. “The recent creation of Headquarters ARF, in June 2012, has allowed staffing functions to be drawn up and the operational conversion squadron to be redesignated 652 (Wildcat Fielding) Squadron,” he told AFM. “It’s important for all military units to create their own identity.” The ARF will bring together all UK Joint Helicopter Command (JHC) manned airborne surveillance assets, including the current Westland Lynx AH7 and AH9A, Aerospatiale Gazelle AH1 and BrittenNorman Islander/Defender fleets. Under the MoD’s Army 2020 plan, 1 Regiment – which is temporarily based at Dishforth in North Yorkshire after moving out of Princess Barracks in Gütersloh, Germany, at the end of September – will merge with co-located 9 Regiment and move to Yeovilton to convert to the Wildcat. To facilitate the transition both units are being placed under command of the ARF: 1 Regiment on November 1 and 9 Regiment on January 1.

Genesis

In 2010 a small AAC team was gathered with responsibility for designing a training programme,

4

receiving the Wildcat into service and successfully integrating into Yeovilton. In late 2011 the team was bolstered by a number of handpicked qualified helicopter instructors (QHIs), qualified helicopter tactics instructors (QHTIs), electronic warfare airborne instructors (EWAIs) and aviation crewman instructors (ACMIs) – who began ground school training at the AgustaWestland factory in Yeovil prior to a 12-hour flying conversion. They then returned to Yeovilton

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Army Air Corps Wildcat to receive their first aircraft and commence fielding trials. Since then they have established flying procedures, developed training packages and begun the process of evaluating the platform against its many future roles – ISTAR (intelligence, surveillance, target acquisition and reconnaissance), direction of joint fires, command and control (C2) support, joint personnel recovery (JPR) and battlefield evacuation, to name but a few. Fielding has since continued at Yeovilton with 652 (WF) Squadron taking delivery of aircraft at regular intervals. With the AAC now beginning to put a sizeable ‘footprint’ on Yeovilton and the surrounding communities, it is important it merges successfully into the local area. “The local community, of course, has a concern about a large amount of army personnel moving in, where for many years it have been used to the navy,” said Col Dalton. “We’re proactively addressing these concerns through Yeovilton’s extensive existing links with the community and through engagement meetings to interact with the local councils and schools. This will provide the opportunity to explain how we will operate, giving both parties an idea of how we can mutually support each other.’’

Working alongside matelots

With the AAC Wildcat fleet entirely based at Yeovilton, one of the most important aspects has been the integration of army and navy personnel. The usual friendly inter-service ‘banter’ is very much in evidence, but doesn’t detract from the smooth day-to-day working environment. “When you walk around the offices and hangars you’ll see personnel in green or blue, but if you were to take away those colours you’d see that the work to bring Wildcat to frontline capability would seamlessly continue,” remarked Col Dalton. “An excellent relationship has been developed with the navy here at Below: Wildcats will work closely with the AAC’s Apache fleet, which is based at Wattisham Airfield in Suffolk.

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AH1 ZZ405 (c/n 475), the fifth production airframe for the AAC, was delivered on September 24, 2012.

Yeovilton and this has been well demonstrated to high-ranking officers. It’s also important to understand that the introduction of JHC has made the younger generation of service personnel highly accustomed to working closely together.” Army numbers will continue to increase over coming months, a process that started with another 40 personnel on November 25 to bring 1 Regiment’s Regimental Headquarters (RHQ) across from Germany. Further intakes are scheduled for January, Easter and June/July with the aim of the regiment being fully up and running by September 1. The final number of personnel involved with the Wildcat will total approximately 700 with some 600 from the army. The increase in numbers is seen by many in the surrounding community as a positive step which will provide a welcome boost for local businesses.

Taming the Wildcat

The training programme for the Wildcat should not

On exercise Over the past year 652 (WF) Squadron has taken many opportunities to exercise the Wildcat’s new weapon systems alongside other assets and ground forces. In November 2012, despite the weather, which prevented sustained interaction, a brief exercise with the 1st Battalion, Coldstream Guards was conducted with positive results. More recently the reservist ground crew from 6 Regiment, based in Bury St Edmunds, Suffolk, had their first opportunity to work with the Wildcat during their annual training exercise on Salisbury Plain, conducting ground drills on the aircraft as well as manning a simulated forward arming and refuelling point. “It’s brilliant for us as a reserve unit to get up close and personal and work with the Wildcat,” said Lt Col Nigel Banks, 6 Regiment’s commanding officer. “The army of the future will rely more than ever on reserve soldiers deploying alongside their regular counterparts, something we’ve been doing since we were formed in 2006.”

“We’ve only really scratched the surface of what this aircraft will ultimately be able to achieve”

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be compared to that of the legacy Lynx. The new helicopter is a complicated platform and the training closely mirrors that adopted for the Apache attack helicopter, utilising all the best practices identified in that highly successful programme. Future Wildcat aircrew will undergo a conversion to type (CTT) phase of training followed by conversion to role (CTR). This can be likened to a ‘learning to fly the aircraft’ phase followed by ‘learning to fight’ in it. Advanced training aids include maximum use of synthetic training where appropriate. Aircrew training previously delivered at the front line squadrons (particularly on the CTR phase) will now being delivered by 652 (WF) Squadron, ensuring that aircrew join their units in a ‘limited combatready’ state. Following a short period of specific theatre training, aircrew will be ready to deploy on operations. This model proved essential to the deployment of the Apache in Afghanistan and has enabled frontline units to concentrate on operational effect rather than general training. The newly-constructed Wildcat Training Centre (WTC) at Yeovilton is at the heart of the Wildcat Integrated Support and Training (WIST) contract awarded to AgustaWestland in July 2012. It is equipped to provide aircrew and maintainer training using a range of synthetic technology including two full mission simulators, a flight training device and a cockpit procedures trainer. Squadrons will be converted onto the new platform through courses lasting eight months, beginning in January, with 847 NAS earmarked as the first to go through the process.

A whole new beast

While it is clear that the Wildcat and Lynx AH9 are from the same lineage, they are completely different beasts. Unlike its predecessor the Wildcat benefits from an integrated mission systems suite feeding into a central tactical processor. Improved data modem (IDM) links enable it to interact with other platforms, such as ships, to improve situational awareness and speed up the targeting process. Owing to emerging threats and changes in requirement after the initial design for the new helicopter was drawn up, the two Wildcat platforms, while sharing a high commonality of parts and equipment, have evolved into two separate marks - the Army Helicopter Mk1 (AH1) and Helicopter Maritime Attack Mk2 (HMA2). One of the most significant differences is that the AH1 will, from early 2014, have a trailing nose wheel similar to the Lynx AH9A, enabling it to ground-taxi, whereas the HMA2 will keep the castoring nosewheel currently fitted to all Wildcat s. Captain Andy King is a Wildcat pilot and electronic warfare instructor (EWI) with 652 (WF) Squadron. “Wildcat is an immensely capable, flexible aircraft that has huge potential for further development,” he enthused. “We’ve only really scratched the surface of what this aircraft will be able to achieve.” When any new aircraft is going through its initial evaluation period there are always rumours – one was that the army was not pleased with the power the new LHTEC CTS-T800 engine was producing. Gem T800s producing 36% more power than the legacy Lynx’s engine were fitted to the Lynx AH9 under an urgent operational requirement (UOR) for Afghan hot-and-high missions to produce the AH9A variant. The Wildcat is over a tonne heavier than the AH9A due to its integrated mission systems (camera, navigations equipment, radios, etc), so its www.airforcesdaily.com

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ZZ406 (c/n 476) was the third Wildcat to be delivered to Yeovilton, arriving on May 28, 2012.

performance isn’t as good as the three-wheeled ‘Reliant Robin’ version (as the AH9A is nicknamed). The Wildcat also incorporates a new four-blade tail rotor, low-set symmetric tailplane and a much strengthened undercarriage, which improves the aircraft’s flight stability and meets stringent crashworthiness requirements. Protection is provided by the Selex helicopter integrated defensive aids system (HIDAS) 15, which is also in service on the AAC’s Apache fleet. The cockpit doors have been enlarged to give easier access for the aircrew and the cabin has new survivability features including ballistic protection and armoured, reinforced seating. Surprisingly, the Wildcat’s cabin is the same size as the Lynx, but the redesign of the avionics bay has given it much better access. The interior is strikingly modern - the pilot’s ‘office’ is now dominated by four Smiths Industries SDS-5000 10×8in liquid crystal integrated display units which are interchangeable between the aircrew, with one display always showing basic flight instrumentation such as artificial horizon, heading and engine temperature. The communications system was originally developed for the Lynx HMA8 and is based on a Thales Avionics secure communications control system (SCCS), a derivative of the Thales TopSIS deployed on RAF Chinook HC2/2A helicopters. It provides plain and secure voice communication via VHF/UHF SATURN and HF radios along with Bowman radio functional-

ity, which the army will use to exchange secure voice and data communications in the future. Although much of the intended weapons fit is classified, general-purpose machine-guns will provide offensive and defensive capabilities. The Wildcat is capable of integrating guided weapon systems if required. Using a removable frame mounted in the cabin doorway, the aircraft also has a winch and fast-roping capability.

ISTAR role

The Wildcat’s new electronic systems will see it become an important asset in future conflicts. For the ISTAR role it is equipped with the electro-optical designation system (EODS), a more advanced version of WESCAM’s MX-15, and the initial assessments of its target acquisition capability have revealed excellent performance. The laser rangefinder/ target designator makes for highly accurate measurement of the position of a target – once identified and with the location established, the mission system enables the crew to export the data via the IDM to other Wildcats or Apaches before an attack by joint fires. EODS has impressed 652 (WF) Squadron and there is great confidence that Wildcat will be able to identify targets at considerably greater ranges than Apache. This will bring a much enhanced capability when it works alongside the Apache fleet in the future and is deemed an afm essential ‘implied task’ of the squadron.

The Wildcat’s cabin provides new armoured, reinforced seating for aircrew and passengers.

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Russian Choppers

Russia’s Helicopter

Revolution Jakub Fojtík details how Russia is now offering one of the strongest line-ups of helicopters in the military marketplace

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fter a decade of economic downturn, Russia is supporting an increase in military production and influence abroad. One of the major players in its aerospace industry is the Russian Helicopters consortium which, as well as supporting established markets, aims to find new business in territories dominated by Western manufacturers. Almost all its models have been modernised in recent years.

Fifty-year-old best seller

The Mil Mi-8/17 Hip family – currently represented by the Mi-8AMT (Mi-171) manufactured at Ulan-Ude and Mi-8MTV-5 (Mi-17V-5) produced at Kazan – represents the core of Russian Helicopters’ industry. In the past few years both manufacturing plants have delivered dozens to countries such as Iraq, Afghanistan (via the USA), Azerbaijan, Peru, Indonesia, Thailand, Bangladesh, Kenya, South Sudan, Ecuador, Argentina and Poland. One of the latest customers is Cameroon, whose representatives signed a contract for two helicopters in August. Recently the UlanUde plant completed its 750th Mi-171, while the Kazan plant has made more than 1,000 since 1990.

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Top: Rosboronexport is building 80 Mi-17V-5 Hip-Hs for the Indian Air Force. Russian Helicopters Above: The modern glass cockpit of the Mi-17V-5. Jakub Fojtík

The Russian Air Force (Voyenno-Vozdushniye Sily, VVS) is purchasing Mi-8AMTSh and Mi-8MTV-5 helicopters equipped with new radios, TSL-1600 searchlights and additional armour. Because of their obsolete passive defence avionics suite, they will be equipped with the ‘President S’ suite identical to that used on the Kamov Ka-52 Hokum-B. L-370-5 active infrared jamming system ball turrets may be installed at the ends of weapon racks and under the

tail boom while the latest generation IR missile approach warning sensor, the L-136 Mak UFM, is fitted on the ends of the racks. The passive defence system is easily disassembled and will only be fitted during flights in dangerous areas. New UV-26 flare dispensers are also being fitted to new helicopters, in particular the VIP transport variants. Several special variants of Hip have been produced, such as the Mi-8MNP-2 for the Federal Security Service of the Russian Federation (FSB), equipped with two forward-looking infrared (FLIR) ball turrets under the nose which are integrated with the Antares surveillance system – enabling the helicopter to detect targets up to 6km (4 miles) with identification below 4km (2.5 miles). The Mera-M radio tracking system is also installed under the nose and on the weapon rack tips for detecting radio conversations in a wide waveband spectrum. The VVS also operates the downgraded Mi-8MTV-2OER, equipped with just the Antares system; and in 2011 the Mi-8MTPR-1 airborne jamming platform replaced older Mi-8PP and Mi-8MTSh variants.

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RUSSIAN CHOPPERS

The Mi-8 is still manufactured today in the AMT and MTV-5 versions. Russian Helicopters

Future Hip At the MAKS 2013 airshow in Moscow, Russian Helicopters officials presented the fourth generation of the Mi-8 family – a new variant called the Mi-171A2. It looks like the old Mi-8/17 but has radical modifications including new full authority digital engine control (FADEC)-equipped Klimov VK2500PS-03 engines (a more powerful derivate of the original TV3-117VMA), new Czechmade Safír 5K/G auxiliary power unit, a new transmission able to work with a higher power output plus new rotors. The main rotor has composite-material blades and the rotor head has been significantly simplified with a reduction in lubrication points and weight. The tail rotor is also made of composite material, reducing its weight. Both main rotor blades have a service life of 9,000 hours, six times the previous period. Maximum speed with the new engines and rotors has increased by 13% with a limit of 280km/h (175mph) and maximum weight has gone up to five tonnes. The Mi-171A2’s cockpit is digital with five large multifunction displays (MFDs) which can present pictures both from the infrared and day cameras in the nose and under the tail boom. The helicopter is also equipped with a new PKV-171A two-channel digital autopilot and is the first Russian helicopter with ‘on condition maintenance’ diagnosed by computer – the original Mi-171 had an expected life of 26 years or 7,000 flight hours while the Mi-171A2 promises 18,000 flight hours and an unspecified time limit. Although the Mi-171A2 is currently to civilian specification, a military derivative is expected with the integration of the Russian SRPB3 terrain awareness and warning system (TAWS) in Cassidian’s Hellas-W laser radar. The prototype should make its maiden flight in 2015.

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Evergreen anti-tank

Since the 1970s Russia has relied on the Mil Mi-24 Hind for its attack helicopter. It has proved its worth in dozens of combat areas, including Afghanistan, and still presents a very flexible platform suitable for various tasks from combat search and rescue through to attacking enemy tanks and armoured vehicles. The Russian armed forces appreciate the Mi-24’s combined attack and transport capabilities. Six years ago the type was nearing the end of production to make way for the more sophisticated Mi-28 Havoc and Ka-52 Hokum-B at home and abroad. Another reason was a shortage of 12.7mm 9A-624 Gatling guns for the most popular (Mi-24V) variant, production of which stopped in 2007 with the last being delivered to the Czech Air Force. But after announcing the type’s demise, the manufacturing plant continued to receive orders for several more years’ worth of production, and the main variant subsequently delivered to Azerbaijan, Brazil and the VVS was a modernised Mi-35 (the

export designation for the Mi-24V), the Mi-35M, with shortened stub wings; a fixed landing gear; a new weapons array including twin-barrelled GSh23V 23mm autocannon; guidance systems; and two large MFDs in the night-vision goggle-compatible cockpit. Additional Mi-35Ms are currently being manufactured for the VVS and Azerbaijan while potential customers include Kazakhstan, Uzbekistan, Belarus and Vietnam. Despite being the most sophisticated Hind, with an effective surveillance system and powerful weapons, parts of the Mi-35M are obsolete –including the passive defence system which has not changed since the 1970s. So Russian Helicopters is upgrading the defensive aids suite, and as Hinds reach overhaul they will be equipped with the new UV-26 flare dispensing system and L-370-5 jammer, replacing the obsolete ASO-2V and L-166V-11E respectively. Additional upgrades may include more powerful VK-2500 turboshaft engines, which would become standard for all future Hinds if adopted.

Future Hip – the Mi-171A2 displayed by Rosoboronexport at MAKS 2013. Jakub Fojtík

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New anti-tank generation

The prototype of a training variant of the Mi-28, the ’UB, was also revealed at MAKS. Although it looks almost identical to the standard Mi-28N, it has a new, wider front fuselage with flight controls in the front cockpit and a panel for simulating failures during training flights. The front cabin windows of the prototype, a converted Mi-28N, have a slightly revised shape, offering a better view for the instructor, and production helicopters will be equipped with an armoured panel on the front cockpit door. Although the Mi-28UB is designed mainly for training purposes, it will still be a battle helicopter with full operational capability. After its maiden flight on August 9 it was presented to VVS officials who confirmed 60 will be ordered. Its development was driven not just by air force needs but also potential export customers – because the Mi-28 operates very differently from the Mi-24 and other Russian helicopters, mainly because of its glass cockpit, a training variant was deemed essential. Mi-28UB production is planned to begin in 2014 with the first deliveries starting the following year. Meanwhile, based on its experience operating several dozen Mi-28s, the VVS is considering an upgraded model, the Mi-28MN. The current Mi-28N doesn’t fully meet the air force’s requirements – some key elements, such as the mast-mounted Arbalet radar, are still not fully integrated and are lacking on production machines. The radar suffers from vibration but, because of other sensors in

the nose, mast-mounting it is the only practicable solution – so the Ryazan State Instrument-Making Enterprise (RSIE) is working on a new generation of vibration-resistant equipment. The ’MN variant will also come with upgraded avionics as well as new VK-2500-03 engines. After more than a decade of testing, the VVS has defined a final configuration for its Kamov Ka-52 reconnaissance and attack helicopter. Around 25 are now in service and there are many differences between each one. The final configuration is equipped with improved K-37-800M ejection seats for both pilots, enabling safe escape after explosive release of the rotor blades. Helicopters equipped with this system can be easily recognised by pyrotechnic wires in the canopy glazing, additional side-armoured panels protecting the pilots and ejection rocket motors behind the seats. As for mission equipment, all Ka-52s will carry the GOES-451 gyroscopically-stabilised ball turret for flight navigation and target surveillance, which is equipped with TV and IR cameras, a laser designator and a rangefinder. The smaller TOES-520 ‘ball’ can optionally be fitted next to it for navigation at night. While the first Ka-52s lacked a radar, the millimetre-wave radar Arbalet-52 has become the standard fit – at MAKS 2013 it was clearly visible. The Ka-52 carries six weapons hardpoints under the wing: the outer pair is designed to carry the self-defence IR 9M39 Igla-V missile and the others accommodate combinations of weapons including

9M120-1 Ataka and 9A4172-1 Vikhr guided missiles - the latter can be used against armoured targets and in non-contact mode against aerial targets flying at speeds up to 800kmh (500mph). There is a huge difference between the passive defence systems of the first and most-recently produced Ka-52s; many new units were added next to the original L-140 Otklik laser detectors, as fitted to the Ka-50. On the front and rear fuselage of the latest models, L-136 Mak UFM UV sensors, coupled in their housings with L-150 Pastel radar receivers, can detect IR-guided missiles. L-370-5 active IR-jamming DIRCM type sensors are fitted under the fuselage, close to the main undercarriage gear, with UV-26 flare dispensers on the wing ends. This complex of passive defence systems is called ‘President S’ – all items are controlled by computer and can work in automatic, semi-automatic or manual mode and display the direction of a threat together with an acoustic warning. The system was tested on an Mi-8 – around two dozen surface-to-air missiles were fired at it but all missed. The Kamov design bureau is currently focusing on the integration of an automatic target detection system and a new helmet cueing facility made by Ryazan. In early 2014 a contract is expected for a new naval attack variant, designated Ka-52M. It will serve on Mistral-class carriers, replacing the ageing Ka-29TB Helix, and feature a new lubrication system enabling maintenance-free on-board

Above: Inside the Mi-35M – note the mix of analogue and digital displays. Russian Helicopters Left: Mi-35s are being delivered to the Russian Air Force, which ordered 22 in June 2010. Deliveries began in September 2011 and five are believed to be in service, although one was lost together with its crew in a crash on September 8, 2012. Key – Gary Parsons

Above: The new twin-seat Mi-28UB Havoc on display at MAKS 2013. This variant will primarily be a trainer, but with full combat capability. Russian Helicopters Left: Around 20 of Kamov’s Ka-52 Hokum-B co-axial helicopters are in service with the Russian Air Force, and a long-term contract to supply up to 140 was concluded in 2011. Key – Gary Parsons

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RUSSIAN CHOPPERS operations; avionics updated with an autonomous landing system; folding rotor blades for easier storage on deck; and new weapons including guided anti-ship missiles. Although the Ka-52 prototype was frequently demonstrated with anti-ship missiles some ten years ago, they were never fully integrated with the avionics system. Russia is also looking to export – for example, Azerbaijan has asked for a high-altitude performance test of the helicopter to evaluate its qualities in mountainous terrain. The Ka-52 programme recently suffered a setback when on October 29 one of the prototypes, ’52 Yellow’ (c/n 3538264901002, production number 01-02), was written off in a crash in the Vykhino-Zhukebino area of south-eastern Moscow. The helicopter is believed to have suffered a technical problem and control was reportedly lost, following which it spun into the ground, coming down heavily and rolling over onto its starboard side before catching fire. Both of the Kamov test pilots were injured, one seriously. Kamov Ka-31 Helix airborne warning and control systems (AWACS) helicopters are also being upgraded. Kamov offered the Russian Navy a modernised version, the Ka-31R, in the late 1990s but didn't succeed in persuading the defence ministry to invest. When India decided to buy the Ka-31, Kamov restarted its modernisation programme and later for some sold sold some to China. In 2010 the Russian Navy asked Kamov to prepare a modernisation plan to enable the Ka-31 to operate from new Mistral-class carriers, and the firm has since delivered three new Ka-31Rs, all equipped with full glass cockpits similar to those used on the Indian aircraft. Kamov has also started prototype testing of the Ka-31SV variant designed for land-based operations. As well as a new avionics suite, the helicopter

Above: A Kamov Ka-27 Helix from the Russian Navy on display at MAKS 2005. Jakub Fojtík Below: A new Ka-31R Helix-B from the Russian Navy on display at MAKS 2013. Three of the updated helicopters have recently been delivered. Jakub Fojtík

is equipped with an A-737 navigation system, new radio and SAU-37D stabilisation system. The prototype, 31/031, has the ‘President C’ passive defence system fitted, as used in the Ka-52, and wears a camouflage scheme instead of the usual grey.

Above: The Russian Air Force operates more than 30 Halos and has at least 22 more on order. Key – Gary Parsons Below: The massive Mi-26 – the largest helicopter ever to have gone into production. Key – Gary Parsons

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Super-heavyweight

Operation of the super-heavyweight Mi-26 Halo helicopter suffered after the USSR’s collapse in 1989 through lack of funding for maintenance. Although the Halos serving in the Russian Army, the most powerful helicopters in the world, were quite new, the defence ministry gave them little priority as big troop transporters were suddenly not required. As a result only around 10% of the fleet was overhauled and the production line was near to closing. The situation changed after the start of coalition missions in Afghanistan, where commercial Mi-26s provided very effective transport, especially for non-standard operations such as forward operating base (FOB) construction. Some enterprising companies asked for new-build helicopters and the Russian Ministry of Emergency Situations also ordered eight. Chinese state company Cindao, which is involved in

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fire-fighting and rescue, signed up for new Mi-26s and orders followed from military operators in Kampuchea, Malaysia, Laos and North Korea. After the year 2000 deals were agreed for helicopters to Mexico, Peru and Venezuela. A used, ex-Ukrainian Mi-26 was bought by the Congo. The VVS currently has 54 Halos, with less than half in service and the rest stored. In 2010 the Russian defence ministry signed a contract for eight new Mi-26s with options for four more. Although the Mi-26 is very powerful, its avionics suite is based on 40-year-old components and an upgrade project was launched in 2008, primarily to win an Indian contract. In March 2011 the prototype upgraded Mi-26, the T2, was finished with a new avionics suite with five 12in (30.48cm) MFDs made by RPKB of Ramenskoye. They are integrated into the BREO-26 airborne electronic system and can work as primary, navigation or alert system displays and will show images from the FLIR system, which has yet to be fitted. The suite also includes the PBKV-26 flight and navigation system. The Mi-26T2 is capable of operation at night and in bad weather – under the nose it has a TSL-1600 search light attached. The VVS expects to upgrade the majority of its existing Mi-26 fleet to T2 standard in the next ten years and other CIS operators such as Belarus, Kazakhstan and Ukraine are also considering this step.

Above: The Ansat-U is the Russian Air Force’s newest type, but the service is rumoured to be unhappy with its performance and only 12 have been delivered from an original requirement for 100. Key – Gary Parsons Below: The Russian Air Force is buying 16 Kamov Ka-226 Hoodlum helicopters to train its Ka-52 crews. Key – Gary Parsons

Lightweights

The VVS is still seeking a replacement for its ageing fleet of Mi-2 Hoplite helicopters, used for liaison and training. When the Ansat U training variant won a government order in 2001, the defence ministry expected to purchase up to 200, but the number was reduced to 100 units. The VVS accepted the first three in 2008 and an additional six in 2009 – but by 2012 the contract ended with only 12 delivered. The type reportedly suffered technical difficulties and operational service revealed fatigue problems. The crash of one in South Korea in 2006 led to a redesign of the type’s control system, but some pilots say the handling characteristics of the Ansat are very different from the Mi-17’s and Mi-24’s, and so it is not best suited to the training task. The VVS has signed a contract for 16 Ka-226 Hoodlum helicopters with delivery from late 2013. They are used to train Ka-52 pilots and equipped with Rolls-Royce 250-C20R/2 turboshaft engines because the Ka-226T variant, powered by the Turbomeca Arrius 2G1, was not finished at the time of the contract signing.

Russia’s defence ministry is also considering buying the super-manoeuvrable Mi-34S1 light helicopter – an example of which was displayed at MAKS in VVS colours. Four years ago the ministry announced plans to purchase a number of Kamov Ka-60 Kasatka helicopters for training, transport and liaison missions for which the Mi-17 family was considered too large. The Ka-60, the only Russian-built helicopter in its class between the light Ka-226/Ansat and heavy Mi-17, was also expected to replace old Mi-8 variants. Its cargo cabin seats up to 14. Factory flight tests began in 2010 for the start of military acceptance, but in June that year the second prototype crashed near Moscow, causing a long delay to the programme. Kamov is now working on a new military prototype, but in the meantime unveiled the more sophisticated civilian-specification Ka-62 at MAKS.

A global company

In 2012 Russian Helicopters built 290 helicopters, and for 2013 the plan was for 321; in 2014 the figure should reach 350. If so, production will have doubled since 2009. Russia's defence ministry expects to buy more than 1,100 helicopters by 2020 and all production plants owned by the consortium have a great short-term future with state orders and interest from abroad. But despite the evolution of avionics and systems updates, most of the designs have their roots in the 1960s, '70s and '80s. Even modern Russian models – such as the Ka-62 and Mi-38 – were started more than 20 years ago. To keep its position as a global player Russia needs to invest in new types such as the proposed high-speed Ka-92 and Mil X-1 (Kh-1) and the future attack afm helicopter project known as UVK.

The new Mi-38 is intended as a modern replacement for the Mi-8/17 series although the prototype first flew more than ten years ago. Key – Gary Parsons

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US F-16 FAC Training

Gary Wetzel went to Luke Air Force Base to see how the 310th Fighter Squadron ‘Tophats’ teach F-16 pilots to be airborne forward air controllers

Block 42 F-16CM 88-0508 ‘LF’ from the 310th FS high above the Arizona desert. All images by the author unless stated

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L

UKE Air Force Base (AFB), 15 miles (24km) outside Phoenix, Arizona is home to the ‘Tophats’ of the 310th Fighter Squadron (FS). Part of the US Air Force’s Air Education and Training Command (AETC), its primary mission is to train new Lockheed Martin F-16 Viper pilots. However, Tophats is the only school house in the air force for Viper forward air controllers (airborne) – FAC(A).

FAC(A) training

Until November 24, 2008 the 310th FS provided training in low-altitude navigation and targeting

infrared for night (LANTIRN), night-vision goggles and the FAC(A) mission. After that the squadron added the initial Viper course as well as a transition course (TX), senior officer course and instructor pilot (IP) upgrade where new IPs learn how to instruct from the back seat. Lt Col Todd Murphy was the commanding officer of the 310th at the time of AFM’s visit and explained why the Tophats are unique: “We are the only FAC(A) school in the air force. That is our ‘above and beyond’ and keeps us tactically plugged into the combat air forces, which helps our primary mission of training new

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Viper pilots. We are also the only squadron here at Luke that carries rockets on its jets, and we drop a lot more munitions than anyone else here as the FAC(A) students usually get to drop some GBU-12s as well as fire rockets. So naturally we put a lot more pressure on our aircraft maintenance unit than other squadrons and they respond amazingly, giving us great jets to fly.” FAC(A) training lasts nearly six weeks with each student flying six missions – four by day and two by night. Students also travel to Nellis AFB in Nevada to take classes taught by army joint terminal attack controllers (JTAC), receiving exposure to army operations. “At Nellis,” Lt Col Murphy

explained, “Our students see how – from the JTAC’s perspective – to identify targets, kill them and be that extension of the JTAC. As a FAC(A) your job is to help him ‘see’ what he can’t and strike targets he wants hit, as you have a much different perspective than he has.” Maj Tom Juntunen, a FAC(A) IP with the 310th, explained to AFM how a student becomes a FAC(A) qualified pilot. “FAC(A) is a critical mission, as it is the piece that ties the air assets into the ground commander and the ground troops. Through classroom academics, simulator time and actual flying we provide the combat air forces with new Viper FAC(A)s. Typically, we receive pilots mostly from

“We are the only FAC(A) school in the air force. That is our ‘above and beyond’ and keeps us tactically plugged into the combat air forces, which helps our primary mission of training new Viper pilots”

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Fast FACs

During the Vietnam War the ability of the Viet Cong and North Vietnamese military to shoot down slow moving, propeller driven-FAC aircraft – such as the Cessna O-1 Bird Dog – improved dramatically and a solution was needed to reduce the mounting losses while continuing to keep a close eye on the numerous infiltration and supply routes used by the North Vietnamese. In June 1967, Detachment 1 of the 416th Tactical Fighter Squadron, 37th Tactical Fighter Wing, was established at Phu Cat Air Base in South Vietnam under the command of Major Bud Day. Through a secret programme named Commando Sabre, Maj Day took command of four two-seat North American F-100F Super Sabres, assigned the callsign ‘Misty’, and began the ‘fast FAC’ mission over Laos and North Vietnam. By the end of the war in Southeast Asia 157 pilots had been assigned to the role – of these, 34 were shot down with the loss of eight. The dangerous work executed by the ‘Misty’ crews established the tactics and techniques that would be the foundation for US Air Force FAC(A) training for generations.

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US F-16 FAC TRAINING

Above: An F-16 from the 310th FS takes off during a large force exercise on July 19 equipped with a AN/AAQ-14 LANTIRN targeting pod. US Air Force/Airman 1st Class James Hensley

Hill AFB and Korea, where this skill set is one of the critical missions for those bases. “Once a student arrives, they get three days of academic instruction, where they learn everything from army symbology, rules of engagement, lessons in fratricide [blue on blue], how important the job is and how fast things can go wrong.” After the academics, the students move into the simulators, which are dynamic and able to replicate nearly every scenario they may face in the real world. But, more importantly, the simulator rides will introduce the students to the six flights they will have to pass to become a Viper FAC(A). Maj Juntunen continued: “As an IP in the simulator I can sit at a console and see exactly where the student’s targeting pod is looking and I can throw in other entities as well, such as a Predator or Reaper [remotely piloted aircraft – RPA] or even a flight of inbound fighters or a bomber. There are also three other simulators linked with real pilots flying who are part of the scenario. With unlimited fuel and bombs, we can get some really good training from the sim, but it is still not the same as actually going out and flying the jet.” Once the initial simulator missions are flown, it is time to fly the first two missions for the class. Four F-16Cs will take part, with the FAC(A) IP flying in the number two position, acting as the student’s wingman, as well as running the sortie, playing the role of JTAC, RPA operator or whatever specifics are called for. Mission-qualified pilots fill the other two Vipers, to act on the student’s instructions and being able to employ ordnance. The first mission is mainly an introduction to the world of being a Viper FAC(A), such as how to check in with the JTAC, racking and stacking aircraft, marking and being in control of targets, and clearing aircraft to employ weapons. White phosphorous rockets and laser spot search and track methods are introduced for target marking. “The first target is one that is easy to get eyes on,” Maj Juntunen explained. “We call it the 48 #310 JANUARY 2014

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mantra, getting the student into a cadence or flow of passing targeting data, which is the nine-line that describes all the relevant targeting information for a pilot to use. We make sure they are taking the correct steps along the way; having the aircraft they are in control of meeting all the restrictions and giving clearances in a timely manner. “As the FAC(A), you might be overhead before anyone else, so you may have had multiple 9-lines [codified information messages] passed to you, and now you have to divvy them up as platforms arrive to help. The FAC(A) is the administration centre in a particular small portion of the sky. As a FAC(A) I could have four 9-lines passed to me, and I have fighters inbound along with a bomber that shows up and some helicopters. My job is to make sure we are prioritising the targets in accordance with how the ground commander wants them destroyed.” Next sortie for the FAC(A) students is an urban scenario and, looking back at his own experiences, Maj Juntunen explained the importance of communication to prevent an urban operation from quickly becoming a disaster: “In 2004, I was in Iraq about the time Fallujah was first going to happen [Operation Vigilant Resolve], and there needed to be a way to more quickly identify target buildings and structures. So my squadron’s weapons officer sat down with the ground liaison officer and created a ‘phone book’, as we called it. It divided the city up into sectors, and numbered each building in the sector so we were able to quickly mark targets and steer clear of cultural sites. “The urban ride [sortie] is all about sensor management. Perhaps you have an RPA out there, and you have to manage its sensors to help the mission. As the FAC(A), you have access to that imagery. You are the management for all the sensors out there – you can say: ‘Reaper, search this section of the city and report back if you see anything suspicious.’ And the Reaper operator will have a list of things that are considered suspicious. If

“Once a student arrives, they get three days of academic instruction, where they learn everything from army symbology, rules of engagement, lessons in fratricide, how important the job is and how fast things can go wrong”

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you are going to work in an urban environment and you don’t have a Sniper pod [on your aircraft], you are pretty much useless.” The third and fourth training sorties are also preceded by simulator flights; however, the third flight is the one that is most commonly ‘busted’ by the students due to the level of task saturation and numerous threat envelopes that must be avoided. The low altitude/weather ride presents the students with new challenges, including working below the weather, avoiding terrain and getting ordnance down through the clouds while staying outside threat envelopes. For the final day flight – the fourth ride – the student must demonstrate they are capable of moving to the final two night sorties. This mission simulates a major ground conflict featuring simulated

tank battles, a defined forward edge of the battle area where the home team is trying to advance and gain ground. Multiple surface threats and multiple JTACs populate the complexity of the scenario. The night missions replicate the final two daylight missions, with the fifth flight also an urban FAC(A) mission only using NVGs. An attempt is made at using a real urban setting for the training. Also during the night mission, the students are introduced to using different types of area illumination, such as the parachute-retarded M278 IR flare and M257 illumination flare. Their final flight is the ‘graduation ride’, usually flown with the squadron commander where the student has to demonstrate proficiency in the full spectrum of air strike control missions. “Also during the night missions,” Maj Juntunen said, “one of the things we like to do is simu-

late some sort of CSAR [combat search and rescue] event where the FAC(A) is responding to a ‘troops in contact’ situation when an aircraft goes down. By making them the on-scene commander immediately they have to realise that ground war does not stop, so how are they going to allocate their resources to make sure that the downed pilot gets picked up while not abandoning the guys on the ground who called for the help initially? We don’t make it easy for them.”

Necessary skills

With the end of the Iraq War and forces in Afghanistan being drawn down, there is concern that the focus on CAS missions and FAC(A) training will be reduced despite the benefits the skill set brings. Lt Col Murphy continued: “Here at the 310th we really pride ourselves in the FAC(A) mission, and I push that side of our training. We tend to forget between wars how important CAS is. And CAS training is hard to do, because it requires us to train with the army and takes resources from a FTU [flying training unit]. "But the skill set it provides to the entire F-16 community is huge, because you can use it for CAS, dynamic targeting, and even for surface attack tactics. Our training creates better F-16 pilots overall, because every Viper unit has a FAC(A) and they can go out and train to those standards – the standards brought back to the unit by FAC(A)s trained here. Even if we Viper FAC(A)s were never used again in that role, I guarantee we will be used in a CAS role, or CAS-like role, and those skill sets will be important. Having Viper FAC(A) trained pilots makes us afm all better.” Left: A FAC(A) IP checks the rocket pod fitted to his Viper’s starboard wing before a training mission. Below: Luke AFB is perhaps the busiest air base in the US with two US Air Force training wings and one each for the Republic of China and Republic of Singapore Air Forces.

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Philippines disaster

International Rescue Lewis Gaylard was at RAF Brize Norton to see the first UK aid fly to the typhoonstruck Philippines

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1: All in! The final two vehicles to go onboard were the Land Rovers. Lewis Gaylard 2: Loading begins – the large JCB tractors are first on to the Globemaster III. Lewis Gaylard 3: One of the three C-17 crews used to transport supplies from the UK to the Philippines prepares to touchdown in Singapore to refuel on November 16. Following a 25-hour flight, it arrived in Cebu City to despatch its cargo of JCBs, Land Rovers and pallets of medical supplies. Crown copyright/MoD/Sgt Ralph Merry ABIPP RAF 4: C-17 ZZ177 before its marathon trip in the early hours of November 15 at RAF Brize Norton, Oxfordshire. Greg Caygill

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yphoon Haiyan, which struck the central Philippines on November 8, caused widespread devastation after winds of up to 147mph (235km/h) and waves as high as 20ft (6.1m) destroyed buildings, cut power lines and displaced more than 600,000 people – leaving many homeless. The international community was quick to respond with aid. The UK’s Department For International Development (DFID) acted swiftly by sending the Royal Navy’s Type 45 destroyer HMS Daring, followed by the aircraft carrier HMS Illustrious and its embarked air wing. Speaking on November 14, the commanding officer of Illustrious, Captain Mike Utley, said: “The young sailors and airmen in my crew have seen the news reports coming in from the Philippines and no-one is in any doubt of the scale of the task ahead of us, but all want to help in whatever way they can. We’re used to operating with embedded teams from the army and the RAF and we’ve repeatedly proven our ability to work with other nations, including the United States and civilian aid organisations, with whom we expect to see a lot of interaction. As always, we’ll be ready for anything.” As part of the British response, the Royal Air Force’s 99 Squadron, based at RAF Brize Norton in Oxfordshire (see Keeping Buddha Flying, AFM December 2013), was tasked with taking much-needed heavy lifting equipment and medical supplies to the Philippines. Equipped with eight Boeing C-17 Globemaster IIIs - the ‘workhorse of the RAF’ - 99 Squadron provides a tremendous strategic lift capability with the C-17's 4,500-mile endurance. On November 15 C-17 ZZ177

5: A Royal Navy Lynx helicopter of 200 Flight, 815 Naval Air Squadron, operating from HMS Illustrious, flies over the debris of Typhoon Haiyan. Crown copyright/MoD/POA(Phot) Paul A’Barrow, RN 6: General Roy Deveraturda, head of the Philippino Armed Forces for the Central Region, welcomes the C-17 on its arrival at Mactan-Cebu International Airport on November 16. Crown copyright/ MoD/Sgt Ralph Merry ABIPP RAF

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carried a very different load from normal – a JCB 427 four-wheeled heavy loading shovel, a JCB 540 fourstage telescopic handler and a JCB 535 three-stage telescopic handler along with two white-painted Land Rovers, all emblazoned with stickers saying ‘UK aid from the British people’. Along with the vehicles were pallet-loads of valuable medical supplies. The UK’s Secretary of State for International Development, Justine Greening, said: “The UK’s first deployment of the C-17 is one of a raft of shipments delivering DFID-funded food, water, shelter, medicine and other bare essentials to the people of the Philippines almost 7,000 miles away.” Wing Commander Stuart Lindsell, 99 Squadron’s CO, was at the forefront of planning the aid relief mission. “Most of the work we do here is in support of operations in Afghanistan and other worldwide commitments,” he said. “Humanitarian missions, when they come through, are short-notice and very fast-moving, which is exactly what we have with this mission. Our confirmation came through a couple of days ago and we’ve been able, after a lot of work and planning by the squadron guys, to be ready to ‘go’ in very short time. “We have around 300 to 400 personnel on the squadron and everyone is really excited when something like this comes along. We see the TV images, just like the general public does, so it gives us a great deal of pride and satisfaction that we’re able to contribute to the aid relief. “We’ve not had a shortage of volunteers from the squadron who want to ‘do their bit’ and many have given up their personal time to help. We have almost 45 tonnes of cargo on board, cargo you would not normally expect to see on our aircraft. It’s pretty full down the back! “When we get on the ground in the Philippines,

hopefully the challenges in carrying out our mission will be minimal. We’ll be met by agencies who will help with co-ordinating the off-loading of the cargo, allowing us to get the aircraft ‘turned around’ and able to return to base as soon as possible. It will be a dynamic challenge, but we’re up for it. There is a great buzz around the squadron and we’re determined to get the job done as quickly as we can.” This first mercy mission got under way when the heavily laden C-17 departed Brize Norton at 0730hrs - ahead of the crew was a 7,000-mile journey taking in refuelling stops in the Middle East and Singapore before landing at Cebu airport in the Philippines. Three ‘slip’ crews were involved with changeovers conducted at each fuel stop. With Philippines head of state President Benigno Aquino giving the RAF’s mission his personal seal of approval, the C-17 touched down at Cebu airport after its 25-hour trip from the UK to be warmly

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greeted by the British Ambassador, Mr Asif Ahmad. As he watched the first of the three rough-terrain JCBs drive from the aircraft’s cargo hold, he said: “The arrival of this equipment means that the promises the British Government made to the people of the Philippines have become real.” Representing President Aquino at the airfield was General Roy Deveraturda, the region’s senior military commander: “Your country’s response has been overwhelming. We will always remember these gifts with gratitude. The problems left by the typhoon will stay with us for a long time and we will continue to require a lot of resources. I cannot thank the RAF and the British people enough for their efforts.” The vehicles, driven off the aircraft by Corporal Darren Pollard of RAF Wittering’s Motor Transport section, were handed to the UK’s DFID. Unloading of the JCBs, Land Rovers and pallets of medical supplies was completed in 90 minutes by three airmen from 1 Air Mobility Wing, based at Brize Norton. Other personnel on the flight included four RAF policemen, a medical officer from the Deployable Aeromed Response Team Squadron and an afm environmental health technician.

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“The arrival of this equipment means that the promises the British Government made to the people of the Philippines have become real”

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PHILIPPINES DISASTER

In the wake of

Typhoon Haiyan Gérard Gaudin flew to the disaster-struck Philippines just days after its worst typhoon in decades

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LARGE-SCALE RELIEF operation involving more than 40 countries swung into action in the aftermath of Typhoon Haiyan. Numerous military and civilian assets from across the world were mobilised to provide aid to the storm-devastated Philippines after thousands were killed and millions left homeless. The United States, Australia, New Zealand, most European nations and Israel sent troops, medical teams, heavy equipment, helicopters and aircraft to help in the relief operations. Most of the aircraft operated outside the worst-affected area around the city of Tacloban, the capital of the Leyte province. Mactan-Cebu International Airport, on the neighbouring island – also called Benito Ebuen Air Base in Mactan – quickly became a hub for flights carrying rescuers and/or humanitarian aid. Among the first to arrive was the Belgian emergency relief unit B-Fast (for Belgian First Aid and Support Team) on board an Airbus A330 leased by the Belgian Air Component. It was soon joined by many foreign – civilian and military – cargo aircraft to supplement the few Philippine Air Force C-130s (see More Force in the Air, AFM December 2013). Naval vessels also supported the relief effort – the US sent the aircraft carrier USS George Washington, which docked in Leyte Gulf, the same bay where

Above: US Marine Cpl Stephen Jarrell, a crew chief with Marine Medium Tiltrotor Squadron 265 (VMM-265) observes a destroyed village from a Bell Boeing MV-22B Osprey aircraft as a bilateral assessment team lands to deliver relief and determine needs on November 18. The team travelled to remote areas near Leyte to assess the help needed by people isolated following Typhoon Haiyan. US Marine Corps/Capt Caleb Eames Below: Belgian Air Component Airbus A330-322 CS-TMT is towed across the apron at Cebu on November 12. It carried the first foreign rescue team deployed to the Philippines. B-FAST (Belgian First Aid and Support Team) is an inter-ministry agency responsible for humanitarian interventions abroad. Gérard Gaudin  

Below: Surrounded by the destruction caused by Typhoon Haiyan, US Air Force and Philippines Air Force C-130 Hercules deliver aid and evacuate people at Tacloban airport. ADF

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Nations Gather to aid Philippines Canada's Minister of National Defence, Rob Nicholson, announced on November 16 that three Canadian Armed Forces (CAF) CH-146 Griffon helicopters and aircrew were being deployed to support humanitarian assistance and relief efforts in the Philippines. “These helicopters will provide the [Canadian] Disaster Assistance Response Team [DART] with additional means to reach and help those who desperately need our assistance,” he said. They were due to support Operation Renaissance, the Canadian humanitarian support mission to assist in the aftermath of Typhoon Haiyan. The Royal Canadian Air Force (RCAF) crews were from 408 Tactical Helicopter Squadron at CFB Edmonton, Alberta and the helicopters came from CFB Valcartier in Quebec and CFB Borden in Ontario. Canada’s Operation Renaissance also involved an RCAF CC-144 Challenger flying an initial team to the Philippines on November 11, followed by the advance team from DART two days later. The main DART team arrived on board a CC-177 Globemaster, the flight carrying approximately 50 personnel including an engineering unit from 4 Engineer Support Regiment (4 ESR), 5th Canadian Division Support Base Gagetown as well as pallets of kit and equipment. On November 14 an RCAF CC-150 Polaris aircraft carrying 70 additional DART personnel, including medical and support personnel, left 8 Wing Trenton. Countries large and small are contributing to the effort – one of the latter is Brunei, which has been using its sole CN235M-110, TUDB-501, to deliver humanitarian aid. The aircraft is in service with the Royal Brunei Air Force (Angkatan Tentera Udara DiRaja Brunei - ATUDB) and is operated by 5 Squadron, based at Rimba Air Base, Brunei International Airport. A fourth batch of aid for the Philippines was airlifted from Brunei to Tacloban by the aircraft on November 22, the consignment including food and bottled water.

Above: Two Indonesian Air Force C-130s with others from Australia and Taiwan in the background. Gérard Gaudin Below: Also at Cebu on November 12 was the Antonov An-225 Mriya, the largest aircraft in the world, which is often used for military contracts. Gérard Gaudin

US forces landed during the Second World War to liberate the country from Japan. Britain sent its only aircraft carrier, HMS Illustrious, which has seven helicopters onboard and could process fresh water, plus the new Type 45 destroyer HMS Daring. Air assets included a dozen US Marine Corps C-130s, including some from Marine Aerial Refueler Transport Squadron (VMGR-152) and eight MV-22B Ospreys from Marine Medium Tiltrotor Squadron 262 (VMM-262) based in Okinawa (Japan). They were quickly reinforced by about 1,000 additional marines

with the 31st Marine Expeditionary Unit (MEU), including 100 members of VMM-265, who flew to the Philippines aboard eight more MV-22Bs. The rest of the MEU embarked with two navy dock landing ships. The death toll in the disaster reached 5,260 in early December, with 1,759 missing and nearly four million displaced, according to the Philippines National Disaster Risk Reduction and Management Council. More than two and a half million people also needed food aid, according to the UN afm Food and Agriculture Organisation (FAO). Taiwanese C-130H 1303 (85-0015) lands after another relief mission. The aircraft is from a batch bought by the RoCAF in the mid-1980s. Gérard Gaudin

Flying Dutchman McDonnell Douglas KDC-10 T-235 ‘Jan Scheffer’ from the Royal Netherlands Air Force (Koninklijke Luchtmacht) left Eindhoven air base on November 14, loaded with 35 tonnes of relief supplies for the Philippines. The Samenwerkende Hulporganisaties (SHO – co-operating aid agencies) in the Netherlands supplied a water treatment plant, jerry cans, medication, tents

and other essential supplies for the victims of Typhoon Haiyan. The flight went to Cebu via Mumbai (India) for a fuel stop. Before the aircraft left, the KDC10 pilot, Major Erik Boekelman, said: “It will be a tough flight. We fly a long distance with two night flights. It is good that we provide humanitarian assistance in this way.” Joris van Boven

Above: Sixteen MV-22B Ospreys from the US Marine Corps were involved in the relief operations, both from Cebu and more remotely. US Marine Corps/Capt Caleb Eames Below: The Australian government established Operation Philippines Assist to support international operations in the wake of Typhoon Haiyan. A Royal Australian Air Force C-130J Hercules arrives at a heavily-damaged Tacloban airport to deliver an Australian medical assistance team and evacuate Filipinos. ADF

KDC-10 T-235 is loaded in the early hours of November 14 at Eindhoven. Joris van Boven

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EMBRAER R-99 - EYE IN THE SKY

Brazilian Sky Eye in the

Sérgio Santana examines the origins, capabilities and roles of the Brazilian Air Force’s Embraer R-99, one of most sophisticated surveillance systems in the world

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HE EMBRAER R-99 serves with the Brazilian Air Force (Força Aérea Brasileira – FAB) and was designed to act as an environmental monitoring platform for the System for the Amazon Protection and Surveillance System for the Amazon (SIPAM/ SIVAM) programme. The initiative was established in September 1990 by the Brazilian Government to prevent rising crime rates in the Amazon region, such as illegal deforestation and drug smuggling.

After the SIPAM/SIVAM contract was signed in 1994 it was planned that environmental monitoring and airborne air control tasks were to be performed aboard a single aircraft type. The Embraer EMB-120 Brasilia (a twin turboprop, 30-passenger commuter airliner first flown in 1983) was chosen. However, the weight of the required equipment – not to mention the facilities for the technical crew and massive hardware cooling – led to the decision to try and fit them into two versions of the Brasília. In both cases this resulted in a stretched fuselage design, strengthened landing gear, heavier maximum take-off weight and uprated powerplants. The proposal even considered the use of a rocket-assisted take-off concept,

which was eventually regarded as too dangerous and discarded. A solution appeared in 1996 with the EMB-145LR, a long-range version (3,000km/1,600 nautical miles) of Embraer’s first executive jet, which had flown for the first time a year earlier. Work on the EMB-120 was abandoned in 1997, the same year in which a contract was signed for three examples of the EMB145LR suitably modified for environmental monitoring, known as the EMB-145RS (Remote Sensing).

From bizjet to military

The EMB-145RS airframe incorporated many specific modifications compared to the standard EMB145LR to perform a broad spectrum of missions,

SAR surveillance modes

• Air-to-air – up to 30 targets, with a radar 2 cross section down to 2m (a value usually found in drones and low-observable fighters) can be detected and tracked • Spot SAR – when a target area is continually ‘illuminated’ by the X-Band antenna, resulting in frames updated at every 10-20 seconds • Strip mapping – a survey area is divided into strips • Wide area spot – covers a large area, coupled with the simultaneous identification of up to 30 contacts moving on the ground at a minimum velocity of 18km/11 miles per hour.

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1: FAB 6751 during the search operation for the debris of Flight AF447, the Air France A330 that crashed in the Atlantic Ocean in 2009. FAB 2: R-99 FAB 6752 over the Amazon Basin. FAB 3: The SAR/FLIR workstation. João Paulo Zeitoun Moralez 4: The communication/non-communication exploitation system workstation. João Paulo Zeitoun Moralez 5: FAB 6751 takes off from Campo Grande AB in May during the PARBRA III, a joint operation between Brazil and Paraguay. FAB

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including: monitoring all weather natural resource exploitation, environmental/riverine pollution, economic activity/ground occupation, road and river traffic, opening clearings and illegal activity surveillance and detecting clandestine airfield construction across the Amazon Basin. The forward fuselage’s frame 2 received an FSI Star Safire II AN/AAQ-22 forward-looking infrared (FLIR) turret, while the central section’s module 2 was prepared to be fitted with the MacDonald, Dettwiler and Associates’ synthetic aperture radar (SAR) on the fuselage sides and the GER EPS A-31T multispectral scanner (MSS) located below the SAR. Although the EMB-145RS has been designed to fulfil specific tasks, the designers took advantage of many of the modifications incorporated into the EMB-145SA (Surveillance Aircraft), the version dedicated to airborne early warning and control (AWAC) roles and also for the SIVAM/SIPAM requirement. It had most windows removed as a weight saving measure, ventral strakes fitted to the rear fuselage to improve directional stability and datalink system antennas installed on horizontal stabilisers. Internally the changes were even more impressive – starting from the flight deck, the standard Honeywell Primus 1000 navigation suite was improved by addition of the Universal UNS-1D dual flight management system and the Honeywell H746G inertial navigation and GPS. The passenger cabin has had its 50 seats replaced by a crew rest area with five seats separated by an internal wall from the mission compartment, which comprises three workstations; one with the SAR/FLIR, followed by another with the communication/non-communication exploitation system and a third with the MSS. The mission compartment ends with avionics racks, a toilet, six fuel cells with a capacity of 2,405 litres (635 US gal) and a baggage hold. The

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EMBRAER R-99 - EYE IN THE SKY FAB 6750 takes off from Campo Grande AB during Operação Laguna 2009, a combined exercise with the Brazilian army and navy. FAB

energy required by all on board systems is now provided by a 75 KvA Sundstrand T-62 auxiliary power unit. The radar can be deployed at altitudes up to 37,000ft (11,300m) with the R-99 flying at speeds up to 720km/h (330 to 390 knots). The R-99 has an endurance of eight hours without in-flight refuelling.

the mission profile, and has 25 separate operating modes. For surveillance there are four operational modes (see panel). It is worth noting that the last three operational modes are also found in specialised battlefield surveillance platforms, such as the RAF’s Raytheon

ASTOR Sentinel R1. During a surveillance mission, the data is recorded onto 48 Gb DCRSi (digital cartridge recording system) tapes and 40 Gb AME (advanced metal evaporated) Mammoth tapes – the latter containing one of the six channels selected from those recorded in DCRSi tapes – processed in real time and displayed in the operator’s screen. Alternatively, after the return from a mission, this dataset is played in a workstation loaded with software called IETPD (Image Exabyte Tape Playback and Display), which will generate a detailed map with geographic references of the target area. The DCRSi tapes are processed by either the Divisão de Processamento de Imagens (DIMAG – image processing division) based in Manaus or a similar installation at Anápolis Air Base, home to the R-99s. The R-99 also incorporates a signal/communications intelligence capability, as it is equipped with the L3 Systems communication/non-communication system capable of 360º coverage in a wide range of frequencies. The EPS-A 31T MSS, manufactured by Geophysical

Mission equipment

The FSI Star Safire II FLIR turret has an infrared sensor, a laser rangefinder and two TV cameras, covering 360º in azimuth and +30º/120º in elevation and can detect targets by their heat signatures within distances of up to 92km (49.6 nautical miles). The system has ten operating modes (see panel). The synthetic aperture radar is designed to be allweather mapping by the emission of microwaves. Its working principle is based on the amount of radiation reflected by a target after it has been ‘hit’ by the microwaves – man-made objects, such as a clandestine runway, have a different reflection index compared to the natural scenery surrounding it. The MDA radar aboard the R-99 has two pairs of antennas: one located in the aircraft sides operating in L-Band (at 1.28GHz, used for Digital Elevation Models – DEM) for mapping and surveillance while the other on the R-99’s underside uses X-Band (at 9.3GHz) for biomass evaluation, land use and geology surveys. The device functions on two channels, mapping and surveillance, selected according to 56 #310 JANUARY 2014

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Above & top: FAB 6752 flies over its operational environment, the Amazon forest. Embraer

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Star Safire operating modes • Heading hold – keeps the camera steady during the operation of the aircraft • Search and track – performs a side scan within a selected area • Inertial point – searches for a scene or follows a target • Autoscan – searches a designated area for an unknown contact • Autolock – used when a contact is detected that satisfies the tracker target acquisition criteria and the tracker may begin an automatic track on the detected contact • Cage – when the turret is commanded to a default pointing angle either set by the factory or by the operator • Point – if the turret is aimed at a position selected by the operator • Multi-target – keeps track of up to five targets in the window and tracks the most high-priority one • Microscan – samples an optical image allowing better multiple target recognition • Slave TV/IR field-of-view – allows an operator to synchronise the fields-of-view used by the IR imager and CCD camera.

and Environmental Research, Inc, generates 31 vertical simultaneous images of the target area (28 in the visible/near infrared spectrum, two in medium infrared and one in thermal infrared). The MSS is used for evaluation of land use, hydro resources, vegetation, agriculture production, deforestation and mapping/identification of nonregular areas, when is complemented by the SAR. Its maximum operating altitude is 15,100ft with the spatial resolution varying from 1.25 to 10.0m (4.1 to 32.8ft), depending on the flight altitude. As with the data gathered by the SAR and FLIR, the information generated by the MSS can be analysed on board the R-99, printed and/or transmitted via datalink using Rohde & Schwarz M3AR 400U Series VHF/UHF radios at a velocity from 6 to 12 kbps.

First flight and induction into FAB service

The first flight of the then-designated Embraer EMB-145RS took place on December 18, 1999, and the first of three aircraft, designated EMB-145RS

An R-99 formates with its operational partners, the E-99 and Super Tucano. Embraer

FAB 6750, was accepted into service as part of the newly-formed 2ª Esquadrilha do 2º Esquadrão do 6º Grupo de Aviação ‘Esquadrão Guardião’ in a ceremony held at Anápolis AB in Goiás state on July 24, 2002. It was put in action one month later as part of Operação Aeron when many clandestine airstrips spread throughout the Amazon were detected. Since then, the three R-99Bs (as they were re-designated in October 2008) constantly participate in missions organised by FAB and the Brazilian Federal Police against illegal activities in the Amazon. Digital Elevation Model maps allow airstrike missions to be performed with more accuracy and safety as every single geographic detail is described. Other kinds of mission in which the R-99 has been employed include aircraft crashes, when the mission equipment has been capable of detecting debris scattered over a wide area that is difficult for rescue teams to access. This was the case on September 29, 2006, when Flight 1907, a Boeing 737-800 operated by GOL Linhas Aéreas collided

with an Embraer Legacy 600 during the latter’s delivery flight to ExcelAire Services in the USA. The aircraft collided over a forest in Pará state and the R-99 found the small pieces of the Boeing’s airframe hidden in the dense vegetation thus providing the crash investigation team with evidence.

Update on the horizon

No official announcement has yet been made concerning the upgrade of the R-99, but the upcoming modernisation of the E-99 – as the EMB-145SA is designated in the FAB – should include the R-99 as both aircraft have common items, such as the tactical radios and signal/communication intelligence systems. The radios will be replaced by the Rohde & Schwarz MR6000R software defined radios, which will run Link BR-2, making a higher rate of transmission and reception of data possible. The SIGINT/ COMINT suite will be exchanged for another, more capable model made by a manufacturer yet afm to be decided.

EMB-145SR FAB 6752 prior to its delivery. Embraer

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AIRCRAFT PROFILE EMBRAER SUPER TUCANO

Light Attack in combat David C Isby profiles Brazil’s ‘trainer with added bite’

N

O MANNED combat aircraft entering service in the past decade has seen more action than the Brazilian-designed light attack Embraer EMB-314 Super Tucano. By the beginning of 2013 160 Super Tucanos worldwide had logged more than 26,000 combat hours and 170,000-plus flight hours. In Latin America, Africa and Southeast Asia, Super Tucanos operate in air arms alongside Mach 2 fighters while in others they are the highest performance aircraft. Afghanistan may well become the next combat user of the Super Tucano. Its air force currently has no armed fixed-wing combat aircraft. Because the aircraft will be paid for by US aid funding, the US Department of Defense

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(DoD) will inspect and approve them and the US Air Force will train their crews. The USAF has twice decided that the A-29 (the Super Tucano’s US military designation) was the winner of the 20-aircraft light attack support (LAS) competition for Afghanistan. The US prime contractor for the LAS Super Tucano is Sierra Nevada, an intelligence, surveillance and reconnaissance (ISR) specialist. In bringing the LAS into service, the US and its Afghan allies will be able to follow Super Tucano successes in the Dominican Republic and Colombia as well as Brazil’s use of them for airborne security to combat ‘narco-traffickers’. Other air arms may follow Afghanistan in adopting the Super

Above: An order for six aircraft for Angola was announced on March 28, 2012, and the first three were handed over to the National Air Force of Angola on January 31 entering service in July. Embraer Top: The Brazilian Air Force is the biggest user of the A-29 Super Tucano with 99 delivered to date. Agência Força Aérea/Sgt Johnson

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“It’s not a low-speed airplane. On approach, at 115 knots, it’s only 15 knots slower than the F/A-18. It rolls about 360 degrees per second, like the F/A-18” Tucano. Its capability will soon be improved through integration of additional munitions and sensors. But most significantly, the procurement, operations and maintenance costs associated with a single jet fighter can fund a small fleet of Super Tucanos.

From trainer to attack aircraft

The Super Tucano resembles its predecessor, the EMB-312 Tucano trainer, well known for its service in the RAF and air arms worldwide, but its airframe has been completely redesigned. “They wanted to go with a clean sheet,” AFM was told by William Buckey, a retired colonel and US Marine Corps aviator and now a vice president for Embraer’s

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The first A-29B for Chile was rolled-out by Embraer in November 2009, with four delivered by early January 2010. All 12 have been operational since July 2010. Fernando Valduga/Wikimedia

US operations. It uses the more powerful 1,600shp Pratt & Whitney Canada PT-6C-68 turboprop engine, carries a greater payload, range of armament and sensor options and has a strengthened structure (providing higher ‘g’ loads

and a 12-18,000-hour airframe life) and landing gear. “It was designed for counterinsurgency and counternarcotics missions and can operate from austere airfields with a minimum amount of support,” Buckey added.

The Super Tucano has impressed those that fly it. Gerry Gallop, a retired naval aviator, has flown simulated combat missions in the Super Tucano for a DoD contractor. “It’s not a low-speed airplane. On approach, at 115 knots, it’s only 15 knots slower than the F/A-18. It rolls about 360 degrees per second, like the F/A-18.” Its full HOTAS (hands on throttle and stick) controls make it “like an early Hornet or F-16 Block 30 with a prop”, he added. “I really enjoy flying it. It’s a fine aircraft, and I came to it straight from the Su-27, so it was hard to remember when I was not in a jet. The avionics are set up like an F/A18, so I like that. It’s a softwaredriven aircraft. The software is

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AIRCRAFT PROFILE EMBRAER SUPER TUCANO three menus deep, but if you can run an iPhone, you can get used to it.” Current Super Tucanos have three (two in earlier production versions) Elbit USA multifunction displays in each cockpit.

The A-29 has up to 130 different weapons combinations, including air-to-air missiles and laser-guided bombs. Embraer

Into combat

The Super Tucano’s combat experience has included attack and interception missions. It has also operated as a persistent (four hours on station with its two underwing tanks) intelligence, surveillance and reconnaissance (ISR) platform, with or without armament, to engage any threats detected. Unlike an unmanned air vehicle (UAV), a Super Tucano does not require a dedicated support infrastructure and has aircrew for target identification and airspace deconfliction.

Dominican Republic

In 2009 the Dominican Republic (DR) was losing its war against narcotics. In the December the former governor of the Central Bank and DR ambassador to the US, Bernardo Vega, wrote in the newspaper Hoy that in 2008 an estimated 73 tonnes of cocaine had arrived in the country, mostly by air. Dr Mabel Féliz Báez, head of the DR’s National Drug Council, said her country “was being bombed by these drug shipments”. DR dams, easily recognisable from the air, were frequent targets for cocaine airdrops, which were retrieved by small boats on the lake. The Dominican Air Force (Fuerza Aérea Dominicana FAD) operated Cessna AT-37 Dragonflys – one shot down a narco-trafficker over Haiti – between 1984 and 2010, although there had been a break in 2000. The first two of eight Super

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Tucanos arrived in December 2009 with the remainder delivered by August 2010. By then the Super Tucanos had turned the airspace of the DR into a barrier to narcotrafficking aircraft instead of a pathway; the flow of contraband going north reduced to 13 tonnes, and in July 2011 FAD Chief of Staff Major General Israel Diaz said his force had reduced it to “zero”.

Dominican Civil Aviation Institute (IDAC) director José Tomás Pérez told the press in New York in December 2010 that in 2007/8 some 15 or more narco-trafficking aircraft had penetrated DR airspace each month, but by October 2010 traffic had disappeared. “Since the introduction of the Super Tucano and ground-based radars, illicit air tracks into the Dominican Republic

Above: Although the Dominican Republic selected to replace the A-37B Dragonfly as long ago as 2001, it was only in September 2008 that a an order for eight aircraft was funded. The first two were delivered in December 2009 with the last arriving in October 2010. US Air Force/Lt Col Jonas Reynoso Below: It was announced in May 2008 that Ecuador was negotiating with Embraer for 24 Super Tucanos, worth $270 million. The first two were delivered in January 2010, but that October the number was renegotiated down to 18 to release funds for the purchase of exSAAF Cheetah aircraft. All 18 were delivered by the end of 2010. Santiago Rivas

have dropped by over 80%,” he confirmed. Lieutenant Colonel Hilton Cabral, then the FAD Super Tucano squadron’s commanding officer, said in August 2011 that prior to the introduction of the type, the number of such tracks per month had averaged more than eight, but by 2010 it was less than one. The DR’s new combat aircraft capability was expensive and politically controversial. Infrastructure had to be created, including a command and control centre at San Isidoro air base plus an Israeli-built Elta EL/M-2082 long-range 3D air surveillance radar and several EL/M-2106NG (new generation) radars as gap-fillers. These have all been operational since 2010. Airstrips were made operational to take advantage of the Super Tucano’s reinforced landing gear and large, low-pressure tyres. “We’ve flown our Tucanos from grass airfields that were once used when we had P-51 Mustangs,” Lt Col Cabral said. International co-operation facili-

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tated FAD Super Tucano operations – the aircraft were bought from Embraer with a loan of more than $93 million from Brazil’s National Economic and Social Development Bank. The first FAD Super Tucano pilots and technicians were trained in Brazil, Brazilians then training FAD pilots and technicians in the DR until 2011. Colombia shared its Super Tucano combat experience with trained FAD pilots and radar ground control intercept (GCI) controllers, including providing aggressor aircraft for practice interceptions. A bilateral air interdiction agreement was signed in 2010 meaning aircraft could operate across the border. The Super Tucanos operate within a coalition under the US Sovereign Skies programme. The US 12th Air Force has provided training for pilots and radar GCI controllers in the US and in the DR. The US also provided night-vision goggles (NVG) and training for their use. The first successful intercept by a Super Tucano controlled by

Embraer Super Tucano Air Force

Aircraft

Delivered Current Losses Sold

On Order

In Service From

Location

Afghan Air Force

A-29B Super Tucano

 

20

 

 

 

 

 

The Super Tucano has now twice been selected as the winner of the USAF-administered Light Air Support (LAS) programme, which has been implemented to establish an air combat capability for a small number of allied or ‘friendly’ nations. Under this ‘Building Partnership Capability’ (BPC) programme, the AAF will be supplied with 20 Embraer A-29B Super Tucanos, which will fulfil both advanced aircrew training and the LAS roles. The aircraft will be built at a new facility in Jacksonville, Florida, with deliveries scheduled to take place between the summer of 2014 and mid-2015. On March 29, 2013 FLIR Systems Inc received a $22 million order for its BRITE Star DP multi-sensor target designation systems to be integrated on the aircraft. Brazilian Air Force

A-29A Super Tucano

33

31

2

 

1

Dec-03

1º/3º GAv, 2º/3º GAv, 2º/5º GAv, 3º/3º GAv

A-29B Super Tucano

66

62

4

 

 

Dec-03

1º/3º GAv, 2º/3º GAv, 2º/5º GAv, 3º/3º GAv

An order for 33 A-29As (including eight converted options) was fulfilled during 2010. An aircraft was damaged beyond economical repair on April 4, 2007, and it is believed an attrition replacement has been ordered. Another was lost on May 12, 2011, resulting in the death of the pilot. An order for 66 A-29Bs (including 15 converted options) was fulfilled in June 2012. Attrition losses occurred on April 4, 2007 (resulting in a fatality), February 25, 2011 (the pilot suffering injury as a result), July 7, 2012 (although the pilot ejected, he was killed) and August 12, 2013 (although both pilots ejected, neither survived). Burkina Faso Air Force A-29B Super Tucano

3

3

 

 

 

Sep-11

Fixed-Wing Squadron

Delivered in September 2011. Reports suggest that the aircraft are primarily used for undertaking border control tasks. Chilean Air Force

A-29B Super Tucano

12

12

 

 

 

Jan-10

Grupo de Aviación No 1

The contract includes integrated logistic support and operation support systems packages, the latter consisting of navigation/attack mission planning and mission debriefing stations plus a flight simulator. All 12 have been operational since July 2010. Colombian Air Force

A-29B Super Tucano

25

24

1

 

 

Dec-06

Escuadrón de Combat 213, Escuadrón de Combat 312

Ordered in November 2005 and in service by August 2008. An attrition loss occurred on June 11, 2012 during combat operations in the Cauca Valley, resulting in two fatalities. Dominican Air Force

A-29B Super Tucano

8

8

 

 

 

Dec-09

Escuadrón de Combate

 

 

Feb-10

Escuadrón de Combate 2313

The first two aircraft were delivered in December 2009 and the final three in October 2010. Ecuadorian Air Force

A-29B Super Tucano

18

17

1

All 18 aircraft were delivered by the end of 2010. An attrition loss occurred on March 19, 2012, with both crew members able to eject safely from the stricken aircraft. Honduran Air Force

EMB314B Super Tucano

 

 

 

 

See Note  

 

In February 2012 local sources indicated that the Honduran Government intends to acquire between eight and 12 Super Tucanos, with a contract signing anticipated by the end of 2013. Indonesian National Defence – Air Force

A-29A Super Tucano

4

4

 

 

12

Sep-12

Skadron Udara 21

The first four were handed over in August 2012 and a second batch of eight will be delivered in 2014. Mauritanian Islamic Air Force

A-29B Super Tucano

2

2

 

 

2

Dec-12

COIN Detachment

 

 

3

Jul-13

COIN Squadron

 

 

See Note  

The first pair of A-29Bs was officially accepted by the MIAF on October 19, 2012. The cockpit of the A-29. Sierra Nevada Corp

a USAF E-3 airborne warning and control system (AWACS) aircraft – on October 23, 2010 –was seen as a critical event in deterring air narco-trafficking into the DR. But not all intercepts have been successful – at 2300hrs on September 24, 2012, DR officials at the US Southern Command monitoring centre in Key West, Florida, alerted DR radar to an unidentified aircraft circling off Beata Island in the Caribbean Sea. A Super Tucano and other law enforcement aircraft were scrambled. The Super Tucano was vectored onto the target but, before it could carry out an intercept, the bogey ran for the border and disappeared from DR radar 35 miles inside Haiti. Narco-traffickers have reacted to the FAD’s Super Tucanos by shifting the flow of cocaine

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National Air Force of Angola

A-29A Super Tucano

3

3

The first three were handed over on January 31, 2013 and entered service in July. Paraguay Air Force

EMB314B Super Tucano

 

 

 

In February 2012 the country’s defence minister requested a budget to acquire new combat aircraft to replace Xavantes withdrawn in 2005. Although the aircraft being considered also included the Aero L-159 ALCA and Argentinean Pampa, the Paraguayan Air Force has declared a stronger interest in buying six Super Tucanos. Peruvian Air Force

EMB314B Super Tucano

 

 

 

 

See Note  

 

Media reports from early June 2010 suggest that the Peruvian defence ministry was in discussion with Embraer regarding the purchase of 12 Super Tucanos. Salvadorean Air Force EMB314B Super Tucano

 

 

 

 

See Note  

 

In November 2010 the president of El Salvador announced the firm intention to acquire up to ten aircraft to the value of $110 million. But in February 2011 it was stated this would be delayed due to the pressing need for finance of various social programmes within the country. Senegalese Air Force

EMB314B Super Tucano

 

 

 

 

3

 

 

On April 10, 2013 a contract was signed by Embraer with the Senegalese Air Force for three A-29 Super Tucano aircraft. The contract also includes logistical support for the installation and operation of a training system for pilots and mechanics in Senegal, bringing autonomy to the country’s air force in preparing its own qualified personnel. The aircraft will be deployed on border surveillance and internal security missions. The exact variant and timescale for deliveries has not yet been disclosed. United States Navy

EMB314B1 Super Tucano 1

0

 

1

See Note  

 

A single aircraft was leased for test purposes during the middle of 2008 as part of a previously classified programme, ‘Imminent Fury’. Official statements in 2009 suggested that at least four aircraft are sought for the CAS role in support of US Navy special forces operations. Commercial US Security Contractors

314B1 Super Tucano

1

1

 

 

 

 

Operated by E P Aviation LLC

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AIRCRAFT PROFILE EMBRAER SUPER TUCANO

The first of 25 deliveries to Colombia were made in December 2006, with the final aircraft handed over in August 2008. Embraer

by air to routes going north via Honduras. Boats now increasingly carry traffic into the DR – in an interview published in the DR newspaper Diario Libre, the head of the country’s National Directorate for Drug Control (DNCD), Major General Rolando Rosado Mateo, said air control is no longer the challenge, with efforts now being geared toward maritime control. The new maritime mission is proving challenging for the Super Tucanos. On August 23, 2012, US Coast Guard aircraft alerted the DR to an unidentified speedboat heading for the coast. A Super Tucano was scrambled but, while it was co-ordinating an intercept with a patrol boat, the target was lost in bad weather as Hurricane Isaac closed in. The

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speedboat’s cargo got through. On January 9, again in response to USCG cueing, a Super Tucano scrambled and pursued a highspeed boat in a chase lasting three hours. The aircraft stayed with its target while two speedboats were called in. The DR’s navy finally cut the fugitives off in Palmar de Ochoa bay. Three men and 1,800kg (3,968lb) of cocaine were captured. Another two-hour pursuit, south of Ochoa, on January 13 involved two Super Tucanos as well as the navy and law enforcement agencies. This time a boat was chased into international waters and jettisoned 900kg (1,984lb) of cocaine before escaping. The US Coast Guard picked up the floating drugs.

Colombia

Twenty-five Super Tucanos ordered in 2005 by Colombia in a $235 million deal represented the aircraft’s first export sale. By 2006, they were equipping the Colombian Air Force’s (Fuerza Aérea Colombiana - FAC) Escuadrón de Combat 213 ‘Griffos’. The FAC had operated EMB-312 Tucano armed trainers for years, some pilots reportedly converting from them to Super Tucanos in just four hours’ flight time. The Super Tucanos, supplemented by OV-10s, A-37s and Kfirs, flew combat missions supporting heliborne operations by day and night (Super Tucano pilots were trained in NVG use) involving ISR and bombing missions against Colombia’s Revolutionary Armed

Forces (FARC) guerrillas. The FARC, a narco-terrorist organisation listed on the US Department of State’s list of foreign terrorist organisations. As Colombia has improved its intelligence capabilities, its air force has been able to target the FARC leadership. At 0030hrs on March 1, 2008, five FAC Super Tucanos and three A-37s hit a FARC camp in the dense jungle of the Angostura region, 1,800m (1.1 miles) inside Ecuador’s border. The attack killed its target, one-time FARC second-in-command Raúl Reyes (nom de guerre for Luis Edgar Devia Silva), along with 24 others including four Mexicans and an Ecuadorean. The cross-border attack led to a diplomatic crisis between Colombia and Ecuador, the two nations disagreeing on the type of 500lb (230kg) laserguided bombs (LGB) that had been used: Colombian sources said they were Israeli-built Griffons while Ecuador claimed they were US-built GBU-12s, evidence of American complicity. The counter-leadership attacks on FARC continued in Colombia. On March 21, 2012, five Super Tucanos bombed a mobile column followed by an airmobile assault. On the morning of March 26, as part of Operation Armageddon, 12 Super Tucanos carrying ten tonnes of bombs targeted a high-level FARC conference in the jungle of the El Silencio district. Among the dead were 13 first or second-tier FARC leaders. A dawn strike by eight Super Tucanos on a FARC camp at Puerto Claver Corregimiento on September 27, 2012, killed Efrain ‘Patenam’ Gonzalez, FARC commander of the Montes de Maria region. Virgilio Antonio ‘Silver’ Vidal Mora, a first-tier commander, was killed on August 25, 2013 in an airstrike on a camp near the Panamanian border. The Super Tucanos are part of the reason the conflict has gone against the FARC, which entered into peace talks with the Colombian Government in Havana, Cuba, in 2012 with an agreement recently outlined by Colombian President Juan Manuel Santos on November 6. Since 2008, press reports suggest counter-leadership airstrikes have pushed the FARC towards “implosion” and interviews with former guerrillas have cited air attacks as one of the main reasons for them abandoning the struggle. General Manuel J Bonett, adviser to former Colombian president Jose Obdulio Gaviria, said the Super Tucano was a critical element of the con-

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flict, citing its ISR and precisionguided munitions delivery capabilities in the Bogota newspaper El Tiempo on September 24, 2010. But the achievement is not without cost. Super Tucano 3122 was lost on July 11, 2012, in the mountainous area near Jambalo while on a combat mission carrying three Mk82 500lb bombs. The FARC was first on the scene and stripped the wreckage, claiming they had shot it down with a 0.50 calibre machine gun. Air force General Flavio Enrique Ulloa insisted it was an “aviation accident”, the result of mechanical failure or error by its experienced (1,200 flight hours) pilot, pointing out the remains of the aircraft showed no battle damage. The air war over Colombia is, however, becoming more deadly. Since 2012 the FARC has apparently achieved its long-standing goal of obtaining man-portable surface-to-air missiles (SAM). The FAC’s Super Tucanos benefit from international support. Two US-style FAC Joint Close Air Support schools were set up in Colombia and Spanish-speaking US A-10 pilots travelled to Colombia to share their experiences. For Colombia’s first Maple Flag exercise in June 2013 at Cold Lake Alberta, the FAC deployed six Super Tucanos along with tanker and transport aircraft.

The US dimension

“It has proven itself in Brazil, in Colombia going after the FARC and in the Dominican Republic,” William Buckey said of the Super Tucano’s combat record. This record, along with the extensive performance and structural testing the Super Tucano has received, was a key consideration after the USAF first issued its LAS solicitation in October 2010. Twice the Super Tucano was selected in preference to the Beechcraft AT-6, a modified version of the USAF’s current T-6 trainer. Beechcraft protested both decisions – the first time resulted in a new competition, ordered in March 2012. The second, in June 2013, was not sustained. The 20 A-29s will be assembled at Sierra Nevada’s and Embraer’s Jacksonville, Florida, facility with more than 70% US and Canadian content. The first aircraft is scheduled to fly in the summer of 2014, although the US Senate’s appropriation committee has deleted the procurement funding from its draft Fiscal Year (FY) 2014 budget, but it is uncertain whether this will end up delaying the programme. The Super Tucano can use state-

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Mauritania ordered four Super Tucanos on March 28, 2012, with no details on delivery. It is believed the first pair of A-29Bs was officially handed over on October 19, 2012, during a ceremony at Embraer’s facility in São Paulo and then delivered to Mauritania by midDecember. The aircraft are being acquired to fulfil the counter-insurgency (COIN) role. Embraer

of-the-art sensors, communications and weapons. The current main sensor is the ventral FLIR Systems Star Safire stabilised electro-optical/infrared (EO/IR) turret. Meanwhile Embraer announced on March 15 it is developing radar for the Super Tucano, possibly an X-band or P-band miniaturised synthetic aperture radar (SAR). While Brazilian Air Force (Força Aérea Brasileira – FAB) Super Tucanos operate using an indigenous datalink, US testing has successfully used a Link 16 datalink to connect with a ROVER (Remotely Operated Video Enhanced Receiver) ground terminal, enabling real-time video. An enhanced precision guided munitions delivery capability is being developed for Afghanistan and other potential users. In 2012, Boeing announced it would be working to integrate the JDAM (Joint Direct Attack Munition) and SDB (small diameter bomb) with

the Super Tucano and conduct separation testing. A modified version of the SDB II, combining inertial navigation system and semi-active laser guidance with a moving target capability, has been identified as a future armament option. Using the methodology that calculates an F-16 flight hour costs about $21,000 at 2013 prices, a Super Tucano comes out at around $5,000. It also offers lower procurement costs ($11m to $12m for a baseline configuration) and high reliability (Embraer reports 84% fleet availability). The appeal of the Super Tucano is readily apparent, not just to embattled developing nations but to the US as well. In August the Senate appropriations committee said in its report on the FY 2014 defence bill that “less capable aircraft [than jet fighters] may be more cost-effective to operate and maintain in other less contentious scenarios”. The US Navy has

evaluated the type as a possible dedicated close air support (CAS) platform for special operations support as part of the Imminent Fury programme. Gerry Gallop flew one of the Super Tucanos used in that programme: “We did a lot of simulated CAS delivery profiles: rockets, bombs, strafing.” As the US forces face budget cuts, the appeal of an aircraft with capabilities of the Super Tucano is obvious. But adopting such aircraft would require changes in institutional thinking, much as happened a generation ago when the RAF and USAF transitioned from pure jet to turboprop primary trainers. High costs are threatening hightechnology air arms by restricting the flying hours they need to be operationally ready. The use of an aircraft such as the Super Tucano could provide a cheaper source of flight hours while retaining the use of capabilities needed afm by today’s combat aircrew.

Embraer announced in November 2010 that Indonesia had selected the Super Tucano as a replacement for its OV-10 Bronco COIN aircraft and would acquire eight, with deliveries in 2012. The first four were handed over in August 2012, when a second contract for eight more was signed, with deliveries scheduled for 2014. Embraer

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MEXICAN TRANSPORTERS

Mexico has operated the Hercules since 1988, all aircraft being second-hand examples. The FAM 3613 is one of two bought from Israel. Mariano Garcia

Pride of Mexico Mariano García reviews how Mexico’s transport fleet has changed over the past ten years

Humanitarian effort

The FAM officially reports that it has moved 1,655 tonnes of equipment on humanitarian relief missions in the past six years. Most was through internal demand, although 265 tonnes was sent to South American countries. The C-130 fleet hauled 99.394%, while the Boeing 727 did most of the personnel transport. The FAM stretched its Hercules fleet to the limit, logging 12,393 hours over those six years and raising serious doubts about its life expectancy, despite the overhaul of the airframes.

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E

VERY YEAR Mexico suffers from hurricanes, tropical storms and severe flooding. Consequently, over the past 20 years the Mexican army and navy have become so skilled at dealing with natural disasters that not only do Mexicans benefit, but also their neighbours and other countries as far away as Indonesia. One such high-profile event was Hurricane Katrina in 2005, when Mexican soldiers worked side-by-side with their American counterparts. Key to this type of work are the transport fleets of the Mexican Air Force (Fuerza Aérea Mexicana - FAM) and the Mexican Naval Aviation (Fuerza Aeronaval - FAN) which carry personnel, food, medicine, water, and anything else essential for the task in hand.

The FAM fleet

Ten years ago the three transport Escuadrón Aéreo (air squadrons) - 301, 302 and 502 - were equipped with around a dozen C-130 Hercules, four Antonov An-32Bs, four Boeing 727s and ten IAI Aravas – all old and outdated aircraft. On December 17, 2006, An-32B 3103 (c/n 3106) lost power and crashed after taking off from Pie de la Cuesta Air Base in Acapulco. Following this incident, and with a new president, Felipe Calderón, arriving in office, things began to change. In 2009, the FAM set a requirement for five Airbus Military C295s to replace the IAI Arava and what remained of the Antonov fleet. The first arrived in June 2010 and an additional request was made for

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Above: The FAM 3616 still sports its RAF refuelling probe, although it is not used. The ex-RAF aircraft were overhauled at Edmonton International Airport in Canada before delivery. Mariano Garcia Below: The FAN CN235-300MPA aircraft have the same configuration as the HC-144A Ocean Sentry variant flown by the US Coast Guard. They complement seven CASA C212/200s bought in 1986, which were upgraded to maritime patrol standard in 2004 by the addition of the FITS surveillance system. SEMAR

one more. All six had been delivered by December 2011; by early 2013 the fleet had flown over 5,000 hours. Since 1988 the FAM has operated ten Lockheed C-130A Hercules built between 1953 and 1957, making them the oldest ’A variants still in service in the world. One additional L-100 (LM-382) - FAM 3611 - was transferred from the civilian register in 1993 to bolster the presidential transport fleet. Due to the intense workload the C-130As were nearing the end of their lives in the middle of the last decade, and so five were retired between 2001 and 2006. In addition one (FAM 10610/57-0510) was lost on September 17, 1999, and a second (FAM 10603/541638) crashed in 2003 due to an in-flight fire.

In 2002 the FAM made a deal with Israel to buy two C-130E/H Karnafs, which became FAM 3612 (c/n 3943) and FAM 3613 (c/n 3925). By 2004 a deal was struck with the UK for four ex-RAF C-130Ks (XV191/ FAM 3614, XV215/FAM 3615, XV222/FAM 3616 and XV223/FAM 3617) - these purchases worked as a stop-gap, but new aircraft are becoming essential - despite reports that show that the FAM has investigated an estimated $412 million (£258 million) purchase of a Lockheed Martin C-130J-30 complete with a support and logistics package, there has been confirmation that two C-130Ks will be refurbished and upgraded with a Rockwell Collins avionics suite by Cascade Aerospace. On September 8, 2011, the first of four Alenia

Aermacchi C-27J Spartans (FAM 3401 to 3404) arrived and were assigned to EA 302 to replace the last C-130As remaining in service. Although the roles are not fixed, the function of the C-27Js was to support and complement the cargo operations of the C-130s, while the C295s and Boeing 727s mainly provided troop transport. The Spartan fleet was fully operational by the end of 2012, logging over 1,000 hours in mid-2013. Three are now used as pure cargo haulers, while the last is used for VIP transport. The FAM continues to operate the Boeing 727 with EA 302 - it received several ex-Mexicana de Aviación aircraft, the last four in service (FAM 3504, 3505, 3506 and 3507) being transferred by the airline in 2003. The last three are 727-264 Advanced variants,

Above: The crew of C-130 FAM 3616 prepares to land at Santa Lucia Air Base, where all the FAM transport assets are based. This particular Hercules was formerly with the RAF as XV222. Mariano Garcia Right: Bought in 1986 as transport aircraft, the CASA C212s were later transformed to C212-200MP standard in order to work as surveillance aircraft and for search and rescue. Mariano Garcia Left: Who needs a seat when you’re riding a C-130? Three aircraft take off at the same time for one of Mexico’s independence celebrations. Mariano Garcia

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MEXICAN TRANSPORTERS capable of accommodating 155 passengers.

The FAN fleet

Ten years ago the FAN also had two transport and surveillance squadrons – 1er Escuadrón Aeronaval de Patrulla Marítima (EAPM - Maritime Patrol Squadron) equipped with the CASA C212 Aviocar, and 2do EAPM with six An-32Bs bought in 1997. In 2008, as part of a strategy to combat criminal organisations and drug trafficking across Mexico, the ‘Mérida Initiative’ was agreed with the US providing a threeyear, $1.4 billion (£878 million) project that included four Airbus Military CN235-300MPA maritime patrol aircraft, similar to the US Coast Guard's, which would replace three ex-Israeli Grumman E-2C Hawkeyes recently retired by the FAN. Mexico had already bought two Persuaders, AMP-120 and 121 (c/n 189 and 190), which were delivered in June 2010, while the first US-funded example, AMP-122 (c/n 191) was delivered in December 2011. A second (AMP-123, c/n 204) was received in February 2012. The fifth & sixth aircraft were delivered in March and May 2012. The FAN also bought four Airbus Military C295M transport aircraft under a 20-year leasing package, receiving two (AMT-250 & 251) in November 2009, followed by the third (AMT-252) in December 2010 and the fourth (AMT-253) in April 2011. These replaced the An-32s (see panel). The new aircraft were among the first to provide assistance to Haiti when the earthquake struck the island of Hispaniola in 2010. They supported the FAN deployment of five aircraft, four helicopters and 943 aid personnel.

Flying eggs

Nothing was more ‘old school’ than the Arava – 39 years of service with the FAM up to 2012. No radar, unpressurised, a top speed of 150 knots, near five-hour endurance and capable of transporting two tonnes of cargo almost anywhere. Hugo Gutierrez

The Israeli Aircraft Industries (IAI) Arava had a fierce reputation as an all-weather/all-terrain, short take-off and landing aircraft, gunship and electronic intelligence platform. Known within the FAM as the ‘aguacate’ (egg), an unknown number were used in 1994 and 1995 during Operation Arco Iris (Rainbow) in combat against the insurrection of the Zapatista Army of National Liberation. The aircraft performed reconnaissance missions armed with two .50 calibre machine guns and rocket pods attached to their lower fuselage. It is known that at least two were fitted with electronic intelligence equipment in

the cargo bay, though the exact nature of its involvement and its combat record remain highly classified. The Arava spent its last years assigned to Escuadrón Aéreo 301 and is well-known for its role responding to natural disasters. Some pilots became so skilled on the aircraft that they were able to assist groups of stranded people by landing in places where very few fixed wing aircraft could have been put down. There is some photographic evidence that suggests the Arava was tested in the gunship role. The last Mexican Arava was retired in October 2012.

Future

Compared to many Mexican politicians, former President Calderón will be remembered for his unusual support of the armed forces, because he provided them with one of the most modern transport fleets in Latin America. His successor, Enrique Peña Nieto, is focused on creating a new Federal Police force rather than strengthening the military during his six years in office, so new aircraft acquisitions may not be a priority for his government. However a new strategic transport aircraft is under consideration and afm Embraer’s new KC-390 may fit the bill.

With four Boeing 727 ‘Trijets’ in service, EA 302 keeps them busy moving troops, detainees, food, and water all over Mexico and South America. All have been overhauled at Opa-Locka, Miami. Hugo Gutierrez

The Antonov experience

An-32B FAM 3101 two months before it crashed at Monterrey International Airport. Before arriving in Mexico, this Antonov was operated by Khors Air Company in the Ukraine with registration UR-48081; it made its first flight in 1992. Mariano Garcia

The FAN successfully introduced the An-32 in 1997 with some modification for a nautical surveillance role, which included the fitting of a 200 nautical mile radar. All six aircraft were based at Las Bajadas Naval Air Base in Veracruz and performed long range-patrols over the Gulf of México. During 2008 three aircraft (AMT-210, 211 and 212) were sent to Kiev in the Ukraine to receive a complete overhaul, but in 2009 the CN235 was announced as the type’s replacement. Today it is believed that only one

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AN-32B remains in service. The FAM had more success than the FAN with the type, despite the 2006 crash. It bought its four An-32Bs in 2000 at a cost of $1.8 million (£1.1 million) each, allocating them to Escuadrón Aéreo (EA) 301 and assigning FAM serials 3101 to 3104. They were declared operational in the November, and deployed in every emergency until 2006, together logging around 450 flight hours per year. Behind the scenes the FAM was facing difficulties

importing spares from Ukraine, which was creating maintenance issues. By 2008, flight hours had dropped dramatically to 58 and the remaining fleet of three was about to be written off, but in 2009 it was decided that one airframe – FAM-3101 (c/n 3306) – would be sent to Kiev to be overhauled until the C295s arrived. Fate would play against the FAM, though, when 3101 crashed while returning to its home base on November 24, 2010, killing its entire crew.

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ARGENTINE P-3 ORION

Patroller South Atlantic

Juan Carlos Cicalesi assesses the career of the Lockheed P-3B Orion in the Argentine Navy Aviation Command

Above: A P-3B Orion at Punta Indio. Juan Carlos Cicalesi

B

The predecessor to the Electra, the SP-2E Neptune. Jorge Padin

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Y THE mid-1970s, the Argentine Navy Aviation Command (Comando de la Aviación Naval – COAN) had begun planning the replacement of its Lockheed P-2 Neptunes from the Escuadrilla Aeronaval de Exploración (air-sea reconnaissance squadron) with five Lockheed P-3B Orions, intending to receive them from 1977 onwards. The US Government, however, did not authorise the sale so the COAN opted for four used SP-2H (P2V-7S) Neptunes while negotiating the purchase of five Breguet Atlantics from France to be delivered in 1982. But the Guerra de las Malvinas (Falklands War) saw the contract suspended. When the confrontation ended in June that year, Argentina faced an international embargo preventing the purchase of any maritime patrol aircraft. Another solution was decided on – to acquire five outwardly similar Lockheed Electras on the civilian market and modify them for maritime patrol. www.airforcesmonthly.com

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A P-3B Orion with its bomb bay doors open. COAN

Finally the Lockheed P-3B Orion

In 1977 the US Navy made improvements to the P-3B which, once finished, was dubbed ‘Light Weight’. It consisted of a modernised tactical navigation system similar to that fitted to the P-3C and comprising an ANS-84 inertial navigation system; an OMEGA navigation system; an ASN-124 tactical computer; a 32k ROM digital computer enabling the launching of sonar buoys and the detection of submarines; and replacement of the tactical data displays with the ASA-66 system, which had a greater resolution and visual contrast. Relations with the US during the 1990s improved, and six Lockheed P-3B Orions were purchased to replace the modified Electras. The Electra had represented a good transition to the Orion, as flight crews quickly adapted to the new aircraft – so much so that ferry flights from the US were undertaken by Argentine crews. www.airforcesdaily.com

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A P-3B Orion at Trelew, seen for the first time with an AM-39 Exocet missile in 2007. Juan Carlos Cicalesi

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Argentine p-3 orion

The ‘Link ARA’ – Great Explorer Link ARA, designed and developed for naval and air platforms, is a modem with a series of protocols for the exchange of information that is fully compatible with systems operated by the Argentine army, air force and coastguard. The transmissions are encrypted and sent via satellite. In order to receive them the navy’s Super Étendards were modified as part of the ‘Gran Explorador’ (Great Explorer) programme, enabling the aircraft to operate AM-39 Exocet missiles with the P-3B Orion acting as their ‘eyes’ in order to launch the missile undetected. At the same time, the Argentine P-3Bs were given the capability to launch two AM-39 Exocet missiles mounted on central pods, making them the only such equipped P-3s in the world. This system is still awaiting an effective test launch on a naval target, which the government has yet to authorise.

The purchase went ahead thanks to Argentina’s Secretariat of Agriculture, Livestock and Fishing (Secretaría de Agricultura, Ganadería y Pesca de la Nación), which said it would use the Orions for patrolling the Argentine Sea in agreement with COAN. Seven retired US Navy P-3Bs were selected, six of them in flyable condition and the other for spare parts. The first aircraft to arrive was 6-P-53 at Trelew on December 7, 1997.

Upgrades and modifications

On June 4, 2001, a digital real-time image transmission system was put into operation within maritime patrol missions in Argentina’s exclusive economic zone. It is composed of a Canon EOS D2000 digital photographic camera and an RCA CC4393 video camera connected to a GPS system formerly used in the Electra and mounted inside the cockpit. It downloads images to a computer which adds the date and location of the shot. Once processed the images are sent through HF communication equipment to the operation centre of the Comando de Operaciones Navales (Naval Operations Command) at Base Naval Puerto Belgrano, Punta Alta, in the province of Buenos Aires. The Orions have a ‘sea line’, which consists of a raft equipped with survival equipment that can be launched close to a ship in an emergency. Improvements to avionics have been plentiful. A new, locally

Above: Modernised P-3B cockpit. COAN

developed datalink with a new electronic support measures system has been installed; the instrument landing systems changed; more VHF, UHF and HF equipment added; automatic direction finding equipment replaced, together with the addition of an automatic system to identify ships during the

‘The Orions have a ‘sea line’, a raft equipped with survival equipment that can be launched close to a ship in an emergency’

The Plates 440-A system consists of two cameras: one infrared and the other in the gyro-stabilised visible range. INVAP-SE

maritime control tasks; three new acoustic analysis computers added, with two screens each; the ‘control remoto de sonoboyas’ (CASS – sonar-buoy remote control) adapted to work without the computer; and the TACAN changed. These modifications made it possible for a single operator to conduct electronic intelligence, anti-submarine warfare and radar alert missions. In addition, new radar software has been developed from scratch, transforming the analogue data from the AN/APS-80 to digital. In co-ordination with the company Investigación Aplicada Sociedad del Estado (INVAP-SE) various flights were made on P-3B 6-P-55 to evaluate the Plates 440A system, a stabilised platform for different types of electro-optic sensors required in surveillance and SAR operations. The gyro-stabilised head has been equipped with two cameras, enabling it to acquire images within the infra-red and optical bands for maritime control missions and SAR operations. It came into service in 2012. It is still planned to replace the APS-80 radar with a system currently being developed by INVAP-SE and the magnetic anomaly detector (MAD) with a digital system. Recently, the need to change the wing boxes of the four remaining operational aircraft has been raised and possible solutions are being assessed by a technical audit. Another solution may be to acquire four ex-US Navy P-3C Orions as the current fleet is running out of airframe hours. afm

Current Argentine Navy Aviation Command P-3B fleet c/n

Serial ID

5158 0867

Arrived

Remark

Ex BuNr

6-P-51 30/10/98 Out of service 152718

Used as test airframe 5172 0868

6-P-52 11/7/99

Out of service 152732

5186 0869

6-P-53 8/12/97

In service

152746

5205 0870

6-P-54 16/9/98

In service

152761

5207 0871

6-P-55 16/2/97

In service

152763

5216 0872

6-P-56 27/6/99

In service

153419

Used for spares

A P-3B crew

P-3B Orion 6-P-56 arriving at Trelew for the first time in 1997. Below is the Almirante Zar Base. COAN

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The crew of a COAN P-3B consists of pilot, co-pilot, flight engineer, radio operator, photographic observer, non-acoustic technician, navigator, operations control officer, acoustic sensor 1, acoustic sensor 2, avionics observer and gunner.

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IRIAF P-3 ORION

Guardians of the Persian Gulf Babak Taghvaee details the P-3 Orions of the Islamic Republic of Iran Air Force

T

HE ISLAMIC Republic of Iran Air Force (IRIAF) has a fleet of five 40-year-old Lockheed P-3F Orion maritime patrol aircraft. They serve with the 71st Patrol (ASW) Squadron at the 9th Tactical Air Base, Bandar Abbas, located on the northern coast of the Strait of Hormuz, the most strategically important waterway in the Persian Gulf.

Background

The year 1971 was one of the most important in the history of Persian Gulf security. British forces were withdrawn from the region and Iran, supported by the US, became the dominant power. Three strategic islands – Abu Musa, Greater and Lesser Tunb – taken from Iran in 1904 by Sharjah (now part of the United Arab Emirates) were taken back in 1971 during a swift amphibious operation by

P-3F 5-8701 lands after a near four-hour patrol flight over the Persian Gulf, the Strait of Hormuz and the Sea of Oman on a cold day in the winter of 2010. Babak Taghvaee Below: P-3F 5-8704 (c/n 6004) was grounded for programmed depot maintenance at Shiraz from 2004 with overhaul beginning three years later. It became the first fully mission-capable P-3F in the IRIAF since the Islamic Revolution of 1979. The refurbishment lasted 22 months, followed by a further ten months of testing by engineers and maintenance staff of the 71st ASW Squadron. Lack of original spare parts meant many were reverse-engineered by Iranian industry, often producing a lighter replacement with better performance through the use of modern materials. Here 5-8704 undergoes its first post-overhaul check flight in February 2011. Babak Taghvaee

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the Imperial Iranian Navy. To reinforce its military presence in the region, Iran signed a series of arms acquisition contracts with the US in the same year and began constructing military installations and bases to protect oil exports. An Iranian Navy aviation force was growing – 13 Sikorsky ASH-3D helicopters were ordered for anti-submarine warfare (ASW) and search and rescue and a small fleet of maritime patrol aircraft was needed for surveillance missions over the Persian Gulf. The Iranian Government negotiated with France to buy 16 Sud-Aviation (later Aérospatiale) AS321 Super Frelons, but in early 1971 the acquisition was cancelled. Instead the Iranian defence ministry chose the Lockheed P-3 Orion, placing an order for six that September, but the US administration was hesitant to export this sensitive product to Iran. Eventually the US agreed to sell six P-3Cs equipped with the P-3A’s avionics and without magnetic anomaly detectors, active sonar or their related central processors –but they were fitted with the P-3C’s KA-74S camera for maritime surveillance in response to increased USSR presence in the Arabian Sea and Indian Ocean. In 1972 the US Government asked the Shah, Mohammad-Reza Pahlavi (the last king of Iran and the supreme commander of its armed forces), to permit US Navy operations from Bandar Abbas airfield. At first he refused, not wanting it to become a US air base, but instead asked for the P-3s to be equipped with full ASW equipment, which the US agreed. As part of Project Magnet, all six P-3s were upgraded by 1973 at a cost of $97.7 million. The

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Iran-Iraq War At the beginning of the Iran-Iraq war on September 22, 1980, the 71st ASW Squadron evacuated to Chabahar and Kerman airports near the border with Afghanistan. In the first month of the conflict one surveillance flight a day was made over the Persian Gulf and Strait of Hormuz, ending over the Sea of Oman after four hours. Because of the purge during the revolution, many highly skilled specialists and technicians had been fired and most of the ASW systems – especially the AN/APS-153 doppler radars, AN/ASQ-10A MAD and AN/ APN-234 radars – became inoperational. The squadron continued tracking and monitoring civilian and military ships using the KA-74A surveillance camera, but the number of weekly flights decreased to four. By 1983 the P-3Fs required overhaul. The number of available aircraft had reduced to three; in

order to disguise this, their tail numbers were swapped every week. In February 1985, Orion 5-8702 (the sole aircraft equipped with a working AN/AWG-19) was destroyed while landing at Shiraz, the aircraft exploding and killing all the crew. Between July 1985 and October 1986 the fleet was grounded pending overhaul, C-130s of the 7th Independent Transport Squadron taking on the surveillance flights. The first P-3F to be overhauled, by Iran Aircraft Industries (IACI), was 5-8701 (c/n 6001), which later flew under ten different serial numbers during the 1986 ‘tanker war’. Next was 5-8703, which was cannibalised for spare parts for the three other P-3Fs, which were redelivered after overhaul to the 71st ASW Squadron between 1985 and 1988. IRIAF P-3Fs flew 10,367 hours in 2,955 sorties to protect Iran’s oil exports during eight years of war with Iraq.

P-3F 5-8706 over the Strait of Hormuz in August 1994. Note the AN/AVQ-2C searchlight attached to the starboard wing. US Navy

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IRIAF P-3 ORION

Above: For a short period in 2009, P-3Fs 5-8701, 5-8705 and 5-8706 were operational together. All three sit on the aircraft servicing platform by the 71st ASW Squadron hangar at Shiraz while a fourth, 5-8703, awaits overhaul. Amin Toomari Left: The AN/ASQ-81 magnetic anomaly detector (MAD), as fitted to P-3F 5-8704, is one of the aircraft’s most important ASW systems. In May 2011, this MAD was tested successfully near the Strait of Hormuz when it detected a Ghadir-class submarine of the Iranian Navy. Babak Taghvaee

new P-3 – effectively P-3Cs equipped with P-3A/B ASW systems – was designated P-3F (F for ‘Fars’ chosen by Lockheed as the type would be operated in the ‘Khalij-e Fars’ or Persian Gulf region). Eighteen Iranian officers were sent to Naval Air Station Moffett Field, California, for a P-3 familiarisation course with the US Navy’s VP-31 Squadron. Before the first P-3F test flight in December 1973, the Shah allowed the US to base navy destroyers

180 miles south-east of Muscat and, to support them, several P-3Cs at Bandar Abbas airfield. Imperial Iranian Air Force (IIAF) flight crew familiarisation flights with P-3s began with 36 pilots, navigators and crew chiefs from the 71st and 72nd Tactical Transport Squadrons, 7th Independent Transport Base, at Shiraz. But only 2% of US Navy Orion sorties were specified for Iranian flight crew training, and the Shah requested the US to decrease

its activities from the base – however, the number of flights actually increased on the arrival of the aircraft carrier USS Enterprise in the Indian Ocean in January 1974. Finally, on January 17, 1974, the first P-3F was handed over to the IIAF at NAS Moffett field, the last following a year later. The first group of three were flown by Iranian flight crews in April 1975 to Bandar Abbas, which was under reconstruction as a tactical fighter base. The other three remained in the US for advanced Soviet submarine tracking procedures training at NAS Pensacola, Florida. With the arrival of the first P-3Fs in Iran, US Navy monthly surveillance sorties reduced from 18 to eight. The IIAF’s 91st ASW Squadron became fully operational in February 1976 when the remaining three aircraft arrived and flew two daily surveillance missions over the Persian Gulf, Strait of Hormuz and the Sea of Oman. The IIAF asked Lockheed to modify the aircraft to carry AGM-85A Harpoon air-to-surface missiles,

Abandoned upgrade? A modernisation programme was proposed by IACI in 2011 to upgrade all five P-3Fs with a new U/VHF radio, navigational systems (GPS, tactical air navigation, long-range navigation and instrument landing), a new weather radar and multifunction liquid crystal displays instead of analogue instruments in the cockpit. The upgrade would also equip them to carry an unspecified Chinese-built anti-ship cruise missile. Aircraft 5-8705 was flown to IACI in Tehran in March 2011, although no final agreement on upgrade costs had been reached. The estimate for modernising two P-3Fs plus overhaul of the other three over an eight-year period was $13 million, for which the IRIAF did not have the budget. The project was cancelled and 5-8705 sent back to its home base.

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The sixth IRIAF P-3F, 5-8706 (c/n 6006). An arsenal of sonobuoys, free-fall bombs and launchers are placed in front of the aircraft during an open-day in February 2010. This airframe is now under PDM at Shiraz. Babak Taghvaee

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and a contract was signed in 1978. P-3F (5-8702, c/n 6002) was sent back to Lockheed’s facility at Marietta and fitted with the AN/AWG-19 Harpoon aircraft command and launch system. It returned just before the 1979 Islamic revolution and 18 AGM85A missiles were delivered. By then a contract to upgrade the remaining five P-3Fs to P-3C-II level had been signed and two were to be modified with electronic intelligence/signals intelligence (ELINT/ SIGNIT) systems under the NSA/CIA Project IBEX – in addition, the IIAF was planning to buy another 12 P-3s. All these programmes were cancelled after the revolution.

After the revolution

The new regime in Iran was against any sign of modernism and it considered the Iranian armed forces to be just that. A purge of high-ranking and experienced personnel began, with many fired, arrested, imprisoned and even executed. The IIAF became the IRIAF and the P-3F squadron was withdrawn from Bandar Abbas to Shiraz, in the north-west of the country, in May 1979. It became the 71st ASW Squadron and surveillance missions dropped to two a week, with combat readiness also reduced.

Post-War era

In the 1990s there were usually three operational Orions with one in reserve and the fifth under programmed depot maintenance (PDM). All were deemed partially mission-capable. The fleet however entered the new millennium without any upgrades or modernisation, and by 2006 just two P-3Fs remained active: 5-8704 and 5-8705 – but they didn’t even have operational weather radars and none of their ASW and surveillance systems were operational. The IRIAF conducted just four weekly four-hour surveillance flights over the Persian Gulf with the crews using hand-held cameras to film and take photographs. In 2007 the IRIAF HQ planned to revive the Orion fleet. Its first step was to replace the missions systems, and in 2008 P-3F 5-8706 returned to service with most of its ASW equipment and its old KA-74A surveillance camera refurbished and repaired. Overhaul of 5-8704 and 5-8705 began in 2007 and 2008 at Shiraz, the pair having been grounded since 2004 and 1998 respectively. After two years, ’705 was redelivered in March 2010 and ’704 a year later. In mid-2011 the IRIAF’s deputy of operations ordered the P-3F fleet, aircraft ground equipment,

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The first P-3F Orion for Iran, 5-256 (5-8701/c/n 6001) is rolled out of the Lockheed Martin factory in 1974. Lockheed Martin

flight and ground crews and technicians to transfer back to Bandar Abbas. The unit was renamed the 91st ASW Squadron and began flying daily surveillance flights in support of the navy. Today the IRIAF flies two daily sorties, one in the morning and another in the evening. The Orions now work with the 91st Tactical Fighter Squadron’s F-4Es, which carry C-802A and C-704 anti-ship cruise missiles. Usually one of the P-3Fs is deployed to Tactical Fighter Base (TFB) 10 at Chabahar, and occasionally another to Kish Island to cover such movements as US Navy nuclear carrier groups to the Persian Gulf.

Last July the 9th Tactical Air Base (TAB) at Bandar Abbas deployed five F-4Es from the 91st TFS and P-3F 5-8704 to Shiraz to participate in a joint naval exercise with Sukhoi Su-24MKs of the 72nd TFS. The P-3F remained in Shiraz to be the first to undergo an upgrade programme half the cost of the IACI one cancelled in 2011 (see panel). The latest work for the P-3F fleet was Exercise Modafean-e Asseman-e Velayat 5, held at Bandar Abbas in November. The Orions provided surveillance and reconnaissance, identifying simulated naval targets for the C-802A-equipped F-4Es afm of the 91st TFS.

Above: P-3F 5-8701 (c/n 6001) is the sole IRIAF Orion without the AN/AVQ-2C searchlight fitted. Pictured in open storage in February 2011, it was sent for overhaul in March 2012 at Shiraz. Babak Taghvaee Below: On delivery to Iran in 1975 the P-3F Orions were serialled 5-256 to 5-261 and one of the aircraft was presented at the Paris International Air Show the same year. Lockheed Martin

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IRIAF SU-24 FENCER Sukhoi’s Su-24 Fencer remains a key element of Iran’s air power. Babak Taghvaee describes the type’s career with the Islamic Republic of Iran Air Force

W

ITHIN THE Islamic Republic of Iran Air Force (IRIAF), one aircraft type that has remained active constantly over the last 30 years has been the Sukhoi Su-24 Fencer. Since the dissolution of the USSR in 1991, the US and Israel have tried to keep Iran’s Fencer fleet firmly on the ground, convincing Russia to pull support in training flight and ground crews, and providing spare parts for maintenance. As a result the fleet became toothless for a period of years and the number of operational aircraft fell from a pool of approximately 40 jets to just nine in 2002. Also due to the inappropriate training and maintenance, several fatal crashes occurred and four pilots lost their lives in the 1990s. Most recently, though, the

Knights of Persia Left: Fencers 3-6804 (front) and 3-6805 during a fuel dump to decrease the weight of the aircraft for landing at Mehrabad after a training fl ight in May 1993. Capt Taher-Khani via Abdollah Begheri Ra’ad Below: This Su-24MK, 3-6851, has been brought up to operational status recently, from storage in Shiraz. It was one of the former Iraqi Air Force jets and these tend to be used for training with the 71st Training Squadron. Babak Taghvaee

‘At the end of the Iran-Iraq war in 1988, the IRIAF had lost about half its inventory of jet fighters’

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IRIAF has become much more self-sufficient and has grown its own expertise in training and maintenance.

Fencer in

At the end of the Iran-Iraq war in 1988, the IRIAF had lost about half its jet fighter inventory. Before the war there had been nine fighter squadrons equipped with McDonnell Douglas F-4E and F-4D Phantom IIs, but by 1988 there were just four. A similar situation affected the Northrop F-5E Tiger II fleet. Iran was still fearful of Iraq, as its air force had become the fifth largest in the world both in power and size. The IRIAF had around just 230 F-4E/Ds, F-5E/ Fs and F-14As, of which only about 60% were flyable. Iran saw the USSR as its only chance for rebuilding its military capabilities, and improved its relations with the Soviet Union as soon as possible after the ceasefire. In 1989 Iran signed an $800 million (£500 million) contract for 12 Su-24MKs together with a variety of air-to-ground and anti-radiation missiles and bombs - for example 50 Kh-29Ls, 50 Kh-29Ts, 50 Kh-58Us, 12 ‘Fantasmagorie A’ weapon pods, 50 Kh-25MLs, 20 KAB-1500Ls, 3 Sakhalyn UPAZ-1A air-to-air refuelling systems, and a series of iron bombs, gun pods and rocket launchers all included in the agreement. Thirty former F-4 and F-5 pilots were selected and sent to the USSR for pilot and gunnery training. Because of the unavailability of any Su-24 simulator, they ‘flew’ an Su-22 simulator before starting

Su-24MKs 3-6857 (front) and 3-6810 during an IRIAF exercise in August 2010 at Hamedan in western Iran. Two training round FAB-100 free-fall bombs are being carried by both aircraft. At the time 3-6857 was not fully mission capable. Babak Taghvaee

training and gunnery sorties. Ten pilots made live R-60MK infrared-guided air-to-air missile launches and most of them fired live Kh-25MLs during their familiarisation course. Iranian technicians - formerly on the F-4E and F-14A - spent six months training, although they were not allowed to learn anything about the aircraft’s electronic countermeasures, radar warning receiver or targeting systems. The first six Fencers were delivered in the summer of

1990 to Mehrabad air base in Tehran to form the 12th Tactical Fighter Squadron (TFS). Russian military advisors and technicians came with them. The Sukhois were too big to fit in the concrete aircraft shelters that had been used by F-4s before so they were parked in the open. By that time half of the first group of Iranian pilots had been trained as flight instructors so flying and gunnery training sorties began. A second batch of six Fencers was delivered in 1991 and a last group

Iranian Fencer accidents – the human factor

Human factors have been the main reason for IRIAF’s Su-24MK crashes. Two accidents in the first half of the 1990s were the result of pilots using their flaps incor rectly, causing them to stall and crash. In anot her incident in April 2008, the crew of an Su-24MK broke the landing gear after bouncing three times down the runway at Mehrabad. In the most recent accident, which was on April 10, 2011, an Su24MK struck the ground after rollin g five times during gunnery training. Both crew ejected but the pilot, Colonel Faghani, was killed when his K-36DM ejection seat malfunct ioned.

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IRIAF SU-24 FENCER

A gift from Iraq In 1986, during the Iran-Iraq War, the Iraqi Air Force (IrAF) sought to buy Su-24K fighterbombers from Russia, an export version of the Su-24M. Two Su-24MKs were lent to Iraq for evaluation and testing in 1986. Iraq decided to buy 18 to replace its remaining airworthy Tupolev Tu-16 and Tu-22 bombers and a deal was signed in 1988. As with Iran, training of future Iraqi Fencer pilots and ground crews began in Russia and in June 1989 the first two Su-24MKs were delivered to Al-Bakr air base, north of Baghdad, to form No 8 Squadron. By 1990 the IrAF had 18 Fencers with 8 Squadron and a plan to form a second squadron (No.10) with 18 more Su-24MKs. Seven more were delivered by the USSR before the Iraqi invasion of Kuwait, which caused all military agreements with a number of countries to be cancelled. Iraqi Su-24MK pilots were not experienced in combat missions, therefore they were kept far from the war. On January 27, 1991, 25 Su-24MKs, 25 Su-22 Fitters of different variants together with seven Su-25K Frogfoots were flown towards Iran to join more than 70 other Iraqi aircraft that had fled in the previous weeks. One (24635) had a hydraulic system failure and its pilot aborted the mission; another (24631) lost its way, the crew exiting cloud inside a mountain range near Kermanshah. The navigator ejected safely but the pilot was killed when the jet hit a ridge. The rest arrived at Tactical Fighter Base (TFB) 3 Hamadan (formerly Shahrokhi air base) in northern Iran, but during landing one Su-24MK (24652) had to divert to an emergency highway strip north-west of the air base due to a lack of fuel and received some minor damage. It remained under a camouflage net for more than three weeks, finally being towed to Hamadan by a truck where it was refurbished by Iranian technicians. Another jet (24648) made a hard landing following a burst tyre on landing and was severely damaged, eventually being stripped for parts. Iraqi Fencers were the first escaped IrAF aircraft to enter service with the IRIAF after the commander in chief Brigadier General Mansour Sattari gave the order in 1992. The airworthy Su-24MKs were flown to TFB 1 at Tehran while 24652, together with 24629 (its right wingtip had been damaged in a collision with a wall on arrival) remained at TFB 3 for repairs. Iraqi Fencers were not as advanced as the Iranian machines and were older – the IRIAF Su-24s had square-shaped wing fences that housed APP-161 chaff and flare dispensers, and there were some differences in their navigational, self defence and armament systems.

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of pilots graduated. When the collapse of the USSR came in 1992, the new Russian government reneged on the military agreements with Iran – the Russian technicians left and training of Iranian mechanics stopped in 1993. Now the IRIAF was on its own.

Above: Two Su-24s - 3-6807 (front) and 3-6811 - are seen during a formation flight in front of Mount Damavand, the highest peak in the Middle East at 18,536 feet (5,650m). This image was taken in 1993 when the aircraft were in service with the 12th TFS. Brigadier Goodarzi

Transfer to Shiraz

In February 1993, 30 fighter-bombers, together with eight transport aircraft, took part in an air parade to celebrate the foundation of the IRIAF. Five Su-24MKs from the 12th TFS were among the flypast over Azadi (former Shahyad) Square over Tehran. On landing back at Mehrabad airport one collided with Tupolev Tu-154M EP-ITD belonging to Iran Air Tours, which was taking off. The Su-24 - 3-6802 piloted by Major Hagh-Shenas was destroyed with the death of both crew, together with the Tu-154 and 119 passengers and 12 flight crew. An investigation criticised air traffic control for permitting the Tu-154M pilot to take off. As a result the IRIAF HQ decided to transfer all of its 12th TFS Su-24MKs to TFB 7 Shiraz in southern Iran between October 1993 and March 1994. The 12th TFS possessed 32 Su-24MKs, but four were classified as NORS (Not Operational Ready for Supply) and had to be prepared for the ferry flight. Shiraz was the second largest air base after TFB 1 at Mehrabad, with two long runways of over 4,000m (13,000ft), four military ramps and 18 hardened aircraft shelters, although they were not big enough to house the Su-24MKs. In September 1994, the first group of IRIAF Su-24MK instructor pilots graduated, including the first group

Above: One of the few fully mission-capable Fencers in 2011 was 3-6801. Square-shaped APP-161chaff/ flare dispensers are visible, indicating this aircraft is one acquired from the USSR. Babak Taghvaee Below: Su-24MK 3-6810 is equipped with a Sakhalyn UPAZ1A air-to-air refuelling pod – the Fencers are able to ‘buddy’ refuel using this system. Babak Taghvaee

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sent to USSR in 1989. The number of fully mission-capable Fencers was low due to the lack of maintenance support from Russia, and the first group of technicians were retiring at the age of 50. Squadron maintenance responsibility was passed to a handful of low-skilled technicians who had not been trained in Russia - they only had a basic knowledge of the aircraft from a familiarisation course. There was no expertise on the KAYRA-24M low-light-level TV/IR sensor and laser designator, or the SPO-10 and SPO-15 RWR systems. By 1997 there were only two fully mission-capable jets, which required a major overhaul along with the rest of the fleet. While this was going on Russia was assuring Israel that these attack aircraft were not dangerous, but the IRIAF had other ideas and was preparing new technical orders, using information from Kazakhstan and the Ukraine, to begin overhauls of the aircraft type domestically. The HQ of IRIAF commanded its deputy of logistic support, deputy of self sufficiency and the 71st TFS technical group to prepare for the overhaul of the Su-24MKs. There was no suitable hangar at Shiraz so it was decided to cut and modify three hardened aircraft shelter roofs to enable a Fencer to be housed

Above: This Su-24MK, 3-6856, has been upgraded to FMC status by the technical unit of the 72nd TFS. Maintenance engineers worked with personnel from the IRIAF in 2010. It is equipped with a Kh-58U anti-radiation missile and Fantasmagorie A pod for an exercise at Tabriz in September 2011. Babak Taghvaee Below: Using its twin parachute braking system is Su-24MK 3-6860, which was overhauled and modernised in 2010. It is carrying AKU-58 launchers for Kh-59L air-to-surface missiles under the wing. Babak Taghvaee

in each one. Some systems were ‘westernised’, for example the SRO-1P IFF transponder was adapted to work with other IRIAF western-equipment aircraft. In the early 2000s work was undertaken at Shiraz to provide better accommodation for the Su-24MK - two new parking aprons, nine concrete-protected shelters and an ILS/SHORAN system for navigation.

‘The company began its first indigenous overhaul in 2009, which was finished in February 2012, the aircraft being delivered back to its unit that March’ Above: Fencer 3-6810 was one of two Su-24MKs seen carrying Sakhalyn UPAZ-1A air-to-air refuelling pods during Iran’s military day air parade in April 2013. Babak Taghvaee Below: On April 18 the IRIAF participated in the military air parade with 21 aircraft - two Su-24MKs flew in a buddy refuelling formation. Babak Taghvaee Bottom: This former Iraqi Air Force Su-24MK, 3-6852, is now one of the FMC aircraft with the 72nd TFS. It was upgraded in 2010 by TFB 7. Babak Taghvaee

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By 2006 the IRIAF was able to overhaul two Su-24MKs each year, but maintenance responsibility was passed to Iranian Aircraft Industries (IACI), which requested help from Russia to bring the fleet to Su-24M2 standard. An agreement was signed in 2007, according to which an overhaul facility inside a hangar at Mehrabad would be constructed. But sanctions imposed by Russian President Vladimir Putin led to the project being cancelled in 2008. The IACI is believed to have received help from Belarus, in the form of spare parts and technical orders for maintaining sensitive systems such as the defensive aids system, electronic countermeasures and armament. The company began its first indigenous overhaul

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iriaf su-24 fencer in 2009, which was finished in February 2012, the aircraft being delivered back to its unit that March. The Fencer was finished in ‘Asia Minor II’ camouflage standard colour scheme (similar to the IRIAF’s F-4 and F-5 fleet). Meanwhile the first Shiraz-modernised Fencer was 3-6801 (c/n 4160652103116), rolled out in the summer of 2010 and returned to the 71st TFS in a new four-tone camouflage pattern. It was the first fully mission-capable (FMC) Su-24MK and was fitted with a Kayra targeting system. A second aircraft was rolled out in March 2011, followed by a third a year later.

Fully mission-capable Fencers

The first FMC Su-24MK, 3-6801, took part in an exercise at TFB 3 Hamadan between August 1 and 7, 2010. Fencer pilots bombed a dummy target at night with FAB-500 dumb and KAB-500L laser-guided bombs. In the spring of 2011, the IRIAF performed its first successful live-fire of a Kh-58U (AS-11 Kilter) anti-radiation missile against a simulated target near Shiraz. Exercise ‘Modafeen-e-Harim-Velayat 3’ in September that year saw five 72nd TFS FMC Su-24MKs deployed to TFB 2 Tabriz in the far north of Iran, where the Fencers practised air-to-air refuelling for the first time in many years with IRIAF Boeing KC-707s (see Iran’s Grandmothers, AFM October 2013). This year the IRIAF received two more modernised Su-24MKs from IACI and the TFB 7 overhaul centre

Two Su-24MKs equipped with PTB-3000 external fuel tanks during a formation flight over Dezful air base in western Iran. Babak Taghvaee

Above: Su-24MK 3-6801 has FAB-100 free-fall bombs fitted under its wings ready to participate in a night mission during Exercise ‘Modafeen-e-Harim-Velayat 3’ in September 2011. Babak Taghvaee Below: The Su-24s at Shiraz regularly train with similar vintage F-4E Phantom IIs of the IRIAF. Babak Taghvaee

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and at least four more will be delivered by March 2014. Two Iranian defence ministry-produced KAB-1500L missiles were successfully fired from an Su-24MK in October on the Semnan test range in the centre of Iran. The IRIAF HQ has increased flight and gunnery training for the Fencer crews to increase combat readiness. Last July five F-4Es from the 91st TFS deployed to Shiraz to fly in joint gunnery training with the Fencers from the 71st TFS. Two long-range ground attack sorties were also conducted after airto-air refuelling from Shiraz to the Semnan missile range. By end of 2016, at least 12 more Su-24MKs will be overhauled and modernised, bringing the afm fleet to around 24 operational aircraft.

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FORCE REPORT AERONAUTICA MILITARE ITALIANA

With valour t I

TALY’S REGIA Aeronautica (Royal Air Force) was created as an independent military force on March 28, 1923. Its motto – Virtute Siderum Tenus – With valour to the stars – is remarkably similar to the British Royal Air Force’s Per Ardua ad Astra - Through adversity to the stars - which was formed five years earlier. Celebrating its 90th year in 2013, it is one of the oldest air forces in the world, full of history and tradition. After the Second World War it was renamed the Aeronautica Militare Italiana (AMI, Italian Air Force), and today it faces budget cuts while taskings are increasing.

Post ‘Cold War’ changes Reform of the AMI began around 20 years ago and is ongoing.

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Recent European economic woes have led to a shrinking and reorganisation of its structure and a reduction in assets, despite an increasing engagement in operations overseas. The new structure has simplified the chain of command and the number of personnel has been reduced from 79,095 in 1990 to 42,350 in 2012 – by 2024 it will have dwindled to less than 35,000. Since 1990 the number of air bases has fallen from 40 to 19 and the number of stormi (wings) from 23 to 18 and gruppi (squadrons) from 41 to 34. The priority of the ‘new model air force’ has been air defence, intelligence, surveillance, target acquisition and reconnaissance (ISTAR) plus combat support

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Branch: Italian Air Force Role: Air defence, intelligence, surveillance, ISTAR, CSAR, transport, air-to-air refuelling

r to the stars Left top: Tornado ECR MM7059 ‘50-47’ is one of 16 operational with 155° Gruppo, part of 50° Stormo. Marco Rossi Left below: An MQ-1C from 28° Gruppo, 32° Stormo, is prepared for a mission at Herat in Afghanistan. Claudio Col/ Aviation Collectables Company Below: Gioia del Colle-based 36° Stormo’s F-2000 MM7270 ‘3601’ operating with 12° Gruppo. Marco Rossi

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Marco Rossi details today’s Italian Air Force

Organisation structure

Today’s organisation is led by the Capo di Stato Maggiore Aeronautica (Chie f of the Air Staff) who directly leads four commands: Comando Squadra Aere a (air force command), with a train ing and operational function; Comando Logistico dell’Aeronautica Militare (logistic command of the air force ), responsible for logistics; Comando delle scuole dell’Aeronautica Milit are (command of the air force schools)/ 3ª Regione Aerea (air region), with an educational and regional (souther n Italy) responsibility; 1ª Regione Aerea, responsible for northern Italy.

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FORCE REPORT AERONAUTICA MILITARE ITALIANA Air Force Command

Comando Squadra Aerea manages all the operational wings, squadrons, airports, radar sites and other assets with around 21,000 personnel. Its main department is the Comando Operazioni Aeree (COA –air operations command) based at Poggio Renatico, Ferrara, which co-ordinates and manages flying operations. There are three intermediate commands: Comando Forze da Combattimento (combat forces command), headquartered in Milan; Comando delle Forze per la Mobilità ed il Supporto (mobility and support forces command), headquartered in Rome’s Centocelle airport; and 1° Brigata Aerea Operazioni Speciali (special operations air brigade), also based at Centocelle.

Typhoon

The backbone of COA air defence is the Eurofighter EF2000 Typhoon, designated F-2000A in AMI service, which provides quick reaction alert (QRA) protection 24 hours a day, 365 days a year. Originally 121 were to be ordered, but the number was trimmed to 96 in three tranches. The F-2000A achieved initial operation capability at the end of 2005 and its first task was to patrol airspace over Turin during the Winter Olympic Games in February 2006 (Operation Jupiter). Typhoons are in service with 4° Stormo at Grosseto, 36° Stormo  at Gioia del Colle and 37° Stormo at Trapani, equipping five gruppi. The

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operational conversion unit (OCU) – 20° Gruppo, part of 4° Stormo – has 12 two-seat TF-2000As. The AMI is hoping to sell its oldest Tranche 1 aircraft to raise funds to purchase Tranche 3B airframes at some point in the future.

Tornado

The Panavia Tornado entered AMI service in 1982 when the first of 100 was delivered to 154° Gruppo (today the only unit dedicated to the nuclear strike role). The Tornado bomber force is concentrated in two main units: 6° Stormo at Ghedi and 50° Stormo at Piacenza, both in northern Italy. The first has three gruppi – 154°, 156° and 102° – while 50° Stormo has been the OCU for the type since 2001 when the Tri-National Tornado Training Establishment (TTTE) at RAF Cottesmore in the UK closed. At Piacenza the only gruppo is 155° ETS (electronic tacticalwarfare suppression), dedicated to the suppression of enemy air defences (SEAD) role and equipped with the ECR (electronic countermeasures/ reconnaissance) version of the Tornado, having received its first in 1998. In May 2013 the AMI began to receive a modified version of the ECR with a mid-life upgrade (MLU) including an integrated inertial/GPS navigation system, new IFF and communication apparatus, Link 16 datalink, new multi-function displays and

cockpit lights compatible with night-vision goggle (NVG) operations. The update also provides an improvement in threat identification and the use of AGM-88E advanced antiradiation guided missile (AARGM) and joint direct attack munitions (JDAM). In all, 15 ECR aircraft are expected to be modified to this standard. A similar MLU has improved the Tornado IDS (interdictor/strike) variant, enabling it to use the MBDA Storm Shadow cruise missile, Paveway III and JDAM bombs. Israeli-manufactured Reccelite reconnaissance pods have also enhanced the fleet’s capability. Under three different phases of the MLU, 58 aircraft will be upgraded, keeping the type in service until 2025.

AMX

Tactical support, light attack and reconnaissance are the tasks performed by the AMX fleet, divided between 32° Stormo at Amendola and 51° Stormo at Istrana. Both have two gruppi – 13° and 101° Gruppos (the latter the OCU) with 32° Stormo and 103°; and 132° Gruppos with 51° Stormo. Officially called the Ghibli (desert wind) in AMI service, 110 single-seat and 26 two-seat aircraft were delivered, becoming operational in 1990. In 2007, the first AMX upgraded to ACOL (adeguamento capacità operative e logistiche – operational and logistic capabilities upgrade)

standard was delivered and, in all, 42 single-seat and ten twoseat airframes were involved in the programme and delivered back to the air force. The ACOL involved a satellite/laser inertial navigation system, new cockpit displays, NVG capability, a digital moving map, new IFF, radio and equipment for SICRAL (satellite communication) plus the facility to use Elbit Systems Lizard laser guided bombs, GBU 31/32 and Enhanced Paveway II bombs in either laser or GPS-guided modes. The Rafael Reccelite reconnaissance pod has also been integrated.

UAVs

Amendola is also the home of the AMI’s unmanned aerial vehicle (UAV) component, 28° Gruppo Velivoli Teleguidati (remotelyguided aircraft) of 32° Stormo. The unit has operated UAVs since 2004 and among its inventory has six General Atomics MQ-1C Predator A+s and six MQ-9A Predator Bs (Reapers), operated in the intelligence, surveillance and reconnaissance (ISR) role as well as for target acquisition missions – although the MQ-9A can be armed. These assets have been successfully deployed in Afghanistan and Kosovo.

SAMs

At Rivolto, 2° Stormo is tasked with providing operational readiness for personnel and equipment of the AMI’s MBDA Spada surface-to-air missile

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Branch: Italian Air Force Role: Air defence, intelligence, surveillance, ISTAR, CSAR, transport, air-to-air refuelling

The famous ‘Frecce Tricolori’ aerobatic display team is a familiar sight around Europe each summer. Marco Rossi

The AMX still serves in large numbers despite being nearly 25 years old. Marco Rossi

batteries. The system comprises a sighting section and three or more fire sections equipped with MBDA Aspide missiles, which are very effective against targets flying at very low altitudes within a range of about six miles (10km). Its versatility and mobility mean the system can readily protect air bases, as in 2011 during the Libyan crisis when a Spada group from 2° Stormo was deployed to Trapani in Sicily.

Frecce Tricolori

Rivolto is also home to the wellknown 313° Gruppo Addestramento Acrobatico (aerobatic training) unit – the ‘Frecce Tricolori’ – equipped with the Aermacchi MB-339A/PAN (MLU) trainer modified with a coloured smoke generator system. The jets, which have been recently upgraded with new GPS and radio communication equipment, have a secondary role of tactical support and slow-mover interception. The MB-339, in service since 1982, is being replaced in the training role by the T-346A Master but, owing to the limited number of the new trainers currently on order, the team will instead receive Alenia Aermacchi’s M-345 HET (High Efficiency Trainer) in 2017, which is a development of the company’s M311 singleengined jet trainer.

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such as strategic and tactical transport, air-to-air refuelling and combat search and rescue (CSAR). The number of aircraft has also fallen: in 1990 there were 339 combat aircraft in service, but in the future just 96 Eurofighter Typhoons and 75 Lockheed Martin F-35 Lightning II Joint Strike Fighters will be available. In other words, the air force must ‘do more, and better, with less’.

Future plans

At a time of decreasing budgets the AMI is facing up to important new programmes to improve its effectiveness in challenging and demanding operational environments. Top of the list is the Lockheed Martin F-35 Joint Strike Fighter. Italian involvement in the programme goes back to 1998 when the nation joined the concept demonstration phase. In 2001 it was a partner in the industrial development period. Agreement and financial commitment by the Italian government were signed for 131 aircraft on July 23, 2002, but budget cuts have reduced the

Above: Falcon 900 MM62210 from 93° Gruppo, part of 31° Stormo at Ciampino. Marco Rossi

figure to 75 jets – 60 F-35As and 15 F-35Bs – to replace the entire fleet of AMXs and Tornados by 2025. Pilot training will be brought into the 21st century with the new Alenia Aermacchi T-346A Master and its integrated training system, based on full-mission simulators and a training management information system. An integrated logistic support system is also part of the contract. Six aircraft have been ordered so far (with an option for nine) but the delivery plan is under review following the crash of M-346 CMX617 on May 11, 2013. ‘Full trainer’ certification was

expected by the end of 2013, but the incident has compromised the development phase. The new aircraft will eventually be delivered to 61° Stormo, replacing the MB-339CD in the lead-in fighter training (LIFT) role. A programme coded ‘P-72A’ is the replacement of the Breguet Atlantic MPA patrol aircraft by the ATR 72-600, modified with the ATOS (airborne tactical observation and surveillance) system and electro-optical sensors. The new type will focus mainly on maritime patrolling and joint ISR tasks instead of anti-submarine warfare, and

Above: C-130J MM62182 ‘46-47’ is one of the standard-length Hercules on strength with 46a BA. Marco Rossi

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FORCE REPORT AERONAUTICA MILITARE ITALIANA Support command Comando delle Forze per la Mobilità ed il Supporto operates flying units dedicated to mobility, transport and support. Among these, 46a Brigata Aerea (air brigade), based at Pisa airport, flies the Lockheed Martin C-130J Super Hercules and its ‘little brother’, the Alenia C-27J Spartan II. Thanks to commonality of engines and avionics, these two aircraft complement each other in the modern transport role. Two variants of the C-130J are used – the ‘standard’ version, of which the AMI has eleven, and the stretched C-130J-30, of which there are ten at Pisa. All 21 are pooled by 2° and 50° Gruppos with 12 C-27Js operated by 98° Gruppo. Among this busy unit’s tasks are tactical airlift, paratrooper and materiel drops, special operations, medevac, search and rescue and air-to-air refuelling. A modern training centre, the Centro Addestramento Equipaggi (CAE, crew training centre) with ‘full motion’ simulators for the Super Hercules and Spartan, is based at Pisa – where transport pilots from foreign air forces are also trained. Another important transport unit is 31° Stormo, based at Rome’s Ciampino airport and dedicated to two main missions: VVIP transport

for the highest Italian military and state authorities’ personnel and emergency humanitarian flights – which include transport of people, organs for transplantation and medical teams. The unit is on call 24 hours a day, 365 days a year, with an emergency flight that can take off within two hours of a request. All these tasks are performed by 93° and 306° Gruppos – the first flies three Dassault Falcon 900 EXs, two Falcon 900 EASys and two new AgustaWestland VH-139A helicopters while 306° Gruppo operates three Airbus A319CJs and two Dassault Falcon 50s.

Tankers

Based at Pratica di Mare, near Rome, 14° Stormo (see Multi-role Air Wing, AFM December 2013) is a composite unit. It undertakes various tasks with its two squadrons – 8° Gruppo operates four tanker-transport Boeing KC-767As in the air-to-air refuelling and strategic transport roles while 71° Gruppo is equipped with 15 multi-purpose Piaggio P180AM Avantis for personnel transport, liaison and flight inspection and calibration of navigation aids. A local CAE trains pilots for all multi-engine aircraft

belonging to the Italian military and government agencies. Since the summer of 2012 Lockheed Martin’s Gulfstream III Airborne Multi-INT Laboratory (AML) flying test bed has been on lease to 14° Stormo to provide signal intelligence (SIGINT) and a surveillance and reconnaissance (ISR) capability after the retirement of the last Alenia G222 SIGINT aircraft. It is being used to gain experience in the roles before they are taken on by two new IAI G550 conformal airborne early warning and control systems (CAEW) aircraft in the next two years.

SAR

Search and rescue, and combat SAR, duties are the responsibility of 15° Stormo, based at Cervia, but with gruppi deployed around the country. Cervia hosts 81° Centro Addestramento Equipaggi (crew training), equipped with the Agusta Bell AB212AM, and 83° Gruppo CSAR with the AgustaWestland HH-139A. The other units are at Trapani (82° Centro CSAR), Gioia del Colle (84° Centro CSAR) and Pratica di Mare (85° Centro CSAR) – (see Angels of the Med, AFM October 2013).

The unit’s Sikorsky HH-3F Pelicans are being replaced, as an interim solution, by the new HH-139A, the military version of AW139. The first was delivered to Cervia in March 2013 and to date ten have been received by the AMI. The HH-139A has strengthened landing gear, integrated self-defence and dedicated military communication equipment, searchlight, a ventral hook and a hoist, forward-looking infrared camera and a public address system – and it can float. As the HH-139As are delivered, the ageing Pelicans will be concentrated with 85° Centro CSAR at Pratica di Mare until their withdrawal, now expected in early 2014. Another task recently allocated to 15° Stormo is support to ‘sensitive targets’ during large public events, where the helicopters operate as patrolling slow-mover interceptors. Anti-submarine and sea patrol, photo and electronic reconnaissance and long-range SAR duties are managed by 41° Stormo and its operational unit, 88° Gruppo, based at Sigonella. The unit flies the eight remaining Breguet Br1150 Atlantic maritime patrol aircraft (MPA),from18 which began to be delivered in 1972.

Below: Alenia C-27J Spartan MM62221 ‘46-85’ from 98° Gruppo on the flightline at Pisa. Marco Rossi

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Branch: Italian Air Force Role: Air defence, intelligence, surveillance, ISTAR, CSAR, transport, air-to-air refuelling

This reliable, versatile and capable type, operated by a mixed crew of Italian Navy (Marina Militare) and AMI personnel, will be replaced by four ATR 72MP (maritime patrol) aircraft in 2014, an interim solution specifically developed for the AMI by Alenia Aermacchi, with a specific focus on maritime surveillance. Since the ATR 72MPs will not be armed, when they enter service the AMI will lose its capability to counter submarine threats.

Special Forces

The command that oversees Special Forces is 1ª Brigata Aerea Operazioni Speciali (special operations air brigade). It includes 9° Stormo, based at Grazzanise, near Caserta, whose 21° Gruppo (which belongs to the NATO ‘Tiger Meet’ community) operates AB212 ICO (implementazione capacità operative – operational capability implementation) helicopters for CSAR, personnel recovery and air support to special operations forces. It has recently been heavily involved in Afghanistan supporting the ISAF (International Security Assistance Force) mission, operating with a gruppo of ‘Fucilieri dell’Aria’ (air force riflemen). The AB212 ICO is a special version of the standard helicopter equipped with defensive armament, anti-missile infrared countermeasures and with crew protection. Eighteen helicopters were involved in the modification programme. Other non-flying units belonging to 1ª Brigata are 16° Stormo Protezione delle Forze (Fucilieri dell’Aria) based at Martina Franca (Taranto) and 17° Stormo Incursori, headquartered in Furbara, near Rome. The former provides ground defence, disposal of explosives and aerial surveillance. Currently it is providing protection to the Forward Support Base (FSB) in Herat, Afghanistan. Working closely with 16° Stormo is the Centro Cinofili Aeronautica Militare, the guard dog unit of the AMI, based at Grosseto. At Furbara, 17° Stormo Incursori is a commando and paratroop unit dedicated to special operations such as ground laser target designation, fighter controlling and CSAR.

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Above: Airbus A319CJ MM62243 makes a rare visit to Dublin in November 2013. The type is used for government and military VIP flights. Michael Kelly

will be not armed. The programme is based on four aircraft, to be delivered from the end of 2014 and into 2015. The CSAR role, currently undertaken by the HH-3F, will be taken over by the AgustaWestland HH-101, the military version of the AW101. Twelve (plus an option for three) are expected to be delivered, starting in 2015, and will also be used for special operations duties; they will have also an air-to-air refuelling capability to extend their operational range. To cope with the asymmetric threats recently experienced in the Afghan theatre of operations, the AMI is evaluating a system called JEDI (jamming and electronic defence instrumentation) integrated on a C-27J. Developed by AMI’s electronic warfare operational support department,

The AMI operates four KC-767A tankers with 8° Gruppo, part of 14° Stormo. Marco Rossi

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FORCE REPORT AERONAUTICA MILITARE ITALIANA

Above: Lockheed Martin’s Gulfstream III Airborne Multi-INT Laboratory N30LX is flying from Pratica di Mare to prepare the AMI for the introduction of the IAI G550 CAEW in 2016. Lockheed Martin Below: Atlantic MM40108 ‘41-70’ from 88° Gruppo, 41° Stormo, at Pratica di Mare. F Anselmino/Aviation Collectables Company

Logistics command

Training command Headquartered at Bari airport, 3° Regione Aerea is the command that manages recruiting and basic training for all AMI personnel and controls regional administrative functions in southern Italy. Alongside schools preparing recruits for flying training and ground courses, its flying units provide elementary, basic and advanced flying instruction.

Elementary Comando Aeroporto/Gruppo Volo a Vela di Guidonia (airport command/ Guidonia gliding squadron) near Rome is the only AMI unit equipped with gliders to provide elementary flying training for Accademia Aeronautica (air academy) cadets and pilots of other Italian military agencies across the country. The gliders include the Grob Twin Astir, Nimbus 4B/4M and Lak 17 (a single-seater for competitions). A fleet of SIAI Marchetti S208Ms are available as glider tugs and for other utility purposes, together with a few MB-339A/CDs and BredaNardi NH-500E helicopters for instructor currency and proficiency.

Basic Based at Latina airport, 70° Stormo provides basic flying training for both fixed- and rotary-wing pilots. For

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fixed-wing aviators, 207° Gruppo is equipped with SIAI Marchetti SF-260EAs; the first of 30 of the upgraded EA version was delivered in August 2005, replacing the AM version of this basic prop trainer. The unit selects and trains pilots for the AMI, Italian Army, Guardia di Finanza and police, and also offers training services to other nations. Since 1990, 208° Gruppo has used NH-500Es to train rotary-wing pilots for the AMI and other helicopterequipped government agencies. A secondary role for 72° Stormo is support in SAR operations when required.

Advanced Students fly on advanced courses with 61° Stormo’s MB-339CD IIs and MB-339A/MLUs based at –Lecce in three gruppi – 212° Gruppo is in charge of pre-operational training with the MB-339CD II. Prior to that stage, 213° Gruppo is responsible, after about ten months of flying, to graduate military pilots using the MB-339A/MLU. Meanwhile 214° Gruppo runs theoretical courses and trains the instructors. As a secondary role 61° Stormo would provide air defence against slowmoving targets.

ReSTOGE (Reparto Supporto Tecnico Operativo Guerra Elettronica – Electronic Warfare Technical Support Unit), in close collaboration with the aircraft manufacturer, JEDI is based on a pallet containing the electronic package and instruments, managed by two operators. It can be easily installed in, or removed from, the cargo compartment, with some external antennas completing the set-up. One C-27J in this configuration is operating in Afghanistan and a second should be delivered early in 2014. Another C-27J project is the MC-27J Praetorian gunship, being developed by Alenia Aermacchi. In November 2013 the AMI signed an agreement to provide development, testing, certification, industrialisation and logistic support to the programme. Alenia Aermacchi, working with US company ATK, will deliver a prototype to the AMI in the spring of 2014 for testing in an operational scenario. The AMI will convert three C-27Js currently in service into the MC-27J Praetorian configuration by 2016 – and three more will be given the same mission afm package capabilities.

Comando Logistico (logistic command) provides technical support to AMI assets. Under 1ª Divisione – Centro Sperimentale Volo (flight test centre) at Pratica di Mare, the flying unit, Reparto Sperimentale Volo (flight test unit), designated 311° Gruppo, is in charge of all ground and flight testing for aircraft, helicopters and prototypes. Various types serve with the unit, such as the Tornado, F-2000A, AMX, P180, C-27J and the first two examples of the T-346A Master, which were delivered at the beginning of 2012 for operational test and evaluation and have now been returned to Alenia to be upgraded to the final operational standard. The command’s 2ª Divisione – Supporto Tecnico Operativo Aeromobili Armamento Avionica (operational support aircraft armament and avionics) provides high-level maintenance for aircraft and helicopters. Lower-level maintenance – first and second line – is carried out by the Reparti Manutenzione (maintenance department) of each gruppo. Also reporting to Comando Logistico is the Poligono Sperimentale e di Addestramento Interforze di Salto di Quirra (PISQ – polygon experimental and training interagency Salto di Quirra) in Sardinia, an experimental test range for missiles and targets; the Reparto Sperimentale Standardizzazione al Tiro Aereo, or air weapon training installation (RSSTA/AWTI), based at Decimomannu in Sardinia, which is widely used by many NATO nations to practise dissimilar air combat training due to its favourable weather and AACMI (autonomous air combat manoeuvring instrumentation) range; and 3° Stormo, based at Verona airport, which provides logistic support for units deployed away from their home bases.

www.airforcesmonthly.com

04/12/2013 16:59

Branch: Italian Air Force Role: Air defence, intelligence, surveillance, ISTAR, CSAR, transport, air-to-air refuelling

Italian Air Force Order of Battle Unit

Home base

Unit

Comando Squadra Aerea

RomeCentocelle

31° Stormo

Comando Forze da Combattimento

Milan

2° Stormo

Aircraft

Spada / Aspide missile batteries Rivolto (Udine)

4° Stormo EF-2000 Typhoon

20° Gruppo OCU

EF/TF-2000 Typhoon

Grosseto

Tornado IDS

Ghedi (Brescia)

13° Gruppo CB

AMX ACOL

101° Gruppo OCU / CB

AMX-T ACOL

28° Gruppo Velivoli Teleguidati

MQ-1C Predator A+, MQ-9A Predator B (Reaper)

Amendola (Foggia)

MB-339A / CD

EF-2000 Typhoon

37° Stormo EF-2000 Typhoon

50° Stormo Tornado ECR

Gioia del Colle (Bari)

Trapani-Birgi Piacenza-San Damiano

51° Stormo 103° Gruppo CB 132° Gruppo CBR

AMX ACOL

Istrana (Treviso)

313° Gruppo Addestramento Acrobatico ‘Frecce Tricolori’

MB-339A/PAN (MLU)

Rivolto (Udine)

Squadriglia Collegamenti

NH-500E, S208A

Milan-Linate

C-130J / C-130J-30 / KC-130J

Pisa-San Giusto

46ª Brigata Aerea 2° Gruppo TM 50° Gruppo TM 98° Gruppo TM

Sigonella (Catania)

Atlantic

1ª Brigata Aerea Operazioni Speciali

Rome-Centocelle Grazzanise (Caserta)

AB212ICO

Poggio Renatico (Ferrara)

Comando Operazioni Aeree

14° Stormo 8° Gruppo

KC-767A

71° Gruppo

P180

Pratica di Mare various aircraft

Centro Polifunzionale Velivoli Aerotattici 1° RMV (Reparto Manutenzione Velivoli)

Tornado, EF-2000 Typhoon, (F-35)

Nucleo Iniziale di Formazione (NIF) JSF

(F-35)

2° RMM (Reparto Manutenzione Missili)

Various missiles

Padova

3° RMV

AMX ACOL

Istrana (Treviso)

5° GMV (Gruppo Manutenzione Velivoli)

Various aircraft and systems

NaplesCapodichino

6° RME (Reparto Manutenzione Elicotteri)

HH-3F

Pratica di Mare (Rome)

10° RMV

MB-339

Lecce-Galatina

11° RMV

Atlantic

672ª Squadriglia CS (target recovery)

AB212AM, NH-500E

673ª Squadriglia RDB (target drones)

UAV

670ª Squadriglia SAR

AB212AM

Cameri (Novara)

Sigonella (Catania)

Comando delle Scuole AM / 3ª Regione Aerea

Bari

61° Stormo 212° Gruppo

MB-339CD

213° Gruppo

MB-339A/MLU

Lecce-Galatina

214° Gruppo Istruzione Professionale -

C-27J

70° Stormo

Centro Addestramento Equipaggi (CAE) Pratica di Mare (Rome)

207° Gruppo

SF-260EA

674ª Squadriglia Collegamenti

MB-339A

Latina

72° Stormo 208° Gruppo

15° Stormo

Frosinone

NH-500E

Comando Aeroporto/Gruppo di Volo a Vela

83° Gruppo SAR

HH-139A / HH-3F

81° CAE

HH-3F/HH-139A/AB212AM

615ª Squadriglia Collegamenti

NH-500E, AB212AM

82° Centro SAR

HH-139A / HH-3F / NH-500E

Trapani-Birgi

84° Centro SAR

HH-139A / NH-500E

Gioia del Colle (Bari)

85° Centro SAR

A319CJ, Falcon 50

41° Stormo

311° Gruppo

36° Stormo

155° Gruppo ETS

306° Gruppo TS

Reparto Sperimentale Volo

32° Stormo

18° Gruppo CI

Rome-Ciampino

1ª Divisione - Centro Sperimentale di Volo (CSV)

156° Gruppo CBOC

12° Gruppo CI

Falcon 900 EX, Falcon 900 EASy, VH-139A

21° Gruppo

102° Gruppo OCU

10° Gruppo CI

93° Gruppo TS

9° Stormo

6° Stormo

632ª Squadriglia Collegamenti

Home base

88° Gruppo AS

IX Gruppo CI

154° Gruppo CBOC

Aircraft

HH-3F / NH-500E

Cervia (Ravenna)

Pratica di Mare (Rome)

422ª Squadriglia

Various gliders

423ª Squadriglia

S208A / NH-500E / MB-339A/CD

Guidonia (Rome)

Joint Air Task Force Herat

AMX ACOL, C-27J, C-130J, AB212ICO, Predators

Herat (Afghanistan)

Task Force Air Al Bateen

C-130J

Abu Dhabi

MIATM (Missione Italiana Assistenza Tecnico Militare di Malta)

AB212AM

Luqa (Malta)

Above: The S-208M is used as a glider tug at flying schools across the country. Mauro Cini/ Aviation Collectables Company Left:The entry into service of the T-346A Master has been delayed by the crash of one of the prototypes on May 11, 2013. Alenia Aermacchi

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04/12/2013 16:59

EXERCISE REPORT WALLABY 2013

Location: Queensland, Australia Particpants: Royal Singapore Armed Forces

Fighting in the Aussie Bush Roy RX/Jet Thrust Aviation Images reports from Rockhampton in Queensland, Australia as the Singapore Armed Forces’ conducted its largest exercise of the year

A

CUTE LAND shortage and high urban density has prompted Singapore to ink bilateral agreements with multiple friendly countries to conduct its military exercises. Every year, thousands of men and women from the Singapore Armed Forces (SAF) are deployed around the world – the United States, Germany, Taiwan, Brunei and Australia among them – for unilateral war games to hone their combat skills and procedures. The largest and most complex of these manoeuvres is Exercise Wallaby, a division-level exercise held annually since 1990 at the Australian Defence Forces’ Shoalwater Bay Training Area (SWBTA) in Central Queensland, Australia. Encompassing more than 1,000 square miles (2,740km2) of rugged bush, or at about four times the land area of Singapore, the vast expanse of the SWBTA provides both the army and the Republic of Singapore Air Force (RSAF) with the opportunity to manoeuvre on unfamiliar terrain and engage long-range targets. Held from October 3 to November 30, the 2013 iteration of Exercise Wallaby involved more than 5,000 personnel and 300 SAF platforms. Multiple individual exercises spanned three phases during the 58 days of Wallaby 2013.

Above: The vast expanse of the SWBTA provided the RSAF Apache crews from 120 ‘Redhawks’ Squadron with the opportunity to operate their capabilities to the fullest potential. All images by the author

F-16C/D Block 52 Fighting Falcons, five Boeing AH-64D Apache Longbows, five Aérospatiale AS332M/M1 Super Pumas, two Boeing CH-47SD Chinooks and a sole Lockheed C-130H Hercules. To assemble such a sizable air component some 3,600 miles (5,800km) from their home bases in Singapore was a significant undertaking and required careful co-ordination and planning by the departments within the RSAF’s Air Combat and Participation

Commands. The first phase of deployment saw Apaches and Chinooks airlifted into Rockhampton on two chartered Antonov An-124 flights. They were soon joined by the Super Pumas, which are part of the RSAF helicopter detachment at the Australian Army’s Oakey Army Aviation Centre. Completing the air asset transfers the F-16C/ Ds, operated by 143 ‘Phoenix’ Squadron, arrived at Rockhampton on October 7 from RAAF Base Tindal in Australia’s Northern

Assembling the air elements

Staging out of Rockhampton Airport, 50 miles (80km) from the SWBTA, the RSAF participation included six Lockheed Martin

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Above: F-16C 611 carries special markings from Exercise Top Ace, an RSAF inter-squadron competition in tests of air combat competencies. Six F-16C/D Block 52s operated by 143 Squadron participated in Exercise Wallaby 2013. Below: AS332M/M1 Super Pumas fulfilled troop and equipment transport duties. Five were flown out from Oakey, Queensland where the RSAF maintains a helicopter training detachment.

Territory where a squadron exercise was being conducted.

Air-land integration

A major objective of the exercise was the air-land integration training between the air force and the SAF’s armoured and infantry units. Employing the Battlefield Management System, the SAF’s Leopard 2SG battle tanks, Bionix infantry fighting vehicles and each of the seven-man infantry sections are datalinked to the battalion headquarters and the RSAF’s Air-Land Tactical Control Centre. This makes the individual fighting units aware of the locations of friendly and enemy forces and empowers them to call for additional firepower in the form of air support when required. Fighting as a network-centric force at the exercise, army forces on the ground co-ordinated with F-16s and AH-64s to prosecute targets. Unmanned aerial vehicles (UAV) such as the RSAF’s IAI Heron 1 and the army’s Skyblade III were also heavily utilised in the detection and surveillance of opposing forces. Exercise Wallaby reinforces the warm and long-standing defence ties between Singapore and Australia and is one of the many close areas of cooperation between the military forces of both countries. As the SAF wrapped up the wargames Down Under, US-based RSAF detachments readied for yet another integrated exercise codenamed Forging Sabre in America, signifying the global mindset that the Singapore military has adopted in overcoming its unique afm geographical challenges.

www.airforcesmonthly.com

04/12/2013 10:52

FEEDBACK

Save ASTOR for Europe! As an avid reader of AFM I follow the fate of the UK’s armed forces with great dismay. Just as in the Netherlands and elsewhere in Europe, the economy seems to be the overriding argument to balance budgets by making them tighter and reducing the armed forces, without further strategic consideration. One typical example is the planned withdrawal of the Sentinel R1 ASTOR – no other platform has shown more value to European allied operations in Afghanistan, Libya and Mali than this. Meanwhile, the German Air Force (Luftwaffe) has had to abandon its plans for operations with the RQ-4G Eurohawk because it can’t operate in the congested European airspace. In my view the solution is rather simple – the Sentinel R1 fleet should fill this NATO requirement, financed, staffed, operated and maintained just like the NATO E-3 Sentry AWACS fleet in Geilenkirchen. Many mainland Europeans are sick and tired of visionless technocracy, led by bankers and accountants. Let’s save ASTOR, let’s save the European armed forces from increasingly geo-political and militarystrategic illiterate politicians. Peter-Paul de Waal www.coalitionfordfense.com

Russian ‘Black’ Fighter With reference to pages 14 and 111 of the October issue, the Russian ‘black’ fighter reported seems to be the Sukhoi Su-35S variant (tail code ‘07 Red’) instead of the Su-30SM. The fighter could be the last delivered to the Russian Air Force and used as a test aircraft for the final phase of operational induction into active service. In August and September the aircraft was temporarily deployed at Zhukovsky to conduct some test flights and take part in MAKS-2013. Isidoro Francesco Santarpia Rome Write to: AFM Editor, Key Publishing Ltd, PO Box 100, Stamford, Lincolnshire, PE9 1XQ Email: [email protected] or visit our Facebook page at facebook.com/AirForcesMonthly

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Gallery – from the Facebook page

Above: RAF TriStar ZD951 has received 30th anniversary markings to celebrate the career of the Lockheed tri-jet with 216 Squadron, based at RAF Brize Norton in Oxfordshire. The type is due to be retired from service in March. Robert Symes

Above: Autumn can be a fabulous time for photography – here a USAF F-15E Strike Eagle comes in to land at RAF Lakenheath late one November evening. Jamie Ewan Below: As part of the RAF C-130K’s retirement, one paid a visit to RAF Northolt for the photographers’ nightshoot in late October. Mark Bentley

Enough already – the last word I have been a reader of AFM from the first edition, having early editions posted out to me in Belize in 1989, and have not been outraged enough before to feel the need to comment. However your choice of Carsten Wiltschko’s reply to Tom Heldt’s original inflammatory letter only further added flames with his totally unsubstantiated

comment that the RAF has shown bad taste throughout its history. He should perhaps remember that without the RAF

Andy, We have to be balanced in our choice of feedback, and to ignore any view that supported Tom Heldt could have been seen to be censorship. As you can see from the letters published online at www.airforcesmonthly.

he would not be able to comment as freely as he now does. Andy Lovatt (Proud to have served in the RAF)

com, the majority disagree with Mr Heldt’s opinions, but we have to let the readers decide for themselves. It’s now time to draw a veil over this debate, so no further correspondence on the matter will be published. Ed

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09/12/2013 11:41

EXERCISE REPORT MAX THUNDER 13-2

Beyond

1

Thunderdome E

XERCISE MAX Thunder, a biannual Red Flag-style joint training programme held by the Republic of Korea (ROK) and the United States, ran from October 28 to November 8 at Gunsan Air Base (also known as Kunsan), South Korea. The exercise is part of a continuous programme with the aim of enhancing interoperability between the ROK and US forces. The event, numbered 13-2 and the eleventh in the series, followed the cancellation of 13-1, scheduled for March/April, which was called off because of the tense political situation with North Korea at the time. To compensate, 2

“The ROK/US alliance is more than a military pact – it’s a comprehensive partnership that promotes freedom and democracy in this region and the world”

3

13-2 – dubbed “one of the largest ever” – saw an impressive array of types and number of aircraft participating, with 32 from the Republic of Korea Air Force (ROKAF) and 65 from US forces. The US Marine Corps took part for the first time, joining the US Air Force with a number of Iwakuni, Japan-based McDonnell Douglas F/A-18 Hornets and Grumman EA-6B Prowlers. In a first for Korea the USMC also bought along two Hawker Hunter Mk58s from the US-based airborne air tactical training company ATAC which had

4

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www.airforcesmonthly.com

04/12/2013 10:55

Location: Gunsan AFB, Republic of Korea Particpants: ROKAF, USAF, USMC

been operating out of Atsugi Of prime importance to Max Thunder is the chance for both sides to train on close air support missions to ensure mutual understanding and trust. During a briefing to Korean media just before the end of the event, USAF 8th Fighter Wing vice commander Colonel Timothy Sundvall said: “The ROK/ US alliance is more than a military pact – it’s a comprehensive partnership that promotes freedom and democracy in this region and the world. Interoperability with dissimilar aircraft enables our aircrew members to be battle-ready for many potential threats. Alliance resolve has never been stronger; we continue to strengthen in terms of capability and commitment. Our plans, force posture, training and exercises are focused on full-spectrum operations to deter, and if necessary defeat, a rapidly evolving threat.” It was fitting that the exercise was held at Gunsan as this year saw the ROK/US alliance celebrate 60 years. It is the only base on the Korean peninsular where both nations’ forces operate. Martin Fenner/AviationKorea.com

afm

5 1: ROKAF KF-16C 92-019 from the 19th Fighter Wing gets airborne during a Max Thunder mission from Gunsan. 2: Colonel Timothy Sundvall, USAF 8th Fighter Wing vice commander. 3: Pilots from each of the three air forces participating in the exercise – USMC, ROKAF and USAF – pose for the camera.

6

4: The strength of the ROK/US alliance is illustrated with the two nations’ Lockheed Martin F-16s side by side at Gunsan before the exercise. 5: An ATAC Hawker Hunter F58 takes off to play ‘red air’ during an exercise mission. It was the first time they had been used in South Korea. 6: US Air Force F-16CMs are based at Gunsan with the 35th and 80th Fighter Squadrons of the 8th Fighter Wing. 7: The US Marine Corps participated in Max Thunder with VMFA-232, normally based at Iwakuni in Japan.

7

8: ROKAF Boeing F-15K Strike Eagles also took part in Max Thunder – 02-018 is from the 122nd Fighter Squadron, 11th Fighter Wing based at Daegu.

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04/12/2013 10:55

EXERCISE REPORT SEUIL-D’ARGONNE

S

EUIL-D’ARGONNE IS a small village in the heart of France’s Argonne region, a place where heavy fighting took place during the First World War. Situated between Paris and the eastern border, and also known as the Lorraine Marches, the area features forests, hills, vales and fields – and, with a low population, is ideal for large-scale military exercises. In October the French Army Aviation’s (Aviation Légère de l’Armée de Terre / ALAT) 3e Régiment d’Hélicoptères de Combat (combat helicopter regiment / RHC ) deployed to the area around the village for a training exercise as part of an inter-services tactical force that enabled the unit to put all its competences to the test. Exercise Seuil-d’Argonne, held between October 14 and 18, took the form of a series of daily missions in an area southwest of Étain, where 3 RHC is stationed, which meant crews and machines could fly back to base if necessary and guaranteed high serviceability for deployed helicopters. The regiment’s flying component is divided into two battalions – one for reconnaissance and attack with 34 Aérospatiale Gazelles; and one for assault and transport, which uses 12 Aérospatiale Pumas. Exercise scenarios were reminiscent of what French and NATO forces used to train for a quarter of a century ago, before the fall of the Berlin Wall. The task of the airmobile force was to stop infantry and armour advances in different areas of France’s Meuse departement. As both red and blue forces were available, all coming from nearby garrisons, any scenario could be played out day or night – and as many of the forces were engaged on their home turf, they had a strong sense of defending the homeland, in contrast to deployments and exercises abroad. As the exercise’s main player, 3 RHC deployed 15 Gazelles and four Pumas supported by 300 troops. The AVES, the Italian

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Location: Seuil d’Argonne, Argonne, France Particpants: ALAT, RHC

French Army Aviation regiment’s home turf FELIN-clad soldiers disembark from a Puma in the Argonne countryside; the soldier on the left carries an ERYX antitank missile. All images by the author

Army’s air component, joined in for three days with two Agusta A129 Mangustas and two AB205s and 19 personnel. Over the week of the exercise Gazelles flew reconnaissance and strike missions against enemy

targets dug in on Monday and Tuesday and on the move on Wednesday and Thursday. To block and counter the red forces, blue forces relied on a combat group of the 1er Régiment de Tirailleurs (rifle regiment) from

Above: The ‘Viviane’ ranging system can be clearly seen on this Gazelle’s canopy. Below: Italian Army assets regularly deploy to the east of France; two A129 Mangustas and two AB 205s actively participated in Exercise Seuil-d’Argonne for three days.

Épinal, brought in by the Pumas. The troops were equipped with new FELIN gear (Fantassin à Équipement et Liaisons Intégrés – integrated infantryman equipment and communications), which includes better battledress, communications kit and improved FAMAS rifles. The Pumas also transported 120mm mortars in cargo slings, along with their operators, from the 1er Régiment d’Artillerie de Marine (marine artillery regiment) at Châlons-en-Champagne. A team of forward air controllers from 27 Bataillon de Chasseurs Alpins (alpine battalion) worked closely with the Gazelles simulating the firing of HOT missiles and with two Dassault Mirage 2000Ds from Escadron de Chasse 3 at Nancy-Ochey. Seuil-d’Argonne was an opportunity for 3 RHC to rehearse an old scenario that has never been tackled in real life – but for which they proved that it is are lethally afm ready. CHRISTOPHE GASZTYCH

www.airforcesmonthly.com

04/12/2013 10:58

POSTCARD FROM DUBAI

Location: Dubai, UAE Particpants: United States Air Force, US Navy, UAEAF&AD, PAF and more.

Middle Eastern Force T

HE 13TH Dubai Airshow held over the week of November 8 to 12 saw the re-emergence of the US military on the airshow circuit after seven months of sequestration took its toll. While there were few exhibits on the ground, the presence of Lockheed Martin’s F-22A Raptor and Rockwell’s B-1B Lancer in the flying programmes heralded a welcome return to the US Air Force to public demonstrations, while a US Navy Boeing F/A-18E Super Hornet was borrowed by the manufacturer as part of its Middle East sales push. The organisers of the airshow say it was an “overwhelming success” with over 60,000 visitors and over 1,000 exhibitors from 60 countries. While there were no major military orders, the commercial sector bagged $206 billion worth of deals – the largest in any airshow’s history, according to the organisers. It was a shame the last day of the show had to be cancelled because of flooding caused by storms the previous evening, but by then all afm the deals had been done.

Dubai provides a rare chance for the United Arab Emirates Air Force & Air Defence (UAEAF&AD) to display to the public – a sparkling performance by Captain Khalid A Al Jabria in his Lockheed Martin F-16E-60 Desert Falcon from nearby Al Dhafra was a main feature of each day’s programme. All images Mike Kerr

Above: The UAEAF&AD’s aerobatic team, Al Fursan, brought some much-needed colour to the desert with its Frecce-Tricolori-inspired routine. Right: Another flying display debutant was Boeing’s P-8A Poseidon maritime patrol aircraft, a type with big sales potential around the world. Below right: A type making its demonstration debut was the PAC JF-17 Thunder from the Pakistan Air Force, which is also trying to make an impact on the international market, offering the JF-17 as a low-cost alternative to Western types. Below: One type that wasn’t for sale is the US Air Force’s B-1B Lancer bomber, which performed flypasts on the days not affected by the weather. We say not for sale, but if sequestration continues to bite the fleet may be axed – so maybe this was a way of hinting at some second-hand bargains to come?

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04/12/2013 11:00

OPS BOARD If it’s a major military airshow or exercise being held somewhere in the world, here’s the place to find it with our operations board, which is updated every month. With sequestration affecting airshows in the US, we strongly advise you check before making travel plans! Date

Exercise/Event

Location

Remarks

Jan 13 – Feb 7

TLP 2014-1

Spain – Albacete

www.tlp-info.org

Jan 16 – 18

Bahrain Airshow

Bahrain – Sakhir AB

www.bahraininternationalairshow.com

Jan 26

Tauranga City Air Show

New Zealand – Tauranga

www.taurangaairshow.co.nz

Jan 27 – Feb 14

Red Flag 14-1

USA – Nellis AFB, Nevada

www.nellis.af.mil/news

Feb 3 - 21

Iceland Fighter Meet

Iceland - Keflavik

www.nato.int

Feb 11 – 16

Singapore Airshow

Singapore - Changi

www.singaporeairshow.com.sg

Mar 3 – 14

Red Flag 14-2

USA – Nellis AFB, Nevada

www.nellis.af.mil

Mar 9

Tyabb Air Show 2014

Australia – Tyabb, Victoria

www.tyabbairshow.com.au

Mar 10 – Apr 4

TLP 2014-2

Spain – Albacete

www.tlp-info.org

Mar 15

Air Show

USA – MCAS Yuma, Arizona

TBC - www.yumaairshow.com

Mar 15

Air Show

USA – NAF El Centro, California

TBC - www.mwrtoday.com/elcentroairshow

Mar 21 – 22

Palmdale Air Show

USA – Palmdale, California

Mar 22 – 23

Thunder Over The Empire

USA – March ARB, California

TBC - www.marchfieldairfest.com

Mar 25 – 30

FIDAE

Chile – Santiago

www.fidae.cl

Mar 29 – 30

Wings Over South Texas

USA – Brownsville, Texas

Mar 31 – Apr 11

Exercise Frisian Flag

Netherlands – Leeuwarden

European air forces exercise

Apr TBC

Exercise Green Shield

France – Nancy

Joint training with Royal Saudi Air Force

Apr 1 – 6

Sun ‘n’ Fun Fly-in

USA – Lakeland, Florida

www.sun-n-fun.org

Apr 12 – 13

Fort Smith Regional Air Show

USA – Fort Smith, Arkansas

TBC - www.188fw.ang.af.mil

Apr 15 – 17

ABACE 2014

China – Shanghai

www.abace.aero

Apr 18 – 20

Warbirds Over Wanaka Airshow

New Zealand – Wanaka

www.warbirdsoverwanaka.com

Apr 23 – 26

Marrakech Aero Expo & Air Show

Morocco – Marrakech

www.aeroexpo-morocco.com

Apr 26 – 27

Fort Worth Air Power Expo 2014

USA – Fort Worth, Texas

TBC - www.airpowerexpo.com

May 3 - 4

Shawfest

USA – Shaw AFB, South Carolina

TBC - www.shawairexpo.com

May 3 – 4

Spirit of St Louis Air Show

USA – St Louis, Missouri

www.spirit-airshow.com

May 5 – 30

TLP 2014-3

Spain – Albacete

www.tlp-info.org

May 6 – 8

SOFEX

Jordan – Amman-Marka AB

www.sofexjordan.com

May 10 – 11

Vero Beach Air Show

USA – Vero Beach, Florida

www.veroairshow.com

May 12 – 22

Exercise JAWTEX

Germany - TBA

May 17 – 18

MCAS Cherry Point Air Show

USA – Cherry Point, North Carolina

TBC - www.cherrypointairshow.com

May 20 – 25

ILA 2014

Germany - Berlin-Schönefeld

www.ila-berlin.de

May 21

USNA Air Show

USA – US Naval Academy, Maryland

May 23

USNA Graduation Flyover

USA – US Naval Academy, Maryland

May 22 – 25

KADEX

Kazakhstan – Astana AFB

Public days 24/25

May 24

Llandudno Air Show

UK – Llandudno, Wales

www.llandudno-air-show.org.uk

May 24 – 25

Bethpage Jones Beach Air Show

USA – Jones Beach State Park, New York

www.jonesbeachairshow.com

2014

The UAEAF&AD’s Dassault Aviation Mirage 2000-9EAD provided a flying demonstration at the recent Dubai Airshow in the hands of Captain Masoud Al Falahi. It is likely to make an appearance at the Bahrain Airshow in January. Mike Kerr

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www.airforcesmonthly.com

09/12/2013 11:33

P097_AFM_Jan14_ad.indd 1

09/12/2013 12:25

AND FINALLY

Shayne in front of one of a 912th ARS KC-135 bearing the nose art ‘Good times’. Alan Kenny

Flygirlpainter! Shayne Meder has been painting military aircraft for 14 years. Alan Kenny travelled to March Air Reserve Base in Southern California to see her latest work

S

HAYNE WAS a master sergeant who served with the US Air Force at Castle Air Force Base, California until 1994, when she retired. She began painting nose art onto active duty aircraft while in the air force, but her first paid job in aircraft artwork was at the Castle Aviation Museum where she worked after retiring. In 1997 she was approached by March Field Air Museum to take charge of restorations and she worked there for eight years before moving to the Wings and Rotors Air Museum at French Valley Airport in Murrieta. Today, the Flygirlpainter team consists of Shayne, her husband Scott Donnell and friend Roxane Bond, who all met at March Field. Scott helps on the majority of jobs,

doing much of the cleaning and letter stencilling and Roxane assists with aircraft that require a lot of painting. Seven of the 14 March-based Boeing KC-135s from the 452nd Air Mobility Wing/912th Air Refueling Squadron have nose art painted under the commander’s window and many Seahawks from different US Navy squadrons have been adorned with Shayne’s art. AFM: Can you describe the process for painting the nose art and tail/ boom? Do they differ for aircraft type? Shayne: The nose art is easier, smaller, needs less preparation and can be done in two to three days. The process requires scuffing and priming the area, then painting the art and following up with a good coat of clear lacquer. The Seahawks take a lot more preparing as the tail section is covered with exhaust stains and oil. We also clean under the removable panels to keep oils from seeping out onto the new paint. The surface has to be very clean for the paint to stick.

AFM: What is your favourite Seahawk design? Shayne: I always say the last one I just painted. However, the Medal of Honor (MOH) bird for the Centenary of Naval Aviation was very detailed with custom metallic paint. Roxane and I hand-painted the medals on the sides of the aircraft. I came up with the design after the master chief told me he wanted to do something that honoured the first naval aviator to receive the MOH. So it was done with much care and emotion. AFM: Who comes up with the ideas for the art – yourself, the crew chiefs or someone else? Shayne: Sometimes a unit will send me a detailed computerised graphic that I just have to apply to the aircraft. Sometimes it’s a scribble on a napkin. Other times they have no idea. For many, I design most or all of it. AFM: Do you get paid for your work? Shayne: All of the painting and art I do for the military is voluntary. I cover all the expenses for the tankers as the

Another 912th KC-135R is 64-14835 ‘Silver Surfer’. Alan Kenny

art is smaller, but for the helicopters, since they are much bigger and require expensive paint, the navy will pay for materials. I only ask they cover my room cost on base and transportation if it’s out of California. My day job does not provide sick time or vacation, so I basically take unpaid leave to do the helicopters. For more on this story go to www.airforcesmonthly.com

Next Issue of AFM on Sale January 16th* *UK scheduled on sale date. Please note that the overseas deliveries are likely to be after this date.

98 #310 JANUARY 2014

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04/12/2013 11:02

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SINGAPORE ASIA’S BIGGEST FOR AVIATION’S FINEST

FEB • OPEN FOR RE AIRSHOW 2014 • 11 – 16

The world of aviation will once again take centre stage at Asia’s largest aerospace and defence event, where we will be welcoming the heads of the commercial aviation community, international government delegations, key political and military leaders, among many others! Attend Singapore Airshow 2014 to forge partnerships and do business in this thriving Asia Pacific region!

GISTRATION NOW!

SINGAPORE AIRSHOW 2014 HIGHLIGHTS 2014 Feature Country: U.S.A. Aviation Training Zone Singapore Airshow Aviation Leadership Summit 2014 Asia Pacific Security Conference 2014 A*STAR Aerospace Technology Leadership Forum 2014 Singapore Aerospace Technology and Engineering Conference (SATEC 2014)

REGISTER NOW FOR SINGAPORE AIRSHOW 2014! www.singaporeairshow.com/registration

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