Air Forces Monthly UK 2014-03

March 2014 Issue #312

HELLENIC FLYING - FAST & LOW FIGHTERS IN GREECE

Officially the World's Number One Military Aviation Magazine | www.airforcesmonthly.com

COBHAM: CIVILIAN AGGRESSORS IN UK SKIES How Cobham Aviation supports the military

Force Report

TURKISH AIR FORCE

SAAB’s SAAB Gripen Aircraft Profile

The Affordable Fighter

BEST OF THE BEST! USAF Test Pilots School

Bridging Europe and Asia

MAINTENANCE MALAYSIAN STYLE

AFM visits AIROD, Malaysia’s foremost aircraft maintenance company

Puma 2

EXERCISE REPORTS FROM USA, GERMANY, NEW ZEALAND & IRAN 01_UKCover_Mar.indd 1

MARCH 2014 £4.60

RAF's New Cat Enters Service

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CONTENTS 32 Pumped-Up Puma Ian Harding details the RAF’s updated Puma HC2 helicopter as it enters service.

36 Flying to Confuse Derek Bower visits Cobham Aviation Services at Durham Tees Valley Airport to see how the company supports military flying training.

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

42 Hellenic flying – fast and low!

86 Maintenance Malaysian style

Phil Stevens travels the valleys of Greece to catch low-flying Hellenic Air Force fighters.

Andy Marden looks at the work of AIROD, Malaysia’s foremost aircraft maintenance company.

68 Edwards – US Test Pilot School Gary Wetzel goes behind the scenes of a famous institution.

Below: With three under-slung fuel tanks the F-4E (AUP) Phantom II can easily reach Cyprus without in-flight refuelling, which was not possible for previous Greek fighters. See more on page 42. Philip Stevens

Subscribe and Save Subscribe to AirForces Monthly and make great savings on cover price. See pages 14 and 15 for details.

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REGULARS 28 Attrition 50 COVER STORY AIRCRAFT Profile: Saab JAS 39 Gripen AFM’s extensive look at the Swedish fighter that packs an almighty punch for its weight.

74 Force Report: Turkish Air Force Turkey has one of the world’s largest air forces, a legacy of being NATO’s eastern bulwark against the Soviet Union and its relationship with Greece.

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Dr Dave Sloggett, together with AFM’s Jerry Gunner, describe the force in detail.

84 Feedback The latest from the Editor's postbag.

88 Ops Board All the events and airshows of the coming months.

89 Exercise Report: Green Flag West 13-10 and Mountain Roundup Steffan Eckes on the Luftwaffe’s big ASSTA3 test in the US.

90 Exercise Report: Eisregen II Pieter Bastiaans details a multi-national airborne exercise in Eastern Germany.

92 Exercise Report: Southern Katipo/Kiwi Flag ’13 Jim Winchester files on the largest New Zealand exercise ever.

94 Exercise Report: Fada’ian-e-Harime Velayat 4 Babak Taghvaee reports on Iran’s

biggest air exercise in two years.

96 Postcard from... Bahrain Fighter fever from the Middle East.

98 And Finally… Snoopy’s Epitaph How the UK’s most famous Hercules will meet its fate.

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EDITORIAL

UK’s Rotary Revolution J

ANUARY WAS a very good month for Yeovil-based AgustaWestland as it received a flurry of major orders from the UK Ministry of Defence (MoD) (see headlines). As well as assuring the future of the plant for the next decade, it was also a welcome statement of intent from the government after years of defence spending cuts. All of the announcements were expected at some time, but it had appeared issues of Project Crowsnest and the marinisation of the RAF Merlin fleet were drifting into the mire of the 2015 Strategic Defence and Security Review, the outcome of which is sure to be ‘must do more with less’. Transition of the Royal Navy’s Sea King Commando fleet to the Merlin HC4 was clarified at last; there will be an interim variant capable of operating from HMS Ocean when the Sea 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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King HC4 retires in 2016, with the fully marinised version following before the end of the decade. However, Project Crowsnest – the navy’s replacement for the Sea King ASaC7 airborne early warning system – will not be in service in time to protect those Merlins, a capability gap that has been apparent for a number of years now. Always associated with the new aircraft carrier programme – which has slipped ‘to the right’ significantly – there will be nothing to replace the ASaC7, when it is retired in 2016, until 2019 at the earliest as Crowsnest is planned to come on line. But development programmes of this nature invariably face delays, so the pressure is on the MoD to ensure a robust contract is in place to mitigate against missed deadlines. An extension of service to 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

small ASaC7 fleet is possible, and may have to be implemented if a viable helicopter carrier capability is demanded by world events towards the end of the decade. By 2020 the UK forces should have one of the most modern and capable rotary-winged fleets in the world. An upgraded Chinook through Project Julius; a recently enhanced Puma; a modernised naval Merlin fleet; the introduction of Wildcat and an updated Apache will all be the envy of many Western countries. A force to be reckoned with.

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

Top: The Army Air Corps’ Apache AH1 attack helicopter will be next in line for a mid-life update - the UK Ministry of Defence is considering upgrading the fleet to AH-64E Guardian standard. Key – Gary Parsons Cover: Gripen image by Saab; HAF F-4 by Philip Stevens; USAF F-16 by Lockheed Martin & Puma image Crown copyright/MoD

and 10 x 8 inches (25.4cm x 20.3cm) in size and submitted on a CD/DVD with thumbnail prints to the Editor at Key Publishing Ltd, PO Box 100, Stamford, Lincolnshire, PE9 1XQ, UK. CD/DVDs will not be returned unless accompanied by a stamped addressed envelope. Telephone: +44 (0)1780 755131 Fax: +44 (0)1780 757261 Subscription: [email protected] Website: www.keypublishing.com Distributed by Seymour Distribution Ltd, 2 Poultry Avenue, London, EC1A 9PP. Tel: +44 (0)20 7429 4000 Fax: +44 (0)20 7429 4001

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NEWS HEADLINES

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

UK Accelerates Crowsnest

Above: An artist’s impression of a Merlin HM2 fitted with a Crowsnest radar.

UK DEFENCE Secretary Philip Hammond announced on February 3 that he has accelerated the Project Crowsnest airborne surveillance and control programme to ensure it is operational by 2019. Eighteen months earlier than planned, its introduction will reduce the capability gap after the Sea King ASaC7 fleet is retired in two years' time to three years.

The Defence Secretary said the move will save taxpayers £22 million. Crowsnest will use high-power radar to provide long-range air, maritime and land tracking capabilities and will be an integral part of future carrier operations. It will be fitted to eight of the Royal Navy’s fleet of upgraded Merlin HM2 helicopters aboard the Queen Elizabeth-class carriers.

The decision to bring forward the Crowsnest programme is part of the annual review of the Ministry of Defence’s Ten Year Equipment Plan, worth £160 billion and includes unallocated funding to support equipment requirements that may arise as threats emerge or priorities change. The shorter delivery time for Crowsnest

New Apache and Merlin Contracts Awarded by UK MOD APACHE AND Merlin helicopter fleets in the UK will receive a £760 million boost through two new contracts awarded on January 29. The investment was announced by UK Defence Secretary Philip Hammond. One contract provides an additional £330 million for 25 RAF Merlin HC3/3A helicopters to be upgraded for the Royal Navy’s Commando Helicopter Force as Merlin HC4/4As under the Merlin Life Sustainment Programme (MLSP). Work on the MLSP design and manufacture contract will start immediately and seven interim ‘Phase 1’ aircraft will be delivered to the Royal Navy in 2015 and 2016, with all 25 ‘Phase 2’ standard aircraft delivered between 2017 and 2020. The seven Phase 1 helicopters will provide the Royal Navy with an interim capability between the withdrawal of the Sea King HC4 in early 2016 and introduction of the full MLSP-configured aircraft in mid-2018. The seven aircraft

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will feature several changes for maritime operations including the addition of lashing points, a powered folding main rotorhead, undercarriage modifications and extra communications equipment. The 25 Phase 2 aircraft will be fully optimised for ship operations and include automatic main rotor blade folding and tail fold. The aircraft will also be fitted with the same cockpit as the Royal Navy’s Merlin HM2 aircraft, giving the Merlin fleet a common cockpit featuring five 10in x 8in (25cm x 20cm) integrated display units, two touchscreen units for controlling the aircraft’s systems and mission equipment, as well as two devices for cursor control of the tactical displays. The Merlin HC4/4A will continue to be supported through the existing Integrated Merlin Operational Support (IMOS) contract, which has been in place since 2006 with AgustaWestland as prime contractor. AgustaWestland will also manage a competition to

deliver synthetic whole crew training equipment and infrastructure for the Merlin HC4/4A, building on its experience of Merlin training and delivering the training infrastructure for the AW159 Wildcat. The second major contract, valued at £430 million, will provide maintenance and support for the Army Air Corps’ (AAC) Apache AH1 attack helicopter – currently used on operations in Afghanistan – for the next five years. The Apache Integrated Operational Support (IOS) contract will provide comprehensive support and maintenance services from April 1 to March 31, 2019 with 360 personnel. Under this contract, Apache IOS prime contractor AgustaWestland will continue to be supported by its industrial partners Boeing, Lockheed Martin, Longbow International and Selex ES to deliver complete spares provisioning, engineering, depth maintenance, repair and overhaul and technical support services.

will lead to a significant reduction in costs because specialist industry personnel will be required for less time. According to a government report, only two contractors are competing for the Crowsnest contract, Lockheed Martin UK and Thales UK. Four different radar systems are being offered for the requirement, coming from Elta Systems, Northrop Grumman, Selex and Thales.

At Wattisham Airfield, Suffolk, the British Army’s main Apache operating base, AgustaWestland will continue to manage the Depth Support Unit and associated workshops, ensuring throughput matches operational requirements. AgustaWestland will continue to be responsible for providing Apache aircraft on the flight line at the School of Army Aviation, delivering the required number of flight hours to match the army’s training requirements, from the Army Aviation Centre Middle Wallop in Hampshire. The contract is output-based, giving AgustaWestland an incentive to improve the levels of operational output while seeking continuous improvement to reduce through-life costs. The UK Apache AH1 fleet is fast approaching the 150,000 flying hour milestone and recently more than 40% of annual flying hours have been performed on operations in Afghanistan, providing protection for UK and allied forces.

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NEWS UNITED KINGDOM New Agreement on Anglo-French Combat Air System AT AN Anglo-French summit held at RAF Brize Norton, Oxfordshire, on January 31, France and the UK agreed to further strengthen defence co-operation. A communiqué signed by the British Prime Minister David Cameron and French President François Hollande sets out the plans for closer ties between the two countries, building on the Lancaster House treaties signed in 2010. Both countries signed a statement of intent for a Future Combat Air System (FCAS), which will launch a two-year £120 million joint feasibility phase with British and French industries working together. Also signed was an agreement on technical arrangements for an exchange programme to provide RAF pilots and engineers with experience of operating the A400M ahead of the delivery of the UK’s first aircraft later this year and for French pilots to gain flying experience on the RAF’s A330 Voyager. In addition, a memorandum of understanding was signed confirming joint orders for a future helicopter-launched anti-surface guided weapon for the navies of both countries. Both BAE Systems and Dassault Aviation welcomed the statement of intent for FCAS, which formalises the launch of joint studies in the field of unmanned combat air systems (UCAS). In recent years both countries have undertaken independent investment and research in this area, notably with the Dassault-led multi-national nEUROn UCAS demonstrator and BAE Systems’ Taranis, which are both now undergoing flight testing. It is likely that technology developed for these programmes will be incorporated into future Anglo-French efforts to develop a joint UCAS.

Three Chinook HC6s Being Re-assembled at RAF Odiham

Above: Chinook HC6 ZK551 arrives at RAF Brize Norton in Oxfordshire on January 13. Paul Kyte

RAF ODIHAM’S Station Commander, Group Captain Richard Maddison, confirmed in mid-January that three new Boeing Chinook HC6s had arrived at the Hampshire base and were being re-assembled. The helicopters were delivered in December, having been shrink-wrapped for protection during their land and sea voyage from the USA. They have now been unwrapped and work is under way to get them back together again ready for their first flights in the UK. The first HC6 arrived at Odiham on December 8, with the other two joining it by December 19.

The second production example, ZK551 (c/n M7702, ex N702UK), was then moved by road to the Joint Air Delivery Test and Evaluation Unit (JADTEU) facility at RAF Brize Norton, Oxfordshire, on January 13 so that loading and restraint techniques can be developed for the new marque. Originally the RAF planned to buy 24 new Chinook HC6s, but progressive budget cuts reduced this to 22 and then finally 14. The order was officially announced on July 18, 2011 and Boeing began flight testing of the first HC6 on March 15, 2013 when ZK550/N701UK (c/n

M7701) took to the air for the first time at the Boeing helicopter facility in Ridley Township, near Philadelphia, Pennsylvania. Training on the type is scheduled to commence in the spring and all 14 on order are currently on schedule for delivery by December 2015. The type is expected to be fully operational by early 2017. The RAF’s existing Chinook fleet is flown by 7, 18 and 27 Squadrons at Odiham, but the Ministry of Defence states that no decisions have yet been made on which units will operate the HC6s. Previous reports had suggested they may go to 7 Squadron, which supports the UK’s special forces.

RAF’s Cyber Training Centre Continues DEFENCE CHIEFS have backed a multi-million pound package to extend pioneering cyber training at RAF Waddington in Lincolnshire until 2019. Soldiers and airmen will continue to train to fight together at the Air Battlespace Training Centre (ABTC) where simulators enable real pilots to fly simulated missions

in support of real soldiers in contact with computer-generated enemy forces on the ground. Since April 2008 the ABTC has set out to prepare service personnel for operations in Afghanistan without them having to leave the UK through a training package known as Exercise Mountain Dragon.

With British forces set to leave Afghanistan at the end of this year, military chiefs want to build on the centre’s expertise to train members of all three armed forces for future conflicts - from 2015 the training will be renamed Exercise Steel Dragon and will focus on developing similar military skills for a range of different operations.

RAF Tristar Retired to Cotswold Airport

UK Army Apache AH1 M-TADS/PNVS Support Contract LOCKHEED MARTIN was awarded a $60 million sustainment and support contract on February 6 by AgustaWestland for the Modernized Target Acquisition Designation Sight/ Pilot Night Vision Sensor (M-TADS/PNVS) system on the UK’s Apache AH1 attack helicopters. The contract extends to March 2019.

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Above: Royal Air Force Tristar KC1 ZD952 arrived at Cotswold Airport (the former RAF Kemble), Gloucestershire, on February 3 for storage with Air Salvage International. It marks the beginning of the end for the type in RAF service, with all aircraft due to be retired by March 31, when 216 Squadron disbands. Still in service are six others, comprising one Tristar K1 (ZD951), three Tristar KC1s (ZD948, ZD950 and ZD953) and two Tristar C2s (ZE704 and ZE705). By the end of March, they are due to be progressively retired, at the rate of about one per week, ending more than 30 years of type operations by the RAF. ASI

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UK On Schedule to Achieve F-35B IOC in December 2018

UK MINISTER for Defence Equipment, Support and Technology Philip Dunne confirmed on February 5 that the UK F-35B Lightning II programme is continuing to make steady progress overall. In a written answer to questions in the House of Commons he said: “The UK programme remains on track to deliver initial operating capability [IOC] in December 2018.” He also said that: “The UK F-35 programme is scheduled to seek financial approval for its fifth and final Main Gate in 2017.” Main Gate 5 will approve the main production batch of F-35Bs for the UK, the exact number being subject to decisions to be made in the 2015 Strategic Defence and Security Review. Earlier that week UK Secretary of State for Defence Philip Hammond indicated that an initial production order under Main Gate 4 is expected to be for around 14 F-35Bs and should be signed shortly. To date the UK has taken delivery of three test and evaluation F-35Bs, which are in use for training at Eglin Air Force Base, Florida. The UK Ministry of Defence also announced on November 11, 2013, that a fourth test F-35B has also now been ordered.

RAF’s ‘Dambusters’ Fly Final Mission in Afghanistan

Above: On January 29 the RAF’s 617 Squadron ‘Dambusters’ flew its final sortie in support of coalition troops in Afghanistan. Having returned safely from their mission the crews pose with Wg Cdr Arthurton, OC 617 Squadron (centre). Left to right: Flt Lt James Mander, Flt Lt Alex Lock, Flt Lt Chris Harding and Sqn Ldr Mark Jackson. MOD Crown Copyright/Sgt Si Pugsley

The RAF’s famous 617 Squadron, ‘The Dambusters’, flew its final operational mission with the Tornado GR4 in the skies of Afghanistan on January 29. Officer Commanding 617 Squadron, Wing Commander David Arthurton, brought the Dambusters back home to RAF Lossiemouth, Moray, on February 4, prior to disbandment on March 31. During its last operational tour, the

Dambusters flew 188 missions, clocking up over 1,500 flying hours. Squadron Leader Mark Jackson was the pilot selected to lead the final flight. “As I stepped down from the aircraft for the last time, my emotions were mixed. Tinged with sadness is an overwhelming sense of achievement for what the squadron has accomplished. I am sure that the original Dambusters felt a similar poignancy at the

Final MC-130P Leaves Mildenhall

News briefs Ministry of Defence officials have confirmed the Royal Air Force’s AirLaunched Anti-Radiation Missile (ALARM) was retired at the end of December. Designed to destroy or suppress the use of enemy ground-based air-defence radar systems, the weapon was developed by British Aerospace Dynamics in the 1980s in a two-way competition against the US High-Speed Anti-Radiation Missile (HARM) for an MoD order. Its withdrawal leaves the RAF without a dedicated suppression of enemy defences (SEAD) weapon.

MC-130P 66-0215 departs from Mildenhall en route to Hurlburt Field in Florida, via both Lajes Field in the Azores and then Bermuda. Ben Montgomery

After 49 years of service, RAF Mildenhall bade farewell to the last of the 67th Special Operations Squadron’s (SOS) Lockheed MC-130P Combat Shadows as 66-0215 departed on February 3 for a new home with the 9th SOS at Hurlburt Field, Florida. It flew the last operational sortie with the 67th SOS, part of the 352nd Special Operations Group, on January 24, touring the type’s old

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bases at Sculthorpe, Prestwick, Woodbridge and Alconbury. The 67th SOS now solely operates the Lockheed Martin MC-130J Commando II and currently has four of an eventual ten. The Commando II brings significant operational advantages compared with the Shadow, said Lieutenant Colonel John Peak, 67th SOS commander, who spoke of the increase in capability between

end of their iconic raid and would echo how very proud I am of those that serve today.” However, the legacy of the Dambusters will live on, as it will re-form in 2018 as the UK's first operational Typhoon squadron. The Operation Herrick task has been handed over to II Squadron from RAF Marham, Norfolk, also for its last tour, as it too will disband, in this case in March 2015.

the Shadow and Commando II as upgrading from, “classic Ford to an Italian sports car”. The MC-130P is still in operation with the 9th SOS at Hurlburt and the 17th SOS at Kadena Air Base, Japan, but the operational life of the type is now limited, with all 37 MC-130E and MC-130P variants due to be replaced by a similar number of the new Commando IIs by 2017. Ben Montgomery

A SEVENTH Airbus Military MultiRole Tanker Transport (MRTT) was delivered to RAF Brize Norton, Oxfordshire, on January 29, when Voyager KC3 (ZZ337)/MRTT023 (c/n 1390, ex EC-336, F-WWYV) landed in the afternoon. It joins six others already in service with the RAF’s 10 and 101 Squadrons - four three-point (Voyager KC3) tankers and a pair of two-point (Voyager KC2) tankers, are now available for use by the RAF. A seventh aircraft is retained by AirTanker and operated on the Civil Aircraft Register, flown by civilian pilots but made exclusively available to the UK Ministry of Defence as its ‘charter’ service.

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NEWS UNITED KINGDOM

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

RAF Syerston – Air Cadets Superbase

Above: Commandant of the Air Cadet Organisation, Air Commodore Dawn McCafferty and Group Captain John Middleton, officer commanding 2 FTS and RAF Syerston station commander, pose in front of a Grob G103 Viking TX1. Crown Copyright /MoD

HISTORY WAS made during a brief low-key ceremony held on January 31 in the hangar at RAF Syerston, Nottinghamshire, when responsibility for gliding training was passed to the re-formed 2 Flying Training School (FTS), the first time an FTS has been created since the end of the Second World War. The Royal Air Force has the world’s largest fleet of militaryowned gliders, 81 Grob Viking T1s and 65 Vigilant T1 self-launching sailplanes. All of them are used by the Air Cadets Organisation (ACO), responsible for providing gliding training for around 45,000 air cadets aged 13-19. For many years cadet gliding came under the command of 3 FTS headquartered at RAF Cranwell, Lincolnshire. The everyday job of 3 FTS is training aircrew and other trades, including multi-engine tuition on Beech King Airs with 45(R) Squadron. This span of control was significant and a review of ACO gliding resulted in the Chief of Staff appointing a dedicated 'Duty Delivery Holder' and re-establishing 2 FTS as its home. The new unit’s commander, Group Captain John Middleton, is also the first Full Time Reserve Service (FTRS) officer in a flying command appointment. Wearing two hats, he is officer commanding 2 FTS and RAF Syerston station commander. Gp Capt Middleton told AFM “My

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vision is to continue developing the professionalism and excellent safety record that comes out of the Central Gliding School ... set up an HQ to deliver an excellent service to the VGS [Volunteer Gliding Squadron] community and make Syerston a centre of aviation excellence for the ACO.” The historic Second World War-vintage control tower with its magnificent views across the airfield will remain in use for flying operations but a purposebuilt headquarters building is going to be constructed; until it is, temporary structures will be erected. Safety is Gp Capt Middleton’s paramount concern and one of his first tasks in command will be to get a Traffic Advisory System (TAS) installed in every Viking and Vigilant as a matter of urgency – similar to the ones

fitted in the RAF’s Grob Tutor T1 fleet. The systems have already been purchased and contractors will carry out the work. The Gp Capt also revealed to AFM that the Royal Air Force Charitable Trust Enterprises (RAFCTE), perhaps best known for staging the Royal International Air Tattoo, is to supply 25 flight simulator training devices that will be placed over a four-year period at RAF Syerston and the other VGS locations for use by cadets and staff. These are high-tech sims similar to those used by frontline squadrons. They comprise a fully instrumented cockpit, three 42-inch (107cm) screens, dual controls (either side by side or tandem) with an intercom system. Instructors will be able to programme in emergencies and other procedures, and recording equipment will aid in debriefing.

The high-fidelity software will replicate the scenery at many of the VGS’s airfields, making training even more realistic. In her address to assembled aircrew, Air Commodore Dawn McCafferty, who became Commandant of the Air Cadets 18 months ago, revealed that when she took over, there had been no funding in place for RAF gliding beyond 2015. One of her first jobs was to secure it and the necessary finance to re-engine and update the fleet of gliders and sailplanes. Air Vice Marshal Mike Lloyd, the Air Officer Commanding 22 (Training) Group, which will oversee 2 FTS, said: “ I am delighted to see the gliding community recognised in this way and I look forward to many more cadets earning their wings under the expert guidance of John and his team”.

BAE Systems Releases Taranis Information The UK’s new Taranis unmanned combat air vehicle (UCAV) technology demonstrator has successfully completed initial flight testing, BAE Systems announced in a media briefing in London on February 5. The maiden flight of the prototype – ZZ250 – took place on August 10, 2013, at Woomera in Australia under the command of the company’s test pilot Bob Fraser. It stated that Taranis “surpassed all expectations during its first flight trials.”

Taranis is the result of one-anda-half-million man hours of work by the UK’s leading scientists, aerodynamicists and systems engineers from 250 UK companies. The aircraft has been designed to demonstrate the UK’s ability to create an unmanned air system which, under the control of a human operator, is capable of undertaking sustained surveillance, marking targets, gathering intelligence, deterring adversaries and carrying out

strikes in hostile territory. Costing £185 million and funded jointly by the UK Ministry of Defence (MoD) and industry, the Taranis demonstrator aircraft was formally unveiled in July 2010. About the size of a BAE Systems Hawk aircraft, Taranis has been designed and built by BAE Systems, Rolls-Royce, the Systems division of GE Aviation (formerly Smiths Aerospace) and QinetiQ, working alongside UK MoD military staff and scientists.

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NEWS EUROPE

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French Air Force EC 3/11 ‘Corse’ 70th Anniversary Colours TO CELEBRATE its 70th anniversary in December, the French Air Force’s (Armée de l’Air) Escadron de Chasse 3/11 ‘Corse’ painted two of its Mirages with special markings. The unit, currently based at Base Aérienne 188 ‘Colonel Emile Massart’ at Djibouti-Ambouli International Airport/Camp Lemonnier, applied various symbols from its history to Mirage 2000-5F 57 ‘188-ET’, including ‘1943-2013’ titles on the fuselage, a shark mouth and a large unit badge under the fuselage incorporating the markings of SPA69 ‘Tête de Chat’ (Cat’s Head) and SPA88 ‘Serpent’. The unit originated on December 1, 1943, when Group de Chasse 1/3 gained the appellation ‘Corse’, later becoming Escadron de Chasse 1/3 before disbanding on February 28, 1966. ‘Corse’ was re-formed as EC 3/11 on April 1, 1996, taking over the traditions and history of the previous unit, including Escadrilles SPA69 and SPA88. Disbanded on July

Above: French Air Force/Escadron de Chasse 3/11 ‘Corse’ Mirage 2000-5F 57 ‘188-ET’ flies over Djibouti showing off its new 70th anniversary markings including a shark mouth, specially-painted underwing tanks, a retro style national fin flash and squadron badge. Not apparent in this view is the '1943 - 2013' and the 'Corsican's Head' logo denoting the island of Corsica (Corse). EC 3/11

31, 1997, on November 3, 2008, it re-formed at BA188 with the Mirage 2000C/D, later replacing

the 2000Cs with 2000-5Fs from September 2011. Also gaining EC3/11 70th anniversary

US Army EO-5C Crazy Hawk Routes Home through Europe

Above: US Army EO-5C Crazy Hawk 99-0076 (c/n 76, N176RA) on the ramp at Prague Václav Havel Airport, Czech Republic, on January 27, while rotuing back to the USA. The aircraft is operated by D Company of the 204th Military Intelligence Battalion, configured for day/ night, all-weather communications intelligence and signals intelligence missions. Originally designated the RC-7B, it is believed that nine of these secretive aircraft remain in service, most of them with the 204th Military Intelligence Battalion, although two or three operate with A Company of the 3rd MIB at Desiderio Army Airfield, Camp Humphreys, Republic of Korea. Václav Kudela

Typhoon Makes First Flight with Taurus KEPD 350 Missiles Eurofighter Typhoon 98+07 (c/n 151/GS029) Instrumented Production Aircraft 7 (IPA7) during its first sortie from Manching, Germany, on January 15 with two Taurus KEPD 350 stand-off precision missiles. The activities are taking place as part of the Storm Shadow integration programme as the two missiles are similar in size and aerodynamic properties. Taurus KEPD 350 is a German/Swedish missile manufactured by Taurus Systems GmbH, a partnership between MBDA Germany and Saab Dynamics. Andreas Zeitler

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markings was Mirage 2000D 631 ’188-IH’, which has acquired the new shark mouth.

Hungary Signs Agreement to Protect Slovenian Air Space HUNGARIAN DEFENCE Minister Csaba Hende and his Slovenian counterpart, Roman Jakic, signed an agreement on January 17 at Kecskemét Air Base, Hungary, for the protection of Slovenia’s airspace. Under the terms of the new deal, Hungarian Air Force (HAF) Gripen fighters will assume responsibility for protecting Slovenian air space, a role undertaken by Italy until now. Slovenia does not have the appropriate aircraft to undertake the mission so has relied on its NATO allies to provide the capability since joining the European alliance in 2004. The mission for the HAF will be relatively straightforward as the Gripens can be scrambled from their home base at Kecskemét to quickly intercept and identify any intruders in Slovenian air space. A more complex task for the HAF will be the Baltic Air Policing mission, in which it intends to begin participating during 2015. It will have to deploy four of its Gripens to Šiauliai Air Base, Lithuania, while still simultaneously fulfilling its commitments to protect Hungarian and Slovenian air space.

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NEWS EUROPE RUAG and Patria Team Up for Hornet Support SWITZERLAND’S RUAG Aviation announced on January 27 that it has signed a teaming agreement with Finland’s Patria Aviation to deliver life cycle support for the F/A-18 fleets of the Finnish and Swiss air forces, as well as those of other prospective customers. The Finnish Ministry of Defence and the Swiss Department of Defence, Civil Protection and Sports have agreed to study the impact of the worldwide F/A-18 ‘sundown’ programmes that will progressively affect the Finnish and Swiss fleets. The industry teaming agreement supports the Finnish-Swiss F/A-18 joint life cycle planning, which aims to improve cost efficiency in future sustainment as well as information exchange between the two countries and their respective industries. “All countries operating legacy F/A-18 fleets can ultimately benefit from this Teaming Agreement,” stated Heinz Scholl, Vice President Military Aviation at RUAG Aviation. “By combining our know-how and experience through joint projects for our respective domestic fleets, we are able to provide better solutions for effectively and affordably extending the service life of F/A-18 jets.” Supported by Switzerland's armasuisse and the Finnish Air Force, several projects have already been implemented and fit into the scope of the new teaming agreement.

Dassault Awarded Rafale F3R Development Contract

Above: The Rafale in its heavy weapons load configuration, which Dassault is now testing. Dassault Aviation/Anthony Pecchi

DURING A visit to the Dassault Rafale combat aircraft final assembly line at BordeauxMérignac on January 10, Jean-Yves le Drian, France’s Minister for Defence, awarded a contract to Dassault for development of the F3R standard Rafale from France’s defence procurement agency, the Direction Générale de l’Armement (DGA – General Directorate for Armament). The F3R is a further evolution of the Rafale F3 standard and will enable Dassault to integrate the European Meteor long-range air-to-air missile produced by MBDA, the Thales PDL-NG new-generation laser designator pod and HAMMER (Highly Agile

Modular Munition Extended Range), the laser homing version of the Sagem AASM (Armement Air-Sol Modulaire or Modular Air-to-Ground Weapon) that was partially integrated as an urgent operational requirement for France’s Operation Serval in Mali. The DGA plans to buy 20 PDL-NG pods, of which 16 will be delivered between 2018 and 2019. The F3R will also include upgrades to Rafale’s sensors and systems. Validation of the F3R standard is scheduled for 2018. At the same time Dassault said the Rafale has successfully completed its first test flights in this new heavily-armed configuration, comprising

French Air Force’s Reaper Flies in Niger

A French Air Force (Armée de l’Air) General Atomics MQ-9A Reaper deployed to Niamey, Niger, where it undertook its first flight on January 15 The first two Reapers acquired by France are being operated by the Escadron de Drones 1/33 (ED 1/33) ‘Belfort’ detachment at Niamey in support of Operation Serval in the Sahel region of Mali. It is also likely they are being used for Operation Sangaris in the Central African Republic. France does not anticipate delivery of the remaining Reapers it requires until late 2015 or early 2016. Armée de l’Air/J-L Brunet

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six air-to-ground precision AASM Hammer missiles, four MICA medium and long range air-to-air missiles, two Meteor missiles, as well as three 440 gallon (2,000 litre) fuel tanks. This preliminary work, self-funded by Dassault, was conducted in collaboration with the DGA and will eventually lead to a complete clearance of the flight envelope. By increasing the capabilities of its 14 hard points, including eight under the wings, the Rafale is capable of carrying one-and-a-half times its own weight and the company states that two Rafales have the same potential as six Mirage 2000-class aircraft.

Turkey’s First Peace Eagle 737 AEW&C Finally Delivered TURKEY’S DEFENCE procurement agency, the Savunma Sanayii Müstesarlgı (SSM – Undersecretariat for Defence Industries), and the Turkish Air Force (Türk Hava Kuvvetleri) have taken delivery of the first of four of the long-delayed Boeing 737-7ES airborne early warning and control aircraft. In a joint announcement on January 31 it was revealed the aircraft had arrived in Turkey for acceptance tests. The aircraft was flown from the Turkish Aerospace Industries (TAI) facility in Ankara to its new home at the 3rd Main Jet Base Command, Konya, where the type will be operated by 131 Filo. A ceremony was due to be held at Konya on February 21 to induct the aircraft into service with 131 Filo. Turkey placed a $1.6 billion order plus two options on July 23, 2003.

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Belgian Helicopters Get Full-colour Roundels

The first Belgian NH90 TTH helicopter (s/n RN-05) in formation with an Agusta A109BA (s/n H-20), both carrying the new ‘high-viz’ roundel being applied to all Belgian Air Component tactical helicopters. Until now the A109s have carried just a small fin flash and the NH90 was delivered with a ‘low-viz’ roundel. Gérard Gaudin

Spanish Army Takes Delivery of First Two New EC135T2+ Helicopters

TWO AIRBUS Helicopters EC135T2+ were delivered to the Spanish Army Aviation (Fuerza Aeromoviles del Ejercito de Tierra – FAMET) at the manufacturer’s facility in Albacete on January 13. The helicopters, HE.26-20/10016 ‘ET-184’ and HE.26-21/10017 ‘ET-188’, are the first of eight ordered under a €49 million contract signed on December 27. All eight will be delivered to the Spanish Army Aviation Training Centre (Centro de Ensenanza de las FAMET – CEFAMET) at Colmenar Viejo, Madrid, which already operates

Above: New Spanish Army Aviation EC135T2+ HE.26-21/10017 ‘ET-188’ was one of the first two handed over from a new batch of eight on order. Roberto Yáñez

four of the helicopters. The remaining six will follow later this year and the final

examples will be delivered in 2015, bringing the total CEFAMET complement to 12.

Irish Coast Guard’s Final S-92 Above: Sikorsky S-92 EI-ICR at Weston Airport on January 13. Michael Kelly

Ireland’s Minister for Transport, Tourism and Sport, Leo Varadkar, officially launched the Coast Guard’s new S92 search and rescue helicopter for the Dublin region at Weston Airport, County Dublin, on January 13. It is the fourth and final Sikorsky S92 helicopter to come into operation with

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the Coast Guard, replacing the Sikorsky S61 at bases in Dublin, Shannon, Sligo and Waterford. Launching the new helicopter, the minister said: “This is a good occasion to pay tribute to the dedicated helicopter crews who work tirelessly to save lives all year round, and also the hundreds of volunteers on Coast Guard and

RNLI vessels, and mountain and cave rescue teams. It wouldn’t be possible to provide the same level of emergency response without these volunteers. That’s also why we have the highest ever allocation of €67.9 million for the Coast Guard in 2014 to finance the provision of critical search and rescue services.”

News briefs LOCKHEED MARTIN has received a $13.3 million Foreign Military Sales (FMS) contract from the US Air Force. The deal, announced on January 10, is to support additional integration of the AGM-158 Joint Air-to-Surface Stand-off Missile (JASSM) onto the Finnish Air Force McDonnell Douglas F-18C/D Hornet aircraft by 2016. Airworthiness trials will take place at Naval Air Station Patuxent River, Maryland, followed by flight testing at the Naval Air Warfare Center Weapons Division in China Lake, California. SWITZERLAND IS to hold a national referendum on May 18 to decide whether to go ahead with the purchase of 22 Saab JAS 39 Gripen E fighters for the Swiss Air Force. The government wants to proceed with the acquisition, formalised with the signing of the Gripen Fund Act into Federal Law on September 27. However, there has been much public opposition to the CHF3.1 billion ($3.3 billion) purchase, which many think is unnecessary and could involve costcutting in other areas such as education. The second French Air Force (Armée de l’Air) Airbus Military A400M Atlas, 0008/F-RBAB (c/n 008, ex F-WWMQ), was formally christened as the ‘Ville de Toulouse’ in a ceremony at Toulouse-Blagnac Airport, France on January 22. During the event it was confirmed that the next A400M for France, 0010/F-RBAC (c/n 010), is scheduled for delivery in April and will also join Escadron de Transport 1/61 ‘Touraine’ at Base Aérienne 123 Orléans-Bricy. AgustaWestland AW101 Srs 611 ZR352 (c/n 50257/CSAR01), the first Italian Air Force (Aeronautica Militare Italiana – AMI) combat search and rescue (CSAR) AW101has made its maiden flight. The flight was on January 28 from the manufacturer’s airfield in Yeovil, Somerset. The second AMI CSAR helicopter, ZR353 (c/n 50258/ CSAR02), is also being completed and the third is in the early stages of production. It is understood 12 AW101s are required to replace the AMI’s elderly HH-3F Pelicans in the CSAR role, although an order is yet to be publicly announced for these helicopters. A POLISH Air Force C-130E Hercules is being provided for a period of three months to support France’s Operation Sangaris in the Central African Republic (CAR). Approval for the deployment was granted on January 29 by Polish President Bronislaw Komorowski. The following day C-130E Hercules 1502 departed from the No 1 Bazie Lotnictwa Transportowego (1st Air Transport Base) at Warsaw-Okecie for the Armée de l’Air’s Base Aérienne 123 Orléans-Bricy from where it will support French operations. A total of 50 Polish personnel, including two flight crews and ground maintenance crews, have deployed to support the aircraft. A second Hercules will remain on standby at the type’s base in Powidz to act as a replacement, if required. The Presidential approval allows the aircraft to undertake missions to the CAR from February 1 through to April 30.

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NEWS SPECIAL REPORT EUROPE

The C-160 is the backbone of EATC operations – Germany provides the bulk of the fleet. Pieter Bastiaans

EATC’s Growing Pains Pieter Bastiaans reports on the European Air Transport Command as it achieves full operational capability

E

STABLISHED BY Belgium, France, Germany and the Netherlands on September 1, 2010, the European Air Transport Command (EATC) has quickly become one of Europe’s most successful pooling and sharing programmes. It reached initial operational capability (IOC) on May 11, 2011, and 18 months later Luxembourg became the fifth nation to join. Meanwhile, on November 28, Major General Claude Van de Voorde – the Belgian Air Component Commander and current chairman of the Multinational Air Transport Committee (MATraC) –said he was satisfied with the achievements made with combined air transport, air-to-air refuelling (AAR) and aeromedical evacuation, leading to officials signing the full operational capability (FOC) declaration at the EATC’s headquarters at Eindhoven air base in the Netherlands.

Efficiency and effectiveness

Designed to increase efficiency, effectiveness and standardisation by combining most of the air transport fleets of its member nations, the command also provides scope for savings, which are subsequently invested in further air transport,

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AAR and aeromedical evacuation missions. The EATC is embedded in the command structures of the participating nations, MATraC being the link with the various national air components. Under a EATC memorandum of understanding, Germany is the biggest stakeholder and provides 66 of the 170 posts that make up the command’s peacetime establishment. In turn, France

provides 54 personnel, host nation the Netherlands 27, Belgium 22 and Luxembourg one. The command is currently led by French Major General Pascal Valentin, who will give way to a German successor in mid-2014 as the posts of commander and deputy commander/chief of staff alternate between the two countries. The rotational scheme also sees the heads of the command’s operational and functional divisions swap between Belgian and Dutch officers.

EATC – assigned air transport, AAR and aeromedical evacuation assets. As of December 2013 Country Belgium

Netherlands

France

Germany

Type

In service

EATC

C-130H

10

1

Non EATC Falcon 20/900 VIP

3

A-330

1

0

EMB135/145 VIP

4

C-130H/H-30

4

0

KDC-10

2

0

DC-10

1

0

Gulfstream IV VIP

1

0

C160

21

12

C135FR

14

C-130H/H-30

7

7

A330 VIP

1

Falcon VIP

6

CN235

15

12

A340

2

0

A310

3

0

C-160

31

1

A340 VIP

2

C-160 ESS

17

7

A310 VIP

1

0

A319 VIP

2

A310 MRT/MRTT

5

Global 5000 VIP

4

Total

120

Ready to task

50

40

Operational control

The command matches incoming air transport requests with available assets and has operational control of up to 160 air transport aircraft. Among the air transport assets allocated are Transall C-160s from France and Germany and Lockheed C-130H Hercules from Belgium, France and the Netherlands. France also contributes its CASA CN235, Airbus A310 and A340 fleets while Germany adds its A310s to the overall force. A civilian A330 operated by the Belgian air component is also included but is soon to be replaced by a smaller aircraft. Transfer of authority of an aircraft to EATC can be revoked by ‘red cards’, especially when they are needed to support operations in theatre. German C-160Ds equipped with the extended self-protection suite (ESS), which support the ongoing ISAF mission, are exempt from the scheme and, since last November, France has kept back seven of its C-130 Hercules, 12 C-160s and 12 CN235s due to commitments in Africa and elsewhere. Tanker aircraft include two Dutch McDonnell Douglas KDC-10s while German A310s and French C-160s can also be used for AAR missions. Studies are ongoing to see whether a number of Boeing C-135FRs with France’s Forces Aériennes

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Stratégique (strategic air forces) could also become available. A German MEDEVAC-configured A310 (and an A319 as back-up) is available for aeromedical evacuation missions on 24-hour notice to move (NTM). Germany also provides a C-160 for such missions on a 12-hour NTM. Despite VIP aircraft being exempt from the pooling and sharing scheme, authority over such assets can be transferred to the EATC on an ad hoc basis.

Looking ahead

The EATC is destined to grow significantly in the next few years, with Spain given the green light to join. To be integrated into the command in early July, the new member nation will transfer authority over its (K)C-130H, Airbus Military C295M and Boeing 707 transport fleets by January 1, 2015. Spain is currently also looking at the procurement of A330 MRTTs (Multi Role Tanker Transport), as is France, and has ordered Airbus Military A400Ms together with Germany, France, Belgium and Luxembourg. Meanwhile, Italy has issued a formal request to join the command, EATC officials indicating it will become a member by the end of 2015. This will provide another boost, the Italian fleet consisting of Lockheed Martin (K)C-130J, Alenia C-27J and Boeing 767 tanker/transport aircraft. Transportation of outsize cargo falls outside the EATC’s scope and is mainly provided by NATO Strategic Airlift Capability (SAC) Heavy Airlift Wing (HAW) Boeing C-17As, civilian contractors or Antonov An-124s made available under the Strategic Air Lift Interim Solution (SALIS) contract. Missions with the An-124s are overseen by a co-ordination cell – part of the Movement Co-ordination Centre Europe (MCCE) – which is co-located with the EATC at Eindhoven air base and has 25 member nations. Both the EATC and MCCE apply the Air Transport and AAR Exchange Services (ATARES) Technical Arrangement, which facilitates mutual support through the exchange of services, thereby avoiding any financial payments. An eventual merger of both organisations is a distinct possibility, given the EATC already represents about 50% of MCCE’s air transport co-ordination effort – which is set to increase further with the prospect of Spain, Italy and possibly the UK joining. AFM spoke to Major General Valentin about how his command

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Above: Major General Claude Van de Voorde, current chairman of the Multinational Air Transport Committee, signing the FOC declaration. Pieter Bastiaans

has matured. “There’s a difference in reasons why countries join the EATC,” he said. “In general, the EATC is about achieving synergy by combining the air transport efforts of the member nations. Entering the command asks for a transfer of authority of assets and a willingness to pay the costs involved with such a scheme. There’s no room for free riding. At the same time, the nation with the highest ambitions sets the pace – Germany, for instance, has fully committed itself, whereas France keeps back a number of assets. “Now we’ve reached FOC, the EATC has the ability to plan missions in a multinational way. In addition, we’re ready to accept the A400M and MRTT into service, but in the meantime the C-160 remains the backbone: despite a 30% reduction of aircraft during 2011 and 2012 due to the gradual phasing out of the type, the EATC has been able to generate a higher output in air transport, air-to-air refuelling and air MEDEVAC. This is proof of the synergy we were aiming for

when the EATC was conceived. “We’ve seen an increase of part-loads, with countries now combining separate loads on a regular basis. At the same time, there’s been an increase in the exchange of flying hours through ATARES. Savings are subsequently being invested in additional missions.” In 2012, EATC assets transported 345,000 personnel and 19,100 tonnes of cargo. Valentin continued: “The currency we use for ATARES is equivalent flight hours of C-130. An A330 hour, for instance, is equivalent to 2.5 C-130 flight hours.” Operation Unified Protector (OUP), the air campaign over Libya, was the EATC’s ‘baptism of fire’, added Valentin. During the operation the EATC controlled 347 missions transporting 12,400 personnel and 3,500 tonnes of cargo to bases where France, Belgium and the Netherlands had deployed their fighters. Since then the command has been supporting ongoing missions in Mali and elsewhere. Germany’s Lieutenant Colonel Gerard, an aide to Valentin from the command’s policy support

Above: Major General Pascal Valentin, commander of the EATC. EATC

organisation, explained: “Our AAR expertise is still fairly limited. However, this will change with Italy knocking on the door and new AAR aircraft being procured.” AFM also learned that an AAR cell has been established in the command’s operational division. “AAR is still largely separated from air transport,” explained Valentin. “However, this will change with the advent of the A330 MRTT.” In the meantime, the EATC is paving the way for operations with the new tanker aircraft while the Netherlands is the lead nation for a European Defence Agency (EDA) strategic tanker capability project, part of a wider AAR pooling and sharing initiative aiming to establish a multinational fleet from 2019. Lt Col Gerard said the Netherlands had been able “to cancel a civilian contract for MEDEVAC due to the level of co-operation reached with such missions within the EATC”. Asked about progress with the A400M, Valentin said: “Based on the A400M OT&E [operational testing and evaluation] process of the French Air Force, the first aircraft could be attached to the EATC in mid-2014.” The command has chaired the A400M operational users group since June 2011 and four out of five member nations have ordered the new aircraft. “With A400M, it is imperative to harmonise maintenance procedures to further increase interoperability and to prevent issues like those we encountered early on in the Mali mission, when French engineers could not service German C-160s.” The general ended on a positive note: “In 2015, the EATC will be a force that counts – with Spain, Italy and possibly the UK joining. We will be the major European air transport force.”

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NEWS NORTH AMERICA Discovery to Use A-4 Skyhawks for German Training Deal CANADA’S DISCOVERY Air Inc has announced that its wholly-owned subsidiary, Discovery Air Defence Services Inc (DADS), has entered into a contract for airborne training services to the German armed forces. Under the contract, DADS will provide fast jet airborne training services for five years using a fleet of seven Douglas A-4 Skyhawks from various locations in Europe, based at Wittmund, Germany, but including Belgium, France, Italy and the Netherlands. DADS anticipates performing approximately 1,200 flight hours per year from January 2015. Paul Bouchard, President of DADS, stated: “We are very proud of this significant achievement and we are looking forward to providing high quality airborne training services to Germany’s military. Over the last eight years, we have provided over 41,000 hours of high quality airborne training services to the Canadian Armed Forces.” DADS has operated a fleet of 16 Alpha Jets as the exclusive supplier of combat airborne training services to the Canadian Forces since 2005. The company provides joint terminal attack controller training to Canadian special operations and ground forces, Red Air and electronic attack training to CF-18 aircrew and the Canadian Navy, as well as live-fire target practice for the Canadian military. On December 17 Discovery Air announced that DADS had completed the acquisition of Mesa, Arizona-based Air Training Services International Inc, together with its fleet of ten Douglas A-4 Skyhawks, offering similar airborne training services, including tactical Red Air services, fighter lead-in training, electronic warfare, radar theory and other combat tactics.

First B-1B with BIBS! Boeing Integrated Battle Station Delivered to USAF

Above: The cockpit of US Air Force Rockwell B-1B Lancer 86-0122 ‘DY’, the first to be upgraded with Boeing’s Integrated Battle Station. Boeing

THE US Air Force has received the first Rockwell B-1B Lancer bomber upgraded with the Boeing Integrated Battle Station (IBS) which adds full colour displays, moving maps and a new diagnostics system to the cockpit. The aircraft, 86-0122 ‘DY’, was delivered on January 21 from Tinker AFB, Oklahoma, to Dyess AFB, Texas. The upgrade, the most extensive

modification programme in the B-1B’s history, enhances the bomber by giving crews greater situational awareness of what is happening in the battlespace in addition to faster and more secure communication capabilities that improve crews’ ability to engage enemy targets. The IBS modification provides new avionics computers and wiring upgrades to provide

USAF Replacing C-130Hs with C-130J-30s at Bagram OLDER MODEL USAF C-130H Hercules are now being replaced on deployment at Bagram Airfield, Afghanistan, with new C-130J-30 Super Hercules. Announcing the change-over, 455th Expeditionary Airlift Wing officials revealed that C-130H 74-1670 was the

first to permanently relocate out of Bagram on January 9. Several of the aircraft from Bagram will be refurbished and sold back to the Afghan Air Force. Others will be transferred to the Air National Guard and Air Force Reserve.

F-35 Deliveries Accelerate

Above: January 14 was a busy day for Lockheed Martin F-35A Lightning II deliveries as three – 11-5024, 11-5026 (pictured) and 11-5028 – flew into Eglin AFB in Florida for the 33rd Wing. Michael Keaveney

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a more reliable system and bring an ultra-high resolution capability that will include automatic target recognition features. The installation of Link 16 will enable the B-1 to operate in the integrated battlefield, and cockpit modifications will relieve reliability problems, increase aircrew situational awareness and provide an integrated flow of information.

Cubic Wins F-35 Air Combat Training System Contract CUBIC DEFENSE Systems was awarded an $18.3 million contract on January 14 from Lockheed Martin Aeronautics to design and integrate its latest-generation air combat training system for the F-35 Lightning II Joint Strike Fighter. Cubic is scheduled to deliver airborne instrumentation and ground station planning and debrief software systems as part of F-35 system development. Cubic’s air combat training system will be deployed to F-35 customers including Australia, Italy, Norway, the United Kingdom and the United States. “The F-35 Training Subsystem will be embedded and integrated in the aircraft as they roll off Lockheed Martin’s production line,” said Dave Schmitz, president of Cubic Defense Systems. The contract will begin with Block 3 F-35s.

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Assembly of Final KC-46A Test Aircraft Under Way BOEING IS assembling the fourth and final KC-46A test aircraft for the US Air Force’s next-generation aerial refuelling tanker programme at the company’s Everett factory in Washington. “All four test aircraft are moving through production to support our transition to ground and flight testing later this year,” said Maureen Dougherty, Boeing vice president and KC-46 Tanker programme manager. The first completed ‘green’ KC-46A test aircraft was scheduled to roll out of the factory by the end of January, but had yet to appear at the time of going to press. It will make its first flight in the summer. Installation of military-unique systems, including aerial refuelling equipment, on the aircraft at Boeing Field in Seattle, Washington, is expected to commence in June. The first flight of a complete tanker is scheduled for early 2015 with the delivery of a production aircraft to the US Air Force in early 2016. The initial delivery target is for 18 tankers by 2017 and production will then ramp up to deliver all 179 KC-46As by 2027.

Third Operational P-8A Sqn Receives First Aircraft

A THIRD operational US Navy Boeing P-8A Poseidon unti has received its first aircraft. Patrol Squadron 45 (VP-45) ‘Pelicans’ took possession of P-8A 168434 on January 13 at Naval Air Station Jacksonville, Florida. This aircraft, the first low rate initial production Lot II Poseidon, was first delivered to VP-30 ‘Pro’s Nest’, the Navy’s P-8A Fleet Replacement Squadron at Jacksonville on April 1, 2013. After returning from its final deployment with the P-3C Orion last June, VP-45 has been undergoing conversion training at Jacksonville with VP-30. VP-45 will join two other operational P-8A squadrons at Jacksonville. The first of these is VP-16 ‘War Eagles’ which achieved 'safe for flight' in January 2013 and undertook the type’s first operational deployment in December to Kadena Air Base, Japan. The second is VP-5 ‘Mad Foxes’ which achieved safe for flight at the beginning of August and is now proceeding through the inter-deployment readiness cycle prior to leaving for theatre.

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‘Boneheads’ Raptors Undertake First Sorties at Tyndall

Above: Col David Graff, 325th Fighter Wing Commander, addresses the audience during the arrival ceremony for five new F-22 Raptors on January 6, the first of 24 for the 95th FS. US Air Force/Airman 1st Class Dustin Mullen

Florida-based 95th Fighter Squadron (FS) ‘Boneheads’ undertook its first flight on January 21 since being re-activated at Tyndall AFB on October 11 last year. The first five Raptors for the 95th FS – Tyndall’s first combatcoded unit – comprised 04-4079 ‘HO’, 04-4080 ‘-’, 05-4091 ‘HO’, new squadron flagship 05-4095 ‘TY’/’95 FS’ and 05-4107 'HO'. All arrived at the base on January 6 from Holloman AFB, New Mexico, where they had previously been operated by the 7th FS ‘Screamin Demons’

as part of the 49th Wing. Apart from the new flagship, the remainder still wore the markings of their previous unit. The 95th FS had previously been based at Tyndall for more than three decades before being deactivated in 2010 as the final F-15 Eagle squadron at the base. “As ‘Mr Bones’ [the squadron’s skeleton mascot] would say: ‘It’s about time’,” said Major Ryan Graf, 95th FS assistant director of operations. “‘Mr Bones’ is now back on flying status.” Graf piloted one of the two Raptors which flew on January 21,

marking the 95th FS’s first F-22 sortie. Captain David Ruiz was the other pilot involved in the first sortie. “I thought about all of the hard work that had been done by all the units here to make it possible to begin flying F-22s in the 95th FS,” Ruiz said. “I feel honoured to be part of this historic reactivation and extremely proud to be part of the first flight. There have been a lot of people working together to achieve this milestone and resurrect ‘Mr Bones’.” By April the last of 24 Raptors will arrive for the ‘Boneheads’.

First Aircraft for QF-16 Initial Production Flown at AMARG

Above: US Air Force F-16C 85-1455 ‘DC’ taxiing before its first functional check flight on January 16 after almost four years in storage at Davis-Monthan Air Force Base, Arizona. This Block 30A F-16C was the first production aircraft to be inducted into the QF-16 Full-Scale Aerial Target (FSAT) regeneration programme at the 309th Aerospace Maintenance and Regeneration Group (AMARG) facility. The sortie was flown by Lt Col Meyer, a test pilot from the 370th Flight Test Squadron at Edwards AFB, California. The aircraft was inducted into the QF-16 FSAT regeneration programme at AMARG on July 1, 2013. Boeing will install the QF-16 FSAT modification package at Cecil Airport, Jacksonville, Florida. USAF/309th AMARG

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NEWS NORTH AMERICA Full-Rate Production Approval Granted for P-8A Poseidon Despite Problems APPROVAL HAS recently been given for full-rate production of the US Navy’s Boeing P-8A Poseidon. The news follows a report in which Dr J Michael Gilmore, Director Operational Test & Evaluation, Office of the Secretary of Defence, stated that the aircraft is “not effective for executing the full range of mission tasks required by the P-8A Increment 1 concept of operations”. Dr Gilmore says that the P-8A exhibited “major deficiencies” identified in combat testing between September 2012 and March 2013, many of which mean the aircraft “is not effective for the intelligence, surveillance and reconnaissance [ISR] mission and is not effective for wide area anti-submarine search”. Most of the report’s criticism is aimed at the P-8’s radar, identified as having “operational limitations for some targets”, together with deficiencies with on-board electronics to detect enemy anti-aircraft radar “seriously degrading capabilities and aircraft survivability across all major missions”. In response, a US Navy spokeswoman told news agency Bloomberg that the P-8A was ready, was needed in-theatre and continues to more than meet fleet commanders’ expectations. “Most issues cited have been collectively identified,” she said and added that the navy has developed “software upgrades to correct deficiencies”. She also explained that the navy has plans for fielding aircraft upgrades. The programme’s current objective is to deliver 117 aircraft to the US Navy. Of these, 13 of the 37 Low Rate Initial Production aircraft ordered have already been delivered to fleet squadrons, with all deliveries on or ahead of schedule. The most recent delivery was that of 168440 (c/n 40820, ex N708DS), the final LRIP Lot II aircraft, on December 4, 2013, when it joined VP-30 ‘Pro’s Nest’ at NAS Jacksonville, Florida. The first two LRIP Lot III Poseidons are also now flying, 168754/ N736DS (c/n 42250) and 168755/ N740DS (c/n 42251). They made their first flights on November 5, 2013 and January 10,2014. The next significant milestone is initial operational capability for Increment 2, scheduled for 2016.

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USAF C-5A Galaxy Joins ‘Celebrity Row’ at AMARG

Above: US Air Force C-5A Galaxy 68-0220 is the latest addition to ‘Celebrity Row’ at the 309th Aerospace Maintenance and Regeneration Group (AMARG) facility at Davis-Monthan Air Force Base (AFB), Arizona. The aircraft arrived at AMARG on February 27, 2013, having previously been operated by Air Force Reserve Command’s 433rd Airlift Wing at Kelly Field, Lackland AFB, Texas. It is one of 32 C-5As placed in storage at AMARG since the first arrived on March 9, 2011, and was towed into its new display position on January 8. Celebrity Row is used to display individual aircraft that represent some of the more significant US military types now stored at the base. 309th AMARG

US Air Force Begins Search for E-8C JSTARS Replacement THE SEARCH is on to find a replacement for the US Air Force’s Northrop Grumman E-8C Joint Surveillance Target Attack Radar System (JSTARS). Details of the requirement were posted in a Request for Information (RFI) from US Air Force Materiel Command at Hanscom Air Force Base, Massachusetts, on the US Government’s Federal Business Opportunities website on January 23.

Under the JSTARS recapitalisation programme, the RFI states that the priorities are to achieve an initial operating capability by 2022 while maintaining current JSTARS functionality and mission capabilities, but at greatly reduced operating and sustainment costs. The proposed new airborne system will comprise four main components: the airborne platform, a sensor sub-system,

NASA Dryden Facility Renamed After Astronaut Neil Armstrong NASA’S HUGH L Dryden Flight Research Center at Edwards Air Force Base, California, has been renamed in honour of Neil Armstrong, the first man to set foot on the moon and former test pilot at the base. On January 16, President Barack Obama signed into law Congressional resolution HR667,

which redesignated the Dryden facility as the NASA Neil A Armstrong Flight Research Center. Additionally, so that Dryden’s name is not lost, the resolution also renames Dryden’s Western Aeronautical Test Range as the NASA Hugh L Dryden Aeronautical Test Range. The new titles were formally adopted on January 17.

US Air Force's Final AC-130H Mission at Cannon AFB US AIR Force Special Operations Command announced on January 22 that the 27th Special Operations Wing’s 16th Special Operations Squadron (SOS) ‘Spectre’ had undertaken its final mission with the Lockheed AC-130H Spectre II gunship. The unit, based at Cannon AFB, New Mexico, flew its final sortie with the type on January 16. The aircraft went out in style, with the 16th SOS putting all eight of its AC-130Hs into the air at the same time. “Being able to get all eight AC-130H aircraft up is remarkably unique and required everyone to play a vital role,” said Lt Col James Mott, 16th SOS commander. Capt John

Thompson, 16th SOS assistant operations officer, said “The best thing we can do for the future AC-130J community is to push forward with tactical principles that the past has taught us. “From all standpoints we can learn something from previous experiences; be it from a flying, maintenance or operations point of view, the past can be your best teacher.” Cannon AFB will receive the new Lockheed Martin AC-130J Ghostrider gunship, the first of which flew on January 31. The USAF envisages acquiring 37 AC-130Js to replace a similar number of AC-130H/U/W aircraft currently in service.

a battle management command and control (BMC2) and communications sub-systems. The RFI focuses only on the BMC2 and the US government is not including the aircraft, sensor and communications sub-systems in this solicitation. Contract award is not anticipated before the first quarter of Fiscal Year 2016, with developmental test and evaluation expected to commence not later that Fiscal Year 2019.

News Briefs THE 17TH PZL Mielec C-145A Combat Coyote (M28-05 Skytruck) for US Air Force Special Operations Command passed through the Netherlands on February 4 on its delivery flight. The aircraft, (13-0342)/N342BD (c/n AJE03342), arrived at Groningen-Eelde Airport from the Mielec factory before continuing westbound via Wick, Scotland, towards the USA. As with all previous C-145As the aircraft is being acquired through Sierra Nevada Corporation (SNC), which prepares the aircraft for their Air Force Special Operations Command role at its Centennial Airport facility in Denver, Colorado before they enter service. HELICOPTER ANTI-SUBMARINE Warfare Squadron 5 (HS-5) ‘Nightdippers’ was officially re-designated as Helicopter Sea Combat Squadron 5 (HSC-5) at Naval Station Norfolk, Virginia, on January 24. The change also marks the transition of the unit from its previous SH-60F and HH-60H helicopters to the newer MH-60R Seahawk and MH-60S Knighthawk. US MARINE Corps C-9B Skytrain II 160047 has been retired and arrived for storage with the 309th Aerospace Maintenance and Regeneration Center at Davis-Monthan Air Force Base, Arizona on February 3 from Marine Corps Air Station Cherry Point, North Carolina, where it was one of two operated by Marine Transport Squadron 1 (VMR-1) ‘Roadrunners’. The other aircraft, 160046, remains in service.

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NEWS LATIN AMERICA New Rules Authorise Honduran AF to Down Drug Traffickers LEGISLATION HAS been passed by the Honduran Government to allow the Honduran Air Force (Fuerza Aérea Hondureña – FAH) to shoot down aircraft suspected of illegal drug trafficking. The legislation, passed on January 17, authorises progressive use of force to make unidentified aircraft land, but if they fail to respond, the order to shoot them down can only come from the country’s defence minister. Much of the cocaine destined for the US passes through the central American republic and drug gang violence has escalated, prompting the government to take a tougher military response in an effort to stem the drug trade. The new legislation proposes banning flights in Honduran airspace between 1800hrs and 0600hrs each night. Aircraft flying at heights of 18,000ft (5,500m) and speeds of around 340mph (550km/h) are particularly suspicious. Aircraft flying over the country in this manner or without a flight plan almost always involve illegal drug trafficking. Once detected, an FAH aircraft will intercept and give radio instructions for it to land at the nearest airport to be checked by customs officers. As a last resort authorisation would be given to shoot it down.

Uruguay Examining A-37B Replacement VARIOUS OPTIONS are being considered by the Uruguayan Air Force (Fuerza Aérea Uruguaya – FAU) to replace its veteran Cessna A-37B Dragonflies. The requirement is becoming increasingly urgent with only five of the ten surviving aircraft currently operational with Escuadrón Aéreo No 2 (Caza) at Brigada Aérea II’s base in Durazno. Late last year an FAU delegation visited Kubinka, Russia, where they viewed a demonstration of the Yakovlev Yak-130, but the aircraft’s price may be prohibitive. The FAU wants 12 new combat aircraft and one of the most favoured – and least expensive – options seems to be buying Northrop F-5E Tiger IIs from the Chilean Air Force (Fuerza Aérea de Chile – FACh), which will retire the type shortly. JUAN CARLOS CICALESI - AGUSTÍN PUETZ

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Mexico’s Navy Gets New Zlin Z 242 L Trainers

Above: In January the Czech ZLIN AIRCRAFT company delivered five new Z 242 L Guru training aircraft to the Mexican Navy Secretariat’s (Secretaría de Marina – SEMAR) Escuela de Aviación de la Armada (Navy Aviation School), which is expanding its operations. Two more will follow within a few weeks. The company says that the two-seater Z 242 L is capable of being used for day or night training, glider towing and also aerobatic flying. Seen here on a pre-delivery test flight is the first aircraft, AME-410. Zlin

Unasur Trainer Project May be Scrapped The future of the Unasur I project for a new training aircraft for Latin America launched by the Argentine Aircraft Factory (Fábrica Argentina de Aviones – FAdeA) is uncertain. It follows the change of the entire FAdeA leadership in the last days of December. The project – launched more than two years ago – was aimed at the production and export of the tandem-cockpit light trainer although only a full-scale mock-up was made. The aircraft’s main potential clients in the region have or are about to buy new training aircraft – for the production line to

be profitable at least 150 machines would have to be produced, which

is now unlikely. JUAN CARLOS CICALESI – AGUSTÍN PUETZ

Above: The full-scale mock-up of the Unasur I. Lisandro Amorelli

Mexican Navy's New Gulfstream G550

Above: A new acquisition by the Mexican Navy (Armada de Mexico) is second-hand Gulfstream G550 ANX-207 (c/n 5305, ex N550GD). Built in 2010, it was acquired from Gulfstream Aerospace and delivered on January 22 to 1er Escuadrón de Transporte based at BAN Mexico DF, Mexico City/Benito Juares International Airport. Dirk Lamarque

Bolivian Pumas THE BOLIVIAN Air Force (Fuerza Aérea Boliviana) has selected the Airbus Helicopters Super Puma to fight drug trafficking and perform public security and disaster relief missions, the company announced on January 17. The first two will be delivered this year and the remaining four before 2016. The contract also includes a support package.

Helicopters for the Colombian Navy

Left: The Colombia National Navy (Armada Aviación de Colombia) has received its first two Bell 412EP helicopters from Bell Helicopter Textron Canada Limited. Serialled ARC-225 (c/n 36639, ex N493AA) and ARC-227 (c/n 36640, ex N495FB), they were handed over during a ceremony on January 3 at Cartagena de Indias, Colombia, the Naval Aviation Command (Comando de Aviación Naval). Four have been purchased for general duties. Juan Carlos Cicalesi – Agustín Puetz/ANC

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NEWS MIDDLE EAST & RUSSIA

UAE Increases New F-16E/F Requirement to 30 Aircraft A US Defense Security Cooperation Agency (DSCA) announcement has confirmed previously reported plans by the United Arab Emirates Air Force and Air Defence (UAEAF&AD) to purchase F-16E/F 'Block 61' aircraft. The DSCA notified Congress on January 23 of a possible sale to the UAE of equipment in support of a direct commercial sale of 30 F-16 Block 61s; the new Block 61 refers to a slightly improved version of the Block 60. This announcement reveals, for the first time, that the UAEAF&AD has increased its requirement for additional F-16E/ Fs by five, having originally indicated it wanted 25 aircraft. Plans for the purchase were made public on April 19, 2013, during a background briefing by senior

Above: United Arab Emirates Air Force and Air Defence F-16E Block 60 Desert Falcon 3080 takes off on January 16 from Sakhir Air Base, Bahrain, to display at the Bahrain International Airshow. Aidan Curley

Department of Defense officials in the Pentagon prior to a Middle East trip the following week by

Secretary of Defense Chuck Hagel. The UAEAF&AD has previously taken delivery of 80 F-16E/F Block

60 Desert Falcons (55 F-16Es and 25 F-16Fs), later supplemented by an attrition replacement F-16E.

India’s DRDO Exhibits EMB-145i AEW&C at Bahrain INDIA’S DEFENCE Research and Development Organisation (DRDO) maintained a high profile presence at the Bahrain International Airshow. Its biggest exhibit was Indian Air Force (IAF) Embraer 145i airborne early warning and control (AEW&C) aircraft KW3556 (c/n 14501135), one of three ordered for the IAF. The aircraft features radar and mission systems developed by the DRDO. An order for three Embraer 145s for the IAF AEW&C programme was announced in July 2008. The first flew to

Above: Indian Air Force Embraer 145i airborne early warning and control aircraft KW3556 (c/n 14501135) seen on January 16 at the Bahrain International Airshow. The jet was exhibited by India’s Defence Research and Development Organisation to promote its capabilities. Aidan Curley

Bangalore, India, on August 22, 2012, followed by the second that December, for systems integration

by the Centre for Airborne Systems, part of the DRDO. The third aircraft is still awaited.

At present the type is undergoing trials and has yet to enter Indian Air Force service.

TAI T-129 Attack Helicopter Debuts at Bahrain THE TURKISH Aerospace Industries (TAI) T-129 ATAK attack helicopter made its international debut at the Bahrain International Airshow. TAI flew the T-129 13-1005 - in the colours of the Turkish Land Forces (Türk Kara Kuvvetleri) daily at the show, which was held from January 16 to 18 at Sakhir Air Base. TAI was displaying the helicopter in Bahrain as part of the Turkish Savunma Sanayii Müstes˛arlıg˘ ı (Under-secretariat for Defence Industries) presence at the show, where it appeared in both the static and flying displays. The decision to go to Bahrain was possibly influenced by the Royal Bahraini Air Force’s expected requirement to acquire a replacement for its ageing AH-1E/F Cobra attack helicopters in the near future.

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Above: TAI T-129 ATAK 13-1005, in the colours of the Turkish Land Forces, taxies in after making its international debut at the third Bahrain International Airshow at Sakhir Air Base on January 16. Aidan Curley

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Iranian Army’s Sole VIP Jet Flies Again

News briefs IRAQ HAS requested a possible US Foreign Military Sales purchase of 500 AGM-114K/R Hellfire air-toground missiles, which was notified to Congress by the Defense Security Cooperation Agency on January 23. Including associated equipment, parts, training and logistical support, the cost of the deal is estimated at $82 million.

Above: IRIAA Falcon 20E 5-3021 lands at Mehrabad International Airport on December 15 after returning to flight following a lengthy overhaul. Taha Ashoori

On December 15 the Islamic Republic of Iran Army Aviation’s (IRIAA) sole VIP jet aircraft, Dassault Falcon 20E 5-3021, flew again after being grounded for nine years. The jet was in NORS (not operational ready for supply) condition and had been waiting for spare parts since 2004.

Ten Falcon 20s were ordered in the mid-1970s for the Iranian Armed Forces, four going to the air force, four to the navy and two to the army. Of the two IRIAA aircraft one was lost on March 4, 1997, when 5-3020 crashed at Ardabil airport, killing the four crew.

The other Falcon, 5-3021, remained airworthy until 2004 when it was put into storage at Mehrabad due to a lack of spare parts. In 2013 funds were allocated for its refurbishment and with spares acquired it was returned to service in December. Babak Taghvaee

RUSSIA’S DEFENCE ministry announced on January 30 that the third upgraded Beriev A-50U Mainstay-B airborne early warning and control system aircraft will shortly be delivered to the 2457th Aviabaza Boevogo Primeneniya Samolotov Dalnego Radiolokatsionnogo Obnaruzheniya (2457th Aviation Base for Combat Operation of Airborne Early Warning Aircraft) of the Russian Air Force. The first upgraded A-50U, ’47 Red’/RF-92957 was delivered on October 31, 2011 and the second, ‘33 Red’ on February 28, 2013. Based on the Il-476 airframe the new production batch will replace the 16 A-50s currently in service.

Maiden Flight for Kuwait Air Force’s First C-17A

New Cloud-Seeding UAEAF King Air 90 on Show in Bahrain

Above: The first Kuwait Force (KAF) Boeing C-17A Globemaster III, KAF342 (c/n F-264/ KAF-1, USAF/13-0001), made its first flight on January 31. The aircraft took off from Boeing’s Long Beach, California, facility wearing the white and grey colours worn by the KAF’s L100-30 Hercules aircraft. It is the first of two on order for the KAF. Kevin Joyce

Above: Recently-delivered UAE Air Force and Air Defence (UAEAF&AD) Beechcraft King Air C90GTI UAE 836/N6151A (c/n LJ-1951) at Sakhir Air Base during the Bahrain International Airshow. The aircraft is configured for cloud-seeding operations and flown by the UAEAF&AD on behalf of the UAE’s National Centre of Meteorology and Seismology. Note that the UAE serial is only marked in tiny letters and numerals on the tail. Aidan Curley

Last of 24 Mi-35Ms delivered to Azerbaijan RUSSIA HAS delivered the last of 24 Mil Mi-35M Hind-E attack helicopters ordered by Azerbaijan. A contract was signed for them in September 2010 and the first two were air freighted to Baku on December 12, 2011. A further four arrived in April 2012, followed by four more that August, but dates for the remaining 14 helicopters were unconfirmed. It is believed the Mi-35Ms are operated by both the Azerbaijan Air Force and the State Border Service, although how many of the 24 are with each organisation is unknown.

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Belarus Su-27s to be Refurbished and Returned to Service BELARUS IS to refurbish and upgrade its decommissioned fleet of Sukhoi Su-27 Flankers, which have been in storage since withdrawal from service a year ago. Sergei Hurulev, chairman of the State Military-Industrial Committee, announced the decision on January 31, saying the move was being made at the request of Belarusian President Alexander Lukashenko. The Su-27 modernisation will include a service life extension. Hurulev had said previously during a visit to the 61st Fighter Aviation Base at Baranovichi on November 18, that retirement of the aircraft had been premature and they should be retained as a reserve fleet in case of future potential threats. Hurulev said it would be possible to upgrade the aircraft

with advanced avionics, up-to-date weapons and self-protection equipment. Both air-to-air and air-to-ground weapons would be included in the modernisation. All variants of the Su-27 were officially retired from Belarus service in December 2012, after disbandment on December 1 of the 1st Squadron, which operated the type at Baranovichi. Since then they have been kept in storage at the base, while a squadron of MiG-29s still remain operational there. It is unconfirmed exactly how many Flankers were in service at the time of the type’s withdrawal, but Air Forces Monthly understands it was no more than 17 Su-27Ps, possibly two twin-seat Su-27UBs and one upgraded Su-27UBM1. Originally 23 Su-27Ps and four Su-27UBs were transferred from

Russia, but one single-seater was lost in a fatal crash on May 23, 1996, another was relegated to a ground instructional role and three were sold to the Angolan Air Force in 1998. Another was sold via the Ukraine in 2001, reportedly to the UK, although it seems more likely that it was through a UK-based dealer to a third party, probably also Angola. One of two upgraded Su-27UBM1s was lost in a crash at the Radom Air Show in Poland on August 30, 2009, killing both crew members. Following retirement of the remaining Su-24 Fencers last February, the only other fixedwing combat aircraft in service with the Belarus Air Force is the Su-25 Frogfoot, which operates with a squadron at the 206th Attack Aviation Base at Lida.

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NEWS AFRICA

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Angolan Embraer ERJ-135BJ on Overhaul in Prague

Above: National Air Force of Angola (Força Aérea Nacional de Angola) Embraer ERJ-135BJ T-501 (c/n 14500981) departed Prague Václav Havel Airport, in the Czech Republic, on January 14 after the completion of maintenance, which started on December 13. It is the only one in service with the African nation, having been delivered in 2007. Václav Kudela

Ghanaian Air Force’s Shopping List THE REPUBLIC of Ghana’s military forces are to benefit from the country’s growing economy. With its rich oil and other mineral reserves, the government is using some of the cash to upgrade its aircraft fleets. Speaking at the IQPC International Military Helicopter conference in London in late January, Air Commodore Maxwell Nagai of the Ghanaian Air Force (GhAF) outlined the platforms his service is interested in purchasing. On the rotary-wing side he cited the HAIG Z-9 Haitun and Eurocopter AS365N3+ Dauphin II support/medium lift helicopter, from which the Z-9 is derived. The Mi-35M Hind-E attack/combat support helicopter was also

Indigenous Nigerian Tactical UAV Revealed

A PRESENTATION was made to Nigerian president Goodluck Jonathon on December 17 of a locally-produced tactical unmanned aerial vehicle (UAV). The machine, known as the Gulma (Gossip), was designed and built by the Nigerian Air Force Institute of Technology, aided by Britain's Cranfield University, at Kaduna air base. Powered by a 17hp engine, the Gulma is built as a composite aluminium alloy structure. It operates via radio control on a Micro Pilot FCS avionics system and weighs 88lbs (40kg). It has a maximum cruise range of 580 miles (923km) and a top speed of 86 knots with an endurance of up to 5.8 hours and maximum cruising altitude of 10,000ft. So far 15 pilots have been trained to fly the aircraft.

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mentioned and would be used to supplement Mi-171 Hip-Hs on duty with the UN in Ivory Coast. The Air Commodore mentioned both the Alenia Aermacchi C-27J and Airbus Military C295M as candidates to fulfil a requirement for transport aircraft. It was clear that the C295 was the preferred option from the GhAF’s point of view, not least because it already operates two of the type, but other considerations may lead to an order for the C-27J, which would be purchased through the US Foreign Military Sales programme. The number of aircraft or possible timescales for acquisition were not revealed. Air Commodore Nagai also explained the non-delivery of two Airbus

Military C295s believed to have been ordered for the GhAF. Ghana was set to receive the pair for operations in Mali on behalf of the UN and one, since delivered to Egypt, was observed at Airbus Military’s Seville-San Pablo plant painted in the UN’s distinctive all-white colour-scheme late last year. Air Commodore Nagai told AFM that the company financing the deal was not satisfied with the likely return on its investment and withdrew its support. However, Nagai stressed that Ghana hopes to obtain “one or two” of the twin-turboprop transports directly from Airbus Military, but said “we will be going it alone” with no intermediary investor. The original deal called for the

First Chad Air Force C-27J Spartan

UN, which is not permitted by its charter to own fixed- or rotary-wing machines, to pay the running costs of the aircraft. The Republic of Ghana will shortly order six Embraer 314 Super Tucanos to provide a ground attack, counter insurgency and air-to-air capability, according to Air Commodore Nagai. At the moment the GhAF’s only fixed-wing offensive capability is provided by four Hongdu Aviation Industrial Group K-8 Karakorams obtained new from China in 2007 and 2008. Once the Super Tucanos have been delivered the K-8s will be relegated to a purely training role and Ghana has no requirement for more of the type, he added. Left: Chad Air Force (Forces Aériennes Tchadiennes) C-27J Spartan 1401/TT-PAG/ C.S.X.62292 (c/n 4180), the first of two on order, on approach to land at Turin-Caselle, Italy, after returning from a test flight on January 16. It is expected to be delivered shortly. Marco Rossi Below: Long-term resident at Essex’s London Southend Airport, Boeing 727 9Q-CDC, took off on January 23 bound for Lasham, Hampshire, and a planned onward journey home to the Congo. The 727-30 first flew in 1965 and joined Lufthansa as D-ABIS, but later returned to Boeing and was registered N62219. After further ownership changes it arrived at Southend in 2010 as 9Q-CDC, registered to the Congo government. Phil Whalley

Congo Boeing 727 Returns Home

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NEWS ASIA PACIFIC C295M Selected to Meet Philippine Air Force Requirement AIRBUS MILITARY has been the only bidder to make an eligible offer to meet a Philippine Air Force (PAF) requirement for three new medium-lift transport aircraft. Officials announced the sole aircraft – the C295 – at a bidding conference held on January 13 at Camp Aguinaldo in the Philippines. Three were offered at a cost of 5.288 billion Philippine pesos, within the approved Department of National Defence (DND) budget of 5.3 billion. Local company PT Dirgantara had offered the CN235, but its bid failed to meet the technical specifications required, according to Patrick Velez, the DND’s assistant secretary of acquisition, installations and logistics. The DND undersecretary and chairman of the Bids and Awards Committee, Fernando Manalo, said that first delivery was anticipated 18 months after the contract is signed.

Final Pair of Indonesian T-50i Golden Eagles Delivered

DELIVERY OF all 16 KAI T-50i Golden Eagles ordered by the Indonesian Air Force (Tentara Nasional Indonesia – Angkatan Udara – TNI-AU) has been completed. The final two aircraft – TT-5015 and TT-5016 – arrived on January 25. The pair landed at Iswahjudi Air Base where they were welcomed by base commander, 1st Marshal TNI Yuyu Sutisna. As with previous deliveries, the two jets were flown in by Korean pilots, routing from the factory in Sacheon, South Korea, via Kaohsiung, Taiwan; Cebu, Philippines; and Balikpapan, East Kalimantan, Borneo. The latest aircraft were both in the camouflage scheme worn by the previous six deliveries, while the first eight carried the blue and yellow colours of the TNI-AU’s Elang Biru display team. All are joining Skadron Udara 15 at Iswahjudi, where they are replacing the squadron’s Hawk Mk 53s.

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Black Knights Make First Display Since 2008

Above: The Republic of Singapore’s Black Knights display team, last seen at the Singapore Airshow in 2008, performed at this year’s event with its Lockheed Martin F-16s sporting a new colour scheme. Leader of the re-formed team is Lieutenant Colonel Joseph Leong, who has 4,000 flying hours in his logbook. The show took place from February 11-16. RSAF/Katsuhiko Tokunaga

Royal Thai Air Force Rolls Out First Two MLU F-16s

The first two Royal Thai Air Force F-16s to be upgraded in the Thai Aviation Industries facility under the MLU programme at the roll-out ceremony on January 24 at Takhli Nakhon Sawan. RTAF

THAI AVIATION Industries’ (TAI) Aircraft Maintenance Centre at Takhli Nakhon Sawan rolled out the first two Royal Thai Air Force (RTAF) F-16s to be upgraded under the RTAF F-16A/B Block 15 MidLife Upgrade (MLU) programme on January 24. They comprised F-16A 40308/B.Kh-19-26/38/907021, which is now re-designated an F-16AM, and F-16B (now designated as an F-16BM)

40301/B.Kh19k-19/38/90-7032. Both are from 4 Wing/403 Squadron at Takhli Air Base. Eighteen RTAF F-16A/Bs will go through the MLU with work undertaken by TAI – under subcontract to and supervised by Lockheed Martin – in a new purpose-built facility at Takhli Nakhon Sawan. The MLU package is valued at around $700 million. Work is being undertaken in

three three-year phases. Each phase will upgrade six aircraft and completion of the third and final phase is scheduled for the end of 2017. The MLU includes a modular mission computer, APG-68(V)9 radar, APX-113 combined interrogator and transponder, ALQ-213 electronic warfare management system and ALE-47 countermeasures dispensing system.

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Roll-Out of 50th and last Block 1 JF-17 Thunder Bangladesh Finalises Contract for 24 Yak-130s

The Pakistan Aeronautical Complex (PAC) has handed over the 50th Block 1 JF-17 ‘Thunder’, serial 13-150, to the Pakistan Air Force (PAF) in the presence of Prime Minister Muhammad Nawaz Sharif. The December 18 event also marked the official launch of Block 2 production of the JF-17. The first 50 JF-17s have equipped the ‘Black Spiders’ and ‘Black Panthers’ squadrons and enabled the swift retirement of the PAF’s Nanchang A-5 Fantan fleet, a Chinese-built version of the MiG-19. The type will continue to be produced in blocks of 50, where every succeeding block will be an upgraded version. Block 2 JF-17s will not have any airframe changes but an aerial refuelling probe will be fitted together with improved avionics and electronic warfare sub-systems, additional weapons-carriage capability (including nuclear) and optimised maintenance requirements. The first Block 2 is expected to be ready by June, according to PAC. Its facility at Kamra has capacity to roll out 16 to 25 aircraft a year, so the first Block 3 will be produced in 2016. Block 3 will reportedly bring a substantially altered

Above: The 50th JF-17 is rolled out at PAC’s facility at Kamra on December 18. PAF Below: Air Chief Marshal Tahir Rafique Butt (right) presents a souvenir to the Prime Minister Nawaz Sharif at the roll-out of the 50th JF-17. PAF

Ka-32 Service Centre Opens in Korea

airframe and possibly a different engine. Weapons integration is under the full control of PAC engineers as the PAF has all the necessary source codes from China. It follows the bilateral memorandum of understanding signed with Chinese partner CATIC on December 18 that explicitly covers future export possibilities of JF-17 as a joint undertaking. Several countries in Central Asia, South America and

Africa have shown interest in the design – Argentina, Azerbaijan, Bangladesh, the Congo, Egypt, Indonesia, Iran, Nigeria, the Philippines, Serbia, Sri Lanka, Sudan, Turkey, Venezuela and Zimbabwe were all named at the ceremony. Advertised as US$20-24 million per unit, the JF-17 is almost three times cheaper than the most reasonably priced Western-made aircraft, the Saab JAS-39 Gripen, claims PAC. Georg Mader

AAR Airlift Crew Members Recognised for Extraordinary Actions in Afghanistan An AAR Airlift helicopter team working in Afghanistan in support of US troops is being recognised for its extraordinary actions in an active combat zone there last summer. The crew, which performed an emergency engine replacement at a Forward Operating Base (FOB) in record time during a resupply mission to US forces in Afghanistan, will receive the Helicopter Association International’s (HAI) prestigious Excellence in Helicopter

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RUSSIAN DAILY business newspaper Kommersant reported in January that the Bangladesh Air Force has now signed a contract for 24 Yakovlev Yak-130 Mitten combat training aircraft. The deal, worth approximately $800 million, was concluded with Russian state arms export agency Rosoboronexport in the fourth quarter of last year and first deliveries are anticipated in early 2015. The deal had been under consideration for some time. Rosoboronexport’s Deputy Chief, Viktor Komardin, confirmed in March last year that negotiations were about to get under way. Bangladesh will use $1 billion in credit pledged to the country during the Bangladeshi Prime Minister’s visit to Moscow in January 2013 to assist with financing the deal.

Maintenance Award, at Heli-Expo 2014 in Anaheim, California. After an engine failed the crew performed an emergency landing and radioed for assistance from a second AAR Airlift crew. The second crew departed for the remote location carrying a spare engine and additional maintenance personnel. The two crews worked together to replace the complete engine and returned safely to the base in a record time of under four hours.

“What this group of AAR maintenance personnel and crew members accomplished under such harsh conditions is remarkable,” said Randy Martinez, President and CEO, AAR Airlift Group. The AAR Airlift team consists of Stephen Fiduk, pilot in command; Gabriel Meza, crew chief, Robert Layne Murphy, second in command, Alan Nowak, maintenance manager; Nathan Raught, crew chief and Joshua Ricciardi, maintenance supervisor.

The Korea Forest Service has opened a new regional service and maintenance centre for Kamov Ka-32 helicopters manufactured by Russian Helicopters. In total 61 Ka-32s operate in South Korea and have racked up more than 100,000 flight hours.

Three New C295s Inducted into Indonesian Air Force THREE NEW Airbus Military C295M transport aircraft, A-2903 (c/n S-098), A-2904 (c/n S-100) and A-2905 (c/n S-105) were formally inducted into service with the Indonesian Air Force's (Tentara Nasional Indonesia – Angkatan Udara - TNI-AU ) Skadron Udara 2 at Halim Air Base on January 9. Of the remaining four machines from the nine aircraft order, the next was handed over on February 5 in Seville, Spain, where the sixth will also be built, while the final two will be assembled by PT Dirgantara Indonesia in Bandung from Spanish-supplied components.

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NEWS AUSTRALASIA

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

RNZAF Chooses Beechcraft's T-6C Texan II THE NEW Zealand Defence Force (NZDF) is to buy eleven Beechcraft T-6C Texan IIs to meet its requirement for an advanced pilot training capability. The NZD $154 million (USD $127 million) deal will include ground simulators, classroom and computerbased training packages. The NZDF requires an intermediate trainer with a glass cockpit that can take students from the Pacific Aerospace CT-4E Airtrainer to the AW109, NH90, P-3K2, upgraded C-130H, 727 and the upcoming SH-2G(I) Seasprites, all of which have glass cockpits. The Pilot Training Capability project was announced in the Defence White Paper 2010, although since then details have been sparse. A request for information (RFI) was issued to industry in October 2011 and Beechcraft’s T-6C demonstrator N3000B made a tour to New Zealand in 2012 and flew a number of RNZAF officers. The extent to which other competing aircraft were evaluated is unknown. At the time of the RFI, the government said that it was open to a purchase, lease or

RAAF Completes UNMISS Support Flights to South Sudan

AUSTRALIAN DEPARTMENT of Defence officials announced on January 14 that the Royal Australian Air Force (RAAF) had completed its mission to deliver strategic airlift support to the United Nations Mission in South Sudan (UNMISS) after the recent outbreak in violence. On January 12 an RAAF Lockheed Martin C-130J Super Hercules aircraft completed the last flight in support of peacekeeping, delivering equipment and transporting United Nations personnel to assist UNMISS under Australia’s Operation Aslan. RAAF personnel carried out eight Boeing C-17A Globemaster III and two C-130J flights to deliver approximately 200 tonnes of cargo and equipment to the UNMISS from January 3. Director General of Air and Space Operations, Air Commodore Gavin Turnbull, said RAAF personnel had worked tirelessly and efficiently after first responding to the UN request.

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Above: Artist’s impression of the T-6 in RNZAF colours. Beechcraft

contracting for a complete pilot training package from a commercial provider. The deal will include CAE simulators installed at RNZAF Base Ohakea and supported by CAE Australia. Also included in a 30-year contract is maintenance support by NZ company Safe Air Limited, which will perform maintenance at all levels, creating around 21 new jobs at Ohakea. The T-6Cs will be operated by No 14 Squadron, which previously operated the Aermacchi MB339CB

and, before that, the BAC 167 Strikemaster Mk88 in the advanced training and light attack roles until the disbandment of the RNZAF’s air combat force in 2001. The T-6s will be the first ejection seat-equipped aircraft in the RNZAF since then. The first aircraft will be delivered from the US in the summer, but will remain in Beechcraft’s ownership and used to train maintenance personnel. The first true RNZAF aircraft will arrive around

November, followed by training facilities and simulators in place by mid-2015, at which point the first qualified flying instructor course should begin. The deal was signed by Helene Quilter, NZ Secretary of Defence, and Russ Bartlett, President of Beechcraft Inc, on January 24, but not announced by Defence Minister Jonathan Coleman until the 27th. In a statement, Dr Coleman, said: “The new system is expected to be operational for the first trainee intake in early 2016. It is estimated it will produce up to 15 graduate pilots and 12 Qualifying Flying Instructors per year over the next 30 years.” Advanced and twin-engine training is currently conducted with the Beech King Air 200, leased under a contract with Hawker Pacific that will expire in 2018. Basic pilot training is carried out on the Pacific Aerospace CT-4E Airtrainer, but reported structural problems with the leased fleet have caused backlogs in the output of qualified pilots. The service life of the CT-4 is also scheduled to end in 2018. JIM WINCHESTER

Australia’s First Two MH-60Rs Formally Enter Service A CEREMONY was held at Naval Air Station Jacksonville, Florida, on January 24 to mark the formal in service date for the first two Royal Australian Navy (RAN) MH-60R Seahawk maritime combat helicopters. The function was conducted by NUSQN 725 (New Squadron 725), as the unit is designated until formally commissioned as 725 Squadron. These first two RAN MH-60Rs, N48-001/168814 ‘01’ and N48-002/168815 ‘02’, had been handed over to the Defence Materiel Organisation on

December 10 at Lockheed Martin’s facility in Owego, New York. They departed the following day for Jacksonville. Commanding Officer of NUSQN 725, Commander David Frost, says the MH-60R represents a big step forward from the Navy’s current ‘Classic’ Seahawk, which it is replacing. “The MH-60R is a potent maritime combat helicopter that will primarily be used in the anti-submarine warfare role. The aircraft will also contribute to the Navy’s anti-surface warfare role by

providing an air-to-surface missile capability,” he said. “Since acceptance of the first two aircraft in December we have commenced a graduated flying programme, building on the skills, techniques, and tactics that were taught during operational flying training with the United States Navy. We will continue to consolidate our skills over the next 12 months prior to returning to Australia to commence operations at Naval Air Station Nowra, New South Wales, late in 2014.”

Above: Royal Australian Navy (RAN) personnel posing in front of one of the first two RAN MH-60R Seahawks on January 24, during the formal in service date ceremony at Naval Air Station Jacksonville, Florida. RAN

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NEWS DELIVERIES, DEPLOYMENTS AND CONTRACTS USAF Deploys Fighters to Japan & Korea

Belgian C-130H Hercules Joins France’s Operation Sangaris in Central Africa

NINE LOCKHEED Martin F-22A Raptor stealth fighters from the 1st Fighter Wing (1st FW), Joint Base Langley-Eustis, Virginia, arrived at Kadena Air Base, Japan on January 14. They were joined by the final three of the deployment of 12 the next day. It is the seventh deployment of Raptors to Kadena. On January 9 a dozen Lockheed Martin F-16CMs and about 300 personnel from the 388th Fighter Wing/421st Fighter Squadron ‘Black Widows’, Hill Air Force Base, Utah landed at Osan AB, Republic of Korea for a similar 90-day deployment under Exercise Typhoon Widow.

Penultimate Brazilian Air Force P-3AM Delivered

THE EIGHTH of nine Lockheed P-3AM Orions ordered by the Brazilian Air Force (Força Aérea Brasileira), FAB 7205 (c/n 5132, ex USN/152162), was formally handed over at the Airbus Military facility at Seville-San Pablo Airport, Spain, on December 16.

Another US Coast Guard HC-144A Ocean Sentry delivered AIRBUS MILITARY delivered the 16th of 18 HC-144A Ocean Sentry aircraft on order for the US Coast Guard, serial number 2316 (c/n S-209), on January 16.

Sikorsky Awarded Contract for 37 More US Navy MH-60R/S US ARMY Contracting Command awarded Sikorsky Aircraft Corporation a $550 million contract on January 9 to fund production of 18 MH-60S and 19 MH-60R helicopters for the US Navy. The deal represents a modification to the original $2.8 billion contract awarded to Sikorsky on July 11, 2012, for the eventual manufacture of up to 916 UH-60/MH-60 helicopters for the US Army, US Navy and Foreign Military Sales. Estimated completion date is December 31, 2015.

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Above: A Belgian Air Component C-130H Hercules arrives at Bangui/M’Poko International Airport, Central African Republic, for the first time on January 21 while operating support flights for France’s Operation Sangaris. The aircraft performed its first Sangaris mission on January 21, landing at Bangui/M’Poko International Airport to bring materials for fuel service, spare parts for the French air detachment, food and medicines. ECPAD

Military Aircraft Deployments Date

AF/Unit

Type

Location and Notes

Dec 22 ALAT

2 x SA342, 1 x Tigre, 1 x SA330 Returned from Operation Serval

Dec 22 French AF/DETCHASSE

3 x Mirage 2000D, 1 x C-135R

Det depart from Bamako, Mali, after Operation Serval missions

Jan 3

USAF/493rd FS

4 x F-15Cs

To Šiauliai Air Base, Lithuania, for Baltic Air Policing

Jan 4

ALAT

2 x SA342, 1 x Tigre

Returned from Operation Serval

Jan 9

USAF/421st Fighter Sqn 12 x F-16C

Deployed to Osan Air Base, Korea, for three months

Jan 14

USAF/1st FW

9 x F-22A

Arrived at Kadena Air Base, Japan, for three-month deployment (joined by three more next day)

Jan 15

USMC/VMGR-352

3 x KC-130J

Left for six-month Operation Enduring Freedom deployment

Jan 20

USAF/301st RQS

? x HH-60G

To Horn of Africa for contingency operations

Jan 21

Belgian Defence/15 Wg 1 x C-130H

deployed to Libreville, Gabon, for Operation Sangaris

Jan 27

RNoAF

6 x F-16AM

To Keflavik, Iceland, for air policing

Jan 30

Polish AF/1 BLTr

1 x C-130E

To Orléans, France, to support Operation Sangaris

Feb 3

RAF/2 Sqn

Tornado GR4

Deployed to Kandahar, Afghanistan

Feb 4

RAF/617 Sqn

Tornado GR4

Returned home from four months in Kandahar, Afghanistan

New Contract Award Summary Air Force/Organisation

Company

No. & Type

Contract Date

Delivery Date and Notes

Bangladesh Air Force

Rosoboronexport

24 x Yak-130

Jan 28

Unknown

Bolivian Air Force

Airbus Helicopters

6 x AS332C1e

Jan 17

2014-2016

Mexican Navy

ZLIN AIRCRAFT

5 x Z242L Guru

Oct 31

Jan 2014

Nepalese Army

? x Z242, ? x Z143LSi Genius Jan 1

Unknown

Rosoboronexport

2 x Mi-17-V5

Dec 30

2014

Royal New Zealand Air Force

Beechcraft

11 x T-6C Texan II

Jan 24

By Dec 2014

Philippine Air Force

Rice Aircraft/Eagle Copters 21 x UH-1H

Sakhalin Regional Government Russian Helicopters US Navy

Sikorsky

Dec 29

During 2014, second-hand

2 x Mi-8MTV-1

Jan 15

2015

18 x MH-60S

Jan 9

Not announced

19 x MH-60R

Jan 9

Not announced

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ATTRITION Accident Reports

US Air Force Europe/56th Rescue Squadron HH-60G Pave Hawk 88-26109 flies in formation with the other three HH-60Gs from the unit at their base at RAF Lakenheath, Suffolk, on August 13, 2012. This Pave Hawk was destroyed in a crash on the Norfolk coast on January 7, which killed all four crew members. USAF/Senior Airman Tiffany M Griff

D: Jan 7, 2014 N: US Air Force/56th Rescue Sqn T: HH-60G Pave Hawk S: 88-26109

Pave Hawk, callsign ‘Jolly 22’, crashed at approximately 1800hrs on marshland at Cley next the Sea, near Salthouse, on the North Norfolk coast, killing all four crew members on board. The helicopter was on a low-level training mission along the coast when it came down on a shingle bank at the north end of East Bank on the Norfolk Wildlife Trust’s Cley Marshes D: Jan 8 N: Egyptian Air Force T: Unidentified fighter

This aircraft crashed in the Nile Delta governorate of Daqahliya after a technical failure. The pilot survived and was taken to hospital. D: Jan 8 N: Syrian Air Force T: Unidentified MiG

Free Syrian Army (FSA) rebels claim to have shot down this unspecified MiG with a heat seeking missile near Damascus International Airport. D: Jan 8 N: US Navy/HM-14 T: MH-53E Sea Dragon S: 163070 ‘BJ-543’

After issuing a distress call, this helicopter made an emergency landing in the Atlantic Ocean off the Virginia Capes, approximately 20 miles (32km) east of Cape Henry, Virginia, while conducting routine training along with a second MH-53E. Four crew members were rescued, but two died in hospital soon afterwards. The body of the fifth sailor was found on January 14.

nature reserve. The helicopter was en route to the gunnery range at Holbeach, Lincolnshire, which is frequently used for training. The accident remains under investigation and the cause is still unknown, although it was confirmed on January 9 by Col Kyle Robinson, commander of the 48th Wing, that the crew did not put out any kind of distress call prior to the crash. The Pave Hawk was destroyed by the impact, which spread wreckage across an area as long as a football pitch. D: Jan 11 N: Syrian Air Force T: MiG-23 Flogger

The FSA claimed to have shot down the aircraft near Deir Ezzor military airport. N: US Army/Task Force ODIN-E T: Beechcraft 300 King Air S: N195AE (c/n FA-195)

After taking off from Bagram Airfield on an ISR mission, this aircraft was flying over eastern Afghanistan in the early hours of the morning when it crashed. All three crew members were killed, one of whom was a civilian. The aircraft was assigned to Task Force ODIN-E (an acronym

Above: US Customs and Border Protection (CBP) AS350B3 AStar N3948A patrols over New York City on September 28, 2011. This was the CBP AStar which crashed on January 10 in Texas, injuring all three personnel on board. US CBP/James Touttellottte

D: Jan 10 N: US Customs & Border Protection T: AS350B3 AStar S: N3948A

While attempting an emergency landing, this AStar crashed at around 0810hrs in an area of brush on the La Copa Ranch just southwest of the Falfurrias Border Patrol Checkpoint in Texas, following a suspected technical malfunction that had caused D: Jan 11 N: Syrian Air Force T: Unidentified Mil helicopter

The Free Syrian Army (FSA) claimed to have shot down this helicopter while it was carrying barrel bombs that were targeted at Deir Ezzor military airport, which was at the time under the control of the FSA. for Observe, Detect, Identify and Neutralise-Enhanced), which specialises in reconnaissance, surveillance and target acquisition specifically aimed at combating insurgent operations that involve improvised explosive devices. A defence official said there was no indication the aircraft had been brought down by enemy fire, but the cause in unknown.

an engine fire. The helicopter was substantially damaged after coming to rest partially rolled over, with its main rotors bent and twisted. The three crew members, comprising one border patrol agent and two air interdiction agents, reportedly sustained non-life threatening injuries. They were airlifted to the McAllen Medical Center, and were said to be in a stable condition. D: Jan 15 N: US Navy/VFA-143 T: F/A-18E Super Hornet S: 166603 ‘AG-103’

This Super Hornet crashed into the Atlantic Ocean at around 1435hrs, 45 miles (72km) off the coast of Virginia Beach, Virginia. The pilot ejected and was rescued by a US Navy helicopter and was said to be in good condition. D: Jan 15 N: US Army/3-160th SOAR T: MH-60L/M Black Hawk

This helicopter was involved in a heavy landing at 1124hrs at Hunter Army Airfield, Savannah, Georgia, during which it rolled over onto its side and sustained extensive damage. One crew member was killed and two others injured. The incident occurred as the helicopter was returning to base following a routine night training exercise. D: Jan 16 N: Pakistan Air Force/27 Squadron T: Dassault Mirage IIIDP

Above: US Army King Air 300 N195AE (c/n FA-195) outside Sierra Nevada Corporation’s Integrated Mission Systems facility at Hagerstown, Washington County Regional Airport, Maryland, on December 16, 2009, at which time it is thought to have only just completed conversion into ISR configuration. This aircraft was lost in a crash in eastern Afghanistan on January 10, which killed all three on board. Bret Rodgers

Both crew members were killed when this two-seat Mirage crashed due to a technical problem during a routine training mission from PAF Base Masroor/Sargodha. It came down in fields in the Qadir Abad area of the Mandi Bahauddin district of Punjab province.

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

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Above: The burnt-out wreckage of Mexican Air Force Cessna 182SL FAM-5448, which crashed on January 14, killing one of those on board and seriously injuring the other two, near La Trinidad Tepango, Atalixco, Puebla state. Puebla state

D: Jan 14 N: Mexican Air Force/5 Grupo Aéreo de Ocotlán T: Cessna 182SL S: FAM-5448

This aircraft crashed and caught fire, killing one of those on board and seriously injuring the other D: Jan 16 N: Syrian Air Force T: Mi-8/17

Rebels shot down this helicopter while it was flying over the besieged town of Daraya, near Damascus. It plummeted to the ground, with its rotors and tail boom missing. D: Jan 22 N: Indian Air Force T: Jaguar (Two-seat variant)

two occupants. It was attempting to make an emergency landing following a mechanical failure at an airfield near La Trinidad Tepango, Tenextepec, near the town of Atlixco in Puebla state, but crashed in cultivated fields in a sparsely populated area. D: Jan 25 N: Syrian Air Force T: Mi-17 S: 2975

This helicopter was reportedly hit by a MANPADS while flying north of Aleppo. Although the pilot was able to set it down inside Syrian government-held territory, it is reported that it was damaged beyond repair in the incident. It was not reported whether any crew members were injured in the attack.

Above: Zambia Air Force MFI-15 Safari AF-528 ‘P’ taxies out for take-off on May 17, 2005, at Livingstone. This aircraft was involved in a crash on January 15 which killed both crew members. Brian McMorrow

D: Jan 15 N: Zambia Air Force/Flying Training School T: MFI-15 Safari S: AF-528 ‘P’

Two Zambian Air Force (ZAF) officers were killed in the crash of this ZAF Saab MFI-15-200A Safari at around 1200hrs near D: Jan 26 N: Royal Jordanian Air Force T: Unknown

After developing a technical fault, this unidentified aircraft crashed during a training flight at 1220hrs local time. It was not reported whether the pilot, Captain Ahmad Hazem Alawneh, sustained any injuries. The location of the crash was not reported. Some reports indicate that an F-16 that was involved, but this is unconfirmed.

Crashed around 2030hrs between Akasar and Bholasar villages, about 28 miles (45km) from Bikaner in Rajasthan. It had suffered a technical problem after taking off from Nal-Bikaner Air Force Station for a routine night training mission. Both pilots ejected safely.

D: Jan 25 N: Egyptian Air Force T: Mi-8/17 Hip

All five crew were killed when the Hip crashed in the northern Sinai Peninsula. It was involved in a battle with Islamic militants who claim that they shot it down with a MANPADS.

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D: Jan 27 N: US Customs and Border Protection/Office of Air & Marine T: MQ-9 Guardian

This UAV was deliberately ditched in the Pacific Ocean at 2315hrs about 20 miles (32km) southwest of San Diego, California, following a mechanical failure. The crew determined that the MQ-9 could not make it back to its base at Libby Army Airfield, Sierra Vista, Arizona, and so it was ditched for safety reasons. D: Jan 29 N: US Air Force/1st Flying Training Sqn T: Diamond DA20C-1 Eclipse S: N959DA

Two crew members were injured when this aircraft crashed at 1430hrs and flipped over at Butts Army Airfield, Fort Carson, Colorado, during a training flight for the US Air Force Initial Flight Screening (IFS) programme. The aircraft came down during a sortie from Pueblo Memorial Airport, Colorado. The two crew were taken to the nearby Memorial Hospital with minor injuries. The aircraft was extensively damaged.

D: Jan 23 N: Italian Army/CAAE/1° Gruppo Squadroni T: AB206C-1 JetRanger II

This JetRanger crashed near Viterbo, killing both personnel on board, including General Giangiacomo Calligaris, Commander of Army Aviation. It came down in a wooded area between Marta and Tuscania, after hitting an overhead high-voltage power line.

Kabanje Bwiketo village in the Livingstone District of Zambia’s Southern Province. The accident site was ½ mile (1km) from the ZimbaLivingstone road and about 25 miles (40km) from Livingstone town centre. No one on the ground was reported injured.

Above: Wreckage of the German Air Force/TaktLwG-33 Tornado IDS following its crash on January 16 after take-off from Büchel Air Base on January 16. Bundeswehr/Marcus Kroth

D: Jan 16 N: German Air Force/TaktLwG-33 T: Tornado IDS S: 44+02

This Tornado IDS crashed in an uninhabited area near Koblenz, western Germany, but both crew ejected safely. The pilot was

slightly injured but the co-pilot was unhurt. The aircraft came down at 2120hrs in a wooded, hilly area, approximately 3 miles (5km) northeast of Büchel Air Base, from where it had taken off a short while earlier for a routine training flight.

D: Jan 29 N: Yemen Air and Air Defence Force T: Unidentified helicopter

This helicopter was written off in a crash while the pilot was attempting an emergency landing near an oil pipeline in the Oselan region of Shabwa province, Yemen. At least five personnel on board were injured.

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ATTRITION

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Accident Reports

Above: Royal Canadian Air Force/15 Wing  CT-156 Harvard II 156102 on the ramp at CFB Moose Jaw, Saskatchewan, on March 15, 2006. This was the CT-156 which crashed on January 24 after both crew had ejected safely. RCAF

D: Jan 24 N: Royal Canadian Air Force/ 15 Wing/NFTC/2 CFFTS T: CT-156 Harvard II S: 156102

This Harvard II crashed in an open field approximately 10nm (18.5km) south of the base at around 1350hrs after the two personnel, an instructor and student pilot, carried out a controlled ejection after the D: Jan 30 N: Malaysian Army Aviation/ 881 Skuadron T: AW109 LUH

While attempting to make an emergency landing this helicopter crashed in the Malaysian jungle near the Bekok Dam in Segamat between 2100 and 2200hrs while on a night training flight. All four personnel on board survived and were taken to the Kluang District Hospital. The crash broke off the tail and main rotor blades and badly damaged the undercarriage.

pilot determined it would not be safe to attempt a landing. Prior to the crash, a problem was detected with the undercarriage after retraction, which had an unsafe ‘up’ indication in the cockpit. A second aircraft was therefore sent up to fly alongside and make an external examination. After about 45 minutes, it was decided that the crew should eject. D: Jan 30 N: Syrian Air Force T: MiG-23 Flogger

The Free Syrian Army (FSA) claimed that it had downed this aircraft over the Hanano district of Aleppo with a surface-to-air missile. A video posted on the internet by the FSA shows the aircraft trailing smoke as it continued to fly off into the distance, while still remaining in straight and level flight. It is therefore unconfirmed whether the aircraft did eventually crash.

Above: Bangladesh Air Force/11 Squadron Nanchang PT-6 (CJ-6) 3515 in a paddy field at Mahidia after its crash landing on February 6.

D: Feb 6 N: Bangladesh Air Force/11 Sqn T: Nanchang PT-6 (CJ-6) S: 3515

After having a technical failure, the aircraft crashed at 1130hrs into a paddy field at Mahidia in the Sadar upazila of Jessore but appeared to D: Jan 31 N: Mexican Air Force T: Bell 212 S: FAM-1417

This helicopter was involved in a take-off accident at around 1330hrs within the grounds of Mexican Army Military Camp No 8-B, Reynosa city, Tamaulipas state. One crew member was killed and two others injured. D: Jan 31 N: Syrian Air Force T: MiG-23 Flogger

The Free Syrian Army claims it downed this aircraft over Hama, Northern Rif. An internet video shows the aircraft trailing smoke before it crashed near Saboora. D: Feb 1 N: Syrian Air Force T: Unidentified MiG-??

Above: Wreckage of Costa Rican Ministerio de Seguridad Pública/Dirección del Servicio de Vigilancia Aérea (Ministry of Public Security/Air Surveillance Service) MD500E MSP-013 (c/n 0142E) seen following its crash on February 3 in the Turrialba region. The three occupants were all injured but were said to be in stable condition. MSP

D: Feb 3 N: Costa Rican Ministry of Public Security/Air Surveillance Service T: MD500E S: MSP-013

This helicopter, from Costa Rica’s Ministerio de Seguridad Pública/ Dirección del Servicio de Vigilancia Aérea (Ministry of Public Security/ Air Surveillance Service), crashed

at around 1230hrs on a sports field at Nimariñac Chirripo, Turrialba, Cartsgo, after control was lost on take-off due to tail rotor failure. The pilot tried to return for an emergency landing but the helicopter came down heavily, rolled over onto its side and was damaged beyond repair. All three occupants were injured and flown to the Mexico Hospital in San Jose.

The Free Syrian Army claims to have shot down this aircraft, which it says crashed near the foot of Mount Zayn al-Abdeen. No further details are known and there was no independent confirmation of the claim. D: Feb 3 N: Royal Thai Army/5th Infantry Division T: Schweizer 300C

While landing at the Vajiravudh military camp, Muang district, Nakhon Si Thammarat, at 1930hrs after return from a training flight,

have remained fairly intact and to have suffered little damage. It came to rest on its belly, resulting in the propeller being bent backwards. The two crew, Pilot Officer Jamil and Squadron Leader Faruk, suffered only minor injuries and were taken back to Jessore Air Base by helicopter. the helicopter’s tail section hit and overturned a pick-up truck. The pilot then lost control and the helicopter hit the ground. Both the helicopter and the truck were engulfed in flames, but the two crew were uninjured. D: Feb 6 N: Panama National Air Service (Servicio Nacional Aeronaval) T: Bell 412EP

While undertaking a drug interdiction operation involving a suspicious boat the helicopter crashed at 0300hrs near Mansukum in the Guna Yala sector. The crew comprised a pilot, co-pilot, mechanic, three members of the Directorate of Naval Intelligence (DIAN) and three members of the SENAN Naval Infantry. One of them, the mechanic, was killed and all eight others injured. D: Feb 7 N: US Air Force/82nd ATS Det 1 T: QF-4 Phantom II

This aircraft crashed at 0908hrs inside the White Sands National Monument, about 5 miles (8km) west of Runway 22 at Holloman Air Force Base, New Mexico, during a routine unmanned training flight. The cause is unknown. Additional material from: Donny Chan and Scramble/ Dutch Aviation Society.

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

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GREEK LOW-FLY TRAINING

Hellenic flying

48-49

Phil Stevens gets the low-down on how the air force in Greece goes about its low-flying training

Right: The HAF ordered 56 F-4E Phantom IIs in 1971 and by 1978 all had been delivered. In 1997, 36 of them were selected for the ‘Peace Icarus 2000’ avionics upgrade programme which included the Raytheon Hughes AN/APG65 radar, new colour multifunctional cockpit screens, a new HUD and HOTAS system, AMRAAM and AIM-9M capability and a Hazeltine AN/APX-113 advanced identification friend/foe system. The upgrade was completed in 2004 and enabled the addition of the Rafael Litening II sensor pod (mounted under the forward fuselage) for navigation and targeting for close air support weapons such as precision-guided bombs, Raytheon AGM-65 Maverick missiles and the advanced IRIS-T air-to-air missile. All images by the author

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REECE’S HELLENIC Air Force (HAF) is committed to low-flying training and determined to be fully capable of making use of terrain to evade enemy air defences. All the HAF’s fast jet squadrons train at low level through mountain ranges or over the Aegean Sea. “The terrain in Greece is very diverse, with many high mountains and deep valleys as well as large areas of sea, so it’s ideal for low-level flying training,” explained Captain Eftichiadis Eftichios, an instructor pilot on the potent Lockheed Martin F-16C/D Block 52+ Fighting Falcon with 337 MPK (Mira Pantos Kerou - All Weather Squadron), 110 PM (Pteriga Makhis - Combat Wing), based at Larissa.

Rules, rules, rules

Flying low is not without its dangers and is subject to many restrictions. HAF pilots are bound by rules designed to make low flying safe and avoid disturbing the population while enabling aircrew to maintain a high level of skill. Fast jet pilots are not allowed to fly lower than 300ft (91m) above ground level (AGL) and there are areas to be avoided, such as tourist beaches and archaeological sites. Over cities there is a 3,000ft (914m) AGL minimum.

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Areas with concentrations of birds must also be avoided for part or all of the year. Capt Eftichios referred to a map of Greece marked with red circular areas, indicating all-year-round bird concentrations, and green corridors showing seasonal bird migration flight paths. “Flying a single-engine jet fighter, the birds are a real threat. To avoid the bird migration routes we have to climb to 3,000ft, which will take us above 95% of them, but we have had cases of birds flying at 11,000ft [3,350m].” The weather over the mainland and the sea presents more dangers to flying fast and low and the humidity over the Aegean Sea can make it difficult to see the horizon. When flying at low level under cloud, the cloud base must be no lower than 2,000ft. Capt Eftichios explained: “In the 1990s a number of aircraft were lost due to them being ‘closed by the weather’, which didn’t give the pilots a way out and they failed to execute the correct procedures.” Low flying areas have been defined to train without the risk of conflicting with other, non-participating aircraft. Known as very low flight (VLF) areas, they are designated over land and sea, and exclude civilian flights so military pilots can perform low-level interceptions and

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Pumped-up Puma RAF PUMA HC2

Ian Harding details the RAF’s Puma HC2 as it enters services

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REW TRAINING commenced on the new ‘Puma 2’ at RAF Benson during November, heralding a new chapter in the service career of this remarkable helicopter. During its first 40 years of service, celebrated just over two years ago at its spiritual home of RAF Benson, Oxfordshire, the Aérospatiale Puma has literally ‘been in the thick of the action’, serving with distinction during a wide range of campaigns at home and abroad. From the early days of the troubles in Northern Ireland through to the end of combat operations in Iraq, the Puma HC1 represented the backbone of the UK’s medium lift helicopter capability. During that time it has served in Kosovo and Bosnia with NATO, supported British and American troops in both Gulf Wars, undertaken national standby responsibilities as well as provided humanitarian relief at home and overseas in coun-

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tries such as Mozambique. One of its great strengths is its ability to be deployed at short notice. With the recent service entry of the significantly upgraded Puma HC2 (also known as Puma 2), the helicopter’s future operational capability has been transformed. While there is little to distinguish the two Puma variants externally – the ‘new’ helicopters are refurbished HC1s, even retaining their original serial numbers – the HC2 is very much a new helicopter, having received modifications which significantly enhance its capabilities. As a consequence of the Puma Life Extension Programme (LEP) undertaken by Eurocopter (re-branded as Airbus Helicopters from January 1, 2014), the upgrades and modifications increase the aircraft’s range three-fold, boost payload two-fold and significantly enhance ‘hot and high’ opera-

Puma past

Below: Puma HC2s ZJ954 and XW231 at RAF Benson on October 4, 2013. Crown copyright/MoD

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RAF PUMA HC2 tions. The LEP will breathe new life into the Puma Force, extending its service life to 2025, an incredible 54 years after entering service.

Puma Life Extension Programme (LEP)

During 2007, Eurocopter and the MoD completed discussions on Puma resulting in the award of an assessment phase contract for the LEP covering the RAF’s fleet of 36 HC1 helicopters. Some 27 months later, in September 2009, the MoD announced that a deal had been signed for Eurocopter to update potentially 28 aircraft to HC2 standard by 2015, although this number was subsequently revised down to 24. The programme, valued at £260 million, will give the airframe more advanced avionics, new Turbomeca Makila 1A1 engines (replacing the former Turbomeca Turmo 3-C4 turbines), a ‘glass’ cockpit, new communications, navigation and defensive systems and a digital autopilot. The updated engines are each capable of delivering an additional 500shp over their predecessors, while at the same time reducing fuel consumption by 25%. As a consequence, the HC2’s performance is greatly improved in hot and high conditions. An early ‘sticking point’ for the deal was the proposal that detailed work would be carried out by Eurocopter’s Romanian division, IAR Braşov. However, Eurocopter UK, based at nearby Kidlington in Oxfordshire, was nominated as the prime contractor for the project, along with additional UK-based sub-contractors Thales, Chelton, Smiths, Rockwell-Collins, QinetiQ and Selex, overcoming the MoD’s concern that a foreign company would be in charge of the project. In July 2011, the initial flight of the first upgraded HC2 took place from Eurocopter’s Marignane facility in France – RAF Benson confirmed that the first aircraft modifications took 24 months, but those in the system are now expected to be completed in under 18 months. The current plan is for the remaining Pumas to be delivered at a rate of around one per month. Once the major platform upgrades have been completed in Romania, aircraft receive their final modifications at Kidlington before being delivered to RAF Benson.

Benefits of the Puma upgrade

Operations in hot temperatures and high altitude environments – such as those faced during recent years in Afghanistan – generally reduce the lift capability of many battlefield helicopters. To counter this major technical upgrades and engine modifications have been necessary across the UK’s wider Joint

AN OC'S VIEW Guy Warner speaks to Wing Commander Hamish Cormack, Officer Commanding 230 Squadron on introducing the Puma HC2 into service Wg Cdr Cormack became OC 230 Squadron in July 2012, just as the squadron was releasing its Puma HC1s for upgrade and overhaul. “It was a particular privilege to take command of 230 ‘Tiger’ Squadron,” he recalled, “as I had completed my first operational tour on 230 Squadron in the mid-1990s in Northern Ireland. Returning to the squadron as the ‘boss’ felt like completing the circle. I also have many fond memories of my time on 33 Squadron, so it is my great pleasure that the two squadrons are now based together at RAF Benson – working alongside each other as the Puma Force – as we collectively bring the Puma HC2 into service. “The majority of my flying career has been spent on support helicopters, mainly the Puma. Operationally I have served in Northern Ireland, Kosovo, Bosnia, Macedonia, Iraq, Afghanistan, Pakistan [on disaster relief following the 2005 earthquake] and was based in Italy for the Libya operation. I have also flown on exercises in many challenging locations, from arctic winters in Northern Norway, the steamy jungles of Belize, to the deserts and Atlas Mountains of Morocco. “I arrived on the squadron during the [London] Olympic Games in 2012. The Puma Force had two Pumas on five-minute readiness throughout the Games, based at Ilford Territorial Centre just a few minutes’ flying time from the main stadium. This task was as a deterrent, and ultimately as a protection against any low and slow aircraft that may have threatened the Games. A few months later, the squadron was involved in filming the opening sequences for a Hollywood film, due to be released in the summer of 2015 – I am not yet able to talk about the details, suffice it to say that the landing of a Puma in Trafalgar Square made most of the national newspapers!” In December 2012 the Pumas left for Romania

Helicopter Force, with those made to the Chinook and Lynx AH9 (now AH9A) being prime examples. The 7.4 tonne HC2 has been fitted with new Makila engines from the 9.6 tonne Super Puma, which provide greater fuel efficiency and a third more power – in real terms this means that the helicopter can lift the same payload in hot and high conditions as the HC1 could in temperate environments. This, together with an extra fuel tank, effectively doubles

Above: The final flight of a Puma HC1 from RAF Benson was on December 14, 2012 when four helicopters left for a farewell sortie over the Oxfordshire countryside. Crews from both 33 and 230 Squadrons took part in the formation. Crown copyright/MoD

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to undergo modernisation, so the squadron’s aircrews had no aircraft for almost eight months. “The focus and energy of the force then turned to the very significant Puma Life Extension Programme delivering the much improved Puma HC2,” Wg Cdr Cormack explained. “We started flying the new HC2 at RAF Benson in August – initially this involved the training of the instructional cadre, who are now hard at work cascading that training to the operational crews. “By mid-February we should have six aircraft in the forward fleet, with further deliveries every month as we ramp up our capability. On completion of the programme, 24 Puma HC1s will have been converted to HC2 status. We are genuinely extremely pleased with the performance of the aircraft – it is already surpassing expectations in many ways, reflected in the broad grins many of the aircrew are sporting as they walk back in from sorties. The biggest challenge is overcoming the fact that although the aircraft looks almost identical to the HC1 and is still called a Puma, the capability it delivers is a quantum leap. As we start to get the aircraft out and about, particularly in support of the army, then it will sell itself, as its potential is self-evident. There is a real buzz and sense of anticipation on the Force. I fully expect to see the Puma in the news in the coming years, and will be jealously following the exploits of the crews who will be flying them in challenging and interesting environments.”

the aircraft’s range. Aircrew composition will remain the same as the HC1 – two pilots and a crewman, although an additional crew member may be used in certain scenarios. Pilots have confirmed that the addition of a digital autopilot and fully-’glass’ cockpit greatly enhances their capacity to deal with tactical demands, and contributes to more effective aircraft operation. The new cockpit and autopilot integrates the aircraft’s communications, navigation and flight control systems, greatly reducing workload and enabling the aircrew to concentrate on managing the mission, rather than the aircraft. Elsewhere the HC2 also benefits from enhanced internal survivability measures, modernised defensive aids systems and with the increased payload comes the option to fit cockpit and cabin ballistic protection. From a tactical transport perspective the performance of the HC2 now provides a ‘realistic’ lift capacity of 16 fully-equipped troops (even though the internal layout has not changed) in the most challenging climatic conditions, which is impressive for a platform with a relatively small footprint. The HC1 had the same maximum troop carrying potential, although in truth it struggled due to its poor power-to-weight ratio. The cabin has been fitted with a crewman communications station, allowing www.airforcesmonthly.com

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him or her to take care of tactical communications duties. Overall the HC2’s size, impressive power margin and ability to deliver troops by fast rope, abseil or land within small landing sites makes it ideally suited to both an urban role and wider tactical deployment. Two HC2s can be carried within a single Boeing C-17A Globemaster III and once on station can be made operational within four hours.

Puma Force aircrew training

Led by 33 Squadron’s Operational Conversion Flight (OCF) at RAF Benson, aircrew will go through a structured conversion course, which includes two weeks of ground school and a comprehensive simulator phase before advancing onto the aircraft, which will allow them to refresh their generic flying skills with minimal airborne time. The focus of conversion has been on the application of the digital autopilot and the impact of the aircraft’s greater range and power. Training has naturally been tailored to incorporate new techniques and procedures that make the most of these technical and operational aspects. While the mechanics of flying remain the same, the improved avionics suite, glass cockpit and 4-axis autopilot system gives the pilot a vast array of different options and capabilities. With regard to training milestones, all instructional crews have concluded their training and are leading the first of three conversion courses (convex). The Puma Force’s full complement of instructional personnel comprises nine Qualified Helicopter and eight Qualified Helicopter Crewman instructors. Convex 1 has turned out six front-line crews and courses 2 and 3 are scheduled to complete training by the end of March, providing a further 12 crews. Including instructional personnel, the Puma Force expects to maintain 22 frontline crews. The transition of existing Puma crews to provide support to exercises and operations as early as possible remains the main priority. Once this is completed, a number of crews will be re-roled from other aircraft types – principally Merlin HC3 – from March onwards. The first ab initio aircrew intake could start conversion training as early as August.

Above: Puma HC2 ZJ954 lands in the Salisbury Plain Training Area in late 2013. Ian Harding

Initial operational capability (IOC)

AFM was informed that the HC2 has already supported exercising troops in the UK and the frequency of this will increase throughout 2014. As the testing and evaluation of the platform develops, the Puma Force will be looking to deploy to more challenging locations at the earliest possible opportunity and exercises are being scoped in various environments including desert and Arctic locations. As for the new platform’s IOC, this is planned for March 15, 2014.

Routine maintenance

All routine maintenance will take place at RAF Benson based on a 400-hour incremental servicing schedule, while Airbus Helicopters’facility in Oxfordshire manages the fleet’s wider servicing support contract. In addition contracted engine support under a power-by-the-hour model with Heli-One – an American multi-national maintenance company – will meet operating and servicing requirements.

Puma Force

Both legacy HC1 squadrons – 33 and 230 – will share

a common pool of aircraft and support, engineering and operational personnel. In early January seven aircraft had been delivered to Benson, three were at QinetiQ’s facility at MoD Boscombe Down in Wiltshire undertaking flight trials and three more continued to undertake trials with Airbus Helicopters. By the end of 2014 the expectation is that 18 HC2s will be with the forward fleet at RAF Benson. No major infrastructure changes have been necessary at Benson as the aircraft’s footprint remains the same. However, minor changes were made to incorporate its new ground power voltage requirements.

Future force

First impressions are often misleading – although it looks very similar, Puma 2 is very much a new helicopter, and the LEP has breathed new life into the platform, as the Puma Force commander, Group Captain Nigel Colman, told AFM: “The Puma HC2 is a really exciting aircraft; its rapid deployability, reliability, hugely improved performance and safety enhancements will ensure the Puma Force continues to make a significant contribution to the afm UK defence well into the future.”

This example, ZJ954, is one of six Aérospatiale SA330E Pumas bought from South Africa in 2002 as attrition replacements. Ian Harding

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COBHAM AVIATION SERVICES

Flying to Confuse

S

INCE THE beginning of aviation it has been recognised that pilot flying skills are a perishable asset. Constant training is vital to retain proficiency – despite the capabilities provided by modern aviation technology. What has changed, and continues to alter, is the ever-increasing financial cost. One way governments can reduce this economic burden is to outsource the requirement through a private financial initiative (PFI), whereby a third party company provides the initial capital outlay for equipment and ongoing costs of manpower while the government pays for the service under the contract terms. For example, a Royal Air Force Eurofighter Typhoon one-hour training sortie, where one Typhoon is tasked to intercept

Derek Bower visits Cobham Aviation Services at Durham Tees Valley Airport to see how the company supports military training

The line of Falcons at Durham Tees Valley Airport. Derek Bower

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another, costs £186,000, with each flying hour being £93,000. The ‘intercepted’ Typhoon can be replaced by an aircraft simulating an enemy fighter at less cost, which Cobham Aviation Services (CAvS) provides with its fleet of Falcon 20 jets. Currently CAvS is one of a handful of operators worldwide – and the sole provider in the UK – of airborne training in a fast-jet environment. Ranked by the UK Ministry of Defence (MoD) as its number one supplier for flexibility and innovation, CAvS was established in 1985 at Bournemouth International Airport, Dorset, as Flight Refuelling Aviation (FRA), a subsidiary of the Cobham Group of companies. Its first MoD contract was to provide

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a simple range of services to the UK and NATO armed forces. It replaced the role previously carried out by the Canberras of the joint RAF/Royal Navy 360 Squadron, based at RAF Wyton in Cambridgeshire, which disbanded in 1994. As requests from the MoD to expand the variety of tasks and capabilities increased, FRA developed technology and innovation to meet the demands. It was soon realised that aircraft and aircrew numbers had to be increased and the location at Bournemouth also had to be reviewed. The south coast site had originally been chosen for its close proximity to the Royal Navy, operating predominately in the waters of the UK Southwest Approaches. However, when

Fighting Falcon The Falcon FA20s are fitted with the same wing as the Dassault Mystère fighter. It carries four NATO-standard wing pylons, each with the capability to carry a range of external stores, including the ALQ167 EW pod, threat simulator pods and the Rangeless Airborne Instrumented Debriefing System (RAIDS) pod. Unlike most aircraft carrying a RAIDS pod, which allows aircrew to de-brief the outcome of a particular mission once back on the ground, two of the FA20s also have the Rangeless Training Monitoring System (RTMS) console fitted internally. The system is unique to CAvS, which has three people (all CAvS EWOs) trained and accredited to operate the system. Utilising the RAIDS systems, RTMS allows CAvS EWOs to monitor both sides of an air battle and act as airborne real time ‘White Force umpires’ to dictate who ‘killed’ whom during the fight.

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Cobham Aviation Services the contract was re-negotiated in 1995 to include services to the RAF, the long transit times to the North Sea where the RAF operated became an issue. A suitable northern airfield was sought to reduce transit times and establish a second operating base closer to RAF airfields and military airspace. Teesside Airport, or Durham Tees Valley International Airport (DTVA) as it is now called, was chosen. It was RAF Middleton St George during the Second World War and the early jet age, closing to military flying in 1964.

Today’s tasks

Now well established as the only contracted airborne mission simulation provider to the MoD, CAvS provides 20 aircraft sorties daily from Bournemouth and DTVA. It works on a 5-turn-5 military requirement, which equates to a minimum of five aircraft available on the line daily at each base. There are usually five morning sorties, followed by five afternoon sorties at both airfields or any mix of daylight and/or night flying sorties if needed. This sortie rate remains a key part of the contract to fly 6,500 hours per year; however, both parties strive to remain flexible – if the sortie rate fluctuates during a month, both sides can amend the rate. This practical approach shows in the flying hours logged during 2013, which varied between 300 and 600 hours per month. Senior Base Pilot for CAvS at Teesside, Rick ‘Ricko’ Offord, explained: “The flexible way we work allows us to vary the task to suit the short-notice requirements of RAF fast-jet squadrons. If the weather is poor on the east coast oversea training airspace or the sea state prevents their use, we can quickly move sorties overland and still achieve the exercise. Our military backgrounds, both in engineering and aircrew, enable us to react very quickly to short-notice tasking and generate aircraft with the correct pods to achieve the customer’s sortie requirements.” To achieve such a sortie rate, CAvS at DTVA employs 21 aircrew,

Above: The EWO station in the rear compartment of the airframe is fitted with displays to monitor various tasks. Here EWO John Marr uses a communications jamming controller, situational awareness display, frequency analyser, chaff dispenser controller, pod controller, keyboard and directional antenna controller. Derek Bower

Threat simulation When flying as a ‘threat’, the electronic equipment onboard a Falcon emits a radar return to simulate the radar emissions of airborne threat aircraft. Two types of threat simulation pods are carried – the Airborne Threat Replication System (ATRS) and the Radar Signal Simulator (RSS.) The ATRS emits a wide scatter pattern of random emissions and generally blankets a wide area of targets while the RSS pod is more defined and can concentrate its beam pattern at an individual aircraft. Interestingly, the ATRS pods were originally Hawker Hunter drop-tanks, but have been modified by CAvS with a large magnetron installed. They are soon to be withdrawn and replaced with the latest updated RSS pods.

Above: Once in the designated Military Training Areas the FA20s are flown hard to complete various sortie profiles. Here the pilot manoeuvres hard to defeat a long-range missile shot fired from a Typhoon. Derek Bower

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22 ground engineers (including support staff such as storemen) and one administrator to operate a fleet of six Dassault Aviation Falcon 20 (FA20) series aircraft. The six airframes can be drawn from a fleet of 14 operating from either DTVA or Bournemouth, depending on maintenance schedules or a particular tasking requirement. In general, DTVA provides services to the RAF, and Bournemouth the Royal Navy, but each location can supplement the other. Based at DTVA are seven three-man crews, each consisting of a Captain, First Officer (FO) and an Electronic Warfare Officer (EWO). The Captains and EWOs tend to be the more experienced members of the crews, with many having considerable military backgrounds in flying RAF fast jets such as Tornado, F3, Phantom, Buccaneer and Canberra PR9. The FOs are generally younger individuals aiming to build jet hours before joining an airline. FO George ‘Boy’ Jameson told AFM: “I find that flying with Cobham gives me a unique insight into operating the Falcon 20 in a diverse air-to-air environment. The tasking is broad, consisting of affiliation flying with fast jets and C-130 Hercules. As an FO it is important to hone flying skills, operating in formation and to gain tactical awareness. These qualities allow for a high level of situational awareness, which is vital to flying.” The capability that CAvS provides at DTVA has greatly advanced from the very first MoD contract signed in 1985 for simple radar jamming sortie profiles, target towing duties for air-to-air and sea-to-air live firing and flying electronic warfare (EW) roles against airborne and ground based assets. Today, after years of upgrades and additional new capabilities, far more complex and demanding sortie profiles have evolved. It is described by CAvS as: “Providing essential and innovative training to help build agile, highly effective armed forces throughout the world”. Many different capabilities are now provided by CAvS, including EW, threat simulation, radar jamming, communications jamming, target towing, range clearance, silent target capabilities and airborne trials for customers. The company also increasingly offers a service known as ‘mission augmentation’ – a broad-brush statement covering www.airforcesmonthly.com

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many different services provided by one aircraft. The RAF Tornado GR4 force is the main customer for the mission augmentation service. For maximum training value the Tornado crew requires a radar return from an aggressor aircraft and a homing and warning receiver indication of a simulated air-to-air or ground-to-air missile being fired at it, as well as an E-3D Sentry on hand to provide radar cover – the FA20 can provide all these services from just one aircraft. Although no-one claims the FA20 can fully emulate Fulcrums or Flankers or the full EW range at Spadeadam, when fitted with the necessary pods it can replicate the radar signals required to provide situational awareness for the GR4 crew. It also has the added benefit of being mobile – if Spadeadam range is closed because of poor weather, the FA20 and GR4 can relocate their exercise to almost any part of the country. Around 80% of flying by DTVA crews is against RAF Typhoons in an EW role. Training can be tailored to suit the experience of the pilot, right from a benign student level. Senior Base EWO at DTVA, Mark ‘Robbo’ Robinson, explains: “The service provided has to be tailored to the individual’s experience level. It becomes counter-productive if the receiver becomes overloaded past his or her current experience level. An experienced EWO can tell when limits are being approached.” When operating in a communication jamming EW role, any pre-briefed frequency can be jammed, using a range of techniques and modes that can include ‘white noise’ on a chosen frequency or simply by playing music over a frequency range. Odd as it may seem, this could be any commercially available track – a very simple method of preventing two-way radio communications. Another effective disruptive practice is to record a radio transmission from one individual to a second and then play the same transmission back to a third individual later. Very simple, but in the high tempo scenarios of an air-battle such action can be potentially very confusing. Without exception, all tasks require a highly

Above: Day-to-day CAvS missions from DTVA may fly against RAF Typhoons as the ‘Blue Force’, or more often as an aggressor ‘Red Force’ asset. Often the fight will include 100 Squadron Hawks for the sortie and on this occasion the tasking profile had the FA20 operating with two 6 Squadron Typhoons and a 100 Squadron Hawk as ‘Red Air’ fighting against two ‘Blue Air’ 1 Squadron Typhoons. Derek Bower

experienced EW operator – all seven EWOs based at DTVA have a military background. ‘Robbo’ Robinson explained: “Having had 20 years of flying experience as a navigator on most of the Tornado F3 squadrons, I found I was quickly able to transfer my skills to Cobham sortie profiles and understood the customer’s training requirements for the type of missions we fly against them.” Although flying military training missions, the

FA20s are on the Civilian Aviation Authority (CAA) register, flown by civilian crews, and have to fly to CAA Public Transport regulations. The company must provide annual access to CAA inspectors who audit standards of aircraft maintenance and administration of all relevant documentation. They also regularly fly on a typical tasked mission to ensure CAvS is flying within the regulations. Due to the number of squadrons, units and

Above: A variety of pods, capable of different tasks, are available for DTVA sorties. Left to right are ATRS, 3x ALQ167 and 2x RAIDS. The ALQ167 pods all have identical shells and mountings, but the front and back ends all vary slightly to incorporate the various antennas for different frequency bands. Derek Bower

The Falcon 20 carries four underwing hardpoints capable of carrying all pods used by CAvS. Carried on this particular sortie are top (port wing) to bottom – ATRS, empty pylon, ALQ167, RAIDS. Permanently fixed to the fuselage centreline is a directional antenna controller (the white centre pod). Derek Bower

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COBHAM AVIATION SERVICES

Target Falcon Of the FA20’s many roles, target towing looks to be a simple and easy task to fly, but this is not the case. Towing a Meggitt TDK acousticscoring target across the sky for live firing can only happen after a very precise briefing, although Typhoon air-to-air gunnery is not a current task for CAvS Falcons. Another benign, but increasingly called upon CAvS training role is to provide a ‘silent target’, where an FA20 simulates a rogue aircraft that enters UK airspace and fails to acknowledge air traffic control (ATC) communications. In this role the Falcon flies outside UK airspace, turns around and heads back – the crew refusing to acknowledge air traffic transmissions as it does so. This kind of ‘incident’ should alert ATC staff to a potential highjack, and the RAF quick reaction alert (QRA) aircraft will be launched to intercept it and request identification through internationally recognised procedures. Such a training scenario has to be initiated at the highest command level for safety reasons and monitored by exercise-aware officials at each relevant agency. On launch, even the QRA pilots are unaware it is a training exercise until they visually identify the rogue aircraft as a CAvS Falcon, but they continue the intercept procedure for maximum training value.

manufacturers requiring CAvS flying time, co-ordination of requests is filtered through the Joint Service Air Tasking Organisation (JSATO). Requests are sent to DTVA on Fridays to enable the DTVA Operations Centre (Ops) to allocate crews for the following week’s flying. The air tasking organisation allocates available Falcon flying time according to a priority list set by RAF Air Command. Topping the list are trials of new equipment or systems, typically working with BAE Systems at Warton, Lancs or 41(R) Squadron at RAF Coningsby, Lincs. Next come operational conversion units followed by Typhoon frontline squadrons, helicopters, E-3D Sentry and groundbased radar sites, and the School of Airspace Battle Management (previously known as the School of Fighter Control). Short-notice tasking is considered ‘normal’ for operations at CAvS while long notice assignments – sometimes months in advance – include major overseas exercises, such as Exercise Magic Carpet in Oman or Joint Warrior and the Combined Qualified Weapons Instructor Course (CQWI). Usually the EWO liaises with the customer on a daily basis to discuss requirements prior to a particular sortie, followed by a crew briefing at

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Below: Although the Falcon 20 is relatively old, it has benefitted from an avionics upgrade installed by CAvS engineering technicians. It is fitted with the Rockwell Collins Pro Line 4 glass cockpit with four MFDs and twin FMS (flight management systems). Derek Bower Bottom: Generally, five aircraft are available daily for DTVA sorties, but on certain days, as on this occasion, numbers are bolstered by visiting Bournemouth-based aircraft. Derek Bower

DTVA to discuss the sortie profile – as happens with any military aircrew. If all crews are flying from the same airfield there is a face-to-face briefing. Immediately after the sortie, a military style debrief is held, either by telephone or in person to ensure the appropriate service was provided.

Future Falcons

Although the majority of the fleet of 14 Falcon FA20 aircraft have each flown more than 25,000 hours, they are extremely well maintained. Working under a Public Transport Air Operator’s certificate and audited regularly by the CAA, CAvS maintenance engineers have to adhere to EASA maintenance procedures. The aircraft availability rate is around 98% – something many air forces only dream of. Fleet management of individual aircraft flying hours is an important part of achieving t h i s

availability figure, as all are not of the same equipment fit – the diverse roles require differing airframe configurations, which at times, dictates only certain aircraft can fly certain profiles, affecting fatigue life. For example, just two aircraft are fitted with the RTMS equipment, and similarly only two are equipped for banner towing. With the MoD contract recently extended to the end of 2019, CAvS plans to operate the Falcon 20 for at least six more years. However, the company is reviewing how the future training needs of the world’s armed forces, which may require different platforms, techniques and training media. A range of options is being considered, but the commercially sensitive details remain within CAvS. In addition to the UK MoD, CAvS regularly provides assets for overseas exercises such as the NATO Fighter Weapons Instructor Training (FWIT) and is always looking to expand its afm contract portfolio.

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Fast and l

GREEK LOW-FLY TRAINING

Hellenic flying

Phil Stevens gets the low-down on how the air force in Greece goes about its low-flying training

Right: The HAF ordered 56 F-4E Phantom IIs in 1971 and by 1978 all had been delivered. In 1997, 36 of them were selected for the ‘Peace Icarus 2000’ avionics upgrade programme which included the Raytheon Hughes AN/APG65 radar, new colour multifunctional cockpit screens, a new HUD and HOTAS system, AMRAAM and AIM-9M capability and a Hazeltine AN/APX-113 advanced identification friend/foe system. The upgrade was completed in 2004 and enabled the addition of the Rafael Litening II sensor pod (mounted under the forward fuselage) for navigation and targeting for close air support weapons such as precision-guided bombs, Raytheon AGM-65 Maverick missiles and the advanced IRIS-T air-to-air missile. All images by the author

G

REECE’S HELLENIC Air Force (HAF) is committed to low-flying training and determined to be fully capable of making use of terrain to evade enemy air defences. All the HAF’s fast jet squadrons train at low level through mountain ranges or over the Aegean Sea. “The terrain in Greece is very diverse, with many high mountains and deep valleys as well as large areas of sea, so it’s ideal for low-level flying training,” explained Captain Eftichiadis Eftichios, an instructor pilot on the potent Lockheed Martin F-16C/D Block 52+ Fighting Falcon with 337 MPK (Mira Pantos Kerou - All Weather Squadron), 110 PM (Pteriga Makhis - Combat Wing), based at Larissa.

Rules, rules, rules

Flying low is not without its dangers and is subject to many restrictions. HAF pilots are bound by rules designed to make low flying safe and avoid disturbing the population while enabling aircrew to maintain a high level of skill. Fast jet pilots are not allowed to fly lower than 300ft (91m) above ground level (AGL) and there are areas to be avoided, such as tourist beaches and archaeological sites. Over cities there is a 3,000ft (914m) AGL minimum.

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Areas with concentrations of birds must also be avoided for part or all of the year. Capt Eftichios referred to a map of Greece marked with red circular areas, indicating all-year-round bird concentrations, and green corridors showing seasonal bird migration flight paths. “Flying a single-engine jet fighter, the birds are a real threat. To avoid the bird migration routes we have to climb to 3,000ft, which will take us above 95% of them, but we have had cases of birds flying at 11,000ft [3,350m].” The weather over the mainland and the sea presents more dangers to flying fast and low and the humidity over the Aegean Sea can make it difficult to see the horizon. When flying at low level under cloud, the cloud base must be no lower than 2,000ft. Capt Eftichios explained: “In the 1990s a number of aircraft were lost due to them being ‘closed by the weather’, which didn’t give the pilots a way out and they failed to execute the correct procedures.” Low flying areas have been defined to train without the risk of conflicting with other, non-participating aircraft. Known as very low flight (VLF) areas, they are designated over land and sea, and exclude civilian flights so military pilots can perform low-level interceptions and

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d low!

“In the 1990s a number of aircraft were lost due to them being ‘closed by the weather’, which didn’t give the pilots a way out and they failed to execute the correct procedures” www.airforcesdaily.com

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GREEK LOW-FLY TRAINING Below: Captain Eftichiadis Eftichios, aka ‘Wizard’, is a Lockheed Martin F-16C/D Block 52+ Fighting Falcon instructor pilot with 337 MPK based at Larissa.

evasion manoeuvres with less restrictive rules. The VLF upper limit is negotiated daily between military radar and civil aviation authorities and is generally between 5,000ft and 8,000ft. The VLFs can also be used for night flying, when they have a lower limit of 1,000ft for pilots using night-vision goggles (NVG) and 2,000ft if flying without them.

Mission planning

To reduce the risk of mid-air collisions all squadrons are issued with a set of pre-planned sorties called combat profile missions (CPM), each having a unique number. Military radar controllers are fully aware of the CPM numbers, which a pilot can refer to when en route. Training squadrons – and those tasked in the air-to-ground strike role, where 60% or more of flying hours are at low level – are assigned around 20 CPMs. An air defence squadron with only 20% to 30% of its flying at low level, will be issued fewer, perhaps ten CPMs for day and three for night flying. Some CPM flight plans show routes through mountain valleys and others are over flat

terrain or sea. They allow pilots to fly down to 300ft AGL and are only for practising navigation and terrain-masking, not low-level interception or evasion exercises. A CPM includes lines marked between waypoints, with targets shown and pilot aids – such as the nearest diversion airfield – indicated. Pilots can however deviate from the route to avoid hazards such as weather, birds and hang gliders. Flight planning is normally done the previous day and pilots will include an alternative route should the weather adversely affect the mission. The flight leader will go over the low-level route with the other aircrew involved as there can be different possible approaches – and will discuss points of interest along with sections deemed dangerous due to the terrain or power cables and antennas, which may not be easily seen. He will explain the radio calls: there can be four or five ground control stations to be contacted as the aircraft fly from one area to another. The flight leader will then elevate the briefing to the tactical level to include, for example, enemy combat patrols or a surfaceto-air missile (SAM) ring where they will carry out radar avoidance exercises.

Above: Captain Nikolaos Koutridis is an instructor pilot on the McDonnell Douglas RF-4E Phantom II with 348 MTA at Larissa. Top Behind the computer screen, the wall is covered with combat profile missions (CPMs) as prepared by Hellenic Tactical Air Force (HTAF) headquarters at Larissa and used by students of 362 and 363 MEAs as off-the-shelf flight plans to fly the North American T-2E Buckeye. Below: With three under-slung fuel tanks the F-4E (AUP) Phantom II can easily reach Cyprus without in-flight refuelling, which was not possible for earlier HAF fighters.

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Phantom moves Lt Col Avraam Kazantzoglou is the 338 MDV’s (Mira Dioxis Vomvardamou - fighter-bomber squadron) commander with 117 Combat Wing at Andravida. He has 2,000-plus hours flying the F-4E (AUP) Phantom II and said the squadron pilots are not restricted to using the pre-planned CPMs. “If I need to see how effective the pilot or flight leader might be I can create a different mission, and this is added to the next day’s flying programme.” Pilots co-ordinate with local air bases and reserve an area that might be as large as 150 miles (240km) by 80 miles (130km), which can include sea and terrain where the flight commander can freely manoeuvre his aircraft or formation in order to respond to a ‘hostile’ aircraft. Twice a week 338 MDV will fly against 339 MPK, which also flies the F-4E Phantom from Andravida, or take on another squadron further afield. Three- or four-ship formations make up the majority of training flights from Andravida but it is not unusual to have six- or eight-ship formations. “We can fly mixed formation flights using F-16s from Araxos or other air bases in the

“Our role is to reach the target area and survive enemy air defences, which is why we fly at low level”

force protection role,” said Lt Col Kazantzoglou. The primary role of the squadron is strike, so most of the flights are at low level. The colonel explained that the mission planned depends on the primary objective: “If it’s just to assess the pilot’s low-flying skills, then it will be low, low, low. We can simulate a flight that starts over friendly territory and is flown at medium or high level before descending at 40 to 50 nautical miles [74 to 93km] out to 500ft [150m] or 300ft [91m] AGL as we approach the target, depending on the terrain and the electricity network.” Power cables and wind farms present further obstacles to low-flying. “Low altitude ingress has to be realistic; it can be perhaps 100 nautical miles [185km] out. As you approach the target, and no closer than 50 nautical miles [93km], the WSO [weapons systems officer] will prepare the weapons systems; and we check the navigational system to make sure it’s properly aligned and do the final checks to get the tactical ‘go’ for the targeting pod.” Before reaching the target the crew will typically fly at 420 knots, or seven miles per

There are no ‘flowed’ (one-way) valleys – pilots have to ‘see and avoid’ to ensure they do not get too close to military or civilian aircraft. To assist them, the HAF uses portable flight planning software (PFPS), a suite of mission planning tools developed for US military forces which runs on a standard PC and has been exported to some 25 allied nations. Hellenic Tactical Air Force (HTAF) headquarters at Larissa monitors and controls all low-level flights, warning when necessary of any conflicts. As a double-check, air bases contact each other to ensure their flying programmes, worked out the day before, do not overlap. Flights planned at much shorter notice – perhaps an hour before departure – are still sent through to HTAF, which can confirm there are no conflicting flights along their route: otherwise alternatives will be suggested.

Low-flying photography

Captain Nikolaos Koutridis is an instructor pilot flying the McDonnell Douglas RF-4E Phantom II with 348 MTA (Mira Taktitis Anagnorisis - Tactical Reconnaissance Squadron) at Larissa. He described the squadron’s mission to photograph enemy targets at low level: “The Americans use the phrase ‘first in last out’ – you have to go in first to identify and designate the target and then return to photowww.airforcesdaily.com

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Above: Lt Col Avraam Kazantzoglou is the 338 MDV’s commander at Andravida. He has 2,000-plus hours on the McDonnell Douglas F-4E (AUP) Phantom II. Below: Lt Col Avraam Kazantzoglou, the 338 MDV’s commander at Andravida, performs a low-level pass in a specially-painted 60th anniversary F-4E (AUP) Phantom II.

minute, increasing to 480 knots for the basic ingress to target. “We can go to 540 knots, which is nine miles per minute – these speeds are just for planning purposes and during the mission we’ll adjust the speed to make sure we keep to our TOT [time on target].”

graph the damage incurred from the attack. Our role is to reach the target area and survive enemy air defences, which is why we fly at low level. “Our job can be difficult and dangerous if the leading aircraft have not completely suppressed the enemy’s air defence [SEAD],” added Capt Koutridis. Their missions are usually flown as a two- or fourship within a strike package. The captain described a typical mission: “From five miles out, and flying as two pairs, we’ll maintain visual contact with each other. Near to the target we ‘pop up’ to a higher height, according to the required aspect of the camera and resolution of the image and what our commanders want to see. The first pair could fly over the target followed by the other pair flying from the side to distract the air defences. We would then link up again before the return to base.” The pilot flies aggressively when approaching the target and for the pop-up, but then will fly smoothly for the back-seater who takes the photographs. The pilot will then reduce altitude and use ‘jink out’ manoeuvres to leave the target area using pre-planned points. Careful planning is essential for these low-level reconnaissance missions. “It’s a compromise between protecting yourself from the air defences and taking the images,” said Capt Koutridis. “You #312 MARCH 2014

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GREEK LOW-FLY TRAINING

Above: Only 336 MV (Mira Vomvardamou - bomber squadron) with 116 Combat Wing at Araxos still flies the A-7 Corsair II, which first entered service with the HAF in 1975. The A-7 is expected to be retired later this year.

Low-flying techniques

Low-level flying is a skill not easily learned or retained. It requires regular practice using proven techniques which evolve over time. Capt Eftichios described the cockpit routine when flying fast and low: “You should focus on the near rocks then the far rocks [to plan ahead], then check six for your mate and then check the instruments and HUD [head-up display]. It’s a circular motion around the cockpit.” To add to the challenge it is common over ‘plain’ terrain or the sea to lose focus on the horizon. The golden rule at low level is to fly as fast as possible, because if anything happens the pilot can climb quickly. Capt Eftichios added: “Pilots tend to push the throttle further to fly quicker, because it makes them feel safer – the aircraft is more respon-

“A mission without a debriefing is a mission that did not happen – the actual training is during the debrief” plan the mission, deciding heights and distances from the target and the direction to approach it. You then work backwards to decide where you pop up, where you increase the power, right back to departing the air base.”

The debrief

F-16 instructor pilot Capt Eftichios is emphatic about the need for a debrief at the end of a mission: “A mission without a debriefing is a mission that did not happen – the actual training is during the debrief.” Procedural errors, such as not calling a ground controller, or tactical mistakes can only be dealt with when back at base. “The debrief starts with an overview of the mission and then follows some standard steps. When we get to the mission reconstruction, the pilots discuss the key points and everyone presents their point of view – and only then do we look at the cockpit video, because this doesn’t lie.” Crew resource management is discussed by the two-seat crews to ensure they are working together as effectively as possible. “You discuss the errors, such as ‘the pop-up was too smooth and should be more aggressive’, or ‘the speed was too slow over the target’,” added Capt Eftichios. “Were all elements that were briefed achieved? Were the primary objectives, plus other objectives such as mutual support, all met?” 46 #312 MARCH 2014

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Above: Conformal fuel tanks (CFTs) fitted to this F-16 Block 52M Fighting Falcon are reported to have little effect on the jet’s agility and handling – pilots can still pull 9g. They are very fuel-efficient compared to conventional tanks carried under the wings and the aircraft’s radar signature is barely affected. Captain Eftihidis Eftihios noted: “CFTs are good for long-range missions with excellent performance for airto-ground missions. I would use them for combat air patrol, but not in a close dogfight as they can’t be jettisoned.”

sive the faster you go. The ‘grandmother’s theory’ is to fly low and slow, but this is not safer! We’re flying with a single engine and if it fails the time we have is proportionate to airspeed – at 200 knots you don’t have an aeroplane.” When pilots reach their first squadron for con-

Its distinctively smoky GE J79-GE17A turbojets can propel the F-4E to Mach 2. At low level the HAF trains at speeds ranging from 420 to 540 knots – or nine miles per minute.

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version training they are taught about low-level terrain masking as opposed to terrain following techniques. When terrain following, an aircraft will pass over rising land in level flight and will incur negative ‘g’. When terrain masking, the pilot flies his aircraft almost inverted with positive ‘g’ over a ridge, minimising the period the jet is above it, the aim being to reduce the chance of being detected by an enemy radar. Pilots in pursuit of a low-flying aircraft employing terrain masking techniques are often unable to use their air-to-air missiles as the terrain will affect systems and reduce the missile’s effective infrared heat-seeking envelope, which can be confused by humidity.

Pilot training

Pilots joining the HAF begin the first phase of their basic flight training at the flight academy at

The 348 MTA still operates three of eight RF-4E Phantom II Block 66s received in 1979, which retain their original US Southeast Asia-era camouflage scheme.

Advanced tactics The Air Tactics Centre (Kentro Aeroporikis Taktikis - KEAT) is an independent wing of the HAF established in 1983. Its mission is to provide advanced education via the Tactical Weapons School (Scholio Oplon Taktikis - SOT) and it also co-ordinates the air force, army and navy for the testing and evaluation of new equipment and weapons prior to issue to the squadrons. Normally once a year, but sometimes twice, the SOT hosts the best pilots from across all the squadrons at its courses on air-to-air and air-to-ground tactics, including composite air operations (COMAO) packages and electronic warfare. Lt Col George Bontzios, the SOT’s commander, said its mission is to provide “the best training for our best professionals so they can become elite”. A SOT course aims to reflect current needs and thinking, so no two are the same. Two directors are responsible for the design of each course – one for tactics and the other for training. The school has around ten instructors permanently assigned to KEAT, selected from those that have excelled at previous courses; almost every course discovers a potential SOT instructor. Each SOT fighter aircraft course is held at Andravida and lasts up to four months. The first part is theoretical and leads to the flying course, which lasts around ten weeks with pilots flying up to 20 sorties. Months of planning go into each course, which is carefully structured to use the knowledge of air warfare developed

over many years plus the experience of air crews. Graduates of the course return to their squadron as instructors. “The training here is more realistic with varied assets used by experts,” said Lt Col Bontzios. In the SOT you will fly four-versus-four or four-versus-eight. We have aircraft of every type and GBADs [ground-based air defence] from Stinger to Patriot [ground-to-air missiles] – it’s very challenging for the pilots.” Low-level flying tactics are employed throughout the exercise: “If you fly high you can be seen by everyone; 5,000ft up to 25,000ft is a dead man’s zone, but there is no perfect weapon at low level.” A COMAO is a package of aircraft with different roles. At the SOT it can consist of 16 to 20 aircraft and is typically put together to mount an attack on another squadron or wing. The course builds up to a two-week period where COMAOs are used to prepare pilots to become mission commanders. Lt Col Bontzios described a recent COMAO when 16 SOT aircraft – ‘blue air’ – were pitched against six Tanagra-based Dassault Mirage 20005s from 114 Combat Wing (‘red air’). Blue air was tasked to attack several ground-based targets and low-level flying played a major part in the game plan. “It was a complex scenario fought over a large area with RV [rendezvous] points,” said the colonel. The SOT can reserve airspace as large as 80 by 100 miles [130 to 160km] with ‘unlimited’ altitudes (up to 50,000ft for its exercises. “They had to pass red air over

Lt Col George Bontzios, aka ‘Sniper’, who commands the SOT, is a TLP graduate with 1,000-plus hours on the F-16 Fighting Falcon.

the sea and descend over the ground to fly at low level to attack targets. Finally they bombed Andravida at the end of the mission.” Force protection was flown by F-16C Block 30s with F-16C/D Block 52+s and F-4Es. A pair of Ling-Temco-Vought (LTV) A-7E Corsair IIs were used as bombers along with more F-4Es armed with laser-guided bombs and advanced F-16C/D Block 52Ms with a full range of weapons. A single reconnaissance RF-4E was used for battle damage assessment, protected by an F-16D Block 52+ equipped with AIM-9C Sidewinder heat-seeking missiles, advanced medium-range air-to-air missiles (AMRAAM version C7) and the IRIS-T air-to-air missile. The COMAO debriefing held the following day, started at 0700hrs and lasted until 1900hrs.

One of six former US Navy TA-7C Corsair IIs received in 1992 during a final exterior inspection (‘last chance’) at Araxos. The two-seat variants are used for pilot conversion training and check rides by instructor pilots.

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GREEK LOW-FLY TRAINING Tatoi-Dekelia air base and fly around 35 hours on the Cessna T-41D Mescalero. This is a screening programme that does not include any specialised low flying, just medium-level navigation. The best students are selected for the basic training course at 120 Pteriga Ekpetheusis Aeros (PEA - Air Training Wing), Kalamata. In phase two, student pilots initially fly the Raytheon T-6A Texan II with either 361 or 364 Mira Ekpetheusis Aeros (MEA - Air Training Squadron), which run identical basic flying training courses in parallel. Successful students move across to phase three, with either 362 or 363 MEA, to fly the North American T-2E Buckeye, again based at Kalamata, for the advanced flying training course. The Texan II course starts with ground school, using computerised basic training systems including a flight simulator. Next comes the ‘contact phase’ with a flight instructor and a succession of sorties featuring landing patterns, emergency procedures, stalls, aerobatics, loops and Immelmann manoeuvres. Later, instrument-based sorties are flown with instrument landing system (ILS) approaches to other airfields. Each phase ends with an evaluation. Navigational sorties at the beginning of the course are at high level, reducing to 1,000ft; however the

Above: The T-2E Buckeye introduces students to flying at 500ft at speeds of 300 knots. Following simulated ground attacks they progress to the use of live weapons on the firing ranges. Below: The T-6A Texan II is operated by 361 and 364 MEAs at Kalamata for basic flying training. Students progress to flying low-level navigational training down to mountain-tops, but no lower than 1,000ft AGL.

student is given low-level flying experience at 500ft by his instructor at the end of the course. Lt Col Nikolaos Tsivourakis, the 361 MEA’s commander, pointed out that even at this early stage in their career the student is being prepared for low-level flying: “The whole course prepares a pilot for flying at low level. It includes situational awareness, avoiding mountains, avoiding the weather and reacting to emergency situations such as bird strikes.” The T-6A Texan II course totals 100 sorties and lasts for one year. Transfer to either 362 or 363 MEA for the start of phase three is the student pilot’s first chance to fly a jet aircraft. After ground training lectures and 18 sorties on the simulator they will fly ten sorties with an instructor followed by the first T-2E Buckeye solo flight. Ten more sorties (three of which are solo with more advanced manoeuvres), a night flight and final check ride follow. The next element of the course consists of 23 flight hours and introduces the student to formation flying and basic fighter manoeuvres (BFMs), ending with a check ride. Navigation training is next, starting with two sorties at medium level followed by nine 500ft trips flown initially as a single-ship followed by two-, three- or four-ship formations. All these are with an instructor and finish with a check ride to conclude this phase of 12-plus

Below: The HAF operates a fleet of North American T-2E Buckeyes with 362 and 363 MEAs, part of 120 Air Training Wing at Kalamata. For the student pilots progressing from the T-6A Texan II, the Buckeye is their first jet aircraft.

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The F-4E (AUP) Phantom IIs are all based at Andravida with 117 Combat Wing which is divided into two squadrons: 339 ‘Aias’ (Ajax) MPK and 338 ‘Aris’ (Mars) MDV, the latter distinguished by yellow fin tips.

hours of flying, mostly at 500ft and 300 knots. Phase four introduces air-to-ground firing exercises, starting with simulated attacks before live weapons are used on nearby ranges. Students use the CPM low-level flight plans for the first time halfway through this 24-sortie phase, which again finishes with a check ride. After 80 flight hours and 71 sorties in the T-2E Buckeye, eight of which are solo, the student should be able to progress to his first frontline squadron for conversion training. Students are asked for their first choice of squadron, taking into account whether they have excelled in the air-to-ground or air-to-air scenarios. Major Vasilios Asimakopoulos, the 362 MEA’s commander, explained that while a pilot’s wishes are considered they are not always met. “The best students are retained here as instructors, which may not be their first choice – the needs of the air force come first.” Some students will move to helicopters or transport aircraft.

Conversion training

Graduates transfer to an operational conversion unit (OCU) to learn to fly their selected frontline aircraft. When comfortable with the faster speeds, they will step down to 500ft in stages. Not until they reach their final squadron do they come down to 300ft, first over the sea and then over land, and learn terrain masking techniques. This is typically achieved over three or four flights in a two-seat F-16D, TA-7C or F-4E, depending on the squadron. Once down to 300ft, ground and air-to-air threat reactions are introduced during a further three flights. Lt Col Kazantzoglou explained the learning curve as the pilot’s experience grows: “When you’re inexperienced a small amount of effort gives you a much bigger boost in performance, but as you gain experience the opposite becomes true. When you first become a pilot you are focused on what’s in front of you and maybe ten degrees to the left and right. The more experienced you become, the wider the view until you start to be aware of what’s going on behind your back at five to 20 miles.” Lt Col Bontzios described how challenging it is to fly at low level: “You need a good knowledge of your own capabilities, the aircraft’s limits and capabilities and the environment. Low-level flying is very demanding; if you underestimate something you’re dead in a few seconds.” He described the mathematics of a fast jet flying at low level www.airforcesdaily.com

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employing terrain masking: “If you fly low-level and turn with a 60° bank angle you need about 2g to maintain level flight, but if you make a bank angle of 85° you need 11g. For terrain masking you usually only go to 4 to 5g, but if you have to go to weapons engagement or weapons denial then we’ll go to the aircraft’s limits of 7, 8 or even 9g.” If a pilot does not fly low-level for a set period of days they will lose currency. Capt Eftichios explained flying currency requirements for low level flying: “For younger pilots it’s about 60 days with 120 days for more experienced pilots. If you’ve not flown within the currency figure then you can’t fly alone – you need to fly in a two-seater with an instructor pilot to regain qualification.” Squadrons have a special team responsible for flying check rides with pilots who have lost their currency. This is one of the most difficult jobs in peacetime training as the team members have to stay current in all activities. For example, 337 MPK has 24 F-16C/D Block 52+ pilots assigned, eight of whom maintain all the currencies to fly check rides.

Low-fly hours

The proportion of a pilot’s low-flying hours flown in each type varies with the mission of each squadron. At Araxos, 336 MV flies the A-7E Corsair in the airto-ground strike role, the squadron commander, Lt Col Petez Mittaris, reporting that 83% of his unit’s

flights were at low level. However, also based at Araxos is 335 MV flying advanced multi-role F-16C/D Block 52M Fighting Falcons, primarily in the air-to-ground strike role, which reports only 60% of its flights are at low level. Pilots with 339 MPK, flying the F-4E Phantom II in the air defence role, conduct fewer low-level flights – between 20% and 30% is needed to retain their skills for airto-ground strikes. Also flying the F-16C/D Block 52+ Fighting Falcon, 337 MPK has a primary role of combat air patrol and force protection and reports only 20% of its flying training is at low level.

Greek skill

The consensus among commanders and instructors interviewed is that A-7 pilots are the best low-flyers in the HAF. While they acknowledge that the F-16C/D is very capable at all levels, owing to its multi-role mission its pilots spend much less time hugging the terrain whereas A-7 pilots conduct most of their flying at low level – and are therefore more experienced. A former A-7 and F-16 pilot, Major Asimakopoulos, says his favourite aircraft to fly at low level is the Corsair, as it is very stable and “you can really feel” the jet. “It’s a pilot’s aircraft. The ground can be your best friend and your worst enemy.” It’s clear that all HAF fast jet pilots are on very friendly terms afm with the terrain.

A mostly-female ground crew assist the aircrew of a 338 MDV F-4E (AUP) Phantom II outside a hardened aircraft shelter (HAS) prior to a low-level training sortie from Andravida air base.

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AIRCRAFT PROFILE SAAB JAS 39 GRIPEN

Griffin

Takes wing Björn Hellenius looks into the design and operational history of Saab’s Gripen (Griffin) and asks if it’s still relevant after a quarter of a century

What’s in a name? SAAB (in capital letters only) is short for Svenska Aeroplan AktieBolaget. The company designed and manufactured both cars and aeroplanes, but in 1990 it was divided into the car manufacturer Saab Automobile AB (now out of business) and the aerospace and defence company Saab AB, now Saab Group. So for the purists, the spelling SAAB is correct for earlier aircraft types, but Saab is right for the newer models, including the Gripen because it has been produced under the aegis of the Saab Group. Now you know!

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S

WEDISH DEFENCE giant SAAB (Svenska Aeroplan AktieBolaget – Swedish Aeroplane Corporation) can trace its roots back to a 1936 decision by the Swedish Government that the neutral country should establish its own comprehensive arms industry, including a capability to design and produce its own military aircraft. SAAB was formed the following year and launched its first aircraft, the single-engine B17 light attack bomber, based on contemporary American designs. It made its first flight in May 1940. The first swept-wing jet fighter to emerge from its Linköping plant, the J29 Tunnan (Barrel – so named because of its shape), owed much to other early jet designs, including the North American F-86 Sabre, MiG-15 Fagot and, most notably, the Nazi-era Messerschmitt P1101. The Tunnan, which first flew in September 1948, was succeeded in service in 1971 by the doubledelta Draken and the canard/ delta-winged Viggen, which in turn were replaced by the world’s

first operational ‘4/4.5’-generation fighter, the JAS 39 Gripen. Now, 25 years after the type’s first flight on December 9, 1988, development of the next-generation Gripen E/F has started, the new jet forming the basis of Swedish air defence well into the 2040s.

Above: This JAS 39B, owned by Saab, has been used for several years by Britain’s Empire Test Pilots’ School at MoD Boscombe Down in Wiltshire. Saab Below: Conscript aircraft mechanics loading a BK M90/DWS 39 Mjölner standoff submunitions dispenser. Emil Lindberg

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Basic design

When the time came to plan for a replacement for the Viggen, the preference was for a multirole aircraft. That was the conclusion reached after a long evaluation process during the 1970s to determine if a development of the Viggen, a completely new design or a foreign aircraft was the best option for Sweden – which had offers from General Dynamics (F-16), McDonnell Douglas (F-18), Northrop (F-5) and Dassault (Mirage 2000). Sweden opted once again to develop a completely new domestic design; a single aircraft that could perform every mission then flown by the several different versions of the Draken and Viggen still in service, fully adapted to the customer’s requirements. In 1982 the Swedish Parliament voted to start the new project and a contract was signed with Saab to develop the JAS 39 and deliver five

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prototypes plus a first batch of 30 aircraft. JAS is a Swedish abbreviation where ‘J’ stands for ‘Jakt’ (fighter), ‘A’ for ‘Attack’ and ‘S’ for ‘Spaning’ (reconnaissance). The design goal for the new aircraft was to achieve a small, affordable jet with the best possible power and manoeuvrability performance within the budget assigned. It should have good multirole capability, integrate with the Swedish Air Force’s (SwAF Svenska Flygvapnet) infrastructure and communications systems and meet, or be upgradable to meet, those requirements for many years to come. Here, modern computers and avionics played a key role. Saab chose to build on experience gained on the Viggen, using its main delta wing and front canard configuration while adding aerodynamic instability (or relaxed stability) and a fly-by-wire (FBW)

flight control system (FCS) to the mix. The result was a very agile and responsive aircraft at subsonic speeds with low induced drag and good supersonic characteristics and short take-off and landing (STOL) performance. The general benefits of this design are well known, but in the 1980s these complex technologies were new and unproven so the project had its share of mishaps in its early years. The specification for the firstgeneration Gripen included many

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AIRCRAFT PROFILE SAAB JAS 39 GRIPEN

‘The aircraft therefore had to be sturdy, have good STOL capability and long intervals between services’

Two JAS 39Cs outside a hardened aircraft shelter. A technician relaxes on the wing. Emil Lindberg

trademark features of its Draken and Viggen predecessors. While it was being developed, the ‘Cold War’ was still ‘hot’ with Soviet submarines penetrating deep into the Swedish archipelago and US Air Force SR-71s sweeping across the Baltic Sea. With no change in sight for the political situation, the military command anticipated the air force facing the same challenges in the future as it had for the preceding few decades. One of the standard operating procedures the SwAF would have adopted in time of war was the road base system (BAS 90). Its aircraft would be dispersed away from their usual operating bases and deployed to temporary strips, with parts of the national road network used as runways. The majority of road strips’ runways were 2,000m long by 12m wide (2,200 by 13 yards) while the shorter tracks’ runways measured 800m by 17m (875 by 18 yards). The aircraft therefore had to be sturdy, have good STOL capability and long intervals between services. Another consideration was that the Gripen should be maintained largely in the field by conscripts with fairly basic technical

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Above: An AGM-65/RB 75 Maverick, TV-guided ground attack captive air training missile mounted on an F 17 JAS 39A. Maverick is no longer used by the SwAF. Emil Lindberg Right: A member of the ground crew re-attaching a cover to the wing tip pylon. Emil Lindberg

Above: A technician replaces a Gripen’s APU in Keflavik, Iceland, during the trip back home from Exercise Red Flag 08-3. Emil Lindberg Right: Technicians carry out repairs to a JAS 39D during an exercise in Reims, France. Emil Lindberg

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expertise. A SwAF technician told the author that when the Gripen has taken part in multinational exercises and a comparison is made of the serviceability rates of the competing nations’ aircraft, the Swedish jet always does well. “At the end of the exercise the results are presented and analysed. We’re often in the lead, and always top three. The aircraft is relatively easy to maintain and prepare for a mission. It has had its initial problems, but most of them have been solved today and everyday issues are easily taken care of.”

Engine – power and reliability

Safety, reliability and costeffectiveness were keywords for Gripen’s powerplant. The General Electric F404-400, the type installed in a twin-engine configuration in the Boeing F/A-18, was selected, but the basic version didn’t quite meet Swedish requirements for the single-engine JAS 39. The variant installed in the Gripen, called the RM 12, incorporates a number of modifications made by Volvo Flygmotor (Volvo Aero, now part of GKN) to increase performance. First the original analogue engine control unit was replaced by digital engine control (DEC) in the early JAS 39A and ’B versions; and full authority digital engine control (FADEC) in the later ’As

Above: A pilot boarding his aircraft prior to a bombing mission during Red Flag 08-3. Emil Lindberg Below: Loading a Litening II laser designator pod on a JAS 39D. Emil Lindberg

and ’Bs, from serial numbers 39193 and 39808, and all ’Cs and ’Ds. As an extra safety measure, Volvo added a mechanical back-up system to the double digital control, for triple redundancy. This means that if the double FADEC fails after, for example, electrical power loss, the pilot can rely on a mechanical control system. While not as exact and smooth as FADEC, the back-up may save the aircraft and pilot in a critical situation. The ignition system is also doubled for redundancy and a sturdier fuel pump replaces the original. With only one, it is very important to make the engine capable of withstanding damage

injuries although the jet, which was on its sixth flight, was seriously damaged. The second incident was with production aircraft 39102, which crashed on August 8, 1993, during a public display in the centre of Stockholm very shortly after delivery to the SwAF. On this occasion Rådeström ejected safely and, almost miraculously, only one person was injured on the ground. Accident investigation reports showed both incidents were related

PIO was cited as a contributing factor in the second incident too. The crashes brought criticism of the Gripen and particularly its FCS, which had yet to be completely developed and tested. They were not the best advertisements for the project, but Saab eventually came to terms with the problems and, in retrospect, it is fair to say that Gripen is a highly reliable and safe aircraft. So far there have been very few incidents and no casualties in its operational history.

A troubled birth Incidents and crashes are not uncommon in the early stages of a new aircraft’s test regime, but especially unfortunate for the Gripen was that it crashed in front of the TV cameras – twice. And each time, the same Saab test pilot was at the controls. The first incident involved prototype 39-1 during landing at the company’s airfield in Linköping on February 2, 1989. Pilot Lars Rådeström escaped with a fractured elbow and other minor

to the ‘unstable’ design and the computerised FBW system, which in certain circumstances, in combination with control inputs from the pilot, resulted in heavy oscillating movements and ultimately an uncontrollable aircraft. Video of the first incident shows the jet pitching up and down in a phenomenon known as pilotinduced oscillation – PIO. This, together with gusty wind conditions, were blamed for the crash.

The very first Gripen, serial number 39-1, on its maiden flight on December 9, 1988 with Stig Holmström at the controls. The aircraft was lost in an accident on February 2, 1989. Peter Liander

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AIRCRAFT PROFILE SAAB JAS 39 GRIPEN Sitting in the cockpit

Above: A JAS 39C fuselage being moved into place on the assembly line at the Saab factory in Linköping. All images by author unless stated.

caused by foreign objects, and the entire fan module was redesigned to make it more robust and resistant to bird strikes and other such risks. Another important safety issue with jet engines is the risk of compressor stall – when disrupted airflow effectively reverses inside the engine. This can cause the flame to go out and the engine to stop, potentially damaging it as well as causing control problems. So, to improve airflow control, Volvo engineers introduced adjustable guide vanes in both the fan and compressor modules; the F404 only had guide vanes in the inlet area. As a result, airflow on the RM 12

can be optimised at all speeds. It was also necessary to increase power output – achieved by making the fan bigger to produce higher airflow, changing the materials in the turbine to withstand higher temperatures and completely redesigning the afterburner. The changes gave the Gripen supersonic performance at sea level along with improved serviceability. Engine maintenance is now easier and service intervals are longer, which has also improved overall cost-effectiveness. An example of the Gripen’s sturdiness involved 39197 in the Luleå area in 2007 when the jet collided with a swan in flight: the impact made a hole where the big bird penetrated

the fuselage and many of the electrically dependent systems were knocked out. Despite the malfunctioning flight control system, non-functioning cockpit and head-up displays, radio loss and other damage, the pilot was able to get back to base and land his aircraft. To date no RM 12 engine has failed as a result of a bird strike.

Radar – all seeing

One of the most important parts of the Gripen’s sensor system, its light and compact multifunctional pulse-Doppler PS-05/A radar, was developed by Ericsson Radar Electronics AB. It features multiple air-to-air modes, such as multiple target track-while-search and

The first things you notice when you climb into the cockpit of Gripen C and ’D are the new large 6 by 8 inch (15 by 20cm) colour L-3 Display Systems displays. Information is shown in English using imperial units, which is great news for non-Swedish-speaking pilots. But, according to test pilots, nothing beats the two sandwich boxes introduced a couple of years ago and fitted in front of the pilot’s knees under the instrument panel! This important innovation was a consequence of the jet’s ability to fly longer missions thanks to the installation of the air-to-air refuelling system. The cockpit was also updated with better airconditioning and an on-board oxygen generating system (OBOGS) was installed.

beyond visual range (BVR) missile datalink. Air-to-ground (surface) modes include air-toground ranging; high-resolution synthetic aperture radar-mapping; ground moving target indication and tracking; and sea surface search and tracking. Saab also claims electronic countermeasures (ECM) immunity in both air-to-air and air-to-surface modes. The radar follows the same basic design philosophy as the rest of the aircraft – easy to service and maintain. It’s a modular design, featuring simple, standard mechanical and electrical interfaces which make it easy to, for example, change one of the sub-units in a matter of minutes.

‘To date no RM 12 engine has failed as a result of a bird strike’

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Datalinks

The Tactical Information Data Link System (TIDLS) is a secure and highly jam-resistant digital network developed by FFV, now Celsius AB. TIDLS makes it possible for up to four Gripens to distribute and use radar and other sensor information among themselves. All aircraft in a formation or within 300 miles (480km) get information about the others’ speed, position, heading, fuel state and weapons – which significantly improves situational awareness and offers radar data sharing: everyone connected to the link can see what the others are tracking and targeting. An attacking pilot can use the tracking data from one of his wingmen flying at a distance to guide a missile to the target. The attacker can therefore be in silent mode – not making any detectable emissions – and close in on its prey to fire a weapon without revealing its presence. The tracking aircraft will then continue sending data to the advanced medium-range air-to-air missile (AMRAAM) after it has been launched and guide it to the target, which means the missile itself can be in ‘silent mode’ for longer. The pilot of the targeted aircraft may be unaware of the danger until it’s too late to respond. If he detects the guiding aircraft at all, he may disregard it because it is obviously too far away to be a threat. TIDLS can also be used to connect PS-05/A radars from two fighters and combine the data for more accurate target positioning than can be achieved using only one. Simultaneous tracking of the same target from different directions can give heading and speed information with minimal radar transmission. Data can be shared with ground stations and electronic warfare (EW) aircraft, such as the Erieye-equipped Saab 340 or 2000. TIDLS is fully operational as

Above: A JAS 39C returns to the flight line at F 17 wing in Ronneby after a routine training flight. Emil Lindberg Below: Taking off from its Surat Thani AB home is single-seat Gripen Kh20-5/54 coded 70105; it carries 701 Sqn’s shark motif on the tail. Daniel Nilsson

soon as the jet is up and running so the pilot has good situational awareness even before he takes off. Both Viggen and Draken used datalinks long before network centric warfare became fashionable, so the Swedes were ahead of the game in many respects. Gripen ‘C and ‘D have been integrated with Link 16 datalink which,

The Gripen NG demonstrator comes in to land at Emmen, Switzerland in January 2013 carrying six air-to-air missiles on its wings. Pieter Liander/Saab

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being a broadcast style system, is fundamentally different from TIDLS. Both have their advantages but although it can be accessed by fewer users, TIDLS can exchange more data more quickly.

The cockpit ‘office’

Situational awareness in aerial warfare is essential – to be

able to see without being seen, make the first move and strike first confer huge advantages. To succeed, a pilot has to handle a constantly increasing flow of information, make decisions regarding weapons, countermeasures, targets and so on; and do it all quickly. The difficulties are compounded in a multirole fighter where there are many more mission-sets than for a pure fighter or bomber. To ease the workload Saab put a lot of work into simplifying the cockpit layout. The result is an intuitive and ergonomic environment that gives the pilot an information overview and technical assistance for easier multi-tasking. In JAS 39As and ’Bs, the pilot had visual information via four presentation areas – three headdown 5 by 6 inch (12.7 by 15.24cm) monochrome multifunctional displays (MFDs) and one wideangle head-up display (HUD). The three MFDs gave the pilot flight and system (continued on p59)

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AIRCRAFT PROFILE SAAB JAS 39 GRIPEN

GRIPEN OPERATORS

Sweden

The SwAF became the first operator of the ’C version in 2004, but it was not until 2007 that the Swedish Government settled the ‘final’ number of jet fighters at 100 ’Cs and ’Ds. When the so-called F 100 programme, for 100 fighters, was started, the air force had 156 JAS 39s, of which only 69 were the latest version with 31 JAS 39As remaining. When the latter reached 1,000 flight hours, they were stripped down, many parts being used to build ‘new’ JAS 39Cs and ’Ds. No two-seat JAS 39Bs were used in the programme, but 26 JAS 39As are being cannibalised to provide parts for 13 new twoseat JAS 39Ds. The conversion from ’A to ’C is not straightforward. What can be reused are the engine, some electronic units, gearboxes, hydraulic pumps, ejection seat, control stick, some hatches, air intakes and the radome. But a ’C model differs from an ’A in that it has a more robust main landing gear, an air-to-air

So the SwAF will have 98 Gripens – 74 ’Cs and 24 ’Ds, distributed between the F 17 and F 21 fighter wings, the Gripen Centre at F 7 and the FMV test centre. The SwAF Gripen fleet flies around 11,000 flight hours a year. Two aircraft plus one spare stand quick reaction alert around the clock. All operational pilots in the air force perform this duty, including instructors at training units as well as some pilots with staff functions.

South Africa Above: Hungarian and Swedish technicians load the gun with practice rounds. The first Hungarian technicians underwent on-the-job training in Sweden. Emil Lindberg

refuelling system, higher cabin pressure and other changes in the cockpit as described above. These, combined with a different APU, a higher maximum load plus more refinements and modifications, are why the complete fuselage is scrapped and replaced

with a new-build. To manufacture a two-seat ’D-model in this way requires the seats and sticks from two 39As. The first F 100 aircraft were delivered in 2009 and deliveries will continue until 2014. However, one ’C and one ’D have been lost in accidents and will not be replaced.

South Africa ordered 28 Gripens in 1999 as part of a bigger arms deal which included BAE Systems Hawks, helicopters and ships. The country’s government later reduced the order to 26 fighters, of which nine were two-seat ’Ds. Deliveries began on April 30, 2008, when the first ’D landed at Air Force Base (AFB) Makhado to replace the ageing Atlas Cheetahs of the 2nd Squadron, the only frontline fighter squadron in the SAAF. All 26 Gripens were delivered by

Below: JAS 39C 39402 was delivered to Thailand as serial Kh20-6/54 with the code 70106 and serves with 701 Sqn at Surat Thani AB. Daniel Nilsson

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Above: Hungarian AF Gripens joined Swedish, South African and Czech aircraft for the Gripen Exercise Lion Effort, hosted by the Swedish Air Force in March 2012.

September 2012 when the last four arrived by boat in Table Bay, Cape Town, having remained in Sweden to take part in the multinational Exercise Lion Effort, an exclusively Gripen exercise held every three years when their operators train, exchange experiences and develop combat tactics with the JAS 39. Despite recent maintenance issues the SAAF has all its new fighters operational and is keen to apply the updates necessary to achieve air superiority in the region. It is looking into options for re-establishing the BVR capability lost with the R-Darter missiles used with the now-retired Cheetahs – the SAAF did not buy any BVR missile system to go with its new Gripens, only the short-range IRIS-T. It also has the General Dynamics A-Darter and is thus well equipped for shortrange air-to-air combat. However, the South Africans learned from Lion Effort that you don’t stand a chance in a BVR environment without having the capability yourself. Other countries in Africa have BVR capability: for example Morocco and Egypt with their AMRAAM-equipped F-16s and Uganda with the AA-12 Adderarmed Sukhoi Su-30 Flanker. This, and the lack of air-to-air refuelling tankers, were cited by an SAAF representative as shortcomings that need a solution for the air

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force to be relevant on the African continent. The SAAF Gripens’ ground-attack capacity is also limited compared to other users – the pilot has to rely on the 27mm BK27 Mauser cannon (only on the JAS 39C) and Mk82 free-fall bombs, which can be loaded on twin store carriers for a total of four bombs per jet. For reconnaissance purposes the SAAF uses the Thales Digital Joint Reconnaissance Pod, which is also used with its Hawks, and the Rafael Litening III LDP. Meanwhile SAAF Gripens were the first in the world to implement the BAE HMD system, in 2011. The air force had used simpler HMD systems since the 1970s when they were first successfully used in its Mirage F1s, proving effective in battle, and later in the Cheetah. The SAAF has a long tradition in EW and has, in co-operation with Israel, developed its own systems integrated with its Gripens. It also uses a unique, domestically developed datalink. South African technicians were deeply involved in the development and integration of the Gripen’s radar weather mode, a SAAF requirement and a very important feature in the African environment. The South African Gripen order has been surrounded by speculation and rumours, and also

some proof, of corruption and bribery – which has received a lot of attention in the media and continues 14 years after the deal was signed. The nation’s financial problems have affected the SAAF: in March 2013 the South African defence minister said 12 Gripens had been placed in long-term storage to save money. There is also a lack of qualified pilots and money to fly the remaining aircraft more than a few hours per year. The sale is unique in that it was signed directly with Saab while all other customers’ contracts are with FMV. As a consequence the SAAF does not benefit from the Gripen support scheme developed by the FMV, which provides upgrade and other customer information. This meant that between April and December 2013 the SAAF didn’t appear to have a support contract for its Gripens after its most recent short-term agreement had lapsed. But in December Saab announced it had signed a SEK 180 million (£17 million) support contract with Armscor, the body that supervises South African arms deals, for the years 2013 to 2016. Despite the huge problems, the 2nd Squadron has taken part in at least three high-profile missions. First, it provided air cover for the 2010 FIFA World Cup, which helped accelerate the deployment of

Gripen and the datalink system developed for the SAAF. Second, it was involved in operations in the Central Africa Republic (CAR) in early 2013 when SAAF Gripens were based in the Democratic Republic of Congo to support South African ground troops. More recently six Gripens flew over Nelson Mandela’s funeral ceremony.

Hungary

The Gripen’s first European export contract was signed by Hungary in December 2001. The original intention was to lease 14 JAS 39As and ’Bs for ten years between 2005 and 2015, but the contract was rewritten in 2003. The new one called for ’Cs and ’Ds instead of the earlier models and the initial tenyear lease was to be followed by the purchase of the 14 jets in 2016. Hungary’s aircraft were originally 39As from delivery Batch One that went through the conversion process, ending up as 12 ’Cs and two ’Ds. The first five Gripens landed at Kecskemét AFB in March 2006, followed by the last nine in December 2007. The Hungarians operate E19-standard Gripens, but unlike the SwAF they continue to use the AGM-65 Maverick. The Hungarian Air Force is also affected by defence budget restrictions, but has announced it is ready to

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AIRCRAFT PROFILE SAAB JAS 39 GRIPEN participate in NATO Baltic Air Policing duties from 2015. Despite a shortage of money, the fleet is well used: on December 17, 2013, it passed 10,000 flight hours.

Czech Republic

The Czech Republic also opted for a leasing contract and signed a deal with FMV in June 2004 for 14 aircraft over a period of ten years from 2005. These were new-build jets, 12 ’Cs and two ’Ds, from delivery Batch 3. With the end of the lease approaching, Czech air defence has been the subject of much debate in the Republic recently. Various options were discussed including purchasing new or second-hand F-16s or even giving up supersonic fighters altogether. Eventually, after a year of negotiations, a new 14-year contract continuing the lease of the 14 Gripens was signed on September 11, 2013. The Czech Republic is a NATO member and will have its aircraft upgraded to E19 standard with Link 16 during the new lease period. The Czechs have been very successful with their Gripens and are the only JAS 39 operator that has full membership of the NATO Tiger Association. In 2010, 211 Tactical Squadron, based at the Air Component of the Czech Republic’s Joint Forces’ (Letecká Složka Spolecˇných Síly Armády Cˇeské Republiky) 21st Tactical Air Force Base at Cˇáslav, was declared ‘Best Squadron’ at the NATO Tiger Meet and received the Silver Tiger Award. Even more impressive is the number and variety of operations the Czech air force has been involved in. With a fleet of only

14 Gripens it has been policing the skies of the Baltic states as part of its NATO mission at the same time as fulfilling QRA duty at home. Training missions are allocated a lower priority because of these frontline tasks but it says a lot about the efficiency of 211 Tactical Squadron and the aircraft it flies. So far the air force has focused on the air-to-air role, for which its JAS 39s are equipped with AIM-9M Sidewinders and AIM-120C AMRAAMs. This may change with the renewed lease contract, but a squadron spokesman said adding a multirole mission will be difficult with the small number of jets and pilots available.

Thailand

Gripens have also been exported to the Far East. The Royal Thai Air Force (RTAF, Kongtap Agard Thai) has eight JAS 39Cs (s/nos 3940139408) and four 39Ds (s/nos 39860-39863) obtained in a twopart deal – under which the first order was signed in 2008 for six Gripens and two Saab 340s (one AEW with ERIEYE and one for transport and training). The contract also included logistic support, simulators and training for RTAF pilots. Thailand signed another contract for six more Gripen ’Cs and one more Saab 340 AEW in November 2010. The first aircraft were handed over on February 22, 2011, and deliveries continued until September 11, 2013, when SwAF pilot Fredrik Süsskind and two of his fellow ferry flight pilots landed with the last three Gripens at the RTAF’s Wing 7 base in Surat Thani. On the same day the RTAF’s Air

Chief Marshal Prajin Jantong said the air force was considering buying six more Gripen fighters in the next ten years, but as yet no official request has been forwarded to the Swedish FMV. The RTAF deal includes a command and control system, for which the bases at Surat Thani and Don Muang are equipped with the GADLS (ground to air datalink system) to connect with airborne fighters. The radar systems are being upgraded with Link E (ERIEYE) for connection with the Saab 340 AEW aircraft. The Royal Thai Air Defense System (RTADS) incorporates ground radar stations, navy units and other RTAF units. Meanwhile Thailand’s armed forces are seeking to use the US-designed Link-T to connect the different communication systems’ components and plans to be completely network-centric by 2015. It is said that the mixed fleet of aircraft currently operated by the RTAF is a challenge when it comes to spare parts and maintenance, but it is has its advantages too. Fighter pilots have access to dissimilar air combat training (DACT) within Thailand’s borders and can practise air-to-air combat against Alpha Jets, F-5s or F-16s, with or without the support of an airborne early warning aircraft. An RTAF source said: “Without exaggerating, the JAS 39s have had very good results so far. Tactical handbooks are being rewritten as network-based aerial warfare is realised and the advantages are obvious.” The Gripens operate in the southern part of the country, including over the Andaman Sea and the Gulf of

Thailand. The RTAF saw a need for an improved anti-surface warfare (ASuW) capacity and bought the RBS 15 anti-ship missile for its Gripens. They have no laser designation pod (LDP), but a likely option is the Lockheed Martin Sniper ATP which is expected to be implemented with the RTAF’s F-16s. Surat Thani AFB has been completely upgraded with new buildings for two squadrons: 701 which operates the Gripens and 702 with its Saab 340 AEW and transport aircraft. The base also has simulators and two new hangars. Ambition within 701 Squadron is high, as is the Thai defence budget. The RTAF now has the resources to operate its new air defence system and flies more hours than other Gripen users.

United Kingdom

The Empire Test Pilots’ School (ETPS) at MoD Boscombe Down, Wiltshire, also uses the Gripen – the JAS 39B model. Speciallypainted 39802 is one of three available for service with the ETPS since 1999. The other two have usually been 39810 and 39813. The ETPS buys simulator time and leases the Gripens from Saab for its advanced pilot training programme. It is the only test pilot school to include a fourthgeneration aircraft in its syllabus, vital for students who are likely to be involved in testing modern military aircraft for future procurement programmes. The Gripen is used as a training platform in aero-systems, advanced flight control systems and performance testing. From 2014 the ’B will probably be replaced by the ’D.

A single- and two-seat Gripen high over a snowy Sweden before delivery to the Royal Thai Air Force. Saab/Anders Zeilon

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Gripens refuelling from the SwAF’s sole Tp84 Hercules tanker. An air-to-air refuelling capability was one of the new features introduced with the ’C/D version.

data on the left screen while a horizontal situation display in the centre superimposed tactical information (from TIDLS and on-board radar) on a digital map; radar information was displayed on the right. Another step forward in safety and effectiveness was the higher ratio of hands-on-throttleand-stick (HOTAS) which was introduced to control radar, countermeasures, EW, weapon systems, communications and display information in flight without the pilot having to take his hands off the controls. Perhaps the most intimate human/machine interface (HMI) is the seat. In the Gripen, Saab has for the first time chosen to use an ejection seat from an external supplier instead of an in-house design. A lightweight version of the well-proven Martin-Baker Mk 10, the Mk 10LS (LS = Light Sweden), is the seat of choice. It is a zero-zero seat, meaning the pilot can safely eject on the ground, but with a limit of 100m (328 feet) if inverted.

Multi-role

The JAS 39 can switch between tactical roles in the air. The pilot can change the avionics and sensor settings instantly by making a choice from a list on the display, controlled by the joystick on the throttle handle. A major limiting factor is that the aircraft is small, with only eight hardpoints and a relatively small amount of internal fuel – which means that, even with the capability of changing role in the air, weapon load-outs need to be planned more carefully than with bigger aircraft with greater payload and range. A Swedish Gripen pilot, Captain ‘Tank’, gave an example of how the multirole capability was practised during Exercise Red Flag 13-2 at Nellis AFB, Nevada: “The radar warning screen is full of symbols, SAM positions that are still intact and also enemy fighters! The

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adrenaline is pumping as we approach the target area; we just have to stay cool and not enter any of the restricted zones. We break to avoid an anti-aircraft position that suddenly shows up in our way before we turn to get in position for the strike. The target is covered with clouds, but we have very accurate target co-ordinates, and we can still launch our GBU-49s [smart bombs with GPS support]. “The intense noise from the radar warning system continues while we get out of the target area to make way for a second wave of attacking aircraft. The group commander reports to our fighter escort that we’re ready for the next phase of our mission – the air war. I flick a switch and the aircraft immediately resets from ground attack to fighter configuration, and is prepared to use the IRIS-Ts [infrared imaging system tail/thrust vector-controlled missile] and AMRAAMs against air-to-air targets. Once again we turn in over the target area to support the next wave of striking aircraft. The last fighter finally delivers its bombs and we are ready to return to Nellis.” The aircraft is lightweight, which is positive in some aspects but negative in others: its small size makes it hard to detect both visually and by radar, even though it lacks the stealth technology of fifth-generation designs. On the other hand, range and payload are

limited, characteristics that attract the most criticism. “This is the art of making aircraft design compromises. You can’t have your cake and eat it too,” says Björn Johansson, the Gripen programme’s chief engineer. But as it’s small, Gripen is also relatively cheap to acquire and operate and is one of the most cost-effective warplanes in its class, according to its operators.

JAS 39A and ’B – the early days

The first batch of Gripens delivered to the Swedish Air Force, serial numbers 39102 to 39129, were all the single-seat ’A version. It was not originally intended to include a two-seat version as the expectation was that Swedish pilots would easily convert to type using a simulator. But when it became clear there was export interest, the need for a trainer and demonstration aircraft became apparent and so the ’B version was designed and delivered in Batch 2. In total 105 JAS 39As and 14 JAS 39Bs were manufactured, but three of the former were retained and operated by Saab as test aircraft. The JAS 39A/B Gripen entered service with the Swedish Air Force in 1996, serving until December 13, 2012. They were expected to equip 12 fighter squadrons, but from the late 1990s until the mid-2000s the air force faced substantial budget cuts which led to the closure of several fighter

wings and squadrons. Gripen ’As and ’Bs were eventually delivered to five wings, but only stayed operational for an extended period of time with three, of which only two were fighter units. The Swedish Defence Materiel Administration (Försvarets Materielverk, FMV) was faced with a large number of surplus jets which needed storing and maintaining. The considerable cost associated with their administration made the FMV look for alternative options, such as selling some of the unwanted jets abroad. The SwAF was the only Gripen customer at the time and the ’A and ’B versions were tailored for Swedish use. Nineteen of the aircraft in Batch 2 were the new updated ’C-model, and it was this version that attracted attention from potential international customers.

Improved Gripen

As Saab’s ambition to attract exports intensified, it looked for a suitable partner to update aircraft to NATO standards. British Aerospace (now BAE Systems) was chosen and the joint venture ‘Gripen International’ was formed in 1995 to develop and market the new jet. The Gripen was developed through a number of standards, identified by alpha-numeric designations – E16 was the first ’C-model to fly, in August 2003, but it was a basically a JAS 39C

Above: A South African Gripen C landing at Ronneby AB during Exercise Lion Effort 2012 which brought together Gripens from every nation that operates the type.

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AIRCRAFT PROFILE SAAB JAS 39 GRIPEN

A three-ship of F 17 Gripens over Lake Vättern on their way back to their home base at Ronneby.

airframe with software from an ’A-model. Its performance was disappointing, but it provided a lot of information for scientists and engineers to work with. Technicians took the opportunity to familiarise themselves with the new systems and prepare for the jet’s introduction into air force service. The first JAS 39C was delivered to the SwAF in September 2004, operational with the flight-approved E17:1 standard – but that iteration was a long way from the finished article. For instance, the air-to-air refuelling system was installed but not working and usable weapons were few. By standard E18:9, many of the growing pains that caused restrictions and limitations were fixed; the aircraft now featured a functional air-to-air refuelling system, more weapons choices, a LDP, countermeasures systems and radar warning receivers. A further developed standard, E19, is now in service and incorporates Link 16 and modern weapons such as the AIM-2000 IRIS-T and GBU-49. For the first time in a Swedish fighter jet NVGs have been introduced with Gripen C and ‘D along with a night-vision lighting

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mode. The system was tested over many years and is now fully integrated. The JAS 39C also has a quieter and more reliable APU, higher maximum load, reinforced landing gear and the improved EWS 39 electronic warfare suite. In order to make the aircraft compatible with NATO’s arsenal of munitions, the computer interfaces on the weapons pylons have been modified. For example, the jet was given a markedly improved ground attack capacity with the introduction of the

Litening III LDP and laser-guided smart weapons such as the various Paveway bombs. The Gripen can also carry the TAURUS KEPD 350, a bunker-buster cruise missile (although Sweden has opted not to buy it) and two important attack weapons, the AGM-65 Maverick and the DWS 39 bomb dispenser (SwAF BK M90), which are no longer used by the SwAF. The Gripen ’C and ’D has improved as a fighter with the introduction of the fifthgeneration short-to-medium

Above: A Hungarian AF Gripen C flying slowly behind the camera ship. Key archive Below: Swedish Air Force JAS 39Cs and ’Ds on display at an airshow in Plovdiv, Bulgaria in 2011. Emil Lindberg

range IRIS-T, replacing the older Sidewinder and the MBDA Meteor BVRAAM (beyond visual range air-to-air missile). Gripen was used early in the trial phase and the Saab test aircraft, 39101, was used as the air launch demonstration (ALD) platform. The first Meteor ALDs were in May 2006 and in September that year the first successful launch was performed at the Vidsel test range in northern Sweden. Since then an intense trials and testing programme has continued as planned and in June 2013 Gripen was the first fighter to fire a production example of the Meteor. On December 18, 2013, Saab received an order from the FMV for the integration of the MBDA Meteor with Gripen E. The ‘S’ part of the JAS designation was finally updated on the ’Cs and ’Ds equipped to E19 standard. After the retirement of the AJSF 37, the photo reconnaissance version of the Viggen, the SwAF lacked a PR capacity because the JAS 39A/B had no recce facility. The introduction of an LDP and the new Spaningskapsel 39 (SPK 39 – modular reconnaissance pod, MRP) provided the jet with a fully developed reconnaissance system.

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What’s it like? AFM flies the Gripen Saab JAS 39D demonstrator 39822 formates on Gripen NG 39-7. Saab/Jamie Hunter

It is late autumn when AFM visits F 17 fighter wing in Kallinge. We are there to get a sense of what it’s like to handle this powerful and unbalanced machine. The author has flown fast jets before but, it being his first time in a generation 4/4-plus fighter, doesn’t really know what to expect. First the flight briefing with the pilots. Tension is beginning to build a little. It’s usually at this point, in situations like these, when someone sticks his nose through the door letting you know the adventure of your lifetime has just been cancelled. And that’s exactly what happened ‘My’ aircraft was needed for other, more important duties, I was told. Aviation in a nutshell. Hotel. Sleep. New morning. Breakfast. Dark. Cold. Early. Tired. Scraping ice from the car windshield. I had a really positive feeling this

morning. Off to the base where the JAS 39D was standing on the apron, waiting for us to climb in. So, we’re sitting there, all strapped in and ready to go, when the panel lights up like a Christmas tree. Now what? The pilot and technician are discussing something, the system reboots several times and there it is – the familiar whining noise from the APU. As we taxi out to the runway I arm the ejection seat, pull down the visor, turn on the intercom and airflow to the mask and ‘g’-suit and check the air system is working correctly. “Let’s go, then,” my pilot says. He pushes the throttle forward and we’re off. The Volvo RM 12 is doing its thing and I can barely hold back my laughter as we accelerate down the runway and are airborne in no time. We bank right and in a matter of seconds we are doing Mach 0.9 at 14,000ft.

We are supposed to rendezvous with a KC-130 at 16,000ft and I can see it on the right-hand display as the radar detects it. “There it is,” my pilot says. I see nothing but clouds. “Can you spot it?” “Uh… no?” This is probably one of the reasons I won’t make pilot. Then I see it, 2,000ft above us heading in the opposite direction. “Hold on!” We bank, turn, climb and are on his tail instantly. The manoeuvre is very precise and direct – the turn is about 5g and I have to work a bit to keep the blood in my head. Now we’re flying at approximately 215kts to keep pace with the tanker. My pilot is manoeuvring carefully now and I am amazed by the precise movements of this nine-tonne aircraft, inch by inch to connect with the tiny fuel nozzle hanging in a hose from the Hercules tanker. Airto-air refuelling is nothing new, but

when you see it live just in front of your nose it is amazing. We don’t actually need to refuel, so we break from the tanker to go on a chase with a second JAS 39D. We do some aerobatic manoeuvres, vertical climbs, sharp turns, Immelmann turns, a quick dive to 100ft and fly some low-level high-speed passes alongside a couple of merchant ships. It’s all very exciting, but time is running out and my stomach has had it by now, so we go back to base. It’s when we do the smoothest landing I have ever done that I can confirm what I have already realised. It is not the power that impresses, nor is it the tight turns or rapid climbing. It’s how the aircraft is moving. How it keeps the energy in the turns, how rapidly and precisely it reacts to the pilot’s handling. Impressive. Well, this 25-year-old fighter is definitely not an outdated aircraft.

The SPK 39 pod was devised by Danish company Terma, which had previous experience in this field from its work on the MRP for the F-16. The Gripen pod comes in two versions with different camera and sensor setups – SPK 39 IV (incident and visual) with a digital CA-270 camera plus a SKA 24 wetfilm camera; and SPK39 V (visual), which is digital only but has a 360 ° rotation window providing horizon-to-horizon coverage. The international-standard Link 16 is now an option, but at the moment is integrated only in Swedish and Hungarian Gripens. TIDLS may be superior in certain aspects, but it is Gripen- and limited to four aircraft: Link 16 opens the door to full interoperability with NATO forces.

thoroughly tested over Libya in 2011 during Operation Unified Protector (OUP). After a formal request from NATO in March, the Swedish Government sent eight JAS 39C Gripens to Libya with the caveat they must not engage any ground targets. The SwAF began its deployment to Sigonella in Sicily on April 2 to take part in the air campaign over the Mediterranean and North Africa. The jets remained deployed until the end of October, flying their first mission on April 7. The first part of the deployment, given the designation FL01 and manned mainly by F 17 personnel, lasted from April 1 to July 1 and covered enforcing the no-fly zone (NFZ) over Libya plus tactical air reconnaissance. The second period came under the command of F 21 with personnel from F 7, F 17, F 21 and other parts of the air force. Known as FL02, it ran from July 1 to October 25 with

the task of providing tactical air reconnaissance across the full spectrum of UN-mandated tasks, enforcing the NFZ and the arms embargo as well as supporting the mission to protect civilians. This was the first international operation for the SwAF in more than 50 years and it learned a lot – not only how to work within the NATO organisation but also new ways of using the Gripen. Despite being a non-NATO member the integration with its forces worked well although there were a few teething problems, such as fuel incompatibility and the lack of access to the Secret Mission Network. Challenges such as these were soon overcome and eventually the Gripens fitted in well with NATO forces. All missions were tasked by combined air operations centre No 5 (CAOC 5) in Poggio Renatico, Italy. Usually the Gripens followed specific corridors,

overflying Malta on their way to the target, and before the first air-to-air refuelling off the Libyan coast they received targeting and other information updates from a NATO E-3 AWACS. Besides the SPK 39, the JAS 39s usually carried an LDP, AMRAAM and IRIS-T missiles and, after carrying out the initial task, they could refuel, switch role and stand by in the air waiting for ‘dynamic targeting’ – time-sensitive reconnaissance targets. Lt Col Stefan Wilson, commander of FL 01, said allies’ initial scepticism about the facility offered by the relatively unknown Gripens began to ease when the SwAF fulfilled its tasks and started delivering high-quality photo material and accurate image analyses. Overall during OUP, the eight Gripens flew some 570 missions (around 70 swing-role) and more than 1,770 flight hours and delivered 2,770 reconnaissance reports.

International operations

The Gripen’s ability to work with NATO allies and its worth as a reconnaissance platform were

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AIRCRAFT PROFILE SAAB JAS 39 GRIPEN

South Africa’s Gripens have a unique camouflage scheme. Saab

NG – Next Generation

The Swedish Government issued a concept study programme in 2007 to get an idea of how the Gripen system could be developed to meet the needs of a future Swedish fighter. The downsizing of the SwAF had seen a drastic reduction of fighter units and available bases as well as the shutdown of the former ‘Bas 90’ road base system. Today the SwAF consists of two fighter wings, one training wing and a few temporary frontline bases. To put this into perspective, during the ‘Cold War’ era the SwAF was regarded as the fourth-strongest air force in the world with 17 active wings and about a thousand aircraft at its disposal. Sweden is a big country with a long coastline to police and is strategically located between NATO and the Russian Federation. With the two fighter wings remaining, approximately 680 miles (1,100km) apart, the SwAF needed an aircraft with better reach and load capability. As a result, Saab built a demonstrator aircraft (39-7, former JAS 39B s/n 39803) to use as a test platform – for a new engine, avionics, sensor systems and landing gear – that would become the Gripen NG (next generation), which has been flying since 2008. The Gripen NG has since been designated Gripen E and F. Finding partners to spread development costs was vital for any project of this magnitude and such liaison was more or less a condition for the Swedish Government to give a go-ahead on the project. In August 2012 it signed a partnership contract with Switzerland and announced that 40 to 60 aircraft would be ordered to enter service

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in 2023 in the SwAF. Even though political negotiations are ongoing in Switzerland and no contract has been signed for any aircraft, the Swedish Government was confident enough that Switzerland would in fact buy Gripen that it ordered Saab to continue with the development of the Gripen NG. An initial research and development contract worth SEK 2.5 billion (£254 million), signed in February 2013, was followed by a second development order worth SEK 10.7 billion (£1 billion). Then, on December 18, the FMV received a SEK 16.4bn serial production order to convert 60 Gripen ’Cs to Gripen ’Es between 2013 and 2026, with initial deliveries in 2018. Gripen A South African Air Force pilot climbs into his jet during Lion Effort 2012.

NG is the only new jet fighter development project currently running in Western Europe. So what is Gripen E and what is expected from it? AFM visited the Saab development facility in Linköping to get an idea. Björn Johansson, the chief engineer on the Gripen E/F project, is a former fighter pilot and flying engineer with more than 30 years’ service in the SwAF flying the Draken, Viggen and Gripen. He is also a USAF Test Pilot School graduate and has more than 16 years of flight testing experience and was the first pilot to log more than 1,000 flight hours on the JAS 39. He said that when the SwAF looked at potential future threats

it came up with a list of requirements for a new aircraft, including the need for extended range; an increased weapons payload and more hardpoints; a MIL-STD 1760E Class 2 weapon pylon interface and further adaptation to modern standards; an upgraded sensor suite with active electronicallyscanned array (AESA) radar; improved communication and fighter link including satellite communications (SATCOM); an improved EW capability; a quick software-update capability; and a low life-cycle cost. He added: “An obvious conclusion is, of course, that extended range and increased payload will require more fuel, which as a consequence will result in a bigger and heavier aircraft and the need for a more powerful engine – this was our starting point.” Mr Johansson admitted a choice had to be made between a completely new design or developing the Gripen system. “The first thing we did was to find an engine that could do the job. It had to be powerful enough, cost effective, reliable and fit in our existing airframe with reasonable modifications. We basically had two choices – the GE F414-400 or a modified RM 12. The choice fell on the F414, an existing and wellproven engine [2.5 million-plus hours] with many of the safety features that were required on the RM 12 already implemented in the basic design. It has more thrust and approximately the same builtin centre of gravity [CoG] as the RM 12 in a similarly sized package. Some initial modifications were made to adapt it to the airframe. “We will optimise this engine for single-engine use as we did

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Cobra for the Griffin One of the most interesting systems to be used with the modern Gripen is the BAE Cobra helmet-mounted display (HMD). It derives from the technology used in the Eurofighter Typhoon Striker HMD system, with the addition of a Gripen-specific symbology set, and connects the pilot intimately with the aircraft, further improving the HMI. It is fully integrated with the Gripen’s avionics system and manages the different weapon and sensor systems via the MIL-STD 1553B digital data bus. The helmet itself is a two-shell design. The outer part is the platform for the display and optical parts and includes a pair of fully overlapped CRTs giving a 40° field of view – and can display either raster (bitmap) or vector-generated graphics. The outer helmet also includes infrared LEDs for tracking while the inner shell, custom fitted by laser scan to the pilot’s head, contains communication equipment and a tailored oxygen mask and mounting points to ensure a perfect fit. Sensor information is presented directly on the visor in front of the pilot’s eyes and multiple targets can be followed, selected, locked onto and fired on. Because the pilot has all the relevant information in front of his eyes, he can keep his head up at all times without having to look at the head-down displays. The helmet’s position in relation to the aircraft is tracked using a Carl Zeiss Optronics (now Cassidian-owned) electrooptical tracking system comprising three complementary metal-oxidesemiconductor tracking sensors. The information picked up by the aircraft’s radar and other sensors

Swedish Air Force new generation Gripen fighters will be equipped with the latest version of a helmet mounted display (HMD) system. The order from FMV, Sweden´s Defence Material Administration is worth SEK 345 million ($US 54 million). Saab

can therefore be presented in the direction the pilot is pointing his head, which means he can see and fire at targets in any direction the sensors detect them, even if it is through the cockpit side wall, underneath the aircraft or behind it. The system is controlled by head and eye motion, which makes it very fast and precise. The HMD is of most use in close up, within visual range (WVR) combat, when used with the sophisticated IRIS-T shortrange missile. Helmets similar to these have been in use in helicopters for years, but in a jet fighter the displays have to be quicker and carry more information. As the helmet is a part of a fighter pilot’s safety gear it has to be perfectly balanced as well as protect his head. It must also be able to handle high ‘g’ forces, protect the wearer during an ejection and provide protection from shrapnel or from a blow to the head sustained, for example, during a parachute landing. The project, which started in 2003, has been long and challenging, but the Cobra HMD system is now mature and approved for use in Gripen.

with the F404, but in this case the changes will be confined to the redundancy requirements of the control and ignition systems. The engine itself does not require any major modifications to meet our standards. With the improvements and the optimisation of FADEC to get the engine to perform according to our needs, it will have the designation F414G. “We adapted the fuselage to install the new engine – the landing gear was moved outwards to make room for more internal fuel [almost 50% more] and extra fuselage pylons. These major changes would affect the weight and aerodynamics. This was step one to see if it was at all possible to use Gripen as a basis for the new aircraft. We flew it and relatively soon saw that what we had to pay in terms of drag and weight was acceptable and we could move on to test new avionics and sensors. “The most important feature in the modified avionics system was that we separated flight-critical and mission-related applications by the use of layers within the ARINC 653 specification. This simplifies and speeds up the complex validation process necessary for each change or update of the software; an extremely valuable asset in a modern world where changes tend to happen more and more quickly. “We’re also working intimately with the customer on improving the HMI. At first sight the panels and displays look very similar to the existing ’C-model cockpit, but the changes appear when the system is up and running.

The new avionics and sensors give the pilot more, and better, information to work with, and our ambition is that it will also be easier for the pilot to handle all the tools he has to choose from the toolbox. The pilot will tell the system what he wants to see – for instance, ‘low flying target over sea’ – and the system will select the sensor best suited for that purpose. The pilot will not have to decide if, for example, the IRST or LDP is the best choice at any given moment: the system will do it for him. It will also be easier for the pilot to work with and handle the displays. He may want to have an overview on one screen and a detail enlargement on another. We call it presentation customisation. “An AESA radar is of course an essential component in a modern sensor suite. Besides the stateof-the-art detection and tracking performance, this kind of radar can also be a part of the communications and datalink system. AESA will for sure make Gripen a better multirole performer. We had certain performance requirements but we wanted – or needed – that performance in a radar unit that we could mount in our existing airframe without redesigning the aerodynamic shape of the radome. “Our choice was the Selex Galileo Raven ES-05. Selex Galileo’s swashplate design with very good field of view [+/-105°] and the implementation of air-to-air and air-to-ground modes was first tested in a prototype, Raven 1000P. We mounted it for in-flight evaluation in the 39-7 airframe back in 2010 and were satisfied

“The first thing we did was to find an engine that could do the job. It had to be powerful enough, cost effective, reliable and fit in our existing airframe with reasonable modifications”

Czech JAS 39C 9245 from 211th Tactical Sqn was painted in this macabre colour scheme before attending the 2011 NATO Tiger Meet at Volkel AB, the Netherlands. Saab

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AIRCRAFT PROFILE SAAB JAS 39 GRIPEN

South Africa owns nine JAS 39Ds. A ‘false cockpit’, intended to confuse enemy pilots in air-to-air combat, can just be seen painted under the front fuselage. Frans Dely/Saab

with the results. Some small modifications to the basic design have been made, but it’s more or less COTS [commercial off-theshelf] and since the summer of 2012 we’ve been flying with the pre-production ES-05 installed. “We’ve also installed an infrared search and track [IRST] unit, Selex Galileo’s Skyward-G, for flight testing. To implement this kind of radar is not only a matter of physical size, it also affects the CoG as it requires liquid cooling, which places a lot of weight further forward compared to its predecessor, the PS-05. This would not have been possible without the enlargement of the airframe structure to accommodate the new fuel tank. “The combination of all the changes we needed to do proved successful and we managed to incorporate them in the existing ’C and ’D airframe while maintaining the balance and flight characteristics. At this stage we can say that using the foundation of Gripen ’C and ’D gave us the most costeffective and fastest way to achieve the specification set by the SwAF.” Captain ‘Tank’ is one of the test pilots to fly the test aircraft, 39-7. He has been a SwAF fighter pilot since 1998 and has approximately 1,600 hours in his log. “I have only tested 39-7 in the light fighter configuration. The immediate impression is

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“We adapted the fuselage to install the new engine – the landing gear was moved outwards to make room for more internal fuel [almost 50% more] and extra fuselage pylons” that the new engine obviously Switzerland – has more power. You can really first NG nation? feel the engine kick in at take-off even ‘dry’, without afterburner. Acceleration has improved and so has the climb performance. From the test flights I have done I can also confirm that the aircraft can super-cruise with the new engine [supercruise is supersonic flight without using afterburner]. Otherwise the flight characteristics are just like a standard ’C/D, at least with a light load. I can’t feel any dramatic difference, despite the greater wingspan.”

In September 2013 the two chambers of the Swiss Parliament, Nationalrat and Ständerat, voted ‘yes’ to go ahead with the procurement of 22 Gripen NGs. However, Switzerland practises one of the most diligent forms of democracy in the world, which means the political process is still pending. The naysayers in the country don’t want an air force at all, and they certainly don’t want to invest even more money on expensive new fighters. On January 29, 2014 the

Swiss government announced that a referendum on the Gripen purchase will be held on May 18, 2014 after opponents submitted more than 65,000 valid signatures to the authorities, which under the Swiss system of direct democracy is enough to force a referendum. Polls show that a majority of voters are against buying Gripen which would cost 3.13 billion Swiss francs ($3.47 billion). Either way, Switzerland is preparing for the Gripen and has had two pilots trained to basic level at the Gripencentrum in Sweden, plus another two who will achieve instructor status.

The (possible) future Eddy de la Motte, former head of Gripen Export, gave AFM his

Swedish Gripens have an anti-shipping role.

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analysis of the market situation and how the Saab portfolio fits in. “The go-ahead for Gripen E doesn’t mean the present version all of a sudden gets old and outdated – on the contrary,” he said. “The development we’re doing with the upcoming ’E will be offered as upgrade kits where it is applicable. To stay modern and continue to be a team-player within the system, as [it is] today, JAS 39 ’C and ’D will have to be upgradable on a regular basis. To do so, we must keep track of the competition and technical developments and keep avionics, sensors and EW up-to-date. It’s also technically possible to update the radar and engine, but it’s not a relevant alternative since it will require pretty much the same structural changes we did on the demonstrator aircraft, which will be very expensive. “We’re also looking into new options and possibilities we can offer if there’s an interest on the market. Optionally-Manned Gripen is, for instance, very much a realistic possibility. I can see many scenarios where such a solution will make sense, such as relocation or operations in distant or contaminated zones. The weight occupied by the pilot, seat and other systems can instead be used for fuel or other loads. Without a limiting human being in the aircraft we can also push the limits for manoeuvrability. We have the necessary unmanned aerial vehicle technology from products like Skeldar and the Filur unmanned combat air vehicle plus senseand-avoid systems, which can relatively easily be implemented in the existing aircraft design. We will wait and see what the market says. “Sea Gripen is another example of a realisable development step if customers request it. We can see that negative economic development in the world, with shrinking defence budgets, is driving operators to

Technicians loading a GBU-12 practice bomb (with Swedish markings) during Red Flag 08-3. Emil Lindberg

The Gripen Centre F 7 wing in Såtenäs was commissioned by the SwAF and the Swedish Government to establish a training centre for all Gripen pilots and technicians. The Gripencentrum was founded on June 9, 1996, and since then around eight Swedish pilots each year have passed through its doors. In more recent times they have been joined by foreign jet jockeys. All technicians begin their training in Halmstad at the Armed Forces’

Technical School (Försvarsmaktens Tekniska Skola, FMTS). The Swedes then move to one of their fighter wings to finish training – but those from other countries continue to F 7 for the corresponding hands-on practical training on the operational aircraft at the centre. Two Gripen squadrons make up F 7 wing. The 2nd Squadron trains SwAF pilots while personnel from overseas are assigned to the 1st Squadron: so far, pilots from the Czech, Hungarian

and Thai air forces have gone through its basic training course. An initial six months of conversion training to gain familiarity with the Gripen is followed by the first phase of combat readiness training, where pilots begin to learn the tactical features of the system. Each student, or customer, then decides whether to continue to a higher level (eg instructor) at the Swedish training centre or to finish on home ground.

revaluate their options. It’s become clear for many nations that their defence tasks have to be carried through with less money. “A new fighter system is a big investment for any nation and today the customers need ‘more for less’. Denmark and Canada are examples of such nations. It’s not clear what they will choose in the end, but we’re confident that our product fits very well with that way of thinking. “The fact that our existing customers in Europe, Asia and Africa are satisfied with Gripen, and are prolonging and extending contracts, is sending positive signals to other potential customers in these regions. Gripen is definitely on the list when Slovakia and Malaysia are looking to buy new fighters. In

Europe, Denmark is looking at the alternatives again and will probably make a decision in 2015. Finland and Belgium are also interesting to us. Croatia, Portugal and Greece are other small nations with tight budgets that we’re keeping an eye on for the future. “South America is a new market sector for us and it is no secret that Brazil is the key to that market. The region is big and we have seen some interest from other nations as well; Chile, Peru and Mexico.” Mr de la Motte will have been delighted to hear the announcement made on December 18 by Brazil’s President Dilma Rousseff that Gripen NG was the winner of the county’s FX-2 fighter replacement programme. The jet beat Boeing’s Super Hornet and Dassault’s Rafale. Speaking at a

press conference after the official announcement, Brazilian defence minister Celso Amorim and General Juniti Saito, the air force’s chief of staff, said the fighters will be delivered in four years. The total cost of the deal will be $4.5 billion. “The choice took into account performance, technology transfer and cost, not only for acquisition but also for maintenance. The decision was based on the best balance of those factors,” Amorim said. The four-year delivery time frame seems optimistic. AFM spoke to Saab the day after the announcement and the official line was that, because no contracts had been signed, all options were available, including Brazil receiving a number of earlier Gripens as stopgaps until Gripen afm NG becomes available.

Right: The first wave of Swedish Air Force Gripens about to depart their home base at Ronneby en route to Sigonella on Sicily to take part in operations over Libya in 2011.

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USAF Test Pilot School

Edwards USAF Test Pilot School

O

f all the operations at Edwards Air Force Base (AFB) in California, the US Air Force Test Pilot School (USAF TPS) is easily the most famous and garners the lion’s share of attention from outsiders and visitors. The rich legacy established by legendary test pilots such as Chuck Yeager was made famous by Tom Wolfe in his 1979 book The Right Stuff. Highlighting the early post-Second World War days of the USAF test pilots, and the beginning of the US space programme, the book focuses on those that passed through the TPS. The school has a defined mission to ‘produce highly-adaptive, critical-thinking flight test profes-

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sionals to lead and conduct full-spectrum test and evaluation of aerospace weapons systems’. For pilots, navigators and engineers, the pace is brutal – during a gruelling 48-week graduate level programme students are exposed to nearly twoand-a-half years’ worth of academic work, resulting in a Master of Sciences in Flight Test Engineering. Half of the students’ day will comprise academic studies and the rest will focus on preparing to fly, flying or reporting on a flight. But, just as important as the flying, students learn to work as part of a team as, on graduating, they will populate the Combined Test Forces. Here flight crew, engi-

Gary Wetzel goes behind the scenes of a famous military training institution

Right: In April 2013 six students from the USAF TPS helped the Air Force Research Laboratory and Lockheed Martin refine the Automatic Air Collision Avoidance System under the Have Posit II programme. It was scheduled for initial testing with the 416th Flight Test Squadron in January 2014. US Air Force/Christian Turner

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TPS history The TPS began life on September 9, 1944, as the Air Technical Command Fight Test Training, flying AT-6 Texans at Wright Field, Ohio. After several moves and name changes, the school was based at Patterson Field in 1946 under the control of Col Albert Boyd, known as the ‘Father of Modern Flight Testing’, and who, from 1947 to 1957, flew and approved each aircraft type purchased by the air force. As air traffic congestion and bad weather prevented timely graduation and flight testing in western Ohio, Col Boyd sought to move much of USAF flight testing to the west coast at Muroc AFB. On February 4, 1951, the school transferred officially to Muroc, the newly-named Edwards AFB, taking advantage of great flying

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weather, uncongested airspace, long runways and the dry lake beds. Between 1961 and 1972 the school added the Aerospace Research Pilot course, expanding the school’s role to include astronaut training for armed forces’ test pilots. Thirty-seven TPS graduates have been selected for the US space programme so far and 26 have earned astronaut’s wings by flying the X-15, Gemini, Apollo, and Space Shuttle programmes. In 1973 the Flight Test Engineer section of the course was added and four years later the Flight Test Navigator. In 2008 the TPS added Master of Science in Flight Test Engineering and in 2011 the Remotely Piloted Aircraft (RPA) course to address the need for flight test professionals to test and evaluate new RPAs.

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USAF TEST PILOT SCHOOL

Above: In addition to the T-38, the other fast jet used by the school at Edwards is the Lockheed Martin F-16. Gary Wetzel

neers and civilian contractors work towards the single goal of producing the best weapons system. Commander of the TPS is Col Lawrence M ‘Lars’ Hoffman, a 1997 graduate of the pilot school, who took over in August 2012. He has more than 4,500 flight hours in over 40 aircraft types, including the U-2S Dragon Lady which was his last assignment as the 9th Reconnaissance Wing’s Operations Group commander. Interestingly Col Hoffman is ‘second generation’ TPS, as his father was a test pilot at Edwards in the 1970s. It was visiting dad at work that led him to pursue a career flying aircraft in the USAF. “We develop, test and evaluate here at Edwards,” Col Hoffman explained. “Then we get that aircraft or system to the warfighter, delivering new capabilities. There are about 12,000 people at Edwards working on hundreds of different projects. We need to have the right people to do all of that, and that is the mission of TPS - to find those people. The pilots, the flight test engineers, and the CSOs [combat systems officers], which include navigators, electronic warfare officers [EWO] and weapons systems officers [WSO]. That is why we are here. We train flight test professionals who will go down the street, down to Eglin, Arnold and to places we can’t even talk about, to test the latest and greatest modified, and new, aerospace vehicles to support the operational air force.” The TPS is assigned as a ‘strategic level mission’ by the USAF, affording it priority so it can deliver the flight test professionals who will go out and evaluate new or modified aircraft and make the tough calls regarding meeting specifications and, if they are not met, what needs to be done to achieve them. About 150 people make up the TPS, roughly the size of a typical US Air Force squadron. Two classes of 20 to 24 students, overlapping by six 70

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Not just the air force

Above: The Have Posit II USAF TPS test team, from left to right, Maj Brent Ritzke, Capt Benjamin Karlow, Capt Juan Jurado, Capt Michael Pacini, Maj James Hayes III, Capt Joshua Hall and Bill Gray. US Air Force/Christian Turner

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months, are typically held each year with instructors brought in from the Air Force Academy and recognised experts, in areas such as propulsion or hypersonic flight, also lecturing. Performance and flying qualities are studied in exhaustive detail to prevent any surprises during flight testing. “We want them to continue to learn, everyday,” Col Hoffman said, “so that you don’t get surprised out there and you do not have an aircraft do something you did not expect it to do. That is one reason flight test is a lot safer today than it was in the 1940s, ’50s and ’60s when we were losing good people. Today we are much, much safer, but we are flying such high performance aircraft that we still get surprised once in a while. We teach them to predict a lot of what they will see in flight and we can predict so much of that through modelling and simulators, before we actually go out and fly the mission.”

Remotely Piloted Aircraft (RPA)

The biggest change to the TPS in recent years has been the complexity of the systems being evaluated, the introduction of RPAs to the curriculum, infusing cyber and space throughout the course and encouraging collaboration with outside organisations. “TPS has evolved since 1944, and our recent launch of an RPA test track is part of that evolution. It is a growing component of the air force and we understand the need to have people with more specific RPA skills and experience to go out and test current and future RPA, large and small,” explained Col Hoffman. “As aerospace weapons systems have evolved, cyber and space has become fully integrated and, as flight test professionals, we need to be intimate with how they work. The F-35 has more than 20 million lines of [software] code – if www.airforcesdaily.com

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someone is messing with the 1s and 0s you need to be able to test to make sure that it is robust enough to resist intrusions. Now all aircraft and weapons interact with space – GPS, datalinks, comm links and weather, especially RPAs. If someone is flying a Predator or Reaper in combat near sensitive borders, there are all sorts of weird things that can go wrong and a lot of that is controlled via space. We need to teach them to think holistically, to see beyond the aircraft they see sitting on the ramp. Well beyond that, to all the other pieces, parts and elements of that weapons system – its total capability.”

Becoming the best of the best

Being accepted into the TPS is no easy task and most students will have applied several times before being accepted. Pilots, RPA and CSO candidates must have less than nine-and-a-half years’ service time and engineers less than eight years. All candidates must have a higher than 3.0 grade point average and a Bachelor of Science in engineering, maths or physics. “Right now,” Col Hoffman said, “I have three students who graduated number one at the Air Force Academy. That is the calibre of student we are bringing here right now. It can be a little intimidating in the class room or up in the air as they ask really tough questions, but that keeps us sharp too. We are able to bring the students here and put the sharp edge on to their experiences and that allows them to go out and test at the leading edge. “We always have more applications than we need, so we can be selective. The engineers are picked primarily from military records, academic credentials and nomination letters from their commands. For the pilots, there is a selection board that reviews applications, and then we bring them out here to

“Today we are much, much safer, but we are flying such high performance aircraft that we still get surprised once in a while. We teach them to predict a lot of what they will see in flight and we can predict so much of that through modelling and simulators, before we actually go out and fly the mission”

Col Lawrence M Hoffman, Commandant USAF TPS, cuts the ribbon after completion of the first classroom renovation at the school in 15 years in October 2012, which give students the necessary resources to better prepare them for their futures in test and development. US Air Force/Laura Mowry

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USAF TEST PILOT SCHOOL

VISTA

The F-16 VISTA flies over the Sierra Mountains just south of Mount Whitney. USAF TPS students can learn the flying characteristics of a variety of aircraft using this modified Viper’s fly-by-wire control system. US Air Force/Bobbi Zapka

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Edwards for a week for interviews and three check rides. During the interviews we want to know that the prospective student knows what they are getting themselves into. Are they passionate about flight test? Are they aware that they will be stepping away from the traditional career path? We also ask them if their wife knows they are here at Edwards and whether she knows what it looks like. Edwards does kind of grow on you after a while, but for a lot of the families it is a shock [due to its remote location]. “We fly them on three flights – a T-38, C-12 and a glider ride. Most will have had T-38 experience, some will have prop experience, and some will have glider experience, but there are very few people who have experience in all three. We give them a mini-flight test profile, have them fly unfamiliar manoeuvres and expose them to basic flight test techniques. We are then able to see how they adapt, as we know they are not going to be perfect. It is all about how they adapt and overcome, taking them out of their comfort zones and seeing how they respond. They fly with our top instructor pilots (IP) who will give the assessments. After that week of flights we can see who is sorted out. The selection process provides us with the ability to choose the right students as the attrition rate is almost non-existent.” The typical career path for a TPS graduate will take them to a dedicated test tour for several years then the option to return to the school as faculty or a staff tour, followed by leadership within a flight test squadron. There have been just over 2,800 graduates since the school began, producing 109 general officers and 62 of NASA’s 272 astronauts. In all, 332 international students have also graduated from the TPS, with Canada and Italy having the most. Exchange agreements exist with the US Navy TPS, Empire TPS in England and the French test pilot school. “The curriculum is based on the needs of the test community, which is primarily Edwards, Eglin, Arnold and a classified location,” explained Col Hoffman. We ask for their needs and what they expect their requirements to be for the next two years. Then we go after those, both in the curriculum and the mix of pilots and engineers, fighters and heavy aircraft and now RPA.” Four tracks make up the current 48-week TPS curriculum; experimental test pilot, experimental test RPA pilot, experimental test CSO and flight test engineer. The course is broken into four phases – performance, systems, flying qualities and test management – totalling 2,500 graduate academic

The Beechcraft C-12 Huron is used for students to get necessary propeller-powered aircraft experience. Gary Wetzel

hours, 21 scored tests, 85 flights or airborne laboratories and 38 graded reports. One of the most important phases is test management. During the Test Management Projects (TMP) students learn end-to-end real world flight test opportunities. The latest theories and flight test techniques help the students plan, provision, do safety and technical reviews, develop and execute a test plan and write an exhaustive report on the project.

“Every single day here you are going to be challenged with something new, so you had better get over it” TPS aircraft

The bulk of flying by the TPS students is in Edwardsbased aircraft such as the Lockheed Martin F-16 Viper, Northrop T-38 Talon and Beechcraft C-12 Huron, along with externally-based air force platforms. Other aircraft involved in the curriculum include the NF-16D VISTA, LearJet with CalSpan Corporation, Extra 300, MiG-15, Alpha Jet, HU-16 Albatross and ASK-21 glider. The TPS averages between 70 and 100 sorties a week, roughly one third of flying at Edwards AFB. The variety of aircraft is necessary to provide ample opportunity to evaluate different types. “Some of the aircraft we fly are here, but others are brought in for the purpose of qualitative evaluation and broadening,” said Col Hoffman. When aircraft such as the MiG or Alpha Jet are brought in the student, along with an IP or the owner of the aircraft, will do a one-flight evaluation of the performance of the flying and handling qualities and the systems and then write a short report afterward. “The reason we bring these aircraft in and only give the students one flight is that they may find themselves on a project or programme where they may only get one look, one shot, at a particular aircraft. It is overwhelming at first, but by the end of the year the students get

really good at it,” said Col Hoffman. The qualitative evaluation programme supports the curriculum, providing single-look opportunities that build a broad foundation of experience for the TPS student. Through these, the TPS IPs are able to evaluate accurately the student’s ability to plan, execute and report on an unfamiliar flight test experience. The dozen or so flights the student will have within the qualitative evaluation phase builds confidence in their own ability to handle new flight test situations in a purposeful manner. “We are always searching for something new, expanding the spectrum of their experience. In fact, just recently a group of our students went down to Long Beach to do an evaluation of the Goodyear blimp. They go from a high-performance fighter one day to the blimp – it is definitely a change! Another great aircraft is the HU-16 Albatross, and they have a check ride in that one. Pilots and engineers have to put together a flight plan as a team. Then they go out and evaluate it for the mission it was designed for, search and rescue. They fly up to Lake Mead, do a water landing and take off and return to Edwards, evaluating the airplane the entire time.”

Being the best of the best

“No one in flight testing should get comfortable with yesterday, as tomorrow can change everything,” Col Hoffman says. “A lot can go back to the first week when the prospective student pilots are here and the immediate lessons they learn. They are humbled a bit, and after those three flights they see themselves struggling. Whereas before they have been the best of the best within their squadrons and they come here and are just frustrated. How do they deal with that? Well, guess what? Every single day here you are going to be challenged with something new, so you had better get over it. I have had days where I got back from a flight and threw down my checklist. ‘Does it have to be this difficult?’ But, it makes you better. You have to learn from it, have that kind of attitude. ‘I have just been made better.’ Learn from it, go out afm tomorrow and do better.”

Edwards’ fleet of T-38 Talons is used intensively by the TPS students. T-38A 68-8154 was one of the last two Edwards-based 'A models to retire, on September 20, 2013. Gary Wetzel

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FORCE REPORT TURKISH AIR FORCE

Turkish Delight Turkey has one of the world’s largest air forces, a legacy of being NATO’s eastern bulwark against the Soviet Union and also a consequence of its problematical relationship with Greece. Dr Dave Sloggett, together with AFM’s Jerry Gunner outline its tactics and strategy and the equipment used to carry them out

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Right: Like its neighbour Greece, Turkey has upgraded its Phantoms with new avionics and other systems. Once converted the jets are known as F-4E-2020 Terminators. Derek Bower

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04/02/2014 14:59

Branch: Turkish Air Force Role: Air Superiority, Strike Ops, Aerial Surveillance, Troop Transport

T

hroughout the Cold War Turkey was one of the frontier states that lived close up and personal to the Soviet Union. The country’s location made it a strategically important member of NATO, which it joined in 1952, providing a catalyst for the development of its armed forces. Not only did Turkey guard the hugely important Bosporus Straits, it also provided the launch pad from which NATO missiles and aircraft could be directed around the southern flank of the Soviet defences. This complicated the Kremlin’s planning for any push through the Fulda Gap into what was then West Germany. The long-standing enmities that exist between Turkey and Greece, over issues such as Cyprus and the disputed ownership of islands in the Aegean Sea, made the issue of NATO membership of both countries difficult. In

1974 these tensions spilled over and Turkish armed forces, supported by the Turkish Air Force (Türk Hava Kuvvetleri - TURAF), landed on Cyprus. Since then the airspace over Northern Cyprus has been added to the air force’s area of responsibility. In 1987 and 1996 heightened tensions in the Aegean nearly led to war between Turkey and Greece. On December 23, Greek guidance radar for long-range Patriot surface-to-air missiles locked on a flight of four Turkish F-4E Terminator jets in international airspace over the Aegean Sea and then, in mid-January, again over the Aegean, Greek fighters ‘harassed’ a Turkish CN235 surveillance aircraft. It too was locked on to by Greek air defence radar. According to the

Above: The TURAF has painted CN235, C-160D and C-130E aircraft in Turkish Stars markings to support the aerobatic display team when it travels to air shows. Adam Duffield

Turkish Armed Forces (TSK) the December incident was the first time Greece had locked such radar systems on to its aircraft. With the end of the Cold War the threat from Russia and its satellites has receded significantly and Greece’s economic problems are having a knock-on effect on its military capability. That said, the Hellenic Air Force still conducts routine operations designed to probe the effectiveness of Turkish air defence systems. In May 2006 a Turkish F-16 fighter collided with a Greek Viper during a mock engagement near the island of Karpathos, the Greek pilot died

as a result of the incident. Although political tensions with Greece remain, the geostrategic situation for Turkey is now very different - it has to contend with instability in Syria on its southern border and the issue of Kurdish resistance fighters in Iraq to the east. The eastern element has an additional wider security overlay associated with smuggling routes in the area. Drugs from Afghanistan and nuclear material stolen from various locations in the Caucasus are major concerns, as are people smuggling routes. The Russian invasion of South

‘The long-standing enmities that exist between Turkey and Greece, over issues such as Cyprus and the disputed ownership of islands in the Aegean Sea, made the issue of NATO membership of both countries difficult’

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FORCE REPORT TURKISH AIR FORCE Ossetia provided a timely reminder of the wider instability that exists in the region and the continuing importance of the Black Sea. The region has several major oil pipelines running through it and the Bosporus is an important maritime choke point. While some NATO countries have sought to realise a peace dividend from the end of the Cold War, the geo-strategic situation in which Turkey finds itself makes any similar moves almost impossible. The country’s plans for significant investment in the F-35 programme, alongside its efforts to modernise the F-4 Phantom fleet and upgrade its F-16s, all point to the dynamic nature of the security environment in which Turkey now operates. The F-16 fleet has been especially busy conducting operations against the Kurdistan Workers’ Party (Partiya Karkerên Kurdistan - PKK) over Northern Iraq, with incursions and attacks being noted in open source reporting on a weekly basis. Such is the skill base that the TURAF has accumulated operating the F-16 that it now provides training to a number of other countries’ air forces. Konya air base, and its surrounds, cover more than 77 square miles (200km2) and offers state-of-the-art training for air-to-air and air-to-ground sorties. Pilots from Pakistan, Jordan, the United Arab Emirates and many other nations already train at the facility during the annual Exercise Anatolian Eagle.

Syrian Tensions

Relations with Syria have never really been harmonious. They had become strained over major irrigation projects in Turkey that affected river flows downstream, leading some commentators to suggest that Turkey and Syria might go to war over water resources. Turkey had been

Above: Until the Joint Strike Fighter enters service the Block 50+ F-16s are the newest fighters flying with the TURAF. This one is carrying both LANTIRN and AN/AQ-33 Sniper pods. Thomas Urbild Below: This Block 50 F-16C is flown by 192 Filo from Balikesir.

close to Israel from a military standpoint, a situation that changed dramatically in May 2010 after Israeli commandoes boarded a Turkish-owned ship, the Mavi Marmara, carrying aid into Gaza in defiance of an Israeli blockade. Diplomatic relations between Turkey and Israel have been frosty since. The loss of a TURAF RF-4ETM in June 2012, while on a mission close to Syria, demonstrated starkly the changing nature of

the threat environment. What exactly the aircraft was doing at the time is still subject to speculation. That it was shot down by Syrian air defences is not. The incident resulted in widespread condemnation of the Syrian regime and a debate about NATO’s Article V obligations to Turkey. Article V mandates that an attack on one NATO member is treated as an attack on the organisation as a whole, also known as collective defence.

Reports of Syrian jets mounting operations in the vicinity of the Turkish border highlighted the delicate nature of the situation in the region. With Turkey hosting an estimated 200,000 Syrian refugees, some of whom are accused of criss-crossing the border in support of rebel forces, the potential for a clash between Turkish and Syrian jets is still high. The whole border area is awaiting a catalyst – any attempt to enforce a no-fly zone to protect Syrian cities such as Aleppo would lead inevitably to Turkish air bases being used in what would be a repeat of the military operations conducted over Iraq in the 1990s under the name Operation Northern Watch. That could bring the threat of retaliation from the Syrians. The TURAF has also been engaged in a number of NATO operations including Operation Deny Flight over the Balkans between April 1993 and December 1995, Operations Provide Comfort in 1991, Deliberate Force in 1995 and Allied Force in 1999, as well as deploying a C-130 to Darfur to support the African Union mission there. In 2006 four F-16s took on the role of providing NATO’s Baltic Air Policing operation. Six

Right: Block 50 F-16s taxi out for a training mission. Dirk Jan de Ridder

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04/02/2014 15:26

Branch: Turkish Air Force Role: Air Superiority, Strike Ops, Aerial Surveillance, Troop Transport

Turkish Phantoms are in the twilight of their career. TURAF

more Vipers deployed in support of NATO’s Operation Unified Protector over Libya in 2011. With all of these claims on its time, some might think that the TURAF already has enough threats to address, but this would be to ignore the potential problem of Iran and the fallout from any Israeli and/or United States attack against Iranian nuclear facilities. The Turkish government is acutely aware of the threat it faces from Iranian ballistic missiles. Turkey also hosts a small number of NATO nuclear weapons that may be subject to a pre-emptive attack by an enemy. Should the current difficult political situation break out into full-scale war the TURAF could quickly become embroiled on yet another front - in this case its priority task would be to locate and destroy mobile Iranian missile systems that might threaten Turkish air bases. The Iranian ballistic missile capability casts a long shadow over Turkey and explains why it is so keen to become part of a NATO theatre missile defence programme. Turkey has begun to invest in unmanned aircraft, such as the Israeli Aircraft Industries (IAI) Heron and Searcher as well as home-produced systems, which would be at the forefront of any effort directed at locating Iran’s missile systems. More recently the nation has started to explore its strategic position as a bridge between the west and the east. Its air defence exercises with China in 2010 were an indication of a growing self-confidence about its ability to operate both within and outside NATO structures.

for senior officers in the TURAF to consider some re-alignment of its basing options. No open source reporting exists that suggests such a move has been contemplated - the TURAF has resisted the temptation to re-align its air bases towards the new threats. With just over 60,000 personnel, approximately half being conscripts, the TURAF is one of the largest air forces in NATO. Its primary duty is to establish and maintain air superiority across Turkish air space while also being able to penetrate deep into enemy territory and conduct strike operations. The TURAF fleet of nearly 250 Lockheed Martin F-16 Fighting Falcons provides this capability. Turkish Air Force training is carried out at a number of places. Initial screening of prospective pilots is done by 5 Filo, based at Yesilköy the military part of Istanbul/Atatürk international airport, on Hava Harp Okulu’s (HvHO – military flight school) Cessna T-41D Mescaleros. Because of the congested airspace around Istanbul most of the flying is conducted from Yalova air base on the other side of the Bosporus. Successful students proceed to

the SIAI-Marchetti SF-260Ds of 123 Bas¸  langıç Eg    ˘ itim Filosu (initial flying training squadron) at IzmirKakliç, just a few miles to the west of Çigli. From there, students progress to the 2nd Training Wing (2nci JÜUO) at Izmir/Çigli where the 122 Temel Eg     ˘ itim Filosu (basic training squadron) uses 40 KAI KT-1T Woong Bees. Those selected for fighters remain at Çigli to fly Northrop T-38A Talons and a locally-upgraded version known as the T-38M Ari (Bee) with 121 Tekamül Filos (advanced training squadron). Those slated for rotary or other fixed-wing types progress directly to operational conversion units (OCU). The TURAF’s purchase of four Boeing 737-700 Airborne Early Warning and Control (AEW&C) ‘Peace Eagle’ aircraft is designed to complement the existing radar systems that were deployed originally as part of the NATO Air Defence Ground Environment (NADGE) during the Cold War. The AEW&C aircraft, the first two of which were delivered in March 2012 to 131 Filo, part of 3ncu AJEÜ / 3rd Main Jet Base Command at Konya air base towards the south-centre of the country, provide the maximum

flexibility with respect to their likely operational areas. As they come into service they will be able to work out to the south west, monitoring any Greek incursion towards Turkey, while also covering the Syrian and Iraqi borders. The AEW&C aircraft will provide an important part of Turkey’s ability to maintain air superiority in its airspace whilst its F-16 and air tanker fleets allow it to mount deep strike operations. In the Cold War that would have meant flying deep into the Soviet Union to strike at air bases and missile facilities that threatened Turkish ones. Turkey’s F-16s – at the last count 243 of them survive from 270 delivered – comprise a mixture of sub variants tailored to specific missions. Turkey is one of five countries to produce the type under licence. The jets are built by TUSAS¸ (Türk Havacılık ve Uzay Sanayii AS¸ ) or Turkish Aircraft Industries (TAI), which also produces many other aircraft for Turkey and other nations. The technology transfer necessary to build the machines was one of the incentives for the Turkish Government to buy the type. Under the terms of Peace Onyx I,

TURAF order of battle

Given the change in polarity of the threat it would be quite natural

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Above: Some RF-4E Phantom IIs have been upgraded under ‘Project Is˛ık’. This example is assigned to 113 Filo at Eskis˛ehir. Rich Pittman

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FORCE REPORT TURKISH AIR FORCE the Foreign Military Sales (FMS) deal by which the first 136 F-16Cs and 24 F-16Ds were ordered in 1983, TAI was not permitted to export Turkish-produced Vipers. This has since changed, with jets for Egypt under the Peace Vector FMS programme being the first to be produced for a foreign country. TAI also manufactures F-16 components for machines being built at Lockheed Martin’s factory in Fort Worth, Texas. The first eight Peace Onyx I jets were built in Texas, but the remaining 152 were assembled in Turkey at Akinci. TAI manufactured 70% of each airframe including aft and centre fuselage sections and the wings. The first new TURAF F-16C/Ds arrived at Mürted Air Base (since re-named Akinci) in October 1987 and the first Turkish-built F-16C, 86-0068, flew on October 20, 1987. The initial 43 aircraft, 34 ‘Cs and nine ‘Ds, were built to Block 30 standard and the remaining 102 ‘Cs and 15 ‘Ds to Block 40. Production of the Peace Onyx I order ended with F-16C Block 40 93-0014. Peace Onyx II at first comprised 40 aircraft, 34 F-16C Block 50s, and six F-16D Block 50s ordered in March 1992. Deliveries commenced in 1996 with F-16C 93-0657 which was subsequently lost after colliding with another 151 Filo machine, 93-0666, on April 4, 2000. One of the pilots, Captain Murat Ozaydìn, was killed while the other, Lieutenant Gungor Ozer, was rescued by a Eurocopter AS532AL from the search and rescue (SAR) team at the jet’s base, Merzifon / 5th Main Jet Fighter Base (5nci AJÜ). Two Viper Filos are assigned to Merzifon, both flying Block 50s but 151 differs from its colleagues in 152 by being a dedicated suppression of enemy air defences (SEAD) unit equipped with high speed anti-radiation missiles (HARM)

Above: Airbus Military CN235s form the backbone of the TURAF’s transport fleet; its rough-field performance is invaluable when using austere airfields. This anonymous-looking machine flies with 125 Nakliye ve SAR Eg˘itim Filosu (125 Transport and SAR squadron). Derek Bower

Above: Turkey has bought 52 Airbus Military CN235 transport aircraft, 50 of which were assembled at its plant in Ankara by TAI. This example, used as an air ambulance, is assigned to 211 Filo at 11th Air Transport Main Base Command (11nci HUAÜK), at Ankara/ Etimesgut. Derek Bower Below: This grey-painted C-130E, visiting RAF Mildenhall, retains the huge squadron badge painted on for the air show held in 2011 to celebrate the Turkish Air Force’s 100th anniversary. Ryan Dorling

Turkey’s fleet of six Lockheed C-130B and seven C-130E Hercules is being modernised and six former Saudi Arabian examples have been purchased to bolster the numbers. This example retains its Vietnam War-era camouflage. Ryan Dorling

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and other specialised equipment. This first batch under Peace Onyx II was followed in 1996 by a second comprising 26 ‘Cs and 14 ‘Ds, with deliveries beginning in 1998. Turkey’s most modern Vipers are 30 F-16 Block 50+s. Peace Oryx IV saw 14 ‘C-models being ordered in an announcement on February 24, 2009, although an agreement between the US and Turkish governments had been agreed in 2007, along with 16 ‘big spine’ ‘Ds with conformal fuel tanks (CFT). The first aircraft from this order were delivered to the TURAF in 2011. They are all assigned to 4 AJÜ’s 141 Filo and 142 Filo at Akinci, which houses every variant of F-16 in service with the TURAF. Block 40s still serve with 141 and 142 Filos and 143 Öncel Filo flies the remaining Block 30s in the training role; 142 Filo also maintains a small number of Block 30 ‘Cs and ‘Ds. Keen-eyed readers will have noted that there has been no mention of Peace Onyx III. This is for the very good reason that it did not involve any new aircraft. In late April 2005 the governments of Turkey and the USA signed a letter of offer and acceptance (LOA) for the systems upgrade, under the FMS programme, of Turkish F-16s at an estimated total value of $1.1 billion. This covered the upgrade of all 217 F-16s then in service or on order, 38 Block 30s, 104 block 40s and 76 Block 50s, in accordance with the USAF’s Common Configuration Implementation Program (CCIP). After being modified with the AN/APG-68(V)9 multimode radar system, colour cockpit displays and recorders, the Joint Helmet-Mounted Cueing System (JHMCS), Link 16 data link, advanced IFF/transponder, integrated precision navigation

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Branch: Turkish Air Force Role: Aerial Surveillance, Troop Transport, Search and Rescue

The first Airbus Military A400M for the TURAF made its maiden flight from Seville on August 9, 2013. It is the first of an order of ten and is ready for delivery within the next few weeks. It will join 221 Filo, which currently operates the Transall C160D as part of 12nci Hava Ulastirma Ana Us Komutanligi (Air Transport Air Base Command) at Kayseri-Erkilet. Airbus Military

systems, new electronic warfare system, and other components, all but the Block 30s will have been brought up to Block 50+ standard. This not only makes the jets more capable, giving them beyond visual range (BVR) and night-attack capability, it also reduces costs by providing commonality across the fleet which makes training and maintenance easier. Because of its age the small fleet of Block 30 Vipers, used primarily as training platforms, has received a slightly less comprehensive set of improvements. Turkey intends flying the F-16 up to at least 2040 when it will be replaced by the Joint Strike Fighter. The planned procurement of 116 Lockheed Martin F-35A Lightning IIs will provide the TURAF with a significant capability and allow the retirement of F-4E-2020s and Block 30 F-16s as F-35s come on stream. However, due to cost increases associated with the

programme, recent statements have suggested Turkey may reduce its purchase to 100 aircraft; this would still make it one of the largest operators of the type. The TURAF headquarters is located in Ankara. It maintains control of the two tactical air force commands and also the support echelons of the air force which carry out training, logistics and transport. The Tactical Air Force Commands at Eskis¸ehir, First Tactical Air Force (1 nci Hava Kuvveti Komutanlıg˘ ı - 1’nci Hv.Kv.K.lıg˘ ı) and Diyarbakir (Second Tactical Air Force - 2’nci Hv.Kv.K.lıg˘ ı) conduct the main combat operations. The main air force transport bases are located at AnkaraEtimesgut (211 and 212 Filos) and Erkilet/Kayseri (221, 222 and 223 Filos). A variety of aircraft types are based at these airfields for transporting senior political and military leaders as well as other duties. The transport fleet

comprises Airbus Military CN235, of which 50 of 52 purchased for TURAF were assembled by TAI, Cessna Citation II and VII and Gulfstream aircraft as well as Lockheed C-130B and C-130E Hercules working alongside the C-160D Transall. The TURAF is also an Airbus Military A400M Atlas customer, the first of which should soon be delivered. It plans to purchase ten of the type. Thirteen squadrons make up the air force’s combat strength and are either allocated to an air defence or attack role. They operate from seven air bases located across Turkey and fly F-16 Fighting Falcons and 49 of 54 McDonnell Douglas F-4E Phantoms that were upgraded to Terminator 2020 standard by IAI. The Terminators were delivered from 2000 then in 2010 16 more F-4Es, enough to form one squadron, were modified by the Turkish company Aselsan under project

‘Simsek’ (lightning). Simsek F-4Es, designated F-4ETMs, had new avionics, navigation and secure digital communications equipment, plus more modern software and improved mission planning equipment. The work was carried out at the air force’s 1st Air Logistics Command (1 HIBM.K) at Eskis¸ehir. There are no unmodified F-4Es remaining in Turkish service and all the F-4ETMs are stored at Eskis¸ehir . Each Viper squadron maintains a mix of F-16Cs and F-16Ds, the latter being used for continuation training. Each air base also operates a SAR flight equipped with the Eurocopter Cougar helicopter. A single reconnaissance squadron also operates RF-4E Phantoms from Eskis¸ehir. Eight of the type were delivered by the manufacturer in 1980 and Turkey received a further 46 from the German Air Force when it retired its fleet in 1992. Thirty-two were absorbed

BLACK SEA

BULGARIA Istanbul Atatürk IAP Yeşilköy.

GREECE

GEORGIA

Merzifon Eskişehir

Bandirma

Yalova

Ankara/Akinci

ARMENIA

Ankara/Etimesgut Balikesir

TURKEY

Kayseri/Erkilet

Izmir Kakliç Çiğli West Izmir Çiğli

Malatya - Erhaç

IRAN Batman

Izmir/Adnan Menderes Konya

Diyarbakir Incirlik

MEDITERRANEAN SEA SY R I A CRETE

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IRAQ

CYPRUS

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FORCE REPORT TURKISH AIR FORCE HQ Turkish Air Force - Ankara Sqn

Name

Type

1st Air Force Command (1nci Hava Kuvvet Komutanliği) - Eskişehir Eskişehir 1st Main Jet Base Command (1nci Ana Jet Üs Komutanliği - 1nci AJÜ) 111 Filo

‘Panter’ (Panther)

F-4E-2020 Terminator

112 Filo

‘Şeytan’ (Satan)

F-4E-2020 Terminator

113 Filo

‘Işık’ (Light)

RF-4ETM Phantom II

201 Filo

‘Atak’ (Daring)

AS532AL Cougar, CN235M-100

Ankara - Akinci 4th Main Jet Base Command (4ncü Ana Jet Üs Komutanliği - 4ncü AJÜ) 141 Filo

‘Kurt’ (Wolf)

F-16C/D-40, F-16C/D Block 50+ Fighting Falcon

142 Filo

‘Ceylan’ (Gazelle)

F-16C/D-30, F-16C/D Block 50+ Fighting Falcon

143 Öncel Filo

F-16C/D-30 Fighting Falcon

Akinci houses TAI’s main overhaul and manufacturing facility. Bandirma 6th Main Jet Base Command (6nci Ana Jet Üs Komutanliği – 6ncü AJÜ)

Sqn 124 Filo ÖðretmenYetiþme Standardize ve Alet Filosu (Standards and Continuation Training Squadron) ‘Standardize’

Type

KT-1T Woong Bee, T-38M Ari loaned from 121 and 122 Filos

Izmir - Kaklıç 2nd Main Jet Base Command (2nci Ana Jet Üs Komutanliği - 2nci AJÜ) 123 Filo

‘Palaz’ (Duckling)

125 Filo

‘Azman’ (Monstrous) AS532AL Cougar, CN235M-100, UH-1H Iroquois

SF-260D

Istanbul Atatürk IAP – Yeşilköy Air Force Academy (Have Harp Okulu) Yalova Sparrow Flight

T-41D Mescalero

Hava Harp Okulu Arama & Kurtarma Kol (HvHO A&KK)

UH-1H Iroquois SZD-50-3 Puchacz

161 Filo

‘Yarasa’ (Bat)

F-16C-40 (LANTIRN), F-16D-40 Fighting Falcon

162 Filo

‘Zipkin’ (Harpoon)

F-16C/D-40 Fighting Falcon

Gliding Unit (Planör Kampi)

AS532AL Cougar

Konya

6th SAR Sqn (6nci AJÜ Arama & Kurtarma Kol - 6 AJÜ A&KK)

Name

3rd Main Jet Base Command (3ncü Ana Jet Üs Komutanliği - 3ncu AJEÜ)

Balikesir 9th Main Jet Base Command (9ncü Ana Jet Üs Komutanliği – 9ncü AJÜ) 191 Filo

‘Cobra’ (Cobra)

F-16C/D-50 Fighting Falcon

192 Filo

‘Kaplan’ (Tiger)

F-16C/D-50 Fighting Falcon

2nd Air Force Command (2nci Hava Kuvvet Komutanliği) – Diyarbakir Diyarbakir 8th Main Jet Base Command (8nci Ana Jet Üs Komutanliği - 8nci AJÜ 181 Filo

‘Pars’ (Leopard)

F-16C-40 (LANTIRN) F-16D-40 Fighting Falcon

182 Filo

‘Atmaca’ (Hawk)

F-16C/D-40 Fighting Falcon

202 Filo

Şark (Orient)

CN235M-100, AS532AL Cougar

Merzifon 5th Main Jet Base Command (5ncü Ana Jet Üs Komutanliği – 9ncü AJÜ) 151 Filo

‘Tunç’ (Bronze)

F-16C Block 50 (SEAD) F-16D Block 50 Fighting Falcon

152 Filo

‘Akinci’ (Raiders)

F-16C/D Block 50 Fighting Falcon

5th AJÜ A&KK SAR ‘Melek’ (Angel) Sqn

AS532AL Cougar

Malatya - Erhaç

131 Filo

‘Ejder’ (Wyvern)

Boeing 737-700 (AEW&C)

132 Filo

‘Hançer’ (Dagger)

F-16C/D-40 Fighting Falcon, F-4E-2020 Terminator

133 Filo

‘Pençe’ (Claw)

No Aircraft Currently Assigned

134 Akrotim Filo (Aerobatic Sqn)

‘Turkish Stars’

NF-5A-2000, NF-5B-2000

135 Filo

‘Ates’ (Fire)

AS532AL Cougar

Adana - Incirilik 10th Tanker Base Command (10nci Tanker Üs Komutanlığı - 10nci TÜK) 101 Filo

‘Asena’ (The name of a legendary shewolf)

KC-135R Stratotanker

Ankara - Etimesgut 11th Air Transport Main Base Command (11nci Hava Ulaştırma Ana Üs Komutanlığı - 11nci HUAÜK) 211 Filo

‘Gezgin’ (Wanderer) CN235M-100

212 Özel (Special) Filo

‘Dogan’ (Hawk)

Citation 550 II, Citation 650 VII, CN235M-100, G550 (Gulf VSP), Gulfstream IV, UH-1H Iroquois

7th Main Jet Base Command (7nci Ana Jet Üs Komutanliği - 7nci AJÜ)

GES (Genelkurmay Elektronik Sistemler / General Staff Electronics Command

171 Filo

‘Korsan’ (Pirates)

F-4E-2020 Terminator

CN235M-100 ECM

172 Filo

‘Şahin’ (Falcon)

No Aircraft Currently Assigned, will be first F-35A unit

Kayseri - Erkilet

173 Filo

‘Safak’ (Dawn)

RF-4ETM Phantom II

12th Air Transport Main Base Command (12nci Hava Ulaştırma Ana Üs Komutanlığı 12nci HUAÜK)

AS532AL Cougar

221 Filo ‘Esen’ (Zephyr)

7th AJÜ A&KK SAR ‘Buraq’ (A mythological Sqn winged steed)

Batman 8nci AJÜ Hava Meydani (8th UAV Wing)

222 Filo

(2nci Insansiz Hava Araçları Filo) 2nd ‘Golge’ (Shadow) UAV Sqn

Ankara - Etimesgut

Aerostar, Beech 350ER ISR King Air, Beech B300 King Air, MALAT Heron I, Searcher II

Air Training Command (Hava Eğitim Komutanlığı) Flight Training Centre Command (Uçuş Eğitim Merkezi Komutanlığı) Izmir – Çiğli 2nd Main Jet Base Command (2nci Ana Jet Üs Komutanliği - 2nci AJÜ) ‘Ari’ (Bee)

122 122 Temel Filosu (Basic Training Sqn)

‘Akrep’ (Scorpion)

‘Alev’ (Flame)

C-130B/E Hercules

Air Logistics Command (Hava Lojistik Komutanlığı) Eskişehir

Izmir – Çiğli

121 Tekamül Eğitim Filosuo (Advanced Training Sqn)

C-160D Transall

T-38A Talon, T-38M Ari

1st Air Supply Maintenance Center Command (1nci Hava İkmal Bakım Merkezi Komutanlığı) Aircraft Maintenance & Storage Kayseri - Erkilet 2nd Air Supply Maintenance Center Command (2nci Hava İkmal Bakım Merkezi Komutanlığı) Aircraft Maintenance & Storage Ankara - Etimesgut

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KT-1T Woong Bee

3rd Air Supply Maintenance Center Command (3ncü Hava İkmal Bakım Merkezi Komutanlığı) Aircraft Maintenance & Storage

www.airforcesmonthly.com

04/02/2014 15:00

Branch: Turkish Air Force Role: Air Superiority, Strike Ops, Aerial Surveillance, Troop Transport

into the air force and the other 14 used for spare parts. In 2004 18 jets, seven of the eight 1977 Fiscal Year jets bought from McDonnell Douglas and eleven former German aircraft, were selected for a series of upgrades under the RF-4E Structural And Avionics Modernization Project, codename ‘Project Is¸ ık’ (light). The modifications involved beefing up the airframe and integrating the Northrop Grumman LN-100 GT INS/GPS precision navigation system, Aselsan CDI-900Z flight management system, MFX-484 VHF/UHF FM/AM and Rockwell Collins ARC-190 HF secure communication systems, and BAE Systems AN/ALQ-178(V)3 Rapport III electronic counter measures systems. Modifications to all 18 jets were finished in 2010 and the intention was that the aircraft, now known as RF-4ETMs, would stay in service until 2015. However, two have been lost and there have been rumblings in the Turkish press to the effect that they are difficult to maintain and could be withdrawn earlier. Observations suggest that there may have been as many as 22 RF-4ETMs produced. Another aspect of Project Is¸ ık was the acquisition of advanced reconnaissance pods under the Turkish Airborne Reconnaissance Programme (TARP). TARP involved the procurement of Elbit Condor II Long Range Oblique Photography (LOROP) and Elta EL/M-2060P SAR/GMTI pods plus ground stations and real time datalink kit for use on the Turkish RF-4Es. The programme suffered technical difficulties and then in late 2011, as relations between Turkey and Israel worsened after the attack on the Mavi Marmara, the Israeli Government took the unusual step of banning any further deliveries of equipment by manufacturer Elbit to Turkey. The decision is not severely damaging because the Phantoms are scheduled to be phased out and are in the process of being replaced with

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Above: Around 20 Eurocopter AS532AL Cougars are in service with the TURAF for SAR and CSAR (combat search and rescue) duties. Cristian Schrik

Above: The veteran Bell UH-1H ‘Huey’ is still in use for general transport and SAR duties. This example is assigned to 125 Nakliye ve SAR Eg˘itim Filosu (125 Transport and SAR squadron) at Izmir/Kakliç (Çigli West) air base. Derek Bower Below: This AS53UL Cougar is based at Konya air base with 135 Filo. It is equipped with a searchlight, winch and search radar for its SAR role. Dirk Jan de Ridder

a range of tactical and strategic unmanned intelligence collection platforms. Turkey will not lose its manned fast-jet reconnaissance capability because on March 1, 2013, it was announced that under the auspices of TARP the air force is to acquire four UTC Aerospace Systems DB-110 electro-optical/ infrared reconnaissance pods for its F-16s. The air base at Incirlik, 10th Tanker Base Command (10ncü Tanker Üs Komutanlig˘ i), in southern Turkey is well known as a focus of NATO operations. It comes under the control of 2’nci Hv.Kv.K.lıg˘ ı and is the home of the TURAF’s Boeing KC-135R Stratotanker fleet operated by 101 Filo. At the moment, due to the nature of the local threat environment, the TURAF does not operate any electronic warfare jamming escort aircraft. However, it is adapting two CN235Ms for electronic intelligence collection activities. These will no doubt be operated as a strategic asset and collect intelligence from radar systems around its borders. Turkey also has ambitious plans for its aircraft industry. Development of its own software and mission systems for the Block 50 F-16 aircraft, being purchased as a stopgap until the arrival of the F-35, is an important step in growing the indigenous industrial capability to support the TURAF in the future. The TURAF will receive a locally-designed and built trainer aircraft, the TAI Hürkus¸ -B. An agreement was signed in December to build 15 for the air force. The Hürkus¸  -B will feature modern integrated military avionics and a mission computer, plus a fighter-style cockpit suitable for training future F-16 and F-35 pilots. When the order for Hürkus¸  -B was announced it was revealed that TAI will undertake conceptual design activities to develop the Hürkus¸  -C close air support, reconnaissance and surveillance variant of the type. Hürkus¸  -C will be capable of car-

Above: Turkey is developing its own range of remotely piloted vehicles. Ten of these IAI Ankas have been ordered by the TURAF for delivery between 2016 and 2018. Derek Bower

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FORCE REPORT TURKISH AIR FORCE rying a 3,300lb (1,496kg) weapons load. Turkey has been planning to develop its own air-to-air defence aircraft, currently designated the F-X, for a long time. Efforts by the Eurofighter consortium to persuade Turkey to buy up to 60 Typhoons have failed. Tentative discussions with South Korea about their KF-X fighter aircraft have also faltered on work share agreements. In 2010 the government announced that Turkey had commissioned studies costing $20 million to assess the feasibility of indigenous industry producing its own fighter aircraft with an in-service date of 2023. The most recent understanding is that it is considering collaborating with Saab to produce a development of its Gripen.

Kinetic Operations

Today, in addition to conducting operations to safeguard the territorial integrity of airspace over Turkey and northern Cyprus, the TURAF makes encroachments across the Iraqi border to attack terrorist training camps operated by the PKK. Since 2007, as PKK operations in Turkey increased under the banner of Operation Northern Iraq, the TURAF has conducted retaliatory raids into Iraq. It has been reported that the US has provided the Turkish military with real-time intelligence feeds from PKK camps. The TURAF launched its first cross-border raid against the PKK on December 16, 2007. This involved 50 F-16s and F-4s using AGM-65 Maverick and AGM-142 Popeye/Have Nap missiles for the first time during a night operation. A Turkish military statement claimed that up to 175 militants were killed as a result of the attacks. In contrast, Iraqi officials reported that the strikes had targeted 10 villages and killed one civilian. On January 10, 2008, Turkish

Above: A line-up of Northrop T-38A Talons of 2nci Ana Jet Üs Komutanlig˘i’s 121 Filo. The squadron is known as Ari ‘Bee’, which is also the name given to the T-38M upgraded version that is being introduced into service with the TURAF. Melchior Timmers

Above: Initial training for TURAF pilots is carried out on Siai SF-260D trainers by 123 Baslangiç Filosu which is based at Izmir – Kaklıç. Melchior Timmers Below: Turkey and Greece are the only European nations to use the Cessna T-41D Mescalero as a basic trainer. This example, 72-1420, was one of 30 ordered for the TURAF in 1972; about 25 remain active. Thomas Urbild

Above: As part of its modernisation process the Turkish Air Force bought 40 KAI KT-1T trainers. They are used by Air Training Command (Hava Eg˘itim Komutanlıg˘ı) at 2nd Main Jet Base Command (2nci Ana Jet Üs Komutanlıg˘ı) at Izmir – Çig˘li. The scorpion device on its tail tells us this example is assigned to 122 Temel Filosu (Basic Squadron). Derek Bower

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warplanes bombed PKK hideouts in northern Iraq but there were no reports of casualties or serious damage. The Turkish military said, in a statement on February 4, that Turkish fighter jets struck nearly 70 PKK targets in northern Iraq in a series of strikes. These air attacks were all part of a wider plan that would eventually see a major incursion across the border into Iraq to disrupt and destroy PKK facilities. Later in February 2008 the Turkish Armed Forces launched a major ground and airborne attack on PKK strongholds. The air element of the brief campaign was called Operation Moonlight. By the end of the month the TURAF claimed to have destroyed over 270 targets. It was a short, high tempo campaign designed to disrupt the activities of the PKK severely. The PKK rebuilt its capabilities and the TURAF maintained low level operations against PKK camps and supply lines into eastern Turkey. On April 25 and 26, 2008, the Turkish Air Force returned to bomb PKK bases in the northern Iraqi region of Zap. This was described as the largest attack since the end of Operation Moonlight. F-16C Block 40s equipped with LANTIRN navigation and targeting pods belonging to the 181 ‘Pars’ (Leopard) Filo and F-4E 2020 Terminator jets from 171 ‘Korsan’ (Buccaneer) Filo attacked the PKK’s positions in northern Iraq in an aerial bombardment which lasted 45 minutes. Intelligence for the operation was derived from IAI Heron medium altitude long endurance (MALE) UAVs. Early in the morn-

www.airforcesmonthly.com

04/02/2014 15:01

Branch: Turkish Air Force Role: Air Superiority, Strike Ops, Aerial Surveillance, Troop Transport

Intelligence gathering Turkey’s increasing investment in unmanned aircraft also provides an insight into how the air force is developing new intelligence surveillance target acquisition and recognition (ISTAR) capabilities. An announcement that it also intends to arm its unmanned aircraft is also a significant development. As Iraq’s air force starts to contest the skies over its northern territories the TURAF may resort to flying stealthy drones, and not F-16s, over areas used by the PKK, mirroring the USA’s unmanned aircraft operations over North Waziristan in Pakistan against the Taliban and remnants of Al Qaeda. The situation along the southern border with Syria is very tense. With the TURAF smarting from the loss of its RF-4E to the Syrian Air Defence system it might not take a great deal for both countries to be drawn into open hostilities. With a tense international situation developing over Iran, and PKK militants remaining active in northern Iraq, it would seem that the TURAF will continue to face many challenges in the coming years as it completes its major modernisation programme. Throughout the Cold War the TURAF rarely fired a shot in anger, but since the end of the Soviet Union the TURAF has maintained a high tempo of operations. These comprise peace keeping missions and those designed to protect the security of the nation. This is a situation that is unlikely to change in the foreseeable future. Below: Four Boeing 737 AEW&C aircraft will soon begin to fly with 131 Filo from Konya. They will bring an added dimension to Turkey’s air defence system, greatly increasing situational awareness of the battlespace. Mick Balter

www.airforcesdaily.com

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Above: Turkey bases its seven KC-135R tankers at Incirlik. The former USAF aircraft were converted from KC-135A standard before transfer and the Pacer Crag cockpit and avionics upgrade was carried out prior to delivery. Tom Houqet

ing of April 26, 2008, a second aerial strike by TURAF jets from Diyarbakır air base took place, in which PKK militants using the cemetery area in Hakurk as a hideout were bombed. This was followed by another air strike at 10am the same morning, when TURAF jets penetrated 19 miles (30km) into Iraqi air space. On May 1, 2008, at least 30 TURAF jets bombed the PKK camps in northern Iraq. The operation began just before midnight and continued into the next day. According to Turkish military sources, the bombed PKK targets were a long way from civilian settlements in mountains in the Kandil area. The main air base involved in many of these operations is Diyarbakir; its location close to the border with Iraq is ideal for conducting incursions up to 180 miles (300km) into Iraqi air space. Intelligence feeds for such operations originate from the

hand-launched Bayraktar miniature UAV. This is one of a number of UAVs produced inside Turkey, the most advanced of which is the TAI Anka MALE. Reports emerge occasionally in the media of claims made by the PKK to have shot down such vehicles. In addition to its own platforms, the USA has reportedly deployed one of its Predator systems, with four air vehicles, to Turkey to help with intelligence collection. Another intelligence, surveillance and reconnaissance (ISR) asset, in use since 2012, are two Beechcraft King Airs, a 300 and a 350ER, leased from L-3 Communications. In 2011 the TURAF maintained a high rate of operations against the PKK in both Turkey and over the border in Iraq. On December 28 two TURAF F-16s reportedly attacked what was believed to be a party of PKK terrorists at Uludere in Turkey. Subsequent reports suggested that close to 40 people

had died, many of whom were criminals involved in smuggling activities across the border and not affiliated to the PKK. In August 2012 reports surfaced in the Turkish media of a package of ten F-16s launching raids against PKK training camps, believed to be used by senior PKK commanders, in Iraq’s Zap and Khakurk regions. This was followed by further attacks across the Iraqi border during the month and on until November. At the moment these bombing missions go unopposed as the Iraqi Air Force is only just reconstituting itself. Its acquisition of new F-16 aircraft could change the dynamics of the situation along the Turkish-Iraqi border and end Turkey’s ability to strike afm inside Iraq with impunity.

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FEEDBACK

Budget woes Just what is going on? In the New York Post some writer claimed that the US ordered ten C-27 Sherpa transport aircraft and promptly assigned them to the ‘boneyard’ at Davis-Monthan. This is the same air force that wants all A-10s and KC-10 tankers be mothballed. Other studies call for the mothballing of B-52 and B-1 bombers. So what is the US Air Force supposed to fight with, and how is it going to pay for that equipment? How is it supposed to make the down payment on the F-35 Lightning II programme? On another subject, maybe the Dutch should have gone with the Eurofighter Typhoon or the Saab Gripen – it would be a whole lot cheaper than the 37 F-35As they are ordering. As a military thinker, I will continue to air my opinions no matter what the experts say. Sheldon Fosburg Via e-mail

African Flankers – update

Angola only operated two Su-27 Flankers, delivered in 1998. The others never arrived since the deal was cancelled when the Angolan high command found out that the National Union for the Total Independence of Angola (UNITA) wasn’t operating any MiG-23 Floggers [as it had thought]. The single-seater crashed on July 20, 2006 while practising for an aerobatic display – it was flown by an Angolan pilot, not by a Ukrainian. The sole Su-27UB is based at Lubango, though seldom flown. Both the Ethiopian Su-27s and the Eritrean MiG-29 Fulcrums were flown by national pilots in combat. Eritrea acquired two Su-27SKs and two Su-27UBs, although it is likely only the latter were actually delivered. Steyn Mitzer Via Facebook

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

Above: The perils of tanking: On February 4 a Boeing KC-135R from the 100th Air Refueling Wing at RAF Mildenhall, Suffolk suffered a broken basket while supporting the Iceland Fighter Meet at Reykjavik. The trailing hose could not be retracted, leading to an emergency landing back at Mildenhall. Craig Sluman Below: Sioux Chief: One aircraft to evade our attention was the Belgian Air Component’s 40th anniversary Lockheed C-130H CH-13, which also celebrates 65 years of its parent unit, 15 Wing. This aircraft is former WC-130E N130EV, ex USAF 64-0552, acquired to replace CH-02 which was lost during a hangar fire at Sabena technics in Brussels in 2006. Dirk Lamarque

RAF C-130K retirement

I had to laugh at the intro for the C-130K farewell piece in the January AFM with the line “But the Hercules isn’t retiring”. When we heard a few years back that the RAF was retiring its K-models in 2013, I was curious to see how it would be adapting its roles to the J-models, as it might ultimately prove useful when the Royal Australian Air Force made the similar transition from the ’H to the ’J. At the time, we were expecting our H-models to be retired in 2013, but would not have been surprised if they had been extended another year or two. As it turned out, we beat you guys to the punch. In May 2012 it was announced our H-models would be going effective immediately (they got

extended until the November) and the C-27J Spartans would be procured. We did a fair amount of publicity, but the net effect within the mainstream media was that “RAAF has retired its fleet of Hercules”, leading some who knew better to ask “....so what about the J-models?” Eamon Hamilton Communications Adviser – HQ Air Lift Group Royal Australian Air Force Having just read the January issue, I just wanted to congratulate you on another excellent edition. I especially enjoyed the C-130K article; it reminded me of my eleven-hour round-trip in C-130K XV215 from RAF Lyneham to Gibraltar

in 1994 with LXX squadron when I was lucky enough to be awarded an overseas flight with the Air Training Corps. The crew included a navigator, flight engineer, two loadmasters and a flying instructor, so the flight deck was pretty crowded, including me sitting on the lower bunk bed at the back. It also illustrates the evolution from this crew intensive, non-digital cockpit on an aviation classic to the modern hi-tech iteration of the C-130J Super Hercules in 20 years. One wonders what the C-130 will look like in another 20 years time. And the Hercules I flew in is now with the Mexican Air Force. Gareth Logue Via e-mail

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MALAYSIA'S AIROD

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OCATED AT Subang International Airport to the north-west of the capital city Kuala Lumpur, AIROD is the only depot-level maintenance facility in Malaysia supporting the Royal Malaysian Air Force (RMAF - Tentera Udara Diraja Malaysia). The company was originally established in 1976 as the RMAF’s Aircraft Inspection, Repair and Overhaul Depot, from where it got its name. AIROD became a private limited company in January 1985 and today comes under the auspices of the National Aerospace & Defence Industries Sdn Bhd (NADI – Industri Aeroangkasa & Pertahanan Nasional), a leading player in South East Asia. The company occupies a 77.4 acre (31.3ha) site, including narrowand wide-body hangars, a paint and strip hangar, support shops and engine test cells. Over 1,000 staff are employed at the site. Although an increasing amount of commercial aircraft work is carried out at Subang, AIROD’s ‘bread and butter’ remains the maintenance, repair and overhaul (MRO) of military transports and helicopters. On the transport side, the largest programme is for the C-130, in which AIROD has completed over 230 overhauls. It has been an approved Lockheed Martin C-130 Service Center since 1986, with authority to undertake tanker conversions and fuselage stretches. In addition, subsidiary AIROD Techno Power is an Authorized Maintenance Center for the Rolls-Royce T56 series of engines that power the Hercules. Four RMAF C-130s have been converted to dual-role tanker/ transports, using Flight Refuelling/Cobham Mk32B pods and a roll-on/roll-off fuselage tank. The system can be fitted or removed in six hours, allowing for great flexibility of the RMAF’s Hercules fleet.

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Maintenance Malaysian style Andy Marden looks at the work of AIROD, Malaysia’s foremost aircraft maintenance company

Above: A line-up of S61 and Alouette III helicopters undergoing work at AIROD’s Subang facility. All images by the author Below: BOMBA Mi-17-1V Hip-H in the fire department’s hangar at Subang. AIROD maintains the BOMBA’s helicopters.

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31/01/2014 16:55

In addition, AIROD has stretched three RMAF C-130Hs to C-130H-30 standard. Other work undertaken for the RMAF includes an avionics modernisation programme that gave the fleet ‘glass’ cockpits, and wiring inspection and replacement. As well as the RMAF, AIROD has also carried out work for the US Air Force and the air forces of Bangladesh, Botswana, Indonesia, Libya, the Philippines, Sri Lanka, Thailand and Yemen, plus civil operators Derco and Safair. Perhaps the most unusual job undertaken was the recovery of Tunisian Republic Air Force C-130H Z21011/TSMTA (c/n 5020) from Gafsa, Tunisia – the aircraft had been damaged in a ground accident in July 1996, which crushed the nose and a wing. It was acquired by US company Derco in 2007 and after disassembly was shipped to Malaysia, where the damaged nose section and wing were removed and replaced by AIROD. The Hercules was then subjected to a full maintenance programme and was offered for sale by Derco. A second major job involved Libyan Lockheed L-100-30 (the civil version of the C-130) 5A-DOO (c/n 5000), which was recovered from the Malian Sahara Desert over a 40-day period by AIROD’s mobile team. The aircraft was subsequently flown back to Tripoli before being ferry-flown to Subang in 2010. Work on it stopped due to AIROD’s compliance with sanctions imposed by the US State Department as a result of events in Libya after the ‘Arab Spring’ in March 2011. It remains stored at AIROD’s Subang facility. AIROD’s helicopter work is mainly carried out in a hangar on the west side of the airport, adjacent to the RMAF base. The majority of this is MRO for the

Left: The original nose section of the former Tunisian Hercules stored in one of AIROD’s hangars. The company replaced it when rebuilding the aircraft after a 1996 accident. Below: Refurbished former Tunisian Republic Air Force Hercules Z21011/TS-MTA is stored on the ramp at Subang awaiting sale.

RMAF’s AgustaWestland AS-61N-1 Sea King, Sikorsky S-61A-4 ‘Nuri’, Sikorsky S-70A-34 Black Hawk and Aérospatiale Alouette III fleets. Much upgrade work has been undertaken on the S-61 fleet, including incorporating auto-hover capability on six aircraft and fitting 13 with night-vision compatible lighting. Twelve of the type are subject to a further modification programme. The company is also an Authorized Service Center for the AgustaWestland AW109 series, and undertakes work on the Malaysian Army Aviation (PUTD - Pasukan Udara Tentera Darat) fleet of eleven AW109 LUH helicopters. Subang is also home to the fleet of the Malaysian Fire & Rescue Department (Aviation Unit) (BOMBAUnit Udara Bomba dan Penyelamat), which oper-

ates one AW109, two AW139s, two Mi-17-IV Hip-Hs and two Mi-171 Hip-Hs. In addition to supplying personnel for line support of day-to-day operations, AIROD provides maintenance and logistical back-up. The company was also involved in customising the Mi-17s with Western avionics and fire-fighting mission equipment. As well as work at Subang, AIROD also provides maintenance and logistical support at RMAF bases under a contractor programme started in 1997 to reduce the requirement for military personnel. AIROD uses local manpower to conduct daily inspections and scheduled maintenance at each of the RMAF’s bases. A bright future appears to afm lie ahead for this progressive company.

Above: Malaysia Army Aviation has its AgustaWestland A109 LUH helicopters maintained at Subang by AIROD.

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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 still affecting airshows in the US, we strongly advise you check before making travel plans! Date

Exercise/Event

Location

Remarks

Feb 3 - 21

Iceland Fighter Meet

Iceland - Keflavik

www.nato.int

Mar 1 – 2

Centenary of Military Aviation Air Show 2014

Australia – RAAF Williamtown, Victoria

www.airforce.gov.au/airshows

Mar 3 – 14

Red Flag 14-2

USA – Nellis AFB, Nevada

www.nellis.af.mil

Mar 7 – 14

Exercise Tactical La Fayette Weeks

France - Istres

French Air Force Mirage 2000Ns

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

www.yumaairshow.com

Mar 15

Air Show

USA – NAF El Centro, California

www.mwrtoday.com/elcentroairshow

Mar 15 - 16

Open House

USA – Luke AFB, Arizona

www.luke.af.mil

Mar 21 - 22

Los Angeles County Air Show

USA - Palmdale, California

www.lacountyairshow.com

Mar 22 – 23

Thunder Over The Empire

USA – March ARB, California

CANCELLED

Mar 22 - 23

MacDill AFB Open House

USA – MacDill AFB, Florida

www.macdill.af.mil

Mar 25 – 30

FIDAE

Chile – Santiago

www.fidae.cl

Mar 29 – Apr 11

Exercise Green Shield

France – Nancy

Joint training with Royal Saudi Air Force

Mar 29 – 30

Wings Over South Texas

USA – Brownsville, Texas

www.wost2014.com

Mar 29 - 30

Florida International Air Show

USA - Punta Gorda, Florida

www.floridaairshow.com

Mar 31 – Apr 11

Exercise Frisian Flag

Netherlands – Leeuwarden

European air forces exercise

Mar 31 – Apr 11

Exercise Joint Warrior 14/1

UK – RAF Lossiemouth

May include Fincastle 14 maritime competition

Apr 1 – 6

Sun ‘n’ Fun Fly-in

USA – Lakeland, Florida

www.sun-n-fun.org

Apr 5 - 6

Columbus AFB Open House

USA - Columbus AFB, Minnesota

www.columbus.af.mil

Apr 8 – 11

Recce Meet

France – Mont-de-Marsan

Final exercise for French Air Force Mirage F1CR

Apr 12 – 13

Fort Smith Regional Air Show

USA – Fort Smith, Arkansas

CANCELLED

Apr 12 - 13

Thunder and Lightning over Arizona

USA - Davis-Monthan AFB, Arizona

www.dm.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

www.airpowerexpo.com

Apr 26 – 27

Defenders of Liberty Air Show

USA – Barksdale AFB, Louisiana

www.barksdaleafbairshow.com

May 3 - 4

Shawfest

USA – Shaw AFB, South Carolina

CANCELLED

May 3 – 4

Spirit of St Louis Air Show

USA – St Louis, Missouri

www.spirit-airshow.com

May 3 – 4

Travis AFB Open House

USA – Travis AFB, California

TBC - www.travis.af.mil

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 10 -11

Joint Base McGuire Open House

USA - McGuire AFB, New Jersey

TBC - www.jointbasemdl.af.mil

May 12 – 22

Exercise JAWTEX

Germany - TBA

Spring is just around the corner with its longer evenings - time to head for the hills! It will be the last summer to catch II(AC) Squadron Tornado GR4s before the unit converts to the Typhoon early next year. Craig Sluman

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www.airforcesmonthly.com

07/02/2014 17:16

EXERCISE REPORT GREEN FLAG WEST & MOUNTAIN ROUNDUP

Luftwaffe’s ASSTA3 Big Test G

REEN FLAG West (GFW) is one of the largest combat training exercises hosted by the US Army in order to provide the most realistic training for its warriors before deployment. The US Air Force supports the exercise from Nellis AFB in Nevada. Despite sequestration affecting many exercises in 2013, it was decided to carry on with GFW 13-10 between August 30 and September 13. For the German Air Force’s (Luftwaffe) Fighter Bomber Wing 33 (JBG 33) it was an opportunity to take part in high-value training with the midlife-updated PA200 Tornado IDS for the first time. Six jets supported by 180 personnel were ferried from Büchel, Germany via Bangor (Maine) to Nellis AFB by USAF KC-10s. One of the main reasons to test the new ASSTA3 update of the Tornado IDS was to achieve NATO certification for air interdiction and the employment of GBU-54 laser joint direct attack munitions (LJDAM), which this new version of the jet is capable of. Supporting the training were US and German joint terminal attack controllers (JTAC) on the ground as well as A-10s from the

At Nellis US Air Force F-15Cs acted as aggressor aircraft against the German Tornados. Steffan Eckes

66th Weapons Squadron, which operated as airborne JTACs. During the two-week exercise two sorties were flown each day, each lasting about two hours. The NATO certification process was passed successfully. The six jets then transferred to Mountain Home

AFB in Idaho to participate in Exercise Mountain Roundup 2013. They were joined by Tornados from the German Air Force Tactical Training Center (GAFTTC) Tornados at Holloman AFB, New Mexico on the annual German fighter weapons instructor course. Mountain Home AFB and the host unit, the 366th Fighter Wing, provide an optimum training environment with nearby tactical ranges, outstanding facilities and plenty of space in the air.

The 12 GAFTTC Tornados performed in the air interdiction, close air support, recce and suppression of enemy air defence roles accompanied by the six JBG 33 jets. The German contingent was supported by various foreign and US units flying the F-15SG, AV-8B Harrier, E-3A AWACS, EA-18 Growler and CF-18. On the ground US and German JTACs worked to present a scenario as close to reality as afm possible. STEFFAN ECKES

Above: The resident Mountain Home F-15E Strike Eagles accompanied the German contingent in composite air operations. Steffan Eckes Below: A Luftwaffe JBG 33 Tornado taxies in at Nellis with Las Vegas in the background. Steffan Eckes

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EXERCISE REPORT EISREGEN II A heavy load being airdropped onto the Altengrabow DZ by a C-160 Transall. Dutch MoD/Auke Westerterp

Training Celle Pieter Bastiaans reports on an airborne exercise that saw German, Dutch, Belgian and US troops train together in Eastern Germany

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F

IRST STAGED in early 2012 by the Fallschirmjägerbattaillon 373 (373rd parachute infantry battalion) in the Altengrabow training area, Eisregen is one of several exercises conducted by Germany’s airborne forces on a regular basis. The latest edition was held between October 21 and November 1, and involved around 1,200 troops. After their return from deployment last autumn, the Seedorf-based paratroopers of the 373rd were eager to get some specific airborne training having lost currency in certain skills due to the emphasis on counterinsurgency operations in Afghanistan. Exercise Eisregen did not disappoint its participants, as it provided them with a rare training opportunity on how to prepare and execute complex airborne operations as part of an initial entry force. Eisregen II also involved other force elements from its parent unit, the Oldenburg-based 31st Airborne Brigade, such as airborne qualified engineers and combat service support personnel. Illustrating the increasing defence co-operation between Germany and the Netherlands, the Dutch 11th Airmobile Brigade (Air Assault) also dispatched one of its air assault infantry companies, which was attached to the German battalion during the exercise, together with force elements from the airmobile brigade’s Pathfinder Platoon. Specialists from the latter unit were joined by their German counterparts from the 373rd Battalion, which in its turn had been reinforced with troops from the pathfinder platoon of its sister battalion, the 313th Parachute Infantry Battalion. In order to simulate the strategic deployment that normally precedes every expeditionary operation, the German paratroopers were relocated to the army airfield at Celle, home to part of the German Army Aviation Training School (Heeresfliegerwaffenschule). Celle was used as a so-called aerial port of embarkation (APOE) for a number of C-160D Transall transport aircraft from the German Air Force’s (Luftwaffe) 62nd Air Transport Wing at Wunstorf, with colleagues from the 63rd Wing providing additional airlift. A forward operating base (FOB) was also established ahead of the main assault to accommodate German and US helicopters that would be

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Location: Celle, Germany Particpants: Belgium, Germany, Netherlands & USA

Above: Troops disembark a Luftwaffe C-160D on the landing zone. Dutch MoD/Auke Westerterp Right: The USAREUR CH-47F unloads a Mercedes Benz G-Wagon. Pieter Baastiens

used to support various missions. Rotary wing forces were located at Stendal and included a number of CH-53Gs administered by the Holzdorf-based Air Transport Group of the Luftwaffe’s 64th Helicopter Wing. Stendal was a former Soviet air base that used to house the 440th Independent Combat Helicopter Regiment with its Mi-24 Hinds and Mi-8 Hips until 1992. Also taking part were two Eurocopter Tiger UHT (Unterstützungshubschrauber Tiger) attack helicopters from the German army air corps’ 36th Attack Helicopter Regiment, normally based at Fritzlar. The 12th Combat Aviation Brigade (12th CAB), part of the US Army Europe (USAREUR), dispatched one of its Boeing CH-47Fs from the 5th Battalion, 158th Aviation Regiment at Ansbach, together with a MEDEVAC-configured UH-60A Black Hawk.

while also preparing a series of helicopter landing sites and drop zones. Meanwhile, on the night preceding the main assault, Tiger attack helicopters conducted airmechanised operations aimed at ‘softening up’ the enemy. With winds exceeding air drop safety standards on October 28, it was decided to delay the main assault for 24 hours. The next day the airborne planners gave the green light for the assault on Altengrabow to commence. Having departed from Celle, the first waves of German airborne infantry were flown into the improvised landing zone in the training area. With tactical air landing operations (TALOs) still ongoing, the paratroopers quickly rendezvoused and then

marched in double file towards their defensive positions. Follow-on forces, including the Dutch air assault infantry troops, were also flown in by C-160s to reinforce the airhead, which would be used to launch further operations in the days ahead. With aerial resupply being one of Eisregen II’s training objectives, heavy loads were airdropped from the ramps of C-160s, while the CH-53Gs brought in further supplies as underslung cargo. Ground-based fire support was quickly flown in. Mercedes Benz G-Wagon all-terrain vehicles, strapped as internal cargo in the CH-47F, provided much-needed ground mobility, while Wiesel tracked vehicles with 20mm auto-cannons or TOW (tube-

launched, optically-tracked, wire-guided) anti-tank missiles were flown in by C-160. These air transportable vehicles fanned out in the area and established an outer perimeter, thereby further increasing the footprint of troops. ‘Casualties’ were either evacuated by helicopter (UH-60A) or by tactical air transport (C-160). After taking out a command and control facility in the area, both German and Dutch troops conducted a ground attack on an enemy training camp guarded by a few armoured fighting vehicles. An airmobile quick reaction force was flown in by helicopter to give further impetus to the attack and this soon helped to defeat the enemy. Eisregen II culminated in a complicated attack on an insurgent improvised explosive device production facility. EGB (erweiterter Grundbefähigung - extended basic qualified) troops from one of the German infantry companies were landed near to the objective by a single CH-47F while two German Tiger UHTs of the Helicopter Assault Force loitered overhead. Specially trained, the EGB Parachute Infantry Companies can be considered as the German equivalent of the US Rangers and often operate in close co-operation with the German army’s special forces, the afm Kommando Spezialkräfte.

Established as a new unit in 2002, the current Division Luftbewegliche Operationen (DLO – air manoeuvre division) will be withdrawn. The CH-53G fleet has already been handed over to the Luftwaffe, while the two remaining Heeresflieger (army air corps) regiments will be equipped with the NH90 TTH and just one with the Tiger UHT. They will be integrated in the DSK.

The Dutch 11th Airmobile Brigade will also be integrated into the new division as part of a far-reaching pooling and sharing arrangement between the German and Dutch military. Both sides will benefit from the co-operation, with the Dutch bringing considerable air assault expertise while the Germans can build on decades of airborne experience.

Attack

The full spectrum of air manoeuvre (airmobile, airmechanised, air assault, airborne, tactical air landing) operations was trained for during the exercise. Both the German and Dutch pathfinders were inserted into the Altengrabow and Klietz training areas more than 48 hours ahead of the main assault so they could monitor any enemy action at the objectives,

A Luftwaffe CH-53G FROM HSG 64 with underslung cargo. Pieter Baastiens

Airborne Forces restructure Germany’s airborne forces are being restructured in line with the ongoing transformation of the Bundeswehr (German armed forces). The Division Spezielle Operationen (DSO - special operations division) will give way to the new Division Schnelle Kräfte (DSK - rapid reaction division) in mid-2014. While retaining the special forces from the Kommando Spezialkräfte, the

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DSK will have only one airborne brigade, whereas the DSO fielded two with four parachute infantry battalions. Two of these battalions will be restructured into larger parachute infantry regiments, which will focus on preparing for non-combatant evacuation operations, preserving much of the army’s airborne fighting force while giving up some support units.

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EXERCISE REPORT SOUTHERN KATIPO/KIWI FLAG ’13

Capable Katipo Jim Winchester reports on the largest international military exercise ever held in New Zealand

E

XERCISE SOUTHERN Katipo ’13 (SK13) took place over three weeks in November and was the first full test of New Zealand’s Deployable Joint Interagency Amphibious Task Force, established in 2010. Up to 2,200 personnel from New Zealand, Australia, the USA, Canada, France, Papua New Guinea, Malaysia, Singapore and Tonga took part. The exercise scenario simulated a peace support operation in a fictional south-west Pacific nation named Mainlandia, involving ethnic tension between the Bekaran and Alpirian people and the operations of terrorist groups. An NZ-led League of Pacific Nations force was dispatched by sea and air to Mainlandia – in reality the regions of South Canterbury and Southland on New Zealand’s South Island – to prevent further violence. This is the kind of scenario that New Zealand and its regional partners

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Above: The RSAF’s C-130H was an active participant in SK13/Kiwi Flag, performing airdrop missions and transporting personnel. RNZAF

Above: Timaru’s Richard Pearse Airport – named after the local aviation pioneer who some say flew before the Wright brothers – normally sees a couple of Beech 1900D airliner movements per day. The arrival of a US Air Force C-17 with personnel and vehicles for SK13 attracted a lot of local interest. RNZAF Below: French troops board a RNZAF NH90. Jim Winchester

have faced in the Solomon Islands, Bougainville, Tonga and East Timor in recent years. Fiji continues to make progress back to full democracy, but there is still the potential for unrest that might require intervention. Around 70 US marines were attached to ground units, and two Lockheed Martin KC-130J Super Hercules from VMGR-352 'Raiders' took part. Two US Air Force Boeing C-17s were involved, although different aircraft rotated in and out of the exercise. On November 10, a C-17 became by far the largest aircraft ever to land on Timaru Airport’s 4,200ft (1,280m) runway. Further visits were prevented by wet conditions, which reduced the available braking distance to below acceptable levels. Rotary airlift for SK13 was provided by RNZAF helicopter assets, organised as the Rotary Wing Task Group, headquartered at Timaru’s Richard Pearse Airport. The RNZAF is in the process of transitioning from the 1960s-vintage UH-1H Iroquois to the modern NHI NH90 and AgustaWestland AW109 Mako helicopters. Five UH-1s from No

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Location: New Zealand Particpants: RNZAF, USAF, USMC, RSAF, RAAF, FAF, FN

Left: The RAAF provided Lockheed Martin C-130Js from 37 Squadron, based at Richmond. Jim Winchester

Kiwi Flag Run in parallel and integrated with SK13, Exercise Kiwi Flag involved tactical transport aircraft from five nations, although the planned sortie rate was affected by Operation Damayan, the Philippines typhoon relief effort. Hercules from the RNZAF, Royal Australian Air Force and Republic of Singapore Air Force plus US Air Force C-17s flew over 150 flight hours, lifted 406 tonnes of freight and moved 1,056 passengers as part of Kiwi Flag, staged out of RNZAF Ohakea. Containerised equipment was dropped by parachute during a series of day and night missions. Left: The RNZAF’s own Lockheed C-130H Hercules from 40 Squadron airdropped supplies over the exercise area. Jim Winchester Below: The SK13 Rotary Wing Task Group operated the AW109LUH light utility helicopter, which the RNZAF calls the Mako. RNZAF

3 Squadron were based at Timaru along with two NH90s and three AW109s from the Helicopter Transition Unit (HTU). Southern Katipo ’13 was the first real test of the NH90’s deployability, and the new helicopter performed well. There were no real dramas in the field and almost 100% availability was achieved,

according to Flt Lt Matt Ranger, in charge of NH90 maintenance for the exercise. “It loves to be flown,” he said. “They have fewer problems when flown a lot.” A couple of small parts needed to be sent from home base, but routine 50-hour services were performed in less time than at Ohakea, said Flt Lt Ranger.

Aircraft participating in Southern Katipo/Kiwi Flag 13 Operator

RNZAF

Type

Unit, home base

Serials

NH90

HTU, Ohakea

NZ3303, ‘04

UH-1H Iroquois

3 Sqn, Ohakea

NZ3804, ’05, ’08, ‘11

A109LUH Mako

HTU, Ohakea

NZ3402 + others

C-130H Hercules

40 Sqn, Whenuapai

NZ7001, ‘03

Boeing 757-200

40 Sqn, Whenuapai

NZ7572

Beech 200 King Air

42 Sqn, Ohakea

NZ7124

USAF

C-17A

AK, Elmendorf

98-0051, 05-5146

USMC

KC-130J Super Hercules

VMGR-352

168067, 166382

Rep. Singapore AF

C-130H Hercules

122 Squadron, Paya Lebar 735

Super Royal Australian AF C-130J Hercules

37 Squadron, Richmond

A97-450

French Air Force

CN235M-200

ETOM 00.82, Tahiti

65 / 82-IC

French Navy

Alouette III

FNS Prairial (F731)

302

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As the exercise wrapped up, NH90 NZ3304 had accrued just over 400 total flying hours, and NZ3303 198. The Rotary Wing Task Group supported land operations, including raids on insurgent strongholds on the Waitaki River dams, culminating in an airlift of 130 international troops from a rugby ground at Waimate back to the air hub at Timaru using both NH90s and UH-1s. The relative capability of the two types is shown by the statistics; the NH90s lifted five times as many troops – 12 at a time – as the Hueys, which could only carry four soldiers plus pilots and crewmen/gunners. The UH-1 is still loved, and there is no definitive out-of-service date for the ten remaining examples, although individual airframes are being retired as they reach major servicing. The seventh of eight NH90s has recently been

delivered, with the last expected in early 2014. One, which suffered serious damage from a lightning strike earlier this year, was being air tested again in late November. Naval assets in SK13 included New Zealand’s amphibious support ship HMNZS Canterbury (L421), operating without helicopters, and the French frigate FS Prairial (F731) with a single Alouette III. The last major event of SK13 was a non-combatant evacuation operation of role-players including about 80 local residents from the far southern port of Bluff to Dunedin near Canterbury. The civilian participants returned home in a RNZAF Boeing 757. Another Southern Katipo exercise is proposed for 2015 and may be staged in the Pacific Islands, which will test the Joint Amphibious Headquarters under more realistic conditions afm and logistical constraints.

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EXERCISE REPORT FADA’IAN-E-HARIME VELAYAT 4

War Games

Babak Taghvaee reports on Iran’s biggest air exercise in two years

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HE ISLAMIC Republic of Iran Air Force (IRIAF) conducted Exercise Fada’ian-e-Harime Velayat (devotees of the country’s territory) 4 at the 9th Tactical Fighter Base (TFB 9) Bandar Abbas, in December. The previous edition, Fada’ian-e-Harime Velayat 3, had been held at TFB 2 Tabriz during September 2011. No exercise was held in 2012 due to the loss of an F-4E and a MiG-29B in the October. In September 2013 the IRIAF HQ announced it was planning a major exercise for October or November but, after weeks of delay, finally confirmed it would be held in December. The air base at Bandar Abbas was selected as the location for Fada’ian-eHarime Velayat 4, which began on December 9. Units from TFBs 2, 3, 4, 6, 7, 9 and 10 were involved and, on December 11, the base and squadron commanders met at Doshan Tappeh airfield where an operational overview of the exercise was designed. On December 14 and 15 pilots and ground crews from the participating air bases held pre-exercise rehearsals, flying to Bandar Abbas over the next few days. Ground equipment and personnel were ferried to Bandar Abbas by the 11th and 72nd Tactical Transport Squadrons’ C-130 Hercules.

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IRIAF fighters lined up at Bandar Abbas air base for the exercise. IRNA

In all 16 fighters deployed to Bandar Abbas along with a Pilatus PC-6B2/H2 from TFB 7, which would act as a PSYOPS (psychological operations) platform, and a Bell 214C belonging to the same base’s search and rescue group.

Initial phase

On December 19 four F-4Es (two from the 31st Tactical Fighter Squadron (TFS) and another pair from the 91st TFS) armed with Mk82 dummy bombs performed two training strike sorties, practised high-level bombing

Above: Three Saeqehs, 3-7366, 3-7369 and 3-7370 from 23rd TFS of 2nd TFB took part in the exercise. IRNA Below: On the last day of the exercise an F-4E Phantom from the 91st TFS successfully launched a C-704 anti-ship missile against a dummy target. IRNA

tactics and, later in the day, two precision bombing sorties. Two air interdiction and two close air support (CAS) sorties were conducted by six F-4Es. Two were armed with Sattar-4 laser-guided bombs and TLS-99 laser designator pods, another pair with rocket pods and the last two with six dummy Mk82 iron bombs installed on triple ejector racks under their inboard pylons. Another training bombing sortie was carried out by three HESA Saeqehs, each armed with two dummy Mk82 iron bombs. Two F-5Fs and one F-5E from the 21st TFS, armed with rocket pods, were used in another CAS sortie. Three Mirage F1s performed ground attack missions with their DEFA 553 20mm cannons. All aircraft attacked dummy targets inside the Gachin gunnery range, 90km (56 miles) from Bandar Abbas. The sole RF-4E (2-6504,

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Location: 9th Tactical Fighter Base, Bandar Abbas, Iran Particpant: Islamic Republic of Iran AF

c/n 4211) conducted two training reconnaissance sorties, one in the morning and another at night.

Combat phase

The combat stage of the exercise began on December 20. Participants conducted several air-to-ground and air-to-air simulated attacks. In the morning, two F-4Ds from the 101st TFS armed with two Mk82 iron bombs, two Saeqehs with Mk82 Snake Eye bombs, two F-5Fs with rocket pods and two Su-25UBKs, of the Islamic Revolutionary Guards Corps Aerospace Force (IRGC/AF), with FAB-250 bombs attacked targets on the range. One C-130E from the 72nd TAS made an airdrop. In the evening three F-4Es fitted with AIM-7E-2s and AIM-9Js, together with two Mirage F1BQs and one F-5F, refuelled by a Boeing 707-3J9C of the 1st Independent Tactical Transport Base, practised ground-controlled interception over the Persian Gulf under the control of the Iranian Defence Force southern command radar centre. The F-4Es used their missiles against drones and the Mirage F1s shot down two drones with their 30mm guns. A Mohajer 4 remotely-piloted vehicle was also used successfully in a reconnaissance mission. The second day saw two Su-24MK Fencers of the 72nd TFS – one armed with two Kh-29Ls and the other with two Kh-25MLs – attack targets on the range. Another pair of Su-24MKs loaded with FAB-100 free-fall bombs, together with two 61st TFS F-4Es fitted with AGM65A air-to-ground missiles and two IRGC/AF Su-25UBKs armed with FAB-250s, attacked several maritime targets despite the bad weather prevailing that day.

Achievements

Unlike previous exercises, the IRIAF was practising combat

Participating aircraft Base

Aircraft Type

Squadron

Number

Roles in the Exercise

Boeing 707-3J9C

Tanker squadron

1x

Tanker/logistic support

Boeing 747-131F

Tanker squadron

1x

Tanker

C-130E

11th TAS

1x

Logistic support

F-5E

21st TFS

1x

Attack

F-5F

21st TFS

2x

Attack

Saegeh

23rd TFS

3x

Attack

F-4E

31st TFS

4x

Attack/strike/intercept

RF-4E

31st TRS

1x

Recce

TFB 4 Dezful

F-5F

41st TFS

4x

Attack

TFB 6 Bushehr

F-4E

61st TFS

2x

Anti-shipping

C-130E

72nd TAS

1x

Airdrop

C-130H

72nd TAS

1x

Logistics

PC-6B2/H2

PC-6 Squadron

1x

PSYOPS

Su-24MK

72nd TS

4x

Strike

Bell 214C

7th SAR Group

1x

Search and rescue

F-4E

91st TFS

5x

Attack/strike/intercept

Mohajer 4

RPV Squadron

1x

Recce

F-4D

101st TFS

2x

Strike

Mirage F.1EQ-6

102nd TFS

1x

Intercept

Mirage F.1BQ-3

102nd TFS

2x

Intercept

Su-25UBK

Su-25 Squadron

2x

Strike

TFB 1 Mehrabad

TFB 2 Tabriz

TFB 3 Hamadan

TFB 7 Shiraz

TFB 9 Bandar Abbas

TFB 10 Chabahar IRGC/AF Seyed-Al-Shohada AB

Above: Northrop F-5F Tiger II 3-7155 is one of around a dozen thought to be still active from the 28 delivered in the mid-1970s. ISNA

tactics against a regional enemy trying to occupy Iran’s three islands in the Persian Gulf. In the past, the US Navy’s 5th fleet had been seen as the main threat. The IRIAF HQ had planned to use C-802 and C-803 anti-ship cruise missiles against several dummy maritime targets but, due to political reasons, restricted the exercise to regional threats. As a result, this year the IRIAF’s P-3F Orions didn’t participate. One important achievement of the

exercise was better co-ordination between the IRIAF and IRGC/ AF – recently overhauled and upgraded IRGC/AF Su-25UBKs are now deployed to Abu Musa Island and were used successfully in simulated air interdiction missions. Another positive result was the successful operational testing of the recently modernised 91st TFS F-4E 3-6634, which has an upgraded armament system, new radio, navigational system and improved AN/APQ-120 radar,

with which it shot down a drone using an AIM-7E-2 missile. New Maham Parchin Industriesmanufactured Sattar-4 laserguided bombs and a TLS-99 laser designator pod, developed by the IRIAF’s Self-Sufficiency Department, were tested onboard two 31st TFS F-4Es, 3-6650 and 3-6682. The latter had been wired to use laser designator pods during the ‘ASR’ project in the early 1990s and 3-6650 has been wired recently to use the TLS-99 and was one of four F-4Es overhauled at the Mehrabad centre between 2009 and 2013. One of Project Habibi’s Mirage F1BQ-3s – 3-6403 – which had been restored and brought back to operational condition by Iranian Aircraft Industries after 23 years in storage, together with an overhauled Mirage F1EQ-6, were tested successfully and afm participated in the exercise.

Dassault Mirage F1s, also delivered to Iraq in the 1970s, are still a potent force in the IRIAF. IRNA

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POSTCARD FROM BAHRAIN

Fighter fever 1

A

LL THE military talk at the Bahrain International Airshow, held over January 16 to 18, was of the volatile fighter market, especially since the UAE’s decision not to order the Eurofighter Typhoon. Fast jets were the meat in the flying display with several types vying for interest in the Middle Eastern market, now one of the strongest.

1: A Typhoon from the Royal Saudi Air Force’s 10 Squadron attended alongside the two RAF machines. It departed the airshow in style on January 19. Dietmar Fenners 2: The Royal Bahrain Air Force’s (Bahrain Amiri Air Force) fast jet force of Lockheed Martin F-16s and Northrop F-5s was represented by a mass flypast each day. Aidan Curley 3: Two RAF Typhoons provided the display aircraft for Flt Lt Jamie Norris, who made his last official demonstrations before handing over to the 2014 pilot, Flt Lt Noel Rees. Aidan Curley

2

4: Capt Masoud Al Falahi in the UAEAF&AD Dassault Mirage 2000-9EAD, repeating his display from Dubai. Aidan Curley 5: Among the US presence in the static park was Boeing F/A-18F Super Hornet 166793 ‘AC-101’, the commander’s aircraft of VFA-32 based with the USS Harry S Truman in the Persian Gulf. Aidan Curley 6: Squeezing vapour from the dry desert air, Capt Khalid Al Jabria pushes the UAEAF&AD F-16 to its limits during his display. Dietmar Fenners

3

5

4

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AND FINALLY

Snoopy’s Epitaph

T

HE WINGS of Lockheed Hercules W2 XV208 (c/n 4233), affectionately known as ‘Snoopy’ due to its long nose-boom from its days as a weather-plane, are to replace those of Austrian Air Force (AAF – Östereichische Luftstreitkräfte) Lockheed C-130K C1P 8T-CA (c/n 4198 ex-RAF XV181). Both aircraft started life as C-130Ks for the RAF, but XV208 has a much more interesting history! It was delivered to the RAF on September 28, 1967 and assigned to 48 Squadron at RAF Changi, Singapore, part of Britain’s Far East Air Force, arriving there on New Year’s Day the following year. It returned to the UK on June 29, 1970 for repair work by Marshalls of Cambridge on a damaged main-spar, but was selected to become the sole Hercules W2 of the Meteorological Research Flight (MRF) at RAE Farnborough. The aircraft was transferred to the Ministry of Aviation Supply on January 21, 1971 and underwent structural conversion to MRF configuration, which included

fitting a distinctive striped nose-probe and an above-cockpit teardrop-shaped weather radar. The converted aircraft – now nicknamed Snoopy – made its first flight in the new configuration on March 23, 1973 and arrived at Farnborough the following year, joining Canberra PR3 WE173 until the jet was retired in January 1983. Snoopy then soldiered on alone at Farnborough until it was transferred to the Defence Evaluation and Research Agency (DERA) at Boscombe Down, Wiltshire in March 1994. The much-modified Herc flew more than 11,800 flight hours in its near 30 years as a research platform, operating on every continent. As the most capable atmospheric research aircraft available anywhere, it was in great demand right up to the date of its last flight on March 29, 2001. A period in storage at Boscombe Down followed during which rumours abounded that it had been sold to the Netherlands for its air force. However, On April 27, 2005 it made

the short hop from Wiltshire to Marshall Aerospace at Cambridge where it began a new lease of life as engine test bed for the EPI TP400 engine used on the Airbus Military A400M Atlas. The distinctive nose probe and other lumps and bumps were removed and the TP400, nearly three times as powerful as the standard Allison T56 engine fitted to the Hercules, was installed on the port inner wing station.

XV208 made its first flight with the TP400 from Cambridge on December 17, 2008. At the end of the test programme Snoopy again went into another lengthy period of storage until in mid-January it was towed into hangar 17 at Cambridge for work to remove wing parts for use on 8T-CA. It seems likely that the remains of this historic aircraft will end up on the scrapheap. JERRY GUNNER

Top: On October 1, 2009, XV208 retired as the A400 engine test bed flying platform. Marshall Aerospace Above: Snoopy in its W2 configuration, in which it served the UK for nearly 30 years. Met Office

Next Issue of AFM on Sale March 20th* *UK scheduled on sale date. Please note that the overseas deliveries are likely to be after this date.

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AN INSIDE VIEW OF

AMERICA’S MOST IMPORTANT AIRBASES AN PUBLICATION

The team behind AirForces Monthly magazine introduces a lavishly illustrated 100-page special magazine telling the story of three of America’s most fascinating military facilities. With unique access to the pilots, squadron commanders and key personnel in all three airbases. AIRBASE USA tells their stories and describes what they do and how and why they do it.

HIGHLIGHTS INCLUDE: NAVAL AIR STATION FALLON Nevada - Where the Navy’s ‘Top Guns’ are based and where US Navy Carrier Air Wings go to train before they go on a cruise on one of America’s nuclearpowered aircraft carriers. MARINE CORPS AIR STATION YUMA Arizona - For a long time the US Marine Corps’ ‘Home of the Harrier’, Yuma is now introducing the world’s most advanced warplane – the F-35B Lightning II.

JUST *

090/14

9 9 . 4 £ AVAILABLE UNTIL MARCH 6 FROM

EDWARDS AIR FORCE BASE California - Home of the Air Force Flight Test Center where tomorrow’s Air Force is taken from concept to combat, plus many more unique and vital flying units.

AND MUCH MORE!

AND ALL OTHER LEADING NEWSAGENTS

JUST £4.99 FREE P&P

*

*Free 2nd class P&P on all UK & BFPO orders. Overseas charges apply.

Free P&P* when you order online at www.keypublishing.com/shop

OR

Call UK: 01780 480404 Overseas: +44 1780 480404 Monday to Friday 9am-5:30pm

SUBSCRIBERS CALL FOR YOUR £1.00 DISCOUNT! SUBSCRIBERS CALL FOR YOUR £1.00 DISCOUNT!

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