Air Forces Monthly UK 2014-07

EX PA TR GE A S

AFGHANISTAN USAF AIR BRIDGE

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

LIGHTNINGS STRIKE

EXERCISE REPORT

CLOCKWORK 14 Royal Navy and Royal Marines in the Arctic

F-35s arrive in the UK

OPINION When will

FORCE REPORTS

the UK get an MPA?

SWISS PRECISION Flying the Pilatus PC-21

01_UK_Cover_July.indd 1

MOROCCAN AIR FORCE URUGUAYAN NAVAL AVIATION

IRAN'S NATIONAL DAY

Phantoms, Tomcats & Fulcrums

JULY 2014 £4.60

03/06/2014 14:50

CONTENTS

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

News

All the world’s military aviation news, by region. 4-5 Headlines 6-7 United Kingdom 8-9 Europe 10 Russia and the CIS 12-17 North America 18-19 Latin America 20-21 Middle East 22 Africa 23 Asia Pacific 24 Australasia 26-27 AFM AFM’s ’s Dave Allport reports on the world’s military accidents.

30 Here comes the Joint Strike Fighter The star at this year’s Farnborough and RIAT will be the F-35B Joint Strike Fighter (JSF). Alan Warnes reviews the UK JSF story so far.

36 Netherlands & the F-35 AFM’s jerry Gunner spoke to the Dutch ‘Mister F-35’, Colonel Gerbe Verhaff who outlines the Netherlands’ reasons for buying the F-35 and what it intends to do with it.

40 Lightning – The Right Choice for an Air Force Military aviation industry experts assembled a list of questions concerning critical aircraft capabilities. Test pilots from Boeing, Dassault and Lockheed Martin were invited to answer them.

46 Swiss Precision Pilatus has a history of producing versatile training aircraft and continues the tradition with the PC-21. AFM’s Jerry Gunner explains.

Find us on

Facebook

facebook.com/AirForcesMonthly

40

52 Pilatus PC-21

78 FORCE REPORT: Uruguayan Naval Aviation

Dave Unwin flies Pilatus’ high-tech trainer, which could revolutionise how the next generation of fast-jet pilots are trained.

Santiago Rivas explains how one of the smallest air arms in South America protects the nation’s coast line.

60 Iran’s National Army Day Parade

82 FORCE REPORT: Royal Moroccan Air Force

The Skies over Iran’s capital Tehran were filled with an impressive display of military might, including Phantoms, Tomcats and Fencers as the country celebrated.

64 Afghan Air Bridge Bob Archer tells the story of the air bridge that sustained the American-led coalition during Operation Enduring Freedom.

68 Opinion - When the Tide Goes Out John Longhurst, chairman of international defence conference organiser Tangent Link says it’s about time someone chose a maritime patrol aircraft for the UK.

72 Twenty-two years and Still Going Strong Vladimir Trendafilovski explains how the Croatian Air Force has upgraded its fighter force with MiG-21s that are over a quarter of a century old.

74 Greek VIP Flight The Hellenic Air Force has been busy taking the country’s leaders to meetings about maintaining stability in the region. Kyriakos ‘Kirk’ Paloulian looks at the history and development of Greece’s VIP flight.

Alan Warnes describes the recent evolution of the Royal Moroccan Air Force and how it is gradually becoming the best in North Africa.

88 EXERCISE REPORT: Clockwork 14 Lewis Gaylard went to northern Norway with the UK’s Joint Helicopter Command’s Exercise Clockwork 14.

96 Ukraine’s Tank Busters Vladimir Trendafilovski reports on the clashes between pro-Russian militia forces and Ukrainian government troops, and how Ukraine’s forces are relying on Su-25 ground attack aircraft.

102-104 Debrief Reviews of recently published books on military aviation.

106 Just a Nice Pic The three types currently based at Royal Australian Air Force Base Pearce, Western Australia, perform a flypast over the nearby town.

Editorial

The Joint Strike Fighter (JSF) will be on display in the UK at last. It’s been a long and difficult road, but the end appears to be in sight... or does it? While various nations signed up to the programme in its early days, some appear to be having second thoughts. Others are currently reviewing their orders amid escalating development costs and may reduce their commitments. Obviously, given the size of the programme, the JSF will go ahead but there are still concerns among those who will fly them. One Royal Canadian Air Force Hornet pilot I recently spoke to said he wasn’t too keen on the prospect of flying intercepts over the arctic on just its single engine, having been used to the twin-engined ‘warm and fuzzy’ feeling of the Hornet. For the UK the debate is focussed on a lack of a suitable Maritime Patrol Aircraft (MPA) for this island nation of ours. When will a decision be made as to what will replace the sorely missed Nimrods? If you’re an Air Forces Daily subscriber have your say after reading our Opinion piece on pages 68-70 of this issue, by visiting: www.airforcesdaily.com . But it’s not all JSF and MPA debates in this issue of AFM. We look at the Iranian Air Force which continues to confound Western military pundits by maintaining a large fleet of ageing types – among them the Tomcats, F-5s and AH-1 Cobras. Fascinating stuff!

FREE DVD Claim your FREE Mirage F-1 or Flying DVD worth up to £19.99 when you subscribe to AirForces Monthly. See pages 14 & 15 for details.

Glenn Sands AFM Brand Editor

60

www.airforcesdaily.com

03_Contents_Jul.indd 3

#316 JULY 2014

3

10/06/2014 12:15

NEWS HEADLINES

AUSTRIA SLASHES TYPHOON PILOT NUMBERS AND FLIGHT HOURS

Austria's Eurofighter Typhoon's face tough times ahead with a reduction to the fleet and the loss of senior pilots. Eurofighter - Markus Zinner

Georg Mader reports on the shock decision by Austria to cut back on its Eurofighter Typhoon operation

A

FM HAS learnt that the cadre of Typhoon-qualified pilots in the Austrian Air Force (ÖL Östereichische Luftstreitkräfte) Eurofighter EF2000 squadron at Zeltweg Air Base, has been reduced from 18 to 12 since late April. The cuts are the result of austerity measures and further extensive budget reductions are proposed for 2014 and 2015. Officially confirming the move, an Austrian MoD spokesman said it was necessary because a forthcoming reduction in the allowance of jet-fuel assigned to the unit meant 1080 flight-hours per year (down from 1200) would not be enough to let all 18 pilots fly enough hours. A source inside the ÖL, who did not want to be named, told AFM that two EF2000s have already been grounded and are being used for spare parts. Several options, including

4

JULY 2014 #316

04-05_Headlines_July jg.indd 4

cutting the Austrian Eurofighter fleet of 15 Tranche-1 airframes to 12 or even nine aircraft, have been the subject of intense debate in Austria’s parliament and press in recent weeks. If the number of fighters is reduced, it has been estimated that the savings gained will be minimal – about 19% of the cost of having a Typhoon fleet. In essence the saving will amount to little more than that spent on daily operating costs. Of the estimated €60-70,000 cost of each flying hour, in 2013 the Austrian government audit office reported that 81% results from fixed costs such as the In-Service-Support contract for logistical and spare parts support which has to be paid whether the jets fly or not. The final tranche of payments to cover the purchase of Austria’s 15-strong fleet of EF2000s, €175 million, is to be paid this year. The budget for the whole of Austria’s military in 2015 (€1.85 billion, or less than 0.6% of GNP) is rumoured to have been cut by the same amount. Another proposal receiving

vociferous support in the Austrian media is to cut QRA cover from the present seven-day week daylight hours only service to something closer to that of the Swiss model – office hours, with an hour and a half for lunch, weekdays only. The Austrian media reports that if such a regime had been in place in recent years, of 70 alerts responded to by Austria’s Eurofighters, 25% would have fallen outside the air force’s operating hours. However, the time restrictions aren’t popular even in Switzerland. The Swiss Government came in for heavy criticism in February when an Ethiopian Airlines jet en route from Addis Ababa to Rome was hijacked by the co-pilot. The airliner was intercepted by Italian Eurofighter F2000s which then handed it over to French Mirage 2000s which escorted the airliner to Geneva where it landed at 4am. No Swiss QRA was available at that time of day. That incident and the strictly defended ‘office hours’ were frequently mentioned in vox-pop interviews with members of the public after

the proposed Swiss purchase of Gripen-E was rejected by voters in a referendum on May 18. Austria’s Chief of the General Staff, General Othmar Commenda, is due to publish a report shortly after AFM goes to press detailing the government’s plans for budget cuts. Another potential target for cuts is ÖL’s Goldhaube (Golden Hat) air-surveillance radar system, the key-stone of the nation’s integrated air-defence network, consisting of three fixed and two mobile radars; a sixth mobile Selex ES RAT-31DL long-range phased-array radar was acquired recently but is not yet operational.

Not just fast jets Austria relies heavily on helicopters to provide quick access and regular supplies to remote areas, especially after natural disasters or extreme bad weather events. The Austrian Government has not yet allocated the €50-80 million needed for a scheduled software upgrade for the navigation systems of the nine Sikorsky S-70A42helicopters. Two have already

www.airforcesmonthly.com

09/06/2014 10:51

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

Latest developments in Ukraine • Return of Crimea-based aircraft continues – This process re-commenced in early May and by June a total of 37 Bel’bekbased MiG-29 aircraft had been dismantled and trucked to their new home base at Kul’bakino. Ukraine officials report all aircraft as being non-airworthy – the eight that had been flyable before the Russian annexation in March are still being held back. • Non-stop helicopter operations in south-east Ukraine - Ukraine Army Aviation (AA SV) and National Guard (NGU - Ministry of Interior paramilitary units) helicopters are flying constantly - Mi-8s as transports and Mi-24s for patrol and ground attack. • Ukraine denies airports to separatists - Ukraine once more showed resolution in its intent to deny separatists control of a major airport on Ukrainian soil. Government forces, delivered by Mi-8s and supported by Mi-24s and Su-25s, re-took Donets’k international airport on May 26 after it had been taken over by pro-Russian militia; heavy casualties were inflicted on the enemy. Both Donets’k and Mariupol’ airports were surrounded by hostile forces and at the end of May Il-76MDs flew in much needed supplies - including

armoured and transport vehicles. • Notable increase of Su-25 involvement - Ukraine’s Su-25s (for more information, see pages 96-100) became more involved in combat action in south-east Ukraine from late May. At first they mostly flew as single ships. They were in action over Donets’k airport, where one successfully evaded a SAM from a MANPAD on May 26, and the city of Lugans’k where an Su-25 attacked the building housing the administration of the break-away region on June 2. More recently, Frogfoots have been seen working in pairs over Slov’yans’k. Although frequently

engaged by ground fire, there have been no confirmed losses. • More aircraft losses - With the start of the newest offensive around Slov’yans’k on June 3, the risk of losing aircraft from hostile AAA and MANPADs increased. Two Mi-24s are known to have received battle damage including Mi-24VP s/n ‘10 yellow’ of AA SV on June 3. An An-30B was downed on June 6 during its regular reconnaissance mission over the area, the crew escaped by parachute. In addition to these an NGU Mi-8MT s/n ‘16 yellow’ was lost to enemy action in the same area on May 29. Vladimir Trendafilovski

been taken out of the daily flying routine and without updates, the rest will be reduced to VFR (visual flight rules) flying only in 2018 and then grounded in 2020. No replacements are in sight for the 44-year-old Saab 105 or the 47-year-old Aérospatiale Alouette III helicopter fleets. According to insiders in the ÖL, flying hours of helicopter pilots have been cut to the bare minimum required to maintain their licences. So far crew numbers have not been reduced. A contract

with AgustaWestland in Italy was signed in 2010 to upgrade the fleet of 23 AB-212s at Fliegerhorst Vogler/Linz-Hörsching. The work to extend the helicopters’ service lives to 2030 is continuing at the rate of three to four per year, but by that time those airframes will be over 50 years old. The three former RAF C-130Ks flown by the ÖL from Linz/ Hörsching have already been affected by the austerity measures – the number of flight crews has been reduced from six to four.

Brigadier General Karl Gruber has already warned of possible consequences arising from the cuts. Talking to local newspapers he claims that while regular supply flights to Austrian UN and Partnership for Peace contingents in Kosovo and Bosnia can be maintained, with only four crews it would be very difficult, if not impossible, to respond to any unexpected commitments such as evacuating of Austrian citizens from crisis areas.

Above: The last Ukrainian Air Force servicemen to remain at Bel’bek air base hard at work, dismantling three MiG-29 (type 9-13) aircraft of 204 brTA - including ‘23 blue’ and ‘24 blue’. These were slated to be loaded onto trucks and moved to their new base in Kul’bakino in early May. Note that these were all non-flyers - ‘23 blue’ has been stored since April 13, 1998! Kryla Ukrayiny magazine via Vladimir Trendafilovski

Sabre rattling at Fairford

Brand Editor: Glenn Sands Assistant Editor: Jerry Gunner Editorial contact: [email protected] Military News Editor: Dave Allport World Air Forces Correspondent: Alan Warnes Military News Analyst: Steve Rush 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 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 Publishing Ltd and distributed in the USA by Mail Right Int., 1637 Stelton Road B4, Piscataway, NJ 08854. The entire contents of AirForces Monthly is a copyright of Key Publishing Ltd and cannot be reproduced in any form without permission. The Editor is happy to receive contributions to AirForces Monthly. Please note that all material sent to the Editor is forwarded at the contributor’s own risk. While every care is taken with material, the publishers cannot be held responsible for any loss or damage incurred. All material rates available on request. Submitted material (especially illustrations) should have the contributor’s name and address clearly marked and a stamped addressed envelope should be enclosed if it is required to be returned. All items submitted for publication are subject to our terms and conditions, which are regularly updated without prior notice and are freely available from Key Publishing Ltd or downloadable from www.keypublishing.com. All digital imagery should be at least 300dpi and 10 x 8 inches (25.4cm x 20.3cm) in size and submitted on a CD/DVD with thumbnail prints to the Editor at Key Publishing Ltd, PO Box 100, Stamford, Lincs., PE9 1XQ, UK. 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

Two Northrop Grumman B-2 Spirit stealth bombers arrived at RAF Fairford, Gloucestershire on Sunday June 8. The two jets, The Spirit of Louisiana, serial number 93-1088 'WM' and the Spirit of Indiana, 82-1069 'WM' are both assigned to the USAF's sole B-2 unit, the 509th Bomb Wing's 393rd Bomb Squadron 'Tigers' from Whiteman Air Force Base, Missouri. David Mackey - Macks Aviation Photography

www.airforcesdaily.com

04-05_Headlines_July jg.indd 5

#316 JULY 2014

5

09/06/2014 10:52

NEWS UNITED KINGDOM Typhoons Undertake F-35 Interoperability Trials

Above: Royal Air Force/41(R) Squadron Typhoon FGR4s ZJ946 ‘EB-A’ and ZJ930 ‘EB-R’ fly in formation with US Marine Corps F-35B 168313 ‘17’ (BF-17) from the US Air Force’s 461st Flight Test Squadron at Edwards AFB, California, on April 4 during interoperability trials with the two types over the Edwards AFB ranges. Lockheed Martin/Tom Reynolds

FOUR ROYAL Air Force/41 (Reserve) Test and Evaluation Squadron Typhoons that were recently deployed to the USA undertook interoperability trials with US F-35 Lightning IIs over the ranges at Edwards Air Force Base, California, during their stay. Two 41(R) Squadron Typhoon FGR4s, ZJ946 ‘EB-A’ and ZJ930 ‘EB-R’, flew in formation with US Marine Corps F-35B 168313 ‘17’ (BF-17), which is currently operated by the US Air Force’s 461st Flight Test Squadron at Edwards as part of the F-35 Integrated Test Force, testing

in the California High Desert. The four 41 (R) Squadron aircraft, comprising Typhoon FGR4s ZJ930 ‘EB-R’ (callsign ‘Ascot 9731’), ZJ946 ‘EB-A’ (‘Ascot 9732’) and ZK332 ‘EB-J’ (‘Ascot 9733’) plus Typhoon T3 ZJ815 ‘EB-H’ (‘Ascot 9734’), had left their base at RAF Coningsby, Lincolnshire, on March 10, supported by RAF/216 Squadron Tristar K1 ZD951. This was the final ‘trail’ for the RAF’s Tristar fleet, taking the Typhoons to Naval Air Weapons Station China Lake, California, just before the Tristars were retired. After trials at China Lake,

the Typhoons moved on to Edwards for interoperability testing with the F-35. On their return home, the Typhoons were accompanied by one of the new RAF Voyagers, marking the latter’s first oceanic trail. Three of the Typhoons arrived back at their Coningsby base on April 16, but one aircraft, T3 ZJ815 ‘EB-H’ (callsign ‘Ascot 9734’), suffered technical problems and was forced to remain at Lajes Field in the Azores to await repairs. With these completed, it finally arrived back at Coningsby on May 28.

Swedish Gripens at Coningsby for Trials with 41 (R) Squadron

Above: Swedish Air Force JAS39C Gripen 39250 ‘250’, wearing telemetry markings on the nose, arriving at RAF Coningsby, Lincolnshire, on June 2. The aircraft, along with three more JAS39Cs, 39251 ‘251’ and 39257 ‘257’ and 39274 ‘274’, plus two JAS39Ds, 39829 ‘829’ and 39832 ‘832’, arrived for a two-week detachment, during which they will undertake training with the RAF’s 41 (Reserve) Test and Evaluation Squadron Typhoon FGR4s. Lee Hellwing

6

JULY 2014 #316

06_UKNews_Jul.DJ.indd 6

Core RAF Voyager Fleet Now Complete

RAF VOYAGER KC3 (ZZ338)/ MRTT024 was delivered to AirTanker on May 29, landing at RAF Brize Norton, Oxfordshire, following its flight from Getafe, Spain. A three-point tanker, ZZ338 has an upgraded fuselage refuelling unit and will commence operations as soon as it is transferred to the Military Aircraft Register. This is the ninth aircraft delivered under the Future Strategic Tanker Transport (FSTA) RAF Voyager programme, thus completing the core fleet. Only eight are currently at Brize Norton, as one three-point KC3 tanker, ZZ334, remains in Spain as part of the UK’s commitment to support the A400M flight test programme. The fleet at Brize Norton comprises a pair of KC2 twopoint capable and five KC3 three-point capable tankers. In addition, one more aircraft is operated by AirTanker on the Civil Aircraft Register as part of the programme. Phil Blundell, CEO, AirTanker said: “The arrival of the ninth aircraft means that the RAF now has access to the most capable tanking and air transport fleet in Europe. We will continue to work in partnership with the RAF to refine this service, however, the delivery of the ninth core fleet aircraft into RAF Brize Norton, nonetheless represents a sizeable achievement.” The fleet has to date flown a total of 9,750 hours and carried over 172,000 passengers. In its tanker role, Voyager has offloaded over 4,000 tonnes of fuel to receiver aircraft in 230 sorties, including operations in support of Typhoon and UK air defence. AirTanker secured clearance to begin air-to-air refuelling operations with Typhoon and Tornado in summer 2013, followed by the start of operations in support of the Afghanistan air-bridge in December. The FSTA contract will see the delivery of 14 aircraft to the RAF, including the nine-strong core fleet and five aircraft to provide a ‘surge capability’. When not required by the RAF, this surge fleet capability is available to AirTanker for release, with agreement from the RAF, for other purposes. This could include release to the charter market, minus its military equipment or to partner nations in a military capacity with the MOD’s agreement.

www.airforcesmonthly.com

06/06/2014 11:19

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

RAF Rivet Joint Begins Training Flights

Above: Royal Air Force/51 Squadron Boeing RC-135W Rivet Joint ZZ664 (c/n 18773, formerly USAF KC-135R 64-14833), lands on May 23 after a test flight from RAF Waddington, Lincolnshire. This was its first flight since delivery to the base on November 12, 2013. MOD Crown Copyright/Sgt Si Pugsley

AFTER SIX months on the ground, Royal Air Force Boeing RC-135W Rivet Joint ZZ664 (c/n 18773, formerly USAF KC-135R 64-14833), finally took off on May 23 for a test flight from RAF Waddington, Lincolnshire. It marked the first time it had flown since delivery to the base on November 12, 2013. Although delivered ahead of

RAF Afghan Tornado GR4 Detachment Changeover PERSONNEL FROM the Royal Air Force’s II (AC) Squadron returned home to their base at RAF Marham, Norfolk, in the early hours of Sunday, May 25, after a four-month Operation Herrick deployment to Kandahar Airfield, Afghanistan. Prior to returning to the UK, the squadron had handed over responsibility for the Operation Herrick Tornado GR4 detachment (TorDet) to their colleagues from IX (B) Squadron, which is also based at Marham. With the drawdown of operations in theatre, this was II (AC)’s last tour in Afghanistan. After a short period of stand down the squadron will return to normal operational flying in the UK. Operating as part of 904 Expeditionary Air Wing, IX (B) Squadron will continue to man the TorDet at Kandahar until also being replaced by another Marham GR4 unit, 31 Squadron. The latter will see out operations in Afghanistan until the TorDet is closed down when the last of the UK troops are withdrawn at the end of this year.

www.airforcesdaily.com

07_UKNews_Jul.DJ.indd 7

schedule, the stringent new Military Aviation Authority (MAA) airworthiness regulations kept the aircraft grounded amid concerns it did not meet certification requirements. The MAA was set up following an investigation report, released on December 4, 2007, into an RAF Nimrod crash on September 2 the previous year. All fourteen people

on board were killed when MR2 XV230 was lost over Afghanistan. The new RAF Rivet Joint is based on conversion of a 50-year old KC-135R Stratotanker airframe and certain design and qualification paperwork required by the MAA is no longer available. The MAA’s 2013 annual report stated it was likely Secretary of State for Defence, Philip

Hammond, would be asked to “release Defence Equipment & Support [the Ministry of Defence (MoD) procurement arm] from compliance with the Military Air Systems Certification process.” The MoD has made no public comment on the matter, but the first flight in RAF service suggests it reached agreement with the MAA.

Official Unveiling of RAF ‘D-Day Typhoon’ FGR4 A TYPHOON FGR4 – specially painted with invasion stripes to commemorate the 70th anniversary of the D-Day landings – has been unveiled in a ceremony at RAF Coningsby. The Lincolnshire air base was the setting on May 21 for ZK308 of 29 (Reserve) Squadron to be revealed. It has had the black and

white invasion stripes applied to the fuselage and wings, plus World War Two code ‘TP-V’. The code ‘TP-V’ was worn by Hawker Typhoon IB MN526 of 198 Squadron on D-Day. The iconic black and white invasion markings pay tribute to the significant role of the crews of the Hawker Typhoon, particularly

during D-Day operations, which began on June 6, 1944. The Typhoon completed a dual flypast with a similarly adorned D-Day Spitfire IX, MK356 ‘5J-K’ in 129 Squadron colours, part of the RAF’s Battle of Britain Memorial Flight, at Coningsby. It will take part in UK-wide air shows this summer.

Above: RAF/29 (Reserve) Squadron Eurofighter Typhoon FGR4 ZK308 ‘TP-V’ in 198 Squadron markings alongside Battle of Britain Memorial Flight Spitfire IX MK356 ‘5J-K’ in 129 Squadron colours. Both wear D-Day invasion stripes, during the official unveiling of the Typhoon at RAF Coningsby, Lincolnshire, on May 21. AFD-Alan Warnes

#316 JULY 2014

7

05/06/2014 14:45

NEWS EUROPE Czech Air Force Extends Gripen Lease Contract

A NEW agreement was signed on May 16 between the governments of the Czech Republic and Sweden for the Czech Air Force’s continued lease of 14 Saab JAS39 Gripen C/Ds until at least 2027. The partnership is a contract between two governments, with Saab acting as a subcontractor to FMV, the Swedish defence procurement agency, which provides the aircraft. Gripen has been in Czech service since 2005 and the current lease expires in 2015. Financing for the extension was approved on May 5, by the Czech Government. Legislation Minister Jiri Dienstbier told a press conference in Prague that the government will provide 21.4 billion crowns to cover the lease from 2015 through to 2027. There is also an option to extend it for two more years, taking it to 2029. Under the new agreement, Saab will incorporate enhanced ground attack capabilities in the aircraft, equip them with night-vision goggle-compatible cockpits and install a low-altitude anti-collision system. The upgrades will be introduced progressively throughout the duration of the new lease. The deal allows for a maximum of 2,200 flight hours per year, with extra costs if the aircraft exceed this figure. Sweden will also train 25 Czech pilots and 90 ground maintenance personnel.

German Navy P-3C Orion Celebrate 50 Years of Marinefliegergeschwader 3 (MFG3)

Above: German Marineflieger (German Navy) P-3C Orion 60+05 at Nordholz on April 30 after returning from repaint in a special colour scheme to mark the 50th anniversary of Marinefliegergeschwader 3 (MFG 3 – Naval Air Wing 3) that features silhouettes of all the types previously operated. Jens Schymura

THE GERMAN Marineflieger’s (German Navy’s) Marine-fliegergeschwader 3 (MFG 3 – Naval Air Wing 3) marked its 50th birthday in May with specially painted Lockheed P-3C Orion 60+05. The aircraft sports the anniversary badge behind the cockpit, while the silhouettes of all the types flown by MFG 3 during its half-century (Sea Lynx, Atlantic, Do 228, Gannet and Do 28) are painted onto a grey and white band that represents the colours of the unit’s famous BR.1150 Breguet Atlantics. The origin of MFG 3 was in the Marine-U-Jagdstaffel (Navy Anti-Submarine Squadron)

that was formed in May 1958 with 16 Fairey Gannets. Today, the eight Marineflieger P-3Cs are operated by MFG3’s 1 Staffel at Nordholz. A planned upgrade for these aircraft was revealed on April 11, when the US Defense Security Co-operation Agency (DSCA) notified Congress of the possible $250 million Foreign Military Sale, following State Department approval. Work will include installing hardware and software to upgrade the aircraft mission computer and acoustic systems, and non-integrated simulator equipment on all eight P-3Cs. The hardware and software

Ramstein C-130J and C-47A Formation Flight

Above: US Air Force/86th Airlift Wing C-130J-30 08-8604 from the 37th Airlift Squadron (AS) at Ramstein Air Base, Germany, in formation with National Warplane Museum C-47A Dakota 43-30652/N345AB ‘W7’/‘R’/‘37’/‘Whiskey 7’. The latter aircraft was flown on D-Day by the 37th AS’ predecessor, the 37th Troop Carrier Squadron. The Dakota was in Europe to participate in the 70th anniversary of the historic landings and spent a week at Ramstein participating in activities with its legacy unit. US Air Force/Airman 1st Class Jordan Castelan

8

JULY 2014 #316

08-09_EuropeNews_Jul.indd 8

includes A (structural and electrical) and B (Weapon Replaceable Assemblies) kits for future integration into the simulator. Also covered are the design, development, integration, testing and installation of a groundbased mission support system.

Progress Being Made on Spanish Navy SH-60Fs

US NAVAL Air Systems Command provided an update on progress with the Spanish Arma Aérea de la Armada (Spanish Naval Air Arm) SH-60F Seahawk acquisition programme on May 29. An initial two ex-US Navy SH-60F helicopters are now being refurbished in Fleet Readiness Center Southeast (FRCSE) at Naval Air Station Jacksonville, Florida. Both were previously stored with the 309th Aerospace Maintenance and Regeneration Group (AMARG) at Davis-Monthan Air Force Base, Arizona. They comprise 164451 'AJ-611' (c/n 70-1688), which had been at AMARG since May 1, 2009, plus 164454 'AB-620' (c/n 70-1691), which had been at AMARG since October 26, 2010. Both helicopters left AMARG by truck on June 24, 2013, when they were transported to FRCSE for work to commence. At Jacksonville they have been completely stripped and 99% of the hydraulic lines, fittings and components are being replaced. They are due to be operational with the Spanish Navy by December 2015 and there are plans to acquire a further four.

www.airforcesmonthly.com

06/06/2014 11:16

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

French Navy’s First Tranche 4 Rafale M Delivered

Above: The first Aéronautique Navale (French Navy) Tranche 4 Dassault Rafale M, serial number 40, was delivered to Flottille 11F at Landivisiau on June 2. All 60 Tranche 4 aircraft, for both the French Air Force and French Navy, will be fitted as standard with next-generation sensors, including the RBE2 active electronically-scanned array radar with active antenna and a new-generation missile launch detector. They also have improved multi-function display screens and head-up displays. Aéronautique Navale

Swedish UH-60Ms Back from Afghanistan

BOTH OF the Swedish Defence Helicopter Wing's two remaining HKP 16s (UH-60M Black Hawks) that had been deployed to Afghanistan have now returned home. They arrived back at Linköping in Sweden in the early hours of May 21 on board a C-17A Globemaster III. In Afghanistan they had been based at Camp Marmal, Mazar-e-Sharif, wherethe initial deployment had involved two Swedish HKP 10s (AS332 Super Pumas) that flew medevac missions from April 1, 2011. To replace them, two UH-60Ms were airfreighted to Afghanistan on March 12, 2013, on board a C-17A, followed by a further two shortly afterwards. Having completed their Afghan mission, the first two helicopters were flown back to Linköping on May 18 on a Strategic Airlift Capability/ Heavy Airlift Wing C-17A. As already mentioned, the remaining pair then followed on May 21.

Swiss Referendum Rejects Purchase of JAS39 Gripen E SWISS VOTERS have rejected plans to purchase 22 Saab JAS39 Gripen Es for the Swiss Air Force. Their government had already decided to proceed with the acquisition, which was formalised with the signing of the Gripen Fund Act into Federal Law on September 27, 2013. Under the Tiger Teilersatz (TTE – Partial Tiger Replacement) programme, the Gripens were to replace the Swiss Air Force’s F-5E Tiger IIs. However, in a referendum on whether to go ahead with the CHF3.1 billion ($3.3 billion) deal, 53.4% of voters opposed the acquisition. The government said 55% of those eligible voted in the referendum on May 18. Defence Minister Ueli Maurer said: “This decision will cause a security gap. We will do everything we can to fill it in these difficult circumstances as quickly as possible.” Gripen E manufacturer Saab said in a statement that although

the ‘no’ vote halts the Gripen E procurement process in Switzerland, the rest of the Gripen E programme will continue according to plan. Development and production of 60 Gripen Es for Sweden is ongoing with first deliveries scheduled for 2018. Previously, Switzerland and Sweden had planned to make a joint purchase of the type, as the bulk order would have cut costs. Pending first deliveries in mid2018, it had also been planned that the Swiss Air Force would lease eight JAS39Cs and three two-seat JAS39Ds from Sweden to bridge the gap until the new aircraft were delivered. They would have been delivered in 2016 on a five-year lease. It is now unclear what the Swiss Government will do to meet its fighter requirement. There is no precedent in Switzerland for repeating a referendum on a particular issue once it has been rejected by the public.

Belgian Air Force Airbus A321 Accepted into Service

Above: New Belgian Air Force Airbus A321-231 CS-TRJ (c/n 1004, ex EI-FDP), which has been leased from Lisbon, Portugal-based airline HiFly, at Brussels-Melsbroek Military Airport, Belgium. It was formally introduced into service with 15 Transport Wing on May 20. Gerard Gaudin

www.airforcesdaily.com

08-09_EuropeNews_Jul.indd 9

Croatian AF MiG-21s Update THE ACCEPTANCE process for Croatia’s five newly acquired MiG-21bis Fishbed-L/Ms restarted on May 19, following a brief hiatus caused by bad weather across the entire Balkans region. Two jets, serial numbers 131 and 135, had already started flight tests and were joined by 133 on May 21 and 134 on May 28. The second aircraft to arrive at its new base at Pleso, outside the capital Zagreb, serial number 132, has not been seen flying. Reports from Croatian Air Force insiders blame faulty internal fuel tanks – which affected 131 during test flights. Two-seat MiG-21UMD Mongol-B, 165, arrived on June 2. The other ‘new’ Mongol-B, which is expected to receive the serial 164, was test-flying at Odessa, Ukraine, in late May and is expected to arrive at Pleso within weeks. The first to be accepted into service, on June 1, was 135 and 133 was expected to join it later in the week. Some of the problems might arise from the fact that although all five aircraft are officially ex-Algerian Air Force jets, produced in mid-1976 with up to 600 flight hours, the evidence from the airframes (with the exception of 133) does not appear to bear this out. The remaining four clearly have the characteristics of former Soviet aircraft – three of them apparently produced before August 1974. (For more information see Croatian MiG-21s - 22 Years Old and Still Going Strong, on pages 72-73) Vladimir Trendafilovski

#316 JULY 2014

9

09/06/2014 09:41

NEWS RUSSIA & CIS

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

Mi-171Sh Deliveries to Kazakhstan Border Service

Above: Kazakhstan Border Service Ulan-Ude-built Mi-171Sh Hip-H '16 Yellow’ is one of an unspecified number delivered to the service by Russian Helicopters. Russian Helicopters

RUSSIAN HELICOPTERS has recently delivered an unspecified number of Mi-171Sh helicopters to the Kazakhstan Border Service. Ordered under a contract signed by Rosoboronexport in 2012, the company announced on May 22, the first day of the KADEX 2014 defence exposition at Astana International Airport,

First Sukhoi Su-35S Deliveries to Lipetsk THE FIRST Russian Air Force Sukhoi Su-35S Flanker-E multirole fighters to enter service at Lipetsk Air Base have now been delivered. The four aircraft arrived at the base on May 28 after a lengthy 5,590 mile (9,000km) ferry flight from the factory at Komsomolsk-on-Amur. The Sukhois routed via fuel stops at Irkutsk and Chelyabinsk air bases before arriving at Lipetsk. This latest batch of Russian Air Force Su-35S will be used by Lipetsk's resident Training and Aircraft Evaluation Centre’s 968th Fighter Aviation Training Regiment for military testing. They will be used to develop Su-35S training manuals for pilots and maintenance personnel. The Su-35S is progressively replacing the Su-27 in Russian service. The first six production aircraft had been delivered to the air force in the last week of December 2012. By the end of December 2013, a total of 22 of the type had entered service. The Russian Defence Ministry ordered 48 of the type under a contract that was signed on August 19, 2009. A total of 12 are scheduled for delivery in 2014, followed by 14 in 2015 to complete the 48-aircraft order.

10

JULY 2014 #316

10_RussiaNews_Jul.DJ jg.indd 10

Kazakhstan, that initial deliveries had been completed. One of the main tasks of the helicopters will be securing Kazakhstan’s state border and they will be used for routine day and night-time patrols, deploying special forces and routine troop transport missions. Kazakhstan has successfully

operated new Mi-8/17 class helicopters for many years. Commercial Mi-171Es operate with Kazaviaspas, part of the Ministry of Emergency Situations, and last August a new Mi-171E was transferred to the interior ministry. The new Mi-171Sh helicopters continue a collaboration that began in 2011-2013.

Russian Air Force Begins Ansat-U Training at SokolSaratov

CADETS AT the Russian Air Force’s Military Pilot Training School and Research Centre at Sokol-Saratov have started training for the first time on the new Kazan Ansat-U helicopter. The Russian Ministry of Defence announced on May 15 that 28 cadets are on the first course with the new helicopter, which is being used for primary rotary-wing flight training. The first Ansat-Us to be used for Russian Air Force training were delivered to the Syzran Higher Military Aviation School at Syzran-Troekurovka. The School took delivery of its first three Ansat-Us on October 11, 2010. Earlier this year, the School at Sokol-Saratov also received six new Ansat-Us, which have enabled the School to begin training with the type. Eventually, it is planned to replace the Mil Mi-2 Hoplite at all the Russian Air Force’s military aviation schools. 

Kazan Helicopters Completes 7,500th Mi-8/17

Above: The 7,500th Mi-8/17 built by Kazan Helicopters, Mi-8MTV-5 ‘86 Yellow’ for the Russian Air Force. Russian Helicopters

KAZAN HELICOPTERS has produced its 7,500th Mi-8/17 series helicopter. Announcing the milestone on May 23, the company said that the military transport Mi-8MTV-5 variant will be delivered to the Russian Air Force. To date more than 12,000 Mi-8/17 series helicopters have been produced and supplied to customers in more than 100 countries around the world. In addition to Kazan Helicopters,

the type is manufactured by Ulan-Ude Aviation Plant. Kazan Helicopters series currently produces the type in three main configurations: the multi-role Mi-8MTV-1 (export variant – Mi-171V); military transport Mi-8MTV-5 (export variant – Mi-17V-5) and passenger configured Mi-172. The manufacturer says that it is confident that, with ongoing modifications, the Mi-8/17 series

can retain a leading share of the market for another 15-20 years. The Mil Moscow Helicopter Plant, which developed the helicopter, and Kazan Helicopters, are working together to further upgrade and modernise Mi-8/17 series helicopters. A phased upgrade programme for the Mi-17V-5 has been developed and implemented while a new variant, the Mi-171A2, is also under way.

www.airforcesmonthly.com

05/06/2014 10:36

NEWS NORTH AMERICA

Boeing Delivers 100th EA-18G Growler to US Navy

First CONECTUpgraded B-52H Delivered Back to Barksdale

THE FIRST US Air Force B-52H Stratofortress retrofitted with an upgrade that enables the bomber to meet the digital demands of modern warfare has been delivered back to the air force. It had been outfitted with state-of-the-art displays, servers and communications uplinks as part of the Combat Network Communications Technology (CONECT) upgrade at Oklahoma City Air Logistics Complex at Tinker Air Force Base. The aircraft, 61-0028, had arrived at Tinker from Barksdale on July 16, 2013. It was flown to its home base at Barksdale AFB, Louisiana on April 21 by a crew from Tinker’s 10th Flight Test Squadron. The 76th Aircraft Maintenance Group performed the work. “It is taking the B-52 from a rotary-dial ’phone to a Smartphone,” said Alan Williams, Deputy Program Element Monitor at Air Force Global Strike Command, when the programme was announced. “They will be able to get targeting updates; they will be able to get intelligence updates, all while they are en route so that they can get the most current data” he added. “The CONECT modification will replace the evolutionary data link, and become a permanent part of the aircraft,” said Chief Master Sgt Jeffrey Buxton, 2nd Maintenance Group superintendent. “CONECT gives us the digital infrastructure that will be instrumental in future modifications to the B-52 aircraft.”

12

JULY 2014 #316

12-13_USNews_Jul jg.DJ.indd 12

Above: The 100th US Navy EA-18G Growler, which was handed over at Boeing’s factory at St Louis, Missouri on May 5, was delivered to Naval Air Station Whidbey Island, Washington on May 14. It is seen here with members of the Naval Aviation Requirements Group the day after its arrival. The US Navy has 22 Growlers on its unfunded priorities list for the 2015 Fiscal Year budget. Current orders take Growler and Super Hornet production through to the end of 2016. US Navy/Mass Communication Specialist 2nd Class John Hetherington

Eglin’s ‘Mighty Gorillas’ Receive 26th and Final F-35A A MILESTONE was reached at Eglin Air Force Base, Florida, on May 28 when the US Air Force/33rd Fighter Wing’s 58th Fighter Squadron ‘Mighty Gorillas’ became the first complete F-35A Lightning II squadron in the USAF. Major Scott Charlton, a 58th FS pilot, ferried the aircraft, 11-5034 ‘EG’ (AF-45), from Lockheed Martin’s F-35 production centre in Fort Worth, Texas. “We’ve been in a growth mindset for the last few years,” said Lt Col Matt Renbarger, the 58th FS com-

mander. “We’ve been focused on adapting our training levels to the availability of aircraft as a growing squadron. It’s been exciting to see this mission develop, but we’re more excited to dial-in all of our attention to training our team.” Renbarger highlighted that AF-45 arrived with Block 2A software and upgrades, including the use of simulated weapons, data links, and night and Instrument Meteorological Conditions flight capabilities.

US Army Orders One Additional CH-47F Chinook US ARMY Contracting Command awarded the Boeing Company a $25,891,028 contract on, May 21, to exercise the option to purchase a single CH-47F Chinook. The deal represents a modification to the original multi-year award of a $3.4 billion production contract for the remanufactured and new-build CH-47Fs. Work will be performed in Ridley Park, Pennsylvania, with an estimated completion date of December 31, 2020.

USMC’s ‘Red Dogs’ Fly Final UH-1N Huey Missions

Above: Crews prepare to board the Red Dogs final UH-1N Huey mission. USMC

TWO US Marine Corps UH-1N Huey helicopters made the type’s final flight with Marine Light Attack Helicopter Squadron 773 (HMLA-773) ‘Red Dogs’ on April 25 at Robins Air Force Base, Georgia. The unit will now transition to the new UH-1Y Venom, the first of which is due to be delivered to HMLA-773 this summer. The final mission was a training flight to Moody Air Force Base, Georgia. Earlier the same day the first HMLA-773 UH-1N to leave Robins departed the base on a flatbed truck. It was on its way to enter storage with the 309th Aerospace Maintenance and Regeneration Group at Davis-Monthan Air Force Base, Arizona; it will be joined by the remainder of the unit’s UH-1Ns.

www.airforcesmonthly.com

05/06/2014 10:20

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

First Unmanned QF-16 Flight from Holloman AFB

Above: Unmanned US Air Force QF-16A Full Scale Aerial Target 83-1110 ‘QF-004’ prepares to take off from Holloman Air Force Base, New Mexico, on May 14 to participate in a graduation exercise. This was the first unmanned QF-16 flight from Holloman and only the second ever unmanned QF-16 flight overall. US Air Force/Staff Sgt E’Lysia Wray

Canadian Coast Guard Orders 15 Bell 429 Helicopters A CONTRACT valued at up to $172 million has been awarded to Bell Helicopter for the supply of 15 new Bell 429 helicopters for the Canadian Coast Guard, officials announced on May 12. The first helicopter is scheduled to be delivered in May 2015 and a further aircraft should follow each month thereafter. Under the Fleet Renewal Plan, the Government of Canada will also acquire medium-lift helicopters and simulators. The acquisition has been mired in controversy for some time, with accusations from rivals that the specifications had been biased toward Bell from the start. Reacting to the award, Airbus Helicopters, which was one of the competitors, said in a statement: “Airbus Helicopters Canada deeply regrets that the federal government has moved forward and awarded the Canadian Coast Guard Light-lift Helicopter contract. Our lawsuit against Public Works and Government Services Canada on this tender is currently before the Federal Court and has not been resolved. “Airbus Helicopters Canada maintains that the government’s request for proposals [RfP] for replacement of the Canadian Coast Guard fleet of light-lift helicopters was biased to favour one manufacturer and consequently resulted in a sole source tender." Concerns over the tender process led to both Eurocopter (now Airbus Helicopters) and AgustaWestland, pulling out of the bidding for the contract some time ago, leaving the field clear for Bell.

www.airforcesdaily.com

12-13_USNews_Jul jg.DJ.indd 13

RCAF's CP-140M Achieves IOC UPGRADE OF the Royal Canadian Air Force (RCAF) CP-140 Aurora has reached another milestone with the CP-140M Block III achieving initial operational capability (IOC). Fourteen of Canada’s 18 Auroras will be brought up to the new standard. Major-General Pierre St-Amand, the commander of 1 Canadian Air Division and Canadian NORAD Region, headquartered in Winnipeg, Manitoba, said it is difficult to overstate the capability of the ‘new’ Aurora. “The Block III modernisation puts the Aurora tops among the

world’s leading surveillance ’planes of its kind,” he said. Colonel Iain Huddleston, the commander 14 Wing, Greenwood, Nova Scotia, where Canada’s largest Aurora fleet is based said: “Six of the 14 Auroras earmarked for Block III upgrade now have new avionics, greater computing power, new acoustics; listening capabilities in the realm of science fiction, and ‘eyes’ which see farther, wider, deeper and clearer, in all weather conditions, night and day. The Aurora may look the same but it is a ‘new’ aircraft.”

News Briefs US ARMY Contracting Command awarded Sikorsky a $143,381,783 contract on May 20, to procure 13 UH-60M Black Hawk helicopters for the US Army. The acquisition is being funded with Fiscal Year 2014 ‘other procurement funds’. Work will be undertaken in Stratford, Connecticut, with an estimated completion date of September 30, 2015. The award is a modification to the previously reported original $2.8 billion contract granted on July 11, 2012, for multi-year procurement of up to 916 UH/MH-60 helicopters for the US Army, US Navy and Foreign Military Sales. Earlier this year, US Army officials revealed plans to modernise the service’s rotary-wing training fleet with the UH-72A. This proposal follows the announcement on February 24 that the entire army fleet of Bell TH-67 Creek training helicopters at Fort Rucker, Alabama, is to be retired as part of Fiscal Year (FY) 2015 budget cuts. To replace them, the army is seeking funding from FY15 to acquire 100 additional Lakotas. An initial 55 helicopters will be requested in FY15, with funding for the remainder being sought in FY16. Airbus Group delivered the US Army’s 300th UH-72A Lakota helicopter, 11-72300 (c/n 9557, ex N569AE), on May 14. Us Army Contracting Command awarded a $55,361,816 contract to EADS-North America (Airbus Helicopters Inc) on May 15 to procure ten more UH-72A Lakota helicopters with ARC-231 radios.

USMC & Navy Helicopters Fight California Wildfires

Above: US Navy Sikorsky MH-60S Seahawk 166306 ‘SA-23’/‘087’ from Helicopter Sea Combat Squadron 3 (HSC-3) at Naval Air Station North Island, California, lifts off at Marine Corps Base Camp Pendleton, California, on May 14 while assisting fire-fighting efforts at Camp Pendleton and in the surrounding areas that were also affected in San Diego County. US Navy/Mass Communication Specialist 1st Class Joan E Jennings

US MARINE Corps and US Navy helicopters spent several days fighting wildfires in San Diego County, California in mid-May. Helicopters from the 3rd Marine Aircraft Wing and fire

crews on Marine Corps Base Camp Pendleton, California, first responded to a brush fire that started at Naval Weapons Station Fallbrook on May 14. The ‘Tomahawk Fire’ spread

throughout the day in the northeast section of Camp Pendleton, burning more than 6,000 acres, forcing evacuations of housing areas and various schools both on and off base.

#316 JULY 2014

13

05/06/2014 10:20

E E FR

CLAIM YOUR FREE MIRAGE F1 OR ‘FLYINKGE’ DVD WHEN YOU TA CT OUT A 2-YEAR OR DIRNETO DEBIT SUBSCRIPTIO

3 EASY WAYS TO ORDER... THIS FANTASTIC SUBSCRIPTION OFFER!

ONLINE

www.airforcesmonthly.com

PHONE

UK 01780 480404 OVERSEAS +44 1780 480404 FAX UK 01780 757812 OVERSEAS +44 1780 757812

418 AFM subs.indd 14

POST

COMPLETE THE FORM AND POST TO

AIRFORCES MONTHLY, KEY PUBLISHING LTD, PO BOX 300, STAMFORD, LINCS, PE9 1NA, UNITED KINGDOM

09/06/2014 09:48

when you pay by easy Direct Debit – just £9.99 every quarter

 YES, I would like to subscribe to

MIRAGE F1 COCKPIT We join EC 2/33 Squadron at Mont-de-Marsan Air Force Base in France with coverage of the Mirage F1 including exclusive footage of the war in Mali and flights over Africa. After four decades of service, Dassault’s durable air superiority fighter and attack aircraft is still a force to be reckoned with – this superb DVD tribute takes you inside the cockpit to see what made it a French Air Force legend. Region-free DVD, Running time 70 minutes.

OR

RRP £12.49

FLYING Witness cutting-edge fighter jets in their element with this collection of 5 stunning aviation films from renowned filmmaker Lionel Charlet. This ‘best of’ collection showcases Charlet’s phenomenal camera work to give the viewer a unique look at aircraft including Mirage, Rafale and F-18 in the dramatic setting of the Swiss Alps. Region-free DVD, Running time 115 minutes.

RRP £19.99

PAYER’S DETAILS Title Address

First name

Surname

Postcode Email address

Country

Please complete to receive news updates and offers from us by email. Please send gift card tick here 

Gift Choice: Mirage F1 

DELIVERY DETAILS Title Address

Flying 

(IF DIFFERENT)

First name

Surname

Postcode Email address

Country

SPECIAL OFFER (PLEASE TICK) 12 FOR THE PRICE OF 10

24 ISSUES FOR THE PRICE OF 19 PLUS FREE DVD

UK

12 issues

 £45.00

24 issues

 £84.99

Europe

12 issues

 €66.00

24 issues

 €121.00

USA

12 issues

 $75.00

24 issues

 $137.50

12 issues

 £55.00

24 issues

 £99.99

Rest of the World

PAYMENT DETAILS I enclose a cheque for £/$/€ ................................. made payable to Key Publishing Ltd Please debit my Mastercard  Visa  Maestro (UK Mainland only)  for £ / € / $ ...............

Issue number Expiry date

Security Code (3 digit code on reverse of card)

(Maestro only)

OFFER CLOSE DATE: 31 JULY 2014 PLEASE QUOTE: AFM714

Signature ....... ............................................... Today’s date ............. ...................................................

INSTRUCTION TO YOUR BANK OR BUILDING SOCIETY TO PAY BY DIRECT DEBIT Please fill in the form in ballpoint pen and send to: Key Publishing Ltd, PO Box 300, Stamford, Lincolnshire, PE9 1NA, UK Please tick:

UK Direct Debit

Quarterly £9.99

Name and full postal address of your Bank or Building Society To: The Manager

Bank/Building Society

Originator’s Identification Number

6 5

8

9

6

0

Reference Number

Address

Instruction to your Bank or Building Society Postcode

418/14 IMAGE: EVERT KEIJZER - IRONBIRD PHOTOGRAPHY

AMERICAN READERS TELEPHONE TOLL-FREE: 800-676-4049 WRITE TO: AirForces Monthly, 3330 Pacific Ave, Ste 500, Virginia Beach, VA 23451-9828 ALTERNATIVELY, ORDER ONLINE: www.imsnews.com/airforcesmonthly QUOTING/ENTERING CODE: AFM714

418 AFM subs.indd 15

Name(s) of the Account Holder(s)

Please pay Key Publishing Ltd Direct Debits from the account detailed in this instruction subject to the safeguards assured by the Direct Debit Guarantee. I understand that this Instruction may remain with Key Publishing Ltd and, if so, details will be passed electronically to my Bank/Building Society Signature(s)

Bank/Building Society account number Date Branch Sort Code Banks and Building Societies may not accept Direct Debit Instructions for some types of account

✂

E

CHOOSE FROM

MAKE HUGE SAVINGS

The Direct Debit Guarantee This guarantee should be detached and retained by the Payer • This guarantee is offered by all banks and building societies that accept instructions to pay Direct Debits. • If you receive a refund you are not entitled to, you must pay it back when Key Publishing Ltd asks you to. • If an error is made in the payment of your Direct Debit by Key Publishing Ltd or your bank or building society you are entitled to a full and immediate refund of the amount paid from your bank or building society.

• If there are any changes to the amount, date or frequency of your Direct Debit Key Publishing Ltd will notify you 10 working days in advance of your account being debited or as otherwise agreed. If you request Key Publishing Ltd to collect a payment, confirmation of the amount and date will be given to you at the time of the request.• If you receive a refund you are not entitled to, you must pay it back when Key Publishing Ltd asks you to. • You can cancel a Direct Debit at any time by simply contacting your bank or building society. Written confirmation may be required. Please also notify us.

Direct Debit UK only. If paying by Direct Debit please send in form. Please allow 28 days for gift delivery. Payments are accepted by Direct Debit, cheque, Postal Order, Credit Card and US Dollar check. Payments by credit or debit card will be shown on your statement as Key Publishing Ltd. Key Publishing will hold your details to process and fulfil your subscription order. Occasionally we may wish to contact you to notify you of special offers on products or events. If you do not wish to receive this information please tick here ■ or mention when calling. Gift subject to change. Any alternative gift will be of equal or higher value. Please note: Free gift is only available on Direct Debit with a minimum 2 year subscription. Should you cancel your subscription earlier then an invoice will be raised for the full price of the gift. 356/14

09/06/2014 09:48

NEWS NORTH AMERICA Sikorsky Gains US Presidential Helicopter Deal US NAVAL Air Systems Command (NAVAIR) awarded the Presidential Helicopter Replacement programme (VXX) contract to Sikorsky Aircraft Corporation on May 7. The deal is valued at $1.24 billion and is expected to be completed in October 2020. Initial funding of $42 million has been released to cover the engineering and manufacturing development (EMD) phase, plus production options. EMD includes the procurement of six Sikorsky S-92 test aircraft, plus integration of mature governmentdefined mission systems. Four of the six test aircraft will become operational assets, once the test programme has been completed. The first two, which Sikorsky is required to deliver during 2018, will be Engineering Development Models (EDMs). The two EDM aircraft will be delivered to the US Navy at Naval Air Station Patuxent River, Maryland, to test flight performance and mission communication system capabilities. The remaining four System Demonstration Test Articles (SDTAs) will undertake operational test and evaluation, before entering squadron service. Production options cover an additional 17 aircraft. These will comprise four in low-rate initial production batch 1 (LRIP 1), five in LRIP 2 and eight in full-rate production. An LRIP 1 order is expected to be placed by early 2019, with all production aircraft due to be delivered by 2023. This will give a total fleet of 21. Initial operational capability is anticipated by late 2020, with full operational capability expected in 2022. Assembly of the baseline commercial ‘off-the-shelf’ flightcertified helicopter will take place at the S-92 production facility in Coatesville, near Philadelphia, Pennsylvania. Aircraft modifications for the presidential mission will then be undertaken in a secure facility at the company’s headquarters in Stratford, Connecticut. The third phase will see principal subcontractor Lockheed Martin Mission Systems and Training installing the integrated communications and mission systems in a secure facility in Owego, New York. The final phase will see the helicopters returning to Sikorsky in Stratford for installation of the presidential interior before delivery. A Request for Proposals (RFP) was issued on May 3, 2013. However, by the deadline of August 1, 2013, only Sikorsky had submitted an offer.

16

JULY 2014 #316

16-11_USNews_Jul.DJ JG.indd 16

Poseidon Flight-Testing New Advanced Airborne Sensor

Above: The first development Boeing P-8A Poseidon, 167951 (T-1), undergoing initial taxi tests on April 11 at Boeing Field, Seattle, Washington, after having the new Raytheon Advanced Airborne Sensor (AAS) housing mounted under the forward fuselage. It made its first flight with the AAS the following day. Joe Walker

FLIGHT TESTING of Raytheon’s new Advanced Airborne Sensor (AAS) on the US Navy’s Boeing P-8A Poseidon commenced during April at Boeing Field, Seattle, Washington. The prototype P-8A, 167951 (T-1), is being used for the trials. It was first seen with the new AAS sensor housing mounted beneath the forward fuselage at Boeing Field on April 11, when it undertook initial taxi tests along the runway. The following day it flew for the first time with the AAS, accompanied by one of Boeing’s T-33 chase aircraft. The 40ft (12m)-long AAS

antenna is mounted on the P-8A in a fairing under the forward fuselage. Raytheon announced on July 31, 2009, that it had been contracted by the US Navy to begin development of the AAS – an upgraded version of the onceclassified AN/APS-149 Littoral Surveillance Radar System (LSRS). The LSRS is currently operational on a small number of US Navy P-3C Orions. However, the AAS is a variant designed specifically for the P-8A to provide airborne radar surveillance with next-generation line-of-sight capability. On February 1, 2012, Boeing

was awarded a $227 million contract by US Naval Air Systems Command to support interim flight clearance for the P-8A aircraft in the special mission configuration with the AAS pod. These aerodynamic trials and associated structural testing are scheduled to be completed by August 2016. In 2009, when the deal with Raytheon was announced, it was anticipated that the AAS would be ready for deployment operationally in 2016 as part of the P-8A Increment 2 upgrade, although it is unclear whether this is still the case.

USMC’s First YCH-53K King Stallion Unveiled A CEREMONY was held at Sikorsky’s Assembly and Flight Operations Facility in West Palm Beach, Florida, on May 5 to roll out the first prototype YCH-53K flight-test helicopter. At the same time, it was also announced that the US Marine Corps has formally named the CH-53K variant as the King Stallion. The prototype, Engineering Development Model 1 (EDM-1), is the first of four flying EDM system development and demonstration (SDD) aircraft. Maiden flight is due at the end of this year. EDM-3 will be the next to fly, as EDM-2 is currently fitted with a groundtest gearbox for static testing and will therefore become the third to fly, after being re-fitted with a flightworthy gearbox. EDM-4 will be the fourth to fly and each is scheduled to undertake around 50 hours of flight testing. A further three SDD aircraft

Above: The first YCH-53K King Stallion prototype, Engineering Development Model 1 (EDM-1), at the unveiling ceremony on May 5 at Sikorsky’s Assembly and Flight Operations Facility in West Palm Beach, Florida. It is scheduled to make its maiden flight at the end of this year. Sikorsky

are non-flying test airframes: a Ground Test Vehicle, Static Test Article and Fatigue Test Article. The four EDM helicopters will be followed by four system demonstration test articles (SDTAs), built as production representative aircraft for operational evaluation by the

USMC. Final assembly of the SDTA airframes will begin later this year at West Palm Beach, with deliveries scheduled for 2016-2017. The USMC plans to acquire a total of 200 CH-53Ks to replace the legacy CH-53E Super Stallion fleet and intends to have the type in service from 2019.

www.airforcesmonthly.com

05/06/2014 10:32

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

US Army VADER Anti-IED System on King Air 350 US ARMY Contracting Command awarded a $24.44 million contract to Lockheed Martin on April 18 to install a vehicle and dismounted exploitation radar (VADER) system and an aerial precision geo-location kit on a Beechcraft King Air 350ER aircraft. Estimated completion date for the work is March 18, 2015. VADER is a relatively new payload system, developed by Northrop Grumman and comprising the VADER synthetic aperture radar (SAR), dismount moving target indicator/ground moving target indicator (DMTI/GMTI) and VADER exploitation ground station hardware/software components. The VADER payload SAR/DMTI/ GMTI radar comprises an antenna pod and receiver-exciter processor. VADER is designed to detect and track moving land vehicles – and even people travelling on foot – over a wide area. Its main aim is to identify teams planting improvised explosive devices (IEDs) in areas of conflict. VADER was initially designed for the MQ-1C Gray Eagle UAV, although the US Army has also undertaken trials with the system on a DHC-6 Twin Otter. Two VADER systems are currently deployed with the US Army in Afghanistan.

US Army Extends CEASAR King Air Deployment in Afghanistan DESPITE THE ongoing drawdown of US and allied operations in Afghanistan, the US Army is extending its use in theatre of three Beech A200CT King Airs that are fitted with the Communications Electronic Attack with Surveillance and Reconnaissance (CEASAR) system. The A200CTs are owned by Dynamic Aviation Group’s Dynamic Avlease Inc of Bridgewater, Virginia, but flown by the US Army as contractor-owned government-operated aircraft. A $22.36 million deal was awarded to Dynamic Aviation by US Army Contracting Command on April 29 for continued operations, sustainment and integration of the three CEASAR aircraft, which are currently deployed in support of Operation Enduring Freedom in Afghanistan. The award continues the mission for a further year, until April 30, 2015. According to a pre-solicitation notice that was posted on March 20, 2014, on the US Government’s Federal Business Opportunities website, the contract includes an option for an additional 12 months,

Above: US Army-operated Dynamic Aviation Beech A200CT King Air N40Y (c/n BP-30) with a CEASAR pod mounted under the fuselage. Dynamic was awarded a contract on April 29 to continue to support the three CEASAR-equipped A200CTs in Afghanistan for a further year. US Army Electronic Warfare Office

through to April 30, 2016. CEASAR is a modified version of Raytheon’s AN/ALQ-227 electronic attack system, which is installed on the US Navy’s EA-18G Growlers. The podded system, mounted under the belly of the King Air, provides beyond line of sight communications jamming and an intercept/monitoring capability to support ground troops in counterinsurgency operations. First deployed to Afghanistan in August 2011, the aircraft are flown by the US Army's Task Force CEASAR out of Kandahar Airfield, Afghanistan.

Boeing RAMIS Aircraft Passes 1,000 Hours of Testing BOEING ANNOUNCED on May 19 that the company’s Reconfigurable Airborne Multi-Intelligence System (RAMIS) aircraft has now been flown for more than 1,000 hours during testing. The company has also demonstrated the system’s intelligence-collection capabilities during several US government exercises. RAMIS is installed on Boeingowned and operated Beechcraft B300 King Air 350 extended range aircraft N60125 (c/n FL-645), which has been modified for plug-and-play reconfiguration. The aircraft’s sensor suite can be tailored between sorties, enabling low-cost insertion of new technology as capabilities are developed or acquired. The aircraft is designed for rapid swapping between different sensors – they can be changed over in less than four hours. The company envisages a wide variety of roles for the aircraft, including maritime patrol, counter-narcotics missions, border security and supporting

www.airforcesdaily.com

16-11_USNews_Jul.DJ JG.indd 17

Above: Boeing’s Reconfigurable Airborne Multi-Intelligence System (RAMIS) King Air 350ER demonstrator aircraft, N60125 (c/n FL-645), which has now flown for more than 1,000 hours. Boeing

troops on the ground. It could also be used for remote piloting of unmanned air vehicles from the operator stations. Boeing says that by combining high definition Imagery Intelligence (IMINT), Electronic Intelligence (ELINT), broad spectrum Signals Intelligence (SIGINT) and Communications Intelligence (COMINT), with electro-optical, high-definition, full-motion video and surveillance radar on a single platform, RAMIS

provides increased situational awareness and mission-specific collection capabilities. Boeing says it has achieved sales to one customer, who remains unidentified. The aircraft has already been demonstrated to the US Army, which is considering a future Multi-mission Airborne Multi-intelligence (MAMI) aircraft as a requirement under its 2020 Vision plan. Boeing believes there is a market for up to 90 RAMIS-type configured Beech 350ER aircraft.

They are normally manned by a detachment of ten soldiers from multiple Army National Guard and active duty units. A variant of CEASAR is also now being integrated onto MQ-1C Gray Eagle UAVs for testing as part of the US Army’s Networked Electronic Warfare, Remotely Operated (NERO) system. This is intended to give three times longer range than the King Air system and reduce operating costs. Raytheon announced on May 14, 2013, that it had delivered two electronic attack payloads for the NERO system on the MQ-1C.

Lemoore Preferred West Coast F-35C Base A FINAL Environmental Impact Statement (EIS) which was published on May 15 confirmed Naval Air Station (NAS) Lemoore, California, as the preferred West Coast home base for US Navy Lockheed Martin F-35C Lightning IIs. Two bases had been in contention, the other being Naval Air Facility (NAF) El Centro, also in Calfornia. The preferred option will see seven F-35C Fleet Squadrons, plus a Fleet Replacement Squadron (FRS), based at NAS Lemoore, while still maintaining training operations at NAF El Centro. Seven F/A-18 squadrons at Lemoore will receive ten F-35Cs each from August 2016, with transition complete by 2028. The F-35C FRS at Lemoore will be established no earlier than 2017, with 30 aircraft. By 2028, this will bring the number of F-35Cs at the base to 100. A final decision on the plan will be made after a mandatory 30-day waiting period.

#316 JULY 2014

17

05/06/2014 10:32

NEWS LATIN AMERICA Brazil Takes Delivery of Interim Upgraded E-99M AN INTERIM version of the modernised Embraer E-99M (M for Modernizada – Modernised) airborne early warning and control (AEW&C) aircraft has been delivered to the Força Aérea Brasileira (FAB – Brazilian Air Force). One of its first missions will be when it is used to help protect the airspace over the FIFA World Cup, which Brazil is hosting from June 12 to July 13. The FAB announced on May 15 that the intermediate variant had been tested between May 5 and 8 at Base Aérea de Anápolis, where the current version of the type is already operated by 2° Esquadrão of 6° Grupo de Aviação (2°/6° GAv) ‘Guardio’. Testing was conducted in association with manufacturer Embraer, Saab (which supplies the type’s Erieye radar), the Commissão Coordenadora do Programa Aeronave de Combate (COPAC – Co-ordinating Committee for Combat Aircraft Programmes) and 2°/6° GAv. All five of the FAB’s E-99s are to be upgraded to E-99M standard, with delivery of the fifth and final aircraft scheduled for 2017. Embraer Defence and Security announced on January 17, 2013, that it had signed a contract valued at approximately $215 million to modernise the FAB’s five E-99 AEW&C aircraft. The modernisation programme is updating the aircraft’s air surveillance radar, electronic warfare systems, command and control systems and electronic countermeasures. Saab confirmed in an announcement on February 28, 2013, that it had received a $58.92 million sub-contract to upgrade the Erieye radar on these aircraft as part of the programme. A further announcement by Saab on April 8, 2013, revealed that the Swedish company had also been contracted for a further $50.535 million-worth of upgrade work to increase the operating capacity of the E-99’s Erieye radar system. In another deal related to the FAB E-99 upgrade, Thales announced on October 8, 2013, that it would be supplying its TSC 2030 and TSC 2050 identification friend or foe (IFF) transponders, which are part of the company’s BlueGate range of IFF products. These will be used to upgrade not only the E-99s, but also the FAB’s AMX A-1M fighter fleet.

18

JULY 2014 #316

18_LatinNews_Jul.indd 18

New Argentine Presidential Boeing 737-500

Above: Newly-acquired Fuerza Aérea Argentina Boeing 737-5H6 LV-AYE (c/n 26456) after respray in Presidential VIP colours, but still lacking its new serial number, T-02. It is seen here on May 8 in the Aerolíneas Argentinas maintenance centre at Buenos Aires/Ezeiza-Aeropuerto Internacional Ministro Pistarini. Leonardo Daniel Nemec

A NEW aircraft will shortly join the Fuerza Aérea Argentina’s (FAA’s – Argentina Air Force’s) 1 Brigada Aérea/Grupo Aérea 1/ Agrupación Aérea Presidencial (Presidential Air Group) fleet at El Palomar, Buenos Aires – Boeing 737-5H6 T-02 (c/n 26456, ex LV-AYE).

It will replace the current T-02, a Fokker F28-4000. The primary Presidential aircraft is serial T-01, a Boeing 757-200. The ‘new’ 737, which is over 20 years old, has been repainted in Argentine presidential aircraft colours, with República Argentina titles applied, in the

Aerolíneas Argentinas hangars at Buenos Aires-Aeropuerto Jorge Newbery. It was then ferried to the Aerolíneas Argentinas maintenance centre at Buenos Aires/Ezeiza-Aeropuerto Internacional Ministro Pistarini, where a VIP interior will be installed. Leonardo Daniel Nemec

New Costa Rican Air Surveillance Service MD600N

Above: Recently delivered Costa Rican MSP–SVA McDonnell Douglas MD600N NOTAR MSP-008 undertaking an air ambulance flight on May 1. MSP

THE COSTA Rican Ministerio de Seguridad Pública (MSP – Ministry of Public Security) has recently acquired a brand-new McDonnell Douglas MD600N NOTAR, serial number MSP-008 (c/n RN-082, ex N4205W). As with all of the small aircraft fleet flown by the MSP, it is operated by the Dirección del Servicio de Vigilancia Aérea (SVA – Air Surveillance Service Directorate) and flies from SVA headquarters at Juan Santamaría

International Airport, San José. The helicopter was formally accepted into service during a ceremony on March 9 and is being operated in support of the country’s police force. It is now in use for counter-narcotics operations, search and rescue, humanitarian missions and ambulance flights. The MD600N is equipped with an infra-red camera, night vision equipment and an external searchlight.

The helicopter is the second of two MD600Ns that were ordered for the MSP. The first of them, MSP-007 (c/n RN081, ex N4298P) had been delivered in December 2012. During the March 9 delivery ceremony, SVA Director Mario Zamora Cordero, noted that this was the first time in the MSP’s history that it had been able to find the finance for the purchase of its own aircraft.

www.airforcesmonthly.com

06/06/2014 15:10

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

Brazilian Air Brazil Orders 28 KC-390s as Production Line Opens Force Buying Legacy 500s for Flight Inspection A CONTRACT was signed between Embraer and the Força Aérea Brasileira (FAB – Brazilian Air Force) on April 30 to purchase six new EMB-550 Legacy 500 mid-size business jets. They are to be delivered from the first half of 2016 to the FAB’s Grupo Especial de Inspeção em Voo (GEIV – Special Flight Inspection Group), which is based at Rio de Janeiro/Santos Dumont International Airport. The new aircraft will replace the six Embraer IC-95 Bandeirantes (four IC-95Bs and two IC-95Cs, previously designated EC-95Bs and EC-95Cs, respectively) currently in service with the GEIV. The new aircraft will be used in the same role, equipped with state-of-theart sensors and equipment for flight inspection missions to test and qualify airport navigational, approach, landing, runway and other airport equipment throughout the country.

Brazilian AF to Buy Three More SAR SC-105 Amazonas

Above: The first prototype Embraer KC-390 is being built on the company’s new production line for the type at its Gavião Peixoto, São Paulo, facility, which officially opened on May 20. On the same day, an order for 28 KC-390s for the Força Aérea Brasileira (FAB – Brazilian Air Force) was also signed. Embraer

EMBRAER HELD a ceremony on May 20 at its Gavião Peixoto, São Paulo, facility to officially open the final assembly line for the KC-390 military transport. As part of the proceedings, Embraer and the Força Aérea Brasileira (FAB – Brazilian Air Force) signed the series production contract for the

KC-390, which provides for the purchase of 28 aircraft for the FAB over a period of ten years. The first delivery is scheduled for the end of 2016. The aircraft will be produced at the Gavião Peixoto industrial plant, in outstate São Paulo, in facilities including more than 322,928sq ft (30,000 m2) of

Bolivian Air Force’s First AS332C1e Handed Over

AN ADDITIONAL three Airbus Defence SC-105 Amazonas search and rescue aircraft are to be purchased by the Força Aérea Brasileira (FAB – Brazilian Air Force). Granting of authorisation for the purchase, at a cost of €186,765,475 was announced in the Brazilian Government’s Diário Oficial da União (Official Gazette) on May 6. The FAB currently operates two SAR SC-105s, while it also has ten standard transport C-105 variants.

Exocet Integration on Brazilian Navy EC725 HELIBRAS AND MBDA announced on April 17 that they had completed the first test integration of the AM-39 Exocet missile system on the EC725 Cougar. Trials at Airbus Helicopters' facilities in France took place in order to meet the Brazilian Ministry of Defence's requirement to equip eight of the 16 Marinha do Brazil (Brazilian Navy) EC725s (local designation UH-15) on order with the Block 2 M2 variant of the missile.

www.airforcesdaily.com

19_LatinNews_Jul jg.indd 19

Above: Bolivian Defence Minister Rubén Saavedra Soto stands in front of Airbus

Helicopters AS332C1e Super Puma FAB-780, the first of six on order for the Fuerza Aérea Boliviana (FAB – Bolivian Air Force), during the hand-over ceremony in Marignane, France, on May 13. Bolivian Ministry of Defence

the first of six Airbus Helicopters AS332C1e Super Pumas for the Fuerza Aérea Boliviana (FAB – Bolivian Air Force), FAB-780, was delivered on May 13, when it was officially handed over at the factory in Marignane, France, to Bolivian Defence Minister Rubén Saavedra Soto. Airbus Helicopters had announced the order from the FAB on January 17, 2014. They will be used to fight

drug trafficking, perform public security tasks, medical evacuation and disaster relief missions throughout the country. The Defence Minister confirmed that this first helicopter will arrive in Bolivia in July, with the second due in November. The third will follow in late 2015 and the final three in 2016. The type has been given the local name ‘Jatun Puma’ and will replace elderly UH-1H Iroquois in FAB service.

hangars, where the first prototype is already in the structural assembly phase. Final assembly is planned to begin in June. The contract for developing the KC-390 was signed in 2009. Besides the order from the FAB, several other countries have signed Letters of Intent to purchase a total of 32 aircraft.

Peru Confirms Plans to Buy Two More C-27J Spartans PERUVIAN MINISTER of Defence, Pedro Cateriano Bellido, has confirmed the country will purchase two additional C-27Js to add to the two already on order for the Fuerza Aérea del Perú (FAP – Peruvian Air Force). A firm contract for the additional aircraft should be signed before the end of this year. He also indicated that orders for a further eight are likely to follow later, bringing total procurement to 12. He confirmed the plans during a visit by a Peruvian military delegation on May 6 to the Alenia Aermacchi C-27J Spartan production line in Turin-Caselle, Italy. During their tour of the line, the delegation was able to view the first aircraft for the FAP, c/n NC 4190, which had just begun final assembly. The Peruvian Defence Minister also signed a strategic collaboration agreement with his Italian counterpart, Roberta Pinotti, for assistance in developing the technological capabilities of the emerging Peruvian aviation industry. The FAP has placed an initial order for two C-27Js under a deal that was announced on December 18, 2013, by Alenia. The C-27Js will replace the elderly An-32 in FAP service.

#316 JULY 2014

19

05/06/2014 10:24

NEWS MIDDLE EAST

Royal Saudi Air Force PC-21 Deliveries Under Way

Iraqi Air Force to Purchase 24 AT-6C Texan IIs

A POSSIBLE Foreign Military Sale (FMS) to Iraq of 24 Beechcraft AT-6C Texan IIs has been approved by the US State Department. The US Defense Security Co-operation Agency (DSCA) subsequently made the required notification to Congress of the planned $790 million deal on May 13. In addition to the 24 AT-6C Texan IIs for operation by the Iraqi Air Force, also requested as part of the FMS deal are two spare Pratt & Whitney PT-6A-68 turboprop engines, two spare ALE-47 counter-measure dispensing systems and/or two spare AAR-47 missile launch detection systems, non-Selective Availabity Anti-Spoofing Module (SAASM) global positioning systems with CMA-4124, spares, maintenance, support equipment, training and logistics support. The Iraqi Air Force already has 15 unarmed T-6A Texan IIs in service for pilot training with the 2nd Squadron of the Iraqi Air Force College’s Flight Training Wing at Tikrit Air Base. The first seven of these had been ordered from Hawker Beechcraft through a contract awarded on August 12, 2009, with the remaining eight ordered on August 17, 2009. The first four were delivered in December 2009 and the final four in November 2010. Iraq has been planning to acquire an armed version of the Texan II for some years: As far back as December 9, 2008, there was a DSCA notification to Congress of the possible purchase by Iraq of 36 Hawker Beechcraft AT-6B Coyotes, but the deal was never finalised.

20 JULY 2014 #316

20_MENews_Jul.DJ.indd 20

Above: Royal Saudi Air Force (RSAF) Pilatus PC-21s 905/HB-HWE (c/n 159), 906/HB-HWF (c/n 160) and 907/HBHWG (c/n 161) await their pilots prior to departure from Stans-Buochs, Switzerland, on June 2 on their delivery fl ights to Saudi Arabia. All three aircraft departed for Saudi Arabia on this day, marking the fi rst RSAF deliveries. Stephan Widmer

THE FIRST three Pilatus PC-21s to be delivered to the Royal Saudi Air Force (RSAF) left Stans-Buochs Airfield, Switzerland, on June 2. Comprising 905/HB-HWE (c/n 159), 906/HB-HWF (c/n 160) and 907/HB-HWG (c/n 161), they initially flew to Bari, Italy, from where they continued onwards to Saudi Arabia. Although the first RSAF PC-21 had flown a year ago, these were

the first deliveries. Training of Saudi pilots has been underway at Stans for the last few months. The RSAF has ordered 55 PC-21 trainers under a contract through BAE Systems which was announced on May 25, 2012. The initial deliveries involved the fifth, sixth and seventh production aircraft for the RSAF. None of the first four RSAF aircraft built have yet been

delivered. The initial ten aircraft (serials 901 to 910) are destined for 9 Squadron at the King Faisal Air Academy, Riyadh-King Khaled Air Base, which currently flies the Pilatus PC-9. Other RSAF PC-21s – 2201, 2202, 2203 and 2204 – have been noted at Stans over the last month or so. These will be delivered to the King Faisal Air Academy’s other PC-9 unit, 22 Squadron.

NorthStar Avn Delivers Two Bell 407MRHs to UAE AF ABU DHABI-UAE-based NorthStar Aviation has received an order for 30 Bell 407MRH helicopters for the United Arab Emirates Air Force and Air Defence’s Joint Aviation Command (JAC). Details of the order emerged when the company displayed one of these helicopters, serial number 2870, at the US Army Aviation Mission Solution Summit (AAMS) Annual Profession Forum and Exposition, which was held at the Gaylord Opryland Resort and Convention Center in Nashville, Tennessee, between May 4 and 6. NorthStar has delivered the first two Bell 407MRHs to the UAE’s JAC, which is a recently established, unified command that encompasses all of the UAE armed forces rotary-wing assets. The company, which also has a subsidiary office in Washington, says that it developed the 407MRH for customers who require a highperformance, low-cost, lightweight multi-role helicopter. It is designed for a variety of missions, including light attack, close air support, light assault, intelligence surveillance and reconnaisance and passenger transport.

Above: NorthStar Aviation Bell 407MRH 2872 is one of 30 ordered for the UAE’s Joint Aviation Command, which has already taken delivery of the first two. The helicopter is seen here armed with Hydra 70 rocket pods and an M-134 mini-gun. NorthStar Aviation

Four weapons pylons on the rear fuselage are capable of supporting Hellfire missiles, GAU-19 machine guns, M-134 mini-guns or Hydra 70 rockets. The 407MRH features an

integrated weapons management system, FLIR 260HLD EO/ IR sensor, microwave downlink system, cockpit cabin armour and NVG-compatible interior and exterior lighting.

www.airforcesmonthly.com

06/06/2014 16:25

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

The Special Operations Forces Exhibition & Conference (SOFEX) Armed MD540F Makes First Appearance at SOFEX MD HELICOPTERS was displaying its armed MD540F at SOFEX 2014 in Amman, Jordan. At SOFEX in 2010, Jordan had signed a Letter of Intent with Boeing for the rival AH-6i, but no order has since been placed. As a result, MD Helicopters feels it is still in with a chance for the Jordanian order and brought its MD540F to this year’s show, while Boeing decided not to display the AH-6i this time around. The fully armed prototype MD540F made its overseas debut at SOFEX 2014, with demonstrations of the Thales Scorpion Helmet Mounted Cueing System (HMCS) and the L-3 Wescam MX-10D sensor that are being integrated with the helicopter. It was displayed with an array of weapons, including the M134D Mini-Gun, EX-34 Chain Gun, Herstal gun pod, Hellfire missiles and unguided 70mm rockets. Roger O’Dell, Director of MD540F Programme Management, told AFM that on its return to Mesa, the helicopter will be fitted with the new Rolls-Royce M250-C47E/3 engine and will begin a full certification test programme in early 2015. In the meantime, the MD530MG is ready for weapons testing and marketing will begin in the next three months. The type has already attracted three requests for information and a lead customer should be announced before the end of the year. David Oliver

News Brief BELL HELICOPTER’S Bell 407GT demonstrator, N407GT (c/n 54322), was displayed at SOFEX carrying a full array of weapons. This included a seven-tube rocket launcher with BAE Systems Advance Precision Kill Weapons System (APKWS) laser-guided rockets. The Bell 407GT was due to carry out some live-fire exercises in Jordan said Bell’s Chief Pilot and Flight Operation manager. David Oliver

www.airforcesdaily.com

21_MENews_Jul.DJ jg.indd 21

Jordanian Special Forces AC-235 Gunships at SOFEX

Above: Royal Jordanian Air Force Special Operations Command AC-235 gunship 3210 on static display at SOFEX 2014 at King Abdullah Air Base in Amman, Jordan, on May 7. The aircraft, which had only been delivered the previous week, is armed with AGM-114 Hellfire laser-guided missiles and unguided 70mm rockets. David Oliver

JORDANIAN SPECIAL Operations Aviation has now taken delivery of two Airbus Defence & Space AC-235 light gunship conversions. Both made their public debuts at the tenth Special Operations Conference and Exhibition (SOFEX), which was held on May 6-8, 2014, at King Abdullah Air Base in Amman, Jordan. They are operated by the Prince Hashem Bin Abdullah II Brigade. They were converted from standard CN235s by US company ATK, which announced on May 1 that it had delivered the first aircraft to Jordan. The second AC-235 followed in the week before the exhibition.

One of the aircraft, 3210 (c/n C-034, ex Spanish Air Force T.18B03), was on static display, while the other, 3211 (c/n C-035, ex T.19B-04), participated in an impressive Jordanian Special Forces demo that opened SOFEX. ATK undertook development in partnership with the King Abdullah II Design and Development Bureau. The AC-235s are equipped with Thales’ new lightweight highperformance I-Master Ku-band synthetic aperture radar (SAR) and ground moving target indicator (GMTI) in a starboard nose-mounted turret and an L-3 Wescam MX-15 electro-optical/

infrared (EO/IR) turret on the port side. Armament includes an ATK M230OLF 30mm chain gun firing through an aperture in the port fuselage side, while mounted under a stub-wing are launchers for AGM-114 Hellfire laser-guided missiles and unguided 70mm rockets. During the show, on May 7, BAE Systems announced that Jordan had become the first export customer for its Advanced Precision Kill Weapon System (APKWS) 70mm semi-active laser-guided rockets, which will also be used to arm the AC-235s, although the weapons have not yet been fired in Jordan. David Oliver

Jordanian Armed Forces' S-100 Camcopter on Display Jordanian Armed Forces Reconnaissance Squadron Schiebel S-100 Camcopters 1560 and 1561 were on display at SOFEX on May 7. A Jordanian Camcopter provided real-time airborne surveillance on the previous day of the impressive opening display by the Jordanian Armed Forces , which gave an anti-terrorist demonstration at the event. David Oliver

#316 JULY 2014

21

05/06/2014 10:29

NEWS AFRICA First Chad Air Force MiG-29 in Flight Test

NOTED TEST flying from the Lviv State Aviation Maintenance Plant (LDARZ) at Danylo Halytskyi International Airport, Sknyliv, Ukraine, during May was a MiG-29 Fulcrum in full Force Aérienne Tchadienne (Chadian Air Force) colours and markings. Although it was painted as TT-OAP, the correct registration should be TT-QAP; LDARZ has mis-painted Chadian Su-25s with 'O' instead of 'Q' in the past. Its appearance comes five years after reports emerged that Chad was negotiating the purchase of three second-hand MiG-29s from Ukraine. Nothing had been heard about the deal until the sudden appearance of this aircraft in flight test. In mid-April 2009, local reports in Chad indicated that a delegation including Oumar Déby, brother of Chad President Idriss Déby, together with the Chadian Air Force Chief of Staff, were in Ukraine to discuss buying the three MiG-29s. The deal was also planned to include spares, weapons and pilot training. It is unknown when a deal for these aircraft was finalised. Although the origin of the MiG-29s is unconfirmed, it is most likely that they are surplus Ukraine Air Force aircraft.

Nigerian Air Force C-130H-30 Finally Completes Rebuild

Above: Nigerian Air Force C-130H-30 Hercules NAF918 making its second test fl ight from Cambridge Airport, UK, on May 15 after spending over two-and-a-half years on rebuild with Marshall Aerospace. Chris Lofting

NIGERIAN AIR Force (NAF) Lockheed C-130H-30 Hercules NAF918 has finally completed a lengthy overhaul and rebuild in the UK with Marshall Aerospace at Cambridge Airport, Cambridgeshire. After initial ground runs in early April, it was re-flown for the first time on April 16, 2014. It made a second test flight on May 15, but as this issue went to press had yet to be re-delivered to Nigeria. Its completion came two years and eight months after arriving at Cambridge, on August 27, 2011, for what was expected at the time to be around four months of in-depth maintenance.  Due to lack of funds to keep the aircraft flying, it had been in open

storage for many years at Lagos International Airport/Ikeja-Sam Ethnan Air Base, where the type is operated by 221 Wing as part of the 88th Military Airlift Group. Finally, after the US Government offered to provide finance to restore the NAF Hercules fleet, this example was made airworthy again in 2011 for a ferry flight to Cambridge, where it has since been refurbished and undergone an almost total rebuild. As previously reported in AFM, its ferry flight to the UK had been somewhat eventful (see Nigerian Air Force Hercules’ Dramatic Arrival in UK, November 2011, p26). To begin with, the aircraft could not be pressurised because the cockpit windscreen

Veteran DRC Government 727 Active Again

Above: Looking very smart after being resprayed by Air Livery, the 48-year-old Democratic Republic of Congo Government VIP-configured Boeing 727-30 9Q-CDC (c/n 18934) taxies out for departure from Manchester Airport, UK, on May 23. The aircraft had been grounded for over three years at Southend Airport, Essex, while undergoing heavy maintenance. Rob Skinnis

AN EXTREMELY rare visitor to Manchester Airport, UK, recently was Democratic Republic of Congo (DRC) Government Boeing 727-30 9Q-CDC (c/n 18934), which is now operational again after being grounded for over three years. The aircraft arrived at Manchester on May 12 for respray by Air Livery, following which it left on May 23.

22 JULY 2014 #316

22_AfricaNews_Jul.DJ jg.indd 22

Originally built for Lufthansa, this veteran aircraft first flew on January 12, 1966. It was acquired by the DRC Government in July 1986, initially registered 9Q-RDZ, and has been used by the country as a VIP aircraft ever since. On December 15, 2010, it was flown into Southend Airport, Essex, for heavy maintenance

by ATC Lasham and remained there for over three years while extensive work was undertaken, including installing winglets. It finally reflew on January 23, 2014, departing via Manston Airport, Kent, to Lasham Airfield, Hampshire, where ATC Lasham’s main facility is located. It then flew to Manchester on May 12.

frames had seriously corroded. Consequently it had to be flown all the way from Lagos at under 12,000ft (3,655m), with the crew wearing oxygen masks. Then, while over France, the aircraft suffered radio failure, resulting in French Air Force Mirages being sent up to escort it, and when the Hercules entered UK airspace RAF Typhoon FGR4s from 11 Squadron undertook similar duties after being scrambled from RAF Coningsby, Lincolnshire. The Typhoons accompanied the aircraft until it landed at Cambridge at 1928hrs on August 27, 2011, following which they circled the airport at medium level until it was confirmed that it posed no threat.

Dutch Apaches Deploy to Mali AS PART of the Dutch armed forces' participation in the UN-led Multidimensional Integrated Stabliisation Mission in Mali (MINUSMA), four Royal Netherlands Air Force (RNLAF) AH-64D Apaches from 301 Squadron have deployed to the African country. The first two, Q-19 and Q-22, left Gilze-Rijen Air Base on May 8 on board Antonov Airlines An-124 UR-82072. The An-124 then returned the following day to pick up another two Apaches and departed with them on May 10. They were transported to Mali's capital, Bamako, before being re-assembled and flown to the Dutch Camp Castor, near the city of Goa in eastern Mali. In October, they will be joined by three RNLAF CH-47D Chinooks from 298 Squadron, also based at Gilze-Rijen. Current plans are for the Dutch military to continue support of MINUSMA until late 2015. Kees van der Mark

www.airforcesmonthly.com

05/06/2014 10:26

NEWS ASIA PACIFIC

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

New VVIP Thai Air Force A320CJ Prestige Now Test Flying

ROKAF To Buy Fleet of KAI KC-100 Naraons for Training

A FLEET of Korea Aerospace Industries (KAI) KC-100 Naraon light aircraft are to be purchased by the Republic of Korea Air Force (ROKAF) to replace the Ilyushin Il-103 in the primary flight training role. On May 8, KAI said that a Memorandum of Understanding (MoU) has already been signed between KAI, the defence and transport ministries and the Defence Acquisition Programme Administration. The air force hopes to sign a formal contract for the purchase before the end of this year and deliver all of the aircraft by 2016. The ROKAF currently uses a fleet of 22 Il-103s for this purpose, all operated by the Air Force Academy’s 212th Flying Training Squadron at Seongmu Air Base. Twenty-three were delivered between 2004 and 2006, but one was lost in a fatal crash on June 21, 2011. The contract value and number of KC-100s to be purchased has yet to be finalised, but it is likely to be a similar number to the Il-103s currently in service. Once the KC-100 is in ROKAF service, all training will be undertaken using indigenous aircraft. In addition to the KC-100, students will fly two other KAI products, the KT-1 basic trainer and T-50/TA-50 supersonic jet trainer, before moving on to frontline aircraft. 

www.airforcesdaily.com

23_AsiaNews_Jul.DJ.indd 23

Above: New Royal Thai Air Force A320-214CJ Prestige 60203/(HS-TYT)/F-WWBB (c/n 6112) taxies out for a pre-delivery test flight from Toulouse-Blagnac Airport, France, on May 5. Approval of $102 million in funding for purchase and outfitting of the new VVIP aircraft was granted by the Thai Cabinet on June 25, 2013. The aircraft is expected to enter service with 6 Wing/602 Squadron at Don Muang Air Base, which operates the current RTAF VIP fleet. Olivier Gregoire

First Two ROKAF KF-16s Arrive in US for Upgrade

Above: Republic of Korea Air Force (ROKAF) KF-16C Fighting Falcon 92-021 (92-4021) and KF-16D 92-046 (924046) on the ramp at Fort Worth Alliance Airport, Texas, on May 18. They are the first two of 134 ROKAF KF-16C/D Block 52s (90 KF-16Cs and 44 KF-16Ds) that will be upgraded by BAE Systems at its Alliance facility under a contract announced on December 23, 2013. For further details, see our AirForces Daily web site. Henry Ham

First UH-72A Lakota for Royal Thai Army Complete Left: The first of six UH-72A Lakotas for the Royal Thai Army, 9644 (c/n 9644, ex N706AE), is seen here on display at the Airbus Helicopters Inc production facility in Columbus, Mississippi, on May 14 during the handover ceremony for the 300th US Army Lakota. James Darcy, Airbus Group Inc Director, Corporate Communications, told AFM that the first helicopter will be delivered initially to the US Army in December before anticipated transfer to the Royal Thai Army in April 2015. All five are due for delivery by the end of 2015. Airbus Helicopters Inc

#316 JULY 2014

23

09/06/2014 09:49

NEWS AUSTRALASIA

RNZAF’s First Two T-6Cs Near Completion MANUFACTURE OF the first two Beechcraft T-6C Texan IIs for the Royal New Zealand Air Force (RNZAF), NZ1401 and NZ1402, have reached final assembly stage. In May wings were mated to the aircraft fuselages on the production line in Wichita. The RNZAF expects to take ownership of the first seven of the 11 ordered aircraft by December, with all scheduled to be delivered by mid-2015. The first aircraft will be used to train more qualified flying instructors (QFIs) from 2015 and also for training, procedure development and Operational Test and Evaluation by the Directorate of Systems Evaluation. The first RNZAF T-6C Wings course is due to begin in January 2016. Progress on the project has been rapid, with the NZ$154 million military pilot training system package contract for the aircraft only signed on January 24 this year. This includes the 11 T-6C aircraft, plus two CAE operational flight training simulators, classroom and computer-based training courseware, spare

RAAF Achieves Final Operational Capability With JASSM

FINAL OPERATIONAL Capability (FOC) has been achieved by the Royal Australian Air Force (RAAF) with the AGM-158A Joint Air-to-Surface Stand-Off Missile (JASSM). On May 28 Australia’s Minister for Defence, David Johnston announced that FOC had been achieved under Project AIR 5418. Initial Operational Capability (IOC) for JASSM with the RAAF had been declared in 2011, following successful test firings of the weapon at the Woomera Test Range in South Australia from an RAAF Hornet. The missile is designed to attack high-value, heavily defended targets such as hardened bunkers, or pinpoint objectives, for example radar and communications sites. It is a military-off-the-shelf long-range guided missile that was developed by the US Air Force, with a 1,000lb (454kg) penetrator/ blast fragmentation conventional warhead. JASSM can precisely strike targets from more than 85 miles (300km) away.

24

JULY 2014 #316

24-25_AussieContracts_Jul DJ.indd 24

Above: The first of 11 Beechcraft T-6C Texan IIs for the Royal New Zealand Air Force (RNZAF), NZ1401, with the second aircraft, NZ1402, visible behind, seen recently on the production line at Wichita, Kansas, shortly after wing-mate. Beechcraft via RNZAF Air Force News

parts, training, logistics and maintenance support. A separate 30-year logistics agreement provides turnkey support for RNZAF flight training operations. Flight simulators and other

ground-based training devices will be installed at RNZAF Base Ohakea by CAE Simulation (USA) as a subcontractor to Beechcraft. Maintenance for the aircraft and simulators will

include subcontract support from CAE Australia and New Zealand-based Safe Air. For a more detailed report on the RZAF T-6C programme, see our AirForces Daily web site.

Kaman Tests RNZAF SH-2G(I) with Penguin Missile ROYAL NEW Zealand Air Force NZ SH-2G(I) Super Seasprite N244KM ‘13’ (c/n 224, ex RAN/N29-161913) undertook a successful flight test on May 22 carrying a Kongsberg Penguin Mk 2 Mod 7 anti-ship missile. The sortie took place at Kaman Aerospace’s facility in Bloomfield, Connecticut, where the former Royal Australian Navy helicopters are being prepared for delivery to the RNZAF. Kongsberg Defence Systems announced on November 29, 2013, that it had signed a contract for

delivery of the Penguin missiles to New Zealand. They will replace the AGM-65D Maverick air-to-surface missiles used on existing RNZAF SH-2G(NZ)s. On May 8, 2013, Kaman had announced a $120 million contract for the New Zealand Ministry of Defence to purchase ten former Royal Australian Navy (RAN) SH-2G(A) helicopters, which were in storage with Kaman at Bloomfield. Eight will be made fully operational with the remaining two used for spares.

The first RNZAF NZ SH-2G(I), N167KM (c/n 246, ex N29-163210), made its maiden flight at Bloomfield on April 10 this year. Although operated by the RNZAF, they will be flown on behalf of the navy and carry ‘NAVY’ titles. They will replace five existing RNZAF SH-2G(NZ) Seasprites operated by 6 Squadron at Whenuapai and from Navy ships. Delivery of the first three is due to take place later this year with all due to be in service by 2016.

Above: Royal New Zealand Air Force NZ SH-2G(I) Super Seasprite N244KM ‘13’ (c/n 224, ex RAN/N29-161913) undertakes a flight test on May 22 from Kaman Aerospace in Bloomfield, Connecticut, carrying a Kongsberg Penguin Mk 2 Mod 7 anti-ship missile. RNZN

www.airforcesmonthly.com

06/06/2014 11:56

CONTRACTS & DEPLOYMENTS

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

USMC’s VMFA-314 and USAF’s 13th FS Deploy to Jordan

Above: Royal Jordanian Air Force (RJAF) F-16BM Fighting Falcon 133 (ex J-650/RNLAF) from 1 Squadron at Azraq-Ashaheed Mowafaq As-Salti Air Base leads RJAF F-16AM 145 (ex FA-73/Belgian Air Force), also from 1 Squadron, US Air Force F-16C 92-3913 ‘WW’/‘13 FS’ from the 35th Fighter Wing’s 13th Fighter Squadron ‘Panthers’ at Misawa Air Base, Japan, and US Marine Corps F/A-18A+ Hornet 163146 ‘VW-01’ from Marine Fighter Attack Squadron 314 (VMFA-314) ‘Black Knights’ at Marine Corps Air Station Miramar, California, on a sortie over the Wadi Rum desert in Jordan during Exercise Eager Tiger on May 13. The US units had deployed to Jordan specifically to participate in the exercise. US Air Force/Staff Sgt Roidan Carlson

Military Aircraft Deployments

New Contract Award Summary

Date

AF/Unit

Type

Location and Notes

April ??

USAF/303rd FS

12 x A-10C

Deployed to Bagram, Afghanistan

Air Force/ Organisation

April 27 USAF/100th FS

12 x F-16C

Deployed to Bagram, Afghanistan

April 30 Royal Danish AF

4 x F-16AM

Deployed to Amari Air Base, Estonia

May 1

USAF/493rd FS

10 x F-15C

Return to RAF Lakenheath, Suffolk, from Baltic Air Policing

May 9

USAF/93rd FS

F-16Cs

Return from Afghanistan

May 9

USAF/457th FS

F-16Cs

Return from Afghanistan

Company

No and Type

Date

Delivery Date and Notes

Brazilian Air Force

Embraer

6 x Legacy 500

April 30 From 2016

Brazilian Air Force

Embraer

28 x KC-390

May 20

From late 2016

Canadian Coast Guard Bell Helicopter

15 x Bell 429

May 12

From May 2015

Republic of Korea AF

KAI

23? x KC-100 Naraon

May 8

By 2016

US Air Force

Boeing

23 x QF-16

May 20

By May 20, 2016

US Army

Airbus Helicopters

10 x UH-72A

May 15

By June 30, 2015

May 13 USMC/VMM-162

4 x MV-22B

Deployed to Sigonella, Sicily

May 13 USMC/VMGR-252

2 x KC-130J

Deployed to Sigonella, Sicily

Sikorsky

13 x UH-60M

May 20

By Sept 30, 2015

7 x A-10C

To Spangdahlem, Germany, for Combined Resolve II

US Army

May 16 USAF/190th FS

US Army

Boeing

1 x CH-47F

May 21

By Dec 31, 2020

4 x UH-60M

Return from Afghan deployment

US Marine Corps

Sikorsky

6 x VVIP S-92 May 7 (plus 17 options)

8 x F-16C/D

Graf Ignatievo, Bulgaria, for Thracian Star

May 21

Swedish Armed Forces

May 22 USAF/179th FS May 24 USMC/HMLA-467

AH-1W and UH-1Y

May 24 USMC/HMLA-369

AH-1W and UH-1Y

Deployed to Camp Bastion, Afghanistan Depart from Camp Bastion, Afghanistan

From 2018

US Marine Corps

Bell Helicopter

12 x UH-1Y

May 16

By June 2017

US Marine Corps

Bell Helicopter

12 x AH-1Z

May 16

By June 2017

Yemen Air Force

L-3 4 x ISR Beech Communications 350ER

June 2

By Sept 30, 2015. Note: type unconfirmed

Warthogs Return To Germany for Combined Resolve II

Left: Seven US Air Force A-10C Thunderbolt IIs from the Idaho Air National Guard/124th Fighter Wing’s 190th Fighter Squadron arrived at Spangdahlem Air Base, Germany, on May 16 for a two-week deployment to participate in Exercise Combined Resolve II. Seen here taking off from Spangdahlem on May 21 is one of these aircraft, 78-0634 ‘ID’. Marco de Groot

www.airforcesdaily.com

24-25_AussieContracts_Jul DJ.indd 25

#316 JULY 2014

25

06/06/2014 11:56

ATTRITION Accident Reports D: May 1 N: US Navy/VT-28 T: T-34C Turbo Mentor S: 160473 ‘G-742’

D: May 9 N: US Marine Corps/VMA-214 T: AV-8B Harrier II S: 165380 ‘WE-03’

The aircraft crashed into the Gulf of Mexico during a routine training mission. The two pilots bailed out and neither was injured. The aircraft came down about 2 miles (3km) off the coast, near its base at Naval Air Station Corpus Christi, Texas. Two weeks after the crash, on May 15, US Navy divers located the T-34C wreckage, which was recovered in a salvage operation, which was completed on May 27.

After the pilot reported engine problems and ejected safely at around 1430hrs, this AV-8B was destroyed when it crashed in an open desert area on Gila River Indian Community land north the city of Maricopa, Arizona. The pilot suffered only a laceration to his nose.

D: May 2 N: Ukrainian Armed Forces T: 2 x Mi-24 Hinds

These two Ukrainian Armed Forces Mi-24 attack helicopters were shot down while patrolling in the area of Slov’yans’k in Donets'k Oblast. The Ukraine Defence Ministry said that both appear to have been brought down by man-portable air defence systems (MAPADS). Two servicemen of the Ukrainian Armed forces were killed and several others wounded. D: May 3 N: US Army/B Company, 3-82nd Combat Aviation Brigade T: CH-47F Chinook

While detached to Fort Bliss, Texas, for high-altitude, mountainous environment training, this helicopter crashed near Orogrande, New Mexico, in a training area belonging to Fort Bliss. Sergeant Dwight W Burn, who was crew chief on the helicopter, died from his injuries. The three other soldiers on board suffered non life-threaening injuries.

D: May 12 N: French Air Force/GC 1/2 T: Mirage 2000-5F S: 70 ‘116-AD’ Above: Personnel aboard the US Coast Guard Cutter Harry Claiborne raise the tail section of crashed US Navy/VT-28 T-34C Turbo Mentor 160473 ‘G-742’ from the Gulf of Mexico during recovery operations on May 26. The US Navy’s Mobile Diving and Salvage Unit 2 worked with the Harry Claiborne to recover the T-34C wreckage after it went down on May 1. US Navy/Mass Communication Specialist 3rd Class Wyatt Huggett D: May 4 N: International Security Assistance Force T: Unidentified helicopter

This helicopter was extensively damaged when it was reportedly struck by artillery and small arms fire in the Sangin District of Helmand Province, Afghanistan. The ISAF confirmed that one of its helicopters had made a precautionary landing in southern Afghanistan, but said there were no casualties and it had been safely recovered. D: May 4 N: Syrian Air Force T: MiG-23 Flogger

The Free Syrian Army claims to have shot this aircraft down in the Zowar area, in the northern suburbs of Hama.

D: May 5 N: Ukraine Army T: Mi-24 Hind

Ukraine’s Ministry of Defence has confirmed that this helicopter was shot down by heavy machine gun fire at about 1430hrs, while undertaking a mission over the rebel-controlled city of Slov’yans’k. The crew escaped unhurt and was evacuated safely. D: May 8 N: Chilean Air Force/V BA T: F-16

While landing at Antofagasta's Cerro Moreno International Airport after a routine mission, the aircraft suffered a malfunction and came to rest on its belly. This resulted in the runway being blocked, closing the airport for four hours. The pilot was unhurt.

The aircraft crashed at around 1630hrs in a field near the town of Baroches, Meurthe-et-Moselle during a training mission from Base Aérienne 116 Luxeuil. The pilot ejected safely and was found, unhurt, at around 1800hrs. D: May 12 N: Kenyan Air Force/Transport Sqn T: Harbin Y-12 II Turbo Panda

The aircraft crashed in Marsabit, Mandera County, after suspected mechanical failure shortly after take-off from Elwak airstrip. A total of 17 passengers and crew was on board, of which at least one person was killed and many others injured, some seriously. D: May 17 N: Lao People’s Army Air Force T: An-74TK-300 S: RDPL-34020

While on a flight from Vientiane to a Xieng Khouang Province regional airport for a military ceremony, the aircraft crashed in jungle near Nadee village, Xiang Khouang Province, Laos, about 1 mile (1.5km) from the airport. The An-74 was carrying eleven passengers and six crew, including several highranking officials, of which there were only three survivors, two of whom also died later in hospital. D: May 19 N: Zambian Air Force T: MFI-15-200A Safari S: AF516

Above: US Marine Corps AV-8B Harrier 165380 ‘WE-03’ from Marine Attack Squadron 214 ‘Black Sheep’ launches from the flight deck of forward-deployed amphibious assault ship USS Bonhomme Richard (LHD 6) on July 31, 2013, during Talisman Saber 2013 in the Coral Sea. This aircraft was destroyed in a crash in the Arizona Desert on May 9, 2014, after the pilot had ejected safely. US Navy/Mass Communication Specialist 2nd Class Andrew B Church

Zambian Air Force (ZAF) deputy commander, Major General Muliokela Muliokela, along with his co-pilot , Colonel Brian Mweene, was killed in the crash of this aircraft. It came down at around 1345hrs in the York Farm area, Lusaka West, during a routine training exercise.

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

26 JULY 2014 #316

26-27_Attrition_Jul jg.indd 26

www.airforcesmonthly.com

09/06/2014 11:30

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

D: May 21 N: Ugandan People’s Defence Force T: Bell 206 JetRanger

D: Jun 4 N: Indian Navy/INAS 303 T: MiG-29K

While en route from Juba International Airport, South Sudan, to the UPDF Fourth Division barracks at Gulu, Uganda, this JetRanger was involved in a mid-air collision with an eagle. The incident, which occurred between Bia-Bia and Atiak, caused the pilot to lose control and the helicopter struck an electricity pole before crash-landing at Abalo-kodi, Atiak sub-county in the Amuru district. The pilot and co-pilot were both unhurt but an army officer sustained serious head injuries.

After missing two arrester wires landing on the INS Vikramaditya, the pilot attempted a go-around but the hook caught the third wire and slammed the aircraft onto the deck, causing damage to the nosewheel. The pilot was unhurt.

D: May 27 N: Indian Air Force/51 Squadron T: MiG-21bis

This aircraft crashed about 6 miles (10km) short of Anwatipur Air Force Station while on a routine training exercise from its base at Srinagar Air Force Station. The pilot was killed. D: May 27 N: Iranian IRGC Air Force T: An-74

While on a training flight, this aircraft caught fire during an emergency landing at Yazd Airport. No injuries were reported but the aircraft was said to have incurred serious fire damage . D: May 28 N: Brazilian Air Force/2°/10° GAv T: UH-1H Iroquois S: 8673

The helicopter had a mechanical failure at around 10ft (3m) over Base Aérea de Campo Grande while undertaking a training flight. It came down heavily, causing extensive damage when the skid undercarriage collapsed although it remained upright and came to rest on its belly. All five crew members were injured.

Lao People’s Army Air Force Antonov An-74TK-300 RDPL-34020, which crashed in the north of the country on May 17 killing several senior officials. Key Archive D: May 29 N: Ukraine National Guard T: Mi-8 S: ’16 Yellow’

D: Jun 2 N: Colombian National Police T: B200 King Air S: PNC-0225

While flying over Slov’yans’k, Donets'k region, this helicopter was shot down by pro-Russian separatists. The Mi-8 had unloaded supplies and dropped off one rotation of troops and picked up another from a checkpoint before taking off again, shortly after which it was brought down. The Guard said the crash killed 12 servicemen: six National Guard of Ukraine personnel (including the crew) and six members of the Berkut Special Task Force. One National Guardsman survived in critical condition. Among those killed was Major General Serhiy Kulchytsky, head of National Guard combat training.

The aircraft lost engine power just after take-off from BahÍa Solano Airport, clipped trees and belly landed in a field. Although damaged beyond repair, the three crew members suffered only minor injuries.

D: May 31 N: US Marine Corps/HMH-466 CH-53E 163063

The helicopter made a hard landing on the runway at an unspecified airfield in Afghanistan, resulting in the tail section separating from the fuselage, although it remained upright. Although there were no serious injuries, the aircraft is a write-off.

D: Jun 3 N: Pakistan Air Force/8 Sqn N: Mirage

Following a technical malfunction, this two-seat Mirage crashed into a bus terminal on the outskirts of Karachi, killing both the instructor and student pilot, plus at least one other person, while eight others on the ground suffered severe burns. The accident occurred in the Baldia Town district of Karachi, after the pilot lost control, moments before landing at PAF Base Masroor. D: Jun 3 N: Turkish Air Force T: F-16C

After making a hard landing at Merzifon Air Base, the pilot lost control, the aircraft veered off the runway and then overturned. The pilot was not seriously injured.

www.airforcesdaily.com

26-27_Attrition_Jul jg.indd 27

While on a routine training sortie, the aircraft crashed into a house in a residential area of Imperial, southern California, after the pilot had ejected safely. Although uninjured, he was taken to hospital for evaluation. No one on the ground was injured. D: June 4 N: US Navy/VFA-81 T: F/A-18E Super Hornet S: 166831 'NA-201'

While preparing to make a night landing on the USS Carl Vinson (CVN 70) off the southern California coast, the aircraft plunged into the sea on short finals. The pilot ejected and was recovered safely. D: June 5 N: Chinese PLANAF T: Xian JH-7

During a training mission, the aircraft crashed in mountains near Yiwu, Zhejiang province. The fate of the crew is unknown. D: Jun 5 N: US Navy/TAW-5 T: TH-57 Sea Ranger

This helicopter was involved in an accident at NAS Whiting Field's Navy Outlying Landing Field Spencer in Pace, Florida. Both the instructor and student suffered only minor injuries. D: Jun 6 N: Ukraine Air Force T: An-30 S: '80 Yellow'

D: May 28 N: US Army T: CH-47 Chinook

Hit a telecommunications mast on take-off in the Maruf district of Afghanistan and then crashed. One person was killed and unconfirmed reports said that another 15 personnel on board were injured. On May 30 the US Department of Defense identified the fatality as Pfc Jacob H Wykstra from the US Army.

D: June 4 N: US Marine Corps/VMA-214 T: AV-8B+(R) S: 165589

While circling over Slov’yans’k, the starboard engine was hit by ground fire and the aircraft subequently crashed northeast of the city. The crew parachuted to safety .

Above: Ukrainian National Guard Mi-8 ’16 Yellow’, which was shot down on May 29, 2014, over Slov’yans’k by pro-Russian separatists. Ukrainian MOD

Additional material from: Alfonso Glade, Donny Chan and Scramble/Dutch Aviation Society

#316 JULY 2014

27

09/06/2014 11:30

Motor Sych Page 1.indd 1

09/06/2014 12:35

Motor Sych Page 2.indd 1

09/06/2014 12:36

F-35 UPDATE

Here comes the

The star at this year’s Farnborough and RIAT will undoubtedly be the F-35B Joint Strike Fighter (JSF). Alan Warnes reviews the UK JSF story so far.

Joint Strike Figh

30 JULY 2014 #316

30-34_F35_Jul.indd 30

www.airforcesmonthly.com

05/06/2014 10:03

F-35 UPDATE Below: Lt Cdr Ian ‘Tidders’ Tidball, became the first Royal Navy pilot to fly a sortie in the F-35B Lightning II on April 10, 2012 and is seen here taxiing the jet out of a sun shed at Eglin AFB, Florida. Tidball has also flown the Sea Harrier and the F/A-18E/F Super Hornet. USAF/Major Karen Roganov

ghter! Rolls-Royce

The F-35’s powerplant is the Pratt & Whitney F135, derived from the F-22 Raptor’s F119. It is produced at the company’s facilities in East Hartford and Middletown, Connecticut. RollsRoyce is building the vertical lift system. The Derby-based company was initially part of a GE Transportation-led consortium, which included General Electric Aviation, to develop the F136 as an alternative to the F135 engine. The two companies stopped work on the project in December 2011 after failing to secure Pentagon support for further development.

A

T LAST after all the debates and publicity – some of it not good – the Lockheed Martin F-35 Joint Strike Fighter (JSF) is coming to the UK. The visit is being made eight and a half years after the prototype F-35A, test vehicle AA-01, made its first flight on December 15, 2006. There won’t be just one but three short take-off and vertical landing (STOVL) configured F-35Bs in the UK this summer – one from the RAF/FAA (Fleet Air Arm) and two US Marine Corps (USMC) examples. JSF is the biggest and most important fighter programme in the world today. Regular readers of AFM will know it has been under close scrutiny and attracted many critics, not least of all from the US Government’s own National Audit Office which has lambasted the programme’s escalating cost. But for a brief period this summer let us forget all that and enjoy the fifth-generation fighter’s appearance on these shores with all its cutting edge technologies. When the announcement came on April 16 that the F-35 JSF – or rather Lightning II as it is known operationally – was coming to the Farnborough International Air Show (FIAS) and Royal International Air Tattoo (RIAT) in July, there was a lot of excitement. RAF Chief of the Air Staff, Air Chief Marshal Sir Andrew Pulford, said: “The appearance of F-35 aircraft at FIAS and the RIAT demonstrates the

good progress being made on the JSF programme. Alongside Typhoon, this state-of-the-art aircraft provides a formidable combat air capability allowing the Royal Air Force and Royal Navy to project air power from both land and sea.” First Sea Lord, Admiral Sir George Zambellas, said: “July will be a real milestone in the rebirth of the UK’s carrier strike capability. Alongside the naming of HMS Queen Elizabeth by Her Majesty the Queen on July 4, we can now also look forward to seeing the F-35B – the Lightning II – flying on the international stage for the first time.” When introduced into service later this decade the JSF will complement the Eurofighter Typhoon in the air defence role, making it possible to dedicate the latter to the air-to-ground role. Furthermore around 15% of every Lightning II is being built in the UK, so it’s big business.

The Government’s Gaffe

The UK initially ordered the F-35B short take-off and vertical-landing (STOVL) variant, which has also been chosen by the US Marine Corps and Italy. And to accommodate them, two new Queen Elizabethclass aircraft carriers, without catapults and arrester systems, were ordered. However, in October 2010’s Strategic Defence and Security Review (SDSR) the

#316 JULY 2014

30-34_F35_Jul.indd 31

31

05/06/2014 10:04

F-35 UPDATE

Above: The first British F-35B Lightning II ZM135/BK-1 is seen here during its first flight on April 13, 2012. At the controls is Lockheed Martin test pilot Bill Gigliotti. The serial number is significant as the first English Electric Lightning F1 was registered XM135. Lockheed Martin Below: The UK’s first F-35B, ZM135/BK-1, was rolled out at Lockheed Martin’s Fort Worth facility on November 20, 2011. Lockheed Martin

a preliminary total of 48 F-35Bs, with a final figure to be decided in the 2015 SDSR. Nevertheless, in early February 2014, Secretary of State Hammond indicated that an initial production order for around 14 F-35Bs, under a Main Gate Four decision, would be signed shortly. This has to happen if the first aircraft carrier is to be operational in 2019. While the UK remains the only Level 1 partner, meaning it has access to operational software source codes and can maintain its own operational sovereignty, there have been concerns over costs – and at £100 million per aircraft that is not surprising. Over the years, the number of JSFs to be ordered has come under continuous review.

Test Aircraft new coalition government opted instead for the F-35C, which will enter service with the US Navy for use aboard its giant aircraft carriers. It soon became apparent that modifying HMS Prince of Wales (the second UK carrier) would require an additional £1 billion in funding over the original SDSR estimates. This was largely driven by the cost of incorporating the new electromagnetic aircraft launch system (EMALS) necessary for the ’C variant. In May 2012 the UK’s Secretary of State for Defence Philip Hammond

announced the UK Government had completed a u-turn by reverting back to the F-35Bs that had been originally selected. This was seen as inevitable by many observers because, like the Harriers axed in the 2010 SDSR, the F-35B STOVL aircraft needs neither arrester cables nor launch catapults. This indecision is believed to have cost the UK Government not just embarrassment but more importantly millions of pounds. Two months later the government cut its requirement for 138 F-35s to

When the then UK Defence Secretary John Hutton announced the purchase of three test F-35Bs on March 18, 2009, the programme started to gain momentum. On January 26, 2010, Squadron Leader Steve Long made history when he became the first active duty British pilot to fly the F-35. On November 20, 2011 – six months before the government decided to revert to the F-35B – the first international F-35B destined for the UK, BK-1, serial number ZM135 was rolled out of Lockheed Martin’s Fort Worth, Texas factory. At the handover ceremony Group Captain Harvey Smyth, the UK’s

F-35B VTOL derivative and operators Capable of short take-offs and vertical landings, the F-35B will give the UK the ability to project air power from amphibious ships, ski-jump equipped aircraft carriers and expeditionary airfields. It is undergoing flight test and evaluation at NAS Patuxent River, Maryland and Edwards Air Force Base, California. Aircrew training is being carried out at Eglin AFB, Florida. The type is deployed with the first operational USMC squadron, VMFA-121 ‘Green Knights’ at MCAS Yuma, Arizona. The UK’s F-35B will be capable of undertaking a wide range of operations; from intelligence, surveillance and reconnaissance missions to high-intensity combat, including air defence for a Carrier Strike Group and offensive support for ground forces. The F-35B will not just be operated by the USMC and the UK. Italy is a Level 2 JSF partner and has a requirement for 90 F-35s split between F-35A and F-35B versions for the air force and navy respectively. It will have the only final assembly facility outside the USA at Cameri, which will deliver F-35s to Italy and The Netherlands.

32 JULY 2014 #316

30-34_F35_Jul.indd 32

Above: Bill Gigliotti shows off the Union Flag before stepping into the first British F-35B for its maiden flight on April 13, 2012. Lockheed Martin

www.airforcesmonthly.com

05/06/2014 14:48

F-35 UPDATE JSF national deputy, but now RAF Marham Station Commander, stated: “This is a major milestone in the JSF Programme for the UK, and we look forward to starting to operate the first British F-35s next year. JSF is ideally suited for UK’s future Combat Air capability needs, since it provides a world-class fifth-generation air system, which is capable of operating from both the land and our new Queen Elizabeth-Class aircraft carrier.” That aircraft, BK-1, went on to make its maiden flight from Naval Air Station Fort Worth Joint Reserve Base, Texas, on April 13, 2012. Flown by Lockheed Martin test pilot Bill Gigliotti, it was airborne for 45 minutes. The aircraft was formally accepted by the UK Ministry of Defence (MoD) at Fort Worth on July 19. Four days later, it was flown to Eglin AFB, Florida where BK-1 joined the F-35 test and evaluation unit. It was followed on October 19, 2012 by the second F-35B, ZM136/‘BK-02’ – RAF pilot Sqn Ldr Jim ‘Skosh’ Schofield was at the controls for the 90-minute ferry flight to Eglin. A third British F-35B, ZM137 (BK-03) took to the air on April 1, 2013 with Lockheed Martin F-35 Chief Test Pilot Alan Norman, appropriately on the 95th anniversary of the formation of the RAF. The jet was flown to Eglin, where all three UK test aircraft are now based with US Marine Fighter Attack Training Squadron 501 (VMFAT-501), on June 25, 2013 by USMC pilot Lt Col Roger Hardy. On November 11, 2013 UK MoD officials announced that a fourth F-35B Lightning II test aircraft had been ordered that would assist with the continued training of RAF and Royal Navy pilots. The UK’s JSF endeavour is now a joint service effort in which pilots and ground personnel from both the Royal Navy and RAF work together. However, in accordance with policy, none of the UK test aircraft wears RAF or Fleet Air Arm markings.

British operational pilots

The RAF’s Typhoon Test and Evaluation Squadron (TES), No 17 (R) Squadron at RAF Coningsby, Lincolnshire transferred its responsibility to the test and evaluation of Lightning II on April 12, 2013. An initial cadre of 12 RAF and navy maintainers together with two UK pilots will

www.airforcesdaily.com

30-34_F35_Jul.indd 33

Above: Schofield is now a Wing Commander at MoD Abbeywood in Bristol. USMC Below: An F-35B test aircraft, BF-1, prepares to touch down at NAS Patuxent River on May 28, 2013. Sqn Ldr James ‘Skosh’ Schofield was making history by being the first British pilot to complete a vertical landing in an F-35B. USMC

transfer from Eglin AFB to Edwards AFB, California to begin the squadron’s new role later this year. Wing Commander Rick Bent, a former Tornado GR4 pilot is officer commanding (OC) (Designate) and is currently training on the F-35B with VMFAT-501 at Eglin. Two British pilots, Royal Navy Lieutenant Commander Ian Tidball and RAF colleague, Squadron Leader Frankie Buchler, started their

International Partners

Global participation is a centrepiece of the F-35 programme and essential for its success and affordability through economies of scale. There are nine partner nations: the United States, UK, Italy, Netherlands, Republic of Korea, Turkey, Canada, Australia, Denmark and Norway. In October 2010, Israel selected the F-35A as the Israeli Air Force’s next-generation fighter and is scheduled to receive the F-35 through the US government’s Foreign Military Sales programme. Additionally, Japan is currently considering the F-35 to replace ageing F-4 Phantom IIs.

#316 JULY 2014

33

04/06/2014 17:25

F-35 UPDATE

Queen Elizabeth-class aircraft carriers

Above: Squadron Leader Hugh Nichols made history on February 25, 2014 when he became the first UK pilot to lift the jet into the air during a STOVL flight. He is seen here taking off in F-35B, 168308/‘VM-07’ of the USMC’s VMFAT-501 at Eglin AFB. USAF/Major Karen Roganov

JSF flying training with VMFAT-501 on the F-35B in December 2012. Both are now instructor pilots with the unit and ironically are teaching their new ‘boss’ how to fly the jet, before he leads the squadron they will command. They joined an elite group in 2012, as only 30 pilots in the world had flown or were flying the new fighter. It takes ten flight hours, or about six to seven sorties, for a student pilot transitioning from another modern fighter aircraft to become a qualified F-35 pilot, which enables them to begin an instructor upgrade course so they can teach others to fly the jet. At the time of his first flight Lt Cdr Tidball said: “The F-35 will provide us with a flexible capability that will outperform anything we have been able to put in the field before – this really is cutting-edge technology and I am proud to be a part of this joint team working with the US Marine Corps.” Meanwhile, Sqn Ldr Frankie Buchler, a former Typhoon pilot with 17 (R) Sqn flew the first solo flight by a UK operational pilot on March 19, 2013, with VMFAT-501. Commenting on the flight, Gp Capt Harvey Smyth said: “This last year has witnessed many firsts for the UK Lightning programme, not least the acceptance of our first aircraft. This sortie, the first to be flown by an operational pilot, represents the start of the UK’s path towards declaration of an initial operating capability [IOC] in 2018 with our very own stealthy, fifth-generation air system.” Buchler is very enthusiastic about his new mount, particularly its sensor suite. He said: “The F-35 has enormous potential and will be a great complement to our Typhoons.” He continued: “In 2018, the plan is for the UK’s F-35 team to achieve initial operating capability in a land-based role and aboard the future HMS Queen Elizabeth aircraft carrier in 2020.” Until then, the British element will continue to develop their skills in learning to maintain and fly the Lightning II. Former Harrier GR9 pilot, Squadron Leader Hugh

34 JULY 2014 #316

30-34_F35_Jul.indd 34

Nichols became the first in the UK to undertake a STOVL sortie on an F-35B on February 25, 2014. The mission took place at Eglin AFB in VMFAT-501 F-35B 168308 ‘VM-07’, four months after the USMC had started flying STOVL sorties from the base. Unlike Lt Cdr Tidball, Sqn Ldr Buchler and Wg Cdr Rick Bent who will move to Edwards AFB with 17 (R) Squadron, Nichols – a former Harrier GR9 and USAF F-16CJ pilot – will remain with VMFAT-501 as an exchange officer before moving with the unit to MCAS Beaufort, South Carolina later in the summer. RAF Sqn Ldr Jim ‘Skosh’ Schofield also made history by completing the first F-35B vertical landing by a UK military test pilot on May 28, 2013 at NAS Patuxent River, Maryland. Schofield, who flew the sortie in F-35B test aircraft BF-01, has since been promoted to Wing Commander and now works with the MoD at Abbeywood, Bristol.

In the UK

During a visit to RAF Marham, Norfolk on March 25, 2013 Defence Secretary Philip Hammond announced the UK’s fleet of F-35s would be stationed there and that Marham will serve as a joint base for RAF and RN aircraft. While three UK F-35Bs are part of the test programme in the US, the

A contract for two Queen Elizabeth-class aircraft carriers was announced on July 25, 2007 and another to build the aircraft was signed on July 3, 2008. BAE Systems Surface Fleet Solutions merged with VT Shipbuilding as part of a government requirement. The main aircraft deployed on board will be the F-35B Lightning II. HMS Queen Elizabeth II will be launched in July 2014, commissioned in 2017 and the vessel should achieve initial operating capabilit y in 2020. The future of the other carrier, HMS Prince of Wales still remains in doubt, with a final decision due in the 2015 SDSR.

first frontline aircraft for the Royal Navy and RAF will not arrive until 2016. Land-based testing and training will take place through to 2017, followed by initial test flights from the carrier HMS Queen Elizabeth in 2018, as the UK focuses on regenerating its carrier strike capability. The F-35Bs will be flown by both RAF and Fleet Air Arm (FAA) squadrons, with the first operational RAF unit scheduled to be 617 Squadron ‘The Dambusters’, while 809 Naval Air Squadron will be the first for the FAA unit. Both will be jointly manned by RAF and FAA personnel. Deliveries of aircraft are expected in late 2017, initially for training in the USA. The first squadron will move to the UK in 2018. The UK F-35B Lightning II is continuing to make steady progress overall with the UK’s Minister for Defence Equipment, Support and Technology Philip Dunne confirming on February 5, 2014 that: “The UK programme remains on track to deliver initial operating capability in December 2018.” Dunne 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 Five will approve the main production batch of F-35Bs for the UK, the exact number involved being subject to afm decisions that will be made in the 2015 SDSR.

Above: BAE Brough used to have an F-35 ground test vehicle, AG-1 but it was returned to Lockheed Martin in August 2012. Lockheed Martin Below: A British F-35B taxies out with a VMFAT-501 example at Eglin AFB, Florida. VMFAT-501 will move to MCAS Beaufort, South Carolina in the summer of 2014, while the first two UK jets ZM135 and ZM136 will go to Edwards AFB, California. They will form the nucleus of 17 (R) Sqn, the new UK F-35 Test and Evaluation Squadron. USAF/Major Karen Roganov

www.airforcesmonthly.com

04/06/2014 17:25

joint strike

NEW !

fighter Produced by AIR International’s worldwide team, F-35 Lightning II – An Air Warfare Revolution is a bumper 172-page publication which provides a comprehensive profile of the world’s largest defence programme. FEATURES INCLUDE:

HISTORY

The origins of the Joint Strike Fighter.

RATIONALE

Why the F-35 is needed.

SYSTEMS & WEAPONS

Details of the F-35s state-of-the-art sensors, technologies and weapons

FLIGHT TEST

Extensive coverage of F-35 flight-testing at Naval Air Station Patuxent River and Edwards Air Force Base.

CARRIER TRIALS

On the USS Wasp and work-up for the USS Nimitz.

JUST

342/14

£7.99

TRAINING

AIR International visited Eglin Air Force Base home of the 33rd Fighter Wing and the F-35 Academic Training Centre.

OPERATIONS

At Nellis, Yuma and Luke

AND MUCH MORE! AVAILABLE 3 JULY FROM

AND ALL OTHER LEADING NEWSAGENTS

Alternatively, Order Direct

JUST £7.99 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 £2.00 DISCOUNT! 463 F35 FP Advert.indd 35

09/06/2014 16:29

NETHERLANDS & THE F-35

Netherlands AFM’s Jerry Gunner spoke to the Dutch ‘Mister F-35’, Colonel Gerbe Verhaaf who outlined the Netherlands’ reasons for buying F-35 and what it intends to do with it.

& the F-35 C

Above: As boss of Leeuwarden air base and CO of its 322 Squadron, Colonel Gerbe Verhaaf is responsible for both the exercises regularly run from the base, FWIT and Frisian Flag, and has also played a key role in the programme to obtain the F-35 for the Netherlands. Key – Jerry Gunner Top: The Netherlands government has said it is going to buy 35 F-35As and two trials aircraft, including F-001. Lockheed Martin

36 JULY 2014 #316

36-39_DutchF35_Jul JG.indd 36

OLONEL GERBE Verhaaf is perhaps the man to talk to about Dutch involvement in F-35. He has been part of the programme at a senior level for a long time and when AFM suggested he was the man who should take the blame for the RNLAF getting F-35 he laughed back: “Not the blame, the credit!” There is a lot of ill-informed speculation and pronouncements about JSF by people who don’t know about it. The reason they don’t know, of course, is that it is secret. F-35 is the first warplane to be developed in the glare of 24-hour rolling media. With nothing good to say (because a lot of the good stuff is classified) and a lot of negative news (rising costs and slippage in the programme) it’s perhaps not surprising that the JSF has had a bad rap from the media. AFM asked Col Verhaaf: What surprises me is that you are going from a 3rd/4th generation fighter in the F-16 to the 5th gen F-35, with nothing to back it up. The Americans never talk about F-35 now

without mentioning F-22. Col: “Yes, that’s right but they’ve stopped the assembly line for F-22.” AFM: It seems to me that F-35 is a machine for collecting and disseminating information and managing the battle-space as much as a warplane. What do you see as the Dutch role for F-35? Col: “All of what you just said, but in a more modern manner. Gathering information is the future of all warfare – air, land and sea. The F-35’s threat identification is phenomenal. As a fighter pilot you get very happy! It’s not just the gathering of the information, it’s the dissemination of it, how we prioritise that. The F-35 can do a lot of that automatically. It helps the pilot put things on the network that all the coalition forces need. It’s a force multiplier in information warfare. We have learned that with the classic warplane task specialisation is very expensive and very difficult to do. When we went to the former Yugoslavia for the first time in 1993 we sent a detachment there www.airforcesmonthly.com

05/06/2014 14:58

NETHERLANDS & THE F-35

Above: The Netherlands second trials aircraft, F-002, was rolled out of the production facility at Lockheed Martin’s Fort Worth plant on March 2, 2013. Both it and Holland’s first jet, F-002, are now flying from Eglin AFB, Florida as part of the Initial Operational Test and Evaluation effort with the USAF’s 33rd Fighter Wing 58th Fighter Squadron ‘Gorillas’ which will have a unit establishment of 24 F-35As. Lockheed Martin

that was supposed to do air policing. At the time in the Netherlands we had specialised air-to-air [A2A] and air-to-ground [A2G] squadrons. We sent out the first detachment of A2A specialists and we suddenly had to work together with forward air controllers [FACs] on the ground and our group of people wasn’t trained to do that, so then we had to send out two detachments [one A2A, one A2G). As a result we very swiftly changed from single role to multi, or as the Dutch call it, swing role, so we can change roles during the course of one mission.”

No need to turn and burn

Col Verhaaf says that F-35 is a modern platform for modern and future warfare. “We learnt from Yugoslavia, Kosovo, Libya and Afghanistan that we need a platform that can actually fight its way into hostile territory and take out a target or make sure that we have air superiority where other platforms can go into the enemy territory without being harmed and then fight our way back. www.airforcesdaily.com

36-39_DutchF35_Jul JG.indd 37

“Classical thinking is that a platform that can do that needs to go Mach 3 or more, needs to be agile, can turn on a dime and give you change. We all envision F-16- type platforms, Eurofighter, maybe F-22, but that’s not true for the F-35. Fifth generation aircraft don’t need to go Mach 3. “It doesn’t need to turn like that. That’s the misunderstanding that a lot of ‘experts’ perpetuate. If you listen to people who designed fighter jets in the ’60s and ’70s, that’s their main criticism. They say the F-35 is the platform that claims it can do everything, but it can do nothing really well.” Verhaaf has been in the programme since 2001, that’s even before the Netherlands officially became a ‘Tier 2’ partner to develop F-35 in 2002, and explained: “We figured out we need a sensor platform where the whole package is superior to any threat it might encounter. That does not mean you need to go Mach 3, you can go sub-sonic as long as you have the weapons and the capability to identify and deal with threats a long way away.

We all envision F-16- type platforms, Eurofighter, maybe F-22, but that’s not true for the F-35. Fifth generation aircraft don’t need to go Mach 3. Netherlands to the forefront AFM: The Americans say they will use F-35 to stealthily ‘kick in the door’ on the first day of hostilities and create air superior ity or air supremacy to allow other platforms the freedom to operate. Is that a role for the RNLAF in a coalition? Col Verhaaf: “It depends. If you look at Kosovo, we never expected to be in the front line, the first to go across borders. We were. We made the first A2A kill, shooting down a MiG-29 – the first A2A kill for the Dutch since World War Two.”

#316 JULY 2014

37

05/06/2014 14:58

NETHERLANDS & THE F-35

Above: The first F-35A for the Netherlands over Lake Worth, Texas during its maiden flight August 6, 2012. Lockheed Martin

But as we have seen in conflicts like Afghanistan, Kosovo and the former Yugoslavia, there is always a chance you will have to get close enough to have to make an identification visually or with a targeting pod, electro-optical or infrared. That means you have to get close. So at the same time you have to have a platform that is actually able to turn or be able to deploy the weapons in such a way that the fight is over before the turning starts. “If you look at the design concept of F-35 it has all that. The sensors, the weapons package, the platform and the engine combined make the jet superior to anything else, not just one aspect of it. The F-22 started as an air-superiority fighter, the F-35 started out as an air-to-ground jet without even a radar! When the SDD [System Design & Development] nations joined - Italy, the Netherlands, Denmark and Norway - we didn’t have the money or the capability to buy F-22 so for our participation to be a success we needed a multirole or multi-mission fighter. We got a radar in the F-35 that ended up being so good that, together with the weapons we can carry, it is a formidable air-to-air platform as well. Hence they shut down the F-22 [production line] at 180-odd [187 were produced for the USAF] and said the F-35 is going to be the backbone of the US forces. That meant we were on the right track. “I don’t believe there’s any nation that will go into a conflict by itself nowadays. It will always be a coalition of the willing and able. If you look at what the Dutch have bought, it is the fighter we can use for the next 30 years. I’m convinced of that because all the lessons learned have been integrated into the new platform.” AFM: Is it a fighter? Col: “It depends how you look at it. If you look at 38 JULY 2014 #316

36-39_DutchF35_Jul JG.indd 38

net-centric warfare, it’s a seriously contributing factor. It can be a fighter, it can be a bomber, it can be an information distributor. We’ve seen that in Afghanistan with F-16 where it has been used more for supporting troops on the ground or for aiding decision-making. A typical example is a patrol on the ground that wants to know what’s on the other side of a wall without sticking their heads up when shots are being fired. You can do that with an F-16 or UAVs, but you can only use those in a permissive environment where you can actually fly around with helicopters, [and] with UAVs. You need F-35 to create that permissive environment.”

Below: It is an indication of the importance of the Netherlands to the F-35 programme that the first foreign customer’s aircraft to fly was F-001, Holland’s first F-35A. Lockheed Martin

F-35 future force

The Netherlands has deployed its F-16s overseas for 21 years without a break; something that may not be possible with F-35 because of the small number planned. F-16 is scheduled to go out of service in 2023, the year the delivery of the last Joint Strike Fighter is planned. The Dutch requirement stands at 35 jets plus two trials aircraft – not very many at all. Col Verhaaf explained that even if the price were to come down considerably any spare money may not be used to buy more jets but for a ‘risk’ reserve to pay for unforeseen eventualities. He further explained that the jets would not necessarily operate in traditional squadrons and were more likely to be pooled at each base. “[The term] ‘squadrons’ is almost a legacy way of thinking on how you organise your fighter fleet. You might say we’ll end up with three squadrons but I prefer to think of two air wings – one at Leeuwarden and one at Volkel – but training will be done in the United States and we haven’t decided how many are going to be based there. www.airforcesmonthly.com

05/06/2014 14:58

NETHERLANDS & THE F-35 “We do know that we want to continue the leading role Leeuwarden has with Frisian Flag and FWIT [Fighter Weapons Instructor Training] but we see that with the numbers we have we need international co-operation. For example, we invited the UK to observe the next FWIT. We know that if you want to start a course, like we have now for the F-16, you need to do that with the countries that are involved, the UK, Norway, the Netherlands and so on, but you need the airspace we have here. We are looking for solutions but we have good international co-operation with F-35 because we’re together in the SDD programme. “The UK, US and the Netherlands are co-operating in the Operational Test & Evaluation (OT&E) phase of the F-35 as of next year, so the Netherlands can actually participate in operational test. Our involvement at this stage is a direct result of the Netherlands’ involvement way back in 2001.” AFM: Is there a plan to acquire another platform to supplement the F-35 in Dutch service? Col: “Not in that way, but we are looking to complement the F-35 with a platform that we can include in our yearly operational training. At the moment we fly Red Air sorties with F-16s – it’s going to be ridiculously expensive to fly those with F-35s. We are looking at different solutions, embedded training [computer simulation], surrogate threats [different platforms simulating F-35] and so on. I was part of the programme office of a study done in 2004-5 to find the number of hours an F-35 pilot needs to fly to be Fully Combat Ready. That came out at about 210 flying hours a

year! We’re never going to make that, no Western coalition partner has that kind of money any more. “Luckily simulation capabilities have improved, I don’t believe it’s ever going to replace actual flying completely, but there are scenarios that are so complicated that you can’t actually fly in real airplanes because it’s too complicated to put together and you don’t want to give away all your tactics. We have ‘spotters’ outside the base with radio scanners who follow everything that’s being said, so as soon as they see a manoeuvre they can learn a lot. There are certain scenarios in the F-35 that we don’t want to fly in actual airspace.” AFM: How are future Dutch F-35 pilots going to be trained? Col: ”We will still go to Sheppard [AFB, Texas] in the US, we have a solid experience from there. Nine out of ten pilots who have come from there make it on the F-16, so we will stick with Sheppard for a while. For follow-on training we’ll be participating at Luke AFB [Arizona] integrated training centre but weapons instructor training and flight instructor training will have to happen here. Verhaaf said that one big question is how to adapt the yearly training programme to make a combatready pilot. Specifically, the amount of tuition in an F-35, a trainer type aircraft, and simulator? He went on: “Our Pilatus trainers have about ten years’ life left. It would make sense to buy something with embedded simulation. The Netherlands is not unique in that quest. Every European country is looking at the options available.” Col Verhaaf explained that pilots moving on to F-35 at Luke AFB’s integrated training centre must

receive the benefit of training equivalent to that provided at Sheppard and that there was no money available in Europe to fund a similar European scheme. To conclude, he added: “We are at the tipping point in the Netherlands with F-35. People, even politicians are beginning to ‘get it’. Two, admittedly small, political parties have even asked for money to buy more! “You said you wanted to tell people how good F-35 is. You’re not going to get that [specific] information because we don’t want to tell anybody why it is so good. That’s why we say ‘OK, it’s the complete package’. Consider this... There are nine countries that have been participating in coalition warfare since the early 1990s. Their most credible, best, pilots have been participating in this project from the start. Not one country has withdrawn from the programme. I have told many politicians, if you want fighters in your inventory it will cost you, but you have used the F-16 as a political instrument for 21 years. The F-16 is the only weapons platform in the Dutch inventory that has been deployed continuously. During that time we have gone down from 214 F-16s to 61, plus seven spares. Yes it’s expensive but it’s the tool of choice. F-35 will be like that and then more. If you think about the electronic and computer warfare for the next 40 years, F-35 is and will be the answer. Every two years you can upgrade the soft- and hardware. Nobody wants the fight to be fair. As part of a group, like EPAF, we can all have the upgrades that everyone needs at afm a price we can afford.”

“The RNLAF is losing prestigious squadrons. Col Verhaaf reminded AFM that in his 21 years of flying F-16s, the air force has gone from nine squadrons to four and will soon be just three.”

www.airforcesdaily.com

36-39_DutchF35_Jul JG.indd 39

#316 JULY 2014

39

05/06/2014 14:59

Lightning – the Right Choice for an Air Force?

40 JULY 2014 #316

40-44_Lightning_Jul GS JG.indd 40

www.airforcesmonthly.com

04/06/2014 17:16

Lightning – the Right Choice for an Air Force?

Lightning the Right Choice for an Air Force?

A

s nations sign up for the Lockheed Martin F-35 Lightning II, many are looking at how the jet will meet their future needs. For Canada the debate rages as to whether the F-35 will be able to fulfil the missions of the air force, but how are those roles defined? Military aviation industry experts assembled a list of questions concerning critical aircraft capabilities. Then test pilots from Boeing, Dassault and Lockheed Martin were invited to answer them.

Military aviation industry experts assembled a list of questions concerning critical aircraft capabilities. Then test pilots from Boeing, Dassault and Lockheed Martin were invited to answer them.

When the CF-18 first came on line in 1982, it was expected to be in service until 2003. Proactive aircraft management, including structural airframe repair programmes has extended the life of the fighter. The CF-18 has also undergone comprehensive modernisation of its systems. These initiatives have ensured that it has remained capable and relevant - for the time being. Corporal Pierre Habib/RCAF

www.airforcesdaily.com

40-44_Lightning_Jul GS JG.indd 41

#316 JULY 2014

41

04/06/2014 17:16

Lightning – the Right Choice for an Air Force?

A

Ricardo Traven

graduate of the Royal Military College of Canada, Ricardo Traven is the Boeing chief test pilot for all models of the Hornet family of aircraft, including the F/A-18E/F Super Hornet and the EA-18G Growler. He is also the Boeing air show demonstration pilot for the Super Hornet and recently expanded his flight test duties to include a 737 type rating and flight testing on the US Navy’s P-8 programme. Q: How well will the aircraft integrate with each of these examples of existing Canadian infrastructure: air-to-air refuelling assets and 6,000ft (1,829m) runways?

RT: The Super Hornet is fully compatible with current Canadian air-to-air refuelling assets with no infrastructure changes required. It also has the unique ability to tank, freeing up strategic tankers for other high-value missions and bringing flexibility to the force. With an attached air refuelling store, Super Hornets can refuel one another in flight. In the tanker configuration, the Super Hornet can perform as its own armed escort and provide situational awareness for aircraft being tanked. The Super Hornet is designed to take off and land in all weather conditions and can easily do so on a 6,000ft runway. Q: On delivery, what percentage of the air-to-air and air-to-ground weapons that Canada currently holds in its war stock will be compatible with the aircraft? RT: The Super Hornet has more than 400 weapons configurations approved for carriage and nearly all weapons currently cleared for the CF-18 will also be available for the Super Hornet. Additionally, special equipment used to load weapons on to the aircraft is exactly the same for the Hornet as the Super Hornet. These commonalities represent significant cost savings and increased capability. The US Navy and the Royal Australian Air Force currently operate 42 JULY 2014 #316

40-44_Lightning_Jul GS JG.indd 42

Chief Test Pilot Boeing F/A-18 Super Hornet

Super Hornets alongside existing legacy Hornets to take advantage of these savings. Q: Are there any special or unusual handling requirements for cold weather operations and aircraft consumables such as fuel, oil and hydraulic fluid? What is the minimum temperature the aircraft can be left outside for a prolonged period of time and still achieve an unassisted start? RT: There are no special handling requirements needed for cold weather operations. The Super Hornet’s rugged landing gear and two nose tyres are perfect for unimproved and icy runways with no need for a dangerous drag 'chute. The Super Hornet is designed to cope with similar weather standards to the CF-18, which has a proven track record in Arctic conditions performing equally or better. Internally installed components are tested to operate in all climates between -40C (-40F) and 71C (160F). CF-18s have operated at temperatures below -40C without difficulty. Q: Will the aircraft be delivered with satellite communications [SATCOM]? If not, when would it be available? RT: Yes, they will be delivered with SATCOM if required. Q: What are the guaranteed industrial regional benefits to Canada? RT: The Boeing industry plan is a guaranteed best-of-industry approach to align with Canada’s industrial and regional benefits policy, compared with a best-effort approach by others within a global competitive market. Boeing’s plan incorporates opportunities in both defence and commercial aviation, and also provides leverage with Boeing’s industry partners. Canadian industry

already contributes to Boeing’s commercial and defence programmes, and those partnerships continue to grow with opportunities in research and technology. Boeing brings a wide portfolio of world-class technology and opportunities that can keep Canadian industry highly competitive in the global marketplace. Q: What is the unit price of an operational aircraft including engine(s), radar warning receiver, jammers, expendable dispensers, internal gun, pylons, etc – essentially, an operational aircraft without weapons? Is this price dependent upon or tied to any other nations or customers purchasing the aircraft? RT: The fly-away cost for today’s Super Hornet is approximately US$52 million including radar, avionics and engines and is not affected by other customers’ purchase decisions. The biggest cost consideration for any customer is operational expense. The Super Hornet’s known and projected operational expenses are less than half of the F-35’s estimate. From an acquisition standpoint, the Super Hornet is low risk and fits within Canada’s budget. Q: Why is this jet the best choice for Canada? RT:The combat-proven Super Hornet represents the right mix of stealth and capability, can easily operate in expeditionary and Arctic environments and is interoperable with coalition forces. With its extended range and endurance, rugged airframe and landing gear plus twin engines that offer a margin of safety not possible for a single-engine platform, the Super Hornet is uniquely suited for Canada. The RCAF’s transition would be cost-effective, taking advantage of existing infrastructure and minimal training requirements. The Super Hornet offers billions of dollars in savings to Canada via a regional benefits package as well as acquisition and operational costs that are second-to-none. www.airforcesmonthly.com

04/06/2014 17:17

LIGHTNING – THE RIGHT CHOICE FOR AN AIR FORCE?

Olivier ‘nino’ Ferrer

Chief Test Pilot Dassault Rafale

M

AJOR (RTD) Olivier ‘Nino’ Ferrer is the Rafale test pilot. Ferrer is an ex-French Navy fighter pilot who gained extensive experience on Vought F-8 Crusaders and Dassault Super Étendards before joining the Rafale fighter programme. Ferrer is also a ground pilot/‘handler’ for the nEUROn stealth unmanned combat air vehicle (UCAV) demonstrator programme. Q: How well will the aircraft integrate with each of these examples of existing Canadian infrastructure: airto-air refuelling assets and 6,000ft (1,829m) runways? OF: The Rafale uses the probe-and-drogue method of refuelling used by the CF-18 and other NATO countries. This means Canada won’t have to change its CC-150 Polaris refuellers or rely on other countries to provide refuelling services. The model is also “buddy-buddy” refuelling capable, which means it can be refuelled from another Rafale to extend range and stay on-station. It is also designed to operate in austere conditions on short runways. It can land in 1,500ft (457m) without using a drag 'chute and has a tail hook for use with ground- or carrier-based landing arrester cable systems. Q: On delivery, what percentage of the air-to-air and air-to-ground weapons that Canada currently holds in its war stock will be compatible with the aircraft? OF: Rafale International offers full technology transfer to Canada, so Canada can integrate any other desirable weapons upon delivery. The MILSTD-1760-compliant stores management system provides easy integration of customer-selected weapons. The Rafale already uses the NATO standard laser-guided bombs or unguided bombs used by Canada. Rafale also offers a full suite of

www.airforcesdaily.com

40-44_Lightning_Jul GS JG.indd 43

new and next generation air-to-air and air-toground weapons for unprecedented fire power and precision, including long-range ‘cruise’ standoff missiles, the very long range air-to-air [MBDA] Meteor missile and the [SAGEM AASM] Hammer. One Rafale is capable of firing upon and hitting six different targets simultaneously. Q: Are there any special or unusual handling requirements for cold weather operations and aircraft consumables such as fuel, oil and hydraulic fluid? What is the minimum temperature the aircraft can be left outside for a prolonged period of time and still achieve an unassisted start? OF: The Rafale was designed for all-weather operation from the outset – from freezing cold to “hot and high” conditions and marine environments. The Rafale is proven for autonomous operation at temperatures of -40C (-40F) and below. It has performed NATO support missions in Iceland and other northern environments. Q: Will the aircraft be delivered with satellite communications [SATCOM]? If not, when would it be available? OF: If requested by the Canadian Armed Forces, the Rafale will be delivered with SATCOM and any other communications or data link required for full NATO and NORAD interoperability. This is part of the extremely advanced 360° sensor suite, data fusion and data synthesis capability of the Rafale, which automatically sorts out and serves the pilot just the right information needed for the mission, reducing decision time and improving situational awareness and survivability. Q: What are the guaranteed industrial regional benefits to Canada? OF: Rafale International has guaranteed at least 100 per cent return on Canada’s investment in a fighter purchase. Not 'up to,' 'maybe' or 'possibly' but guaranteed. France has pre-cleared Canada to receive all associated intellectual property

and technology, including source codes. Canadian companies can perform any work, as well as Rafale manufacturing and assembly. Canada will have complete autonomy and independence to design new components, capabilities and handle any degree of interoperability with other countries. All in-service support, mid-life upgrades and future capabilities would be done in Canada. Economic benefits extend to opportunities on other commercial/business jets, UAV programmes, space programmes and more. Q: What is the unit price of an operational aircraft to include: engine(s), radar warning receiver, jammers, expendable dispensers, internal gun, pylons, etc – essentially, an operational aircraft without weapons? Is this price dependent upon or tied to any other nations or customers purchasing the aircraft? OF: Rafale has given Canada a price for an aircraft as described, well within the acquisition funding envelope, using KPMG life-cycle costing parameters. We will offer a very competitive price fully independent of any other nation’s or customer’s decisions. Remember, the greater cost is the aircraft’s in-service support over 30 years. The maximum operating cost per hour for the Rafale is known and documented (combat tempo, in-theatre of operations and 100 per cent availability), with a much lower peacetime cost. While billions of dollars less than other aircraft, all work would be done in Canada generating excellent ROI. Q: Why is this jet the best choice for Canada? OF: The Rafale is combat-proven offering the most advanced features of latest generation fighters. Two Rafale replace five legacy fighters – a real force multiplier. Apart from the F-35, Rafale is the only aircraft offering an integrated optical sensor for air and surface tracks and full data fusion, and ours is combatproven. The Rafale meets or exceeds all Canadian defence needs in the Canada First Defence Strategy and offers full NATO/NORAD i n t e ro p e r a b i l i t y. The aircraft can be delivered within current CF-18 Hornet replacement schedules.

#316 JULY 2014

43

04/06/2014 17:17

LIGHTNING – THE RIGHT CHOICE FOR AN AIR FORCE?

Billie Flynn

Senior Experimental Test Pilot Lockheed Martin F-35 Lightning II

B

ILLIE FLYNN is a senior experimental test pilot for Lockheed Martin Aeronautics on the F-35 and F-16 programmes. He currently serves as the executive advisor to the Society of Experimental Test Pilots board of directors and is also the chairman of the SETP Foundation.

Q: How well will the aircraft integrate with each of these examples of existing Canadian infrastructure: air-to-air refuelling assets and 6,000ft (1,829m) runways? BF: In my CF-18 experience, the majority of tanker assets weren’t available because our Hornets were not boom refuelling capable (we had probe- and drogue-style refuelling). This was true in peacetime and especially during combat. Today, the USAF tanker fleet provides much of Canada’s tanker requirements with tankers modified for probe and drogue fuelling. With the F-35, Canada can use this same arrangement but without modifying the tanker. Also, the F-35A operates on 6,000ft runways with full fuel and internal weapons with a 55,000lb (24,948kg) landing weight. It can use a drag 'chute and has an arrester hook for Arctic operations. Q: On delivery, what percentage of the air-to-air and air-to-ground weapons that Canada currently holds in its war stock will be compatible with the aircraft? BF: The F-35A will be capable of employing the precision-guided munitions (laser-guided and GPS-guided) as well as the AIM-120 AMRAAM currently flown on the CF-18. The nature of fifth generation fighters is that non-guided ‘dumb’ bombs that were flown on legacy fighters will not be used. Experience gained with the CF-18 in combat during my tour commanding combat operations over Kosovo and Serbia in 1999 bore out the value of the air force investment in precisionguided munitions because of their precision and

44 JULY 2014 #316

40-44_Lightning_Jul GS JG.indd 44

effectiveness. The F-35 will enhance that lethality even more. Q: Are there any special or unusual handling requirements for cold weather operations and aircraft consumables such as fuel, oil and hydraulic fluid? What is the minimum temperature the aircraft can be left outside for a prolonged period of time and still achieve an unassisted start? BF: The F-35 is designed to operate from the extremes of 55C [131F] down to well below -40C [-40F]. The F-35 requirements are consistent with legacy cold weather requirements and meet or exceed the performance of older legacy fighters. The F-35 possesses autonomous, unassisted, ground-start capability and the electrical power system can support an integrated power package start at temperatures down to -40C. Operating in the extreme cold will not be unique to the RCAF – the USAF as well as the Royal Norwegian Air Force will operate F-35As in the Arctic environment.

supply chain of more than 3,000 aircraft. Canadian industry has already won nearly US$600 million (£358 million) in F-35 contracts and commitments to date, which does not include sustainment work. Q: What is the unit price of an operational aircraft to include: engine(s), radar warning receiver, jammers, expendable dispensers, internal gun, pylons, etc –essentially, an operational aircraft without weapons? Is this price dependent upon or tied to any other nations or customers purchasing the aircraft? BF: The United States Government [USG], not Lockheed Martin, determines the price of the F-35. The USG has determined that the F-35 delivered in 2020 will cost US$85 million (£51 million) in thenyear dollars, which is US$75 million (£45 million) in today’s dollars. This is based on the programme of record and does not account for additional aircraft sales outside the partnership. Q: Why is this jet the best choice for Canada?

Q: Will the aircraft be delivered with satellite communications [SATCOM]? If not, when would it be available? BF: Block 4A candidates include Integrated Waveform [IW], providing SATCOM capability which is scheduled to deliver well before the planned full operational capability in Canada. Q: What are the guaranteed industrial regional benefits to Canada? BF: The F-35 programme is founded on the ‘best value’ strategy to ensure that the aircraft and its systems are both high quality and affordable. Canada has a mature industrial base that can compete to capture work on the global supply chain for the F-35. The industrial work on the F-35 is 100 per cent direct and engages them on a global

BF: The F-35 provides the greatest value with fifth generation fighter capability. It’s the only aircraft that allows Canada to patrol and control the Arctic and ensures coalition interoperability. Advanced stealth, exceptional agility and manoeuvrability, plus sensor fusion are integrated for the first time leading to greater situational awareness, survivability/ effectiveness and improved reliability. The F-35 redefines the tactical fighter role, eclipsing the capability of legacy fighters. I foresee a dramatic leap in Canada’s ability to protect its sovereignty. This programme will provide decades of hightech, industrial jobs and ensures Canadian industrial participation on the global fleet afm of more than 3,000 aircraft. With thanks to Canadian Skies magazine which kindly allowed AFM to reproduce this feature.

www.airforcesmonthly.com

04/06/2014 17:17

PILATUS PC-21

Swiss Precision Swiss company Pilatus has a record of producing versatile training aircraft and continues the tradition with its PC-21, as AFM’s Jerry Gunner explains.

46 JULY 2014 #316

46-50_Pilatus_Jul.indd 46

S

TANS-BUOCHS AIRPORT nestles in a picturesque valley in the canton of Nidwalden near Lake Lucerne in central Switzerland. It is the headquarters of the region’s biggest employer Pilatus Aircraft; at the end of 2013, 1,609 people were employed there. Pilatus takes pride in what it says is its reputation for the “over-engineered precision” of its products, and that it makes most of the components of its airframes itself. Advanced engineering, such as complex metal milling and sheet metal work, as well as producing carbon fibre parts, are all done by Pilatus engineers at the factory.

Total training system

Pilatus promotes its PC-21 as, “an entirely new design destined to revolutionise the face of military pilot training”. The company says the PC-21 is,“the only singleengine turboprop to fly in the realm of jet performance, significantly reducing the cost of pilot training.” It is the latter statement that is perhaps the aircraft’s key selling point – in these straitened times saving money is crucially important for air forces everywhere.

www.airforcesmonthly.com

04/06/2014 16:16

PILATUS PC-21

The type’s main competitors are all fitted with jet engines, but Pilatus says the money saved by using the quieter turboprop and its lower emissions outweighs any disadvantages such as slightly inferior speed, climb rate and altitude. The Swiss Air Force emphasises the same points on its web page about the type. Pilatus, like some of its competitors, offers the PC-21 as part of a complete training package, saying it was “especially designed and built” with future pilots of fast jets in mind. It emphasises the financial savings that can be made by not introducing a jet-powered trainer until much later in the pilot’s career.

The company stresses that it offers three training platforms, the PC-7, PC-9 and PC-21, with different levels of performance and in different price brackets, but the aeroplanes are only a part of a much wider offering of training options. Pilatus offers a range of packages incorporating logistical services, ground-based training systems and simulators, as well as the aircraft. Training packages are tailored to suit the customer’s needs. A deal may involve setting up a training programme from scratch on a fixed-price power-by-the-hour basis, so that Pilatus provides X-number of pilots trained to an agreed standard over a certain period of time

for a pre-negotiated price. On the other hand, a customer with an established training system in place may just opt to buy new aircraft, or those plus some additional training material. Flexibility to the customer’s needs is essential for success in this highly competitive market. The company’s

Huge Savings Potential

Pilatus says that the PC-21 costs less to operate than any other training system, jet or turboprop. It states that the direc t operating cost of the PC-21 is less than half of its nearest jet-powered competitor. It also says that the purchase price of a PC-12 is 25% that of a LIFT-type aircraft, and it is a stagg ering 40 times cheaper to operate per fl ight hour than a frontline fighter as required on an OCU.

Top left: Aerial view of the Pilatus factory with the final assembly hall in the right foreground. Pilatus Top right: The futuristic looking final assembly hangar at Pilatus’ Buochs facility is made entirely from locally produced timber and is the largest wooden cantilever building in Europe. Pilatus Left: A Royal Saudi Air Force pilot under instruction in a 9 Squadron machine carrying the Swiss civil registration HB-HWD and with the Saudi national markings removed. Stephan Widmer

www.airforcesdaily.com

46-50_Pilatus_Jul.indd 47

#316 JULY 2014

47

04/06/2014 16:17

PILATUS PC-21 Pilatus PC-21 The PC-21, in aerobatic configuration, at a maximum takeoff weight (MTOW) of 6,834lbs (3,100kg) has the following performance under international standard atmospheric (ISA) conditions: Performance Take-off distance

over 50ft (15m)

Obstacle at sea level

2,618ft (798m)

Landing distance

over 50ft (15m)

Obstacle at sea level

3,383ft (1,031m)

Maximum rate of climb sea level 4,091ft/min (20.78m/sec) Maximum operating speed

370 KEAS (685 km/h)

Maximum cruise speed - at sea level

323 KTAS (598 km/h)

Maximum cruise speed - at 10,000ft

337 KTAS (624 km/h)

Stall speed with flaps & gear up 92 KCAS (170 km/h) Stall speed with flaps & gear down

81 KCAS (150 km/h)

g loads

maximum + 8.0g to – 4.0g (aerobatic) + 5.0g to – 2.5g (utility)

Maximum range

720 NM (1,333km)

Dimensions Length

36ft 11in (11.23m)

Wingspan

29ft 11in (9.11m)

Height

12ft 4in (3.75m) typical

Undercarriage track width

8ft 11in (2.74m)

Wing area

163.85ft2 (15.22 m2)

Weights Basic empty weight

5,026lb (2,280kg)

Maximum take-off weight aerobatic

6,834lb (3,100kg); utility 9,370lb (4,250kg)

Abbreviations: KEAS (knots equivalent airspeed), KTAS (knots true airspeed), KCAS (knots calibrated airspeed)

Integrated Support Service (ISS) is seen as a vital part of this flexibility, and Pilatus says it is a world leader in providing integrated logistics support to its customers. A user of ISS is buying a guarantee of logistics, engineering and management services throughout the training system’s lifecycle. Modern training inevitably involves a high degree of simulation, both in the air and on the ground. Pilatus offers its own groundbased training system (GBTS) that combines all the books, software, computers, part-task simulators and training information management system for use in conjunction with the fleet of aeroplanes. Today, few if any air forces are able to afford to run fleets of different types for elementary, basic,

Above: The United Arab Emirates Air Force has bought 25 PC-21s. This example, HB-HXB (c/n 129) took up the military serial number 935 when delivered to the UAE in April 2012. Max Fankhauser

advanced and lead-in fighter training. With the PC-21 Pilatus says a trainee can go from relative novice all the way to flying fast jets with no other trainer needed, “extending the training envelope from basic training through to advanced and fighter lead-in training”. That’s a big ask for one aircraft. It could mean that the first time a pilot encounters a frontline jet would be on a front line squadron – doing away with the need for a conventional operational conversion unit. A more usual way of doing things, and one adapted by Saudi Arabia, is to use PC-21 for everything from elementary to advanced flying training, and then employ a dedicated lead-in fighter trainer (LIFT). In Saudi’s case, this was the BAE Systems’ Hawk 128, used for the final steps before moving on to 4th-generation fighters.

The aeroplane

The PC-21 is a completely new design, intended to replicate a modern jet fighter. The two airconditioned pressurised cockpits are steeply stepped, front to back, to give excellent vision all around through a windscreen toughened against bird strikes. Both pilots sit in Martin-Baker Mk 16 zero/zero ejection seats. Each seat has an integrated emergency oxygen system and personal survival pack. An anti-g system minimises the effects of high g forces and the aircraft is fitted with an on-board oxygen generation system (OBOGS). The instrumentation can be configured to replicate the type of fighter to which students will progress. Pilatus says that, depending on the level of fidelity required, it can replicate the cockpit of any 4th-generation fighter in between six and 12 months. This gives the student the feel of flying the ‘real thing’ a long time before he or she is assigned to the OCU or operational squadron. Both front and rear cockpits have a number of instruments in common. Three 6 x 8in (150 x 200mm)

active matrix liquid crystal display (AMLCD) multifunction displays (MFD) dominate the control panel. The primary flight display (PFD) is in the centre. It provides a full set of flight instruments giving attitude, altitude, airspeed and vertical speed information. This is flanked by two more MFDs that, like the PFD, are driven by the open system mission computer (OSMC). These can be used to provide information about the aircraft’s systems, including not only engine and fuel data but also mission management information such as the weapons configuration (real or simulated), a moving map on which tactical and other information can be overlaid. Above the left and right MFDs is a set of basic instruments – a secondary flight display (SFD) to the left and an engine monitoring display (EMD) to the right. These are not driven by the OSMC and serve two purposes. Apart from the obvious one of providing a back-up in the event of failure of the PFD, they can also be used to compare readings with similar instruments on the PFD to check for anomalies and discover possible false readings. These flank the up-front control panel (UFCP), which is the primary means of operating the communication and navigation equipment, and is also used for weapons delivery. Situated just below the head-up display (HUD) in the front and the HUD repeater in the back, its position ensures that the pilot’s head is up, rather than looking down into the cockpit. The communications fit that, of course, is tailored to customer’s requirements, comprises the usual VHF/UHF radios covering the civilian and military radio bands as well as an emergency locator transmitter (ELT). While ELTs are not mandatory in all jurisdictions, they are in many, and the number of states requiring them is increasing every year. The PC-21 is certified as a civil and military aircraft so that civilian owned and operated companies

The PC-21 is a completely new design, intended to replicate a modern jet fighter.

Republic of Singapore Air Force PC-21, serial number 9112, and Royal Australian Air Force (RAAF) PC-9/A in flight over Western Australia (WA). Both aircraft are based at RAAF Base Pearce, north of Perth WA. RAAF

48 JULY 2014 #316

46-50_Pilatus_Jul.indd 48

www.airforcesmonthly.com

04/06/2014 16:17

pilatus pc-21

Above: There have long been rumours that when the Swiss Air Force aerobatic display team, the Patrouille Suisse, gives up its Northrop Tiger IIs it will use PC21s. If it does, Switzerland would have to buy more than its current eight aircraft to maintain a display team of six. Pilatus.

can use it to provide flight training. An automatic dependent surveillance-broadcast (ADS-B) receiver, used for air traffic control, is also fitted as standard. To enable the aircraft to fly as both a civilian and military aircraft, the PC-21 is fitted with a comprehensive navigation system. Standard equipment includes an Inertial reference system (IRS) integrated with a global positioning system (GPS), a digital air data computer (ADC), two VOR/ ILS radio navigation receivers, distance measuring equipment (DME), a radar altimeter, a flight management system (FMS), and a standby, nonstabilised magnetic compass. Options include an autopilot and flight director system (AFDS) and a tactical airborne navigation (TACAN) transceiver. The secondary flight display includes a separate air data unit (ADU), a magnetic heading sensor (MHS), and an integral inertial sensor pack to provide an independent source of flight information. At the pilot’s left hand are the autopilot and mission data controls and the throttle, engine and fuel controls. The control column has the HOTAS (hands-on throttle and stick) switches, and to the pilot’s right hand is the flight management system. Pilatus does not see the lack of a jet engine as a handicap, rather a key selling point because of its relative cheapness and quietness. The engine itself is the tried and tested 1,600 shp Pratt & Whitney Canada PT6A-68B, fitted with a five-bladed Scimitar graphite propeller.

and air-to-ground attacks) and the use of night vision goggles (NVGs). The instructor can isolate the two cockpits’ instruments so that he or she can access the aircraft’s library and sensor data without the student seeing it. He can modify any information shown to the student to train him how to act or respond in different situations. He can also add information to the simulated radar picture or populate the map with threats or other features. More advanced techniques such as basic radar interception and using smart weapons, usually practised on a frontline aircraft on an operational conversion unit, can all be taught at a fraction of the cost of using a real fighter. The mission support system (MSS) is at the heart of the PC-12. It provides the crucial embedded simulation capability, including air-to-air and air-toground radar, stores management and electronic warfare. It is made up of the open system mission computer, the instructor switch or master cockpit

selector switch, the mission data recorder (MDR) and UFCP. The instructor can sit in either the front or back seat, using the instructor switch to select his position in the aircraft so that he can manage the student’s training environment discreetly. The mission planning system (MPS) and mission debriefing system (MDS) record all aspects of a sortie and provide the data needed to dissect it afterwards. Before a flight, real or simulated, the student will plan the sortie on the MPS, entering fuel load, waypoints, weapons, target, and other information. The MPS uses the data to prepare routes and scenarios. It configures the digital map for the sortie and calculates timings and terrain avoidance procedures (minimum heights to be flown). The data are then transferred on to a cassette with its own acronym, RMM, for removable memory module, for transfer to the aircraft or simulator’s mission data recorder (MDR). From the second that power is

The training system

Pilatus describes its PC-21 concept as “expanded envelope training”. With reducing cost to the customer as a driver, it has used embedded simulation to teach mission planning, navigation, managing a warplane and its systems (including electronic warfare, air-to-air www.airforcesdaily.com

46-50_Pilatus_Jul.indd 49

Above: A general view of the main production area at Buochs. There are PC-12s on the left and wings, including some for Saudi PC-21s, to the right. Key – Jerry Gunner

#316 JULY 2014

49

04/06/2014 16:17

PILATUS PC-21

Pilatus Aircraft

Pilatus has been building aircraft since the late 1930s. Its most successful product to date is the PC-12, the world’s best-selling turboprop powered single-engine nine-passenger / cargo aircraft. More than 1,300 have been sold to military, government and civilian customers worldwide. But it is for the trainer aircraft that the company is perhaps best known. The PC-7 Turbo Trainer, the first of which flew as long ago as 1966, is still in production as the PC-7 Turbo Trainer II and more than 700 have been sold. A development of the Turbo Trainer, the PC9, made its first flight on May 7, 1984. Although superficially similar to the earlier aircraft, it has very little structural commonality with it. The type has also been sold worldwide and is the basis of the Beechcraft T-6 Texan II, developed for the JPATS (Joint Primary Aircraft Training System) competition in the 1990s as a basic trainer for the US Navy and Air Force.

applied to the aircraft, until it is turned off again, the MDR records on the MDS all data from the aircraft’s displays, including a full colour representation of what was displayed on the HUD and cockpit audio. During the flight, the instructor can place ‘markers’ on the system to help him in his debriefing. The MDS is crucial for analysing the performance of a student after a flight. It can be used to reinforce key learning points and go over important events in the smallest detail. It’s particularly useful after a student solo – a veritable ‘spy in the cab’! The MDS has three main ways of portraying the data gleaned during a flight. Its audio/visual debrief system replays HUD video and cockpit audio from a real flight or simulator mission. Up to four removable memory modules can be connected to the debriefing system and the students can elect which video to watch. An editing facility enables the user to store some data and disregard others. A three-dimensional (3D) debrief capability uses a 3D model of a representative aircraft, F/A-18, F-16 and so on, in a video-game-like presentation. It has realistic geographical and other physical detail including the relative position of other ‘players’, and features that are included on the MSS database or loaded via the RMM. Several views are available, one of which permits the user to see the HUD video superimposed on a 3D scenario. Lastly, there’s the cockpit displays view (CPV), which shows recordings of data available in the front cockpit during the mission and recorded to the RMM. The student and instructor can view any display page from the aircraft’s computer system,

The Second PC-21 for the Swiss Air Force, serial number A-102, taxies at Buochs wearing its civilian test registration HB-HYB. Max Fankhauser

even if it was not accessed during the flight. An instructor or student can select a specific incident, such as dropping a bomb, and go through every aspect of the activity, particularly focusing on moments of interest.

Ground-based training system

A modern training platform, such as the PC-21, does not stand alone. It comes as a package, with the manufacturer aiming to provide as much support as a customer can afford. As well as the flight simulators, Pilatus offers synthetic training aids such as twoand three-dimensional aircraft models, sectioned assemblies, interactive systems models and plastic cockpits, all of which are used to familiarise the student with the aeroplane. Computer-based training is also offered, comprising over 200 hours of software containing course work covering subjects ranging from abs initio airmanship to instruction on the aircraft, its systems and operating procedures. Realistic computer-based flight simulation software is also offered.

Steady seller

The PC-21 is certainly an impressive aircraft. In a very competitive market, it has already secured orders from important customers. First to order was, unsurprisingly perhaps, the Swiss Air Force, which ordered six in January 2007. They were delivered by July the following year and then two more were ordered in December 2010 with delivery in 2012. Switzerland’s PC-21s, which are flown by the pilot school at Emmen or Sion, are part of a concept

Above: The first Qatar Emiri Air Force PC-21, serial number QA 350, conducts engine runs at the Pilatus factory. Stephan Widmer

50 JULY 2014 #316

46-50_Pilatus_Jul.indd 50

known as JEPAS (Jetpiloten Ausbildungssystem – jet pilot training system), a collaboration between the air force and armasuisse, the Swiss armaments authority. It aims to provide 95% availability of aircraft and the other parts of the training system, and has consistently exceeded that figure. Students start their flying careers with 30 weeks on the Pilatus NCPC-7 before moving to the PC-21 for 45 more weeks’ training, then straight to F/A-18 Hornets. Before the introduction of PC-21 students went from PC-7s to Northrop F-5 Tigers and then to Hornets. The second purchaser was the Republic of Singapore Air Force (RSAF). Because of its lack of airspace, Singapore bases its fleet of 19 PC-21s at RAAF Base Pearce, just north of Perth, Western Australia, where they serve with 130 Squadron. Next to buy was the United Arab Emirates Air Force and Air Defence. An order for 25 aircraft, an integrated ground-based training system and full logistics support was announced on November 17, 2009. Delivery of all of the aircraft was completed between early 2011 and spring 2012. They fly with 4 Squadron from Al Ain International Airport. The UAE uses the PC-7 for the first part of its flying training programme. The largest order to date, and the biggest in Pilatus’ history, was part of a £1.6 billion contract between the UK and Saudi Arabia to provide a complete advanced training package. In the deal brokered by BAE Systems, 55 PC-21s are being built at Stans for use as basic trainers. Pilatus is also supplying its complete ground-based training and support package. Saudi’s first PC-21 flew for the first time in mid-2013 and first deliveries are imminent. The new aircraft will replace 50 PC-9s ordered in a similar deal with BAE Systems in the late 1980s. The most recent buyer was the Qatar Emiri Air Force that ordered 24 PC-21s, simulators and spare parts in July 2012. It also bought a long-term performance-based support and logistics package from Pilatus. Qatar’s first PC-21 made its maiden flight on February 20, 2014, and the first aircraft should have been delivered to the new Air Force Academy in Doha by the time these words are read. Deliveries are planned to be complete by the end of next year and the first training course is scheduled to start in the middle of 2015. In what is little more than a decade since the first PC-21 took to the Swiss skies it has become a big player in the cut-throat world of providing afm training solutions to the world’s air forces. www.airforcesmonthly.com

04/06/2014 16:17

PILATUS PC-21

Pilatus PC-21 21 by name, 21st Century by nature Dave Unwin flies Pilatus' high-tech trainer, which could revolutionise how the next generation of fast-jet pilots is trained.

Pilots that have flown the trainer comment that the PC-21 ‘flies through the air, not upon it’ high praise indeed for Pilatus’ engineers. All images Pilatus

52 JULY 2014 #316

52-58_Pilatus_Jul JG.indd 52

www.airforcesmonthly.com

04/06/2014 16:24

PILATUS PC-21

T

HOUSANDS OF feet below the sharply pointed nose, Lake Lucerne whirls wildly as our PC-21 spins earthward. The altimeter is unwinding at a prodigious rate, and we’re already below the summits of many of the Alps’ mountains. As the nose flicks round for a sixth time, I apply full opposite rudder and then ease the stick just forward of neutral. The spin stops almost instantly and I pull up out of the ensuing dive, increase power and soar effortlessly upward into the perfect blue of an Alpine sky. This really is a fine-handling aeroplane! Based at Stans, in Switzerland, Pilatus is a very cosmopolitan company. I am met by Christophe Guiraud, who used to fly Mirage 2000s with the French Air Force, ex-Luftwaffe Tornado pilot Martin ‘Canyon’ Mendel and equipment specialist Briton Dave Upton. My visit starts with a comprehensive briefing, not just on the aircraft but the entire training system, because that’s exactly what it is – a fully integrated 21st century platform built around the PC-21 that uses the very latest computer technology, both in the air and on the ground. The premise behind Pilatus’ training system is actually very simple – to bypass the jet module of a trainee fighter pilot’s syllabus completely, while fully preparing them for the cockpit of a modern fast jet. And, as I was soon to learn, not only does the PC-21 feel like a jet its systems cleverly replicate those of a modern fighter. For example, by using data links it is possible to synthesise the use of air-to-air weapons, while employing GPS along with pre-programmed virtual ground targets. It can accurately represent the air-to-ground role, right down to having synthetic gun and surface to air missile (SAM) sites to avoid or attack. It even has a virtual radar warning receiver (RWR) system. Furthermore, the hands on throttle and stick (HOTAS), head-up display (HUD) and multi-function displays (MFDs) are completely customisable. So when a student graduates from the PC-21 training system they’ve already accumulated lots of flight time in an aircraft whose systems are in many ways identical to the F-16, F/A-18, Rafale or Typhoon that they’ll be flying at the Operational Conversion Unit. Indeed, the only thing that the PC-21 can’t do is fly at

Above: Former Luftwaffe Tornado pilot Martin ‘Canyon’ Mendel congratulates the author Dave Unwin (right) after his first flight in the PC-21.

the same speeds. When I flew the Hawk a couple of times many years ago, we did everything at 420kt, or seven miles a minute. However, 300kt is still pretty quick (and certainly quicker than any other military turboprop). The original plan was for Day One to start off with a simulator session so that I could acquaint myself with the cockpit, with particular emphasis on the HOTAS, HUD and MFDs. Then fly an air-to-ground mission with some general handling and a few circuits, from the back seat. If all went well I would fly the air-toair mission planned for the next day from the front

‘As we race into the sky with both speed and power continuing to increase I quickly raise the undercarriage...’

seat, giving me the opportunity to examine the aircraft from both the student’s and instructor’s perspectives. However, the forecast for the next day is not encouraging, so Christophe and Canyon decide I should fly air-to-ground first, then have my simulator session the morning of the second day and then hopefully fly air-to-air if the weather improves. Briefing over, it was off to the equipment section to be measured and fitted with a helmet and the rest of my flying kit. Dave takes one look at me and, diplomatically, says that I’ll probably need one of the g-suits that are usually reserved for visiting generals (and no, these aren’t particularly special g-suits, just slightly larger than average ones!) Once I’ve been issued with all my equipment it’s time for the mission briefing. Just as it is on an operational squadron, every sortie is fastidiously planned, right down to the minute when we walk out to the aircraft. There’s an enormous amount of information to assimilate and also an incredible number of acronyms and initialisms! This is SOP, as it allows the maximum amount of info to be communicated ASAP ie PDQ – QED! Briefing complete, I squeeze into my g-suit. It’s been eight years since I last wore a pair of ‘speed jeans’ and it shows as I wrestle with the myriad zips, fasteners, Velcro and press studs. Once suitably attired, I waddle out to our waiting PC-21 with a certain amount of excited anticipation.

Sporty looks

Approaching the PC-21 I was struck by just how elegant an aircraft it is. The ‘Ferrari Red’ paint scheme really suits the trainer, giving the impression of movement even when it’s standing still. As we began to move around the aircraft, I mention to Canyon that the trailing-link undercarriage looked particularly robust, while the myriad access panels suggested servicing would be relatively straightforward. In fact, the PC-21 has been designed with ease of maintenance and high levels of serviceability in mind. It features HUMS, pressure refuelling and even has its own oxygen generating system. All these features help to maintain a high

The shark-like nose and bubble canopy afford the instructor and student unrivalled outside visibility. Both pilots sit on Martin-Baker Mk16 zero-zero ejection seats.

www.airforcesdaily.com

52-58_Pilatus_Jul JG.indd 53

#316 JULY 2014

53

04/06/2014 16:24

PILATUS PC-21

Above: Unusually for a turboprop trainer the leading edge of the wing is swept back, which allows lateral control to be provided by both ailerons and spoilers and so improving handling. Left: A generation ahead of any similar trainer in its class in terms of cockpit layout, the PC-21 has received high praise from all those that have flown the aircraft. Right: Armée de l’Air students that have trained on the PC-21 have finished the course and subsequently been posted straight to the Rafale Operational Conversion Unit; a saving of both time and money.

54 JULY 2014 #316

52-58_Pilatus_Jul JG.indd 54

www.airforcesmonthly.com

04/06/2014 16:24

PILATUS PC-21 sortie rate and Pilatus claims that one mechanic can turn the aircraft round in only 12 minutes, while scheduled overhauls are only required at 150 and 300 hours. Canyon confirmed that the aircraft has proven to be very reliable in service and when I asked Christophe for his opinion, he described it as: “Just like a Swiss watch. Beautifully made and very dependable.” Some of this dependability clearly comes from its Pratt & Whitney PT6-68B, which turns a five-blade composite prop. Although the engine’s maximum power output is 1,600shp, this is scheduled as a function of airspeed through the Power Management System (PMS). Consequently, at speeds below 80kt even bending the throttle (it’s actually called the PCL or power control lever, as it also controls the propeller) over the stop won’t give you more than 1,080shp, while the full 1,600 isn’t available until 200kt has been attained. It’s a very clever system, which greatly reduces rudder inputs during take-off, and it’s this combination of the PMS and automatic yaw compensation (the TAD, or Trim Aid Device) that means the -21 can more accurately replicate the characteristics of a jet. The wing is also interesting, as the leading edge is slightly swept back, while lateral control is provided by both ailerons and spoilers. Having climbed up to the rear cockpit, I settled

myself into the Martin-Baker Mk16 zero-zero ejection seat and began the process of strapping in and connecting myself to the aircraft. It is important this is done correctly, as you become an integral part of the aircraft and can only move your head, arms and legs. The various display screens suddenly illuminate as Canyon begins to bring our PC-21 to life. I lower my clear visor and confirm I have done so over the intercom, allowing Canyon to lower and lock the canopy. It is imperative your visor is down before the canopy is shut, just in case the miniature detonating cord (MDC) malfunctions and shatters the canopy. Interestingly, only the front part of the canopy is fitted with the MDC as it is bird-strike proof up to 300kt. If I need to egress quickly from the rear there is a canopy breaker tool by my right shoulder. I then carefully remove the safety pin from the ejection seat. Although I’ve armed a seat on many occasions, I always pause for a second and reflect that I am now sitting on a live rocket, and that it’s best to keep my hands well clear of the firing handle. Starting the engine is turbine-simple – just press the ‘start’ button and, above 13% Ng (RPM), move the PCL out of its detent and into idle. I note that we get a nice cool start, well below the maximum allowable temperature.

While Canyon continued with his post-start checks, I began to familiarise myself with the cockpit layout and instrument panel and soon realise that’s why Christophe had planned the simulator session first – it would’ve been very useful. The HOTAS system features 14 different buttons and switches and some have more than one function! All the primary flight and navigation information is displayed on the HUD and in the rear cockpit HUD repeater, along with the weapons aiming data. The panel is dominated by a central primary flight display (PFD) and two large MFDs; there are no analogue standby flight instruments except a ‘Whiskey’ compass, and even that is probably superfluous – the secondary flight display (SFD) has its own battery, and more than enough info to get you home. Having scrolled through the useful electronic checklist Canyon sets up the MFDs, so that I have the moving map on the left and the engine performance data on the right, and we taxi out. Once we’re across the road that separates the factory from the airfield (having waited dutifully for a green traffic light) Martin hands control to me. The PC-21 is an easy aircraft to taxi, with a fine field of view (the rear seat is ‘stepped up’ slightly), positive nosewheel steering through the rudder pedals and powerful, progressive

‘I’m surprised and impressed by how ‘jet-like’ it is’

www.airforcesdaily.com

52-58_Pilatus_Jul JG.indd 55

#316 JULY 2014

55

04/06/2014 16:24

PILATUS PC-21 brakes. With the flaps set to take off, I roll out onto the runway, line up with the centreline and bring the power up to 40% against the brakes. The PC-21 squats down on its nosewheel like a sprinter on the blocks, a final check of the engine performance data and I release the brakes and simultaneously push the PCL up to the stop. A sudden jerk and we bound forward and race down the runway. As advertised, and very impressively, despite the fact the engine is already putting out 1,080shp only a small amount of right rudder is required to track the centreline. The airspeed indicator comes alive and the speed starts building at a gratifyingly fast rate and, although I rotate slightly early, the acceleration is such that it isn’t an issue. As we race into the sky with both speed and power continuing to increase I quickly raise the undercarriage and flaps and climb away with the speed building past 200kt and all 1,600 horses pulling eagerly. Within seconds I can tell this is my sort of aircraft. The handling is really crisp and precise, the field of view exceptional and there’s plenty of power. It also really does feel like a jet, as the speed, lack of vibration and rock-solid ride make the PC-21 unlike any prop-driven aircraft I’ve ever flown. As the wing is quite small, the wingloading is relatively high and it slices through some light, choppy turbulence as if it wasn’t there. The PC-21 is definitely an aircraft that flies through the air, not upon it. Although both Christophe and Canyon had emphasised that the PC-21 does possess similar qualities to a modern jet trainer, I’m still surprised and impressed by just how ‘jet-like’ it is. Indeed, apart from the prop, the biggest clue that we aren’t in a jet is that the fuel flow gauge shows we’re only burning about 440lb (200kg) of Avtur an hour. The pressurisation system works so smoothly that I don’t even notice the prodigious rate of climb.

Just like Star Wars

Canyon encourages me to ‘wring it out’ and a few steep turns and sharp reversals confirm that the handling is every bit as good as I’d been told it was – and my ability to handle ‘g’ has not diminished with age. Martin then takes control, selects air to ground mode, and attacks a bridge with virtual bombs. Just as if we were on the range dropping practice bombs we get a near instantaneous score (54ft at 4.30 - good job Canyon). But, with just a couple of keystrokes, the bombs reappear on the stores management page allowing me to have a go. Today, all our weapons are virtual, but the PC-21 has one centreline and four underwing hardpoints that allow it to carry up to 2,535lb (1,150kg) of airto-ground weapons or ferry tanks. Canyon also demonstrates the synthetic radar and RWR panel as we flash past virtual SAM and gun sites on our mission through the mountains. Flying at low level and 300kt through the Alps is tremendously exciting. It also gives me the chance to evaluate the PC-21 in this environment and sample the fine handling as Canyon says: “OK hard right at the next mountain, then reverse and turn left down the valley towards that lake.” Zooming past the iconic north face of the Eiger, below the summit, is fantastic. While slaloming back down through the snow-covered alpine valleys at 300kt is great sport. Canyon sets us up for a rocket attack on another bridge and then demonstrates a tossbomb attack on a nearby airfield. Once again we get near instantaneous scores; with the MFD showing that the rockets went slightly long, but 56 JULY 2014 #316

52-58_Pilatus_Jul JG.indd 56

The moving map MFD screen similar to that used in the latest 5th generation fighters.

the bomb was a direct hit. I try my hand at rocketry (with mixed results!) before we climb swiftly up to 10,000ft (3,048m) for some aerobatics, spins and stalls. Aileron rolls are easy (the combination of ailerons and spoilers for lateral control gives the PC-21 a roll-rate of around 210°/second) but my four-point hesitation roll leaves something to be desired. Loops are also perfectly straightforward – accelerate to 270kt and then pull up at a steady four g for a nice round loop. Incidentally, at the top of a loop is one of the few times when the PC-21 doesn’t fly like a jet. The relatively slow airspeed and high power setting as you reach the apex requires just a squeeze of right rudder to keep the ball centred. After I’ve finished my rather rusty aerobatic repertoire with a couple of Immelmanns and a passable cloverleaf, Canyon takes control and demonstrates a six-turn spin to the left. I like how the PC-21 behaves in a spin; the nose is pitched down nicely, the rate of rotation steady and not too rapid, and recovery is both easy and immediate. Having climbed back up to 10,000ft with a best rate

of climb of around 4,000fpm it doesn’t take long, I have no hesitation in trying a six-turn spin to the right. It’s very benign. I then try a couple of stalls and it is interesting to note that the aircraft can be held in a fully-stalled attitude with quite heavy buffet, yet still retain adequate lateral control. Canyon then takes over, sets the power to simulate a failed engine with feathered prop, and begins a glide approach back to Stans from 8,000ft (2,438m). The PC-21 has a glide ratio of about 12:1, which means it descends 1,000ft (305m) every two nautical miles. Canyon does an excellent job of judging the glide, even though his approach is compromised by a PC-6 dropping parachutists which isn’t where it’s reported to be. After a touchand-go he gives control to me and talks me round a right-hand circuit onto runway 07. Canyon is an excellent instructor and by giving me good cues on how much power to use, and when to drop the undercarriage and flaps, it all goes rather well. Although initially it seems to me that the flap selector would be better placed slightly further forward, I soon get used to it. About 120kt on base leg with undercarriage down and T/O flap works well, with a Vref of 104 and full flap. A near-perfect approach is spoilt by me holding off a metre too high, but the trailing-link undercarriage soaks it up with aplomb. Off again for a left-hand circuit; this proves to be interesting as you completely lose sight of the airfield on the downwind leg due to a large mountain being in the way! This time I’ve got my eye in and, although the view from the backseat isn’t perfect (you do lose a bit of the picture on short final due to the HUD repeater), as we flash over the numbers I raise the nose, squeeze the PCL closed and just let it settle. I get a really nice landing which I convert into a touch-and-go, Canyon demonstrates a turn back and we’re all done for the day. What a great handling aeroplane! As we taxi back across the road I can see we’ve barely used half of our 1,194lb (542kg) of fuel in over an hour of flight time, most of which was done at high power settings. Back in the briefing room, Canyon downloads all the information from the Mission Data Recorder. This is an incredibly powerful debriefing tool because it completely removes any ambiguities or misunderstandings between student and instructor. It is also extremely impressive.

The simulator

Virtual weapons such as bombs, air-to-air missiles and rocket loads can be programmed into the aircraft’s Mission Data Recorder. During a training sortie these can be regenerated by the instructor allowing a student to make multiple simulated attacks.

The following morning I meet Canyon for my ‘sim’ session. This is very useful as I can start to get to grips with the symbology in the HUD and the ‘switchology’ of the HOTAS system. This isn’t easy (there’s a lot to learn) but Canyon is very patient and does a great job. Just to keep me on my toes he also gives me an engine fire and, once the fire is out and the smoke gushing from both sides of the cowling goes away, I’m once again surprised at how well it glides, bearing in mind the relatively high wing loading. In fact, I arrive at low key with an embarrassment of speed and altitude but, with the combination of a steep side-slip, a 6,562ft (2,000m) runway and powerful brakes, I just manage to stop before the end. After lunch the weather looks fractionally brighter and Canyon decides to give it a try. Time is of the essence and, luckily, I manage to both wedge into my g-suit and strap in a lot quicker than the day before. Although I’d hoped to fly from the front, the low ceiling means that an instrument let-down is almost inevitable and my instrument flying skills are www.airforcesmonthly.com

04/06/2014 16:24

PILATUS PC-21

‘A near-perfect approach is spoilt by me holding off a metre too high...’

Hanging on its five-blade composite propeller, the Pratt & Whitney PT6-68B’s maximum output is 1,600shp – more than adequate to allow manoeuvres such as this vertical climb.

www.airforcesdaily.com

52-58_Pilatus_Jul JG.indd 57

#316 JULY 2014

57

04/06/2014 16:24

PILATUS PC-21 more than a little rusty. Consequently, when Canyon somewhat apologetically indicates that he’d rather sit in the front I just grin and reply I’d rather he sit in the front too! The acrid tang of jet fuel wafts across the ramp as Moritz cranks up another PC-21 and within minutes our two-ship is scorching skyward through a big blue hole and on its way to 17,000ft (5,182m). Once at altitude we start off with some graceful formation ‘lazy-eights’ and I note how smart the other PC-21 looks. Its bright red paint scheme really stands out against the pristine white cloud and snow covered mountains. We both then turn outboard for ten miles and then back in. “Fight’s on,” says Canyon. But by the time I’ve started to decipher some of the hieroglyphics on the HUD he’s already ‘locked up’ our opponent with our synthetic radar and called ‘Fox 3’ Seconds later the MFD confirms that our virtual AIM-120 has destroyed the target. I try my hand at firing our various missiles and, although Moritz is clearly not trying terribly hard to avoid being shot down, I still struggle to engage our opponent efficiently. Operating the HOTAS well is simply not a skill that can be learned in one session. Switching to guns gives me a weapon even I can understand and I turn into Moritz, put the pipper on his canopy, and pull the trigger. (During the de-brief the Mission Data Recorder reveals that I fired 95 virtual rounds with good ranging, of which about 6-9 had good tracking, for a definite kill. It doesn’t reveal that Moritz wasn’t trying very hard!) As with the synthetic bomb and rocket attacks of the previous day, our dogfights are so realistic that I wonder whether piping the ‘brrrpt’ of the cannon being fired and the ‘whoosh’ of missiles being launched through the intercom wouldn’t enhance the realism still further. At the conclusion of our air-to-air session we separate and descend into cloud. I try my hand at some instrument flying, and am relieved to find that I’m not as rusty as I’d thought, and impressed to discover that, for an aircraft with a 210° per second roll-rate, the PC-21 is a pretty good instrument platform. Nevertheless we are, quite literally, surrounded by big mountains and Canyon takes over and flies a perfect let-down, until we break-out at 100ft (30m) above MDA and directly above a large lake. We’ve still got lots of fuel (possibly the biggest advantage of using a turboprop instead of a jet) so we revert back to A/G mode and attack

Above: High over the Swiss Alps the PC-21 pulls into a vertical climb demonstrating how it handles very similarly to an advanced jet trainer.

various targets, including using the synthetic radar for a bomb attack against our home airfield. Canyon also demonstrates the synthetic RWR by flying past several virtual SAM and gun sites. It’s been another great flight and is topped off with Canyon allowing me to provide, (if I say so myself) a very smooth landing. I brake hard, the anti-skid system works well, and we’re stopped after quite a short ground roll. I think even Canyon might’ve been slightly impressed!

The next generation

In conclusion, although I’d gone to Switzerland to flight test an aircraft, I came away having achieved a great deal more. The PC-21 is a great aeroplane; indeed the first time I saw one at Farnborough I knew it would be. It just looks right. However, it isn’t just about the aircraft. The whole package is simply

so sophisticated and well-integrated that the PC-21 is probably the first true 21st century trainer. The jet-like performance at turboprop costs, customisable HOTAS, HUD and MFD pages make it a great trainer. The synthetic A/A and A/G radars and RWR, on board target generation and the real time data link also provides simulated weapons training, and at a fraction of the cost involved in flying a jet. As I was about to leave Christophe told me that a French student who had trained on the PC-21 in Switzerland had subsequently been posted straight to the Rafale Operational Conversion Unit. This simple fact probably says more about the PC-21 than I ever could. If a student can go directly from the PC-21 to a fifth-generation fighter aircraft, why would anyone use a jet afm for advanced training?

‘Seconds later the MFD confirms that our virtual AIM-120 has destroyed the target’

There’s no chance of the sun setting anytime soon on the Pilatus PC-21, this high-tech trainer looks set for a very promising future.

58 JULY 2014 #316

52-58_Pilatus_Jul JG.indd 58

www.airforcesmonthly.com

04/06/2014 16:26

IRANIAN NATIONAL ARMY DAY PARADE 2014

IRAN’S The skies over Iran’s capital Tehran were filled with an impressive display of military might, including Phantoms, Tomcats, Fencers and Fulcrums as the country celebrated its National Army Day

I

RAN’S PRESIDENT Mahmoud Ahmadinejad, well known for his confrontational style and controversial statements, has been replaced by President Hassan Rouhani who is acknowledged as a more moderate leader. Speaking during celebrations for Iran’s National Army Day on April 18, President Rouhani stressed his nation had no hostile intentions towards other countries – including the United States: “We are not after war, we are after logic, we are after talks” he said. A massive flypast over the centre of Iran’s capital Tehran featured aircraft from the Islamic Republic of Iran Air Force (IRIAF), nearly all outdated Sovietera and 1970s vintage US-built fighters. They were joined by helicopters of a similar age from the Islamic Republic of Iran Army Aviation. Meanwhile on the ground a drive-past reminiscent of a May Day parade in Red Square featured Sovietera SA-8 Grail very long range, medium-to-high altitude surface-to-air missile systems as well as other air defence radars and anti-aircraft afm artillery.

60 JULY 2014 #316

60-62_Iran_Jul jg.indd 60

NATIONAL ARMY DAY PARADE 2014

Above: Iran is not able to buy new warplanes because of sanctions. Iran’s air force has eight different main types and a dozen sub-variants in its fleet. The seventh formation in the flypast demonstrated this variety with jets originally from the Soviet Union, United States and France comprising a MiG-29UB, F-4E, F-14A, Su24MK and Mirage F1BQ-3. Left: The C-130Hs of 72nd Tactical Transport Squadron, including 5-8529 (c/n 4448), were used to ferry ground crews to Tehran for the parade. Below: The 71st Tactical Transport Squadron’s two operational Il-76TDs, including 5-8210 (c/n 0063469055), were used to ferry ground equipment including three APA-5D starter vehicles and ground crews for the 72nd Tactical Fighter Squadron’s Su-24MKs.

www.airforcesmonthly.com

04/06/2014 16:02

IRANIAN NATIONAL ARMY DAY PARADE 2014

Above: Saeghe 3-7369 was one of four detached to Tehran for the flypast. The distinctive twin-finned jet is manufactured by HESA, also known as IAMI (Iran Aircraft Manufacturing Industrial) company. Its fuselage and other components came from a Vietnamese Air Force Northrop F-5 Azarakhsh (Lightning) that carried the serial number 3-7363 in Iranian service. Below: Five Su-24MKs, two of which were fitted with the Sakhalyn UPAZ-1A air-to-air refuelling system, were detached to Tehran for the parade. This one, 3-6858 is one of 20 former-Iraqi Air Force machines that serve with the 72nd Tactical Fighter Squadron. The jet was refurbished and overhauled in 2013.

One of the few AH-1Js based at the Iranian army’s Shahid Vatan Pour training centre, outside Isfahan, with the ability to use BGM-71A missiles is 3-4546 (c/n 29006). It was one of six of the type to take part in the parade. Above: For safety reasons, only the best, fully mission-capable machines from the IRIAF’s Tactical Fighter Squadrons take part in the air parade and Fencer–D 3-6855 is no exception. Overhauled recently by 72nd Tactical Fighter Squadron mechanics, it has joined the unit’s 21other operational Su-24MKs, and took part in exercise Fadaeian-e-Harim-e Velayat-4 (Defenders of Velayat Skies-4) last December. Below: After an absence of five years, the Chengdu FT-7N Airguard, known as ‘the heater’ in Iran air force circles, returned to the cavalcade over Tehran. Five of the type, belonging to the 8thTactical Fighter Base’s F-7 CCTS (Combat Command Training Squadron), were detached to Tehran; three took part in the, flypast the other two were spares.

Above: This was a surprise! F-4E 3-6646 (c/n 4730) has been stored at Tactical Fighter Base 6, where it was used as a spares source, for more than ten years. It is a testament to the skill of the Iranian engineers that the jet is now fully mission capable. However, perhaps it is also an indication that, after years of sanctions, the air force is running out of options in its search for warplanes.

www.airforcesdaily.com

60-62_Iran_Jul jg.indd 61

#316 JULY 2014

61

04/06/2014 16:02

IRANIAN NATIONAL ARMY DAY PARADE 2014

1

3

4

5

2

1: Six Italian-built CH-47C Chinooks including 5-4058 (c/n P-010), which was fresh from overhaul by the army’s 4th Combat/General Support Base, participated in the parade. Around 40 of the type remain operational from nearly 100 delivered between 1970 and 1983. 2: The Bell 214A remains the backbone of the Iranian Army’s helicopter fleet. No fewer than 26 of the type, including 6-4873 (c/n 27226) took part in the flypast. Of 290 helicopters originally delivered around 150 survive. This example is one of 50 divided between one assault and one SAR squadron, assigned to the army’s 4th Combat/General Support Base. 3: Resplendent in a ‘digital’ colour scheme, F-14AM 3-6049 (US Navy Bu No 160347), was one of six Tomcats sent to Tehran for the parade. However, because its scheme differed from the other five it was a reserve and did not take part on the big day. 4: Tatty looking Fencer-D, 3-6807, of the 72nd Tactical Fighter Squadron hasn’t been painted since it was delivered many years ago. It was relegated to reserve duties and did not fly in the parade. 5: These three recently overhauled and modernised Mirage F1s, all formerly Iraqi Air Force machines, made up the fourth formation during the flypast. The F1BQ in the lead is carrying two F-5E drop tanks attached to the jet via domestically manufactured pylons. The Mirages are used mainly for the defence of Iran’s Southeast and most were painted in this two-tone blue air defence colour scheme during their overhaul at Mashhad and IACI in 2012 and 2013. 6: Both Phantoms from Tactical Fighter Base (TFB) 6, shark-mouthed F-4Es 3-6525 and 3-6646, together on the ramp of TFB 1 ‘Lashgari’ at Tehran’s Mehrabad International Airport.

6

62 JULY 2014 #316

60-62_Iran_Jul jg.indd 62

www.airforcesmonthly.com

04/06/2014 16:03

AFGHAN AIR BRIDGE

USAF AIR BRIDGE With the American-led coalition in Afghanistan preparing to hand over responsibility for security in the country by the end of this year, Bob Archer tells the story of the air bridge that has sustained them during Operation Enduring Freedom.

The Spartans

Two 175th Wing, 135th Airlift Squadron, Maryland Air National Guard Alenia Aeronautica C-27J Spartans were briefly operational throughout Afghanistan. They were assigned to the 702nd Expeditionary Airlift Squadron at Kandahar Airfield, a unit formed on July 31, 2011 to provide intratheatre airlift in direct support of US Army missions in the Regional Command – South area of operations. It was deactivated on June 18, 2012 following a decision to retire the C-27. Writing in the Air Force Print News Today when the 702nd EAS was disbanded, Capt Frank Hartnett, said the two aircraft flew 3,200 missions, moved 1,400 tons of cargo, transpor ted 25,000 passengers and carried out 71 airdrops – not bad in less than a year with just two aircraft.

Afghanistan Airlift & Resupply

T

HE UNITED States could not have found a more inhospitable or demanding location to resupply than Afghanistan. A land-locked country, surrounded by mountain ranges, with an extremely primitive infrastructure it is plagued by a determined insurgency using unconventional tactics. America’s intervention in Afghanistan, Operation Enduring Freedom began soon after the devastating terrorist attacks on the USA on September 11, 2001. The US was already heavily engaged in fighting Saddam Hussein’s regime in central Iraq, so the addition of another theatre of operations added to the already huge supply effort being carried out. Thousands of US forces in the Middle East region were augmented by many more ground troops who were flown into Kabul, Afghanistan’s capital, before establishing additional bases and forward operation locations within the more hostile parts of Afghanistan.

Logistics chain

An air bridge, already in place for the Iraq operation, was significantly enlarged. Large numbers of coalition ground forces were in both

Iraq and Afghanistan and US Navy vessels were spread throughout the Persian Gulf. A vast USAF contingent was also distributed at numerous air bases within the Gulf States. United States Central Command (USCENTCOM) administers the region for the Pentagon, although aircraft within the area of responsibility remain the property of their assigned unit. Central command formed numerous Expeditionary Air Wings (EAWs), groups (EAGs), and squadrons (EASs) to perform daily missions, equipped with assets and personnel temporarily drawn from many units. Everything needed to sustain an open-ended offensive operation, including weapons, munitions, food stuffs, building materials, vehicles, helicopters, and spare parts, as well as thousands of personnel, was transported from the USA to the Middle East. Iraq could be supplied directly by both air and sea, but the latter method was unavailable for Afghanistan. However, much use was made of the port of Karachi in Pakistan where ships unloaded supplies for transportation by road, north through Quetta, to Kandahar and on to Kabul. Convoys of trucks driving over extremely tortuous mountain

An aircraft maintainer assigned to the 455th Expeditionary Aircraft Maintenance Squadron prepares to marshal a USAF C-130H Hercules prior to a night mission at Bagram Airfield, Afghanistan. USAF/Staff Sgt Jeff Nevison

64 JULY 2014 #316

64-66_USAF_Jul jg.indd 64

www.airforcesmonthly.com

04/06/2014 16:56

AFGHAN AIR BRIDGE

roads were the logistics lifeline. Another major route ran from Peshawar to Jalalabad then across the Khyber Pass and onward to Kabul. As the US military became embedded in Afghanistan, more than half of its supplies passed through Pakistan. Increasingly the insurgents attacked convoys, killing personnel and destroying goods and vehicles. The US could only provide minimal security in Pakistan, although the host nation provided a limited measure of protection. Once in Afghanistan, the US could apply its own security measures, although the ever-present threat of improvised explosive devices (IEDs) still caused disruption. Kuwait City’s port was also used, with goods transferred to an air hub and flown to final destinations. The increasing vulnerability of road convoys led to greater demand for resupply by air. Kabul International Airport, the first airfield hub in Afghanistan, soon proved totally inadequate for the high volume of traffic the airlift generated and other bases including Bagram and Kandahar were rapidly expanded to take some of the load. United States Transportation Command

Above: Boeing C-17A Globemaster III 93-0604 creates its own sandstorm as it taxies. USAF/Staff Sgt Ciara Wymbs

arranged for commercial carriers to air freight much cargo across the Atlantic Ocean to logistics hubs in Europe, where cargoes were offloaded for onward shipment by military airlifters to their final destinations.

Spokes from a hub

The US air base at Rhein-Main, Germany was one of the main European hubs for Air Mobility Command (AMC). Activity peaked in March 2003 during the run-up to the invasion of Iraq when more than 2,000 flights landed at Rhein-Main transporting 50,000-plus troops. Flying from the base ceased on September 30, 2005 when Major Edward Evans of the 172nd Air Wing of the Mississippi Air National Guard, piloted the last USAF jet to take off from Rhein-Main, C-17A Globemaster III serial number 03-3116. The 726th Air Mobility Squadron (AMS), responsible for the day-to-day running of the cargo and passenger hub at Rhein-Main, moved to Spangdahlem AB the following week. It had fewer personnel than before the move, 127 as opposed to 212. Rhein-Main’s workload was taken over on a 70%/30% basis by Ramstein Air Base (AB), and Spangdahlem. The 728th AMS at Incirlik AB in Turkey also saw an increase in traffic associated with Operations Enduring Freedom and New Dawn in Iraq. Until the beginning of this year Manas in Kyrgyzstan was also used (see panel for details) and came under the control of Incirlik. The 521st Air Mobility Operations Wing was formed at Ramstein AB, Germany on August 18, 2008 to administer the vast flow of personnel and cargo in transit through Europe. It administers the 521st Air Mobility Operations Group (AMOG) at NAS Rota, Spain and 721st AMOG at Ramstein. Together they are responsible for the following squadrons:

721st APS

Ramstein AB, Germany

723rd AMS Ramstein AB, Germany 724th AMS Aviano, Italy 725th AMS NAS Rota, Spain 726th AMS Spangdahlem AB, Germany 727th AMS RAF Mildenhall, UK 728th AMS Incirlik AB, Turkey 729th AMS Lajes Field, Azores *APS = Aerial Port Squadron

These units provide the necessary support for flights travelling between the USA and the Middle East. Duties are varied and include arranging routine minor servicing, provision of replacement aircrews to reduce flight delays, and ensuring cargoes pass through each facility expeditiously. Two squadrons were needed at Ramstein because it was, and remains, so busy. Although the commercial sector plays a significant part in the airlift mission, the USAF shoulders the bulk of the resupply effort. Both commercial and military airlifters are co-ordinated by the 618th Air Operations Center (Tanker Airlift Control Center) known as the 618th TACC, AMC’s tool to provide America’s ‘Global Reach’. The 618th TACC plans and schedules missions carried out by a fleet of more than 1,300 transport aircraft engaged in support combat delivery, strategic airlift, aerial refuelling and aero-medical evacuation operations around the world. The aircraft come from the active duty USAF as well as the Air National Guard and Air Force Reserve Command. The military air bridge from the USA to the Middle East was performed primarily by the Lockheed C-5 Galaxy and the Boeing C-17 Globemaster. These two strategic airlifters flew the lion’s share of the passenger and cargo movements, most landing in Germany or Turkey. To ensure a swift turnaround of aircraft and their precious loads, AMC prepositioned aircrew to the logistics hubs so that after refuelling and minor servicing, the

Above: Ohio Air National Guard Alenia C-27J Spartan, 08-27012, of the 179th AW’s 164th AS ‘Pony Express’ takes off from Bagram AB. The C-27J was hard-ridden in Afghanistan and was very effective. USAF/Staff Sgt Joe Harwood

www.airforcesdaily.com

64-66_USAF_Jul jg.indd 65

#316 JULY 2014

65

05/06/2014 14:52

AFGHAN AIR BRIDGE Prepped for the next mission, a line of Lockheed Martin C-130J-30 Super Hercules, two from the Rhode Island ANG’s 143 AW’s 143 AS and three from the California ANG’s 146th AW’s 115th AS, wait on one of the many flight lines at Bagram Airfield, Afghanistan. USAF/Tech Sgt Jeromy K Cross

transporters could continue their journeys with minimum delay. Before the advent of the C-5M Super Galaxy, most C-5A and ‘B flights routed through Rota because the ‘As and ‘Bs do not have the range to make the journey fully laden to Afghanistan like the C-5M can. McDonnell Douglas KC-10 Extender and Boeing KC-135 Stratotanker transport/tankers were also used in the air bridge to carry passengers and light cargo. These aerial refuellers were usually based in the Middle East for their temporary duty associated with the airlift. By the end of 2011 US military activities in Iraq had ceased. The quantity of equipment and the number of personnel in the Middle East region fell sharply. This reduction led to a corresponding scaling back of the air bridge.

Kyrgyzstan stop-off The US negotiated an agreement with the government of Kyrgyzstan to operate tanker aircraft at Manas Air Base, which is part of Manas International Airport, located 16 miles (25km) north-northwest of the capital Bishkek. Operations began on December 21, 2001. In 2009 it was renamed Transit Center at Manas, although it was perhaps better known by its unofficial name of Ganci AB. Its main operating unit was the 376th Expeditionary Air Wing. In June 2013 the Kyrgyzstan Supreme Council ordered America to leave by July 11, 2014. The final KC-135 operation took place on February 24, 2014 when an aircraft left for Fairchild AFB, Washington and the majority of temporary infrastructure had been removed by the following month. The US has signed an agreement with the Romanian Government to open a base at Mihail Koga ˘ lniceanu International Airport, near Constanta on the Black Sea to replace Manas. Known simply as Permanent Forward Operating Site (PFOS) MK, the first 300 US troops passed through the new facility on February 3, 2014. MK will not host any tanking assets though; they will be assigned to bases in southwest Asia.

66 JULY 2014 #316

64-66_USAF_Jul jg.indd 66

In theatre

There are four main USAF facilities in Afghanistan – shared by the US Army and Marine Corps which also work from other bases. Additionally, ground forces have established small camps and outposts within the more volatile areas. The number of personnel involved in these activities varies depending on the perceived opposition forces. Ground troops are often moved to their combat positions by helicopters, limiting the amount of weapons, munitions, and support materials they can take with them. Resupply is often by air, with C-17s or C-130s either landing on improvised air strips or carrying out low-level air drops by parachute. Resupply into remote areas is an exacting task that requires highly accurate delivery techniques. Quite simply, the lives of troops in isolated locations depend on the USAF. In February 2014 NATO had just over 50,000 troops from 49 nations serving in Afghanistan, who collectively formed the International Security Assistance Force (ISAF). The majority of them, about 34,000, are from the US. The number of US service personnel in Afghanistan peaked at about

101,000 in 2011, taking the full NATO force to about 140,000. But 33,000 American soldiers, sent earlier as part of a ‘surge’ component, were withdrawn in 2012; Washington has continued to wind down combat operations since.

Draw bridge down, but not out

American policy calls for the withdrawal of all US combat troops by the end of this year. ISAF plans to end combat operations at the same time, with Afghanistan then becoming responsible for providing its own security. The removal of US forces from Iraq and Afghanistan will not eliminate their presence from the Middle East entirely, however, and the Taliban and other terrorist factions will remain a threat. Continuing unrest and political upheaval in the region will see America continuing to maintain a presence in the region (although in Afghanistan its numbers will be much smaller). The US will still remain in an advisory capacity and the military bases in Kuwait, Qatar, and UAE will continue to host US assets. An air bridge requirement will remain, albeit much smaller. afm

USAF Air Expeditionary Wing (AEW)/Group (AEG) Units with Airlift or Aerial Refuelling Assets in the Middle East / South West Asia Unit

Base

376th AEW*

Manas IAP, Kyrgyzstan

Tanker/Airlift Assignments KC-135

379th AEW

Al-Udeid AB, Qatar

KC-135, C-130

380th AEW

Al Dhafra AB, UAE

KC-10A

386th AEW

Ali Al Salem AB, Kuwait

C-130H January 1, 2003 as provisional unit

387th AEG

Kuwait City IAP, Kuwait

438th AEW

Kabul AB, Afghanistan

No airlift/tanking assets assigned

451st AEG

Kandahar Airfield, Afghanistan

C-130J

To Wing status on July 2, 2009 and back to Group status on January 3, 2014 455th AEW

Bagram Airfield, Afghanistan

C-130J

Forward Operating Site Mihail Kogălniceanu No airlift/tanking assets assigned 466th

AEG Transit Center, Manas, Kyrgyzstan

To Al-Udeid AB, Qatar in December 2013

No airlift/tanking assets assigned

651st AEG

Camp Bastion, Afghanistan

No airlift/tanking assets assigned

* to be deactivated by July 2014

www.airforcesmonthly.com

04/06/2014 16:57

OPINION - WHEN THE TIDE GOES OUT

Opinion When the tide goes out

1. Airbus Military is keen to promote an MPA version of its tried and tested C295. The company says the aircraft, with its 11-hour endurance makes an excellent anti-submarine warfare (ASW) and anti-surface warfare (ASuW) platform. For even longer range it offers an MPA version of the A320 airliner. Airbus Military 2: Northrop Grumman’s MQ-4C Triton provides long endurance and can cover a huge area but it is not an MPA in the conventional sense, being limited to surveillance with no rescue capability of its own. Northrop Grumman 3: Speaking to The Scotsman newspaper in April, Sqn Ldr Lloyd Barrett from RAF Lossiemouth said the Boeing P-8 Poseidon “is the most capable” option to replace the UK’s Nimrod, but also “the most expensive”. He revealed that the Airbus Military C295 and Bombardier Dash-8, like this one on delivery to the UAE Air Force, are the other off-the-shelf options being considered. Trevor Mulkerrins/AirTeamImages.com 4: Variants of the Airbus Military C235, like this Mexican Navy CN235MPA have proved popular with air forces and navies around the world. Airbus Military 5: Saab prominently displayed a model and images of its answer to filling the UK’s MPA capability gap – the Saab 2000 Swordfish MPA – at the Farnborough International Airshow in 2012. Key – Jerry Gunner 6: Boeing’s P-8A Poseidon is widely perceived as the most capable MPA available to buy as a finished system. The biggest problem for the UK is that it costs an awful lot more than its less capable competitors. KSK/AirTeamImages.com

1

7: Alenia Aermacchi’s ATR42-500MP Maritime Patrol Surveyor like this example for the Nigerian Air Force is being touted as a relatively inexpensive MPA. Alenia Aeronautica 8: Alenia Aermacchi is marketing its ATR72 as an ASW as well as an SAR platform. None have been delivered yet but Turkey has ordered six ATR 72-600 TMPA (Turkish Maritime Patrol Aircraft) as well as two ATR72-600 TMUA (Turkish Maritime Utility Aircraft) like this one for the Türk Deniz Kuvvetleri (Turkish Naval Forces). Alenia Aeronautica

2

9: At the moment the RAF’s long-range SAR capability is the C-130 Hercules. The type is also used by the RAF to patrol the Falkland Islands’ Inner and Outer Conservation Zones, another job that could be performed much better by a dedicated MPA. Key – Glenn Sands

3

68 JULY 2014 #316

68-70_Opinion_Jul JG.indd 68

www.airforcesmonthly.com

04/06/2014 15:26

WHEN THE TIDE GOES OUT - OPINION

4

5

6

7

8

www.airforcesdaily.com

68-70_Opinion_Jul JG.indd 69

#316 JULY 2014

69

04/06/2014 15:26

OPINION - WHEN THE TIDE GOES OUT

Opinion When the tide goes out John Longhurst, chairman of international conference organisers Tangent Link says it’s about time someone chose a maritime patrol aircraft for the UK.

W

HICH ISLAND nation has the world’s seventh largest economy, fifth largest exclusive economic zone (EEZ) to protect and patrol, and the fourth largest defence budget? If this nation suffered an MH370-type incident in its airspace, it would need to rely on friends to provide oceanic air search. Moreover, with critical oceanic choke-points around its coasts, and responsibility for numerous protectorates around the planet, it has only seven attack submarines – half the number of Pakistan or Israel. The nation we refer to is, of course, the UK. The decision to scrap the Nimrod MRA4 in 2010 was a matter of expediency. Russia no longer seemed to be a threat to the West and the 2010 Strategic Defence and Security Review (SDSR) was conducted by politicians whose major worry after the global financial crises was: what happens if one of our major banks defaults? At the time, RBS, Lloyds and Barclays each had gross balance sheet liabilities greater than global GDP. As the 2015 SDSR approaches, the ‘twitter inches’ (the 21st century’s version of a newspaper’s ‘column inches’) devoted to the UK’s lack of a longrange maritime patrol aircraft (MPA) have rocketed. Judging by various leaks in the UK and US, UK Secretary of State for Defence Philip Hammond and his chums in the Treasury have started to recognise that while the UK continues to downsize its armed forces to the equivalent of a decently equipped

expeditionary brigade, its maritime status and heritage actually matters. Another more pressing impetus for standingup some maritime surveillance capability of note (beyond a few helicopters, or co-opted C-130Js, which is what the UK’s long-range SAR capability comprises at the moment) is that by 2020 there will be a British aircraft carrier to protect (and maybe even two if both Queen Elizabeth-class ships enter service). In addition, President Putin is taking a very different view to Europe than he seemed to a few years ago – as events in Ukraine and Russia recently reminded us – with a confirmed 18% defence budget increase for the next year. The UK will need to do ‘its bit’ within NATO, and that means not having to ask France’s President Hollande to send a few Atlantiques to keep an eye on the Shetland Islands. If the maritime patrol ‘peace dividend’ is officially confirmed ‘dead’ in the 2015 SDSR, the next questions are: what would be the mission, what platform(s) would be required, and what would be affordable? Producers are already promoting their machines. Airbus Military has been touting an MPA version of its C295 for years and displayed an example at RIAT in 2013, while Saab’s 2000 Swordfish MPA is another candidate. The likeliest outcome is for a platform that can assist the UK’s ongoing global expeditionary ‘mission’, but with sufficient capability to detect and possibly sink a Russian nuclear submarine.

This will presumably be deemed ‘sufficiently costeffective’ by the powers that be. The existing Sentinel fleet, still looking for a long-term role, has been mooted by those desperate to keep the jet in service, but thus far does not seem to be getting much support from the government. As always, inter-operability with Big Brother (America), along with access to scale benefits from latching onto longer US production runs and top-end technology are big attractions. And who knows, with the UK scratching around for more Tomahawk cruise missiles should the US end production in 2016 as seems likely, throwing the UK a bone in the form of the Northrop Grumman MQ-4C Triton (navalised Global Hawk) would ease the pain of having to modify every ship in the navy to take the Tomahawk’s replacement. Much more germane is that with an array of Global Hawk variants already in the NATO inventory, all kinds of synergies (such as training and maintenance) come to the fore. In addition, Triton, as an unmanned platform, ticks a lot of boxes on running costs. Added to this is that while the Atlantic Ocean may no longer be completely devoid of threats, we are a long way from it being a contested environment. The Triton would probably last a few minutes operating within 250 miles (400km) of the Chinese coast if Beijing didn’t want it there. Flying long hours in the Greenland, Iceland and UK gap would suit the platform perfectly. However, what if a distant threat needs to be engaged? While Boeing’s P-8 Poseidon, currently getting plaudits from across the US Navy, is seen as an expensive silver bullet, come the 2020-25 timeframe, unit costs may be sufficiently attractive to give the UK a US-equivalent MPA capability. Such an outcome seems almost too sensible; some bright spark in the Treasury will surely offer sufficient funding for a few reconditioned Short Sunderlands. That said, we saw what happened when we tried that with Nimrod. As Jimmy Buffett sings: “When the tide goes out, you see who has been swimming naked”. The time has arrived afm for appropriate protection. . . .

Have your Say... Subscriber to Air Forces Daily? Have your say on the UK's lack of a Maritime Patrol Aircraft at: www.airforcesdaily.com

9

70

JULY 2014 #316

68-70_Opinion_Jul JG.indd 70

www.airforcesmonthly.com

04/06/2014 15:26

An exclusive 20th anniversary publica tio

n

Produced by the expert team behind AirForces Monthly magazine, Eurofighter Typhoon is a 100-page special publication that gives you the complete and objective story of Europe’s premier strike jet. Highlights include: THE DREAM

A distant 30-plus years ago, Eurofighter was just a dream. But a technological demonstrator, known as the Experimental Aircraft Programme (EAP), was being designed.

LIFT OFF!

Dogged by political indifference in the early 1990s, the Eurofighter prototype finally made it into the air, and the programme gathered some much needed momentum.

JUST *

ONE GREAT PIECE OF KIT

9 9 . 5 £

It takes 9,500 hours and 248 days to build one Eurofighter from start to finish, a process with four assembly lines in four countries.

FLYING TYPHOON

OC 3 (F) Squadron, Wg Cdr ‘Cab’Townsend gives an inside view of life as a Typhoon pilot.

FUTURE EUROFIGHTER

The next-stage options for the aircraft include exciting ground-breaking developments in swing-role capability, weaponry, defensive systems and radar.

AND MUCH MORE!

AVAILABLE NOW FROM

AND ALL OTHER LEADING NEWSAGENTS

Alternatively, Order Direct!

JUST £5.99 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

S U B S C R I B E R S C A L L F O R YO U R £1.00 D I S CO U N T! 0264 Eurofighter FP.indd 9

15/04/2014 16:47

Croatian MiG-21s

Croatian MiG-21 s 22 years old and still going strong Like many cash-strapped nations, Croatia wanted to upgrade its fighter force with modern equipment. What it got was MiG-21s that are over a quarter of a century old. Vladimir Trendafilovski reports.

C

roatia has used MiG-21s almost from the beginning of its existence as an independent state. It proclaimed its independence from the crumbling Yugoslav federation in 1991, after which a series of violent clashes between the Yugoslav People’s Army (JNA) and the new Croatian army followed. The fighting ended when all JNA materiel and troops were withdrawn from unoccupied Croatian territory at the end of 1991 (a portion of Croatia was still held by Croatian Serbs) and a cease fire, the fifth in six months, came into effect in January 1992. Croatia got its first MiG-21 when a

Croatian-born JNA pilot defected to the new country on February 4, 1992. Colonel Danijel Borović took off from Bihać in MiG-21bis serial number 17133 (c/n 75061131) belonging to the 117th Fighter Aviation Brigade and landed at Pula airfield. The Fishbed became Croatia’s first jet fighter and was given serial number 101 with Hrvatsko Zrakoplovstvo i Protuzračna Obrana (HRZ i PZO - Croatian Air Force and Air Defence). Two more Fishbeds arrived shortly afterwards when another two pilots defected; 101 was shot down on June 24, 1992. Having inherited a substantial pool of trained

MiG-21 pilots and ground personnel from the JNA, combined with the fact that by mid-1993 two of the three MiG-21s had been lost in combat, it was not surprising that Croatia set about getting more of the type. Between 1993 and the following year, despite international sanctions, no fewer than 23 MiG21bis, one MiG-21US and three MiG-21UMs arrived in the country from a yet undisclosed source. The ‘new’ jets were enough to form two squadrons, 21. eskadrila lovačkih zrakoplova (21. ELZ – 21st fighter aircraft squadron – originally 1. ELZ) under 91. zrakoplovna baza (91. ZB – 91st air base) at Pleso, now the country’s main international airport serving the capital Zagreb, and 22. ELZ under 92. ZB at Pula. For the remainder of the war the MiG-21 served as Croatia’s main combat aircraft, used not only for air defence but also in a ground support role where it proved itself during the closing operations of the conflict in 1995.

Fishbed in peacetime

Above: This MiG-21, former Yemeni serial number 2233 (now Croatian serial number 135) and part of an un-delivered order for Yemen, was stored at the OARP compound outside Odessa for years. Its ex-Soviet ancestry (it was made before August 1974) is revealed by the fact that it not only has the early style avionics bay access panels behind the cockpit, but also a full set of Parol IFF antennas – found only on aircraft that served in Soviet frontline units in the late 1980s. Chris Lofting

72

JULY 2014 #316

72-73_MiG-21s_Jul.tom JG.indd 72

At the turn of the century, to emphasise their secondary ground support role (which Croatian MiG-21 pilots still regularly trained for), both MiG-21 units were renamed eskadrila borbenih aviona (EBA – combat aircraft squadrons). As NATO membership came closer (Croatia joined on April 1, 2009), the need to overhaul and modernise the country's MiG’s became more urgent. The Croatian Ministry of Defence (MoD) awarded the job to Romania’s Bacău-based Aerostar which undertook to fit NATO/ ICAO-compatible navigation and communications equipment, bringing the jets up to MiG-21bis-D and MiG-21UMD standard (D for ‘dorađen’ – modified). Each squadron’s unit establishment was set at eight www.airforcesmonthly.com

05/06/2014 15:58

Croatian MiG-21s The second newly-acquired MiG-21bis to begin acceptance flights was serial number 135. Note the antenna configuration – the GPS antenna is on top of the nose and the blade radio aerial is behind the cockpit. Despite both aircraft being quoted in official records as having manufacturer’s serial numbers identifying them as former Algerian air force machines, manufactured in August 1976, both clearly display characteristics of aircraft made for the Soviet Union before 1974. Chris Lofting

Above: MiG-21bis-D, serial number 122, ‘burning rubber’ at touch-down on May 5, 2014. The jet is in standard QRA configuration and carries a pair of Vympel R-60M (AA-8 Aphid) air-to-air missiles and a 175 gallon (800 lit) auxiliary fuel tank. Note the original antenna configuration of all MiG-21bis-Ds modified in Romania – the GPS aerial is behind the cockpit while the radio blade antenna is below. Chris Lofting

skies. The situation was critical because both jets were perilously close to running out of service life. The problems with the new navigation equipment were resolved in late March 2014, and all five newlyacquired aircraft were accepted by Brigadier Selak during initial pre-delivery test flights at Odessa early the next month. Their disassembly and shipment began immediately. Each aircraft was broken down into its main parts and loaded on two trucks – one carrying the fuselage and the other the tail section, wings and most of the accessories. The first to arrive at Pleso on April 12 was serial number 131, the remaining four arriving by early May. At the time of going to press they have not been officially accepted by HRZ i PZO – assembly is done in the 91. ZB maintenance hangar by a team from OARP, which has been charged with their formal delivery. The last step in the acceptance process is a series of flights carried out by Brigadier Selak. Only after they get the green light, from him can they be officially handed over and inducted into service. At the time of writing, only serial number 131 (first flight April 30) and 135 (first flight May 6) had begun their test flights. Bad weather had placed the process on hold and it remained to be seen how and when it will continue. Meanwhile, regular quick reaction alert (QRA) duty still rests on the shoulders of the last pair of MiG-21bis-Ds and the first of the two-seat trainers (serial number 165) should have arrived by May 23 – in its long-worn patriotic red and white scheme, instead of the new air superiority grey scheme afm found on the rest of the fleet.

The decision to continue using MiG-21s

30 years or 2,400 hours), it was decided to overhaul only two – serial numbers 116 and 117. In addition, one unmodernised aircraft – serial number 118 – that had been withdrawn from use was also found to be in satisfactory condition and worthy of upgrading. The remaining five MiG-21bis, needed to complete a full squadron, were bought from Odesaviaremservis and allocated HRZ i PZO serial numbers 131-135 (leaving serial numbers 127-130 unused). They were from the last batch of eight MiG21s (serial number 2230-2237) in an order for Yemen that had been left undelivered in late 2008 and had been stored in OARP’s main compound ever since. Interestingly, although all four MiG-21UMDs had exceeded their service lives and flown more than the 2,400 flight hours limit before 2013, they were selected to continue in service. With the exception of serial number 116, which kept flying from Pleso, aircraft selected for overhaul were dismantled and sent to Ukraine on trucks, arriving by mid-October 2013. Meanwhile, work at OARP began on the aircraft from the ‘Yemeni’ batch and the first pair (serial number 131 and 132) was ready by the end of November 2013, when they took to the air with Croatia’s test pilot Brigadier Ivan Selak, one of Croatia’s most experienced MiG-21 pilots, at the controls. However, integrating navigation and communications equipment from Czech company ČLS proved troublesome, delaying their delivery until the problems were resolved. Despite the turmoil in Ukraine, the Croatian MoD carried on with its planned schedule and serial number 116 was delivered to OARP in early February 2014, leaving Croatia with the bare minimum of two aircraft – serial numbers 121 and 122 – to defend Croatia’s

After reviewing all available options, and taking into consideration its unfavourable financial situation, Croatia decided to continue using its MiG-21s – it’s a relatively cheap platform for basic air policing and ground support tasks. With the ten-year postoverhaul service life period of its ten remaining MiG-21s (two MiG-21bis-Ds had been lost in a midair collision in 2010) coming to an end, on June 7, 2013 Croatia’s MoD awarded Ukraine’s Odessabased Odesaviaremservis (OARP) a contract to further modernise the jets. The work was to include a new set of NATO/ICAO-compatible navigation and communications equipment, as Croatia was not satisfied with the performance of the suite fitted in Romania. However, due to the fact that four of the single-seat MiG-21bis-Ds were well past the official end of their service lives, and had accumulated over 2,000 flight hours (the manufacturer’s limit is

Above: The fuselage of MiG-21bis serial number 132 being unloaded into the maintenance hangar at the Pleso air base by OARP personnel on April 16, 2014. Tomislav Brandt/Croatian MoD via Vladimir Trendafilovski

single-seat fighters and four two-seat trainers. In 2003 the first batch of eight MiG-21bis (mostly older 1970s-vintage aircraft) and four MiG-21UMs, more recently acquired from Kyrgyzstan, but also built in the 1970s, went for overhaul. However, at this point it was decided to disband 22. EBA and keep 21. EBA, which was soon renamed as just EBA, reflecting its status as the sole MiG-21 unit. This downsizing affected the overhaul schedule and all the newer aircraft, which were supposed to be refurbished later in the programme, ended up being withdrawn from use. As it was planned to retire the MiG-21s by 2013 this was not considered to be a problem but, as we shall see, things didn’t turn out as planned.

www.airforcesdaily.com

72-73_MiG-21s_Jul.tom JG.indd 73

For the very latest updates on the Croatian MiG story see News - Europe on page 09.

#316 JULY 2014

73

05/06/2014 15:58

GREEK VIP FLIGHT

Right: In these times of austerity, Gulfstream V serial number 678 is the only active Greek VIP aircraft. It was bought in 2003 to augment the two Embraers. AirTeamImages.com/Irfan Caliskan

Highs & lows for Greek VIPs T

Greece has taken an increasing role in maintaining peace and stability in its region – which has meant the Hellenic Air Force has been busy taking the country’s leaders to meetings. Kyriakos ‘Kirk’ Paloulian looks at the history and development of Greece’s VIP flight.

74

JULY 2014 #316

74-77_GreekVIP_Jul jg.indd 74

HE first Hellenic Air Force (HAF, Elliniki Polemiki Aeroporia) aircraft dedicated to use by VIPs were two Douglas C-47 Dakotas allocated for the duty at Tatoi – Dekelia air base in 1956. A VIP flight (Sminos) was set up to operate the pair from the base the following year. The air force’s first purpose-built VIP aircraft, a Grumman G159 Gulfstream I, s/n 120, was bought for King Constantine II’s use in 1964 and assigned to the flight. It finished its career with the 112th Combat Wing at Elefsis as a passenger transport and www.airforcesmonthly.com

04/06/2014 17:11

GREEK VIP FLIGHT

Multi-tasking

was retired in 1996 before being displayed at the HAF Museum in Dekelia a year later. Only one helicopter, an AB-47J s/n 066, flew on royal duties. Components from it and several others contributed to the museum’s example of the type, which is marked as 066. During the early 1970s when the Hellenic Air Force was reshaping to become a more modern and potent force, Colonel (later Major General) Petros Hatziris drew up a shopping list of acquisitions, later called ‘the century acquisition’. It included www.airforcesdaily.com

74-77_GreekVIP_Jul jg.indd 75

McDonnell Douglas F-4E Phantom IIs, LTV A-7H Corsair IIs, Dassault Mirage F1CGs, Northrop T-2E Buckeyes, Lockheed C-130H Hercules and Grumman G-164 Ag Cats. Another type on the list, chosen specifically for VIP work, was the Hamburger Flugzeugbau HFB-320 Hansa Jet, already in service with West Germany’s Luftwaffe in the same role. At the time, two C-47Bs configured as VIP transports were used by the HAF’s Tactical Command Flight, headquartered at Larissa, for ferrying personnel around air bases in

Both VIP-configured Embraers are used for transport work when not needed for their primary role. One of the first non-VIP transport flights was a MEDEVAC mission flown by the Legacy to Heraklion airport. Popular with crews from the Erieye community is the approval, after a decade of asking for it, for the Legacy to be used for touch-and-goes and other training, including type conversion, by 380 Squadron. New pilots for the unit all come from the fast jet community and it makes economic sense to use the VIP jet, which may otherwise be sitting idle, thereby saving valuable flight hours on the strategically important Erieye fleet.

316 JULY 2014 #316

75

04/06/2014 17:12

GREEK VIP FLIGHT Greece. They were allocated to 355 MTM (Tactical Transport Squadron) ‘Ifestos’ (Vulcan) which flew Canadair CL-215 fire-bombers. The squadron had a detachment, known as 1st Flight and named ‘Atlas’, at Thessaloniki-Sedes air base. The C-47Bs were flown and displayed by 1st Flight until 2009 – long after they had finished as VIP transports – as a tribute to the historic importance of the type. They had particular significance because 355 MTM Dakotas, using the callsign ‘Atlas’, saw combat with the then Royal Hellenic Air Force (RHAF) on tactical transport missions during the Korean War.

1980s – decade of change

The HAF’s medium transport fleet is based at Elefsis near Athens. By the mid-1980s its main cargo and transport assets were 12 C-130H Hercules of 356 MTM ‘Iraklis’ (Hercules) – which also flew five former Olympic Airways’ NAMC YS-11As. In 1983 the Federal Republic of Germany donated 16 former Luftwaffe Dornier Do.28D Skyservants as military aid and in part payment of World War Two reparations. One, s/n 4120, was fitted out as a VIP aircraft by the HAF’s maintenance depot at Hellenikon air base which formed part of the now closed Athens International Airport. Intended for use by senior officers on inspection tours around Greece, its austere interior furnishings were ripped out and replaced with four armchairs finished in blue leather. A lavatory and storage space was also added. In December 1984 the liaison flight at Larissa was deactivated and replaced by an Elefsis-based C-130H, a Do.28D and a YS-11A. They carried VIPs, including the prime minister, but after two YS-11As suffered accidents involving landing gear malfunctions the type was removed from the role in the late 1980s. One YS-11A, 2143, was converted to a navigation aid checker and is still used for radio calibration checks throughout Greece.

Into the 1990s

A Hercules carrying Greek political leaders on their way to Cyprus in 1994 was intercepted by Turkish Air Force F-16Cs on the edge of the Athens flight information region (FIR) – so it was decided VIPs needed something faster and more manoeuvrable. In 1992 Dassault had provided a second hand Falcon 900B business jet as part of the ‘Talos’ deal for Mirage 2000 fighters. Given the civil registration SX-ECH, it

Above: The first Greek aircraft assigned for royal duties was Agusta Bell AB-47J-2, serial number 066. This example displayed at the Hellenic Air Force Museum at Tatoi-Dekelia is actually a composite of several aircraft. Key – Jerry Gunner Below: The first VIP aircraft in Hellenic Air Force service were two Dakotas including this example, 492622, which is a Korean War veteran. From the 1970s they flew from Thessaloniki-Sedes Airport as Detachment 1 of 355 MTM. In January 22, 2003 the squadron redeployed to nearby Mikra airport, from where it operated as a flying tribute to the type until it was retired. All images by author unless otherwise stated

carried Hellenic Republic titling and was flown by HAF crews as the country’s sole VIP jet.. In the mid-1990s responsibility for providing the flight crews transferred to Olympic Airlines. On September 14, 1999, seven of the 13 people on board, including the deputy foreign minister, Yiannos Kranidiotis, were killed when the Falcon was extensively damaged by pitch oscillations as it approached Bucharest international airport, Romania, carrying a Greek Government delegation. An inquiry concluded that the flight crew, which usually flew Olympic Boeing 737 airliners, were not sufficiently experienced on the type, although their

licences were up-to-date and fully covered them to fly the biz-jet – the Falcon uses the wing from the Dassault Super Étendard fighter-bomber and has fighter-like handling characteristics. After the incident government officials used two Aegean Airlines Learjet 55s on official business whenever possible.

Into the new century

The HAF developed a good working relationship with Brazilian manufacturer Embraer in the first years of the new century after it selected the EMB145H fitted with the Saab Microwave Systems Erieye airborne early warning and control (AEW&C) system

Former Luftwaffe Dornier Do.28D-2 Skyservant 4120 was used by the HAF as a VIP transport in the 1980s. It is now preserved in the Hellenic Air Force Museum at Tatoi-Dekelia. Ioannis Lekkas

76

JULY 2014 #316

74-77_GreekVIP_Jul jg.indd 76

www.airforcesmonthly.com

04/06/2014 17:12

GREEK VIP FLIGHT

Cost-cutting

Above: As would be expected in a modern business jet, the Embraers have glass cockpits.

for duties over the Aegean Sea. The honour of operating the new aircraft fell to 380 MASEPE (Airborne Early Warning and Control Squadron) ‘Uranos’ (Sky), which can trace its history back to World War Two when it was a RHAF unit in Britain’s Royal Air Force. The introduction of the Erieye system, delayed until 2009 because of teething problems, gave the HAF the most technologically advanced early warning asset on NATO’s southeastern flank. In January 2000 a used Embraer ERJ-135LR, s/n 145-209, arrived for use as a VIP transport. Later the same year a new VIP-configured EMB-135BJ Legacy, s/n 135L-484, was ordered; it was delivered in 2002. The orders followed the setting up in late 1999 of a flight attached to 356 MTM dedicated to running VIP transports for the HAF. Experienced pilots from the A-7, Mirage 2000 and turboprop communities were sent to Brazil to acquire type ratings on the Legacy. A couple of HAF pilots from the newly formed HAF VIP flight visited the RAF’s 32 (The Royal) Squadron at Northolt near London to pick up some tips on how the Brits do things. A Gulfstream G-V, serial 678, joined the small fleet in March 2003, making its first overseas trip on the 26th when it took the prime minister to Brussels. Other notable dates for the unit included the EMB135LR’s first overseas trip on March 9, 2000 when it took the Greek defence minister to Brussels for a summit; and September 6, 2002 when the EMB135BJ was used on official business for the first time to take the finance minister to Copenhagen.

high standards of comfort and service. It also had to arrange the maintenance and refuelling of the aircraft overseas and remotely create flight plans at short notice. In May 2008, 352 MYP was redesignated as a VVIP Squadron, MMYP (Mira Metaforon Ypsilon Prosopon).

Uncertain future

Both VIP Embraers remain on strength with the VIP Squadron but their future usage is uncertain. At the moment only the Gulfstream is being used for governmental duties and there is speculation that 352 MMYP will be downgraded from squadron to flight status. The air force’s leadership has considered another cost-saving measure to keep one of the Embraers, the 135, in service – using it as a multi-role platform. With limited modification it could be fitted out for the electronic intelligence (ELINT) role with racks to house electronic support measures (ESM) equipment. The addition of a maritime AIS (automatic identification system) would, the report suggests, turn the jet into a makeshift maritime patrol aircraft (MPA). This would go some way to curing one of the government’s biggest headaches. The Hellenic Navy’s (HN’s) leadership has faced strong criticism from NATO since it retired its MPA capability in the shape of Lockheed P-3B Orions of 353 MNAS (Naval Co-operation Squadron) in 2012. Plans to establish a separate naval aviation branch have proved fruitless. Teams of inspectors

Following Greece’s well-publicised economic problems, the Hellenic Air Force has taken measures to reduce costs while maintaining core capabilities. A recurring problem had been the loss of experienced crews to the airlines. New, expanding airlines in the Gulf region – such as Qatar Airways, Emirates and Etihad – offered HAF pilots the opportunity for highly paid jobs not too far from home. When Olympic Airlines went bust in 2009 the losses increased and before long HAF retirees with multi-crew time followed suit. The HAF leadership has since made pilot selection for the transport and VIP squadrons even more stringent, focusing on an individual’s willingness to continue serving in the air force. Another cost-cutting measure was to use a civilian company, the Jetstream Aviation Academy, to act as an operational conversion unit for those going on to fly multiengine types. In a move popular with the Greek electorate, incoming Prime Minister Antonis Samaras, in 2012 decreed that no VVIP flight could be made without his personal authority. This was in response to reports in the Greek press of the activities of the ousted leadership, involving profligate use of the VIP fleet and extra costs incurred catering for demands for exotic delicacies on board.

from Lockheed Martin have visited Elefsis and Hellenic Aviation Industry facilities at Tanagra to inspect the six P-3Bs to see if they can be brought back into use and, crucially, how much it might cost. It may be possible, albeit costly and time consuming, to upgrade the two Orions in the best condition into a P-3B+ configuration, similar to the work done in an upgrade programme for Norway’s elderly Orions. Before Greece’s financial crisis, €200 million was theoretically available for the HN to invest in new MPA. The money is no longer on the table, of course. Another solution for filling the gap left by the Orions – suggestions for it dating back to 2004 – is for Greece to acquire six former US Navy Lockheed S-3B Vikings as a stopgap measure. A proposal for such a deal from a joint US Navy-Lockheed team in 2008 found no interest from the military leadership. But Hellenic AF pilots the author has spoken to were enthusiastic about the idea; they preferred the small, powerful Viking to other turboprop-powered options afm under consideration by their bosses. The author would like to thank all the HAF Embraer-135 and 145 pilots he has had the privilege of flying with.

Enter 352 Squadron

A search and rescue squadron, 358 MED (Mira Erevnas Diasosis) ‘Faethon’, had been responsible for providing helicopter services for VIPs with three Bell AB212s and a single Agusta-Bell 206A JetRanger. In January 2003 its VIP assets were assigned to the new 352 MYP (VIP Transport Squadron) at Elefsis as part of the 112th Combat Wing. A young A-7E Corsair pilot who transferred to the unit at the time described the hectic pace of operations: “We flew from one little Greek island airport to the other, and had to reprogram the FMS [flight management system] as fast as we could to get up to speed and gain expertise.” An urgent priority for the new squadron was to establish a command and control infrastructure able to cope with the demands of politicians requiring www.airforcesdaily.com

74-77_GreekVIP_Jul jg.indd 77

Above: Delivered in 2002, VIP-configured EMB-135BJ Legacy s/n 135L-484 was the second Embraer for the HAF. It carries the name ‘Nefeli’, a cloud nymph from Greek mythology. No longer used for VIP duties it may find a new lease of life as an ELINT platform. AirTeamImages.com/Jan Ostrowski

#316 JULY 2014

77

04/06/2014 17:12

FORCE REPORT URUGUAYAN NAVAL AVIATION

Uruguayan Naval Aviation is one of the smallest in South America, but still maintains an efficient service to protect the country’s coasts. Santiago Rivas examines the naval air arm.

Tiny but Efficient O

NCE ONE of the most powerful naval aviation forces in the region after Argentina, the Servicio de Aeronáutica de la Armada Uruguaya (Uruguayan Navy Aeronautical Service), Uruguayan Naval Aviation was created in 1925. It is only now slowly reclaiming its place as one of the most important air arms in Latin America. It began operations from a small temporary base in Montevideo harbour, with a mixed fleet of eight Vought OS2U-3 Kingfishers, 16 Grumman TBM1-C Avengers, ten Grumman F6F-5 Hellcats and three Martin PBM5S-2 Mariners. On September 10, 1947, Base Aeronaval No 2 ‘Capitán de Corbeta Carlos Curbelo’ was officially established at Laguna del Sauce aerodrome, near the city of Punta del Este, which would become the home of Uruguayan naval aviation. It was formally inaugurated two years later. The fleet evolved through the

78

JULY 2014 #316

78-80_Uruguay_Jul JG.indd 78

decades with a focus on maritime patrol, SAR and ASW operations, with three S-2A Trackers being received in 1965 to replace the Mariners and Kingfishers. On September 28, 1971, one of the Trackers, serial A-851, became the first Uruguayan aircraft to land on an Argentine aircraft carrier, namely the ARA 25 de Mayo. In that same year, two Sikorsky UH-34Js were delivered and the type, in various different versions, became the backbone of the helicopter force, together with the Bell OH-13 Sioux. In 1980 two demonstrator aircraft were purchased, a maritime patrol version of the Beechcraft B200T Super King Air and a Bell 222, but the latter was plagued by problems because it was only a partially tested prototype. One year later, three Beech T-34C-1 Turbo Mentors arrived to replace SNJ Texans, the last two of which were

exchanged with the air force for two T-34B Mentors. They were followed in 1982 by three S-2G Trackers to replace the S-2As, but in the end the latter were also kept in service. After the withdrawal of the Sikorsky UH-34s in 1988, the last two remaining examples were used as payment for three Westland Wessex Mk 60s from Bristow Helicopters in 1991. They entered service between that year and 1994 with the Escuadrón de Helicópteros. Despite their age, the helicopters performed well and in 1998 another five (Wessex HC2s) were purchased from the Royal Air Force. They had been flown by No 2 Flying Training School (FTS) at RAF Shawbury, Shropshire since 1980 and were delivered to Capitán Curbelo on March 19, 1998, and given the Uruguayan serials A-081 to 085. One of them, A-083, was lost in

an accident on March 2, 2001, during a rescue mission, killing the hoist operator, Felix Núñez. As the last operator of the type, Wessex Mk 60s were withdrawn from naval aviation service in early 2000 due to lack of spares. This situation and military budgetary constraints led to the whole force being grounded, with A-081 – the last airworthy Wessex in the world – being retired in 2010. The retirement of the Wessex left the force with no medium-size helicopters, all that remained was a single smaller Helibrás HB-355 Esquilo bought secondhand from Brazil and six MBB Bo-105P1s. Due to maintenance problems and a lack of spares the Esquilo was out of service between 2007 and 2013. It was returned to Brazil for a major overhaul in 2010 and redelivered to Uruguay in late November 2013. The former German Army

www.airforcesmonthly.com

04/06/2014 15:23

Branch: Uruguayan Naval Aviation Role: Aerial Surveillance, Troop Transport, Search and Rescue

Left: Three former Germany army Bo-105P1s are operational with the Uruguayan Naval Aviation service. All of the helicopters retain their former European army style camouflage. Below: One Bo-105P1 is used on Uruguayan Antarctic survey expeditions, equipped with flotation bags on its skids and high-visibility, orange-coloured panels for easy location. All images by author unless stated

Bo-105P1s are the most recent acquisitions, having been delivered in 2007. Previously in German service they were equipped with HOT anti-tank missiles and still have the roof-mounted sight, the Doppler navigation system and communications equipment. The Uruguayans say the helicopters are in very good condition and they received considerable support from the Germans, including a group of technicians to train them in maintining the aircraft. One of the -105s is usually used on the Uruguayan Antarctic campaigns, operating from the deck of the ROU Artigas support ship (formerly the Freiburg of the German Navy).

Current Organisation The Uruguayan Navy is tasked

Top: An Esquilo crew regularly takes up duties aboard the ROU Artigas support ship, from which they have supported UN troops in Haiti. Above: Having previously served with the Brazilian Navy, the UH-13 Esquilo has undergone a number of upgrades since its arrival. If funding permits, additional examples may be acquired from Brazilian Navy stocks. Wim Sonneveld

www.airforcesdaily.com

78-80_Uruguay_Jul JG.indd 79

with protecting the 48,288 square miles (125,057km2) of maritime space around the country and the waters of the Uruguay River and its estuary the River Plate. Their main missions are SAR, maritime patrol, firefighting on the coastal areas, pollution control, maritime interdiction and supporting the fleet, besides also operating with the marine force. The country has borders with Brazil to the north and with Argentina to the west and south, and has an excellent relationship with both. The navy is organised under the General Command, which oversees the Fleet Command, the SAR Co-ordination Centre; Naval Aviation; the Marine Force and the fleet. Currently, helicopters can only operate from the ROU Artigas and it normally carries either one Bo-105 or the Esquilo. The Naval Aviation force is very small, and is headed by a Commander and a Naval Aviation Force Chief, who oversees the Grupo de Escuadrones (the Squadron Group), the naval aviation base and the maintenance unit. The Squadron Group is formed by the Escuadrón de Exploración y Guerra Antisubmarina (Exploration and ASW Squadron), the Escuadrón Helicópteros and the Escuela de Aviación Naval (ESANA - Naval Aviation School). The Escuadrón de Exploración y Guerra Antisubmarina has one Beech B200M King Air and one B200B King Air, the latter received in 2013, to replace retired BAe Jetstream T2s and Trackers and is used primarily for communications, liaison and pilot training. This second aircraft is expected to be modified for maritime patrol in the near future and will receive, among

#316 JULY 2014

79

05/06/2014 09:58

FORCE REPORT URUGUAYAN NAVAL AVIATION other things, surveillance radar, FLIR and observation windows. Plans are to buy more examples in the near future. The B200M, a former Beechcraft demonstrator, is configured for the maritime patrol role, but also has a light attack capability. The Naval Aviation School currently has two T-34C-1 Turbo Mentors – only one of which is airworthy, but the other is now being repaired after a long period out of service. It’s used for training and also for light attack, being armed with Ordtech TwinMag twin 7.62mm machine gun pods, light bombs and twin seven-tube 70mm rocket launchers. The Escuadrón Helicópteros has six Bo-105s and one Esquilo, of which just three of the Bo-105s and the Esquilo are currently operational. The Bo-105s are not fitted with hoists and so their use is very limited. The hoist-equipped Esquilo can rescue up to two people per flight, while still carrying a crew of three. This capacity is insufficient for a country that has such a long Atlantic coastline and a border formed by the Uruguay River and an estuary up to 135 miles (200km) wide. Naval Aviation wants to find a replacement for the Wessex and is studying different offers, including one from the US Navy for SH-3 Sea Kings, but they would be very expensive for such a tiny force to operate. The Bell 412 and the Dauphin are also being considered. The navy is also looking to purchase two offshore patrol vessels, that could be equipped with three medium helicopters, at a total cost of $150m, but the money

80 JULY 2014 #316

78-80_Uruguay_Jul JG.indd 80

Fleet of the Uruguayan Naval Aviation Model

Serial

C/n

Enlisted

Notes

Helibrás HB-355 Esquilo

A-071

5334

2006

Ex N-7061, model UH-13, of the Brazilian Navy. Delivered in 2006. Made the first helicopter landing on a Uruguayan Navy ship. Out of service between 2007 and 2013, repaired in Brazil. In service.

MBB Bo-105P PAH-1

A-061

6091

2007

Ex 86+91 of the German Army. In service.

MBB Bo-105P PAH-1

A-062

6094

2007

Ex 86+94 of the German Army. Out of service.

MBB Bo-105P PAH-1

A-063

6100

2007

Ex 87+00 of the German Army. In service.

MBB Bo-105P PAH-1

A-064

6133

2007

Ex 87+33 of the German Army. Out of service.

MBB Bo-105P PAH-1

A-065

6136

2007

Ex 87+36 of the German Army. Out of service.

MBB Bo-105P PAH-1

A-066

6142

2007

Ex 87+42 of the German Army. In service.

Beech B-200T

A-871

BT-4

07/02/81

Demonstrator of the B-200T Maritime Surveillance version with registration N2067D. Minor accident on October 19, 2006. Overhauled at the Argentine Naval Aviation Base Comandante Espora. In service.

Beech B-200B

A-872

BB-1079 1/2013

To be modified for maritime patrol. In service.

Beech T-34C Turbo Mentor

A-271

GM-83

28/04/81

In service at the Escuela de Aviación Naval.

Beech T-34C Turbo Mentor

A-272

GM-84

28/04/81

Out of service.

still has to be found for them. The Escuadrón de Servicios Generales doesn’t have any aircraft but is looking at buying some light twin-engined aircraft for liaison and transport, but a decision has yet to be reached as to when this will occur.

Operations

The Uruguayan Navy takes part in the UNITAS multinational sea exercises with the navies of Argentina, Brazil and the United States, along with others that occasionally participate. It regularly attends exercises with

Above: A further four T-34C-1 Turbo Mentors are being sought from surplus US Navy stocks to bring the fleet up to seven. However, only one aircraft is operational. Below: A former 1978 Beechcraft King Air demonstrator, 871 is configured for maritime patrol. The aircraft was badly damaged in a landing accident in October 2006, but repaired and returned to service in May 2010.

the Argentine and Brazilian navies, including Atlasur, which also involves the South African Navy. As part of these, Uruguayan helicopters will fly from the decks of foreign ships to help maintain a good level of training. A helicopter and a B200 are kept on full-time alert at Capitán Curbelo Base for SAR, but sometimes they deploy to other cities, often La Paloma, where the navy has some modest facilities. In 2008 the force deployed a single Bo-105 on the ROU Artigas to join the relief efforts after the Haiti earthquake, serving with Argentine Navy forces that form part of the UN peacekeeping detachment at the city of Gonaïves. In 2006 the navy also deployed a helicopter to Antarctica for the first time, putting the Esquilo on board the ROU Artigas. The operation was repeated annually from 2008 to 2013 with a Bo-105, serialled A-063, which had its doors painted orange so that afm it could be easily identified.

www.airforcesmonthly.com

04/06/2014 15:24

NEW - NEW - N E W - N E W -N E W - NEW - NEW th

OFFICIAL 50 AN NIVERSARY SP ECIAL The Royal Air Force’s world-famous Aerobatic Team, The Red Arrows, celebrates its 50th display season in 2014 and this 100-page special magazine brings you the official history of the the team.

Go behind the scenes to meet the pilots and groundcrew in this historic year and travel back through time to read about the characters and personalities that have made the team what it is today. From its beginning in 1964 as the Yellowjacks, the first years of struggle to get established and the highs and the lows of what has been a roller-coaster ride of emotion on occasion. From every pilot and every aeroplane the team has used to the bases it has flown from, this publication is a must for all fans of airshows worldwide.

FROM BLACK TO YELLOW

It is a colourful tale with colourful characters. Many teams came and went before the Red Arrows were established as the RAF’s official display team

FROM GNAT TO HAWK

Former Red Arrows Leader Brian Hoskins describes how the team moved from the diminutive Gnat to the world-beating Hawk during the winter of 1979/80

RED AT THE TOP

JUST

Air-Vice Marshal Gary Waterfall, Air Officer Commanding 1 Group from July 2014, is a former Red Arrow. He recalls his military career to date

£5.99 455/14

*

THE CIRCUS, THE SMOKE & THE SPARES

A Red Arrows display is the culmination of dedicated hard work behind the scenes. Without the efforts of the engineers, known as the Blues, the pilots would remain firmly on the ground

AND MUCH MORE!

AVAILABLE NOW FROM

AND ALL OTHER LEADING NEWSAGENTS

Alternatively, Order Direct

JUST £5.99 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

S U B S C R I B E R S C A L L F O R Y O U R £ 1. 0 0 D I S C O U N T ! 455 Red Arrows Avail NOW.indd 49

04/06/2014 10:49

FORCE REPORT MORROCCO AIR FORCE

Keeping up with the

Neighbours Alan Warnes and Jerry Gunner explain the recent evolution of the Royal Moroccan Air Force and how many of its upgrades are making its fleet the best in the region

F

OR MANY years the Forces Royales Aériennes Marocaines (Royal Moroccan Air Force - RMAF) survived with little investment. By 2000 its fighter fleet of F-5Es and Mirage F1s purchased in the late 1970s were well behind the times – the advent of new generation airborne radars and weapons had passed them by. Its fleet of C-130Hs in service since the mid-1970s soldiered on meeting all the heavy tactical transport needs. Time was also

1: EC-130H CNA-OQ is seen here equipped with Sideways Looking Airborne Radar (SLAR) to eavesdrop on its neighbours. Unfortunately it crashed in July 2011 on a transport flight, with the loss of all 90 on board. 2: This upgraded Mirage F1EM-VI seen in the Marrakech Air Show static display in April is one of six equipped with air-to-air refuelling probes and designated F1EH-200. Upgraded F1CEs are now F1CM-VIs. ˙ 3: After leaving the Ecole de Pilotage at Marrakech, pilots destined for flying transport aircraft will make their first multi-engine training sortie ˙ with L’ Ecole de Specialisation Transport (EST) on one of a handful of Beech King Air A100s at Kenitra.

82 JULY 2014 #316

82-87_Morrocco2_Jul.indd 82

not on their side and helicopters acquired in the 1960s and ’70s were edging into obsolescence. Except for the acquisition of seven CAP 231s in 1988 to equip the RMAF’s Marche Verte (Green March) aerobatic display team, to protect the RMAF’s public image, the only tactical acquisitions in 20 years were seven CASA CN 235s in 1990. Even that deal was not a straightforward affair with most standing stored at CASA’s Seville plant for several months before delivery.

1

www.airforcesmonthly.com

10/06/2014 10:15

Branch: Morroccan Air Force Role: Air Defence, Aerial Surveillance, Troop Transport, Search & Rescue

Right: All the F-5Fs were upgraded by IAI Lahav around 2000, providing them with an impressive air defence capability. They are all based at Meknès (BAFRA2) although there is believed to be a detachment further south at Laayoune (BAFRA4). Below: If the unthinkable should ever happen and Morocco goes to war with its neighbour Algeria, it is likely the two KC-130Hs would have to top up the Mirage F1 and F-5Es during deep strike sorties. CFTs would help the F-16s which would need a boomequipped tanker that the RMAF does not have. All photos, Alan Warnes

Overcoming neglect

The RMAF had lacked any real investment in modern times since the failed 1972 military coup against King Hassan II. Led by the army’s General Mohamed Oufkir, the RMAF played a major part in the attempted overthrow, and although all supporters were purged from the military, the monarchy continued to view the RMAF with suspicion. After the death of King Hassan II in July 1999, his son was crowned King Mohammed VI. The 26-year-

2

www.airforcesdaily.com

82-87_Morrocco2_Jul.indd 83

Clever Fighter Modernisation

old, who had served the Royal Moroccan Army, brought a fresh outlook to the nation by changing old-style attitudes. The current RMAF Commander, General Ahmed Boutaleb, appointed on May 13, 1999, has remained a loyal servant. Comfortable with the RMAF’s leadership, the King set about sanctioning much needed investment into the RMAF. The fighter force was his first priority and a phenomenal job has been done in modernising the fleet.

Plans to upgrade the F-5s were put in place during 2000. The solution was a sensitive one then and is still secret because it came from Israel Aircraft Industries (IAI). It is believed the whole fleet of around 20 F-5Es has been upgraded with IAI Elta’s multi-mode EL/2032M radar as well as other associated avionics. Israel is also thought to have sold the Litening laser designation pod system and a batch of light Israel Military Industries Delilah cruise missiles. The missiles are designed specifically to strike with greater accuracy from a stand-off distance, focusing primarily on enemy air defence radars and missile systems. One source told AFM: “The F-5 has a complete tactical situation awareness system associated with a Link-16 type data link, allowing the aircraft to share and receive tactical information from ground air defence radars to create an air picture.” All the F-5s are based at Meknès, Base Aérienne des Forces Royales Air (BAFRA) 2, where Escadre de Chasse (EdC) ‘Chahine’ specialises in the air-to-ground role and EdC ‘Barak’ focuses on air defence, although pilots are trained in both missions. After the F-5 modernisation, an upgrade was made to the 27 Mirage F1EH, F1CH and F1EH-200s, the latter being fitted with air-to-air refuelling probes. These jets are now referred to as Mirage F1EM/ CM-VIs. The upgrade was designed

by the Association Sagem Thales pour la Rénovation d’Avions de Combat (ASTRAC) consortium, a joint venture between Thales and Sagem Défense Sécurité (SAFRAN). SABCA of Belgium was subcontracted to integrate the new systems, which include a Thales RC400 (RDY-3) multi-mode Doppler radar based on the Mirage 2000-5 RDY radar, albeit with a smaller antenna which has a shorter range. The cockpit has been transformed with two colour multi-function displays, a head-up display (HUD) and hands-on throttle and stick (HOTAS). One of the main features of the upgrade is the enhanced electronic warfare capability. As well as a new digital radar warning receiver (RWR) the updated model features an external ECM pod designed to detect, classify and counter the search, fire-control and missile seeker radars. The French jet is equipped with the new Armement Air-Sol Modulaire (AASM) Hammer air-toair weapon, which is principally aimed at challenging Algeria’s Pantsir S2 (SA-22B Greyhound-B) Phased Array Engagement Radar air defence system. Four Thales Analyseur de Signaux TACTiques (ASTAC) ELINT pods were supplied by the French Government for the upgraded F1s, to help develop the ability to map an enemy’s communications and radar networks. Information obtained can then be data linked to the two Falcon 20ECMs modified in 2005, which enables them to electronically attack enemy systems, using on board electronic warfare systems. Air defence capabilities have also been considerably enhanced, with the Mirage F1M-VI’s ability to downlink a complete air picture from the Thales-Raytheon Ground Air Defence radar Network (GMA-400 and AN/APQ-64 Sentinel radar) through its Thales avionics. Using this data the BVR Mica M/IR missile can then be accurately launched to bring down a high-flying

3

#316 JULY 2014

83

10/06/2014 10:15

FORCE REPORT MORROCCO AIR FORCE Western Sahara and Algeria

Morocco has nearly completed the upgrade of its 27 Mirage F1s into one common version. The work, contracted to ASTRAC and carried out at Sidi Slimane, is the most complex of all F1 upgrades according to one industry expert.

Algerian MiG-25 Foxbat or a low level Su-24MK Fencer fairly easily. According to one of the sources the author spoke to “the Mirage F1EM-VI is a striker on steroids with a powerful ELINT capability!” Many in the French fighter industry regard this upgrade as the most complex ever undertaken on the F1, and describe the RMAF’s tactical nous as sophisticated. Two aircraft including the prototype (serial number 173) were upgraded at SABCA’s Charleroi facility in 2007 and 2009. Both were flown back to the F1 base at Sidi Slimane (5 BAFRA) where work on the other 25 aircraft is almost complete. All the F1s are split between EdC ‘Assad’ and ‘Atlas’. There are believed to be around 15 F1s operational now, as some are being cannibalised for spare parts. The main issue stems from the unavailability of spares for the SNECMA ATAR 9K engines. It is likely several two-seat Mirage F1Bs will be delivered from ex-French Air Force stocks, although there is disagreement over who should pay for the overhauls before delivery. The $2.4 billion acquisition contract for 16 F-16C Block 52s and eight F-16C Block 52s was an unlikely choice, as Morocco was expected to stick with the French, as it had a generation earlier when buying the Dassault Mirage F1 and Alpha Jet. The deal was formally announced on May 30, 2008 and on July 9, 2009, a Defense Security Co-operation Agency notification to the US Congress revealed that Morocco wanted 30 AIM-120C-5 AMRAAMs, 60 AIM-9M Sidewinders, 20 AGM-88B/C HARMs, 8 AGM-65D/G and 45 AGM-65H Mavericks and 50 Joint Direct Attack Munition (JDAM) tail kits – 20 GBU-31s for the Mk 82/500lb bomb, 30 GBU-38s for the Mk 84/2,000lb, 20 GBU-24 Paveway III kits, 50 GBU-10 Paveway II kits, 150 GBU-12 Paveway IIs and 60 Enhanced GBU-12 Paveway IIs. Four Goodrich DB-110 electro-optical/infrared

84 JULY 2014 #316

82-87_Morrocco2_Jul.indd 84

airborne reconnaissance system pods and 12 Lockheed Martin AN/ AAQ-33 Sniper targeting pods were also required. Evidence in one of the hangar displays at Marrakech in April confirmed the RMAF is also acquiring the next generation Raytheon AIM-9X Sidewinder, along with the Joint Helmet Mounted Cueing System (JHMCS). The first two F-16Cs were ferried to Morocco on July 30, 2011 and officially accepted in a handover ceremony on August 4, 2011. Deliveries continued until the last two F-16Cs and a single F-16D reached Morocco in August 2012. Although the three F-16 units, EDC ‘Falcon’, ‘Viper’ and ‘Spark’, are trained to fulfil the air-to-air and air-to-ground roles, it is believed they have not yet reached initial operational capability (IOC). The F-16s serve with the 6 BAFRA at Ben Guerir Air Base, which was

officially opened on July 27, 2009 after renovation. It had served as a forward operating base for Strategic Air Command’s (SAC) nuclear-armed RB-47s until 1963, after which the base was abandoned until the late eighties. From 1988 to 2005 it served as a Transatlantic Abort Landing (TAL) site for the Space Shuttle, while supporting 83 shuttle missions. Just like the Mirage F1 crews, the F-16s have also been training regularly on suppression of enemy air defence (SEAD) missions, working with the AGM-88 highspeed anti-radiation missile (HARM) and Raytheon Digital Radio Frequency Memory (DRFM) electronic warfare systems. By actively training its personnel in SEAD, the RMAF ensures they can recognise the difference between real radar systems and electronic decoys.

Since 1975 there has been an ongoing dispute in the Western Sahara over independence for the local Sahrawi peoples, leading to a large military presence in the region. Backed by neighbours Algeria, the Polisario Front has been at loggerheads with the Moroccan Government over territory it claimed as an independent state, the Saharan Arab Democratic Republic (SADR) on November 14, 1975. Fighting between the two sides has been on and off for nearly 40 years and finding a solution has proved beyond the efforts of the United Nations. Today there are some 100,000 refugees living in Polisario camps in Algeria and the long-running mistrust between these two neighbours simmers on. Morocco views Algeria as a threat to its stability, highlighted by the shooting down of an RMAF C-130H by a Polisario surface-to-air missile (SAM) on October 12, 1981. The weapons were allegedly supplied by Algeria and Morocco has never forgotten this incident or others such as the shooting down of F-5E 91921 by a SAM-6 along the Algerian border on January 12, 1985. This and other fighter wrecks are displayed in the Polisario Museum at Tindouf in Algeria.

www.airforcesmonthly.com

10/06/2014 10:15

Branch: Morroccan Air Force Role: Air Defence, Aerial Surveillance, Troop Transport, Search & Rescue

The real Green March The RMAF aerobatic team is called Marche Verte (Green March). This refers to an order by Morocco’s King Hassan II during November 1975 for a ‘Green March’ of more than 300,000 Moroccans into the Western Sahara, which forced Spain to back down over its sovereignty. A negotiated settlement with Morocco and Mauritania, known as the Madrid Agreement saw the territory handed over, although Mauritania withdrew in 1979.

Right: Since 2011, the RMAF has acquired four Bombardier 415 water bombers to combat fires. Below: With their short take off and landing (STOL) performance, the CASA CN 235-100s purchased in 1989 are ideal for operations in the south’s desert strips. Below right: A useful addition to the transport fleet in recent years has been four Alenia C-27J Spartans.

In another move highlighting the RMAF’s preparedness, Cubic Defense Systems announced on April 11 this year that it had won a $5 million contract from the USAF to supply Morocco with its P5 Combat Training System (P5CTS) for use on its F-16s. It will allow the RMAF to use the P5CTS to support high-fidelity, Top Gun-style live and post-mission training. All Moroccan combat aircraft are net-centric and highly integrated with the newly acquired Thales ground radars by data link. These capabilities did not exist ten years ago but today represent a sustained effort very cleverly achieved by Moroccan personnel. “This modernisation programme

has been well thought through and will certainly stretch the Algerian air defences despite Morocco’s lack of financial resources” one insider told AFM.

Transports

The RMAF’s 16 C-130H Hercules include a pair of KC-130H air-to-air refuellers and a surviving EC-130H fitted with Side-Looking Airborne Radar (SLAR). Until July 26, 2011, there had been two EC-130Hs but CNA-OQ (c/n 4892) was lost about five miles (8km) from Guelmim, while preparing to land in fog en route from Dakhla in the Sahara to Kenitra, near Rabat. All 80 people on board perished during this routine troop transport flight. Unfortunately, this was not the first time the RMAF lost a Hercules. On October 12, 1981, a C-130H was lost after being hit by a Polisario surface-to-air missile (SAM) while

flying along the border with Algeria, with the loss of all on board. Other than the acquisition of seven light airlift CN 235Ms in 1990, one being a VIP version, Transport Command had seen little investment. In 2010 the age of modernisation which swept through the fighter force in the 2000s finally arrived at Kenitra (3 BAFRA), the RMAF’s transport base. First came an order for four Alenia C-27Js, with deliveries between July 2010 and late September 2011. It meant some of the ageing C-130H’s workload could be lightened. In March 2011, a single Bombardier 415 water-bomber arrived at Kenitra. For many observers seeing a ‘super-scooper’, as the -415 is known, would have been a surprise given that Morocco appears to be mostly desert. Wildfires are commonplace in the dry summers and the burning

shrubs and trees are a serious problem. A need for more farming in Morocco to satisfy national demand and boost export sales led the government to lease around 30,000 hectares of farmland in April 2010. It is a continuing trend as the government attempts to improve yields to feed the population and boost exports. It therefore became necessary to protect the farmers’ investments and so the government funded the Bombardier 415s to tackle the wildfires more effectively. The order for a single aircraft was followed by an $162 million deal for four more, which also included training and initial spares provisions. Deliveries took place between May 16, 2011 and early September 2013. A couple of the King Air 200s are also used for VIP purposes, with one being used in the Al Ghait

Below: This King Air 200 is used for training pilots in flying transport aircraft as well as being involved in the Al Ghait rainmaking programme with an Alpha Jet.

www.airforcesdaily.com

82-87_Morrocco2_Jul.indd 85

#316 JULY 2014

85

10/06/2014 10:16

FORCE REPORT MORROCCO AIR FORCE cloud-seeding programme. Morocco also uses the Alpha Jet in Al Ghait to increase water availability in the summer. The programme uses silver iodide as a seeding agent to increase precipitation from clouds over the Atlas Mountains, causing snowfall which melts in the summer when the extra water is most needed.

Net Centric Air Defence Systems

Helicopters

Nothing has changed among the helicopter fleet housed at RabatSalé (BAFRA1) since the 1970s. The ageing AB205s purchased in the late 1960s continue to soldier on carrying out light transport duties. The aircraft can also be equipped with spray bars to tackle locust infestations. The mid-1970s saw the delivery of the first of 24 civilian-specification export SA-330Fs, although the survivors have been upgraded with composite blades to SA330J standard in recent years. With the CH-47C Chinooks currently grounded, the Pumas have filled the void these helicopters have left. It is thought their grounding is due to the Chinook pilots and ground crews being sent to the USA to train on CH-47Ds. Three of these were ordered in 2011 and should be delivered to Morocco before the end of the year. Soldiering on are the survivors of 24 SA342L Gazelles that have provided around 30 years of sterling service in the communications role. They also provide a light attack capability and deploy to the Western Sahara whenever needed. Bell Helicopters would like to modernise Morocco’s helicopter fleet. During its attendance at Marrakech Air Show in April 2014,

Above: The AB 205 Hueys can be equipped with equipment to spray locusts, which have become a real problem in agricultural areas. One swarm in Morocco covered a staggering 89 square miles (230km2) and was estimated to contain 69 billion locusts! Below: There are around 20 SA342L Gazelles serving the RMAF in both communications and light attack roles. A newer more sophisticated helicopter is needed but it is unlikely the RMAF will have the budget for a gunship.

the Bell 407 training helicopter along with the Bell UH-1Y Venom and AH-1Z Viper, were all being promoted, although none of them were present. France’s Aerotech Group was also exhibiting an

upgraded SA341F Gazelle that could catapult the RMAF’s Gazelle fleet into a new era. The ‘Naja’ programme as it is dubbed could see the Gazelle equipped with new generationweapons. Two Raytheon

Flying Training Syllabus Flying Sorties

Type

Selection

Simulator Sorties

12

AS 202 Bravo

Elementary Flying

13

AS 202 Bravo

50

120

T-6C

Fast Jet

29

66

Alpha Jet

Transport

42

44

King Air 100

Helicopter

15

89

AB 206

Basic Training Senior Qualification

Above: All the RMAF CH-47Cs are currently grounded while the crews convert to CH-47Ds. There has been some suggestion they will be upgraded to CH-47C+ but this has not been confirmed. All are based at Rabat-Salé.

86

JULY 2014 #316

82-87_Morrocco2_Jul.indd 86

The RMAF has developed very sophisticated net-centric air defence systems, linked by newly acquired Thales ground radar air defence systems. The core of the network is eight AN/MPQ-64F1 Sentinel radars, giving protection at low to medium altitude. This provides a 75 mile (120km) air surveillance range supporting a multitude of advanced weapons systems such as Hawk and Stinger missile air defence systems. The 3D system equipped with a phased array X-band unit capable of automatic target detection and tracking, plugs into Morocco’s autonomous command and control system. Having also acquired eight Sentinel M1152 High Mobility Multipurpose Wheeled Vehicles (HMMWVs) to tow the radars, it is a highly mobile system aimed at protecting the country from airborne threats.

Griffin laser guided missiles were exhibited on one side while the starboard side saw another option, the TDA 68mm laser guided rocket. A FN Herstal .50 gun, was also exhibited. Aerotech has recently upgraded several of the RMAF Gazelles with a pair of night vision lights under the cabin.

Training

The Centre d’Instruction au Pilotage (CIP - Pilot Training Centre) at Marrakech-Ménara is tasked with training new pilots for the RMAF’s fighter, transport and helicopter streams. First step for the students is the Sélection en Vol (Flight Selection), which will see them fly one of around ten AS 202 Bravos used specifically for this task. Designed to save resources and provide effective training, instructors will assess students over 40 days to see if they have what it takes to become a military pilot. If successful they will be cleared to the next level, flying the new ultra-modern T-6C. Aware that a new fighter would be purchased within the next few years, the RMAF set about looking for a new training aircraft in 2007/8. The CIP’s T-34Bs and T-37C used as basic trainers were from an older generation and were outdated. Something modern was required that would prepare students for the glass cockpits of the new generation fighters. The RMAF turned to the Beechcraft T-6C Texan II which could replace both of the types they were using. On September 21, 2009, the RMAF

www.airforcesmonthly.com

10/06/2014 10:16

Branch: Morroccan Air Force Role: Air Defence, Aerial Surveillance, Troop Transport, Search & Rescue

Order of Battle – courtesy of AirForces Intelligence Location

Squadron

Type

Air Defence Command Sidi Slimane (BAFRA6) Escadron de Chasse ‘Assad’

Meknès (BAFRA2) Ben Guerir (BAFRA 6) Above: In recent years the RMAF’s Pumas have been upgraded with composite blades and re-designated SA330Ls. The Puma fleet has taken on extra work with the Chinooks being grounded. Below: Most of the AB 206 Jet Rangers are operated by the Centre d’Instruction de Pilotes d’Hélicoptères (CIP) training pilots to fly helicopters.

Mirage F1EM-VI/CM-VI

Escadron de Chasse ‘Atlas’

Mirage F1EM-VI/CM-VI

Escadrille de Reconnaissance ‘Iguider’

Mirage F1EM-VI/CM-VI

Escadre de Chasse ‘Borak’

F-5E/F

Escadre de Chasse ‘Chahine’

F-5E/F

Escadrille ‘Falcon’

F-16C/D Bk 52+

Escadrille ‘Viper’

F-16C/D Bk 52+

Escadrille ‘Spark’

F-16C/D Bk 52+

Transport Command Kenitra (BAFRA3)

1er Escadre de Transport

C-130H/KC-130H

2eme Escadre de Transport

EC-130H/Falcon 20ECM

3eme Escadre de Transport

Bombardier 415, C-27J, CN235

VIP sqn

Beech 200, 300, Cessna 560, Falcon 50, 100, Gulfstream 550, Gulfstream IITT, Gulfstream III

Escadron de Hélicoptères

AB 205, AB 206, AB 212, SA342L

Escadron de Hélicoptères

CH-47C (grounded), SA 330L

Helicopter Command Rabat-Salé (BAFRA1)

signed a contract valued at $185 million for 24 T-6Cs. Deliveries to Meknès-Menara commenced in late January 2011 and within a year all 24 had been delivered. The T-6C has a head-up display, can manoeuvre at -3.5 to +7g and is fitted with a Martin-Baker Mk 16 ejection seat, the same as the one in the Eurofighter Typhoon, thus getting the student into the fast jet psyche. Students will fly 120 missions in the T-6C during their year at the CIP while undergoing basic flying training. If selected for advanced flying training, the Alpha Jets at Meknès will be the next stop. Alternatively, if flying fast jets is not an option the next stop could be Kenitra, home to the Centre d’Instruction des Equipages de Transport (CIET - Transport School) where the new pilots will start their multi engine training with the l’École de Specialisation Transport (EST) on one of a handful

of King Air 100s and 200s. If it is helicopters they are going to train on, then they go to Rabat-Salé to fly the AB 206 JetRanger at the École de Spécialisation Hélicoptères (ESH - Helicopter School). Pilots heading into the fighter world will spend around a year with the Centre d’Instruction des Pilotes de Combat (CIPC) at Meknès (BAFRA 2). During their time there, they will fly around 71 missions, to learn the basics of flying fast jets and tactical manoeuvres ranging from aerobatics, navigation to formation flying at 500ft and 420 knots. Students are now training on the recently upgraded Alpha Jet. Nine aircraft from a €27million (£22 million) deal to upgrade 22 Alpha Jets awarded to Thales in late 2009 have been completed so far. SABCA, based at Charleroi, Belgium,has been r esponsible for developing the upgrade kits which include HOTAS, a HUD and flight instruments in the centre of the control panel. The rear

Training Command Marrakech-Menares

Le Centre d’Instruction au Pilotage La Sélection En Vol

AS 202 Bravo

École de Pilotage

T-6C

Marche Verte aerobatic team

CAP 232

Meknès (BAFRA2)

Centre d’Instruction Pilotes Combat (CIPC)

Alpha Jet VIM

Rabat-Salé (BAFRA1)

École de Specialisation Hélicoptères

AB 206 Jet Ranger

Kenitra (BAFRA3)

Le Centre d’Instruction des Ėquipages

De Transport (CIET)

Ėcole de Specialisation Transport (EST) King Air A100, 200 Ėcole de Qualification des Ėquipages de Transport

Al Ghait Rainmaking Programme Kenitra

cockpit has a new multi-function display (MFD) that enables the instructor to monitor the weapons and navigation systems. The upgrade is a more affordable way of modernising the Alpha Jet. These new digital systems provide most of the advantages of a glass cockpit

Above: The acquisition of 24 T-6Cs in 2009 has overhauled the pilot training syllabus at the Marrakech-based École de Pilotage (EdP). It led to both the T-34B and T-37C being retired from service.

www.airforcesdaily.com

82-87_Morrocco2_Jul.indd 87

various transports

Alpha Jet, King Air 200

without the expense of fitting one. The pattern aircraft [serial number 246] was flown to Charleroi, where the work was carried out, in October 2010, before being flown back to Meknès, home to the Moroccan Alpha Jets. The RMAF’s General Seif Allah, an Alpha Jet pilot, oversaw the process and was tasked with transferring further upgrade work to Meknès, where he is now the base commander. Development work was completed in mid-2012 and was followed by two pre-production upgrades in-country under the supervision of Thales. Of the 19 other Moroccan Alpha Jets in the modernisation programme, the RMAF has already completed five with the upgrade kits supplied by Thales. The RMAF appears to be happy with the outcome, with the Alpha Jet more suitable to leading pilots into afm the F-5E, Mirage F1 and F-16.

#316 JULY 2014

87

10/06/2014 10:17

EXERCISE REPORT CLOCKWORK 14

LIFE IN THE

FREEZER Lewis Gaylard went to northern Norway for the UK's Joint Helicopter Command’s Exercise Clockwork 14, where the Royal Navy & Royal Marines test their mettle in the Arctic.

88 JULY 2014 #316

88-94_Freezer_Jul jg.indd 88

www.airforcesmonthly.com

05/06/2014 15:01

Location: Bardufoss, Norway Particpants: 845 NAS, 28(AC) Sqn RAF, CLR, 1AGRM, 3 Commando, MAOT

A

FTER A winter in Norway, in 1968, when the limitations of HMS Bulwark’s air group were starkly exposed, Flag Officer Naval Flying Training (FONFT) ordered 846 Naval Air Squadron (NAS) to conduct trials and training in an Arctic environment to improve the aviation combat support provided to 3 Commando Brigade (3 Cdo Bde) Royal Marines. The NATO Northern Flank reinforcement plans, in which 3 Cdo Bde played an essential part, identified the Royal Norwegian Air Force (RNoAF, Luftforsvaret) air station at Bardufoss as a key area, and it was here that British Arctic training came to be centred. Based at a dedicated British site at Bardufoss, Clockwork 14 encompassed a variety of skills that need to be taught to a very high level to ensure that JHC and the Royal Marines can survive and fight effectively in the frozen Arctic. This year’s Clockwork involved 845 Naval Air Squadron (NAS), 28(AC) Squadron RAF, Commando Logistic Regiment Royal Marines (CLR), 1 Assault Group Royal Marines (1 AGRM), 3 Commando Brigade, the Mobile Air Operations Team (MAOT) and elements of 29 Commando Royal Artillery, 30 Commando Information Exploitation Group (IXG) and 42 Commando Royal Marines. With such a large deployment of aircraft, equipment and personnel

Above: Mountain flying is an integral part of the deployment. Skills need to be constantly maintained as demonstrated by the crew of this Sea King HC4. Left: Royal Marines, RAF aircrews and ground crews alike had to get acquainted with operating in the harsh environment. Here a Royal Marine crawls out of a snow hole after spending a night in temperatures as low as -30°C (-22°F). Below: With its loadmaster peering out the door, Merlin HC3 ZJ120 from ‘B’ flight 28(AC) Squadron prepares to deliver a pallet of tyres to the local Royal Marine detachment during Exercise Clockwork 14.

Flystasjon Bardufoss

The RNoAF Flystasjon (air stati on) Bardufoss is some 200 miles (125k m) inside the Arctic Circle at 69° Nort h and sits across the E6, the only road to run the length of Norway. For more than 40 years the British training cadr e, Joint Helicopter Command (JHC), know n to all as ‘Clockwork’, has deplo yed to Bardufoss for mountain and cold weather warfare training. The region provides excellent training areas and is easily supplied by land and sea.

www.airforcesdaily.com

88-94_Freezer_Jul jg.indd 89

#316 JULY 2014

89

04/06/2014 15:17

EXERCISE REPORT CLOCKWORK 14 to Norway, it is a tremendous responsibility for the man in charge to ensure all the units come together and work – like clockwork. Lt Cdr Mike Day, the 845 NAS warfare officer, was the commanding officer for Clockwork 14: “The main challenge we have up here in Norway is preparing everyone to operate in this harsh Arctic environment,” he said. “We operate in temperatures down to minus 30 [-30°C (-22°F)] which poses a challenge to individuals as well as aircraft operations. There are similarities and drastic differences to operating here from the many other areas we have to operate in. Obviously the temperature is the main difference. Operating down to minus 30 is not something we encounter even in a winter in Afghanistan where typically it can drop to minus ten [14°F]. “So, strangely, what we do here in Norway does prepare people for operating in the winter in Afghanistan. The snow landings we practise here with our ‘Junglie’ Sea Kings have a direct relation to the sand landings we perform in Afghanistan while honing the basic drills that allow us to operate safely here in Norway and in Afghanistan. We have put 380 people through survival training in Norway from November last year and the survival training finished towards the end of February. “The punishing environment up here is the biggest operating demand. Very basic [things] like wearing gloves all the time when working on aircraft, so your hands do not stick to the metal, are a challenge. Carrying out aircraft maintenance can be a real tough task in severe temperatures, especially if you add in wind chill.

90

JULY 2014 #316

88-94_Freezer_Jul jg.indd 90

Above: By the end of this year the first RAF Merlins will have been transferred to the Fleet Air Arm, and will undergo a number of ‘navalised’ modifications before entering service.

“The ultimate aim of all this is to be able to operate and maintain our aircraft, successfully, out in the field. To do that well your daily routine involves [ensuring] personal survival in the Arctic environment. Add to that the complexities of operating [complicated equipment] and perhaps defending yourself as well as carrying out flight operations. Being primarily a naval exercise, we run Clockwork very similarly to a ship. The routines we structure from our daily orders and the way we organise our messes between the different ranks is all very similar to being on board a ship.”

MAOT – Mobile Air Operations Team Above: It takes more than just the pilots to perform any helicopter sortie in the CHF. Here a loadmaster carefully watches the suspended load beneath the Sea King. Below: Two of the three Merlins deployed for Clockwork 14 wait to take off on the icy taxiway.

When CHF goes into battle, one of the most important units working alongside it is the élite Mobile Air Operations Team (MAOT). It provides specialised

www.airforcesmonthly.com

05/06/2014 09:54

Location: Bardufoss, Norway Particpants: 845 NAS, 28(AC) SQN RAF, CLR, 1AGRM, 3 Commando, MAOT

assistance to CHF and helps select helicopter landing sites (HLSs) and marshal air assault operations. Royal Navy personnel and Royal Marines from the MAOT will attach to units such as 3 Cdo Bde’s Brigade Reconnaissance Force (BRF) to recce a proposed HLS. It uses satellite imagery or other reconnaissance material of the site to prepare its plans. MAOT personnel will deploy with the assault force onto the HLS, organise CASEVAC flights and direct the subsequent extraction of ground forces by helicopter. Immense trust is placed in the MAOT personnel by the CHF aircrew. In many locations crews will be flying into a HLS for the first time and, especially in a warzone such as Afghanistan, they heavily rely on the information and direction provided by the team. All MAOT members are trained as commandos but come from an aviation background, and Royal Navy personnel in the team must have passed the All Arms Commando Course. They are also trained in basic parachuting and helicopter insertion techniques such as fast-roping and abseiling. The unit also has a training role which includes running refresher courses in such insertion skills. The CHF’s MAOT is a small unit comprising just 16 men, split into three operational teams and an HQ element. Each team is further split into pairs who share duties when deployed. The operational teams rotate through four-month tours in three different roles: Afghan, Green and Black. The Afghan role sees MAOT deployed as part of the Joint Helicopter Force (JHF) in Helmand Province; for Green Ops, it provides

Arriving at Bardufoss, aircrews make up new maps to take account of any new masts and power cables – which can be suspended hundreds of feet up across the valleys.

support to 3 Cdo Bde; and in the Black role MAOT personnel attach to a maritime counter-terrorism or counter-piracy force, helping to plan and co-ordinate the helicopter insertion and extraction aspects of the mission. A MAOT element will typically follow the assault team onto the maritime objective to marshal air traffic, ensuring all personnel – troops, rescued hostages and captured enemy forces – are extracted. Captain Sam Cox, in charge of the MAOT Clockwork team, said of its work: “We’re in the Green role for this deployment and we work closely with JHC aircrew, providing HLSs for various roles including underslung load-lifting and troop drops. We construct the underslung loads and talk to the pilots with the aim of facilitating their flying training in the snowy conditions. This year it’s not been that easy due to

the unusually warm winter and not a great deal of fresh snow to help with recirculation landing training. But, the aircrews’ main aim has remained the same: mountain navigation, snow landings, load training and flying in ‘white out’ conditions. “We will recce all the HLSs in the area, which are normally on lakes or mountain tops or marshes that have frozen over. We will forward-deploy out to each of the locations with the load team, using two Hagglund BV206D tracked all-terrain amphibious vehicles and then carry out the required training. Load lifting has to be practised day and night and this year we have had both [AgustaWestland] Sea King and Merlin helicopters – next year [we’ll have AgustaWestland] Lynx as well. We have direct linked comms so we can talk to the aircrew. If they need anything changed,

or they want something done differently, we can do it quickly. “Our main goal is to make sure the aircrew achieve the desired level of training; Royal Navy, RAF or army makes no difference, we support all of them – next year with a larger team, hopefully. “Once the aircrews finish their training around the end of February and beginning of March, we’ll enter ‘Clockwork Response’, 3 Commando Brigade’s big winter deployment. We’ll work closely with the marines for a period of three to four weeks when we’ll insert with 30 Cdo Surveillance Reconnaissance Squadron (SRS).”

Junglies in the snow

Since 848 NAS disbanded last December, 845 NAS is now the sole frontline Sea King HC4 squadron. Clockwork 14 is intended to be the penultimate deployment to Norway for the Venerable ‘King’, which first deployed to Bardufoss back in 1980. For this year’s deployment, CHF had the best part of 100 personnel in situ along with Sea Kings ZA295, ZD480 and ZF118. Many of them have lots of experience of the rigours of the Arctic and a fund of stories to relate. Chief Petty Officer (CPO) Martin Strick is an air engineering technician (AET) specialising in avionics. He served as a squadron watch chief (WCPO) in Norway this year and told AFM: “Ask any ‘Junglie’ from the last 40 years to spin a ‘dit’ [naval slang for telling a story] about a detachment and, invariably, Norway will be close to the top. “This is only my third winter here in 23 years. The success of CHF, and the absolute certainty that the ‘Junglies’ will get the job done, has seen our role diversify greatly

Above: Clockwork 14 may well have be the penultimate deployment for the Sea King HC4, with only one frontline squadron, 845 NAS, now flying the type.

www.airforcesdaily.com

88-94_Freezer_Jul jg.indd 91

#316 JULY 2014

91

04/06/2014 15:17

EXERCISE REPORT CLOCKWORK 14 over the last 25 to 30 years. The shifting state of the world’s security and our role as the spearhead of JHC tasking, has seen us move away from our core roles of troop carrying and medium lift capability. “Conversely though, this is a main driver for our continued presence in Norway. [Although it is] ostensibly to train maintainers and aircrew in Arctic survival techniques, a major part of the detachment is to enable aircrew to fly in conditions that mimic the swirling sands of the Middle East.” CPO Strick explained that while it may seem odd that training to fight and maintain an aircraft in the sweltering heat of an Afghan summer should lead to the frozen wastes of northern Norway, there are many similarities. Substituting the snow for dust, then the poor visibility and reliance on robust instrument flying techniques, coupled with the need for absolute confidence in your aircrewmen, are the same. The maturity of the location as a training area ensures a winter in Norway is a rite of passage for any budding Sea King HC4 pilot, aircrewmen or maintainer, wherever they will later serve. “For the engineers new to operating in this environment, it can be slightly overwhelming at first,” added Strick. “Everything takes longer – everything. Just dressing to travel to the [flight] line is an evolution [procedure] in itself! Combine this with removal of aircraft protective covers, pre-warming the aircraft if necessary, positioning power rigs and stowing equipment and a ‘simple’ line flyer may take as long as 45 minutes to prepare. “One of my main jobs as WCPO is to ensure personnel are briefed correctly, dressed properly and aware of the time constraints

Above: The main goal for the RAF detachment was to get its junior Merlin pilots used to operating in winter conditions they had never flown in before.

[imposed by the weather]. While carrying out their tasks quickly and efficiently, they must also do them with minimum risk while ensuring we’ve carried out each evolution safely. Along with planning scheduled maintenance, performance reports on the engineers and co-ordination of the [Form] 700 paperwork – much of which has evolved under the Military Aviation Authority (MAA) – it’s a challenging detachment, but also, as always in Norway, fun. “The lack of convenient hangarage at Bardufoss is also a major logistical hurdle. While the Second World War carved ‘rock hangar’ positioned on the far side of the airfield is available

to us should we need it, for more practical purposes, rigging a parasilk over the aircraft coupled with a Dantherm Heater usually suffices. “Even though a severe lack of snow hampered our efforts this winter, we nevertheless had a few dustings that served us well enough to achieve the training required. Luckily the venerable SK4s [Sea King HC4s] were on their best behaviour, and a blown generator in the first week was the extent of any major componentdriven unserviceability.”

Prepare well to fly well Although CHF has deployed to Norway for many years it is not quite a case of just turning up and

Above: Although the temperatures are vastly different, landing techniques in Afghanistan are easily transferable to Norway once an aircrew is in the hover at low attitude – visibility is lost whether it’s sand or snow.

92 JULY 2014 #316

88-94_Freezer_Jul jg.indd 92

starting training. Much can change since the last trip from Royal Naval Air Station Yeovilton in Somerset. Colour Sergeant Paul Collacott is an aircrewman on 845 NAS and fully understands the preparations required before deploying: “The aircrewman’s responsibilities begin well in advance of this annual winter deployment. Two months prior to departing to Norway, all the maps, en route aviation supplements and survival equipment have to be ordered. This needs to be done in good time to enable the aircrew to plan a route from RNAS Yeovilton up to Bardufoss. “This is a challenging task as not all the desired refuel stops have the correct fuel. The stores and engineers carried on the transit flight have to be carefully balanced to ensure adequate endurance to reach those stops safely, factoring in weather issues, especially once the North Sea has been crossed. “Engineering preparations then begin, ensuring the [helicopters are in the] correct aircraft role fit and the servicing required for the aircraft for the three- to four-day transit [has been done]. This is often a difficult task with aircraft still being utilised on other exercises or deployments right up to the last minute. Clockwork 2014 did not see the Sea Kings return from Operation Patwin in the Philippines until two weeks prior to flying to Norway; this required a fast turnaround time from the engineers who worked incredibly

www.airforcesmonthly.com

04/06/2014 15:17

Location: Bardufoss, Norway Particpants: 845 NAS, 28(AC) Sqn RAF, CLR, 1AGRM, 3 Commando, MAOT

hard to ensure they were ready.” In the run up to deploying, aircrews are busy ensuring they are current in accordance with JHC flying regulations and that all their survival drills and flying currencies are in date until the end of the deployment. Some personnel deploy to Norway early to complete the Cold Weather Survival course, run by the unit’s Royal Marine Mountain Leader, which teaches crews to survive in the event of problems in adverse weather conditions or forced landings during the deployment. On arrival at the JHC Clockwork site, ground training refreshes crews on snow and ice limitations, local air traffic procedures and the laborious task of making up new maps: those produced in Norway are good but can occasionally be missing low-level hazards that may be encountered during sorties, such as new masts and power cables. Some of these are notorious and can be suspended hundreds of feet up across valleys the aircraft fly along during navigation training. With ground training complete the flying starts in earnest. The course involves snow landings by day and night – and with nightvision goggles (NVGs) – conducted both above and below the tree line. Flying above the line presents student pilots and aircrewmen with some very challenging conditions: it becomes difficult to judge rates of closure and height above the ground; and seeing some of the contours is tricky as they blend in with the white backdrop. It is even more challenging at night with NVGs. Deploying to Norway is often the first time aircrew will have experienced the incredibly cold temperatures associated with operating 200km [125 miles]

inside the Arctic Circle. A Sea King preparing for a field landing at about 70mph [115km] with an outside air temperature of -25°C (-13°F) will mean the aircrewmen experience a wind chill of about -70°C (-94°F). They also have to deal with the recirculation produced by the rotor downdraft – depending on how much snow has fallen, this can often be severe, so an aircrewman’s commentary is vital for the pilot, enabling him to anticipate losing all his hover references immediately prior to landing. The students also learn the value of dressing appropriately for the freezing conditions. The training then moves to the next phase: up in the mountains to fly the aircraft at a much higher altitude and in stronger winds. Here the student crew has to work with significant performance limitations to land on a ridge or in a valley. Operating in the mountains can initially be uncomfortable and intimidating. It takes time for the eye to adjust to the scale of the terrain and become accustomed to closure rates. And, for the aircrewman, vertigo can set in on approach to the mountain tops, with the ground thousands of feet below the aircraft, until the very final stages of landing. Low-level navigation training also features in this phase along with load-lifting by day and night and formation sorties to include landings at field landing sites. These skills are vital as they prepare the CHF for future deployments, operations and exercises. The training culminates with a FOBEX (Forward Operating Base Exercise) which involves the aircraft, aircrew and engineers deploying in the field while they support troops exercising

all over northern Norway. A FOBEX can last for up to four weeks during a major exercise. While all this training is taking place, planning the return trip continues in the background: the students are given this task to plan and execute as a climax to the course.

Above: Captain Simon Cox, in charge of the Mobile Air Operations Team during Clockwork 14, was responsible for all the load lifting practised by the Sea Kings and Merlins.

From hot to cold – 28(AC) Squadron RAF This year’s Clockwork saw ‘B’ flight, 28(AC) Squadron RAF, reacquaint itself with the harsh Arctic environment. Deploying with three AgustaWestland Merlin HC3s, it was a stark contrast to the sand and heat of Afghanistan, where the squadron has operated for more than ten years. In charge of ‘B’ flight was Squadron Leader Charlie Young: “For me, as the detachment commander, the two areas of training that are key for us here are engineering and flying. For over a decade we’ve been on operational deployment to Iraq and Afghanistan so coming up here to Bardufoss is a big change for all of us. “For the maintenance side the big challenge is getting used to working on the

Below: Colour Sergeant Paul Collacott of 845 Naval Air Squadron keeps a watchful eye out as his Sea King heads back to base. Operating in such harsh conditions means an extra pair of eyes is an invaluable aid to the pilots.

www.airforcesdaily.com

88-94_Freezer_Jul jg.indd 93

#316 JULY 2014

93

04/06/2014 15:17

EXERCISE REPORT CLOCKWORK 14 aircraft, outside, in the freezing temperatures. So far we’ve had +9°C [48°F] to -20°C [-4°F], which is a big temperature change, and this has caused some issues with the aircraft. For example the batteries don’t like the cold. So although we’ve been to Norway before it’s a case of getting used to this kind of environment again. “On the flying side we’ve gained, through continuous ops in the desert, a lot of experience of flying in dust and hot-and-high climates. In that environment the performance of the aircraft is quite limited but here in Norway, where it is a lot colder, the engines perform a lot better – because of the dense air we can obtain a better lift performance. It’s a steep learning curve to deal with heavy snowfall, high winds and the freezing cold, but that’s what we’re here for. “Our main goal is to get the junior pilots, who’ve never operated in this environment before, used to the conditions. They must learn simple things like how to taxi on any icy apron through to the challenge of mountain flying with very limited visibility. “Since we’ve been here we’ve had one or two maintenance issues. We’ve had problems with the airframe management computer (AMC) batteries, which don’t last very long in the cold. The AMC itself has been removed from the aircraft when not in use and kept inside in the warm to stop any problems recurring. We’ve also had a few problems with the drive actuators but we’ve overcome those. In the first three weeks out here we did have several serviceability issues, but it was a case of ‘bedding in’ the aircraft and for the last two weeks they’ve been fine. “As the detachment commander, it’s been quite a challenge to make sure every aspect of our operation here has run as smoothly as possible. I’m lucky I’ve served within the search and rescue [SAR] environment, so I’m used to the changeable weather conditions. For some of my aircrew who don’t have that experience, I have to make sure they know what’s required if they get in a sticky situation. So, out here, I need to have confidence that the instructors and aircrew are trained sufficiently to be able to cope with the conditions they’ll face. “Even on a nice clear day you can go flying off into the mountains and suddenly the clouds will start rolling in – and, if they’ve made a mistake, it’s not just a case of climbing to altitude because of the threat of [airframe]

94 JULY 2014 #316

88-94_Freezer_Jul jg.indd 94

the naval terminology; we can’t call it our ‘room’, it’s a cabin!’’

Cold weather training for hot and cold wars

Above: Squadron Leader Charlie Young, the detachment commander for ‘B’ flight, 28(AC) Squadron, RAF, during the exercise.

icing; they need to know how to extricate themselves. They should also know how to prevent themselves getting into that situation in the first place. “So for me it’s been a challenge to be able to supervise the flying aspect while also ensuring all the ground crew have what they need to do their job. It may sound daft but I need to ensure they have things like the correct gloves, make sure they’re working the correct shift patterns and that their exposure to the cold is minimised as much as possible. The ground crews have been working a six-day week with 12 hours on duty and 12 off. They work very similar patterns to normal ops but it’s down to the line managers, if the temperature is down to minus 20, to make sure the guys work outside for 30 to 40 minutes and then come in to warm up before going back out. “Here in Norway we’ve found everything takes longer. The aircraft have protective covers so the engineers have to remove those before we can move. For aircrew we have to wear extra kit and carry extra kit with us. The start-up procedure for the aircraft is different because we need to be more mechanically sympathetic to the hydraulic systems and the engine oil has to be warmed up before we can start. We have warm air blowers that help to keep the aircraft avionics systems warm and we can, if necessary, warm the top deck to pre-warm the engine and the transmissions. It’s part of the learning process and we’ve improved the serviceability of the aircraft while we’ve been here. “Since arriving we’ve worked

alongside the Royal Marines up on the training ranges carrying out troop drops – and also with the Cold Weather Training (CWT) course. We carried the First Sea Lord from Asegarden (CWT camp) to Setermoen Training Range along with his Norwegian counterpart and the CO of 3 Cdo Bde. And we’ve undertaken familiarisation flights for the Norwegians and provided static aircraft for their air day, which helped promote the aircraft. “While here we’ve worked closely with the Royal Navy. The usual friendly inter-service banter is very much in evidence, which has been good for the morale of the guys. For the future of Merlin, as is well known, the ownership of the RAF Merlin fleet will transfer to the Fleet Air Arm very soon with 846 NAS being the first naval squadron to operate the aircraft. “Out here, because of our long, extensive corporate knowledge of the machine, we’ve been able to help the matelots familiarise themselves with their future aircraft. It’s been excellent in that the navy has extensive knowledge of the Arctic climate – and this has worked well with our experience of the Merlin; the combination of the two has been a strong aspect of our deployment. “The Norwegians have been absolutely fantastic: very helpful and accommodating. I’m looking forward to returning here in June with ‘B’ flight, 28(AC) Squadron for Exercise Arctic Kite, when we’ll be in support of 606 (Chiltern) Squadron from RAF Benson. “It’s been a good deployment working closely with the navy even though, as RAF chaps, we’re still not quite up with all

When the Berlin Wall came down in November 1989, it marked the beginning of the end of the ‘Cold War’. Some people have asked if the Arctic training undertaken at RNoAF Bardufoss is still necessary. The fact is the training in Norway has, perhaps, even more relevance than ever before. The world is seen by many people as a very unstable place and conflicts can break out very swiftly, as recent events in Ukraine have shown. CHF, as part of JHC, is likely to be at the forefront of any expeditionary operations, and as these future theatres are not known, they must train for any and all environments. Lt Cdr Mike Day explains why: “We’ve demonstrated in Iraq and Afghanistan how important the training undertaken here in Norway is to other areas of operations. As the UK Forces’ effort reverts back to contingency, we don’t know where we’ll be required to operate next. We only need to look back to the Falklands War of 1982, which came out of the blue, to see how those valuable skills we had learnt here at Bardufoss transferred to the war in the South Atlantic. “The UK is committed to providing a Mountain and Cold Weather specialisation from 3 Cdo Bde Royal Marines, and the aircraft of CHF, as part of JHC, have to be able to support them wherever they go. It’s not just about Norway. Yes, back in the days of the ‘Cold War’ we would have been here defending the Northern Flank, but today we train here to meet our future requirements in similar environments.”

Looking to the future

This autumn 846 NAS will be commissioned at RNAS Yeovilton as the first Royal Navy Merlin ‘Junglie’ squadron. The next to convert will be 845 NAS while 848 NAS will re-form to see the Sea King ‘Junglie’ out of service. When the Merlins return to Norway next year in their new Royal Navy guise they will be worked hard, as will the air and ground crews. It’s tough training in Norway but, as CPO Martin Strick reveals, it’s not all work: “After a long, hard day we’re able to enjoy the fabled social side of a Norway trip in our respective messes. “ That, however, is another story because, as we know, what happens in the mess afm stays in the mess!”

www.airforcesmonthly.com

04/06/2014 15:18

JULY ISSUE FEATURES: Backfire to the Future

Piotr Butowski describes the twists and turns of the Tu-22M’s recent history. Russia prepares its Tu-22M3 long-range bombers for several more decades of service.

Glory Days: Corsairs on Guard

Whether engaged in training sorties and exercises at home in the US, or deployments the world over, the A-7 Corsair IIs of the Air National Guard served with great distinction. As Ben Dunnell discovers, no wonder former ANG pilots remember the ‘SLUF’ so well.

Lightning II training

Brad Edwards joins the US Navy and Marine Corps F-35 training in full swing at Eglin.

EXCLUSIVE

Peruvian Air Force on Show

JUST

£4.30

A rare glimpse of the Peruvian Air Force as it puts on an impressive demonstration of its capabilities in the skies over Lima.

AND MUCH MORE!

FREE US Air National Guard Poster

This stunning double-sided poster features an F-22A Raptor of 27th Fighter Squadron ‘Fightin’ Eagles’ on one side, with the aircraft of the Air National Guard 2014 on the reverse.

July Issue available NOW from

and all other leading newsagents

A LT E R N AT IVE LY, ORDE R DIRE CT: Free P&P* when you order online at

www.keypublishing.com/shop

*Free 2nd class P&P on all UK & BFPO orders. Overseas charges apply. Postage charges vary depending on total order value.

OR

Call (UK) 01780 480404 (Overseas) +44 1780 480404 Lines open 9.00am - 5.30pm

Also available on Search: Combat Aircraft

also available for PC, MAC & Kindle Fire from 469/14

469 CAM Latest FP.indd 95

*Poster available with printed version only.

09/06/2014 16:29

UKRAINE'S TANK BUSTERS

UKRAINE’S TANK BUSTERS Vladimir Trendafilovski explains that as clashes between pro-Russian militia forces and Ukrainian government troops became more violent in May, Ukraine’s armed forces began to rely on support from Ukraine Air Force Su-25 ground attack aircraft.

One of the latest modernised Su-25s to be received by 299 BrTA is Su-25M1 ‘38 Blue’, seen during a functional check flight at ZDARZ in March 2014. Although original plans called for the modernization of as many as 30 Su-25s by 2016, a total of 15-20 aircraft is more likely. Note the small white antenna of the SN-3307 SATNAV system on the nose - a give-away of modernized aircraft. Guk Aleksandr

96 JULY 2014 #316

96-100_Ukraine_Jul.tom.indd 96

www.airforcesmonthly.com

04/06/2014 15:20

UKRAINE'S TANK BUSTERS

W

HEN THE USSR collapsed in 1991, some 95 Su-25s were left on Ukrainian soil, but not all of them were airworthy. Around 20 were worn out early production aircraft that had seen extensive service in Afghanistan. Having been withdrawn from service because of their poor condition, they were kept at the 4070th storage base in Ovruch. Most of these, apart from a few that ended up in museums, were scrapped in the late 1990s. This left 75 operational aircraft split between three units. Despite the fact that the Su-25 is an aircraft designed for the close air support (CAS) of ground troops, two of those three units were actually naval aviation regiments based at Novofedorivka air base near Saki in Crimea. Between them these two, 100 korabel’nyy istrebitel’nyy aviatsionnyy polk (kiap - Ship-Borne Fighter Aviation Regiment) and 299 korabel’nyy shturmovoy aviatsionnyy polk (kshap Ship-Borne Ground Attack Aviation Regiment) had

a total of 36 Su-25s and Su-25UBs plus five Su-25UTG carrier-based trainers. Both regiments came under the auspices of the 1063rd Centre for Combat Employment of Ship-borne Aviation, which was also responsible for operating the NITKA full-scale ground-based replica of the ski-jump ramp from the Admiral Kuznetsov aircraft carrier. The main reason for assigning the Su-25s to naval units was the Treaty on Conventional Armed Forces in Europe (CFE), which imposed strict limits on numbers of Soviet Air Force combat aircraft. However, naval aircraft were not restricted, so the Soviets took advantage of this by assigning aircraft without an obvious maritime role to the navy. With the exception of two Su-25UBs and the five Su-25UTGs, which were fresh from the UlanUde factory, the rest came from the former 90 otdel’nyy shturmovoy aviatsionnyy polk (oshap - independent ground attack aviation regiment) -

an air force unit at Artsyz air base (also in Ukraine), disbanded in 1989. Since 90 oshap was one of the first units to get the Su-25, most were early aircraft and Afghan War veterans. Following Ukraine’s independence in 1992, the 1063rd Centre at Novofedorivka became the Derzhavnyy Aviatsiynyy Naukovo-Vyprobuval’nyy Tsentr (DANVTs - State Aviation Scientific Test Centre). At that point, both units lost their ‘shipborne’ role and were transferred to the air force. All Su-25s were pooled within 299 shturmovoy aviatsionnyy polk (shap - ground attack aviation regiment). Having no use for ship-borne Su-25UTGs equipped with a tail hook, three were soon exchanged with Russia for Su-25UBs, while the remaining two transferred to DANVTs and were ultimately sold - one to China in 2007, the other going to the USA via Estonia in 2011. Meanwhile, 299 shap went through numerous name and

‘The new system increased the accuracy of unguided air-to-ground weapons delivery’

www.airforcesdaily.com

96-100_Ukraine_Jul.tom.indd 97

#316 JULY 2014

97

04/06/2014 15:21

Ukraine's tank busters subordination changes (including a brief period in the Ukrainian Navy), until it became 299 aviatsiyna brigada shturmova (avbrsh - ground attack aviation brigade) in 2003. In 2004 it became the single Su-25 unit within the Povitryani Syly (PS - Ukrainian Air Force), moving to Kul’bakino air base, then in 2007 it was re-named 299 brigada taktichnoyi aviatsiyi (brTA - tactical aviation brigade). The new unit took over a L-39 squadron from the local 33 Spetsializovannyy Tsentr Boyovoyi Pidgotovky Aviatsiynykh Fakhiftsiv (STsBP AF - Specialized Combat Training Center for Aviation Specialists). Currently it has 41 Su-25s and 9 L-39s, but no more than 18 Su-25s and four L-39M1s are operational, the rest being stored. The third Ukrainian Su-25 operator was 452 oshap from Chortkiv air base which was formed in 1987 with 34 factory-fresh aircraft. Its single-seat Su-25s all sported ‘grach’ (rook - the nickname for the Su-25 coined during the Afghan War) artwork applied at the Tbilisi factory. The unit became 452 avbrsh in 2003, but disbanded in 2004, sending all its airworthy aircraft to 299 avbrsh which sent

Above: Four Su-25M1s, two Su-25s, one Su-25UB and a Su-25UBM1 on the ramp at Kul’bakino air base on February 14, 2013. Most of the aircraft carry the ZDARZ emblem on their tails. Sergey Smolentsev

its older Frogfoots to Chortkiv for storage. They remained there until the base closed when they were transferred to Ivano-Frankivs’k air base, under 114 brTA. The majority went from there to the ZDARZ MiGremont depot at Zaporizhzhya for overhaul and subsequent sale in 2008; only four

One of the two trainers still active with 299 brTA, Su-25UB ‘65 Blue’, takes off from its home base on February 14, 2013. Sergey Smolentsev

remain at Ivano today. Many surplus Su-25s became available in 2005. Ukraine sold off 16 to countries in Africa - two Su-25UBs to Equatorial Guinea in 2007, eight Su-25s and two Su-25UBs to Chad between 2008 and 2013, two Su-25s to the Democratic Republic of the Congo in 2012 and two Su-25s to Niger in 2013. All were overhauled at the ZDARZ depot before being delivered to their new owners. Currently the ZDARZ depot has six stored Su-25s. Three more were laid up at the overhaul depot at Yevpatoriya (not far from Novofedorivka) but their fate has yet to be determined.

Keeping the fleet in service

As early as 1997, the ZDARZ depot was authorised to completely overhaul Su-25s - a vital procedure needed to keep the Ukrainian Su-25 fleet airworthy. The first aircraft to have the work done at ZDARZ was Su-25UB serial number ‘61 Blue’ of 299 oshap, which was delivered on May 6, 1999. The second jet, ‘17 Blue’ of 299 oshap was delivered in 2000 in the ‘overall broken’ camouflage scheme devised for the unit by the ZDARZ depot. An Afghan War veteran, it also received special markings on the port side of its nose, commemorating the number

‘Su-25s are ideal for ‘shows of force’ at lowlevel and direct air support of ground troops’

98 JULY 2014 #316

96-100_Ukraine_Jul.tom.indd 98

www.airforcesmonthly.com

04/06/2014 15:21

ukraine's tank buster a set of ICAO-compliant landing, navigation and communication aids. Some of these are fitted to the depot’s own Su-25UB, ‘07 Yellow’ (ex-‘52 Red’ of 452 avbrsh), but there are no known customers so far.

Latest developments

Above: The first Su-25 ‘17 Blue’ overhauled by ZDARZ back in 2000 became ‘25 Blue’. The markings under the cockpit commemorate sorties in Afghanistan when in service with the Soviet Air Force. Sergey Smolentsev

of combat sorties it flew during the conflict. Such markings are applied to all Afghan War veterans; two versions exist, for 600 and 900 sorties. Many 299 oshap aircraft were painted in the ‘overall broken’ paint scheme at their home base, as well as when being overhauled. They could be distinguished from those painted at ZDARZ by the shade of paint used and the absence of ZDARZ’s emblem on the starboard side of their tails. A new ‘overall trefoil’ scheme was introduced in mid-2007 and all active aircraft began to be painted in it. A new scheme - grey undersides, ‘grach’ emblems and red serials - was devised for 452 oshap’s aircraft. A few of its jets were painted in it when they were overhauled at ZDARZ but following their transfer to 299 oshap they got that unit’s scheme. In 2003, ZDARZ developed a modest upgrade for the Su-25 to ‘M1’ standard. This entailed fitting the SN-3307 satellite navigation system (combined GLONASS/GPS) and integrating it with a new ASP17BTs8-M1 optical sight for the pilot. The new system increased the accuracy of unguided air-toground weapons delivery and also added a night and bad weather attack capability - something lacking in ‘vanilla’ Su-25s which cannot deploy ‘smart’ weapons.

The prototype was freshly overhauled Su-25UB ‘54 red’ of 452 avbrsh, which wore the unit’s own shortlived scheme; it was ready in 2004. After extensive tests the upgrade was accepted by the PS - the aircraft is now 299 brTA’s single Su-25UBM1, ‘62 Blue’. All nine PS SU-25s overhauled by ZDARZ since then, all single-seat Su-25s, have had the modification and been re-designated Su-25M1. From 2012 the upgraded aircraft were delivered back to their units in the latest ‘digital’ colour scheme. ZDARZ also offers additional upgrades - including

The 299 brTA is actively involved in all current military operations in Ukraine. Its nimble and wellprotected Su-25s are ideal for ‘shows of force’ at low-level and direct air support of ground troops. Its ability to deploy weapons accurately against small targets such as troops, vehicles and field fortifications is vital when the action takes place in a combat environment populated with innocent civilians, non-military structures and friendly troops - making every ‘miss’ an opportunity for ‘friendly fire’ or ‘collateral damage’ incidents. By late May, most of the action was taking place in the breakaway regions in the east and south-east of Ukraine - the Donets’k and Lugans’k oblasts. Both parts of the country are within reach of Su-25s from Kul’bakino, thus eliminating the need to employ the longer range Su-24M bombers of 7 brTA from Starokostyantyniv that are in any case not ideal for CAS. The first combat missions took place on April 15 at the beginning of the ‘anti-terror operation’

Above: The fourth air force Su-25M1, ‘05 Blue’ took part in the annual airshow at Gostomel airport near Kiev in September 2012. Sergey Smolentsev Below: Vanilla Su-25 ‘02 Blue’, last overhauled at ZDARZ in 2005, was repainted from its original ‘overall broken’ scheme to the newer ‘overall trefoil’ by 2008. Note the lighter shades of colours compared to the ones applied at ZDARZ. Sergey Smolentsev

www.airforcesdaily.com

96-100_Ukraine_Jul.tom.indd 99

#316 JULY 2014

99

04/06/2014 15:21

Ukraine's tank busters in the Donets’k region. A Su-25 was airborne to support Zbroyni Syly Ukrayiny (ZSU - Ukrainian Armed Forces) forces delivered by Mi-8s to seize Kramators’k air base from pro-Russian militias. In addition to its GSh-30-2 cannon, it had a combat load-out consisting of two 20-shot B-8M1 rocket pods for 80mm S-8 unguided rockets plus two 800-litre (176 gallon) auxiliary fuel tanks. That appears to be the preferred load - enabling Su-25s to engage any kind of target, while also giving them plenty of time to loiter over the target and return to their home base. So-called anti-terror operations in the Donets’k region recommenced on May 2 with the goal of regaining control over the cities of Kramators’k and Slov’yans’k and destroying the pro-Russian militia units holding them. But, after only a few days of heavy fighting between ZSU troops and the militias, the situation entered stalemate and both towns are now under siege by ZSU forces, with sporadic fighting still going on. The Su-25s were

Above: Like many other operational 299 brTA aircraft, recently modernized Su-25M1 ‘06 Blue’ is a former 452 avbrsh jet. Many original ex-90 oshap aircraft were exported. Sergey Smolentsev

there again during the heaviest engagements. Their most notable involvement was on May 5, when a Mi-24P Hind-F combat helicopter of the 11 okrema brigada Armiys’koyi Aviatsiyi (obrAA -

List of operational 299 brTA Frogfoots Serial

Construction Number

Variant

Notes

01 Blue

25508110266

Su-25

ex-452 avbrsh, trefoil colour scheme (c/s).

02 Blue

25508110118

Su-25

ex-452 avbrsh, trefoil c/s.

03 Blue

25508110278

Su-25M1

ex-28 Red of 452 avbrsh, trefoil c/s.

04 Blue

25508110276

Su-25M1

ex-26 Red of 452 avbrsh, trefoil c/s.

05 Blue

25508110265

Su-25M1

ex-33 Red of 452 avbrsh, trefoil c/s.

06 Blue

25508110121

Su-25M1

ex-452 avbrsh, digital c/s.

07 Blue

25508110131

Su-25M1

ex-452 avbrsh, ex-27 Blue, digital c/s.

08 Blue

25508110284

Su-25M1

ex-34 Red of 452 avbrsh, digital c/s.

24 Blue

25508105038

Su-25

ex-90 oshap, trefoil c/s.

25 Blue

25508106029

Su-25

ex-90 oshap, ex-17 Blue, trefoil c/s.

27 Blue

-

38 Blue

25508110318

Su-25M1

ex-40 Red of 452 avbrsh, digital c/s.

40 Blue

25508110325

Su-25M1

ex-452 avbrsh, digital c/s.

41 Blue

25508110281

Su-25M1

ex-31 Red of 452 avbrsh, trefoil c/s.

62 Blue

38220123321

Su-25UBM1

ex-54 Red of 452 avbrsh, trefoil c/s.

65 Blue

38220123390

Su-25UB

ex-55 Red of 452 avbrsh, trefoil c/s.

Su-25 – ex-90 oshap, trefoil c/s.

independent Army Aviation brigade) was damaged by heavy-calibre machine-gun fire over Slovyans’k and forced to make an emergency landing in a swamp near the village of Raygorodok - some six miles (10km) north-east of the city. Soon after the crew was rescued by a Mi-8, a Su-25 arrived and to prevent the militia recovering it, destroyed the stricken helicopter using S-8 unguided rockets. The lack of any serious action requiring the involvement of the Su-25s in mid-May enabled them to take part in a large-scale gunnery exercise intended for all PS units - organized at Kul’bakino air base by 33 STsBP AF. Along with every other type of aircraft in PS service, the Su-25s employed live bombs and rockets at the nearby KyyevoOleksandrivs’ke range. On May 22 a series of violent clashes erupted in the area around Lysychans’k and Rubizhne (neighbouring towns in the Lugans’k region, approximately 30 miles [50km] east of Slov’yans’k). On May 23 a Su-25 was in action near Lysychans’k trying to hunt down and destroy armoured vehicles captured by local pro-Russian militia forces. With the likelihood of fighting in the region continuing, Su-25s may not have been used for the last afm time over Ukraine.

Above: The 299 brTA emblem sports a hawk with a lightning bolt, striking a shark in the sea. Sergey Smolentsev

100

JULY 2014 #316

96-100_Ukraine_Jul.tom.indd 100

www.airforcesmonthly.com

04/06/2014 15:21

july issue AVAILABLE out thursday19 april 17! june *

*

JULY ISSUE FEATURES:

FREE EUROFIGHTER TYPHOON POSTER Features every squadron to have flown the Typhoon, as well the special schemes the type has worn.

F-35B Lightning II: The UK’s Choice With the impending first visit to the UK of the F-35 we look at the development and capabilities of the variant of the Lightning II that will be operated by the RAF and Fleet Air Arm.

Spotlight on RIAT: Tim Prince Interview RIAT Chief Executive Tim prince reflects on 40 years’ involvement with the event and discusses the plans for this summer’s show.

ONLY

A-10s Return to Europe

£4.30

A report on the recent deployment to Europe of A-10s.

AND MUCH MORE!

and other leading newsagents

You can purchase your copy from

SUBSCRIBE ONLINE AT: www.keypublishing.com/shop

FREE APP with sample issue

IN APP ISSUES £3.99

SUBSCRIBE OVER THE PHONE: UK: 01780 480404 Overseas: +44 1780 480404

SUBSCRIBE & SAVE

Monthly £2.99 6 issues £19.99 12 issues £34.99

What’s happening at...

Above left: Canberra WT333 served a long and varied career on test duties. It is preserved in the ‘raspberry ripple’ colour scheme of the Royal Aeronautical Establishment. Stephen C Reglar

Lines open Monday to Friday, 9.00am to 5.30pm, 24 hour answer machine.

Above: Geoffrey Pool’s Hunter T.7 XL565 in action. Geoffrey Pool

BRUNTINGTHORPE

Main photo: Handley Page Victor K.2 XM715 prepares for a taxi run at a Cold War Jets Open Day at Bruntingthorpe. Geoffrey Pool Above right: Lockheed F-104G 22+35 is a candidate for long-term restoration to taxiable condition. AirTeamImages. com/Andy Martin Right: With an engine already purchased, GJD Services plans to return Sea Harrier FA.2 ZD610 to taxiing status. AirTeamImages.com/Andy Martin

Bruntingthorpe airfield was saved from destruction by the family business that still owns it. Today it hosts a fleet of mostly ex-military jets, with an ambition to see as many as possible ‘live’. Paul E Eden found out more.

390/13

AL SO AVA I L A B L E D I G I TA L LY:

B

ritish military airfields are often tucked away down country lanes, difficult to locate, even with a sat nav, and with its woodland location, even Bruntingthorpe’s main entrance would be easily missed were it not for the Dassault Mystère IV and Gloster Meteor standing guard at its gate. The Leicestershire airfield was constructed for the US Army Air Force in 1942 and rebuilt between 1954 and

24

24-28_bruntingthorpe2DC.mf.mf.indd 24

1956 as a base for US Air Force strategic bombers. However, the Americans pulled out in 1962 and the UK Ministry of Defence took ownership until the facility was sold to the Rootes Group in 1972. Rootes was the parent of several British motor vehicle manufacturers, including Commer, Hillman, Humber, Singer, Sunbeam and Talbot. So began the airfield’s connection with the automotive sector, an aspect of

its existence less recognised by aircraft enthusiasts, but which remains its primary function. As the motor industry changed through merger and consolidation, so the Rootes Group was broken up, some of its assets, including Bruntingthorpe, were transferred to Peugeot. The French manufacturer used the airfield as a test track, but in 1983 decided to vacate the facility and take its research Aviation News incorporating Classic Aircraft June 2014

02/05/2014 10:44

and development work to France. Peugeot contacted C Walton, a company specialising in returning airfields to agricultural use. Managing Director Dave Walton takes up the story: “All the other airfields we’d been involved with had been wartime facilities, whereas this one had been built in the 1950s and was one of Britain’s newest airfields. The specification of the concrete used in the runways and so on was to a much higher grade than previous airfields we’d dug up, and we felt it was criminal to break it up. “Peugeot explained that they didn’t want it falling into a competitor’s hands. We said we weren’t a competitor and that we’d be keen to buy it. The next day we did, just like that! It www.aviation-news.co.uk

24-28_bruntingthorpe2DC.mf.mf.indd 25

took us ten years to make it viable, but since then we’ve grown, mostly with the automotive industry, but more and more with aviation and especially aircraft teardowns. “We have the only fully sanctioned, bespoke environmental permit in the country for breaking aircraft up, which we believe is a considerable advantage. We have a site permit and the companies based here meet all the Environment Agency’s requirements for dealing with aircraft materials. Two companies based here break aircraft and one of them is also an approved aircraft maintenance organisation.”

STORAGE AND PRESERVATION Driving across the airfield to the smart office building at the centre of the Walton business, the larger of its aircraft, especially the Guppy and Boeing 747s, are immediately obvious, but more noticeable are the vehicles, thousands of them. In fact, the site has storage space for 20,000 cars, the majority of them ex-fleet vehicles for onward distribution on behalf of manufacturers. Of the aircraft, some are airliners in

temporary storage awaiting leasing or scrapping, should no further use be found for them, while Bruntingthorpe’s 10,560ft (3,200m) runway is adequate for even its largest arrivals. Most of the long-term residents are military and many are ‘live’, at least for the purposes of regular taxi runs. Ownership varies from aircraft belonging to an individual, through to the Cold War Jets collection. Dave Walton explains more about the aviation side of the business: “We’ve got the Cold War Jets Museum and several groups of enthusiasts who’ve purchased aircraft and brought them here. The ethos is that we like them to be in taxiing order and even though, apart from two of the Lightnings, most of them sit outside, we don’t want a deteriorating ‘scrap heap’ of aircraft. If you stand aeroplanes outside and don’t keep them running, they deteriorate very quickly. “We’ve got some aircraft that have been here since the early 1990s and they’re still in good condition because they’re been run regularly. That’s one of the reasons why the Vulcan could be returned to flight, because 25

02/05/2014 10:44

PC, Mac & Windows 8

iTunes Av a i l a b l e o n P C , M a c , B l a c k b e r r y a n d W i n d o w s 8 f r o m *Poster available with printed magazine only.

459 AN Latest FP.indd 101

*UK scheduled on-sale date. 459/14

04/06/2014 17:02

DEBRIEF AirDoc Publications Dassualt-BreguetDornier Alpha Jet A Part One Development, Trials and Service Introduction

Combat Aircraft 104 AV-8B Harrier II Units of Operation Enduring Freedom Lon Nordeen £13.99 ISBN 978-1-78200-344-1

Bernd and Frank Vetter 16.95 euros ISBN 978-3-935687-71-3

The Alpha Jet is an aircraft that has always been in the background of European air forces, receiving little attention for its advanced training role. All the glamour is normally reserved for the fighters and bombers. Now the German publisher AirDoc is setting the record straight with two volumes devoted to this elegant looking jet trainer. Part one looks at development, trials and service introduction into Luftwaffe service. The bilingual text layout does not detract from the wealth of material enclosed within this softback book. It was clear from the outset that the Alpha Jet would have a secondary role of a light attack close-air support aircraft within the Luftwaffe during wartime. This is covered in detail in a chapter devoted to Jagdbombergeschwader (Fighter Bomber Wing) 49. The images within it are impressive, with the

Drone Warfare The Development of Unmanned Aerial Conflict Dr Dave Sloggett £19.99 ISBN 9781783461875 An unmanned aerial vehicle (UAV), commonly known as a drone, is an aircraft without a human pilot on aboard. Its flight is controlled autonomously via computers in a vehicle or a navigator or pilot on the ground. Some view UAV use as a callous or emotionless form of aerial warfare, likening it to a child’s computer game. The reality could not be further from the truth and author Dr Dave Sloggett, who works as scientific advisor and analyst to the UK’s

author having found rare pictures of the trials of camouflage schemes tested during the early 1980s –something of which I was unaware. One of the most informative reference chapters contains cockpit images that show every instrument and those strange blue-coloured ejection seats. This detail will be handy for aircraft modellers but also serves to illustrate how basic the jet was inside – no doubt a key reason why student pilots loved flying it. The book has a quality feel to it throughout and AirDoc certainly ticks all the boxes for an authoritative book on post-war Luftwaffe aircraft and I eagerly await volume two. Long may AirDoc continue producing such titles. Glenn Sands military forces, is suitability placed to dispute such claims. I was unaware that the development of UAVs can be traced back to 1849 when the Austrians launched more than 200 pilotless balloons over the city of Venice carrying bombs controlled by timing fuses. When the balloon exploded, the bomb would drop on the city. The development of UAVs continued through the Great War and into World War with the German V-1 flying bomb and V-2 rocket. The author explains in detail the development of the ‘V weapons’ and provides a wealth of statistics on the destruction and casualties they caused in the final months of the war. The UAV’s capabilities expanded as technology improved, to the point where they now operate

This is the final book in the trilogy of volumes on the US Marine Corps (USMC) Harrier IIs in combat. It brings up to date the story of the jet in American service through the experiences of the pilots that have flown in action over Afghanistan during Operation Enduring Freedom (OEF). Beginning with the

improvements made to the AV-8B Harrier II USMC fleet following Operation Iraqi Freedom, author Lon Nordeen has cleverly broken down the decade-long OEF campaign into chapters that tell how marine pilots adapted their tactics and gradually learnt to operate by day or night over Afghanistan. Accounts of flying at night among the mountains, over hostile terrain, are brought home to the reader in dramatic retelling of mission sorties. One of the most outstanding of these is the account of Captain ‘Wiz’ Warlock who describes flying close to the Pakistan border attempting to ‘lase’ Taliban fighters who were attacking US Special Forces. Dropping a 1,000lb bomb bang-on target caused the insurgents to run and saved the US patrol. The relief expressed by the pilot is tangible and holds the reader’s attention throughout. Such stories abound in this volume and serve to illustrate how highly the US military regards the Harrier II as a close-air support aircraft. Packed with colour images, many from private collections, and with eight pages of colour side views, this is a great book that deserves a place in the collection of USMC fans. Glenn Sands

not only as reconnaissance platforms but can be guided to strike precisely through a window or target an individual. No clearer indication of this capability has been shown than in the recent wars in Iraq and Afghanistan. However, covering both sides of the argument, the author lists the statistics of strikes in the regions and concludes the increase in terrorist attacks around the world is not related to the rise in drone strikes. For those looking to learn more about what were once referred to by the mass media as ‘venomous little insects’ this has to be the best, highly readable account of UAVs. Glenn Sands

These titles are available from: The Aviation Bookshop, 31-33 Vale Road, Royal Tunbridge Wells, Kent, TN1 1BS, UK. Telephone: +44(0)1892 539284 Website: www.aviation-bookshop.com

102

JULY 2014 #316

102_Debrief_July.indd 102

www.airforcesmonthly.com

10/06/2014 14:05

5/6 JULY

RAF Waddington International Air Show

ADMISSION CHARGES IN ADVANCE Adult (16 years+) – Single Day Child (5-15 years) – Single Day Child (under 5) – Single Day Family (2A+2C) – Single Day

£24 £13 FREE £62

ON THE DAY (Subject to availability) Adult (16 years+) Child (5-15 years) Child (under 5) Family (2A+2C)

£29 £13 FREE N/A

Buy advance tickets online on waddingtonairshow.co.uk or from selected branches of HSBC and Morrisons (cash only) All proceeds to Service charities and local worthy causes

3 miles south of Lincoln

waddingtonairshow.co.uk

Our Media Partners

Supported by:

Follow us

App store is a trademark of Apple inc.

DEBRIEF Grub Street Publishing Vulcan Boys From the Cold War to the Falklands: True Tales of the Iconic Delta V Bomber Tony Blackman £20.00 ISBN 978-1-909808-08-9 Vulcan Boys is the first book entirely based on first-hand accounts from the crews themselves. The author takes the reader through the aircraft’s conception, its role as Britain’s nuclear deterrent during the Cold War and how it was used to help liberate the Falkland Islands in 1982. To begin with we hear from the test pilots who wrote the

Osprey Publishing Combat Aircraft 105 RAF Canberra Units of the Cold War Andrew Brookes £13.99 ISBN 978-1-78200-411-0 With the retirement of English Electric Canberra PR.9s in July 2006 the aviation enthusiast was given a glimpse into the secret world of the RAF’s aerial reconnaissance intelligence gathering network. But the operational career of the Canberra goes back much further, with a service history that lasted 57 years. The Canberra was the RAF’s first ever jet bomber and

handbook on how to operate the Vulcan, which seemed to involve a lot of barrel rolling during test flights, though perhaps not officially. The accounts then come thick and fast and it’s great that not all of them are from the two front seats – air electronic officers (AEOs) recall their times in the ‘black hole’ as they refer to their work stations. They flew facing backwards, with no view of the outside world, as they tried to jam enemy search radars – it was a tough job. The countless exercises and ranger flights are covered in exceptional personal detail; such a welcome change from Vulcan books in the past which concentrate on the strategic aspect. While the Black Buck raids of the Falklands War have been recalled many a time, it’s the Cuban Missile Crisis that potentially saw Vulcan crews fulfilling their

proved to be Britain’s most durable and long-lasting frontline type. During its career it equipped more than 40 squadrons, and 546 examples were built. The Canberra was designed for speed and, aside from its bomb load, carried no other weapons. Its low-aspect wing gave outstanding fuel economy at a maximum cruising altitude that far exceeded the ceiling of contemporary NATO fighters. This meant that for a few years prior to the advent of SAMs, the Canberra was immune to interception and was to provide the RAF with a bomber and reconnaissance platform to oppose any aggression from Warsaw Pact nations. As an avid historian of RAF Germany (RAFG) I found the information provided on the tactical nuclear role and photo-reconnaissance missions along the borders of the Warsaw Pact fascinating, but also chilling. To read that RAFG’s Canberras were put on 15-minute alert during the Cuban Missile Crisis in 1962 was news to me. Navigators and pilots give their views on how they would have managed against waves of MiGs and SAMs is recalled by both navigators and pilots. This brilliant book explains the countless roles undertaken by RAF Canberras, and how they held the line in times of tension. Glenn Sands

primary role of delivering a nuclear weapon against the Soviet Union. The section about NATO tactical evaluations was the highlight for me. These involved the entire V-bomber base operating under practice wartime conditions for days at a time and the crews described the enormous strain this imposed on them. The author readily admits he wasn’t able to include all the stories into this 220-page book, so hopefully a second volume will follow. There is also a limited edition available, signed by the author and aircrews – contact The Aviation Book Shop for details. Glenn Sands

Crecy Publishing Soviet and Russian Military Aircraft in Asia Yefim Gordon and Dmitriy Kommissarov £39.95 ISBN 978-1902109299 The Asian sub-continent was the first region to where the Soviet Union exported military hardware and, in particular, military aircraft. China sought Soviet aid to fight back Japanese aggression and that was the beginning of the Sino-Russian partnership, which continued throughout the Korean War to the present day. India has also acquired a large number of aircraft of various types, some with the benefit of licensed manufacture. Two other longterm Soviet allies were Vietnam and North Korea, both have been important customers for Soviet hardware and, all of these countries have used their aircraft in combat, some being secretly flown by Soviet personnel. The authors examine each nation and its aircraft alphabetically beginning with Afghanistan and ending with Vietnam. Each chapter is packed with detailed colour profiles and photographs – many of which have not been pub-

lished before. Complementing the usual historical references and tables of serials are accounts from crews who flew in the Vietnam War, Afghanistan and the countless border disputes between India and Pakistan. While the translation may not be word perfect this does not detract from the information provided, and there’s a lot of it! The chapter devoted to Vietnam shows just how the North Vietnamese Air Force grew from a handful of MiG17Fs fighting the mighty USAF to its present day status as an Su-27SK and Su-30MK2V operator flying from former American air bases. This is a great book that deserves to be in your reference library. Glenn Sands

These titles are available from: The Aviation Bookshop, 31-33 Vale Road, Royal Tunbridge Wells, Kent, TN1 1BS, UK. Telephone: +44(0)1892 539284 Website: www.aviation-bookshop.com

104

JULY 2014 #316

104_Debrief_Jul.indd 104

www.airforcesmonthly.com

10/06/2014 14:11

JUST A NICE PICTURE

Above: The three types currently based at Royal Australian Air Force (RAAF) Base Pearce, Western Australia, performing a flypast over Perth on September 27, 2013, to mark 20 years of Republic of Singapore Air Force (RSAF) flying training at the base. Seen here during the flypast are, front to back, RSAF/130 Squadron Pilatus PC-21 9105, RAAF/79 Squadron Hawk Mk 127 A27-24 and RAAF/2 Flying Training School Pilatus PC-9/A A23-009. Commonwealth of Australia/Department of Defence

AUGUST ISSUE OF AIRFORCES MONTHLY ON SALE JULY 17TH* *UK scheduled on sale date. Please note that the overseas deliveries are likely to be after this date.

106 JULY 2014 #316

106_Picture2_Jul.indd 106

www.airforcesmonthly.com

04/06/2014 17:27