Air Forces Monthly UK 2014-12

DECEMBER 2014 ISSUE #321

AIRCRAFT PROFILE: C-5 GALAXY FAT ALBERT

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

BALTIC POLICING

GOODBYE GUARDIANS USCG'S HU-25 JETS RETIRE

THE HEAT IS ON!

Exercise Report

PROJECT HABIBI

SERPENTEX 2014

IRANIAN MIRAGE F1s

ROYAL THAI ARMY Report AVIATION Force

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Contents December Issue 320 News All the top military aviation news from around the world 4-5 Headlines 6-11 United Kingdom 12-14 Europe 15-19 North America 20-21 Latin America Russia and the CIS 24 25 Middle East 26-27 Africa 28-32 Asia Pacific 34 Australasia AFM’s Dave Allport reports 35 on the latest contracts and deployments

Exercise Report Joint Warrior 2014-2 10

66 Exercise Report – Serpentex 2014

36 Chilean AF F-16C/Ds

Santiago Rivas flew in a Chilean Air Force KC-135E and witnessed the tanker refuelling a formation of F-16C/Ds high over the Andes.

Jan Kraak details changes to the French Air Force’s annual close air support exercise in South West France.

38 HU-25 Guardian Retirement

The United States Coast Guard’s HU-25 Guardian – a life-saver for 32 years – has been retired from active service. Tom Kaminski was there to experience the momentous occasion.

42 Striking Back at ISIL

As more nations join the fight against ISIL in Iraq and Syria, Alan Warnes provides an update on current operations.

70 JASDF at 60

A mass formation of more than 100 aircraft and helicopters took to the skies above Hyakuri Air Base to mark the 60th anniversary of the Japanese Air Self-Defense Force. Martin Fenner saw the spectacle from the ground.

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72 Force Report Royal Thai Army Aviation

Following Thailand’s military coup in May 2013, Royal Thai Army Aviation is being modernised to reverse years of stagnation, as Analayo Korsakul finds out.

44 RAF Voyager

AFM’s Glenn Sands visited RAF Brize Norton to see how AirTanker Services and the RAF are working together on the Voyager fleet with impressive results.

48 Baltic Air Policing (BAP) Tieme Festner, a visitor to Lithuania for 20 years, puts the Baltic Air Policing (BAP) in the spotlight as it operates out of Šiaulial Air Base.

80 Pakistan F-16 Upgrade

Give the gift that lasts all year!

Alan Warnes reports on how the Pakistan Air Force is making its F-16 fleet 24 hour day/ night capable with the help of Turkish Aerospace Industries.

A subscription to AirForces Monthly makes a great gift this Christmas. See pages 22 and 23 for details.

82 Aircraft Profile C-5 Galaxy

The C-5 Galaxy, known as Fat Albert in its hey-day, has supported five decades of intercontinental airlift. As Bob Archer explains, it has not been easy, but upgrades and modernisation will provide a new lease of life for the jet.

54 International SAR Meet 2014

Kees van der Mark reports from Leeuwarden Air Base in the Netherlands on the international search-and-rescue (SAR) meet hosted by the soon-to-be disbanded 303 (SAR) Squadron.

92 Attrition

AFM’s Dave Allport reports on the world’s latest military accidents.

58 Iranian Mirages

Twenty-five Iraqi Air Force Mirage F1s flew to Iran as the first Gulf War reached its climax, but commanders of the Islamic Republic of Iran Air Force took a further 17 years to order the aircraft back to front-line service. Babak Taghvaee unravels the protracted story of the F1s in Iranian hands.

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JASDF at 60 70 Cover: Armed to the teeth, a formation of a Portuguese Air Force F-16AM and a Royal Canadian Air Force CF-18 form up for the camera during a Baltic Air Policing (BAP) sortie. Captain Gabrielle DesRochers

Glenn Sands AFM Brand Editor

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NEWS

HEADLINES

US NAVY F-35C LIGHTNING IIS COMPLETE FIRST CARRIER LANDINGS

US Navy F-35C Lightning II CF-05 ‘SD-75’ from Air Test and Evaluation Squadron 23 (VX-23) ‘The Salty Dogs’ approaches prior to making an arrested landing for the first time aboard the aircraft carrier USS Nimitz (CVN 68) on November 3. Lockheed Martin

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WO US Navy Lockheed Martin F-35C Lightning IIs have completed the type’s first arrested landings on an aircraft carrier. The aircraft were development F-35C CF-03 ‘SD-73’ and CF-05 ‘SD-75’, both from Air Test and Evaluation Squadron 23 (VX-23) ‘The Salty Dogs’ at Naval Air Station Patuxent River, Maryland. They landed on the USS Nimitz (CVN 68) in the Pacific Ocean off the coast of San Diego, California on November 3. The first aircraft to take the wire, CF-03, touched down at 1218hrs, having been flown out to the carrier from Marine Corps Air Station Yuma, Arizona, by US

Navy test pilot Cmdr Tony ‘Brick’ Wilson. Less than an hour later, Lt Cmdr Ted ‘Dutch’ Dyckman landed CF-05 at 1311hrs. The landings marked the start of initial at-sea Developmental Testing I (DT-I) for the F-35C, which is expected to last two weeks. By November 6, the two aircraft had completed 12 flights from the carrier, flying a combined total of 12.7 flight hours and accomplishing 203 test points. During the first four days of at-sea testing, they performed 55 catapult launches, 84 planned touch-and-go landings and 57 arrested landings. Every

landing attempt was successful, with no ‘bolters’ or failures to catch an arrester cable on the flight deck. Testing scheduled for November 7 included crosswind catapult launches and crosswind approaches. The next test phase, DT-II, is scheduled in September 2015 and will include additional day/ night operations, initial weapons trials with both internal and external stores, plus maximum power launches. The third and final trials phase, DT-III, is planned for March-April 2016. Initial operational capability for the F-35C is targeted for August 2018.

South Korea Cancels $1.5 Billion KF-16 Upgrade Deal AN UPGRADE contract with BAE Systems for the Republic of Korea Air Force’s (ROKAF’s) 134 KF-16C/D Block 52s has been terminated at the request of the nation’s government. The US Defense Security Co-operation Agency (DSCA) announced the cancellation on November 5 and said the US Government had notified BAE Systems Technology Solutions and Services of Rockville, Maryland on the same day. The work would have been worth up to $1.7 billion over the life of the programme and is a significant financial blow to the company. An initial $140 million US Air Force Foreign

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Military Sales contract had been awarded to BAE Systems on May 8 of this year, covering Phase 1 of the programme for initial development and long lead item production. The DSCA noted that the “unusual move” paved the way for South Korea to pursue a similar upgrade deal with Lockheed Martin – the only other bidder. The US Government will now “work with BAE Systems to close out the contract”, said the DSCA. The first two ROKAF aircraft for upgrade, KF-16C 92-021 (92-4021) and KF-16D 92-046 (92-4046), arrived at BAE Systems’ facility at Fort Worth Alliance Airport, Texas, in

May (see First Two ROKAF KF-16s Arrive in US for Upgrade, July, p23). It is unclear what will now happen to them. In addition, on November 6, 190 workers at Alliance were notified by BAE Systems that they would be laid off because of the contract loss. South Korea had been concerned about increasing costs of the programme and threatened to pull the deal in October. Seoul’s Defense Acquisition Program Administration (DAPA) publicly complained about extra costs, claiming the US Government had added $470 million to the originally agreed overall price, while BAE Systems had also ramped up costs by $280 million.

Russians Deploy Il-76MDs to Serbia SIX RUSSIAN Air Force Il-76MDs have flown Russian troops into Batajnica Air Base, Serbia, to take part in the joint Russian-Serbian Exercise SREM-2014. The aircraft (including RA-76549, RA-76558, RA-76772 and RA-78809) brought in a Russian reinforced parachute company from the 106th Guards Airborne Division on November 6. Also offloaded was a tactical reconnaissance aerial vehicle system. Serbian Air Force and Air Defence participation included Gazelles, Mi-8/17s, Galeb G-4s, MiG-21s, MiG-29s and An-26s. All operated from Batajnica. The exercise began with a march of the Russian column from Batajnica to Šabac, in the vicinity of the Nikinci range, 55 miles (90km) east of Belgrade. The BMD-2 armoured vehicles were also air-dropped from the Il-76s on November 10 at the Nikinci range using a multi-canopy parachute system consisting of nine parachutes. Almost the entire Serbian Special Forces Brigade, including elements of the 63rd Parachute Battalion, 72nd Reconnaissance Battalion and Anti-terrorist Battalion took part. Aleksandar Radic

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Korean and Indonesian Fighter Boost

Top: A model of the KF-X in Republic of Korea Air Force markings at IndoDefence 2014 in Jakarta. Alan Warnes Above: Also displayed at IndoDefence 2014 was this model of the KF-X/IF-X in Indonesian Air Force markings. Alan Warnes

INDONESIA AND South Korea have signed an engineering manufacturing and development (EMD) agreement for a joint fighter. On October 6 the deal was sealed on the KF-X (Korea Fighter –X) and IF-X (Indonesia Fighter –X) – to progress a programme that stalled for 18 months. Indonesia is to take a 20% share of the programme – expected to cost between $8 and 10 billion. After South Korea’s new President Park-Geun-hye was elected in December 2012, she reviewed the programme before allowing it to move on. Indonesia’s Defence Minister Purnomo Yusgiantoro and South Korea ambassador to Indonesia, Cho Tai-young, then signed the deal that led to a PTDI being selected to manufacture the IF-X. South Korea will now issue requests for proposals, but it is likely that Korea Aircraft Industries (KAI), with expertise of manufacturing the KT-1 Woong Bee and T-50 Golden Eagle, is a front-runner. Of the 250 aircraft in the joint requirement, 50 are required by the Indonesian Air Force and the remainder are destined for the Republic of Korea Air Force. There are also good export prospects. “The EMD should start next year, and last around eight to ten years” according to PTDI’s, Director of Technologies, Andi

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Alisjahbani, “The first flight should take place six-to-seven years into the EMD phase, making it around 2021-22. We hope to start production around 2023.” A KAI official at the IndoDefence 2014 defence trade show which took place at Jakarta’s JI Expo from November 5-8, told AFM production of the first prototype should start in 2016/17. He also described the new fighter as a, “4.5 Generation aircraft – better than the F-16, but not quite as capable as the Lockheed Martin F-35 Joint Strike Fighter (JSF).” He said it will be developed for the air-to-ground role with a small number of tactical two-seater aircraft. Indonesia has already purchased 17 turboprop KT-1 trainers and 16 supersonic T-50 jet trainers in the past ten years and the deal will further cement the relationship between the two nations. The initial design features ten hard points with capacity to carry up to 16,000lb (7,258kg) of weaponry. Lockheed Martin is believed to be involved with the development as part of an initiative to supply 40 F-35 JSFs, which will also see significant technology transfer. Lockheed Martin involvement could also increase, should the Korean Government award the KF-16 upgrade to the US company after it cancelled a

$1.5 billion agreement for the work with BAE Systems on November 5 (see opposite). Two 36,000lb-class (16,330kg) twin turbofan engines are required for the joint fighter, but no decision has been made on the engine supplier. Eurojet 200 is an option, particularly if Eurofighter wins the replacement F-5 bid, while General Electric and Pratt and Whitney will also being considered. PTDI now has a partnering agreement with Eurofighter GmbH to market the fighter to the Indonesian Air Force, as an F-5 replacement. PTDI’s Andi Alisjahban added: “Tenders will be issued for an air superiority fighter in 2015 and, should Eurofighter win, a final assembly line will be built at Bandung. “It will provide us with some level of sustainability, to gain an insight into fighter production, as we have not been involved in this area, and will help us to assist in the development of the IFX [also known by its project name, C103] in Indonesia.” Alan Warnes

Apology

Brand Editor: Glenn Sands World Air Forces Correspondent: Alan Warnes Editorial contact: [email protected] Military News Editor: Dave Allport 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 Group Marketing Manager: Martin Steele Mail Order Subscription Manager: Ann Petrie 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, VA234519828. 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. Tel: +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

Air Forces Monthly would like to apologise to Ian Harding regarding his Brize Fighter Frenzy article (November 2014 issue) in which a section of text was misrepresented as a quote from the author.

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UNITED KINGDOM New Training Fleet Selected for UK Military Pilots A NEW fleet of Beechcraft T-6C Texan IIs, Grob 120TPs and Embraer Phenom 100s will be introduced to provide fixed-wing training under the UK Military Flying Training System (UK MFTS) programme. Ascent Flying Training, the UK MOD’s MFTS training system partner, announced on October 24 that Affinity (a joint venture between Elbit Systems and KBR) has been selected as the preferred bidder in the Aircraft Service Provider (ASP) competition for the fixed-wing element of MFTS. The new fixed-wing programme replaces the elementary, multiengine and basic flying training currently delivered on ageing platforms. This provides new training aircraft, ground-based training devices and courseware. Elementary flying training at RAF Barkston Heath and Cranwell in Lincolnshire will be on the Grob 120TP, replacing the Grob G115 Tutor T1. Basic flying training will move to RAF Valley, Anglesey, using T-6C Texan IIs to replace the Tucano T1s used for the purpose at RAF Linton-on-Ouse, North Yorkshire – putting the future of this tation in doubt. Multi-engine training at RAF Cranwell will use the Embraer Phenom 100, replacing leased Beechcraft King Air 200s. The new programme includes instruction, infrastructure and full-life support until the contract ends in May 2033. The numbers of the three new types for UK MFTS have not been revealed. Ascent, a joint venture between Lockheed Martin and Babcock International, was appointed as the MoD’s training service partner in 2008, and has a 25-year contract to provide UK MFTS. Ascent issued a request for proposals for elementary, basic, multi-engine and fixed-wing rear crew training for the RAF, Royal Navy and Army Air Corps on December 10, 2012. In addition to Affinity, there were two other bidders for the requirement. These were a BAE Systems-led team (which included Babcock, Gama Aviation and Pilatus) and Team C3, comprising Cassidian Air Systems, Cobham Aviation Services and CAE UK.

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A400M at RAF Wittering for ‘Mission: Impossible 5’

Above: The A400M over RAF Wittering on November 1 showing the large rig holding the camera above the port undercarriage fairing. Doing his own stunts for Mission: Impossible 5, Tom Cruise is clinging to the outside of the closed rear crew door. Lee Hellwing

AN AIRBUS A400M prototype arrived at RAF Wittering, Cambridgeshire, in October to be filmed for the new Mission: Impossible 5 movie starring Tom Cruise. The aircraft, F-WWMZ (c/n 006), initially flew from Seville-San Pablo Airport, Spain, to RAF St Athan, Wales, on October 28 where, after stopping overnight, it made an early morning circuit accompanied by a helicopter camera ship, AS355F1 Ecureuil II G-LECA, before departing to Wittering.

Filming began at Wittering on October 31 using the A400M and another camera ship, AS355N G-SCHZ. The aircraft also flew again in formation with G-SCHZ on November 1 and 2. On both days, sorties were short, comprising a wide circuit before landing again – presumably because Tom Cruise, dressed in a smart suit, was clinging to the outside of the aircraft (with a safety harness) alongside the closed port-side rear crew door and would not

have wanted to be airborne for very long fully exposed to the aircraft’s slipstream! The AS355 had a camera mounted under its nose and the A400M sported a large rig above its port undercarriage carrying a camera to film the sequences with Tom Cruise. More filming took place on the ground at Wittering on November 3, the actor running along the top of the A400M’s fuselage while downdraught from the camera helicopter made it appear the aircraft was in flight.

Second Royal AF A400M Makes Maiden Flight AIRBUS DEFENCE and Space has flown the second A400M Atlas for the RAF from Seville-San Pablo Airport, Spain, where the type’s final assembly line is located. The aircraft, (ZM401)/EC-406 (c/n

0016), undertook its maiden flight on October 23. It was then due to be painted in RAF colours. Meanwhile, delivery of the first RAF aircraft, ZM400 (c/n 015), is imminent, although by

early November it had yet to be handed over. Airbus plans to deliver the first four of 22 on order for the RAF by the end of the year, six in 2015, six in 2016 and the last four by mid-2018.

Above: The second RAF A400M Atlas, ZM401/EC-406 (c/n 016), about to carry out a rejected take-off test at Seville-San Pablo Airport, Spain, on October 22. It made its first flight the following day. Antonio Muñiz Zaragüeta

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Royal Navy Merlins Arrive for Operation Gritrock

THREE ROYAL Navy Merlin HM2s from 820 Naval Air Squadron are in Freetown, Sierra Leone – on board the Royal Fleet Auxiliary aviation support ship RFA Argus (A135) – to help in the urgent fight against the Ebola virus. The helicopters arrived on October 30 with the ship and will assist with the rapid movement of British Army medical teams, stores and aid experts to wherever they are required. The vessel left Falmouth, Cornwall, on October 17 with the three Merlins embarked. On arrival, the ship began offloading Department for International Development equipment, including 32 off-road vehicles. The UK’s military efforts to support the fight against Ebola – designated Operation Gritrock– includes the RAF’s 99 Squadron, which flew a C-17A Globemaster III into Sierra Leone bringing medical supplies and other equipment. Left: Merlin HM2 ZH850 ‘80’ from 820 Naval Air Squadron taking off on October 30 from the Royal Fleet Auxiliary aviation support ship Argus (A135) in Sierra Leone where, along with two others, it will assist Operation Gritrock. MoD Crown Copyright/PO (Photo) Carl

New Royal Navy Wildcat Squadron Formally Commissioned A commissioning ceremony has been held at Royal Naval Air Station Yeovilton, Somerset, for the Fleet Air Arm’s 825 Naval Air Squadron (NAS), which flies the new AgustaWestland Wildcat HMA2 helicopter . The event on October 10 marked 825 NAS' formal takeover of the duties of 700W Squadron. The latter was decommissioned during a ceremony at the base on July 30 (see Royal Navy Lynx and Wildcat Squadron Changes, September, p6). The new squadron’s mission is to train air and ground crews on the new helicopter, while it is also responsible for providing the frontline fleet with Wildcat flights to support Royal Navy ships and their operations around the world. The CO of 825 NAS, Commander Glyn Owen, said: “We will be focused on developing the full range of capabilities and ultimately the deployment of these aircraft to frontline operations in early 2015.”

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UK Ends Combat Operations in Helmand UK FORCES combat operations have ended in Helmand province, Afghanistan. A ceremony on October 26 saw the formal handover of control of Camp Bastion and the adjoining US base, Camp Leatherneck, to 215 Corps of the Afghan National Army and marked the end of operations for Regional Command (Southwest), a UK-US coalition command which was part of NATO’s International

Security Assistance Force. British troops have been in Afghanistan since October 2001, with Camp Bastion, in Helmand, being the main UK base since 2006. A total of 453 British troops lost their lives during the conflict. The US has lost 2,349 personnel in Afghanistan. With the handover of Camp Leatherneck, the last US Marine Corps unit in Afghanistan also

ended its combat operations. UK command of Helmand had been transferred to US forces in April and the return home of personnel, military vehicles and equipment has been under way for the past few months. Aircraft and helicopters from the UK and US moved the last personnel from Bastion to Kandahar Airfield on October 27 in preparation for their return home.

Above: The final helicopters to leave Camp Bastion, Afghanistan – four US Marine Corps CH-53E Super Stallions and two RAF/1310 Flight Chinook HC4s (ZA680 ‘AH’ and ZH776) fly in formation en route to Kandahar on October 27. Regional Command Southwest/Staff Sgt John Jackson

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UNITED KINGDOM

RAF Typhoons in Exercise Bersama Lima First Paveway IV Multiple Release from RAF Typhoon

Above: Royal Air Force/3 Squadron Typhoon FGR4 ZJ916 ‘QO-S’ takes off from Royal Malaysian Air Force Base Butterworth on October 16 while participating in Exercise Bersama Lima 2014. The major Five Power Defence Arrangements tactical command post and field training exercise was held from October 7 to 22 in Malaysia, Singapore and the South China Sea. Commonwealth of Australia/Cpl Shannon McCarthy

Anglo-French UCAS UK F-35 Carrier Integration Contract LOCKHEED MARTIN has won The new deal covers operational Development a contract to integrate F-35 and engineering support for UK Contracts Signed F-35 carrier integration. Initial Lightning II Joint Strike Fighter PLANS TO develop a joint UK and French Unmanned Combat Air System (UCAS) have moved a step forward. New defence co-operation contracts, valued at £120 million, were signed in Paris on November 5 for the early phase of joint UCAS work. By the 2030s the new capability is due to undertake sustained surveillance, mark targets, gather intelligence, deter adversaries and carry out strikes in hostile territory. The contracts underpin a two-year Future Combat Air System (FCAS) feasibility phase exploring options for future collaborative acquisition in the system. The programme will develop and compare two national designs and concepts, leading to a joint version for a follow-on UCAS demonstration programme. It follows a Statement of Intent at the AngloFrench Security and Defence Summit at RAF Brize Norton, Oxfordshire, on January 31 (see New Agreement on Anglo-French Combat Air System, March, p6) and a Programme Arrangement at Farnborough on July 15. The joint phase will be complemented by national work worth around £40 million in each country. Six partners are involved in concepts development: BAE Systems, Dassault Aviation, Thales France, Selex ES, Rolls-Royce and Safran. The contract will run for 24 months with results providing information for any follow-on programme.

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operations with the Queen Elizabeth class aircraft carriers for the UK Government. The $50 million deal, awarded on November 3 by US Naval Air Systems Command, modifies a contract originally awarded on October 26, 2001 for the F-35 Engineering and Manufacturing Development programme.

funding of $10.83 million was released at the time of the award and contract completion is anticipated in December 2017. A large part of the work (64%) will be undertaking in the UK at BAE Systems’ facility in Salmesbury, Lancashire, with the remainder at Fort Worth, Texas (26%); and Orlando, Florida (10%).

Ecuadorian Navy CN235 at Prestwick ARRIVING AT Glasgow-Prestwick Airport, Scotland, on October 28 was Aviación Naval Ecuatoriana (Ecuador Naval Aviation) CN235M-100 AN-202 (c/n 16) from Escuadrón 200 at Guayaquil. The aircraft came from the Airbus Defence and Space facility at Seville-San Pablo Airport, Spain, via Santiago de Compostela. The long-serving aircraft was delivered new to the Ecuadorian

Army in 1989, but transferred to the navy in 1994. It was expected to be at Prestwick for approximately two weeks of trials, testing some new radar equipment installed by Airbus in Seville, according to local sources at Prestwick. It remained hangared until November 6, when it was towed out for engine runs and taxi trials before undertaking its first test flight the next day.

Working closely with the Royal Air Force and the weapons manufacturer Raytheon UK, BAE Systems has completed a series of flight trials which culminated in two Paveway IV precision guided weapons being released simultaneously from a Typhoon aircraft. The company announced the achievement on November 4, noting it was the first multiple release of the Paveway IV from an RAF Typhoon to strike multiple targets. The trials were conducted by a joint industry and RAF team using Typhoon T3 ZK303 (BT017), equipped with the latest Phase 1 Enhancements package (P1Eb), which gives Typhoon Tranche 2 aircraft full air-to-surface capability. The trials demonstrated the capability with the Paveway IV, including self-designation with laser guidance to the target and GPS-only guided releases. Typhoon Test Pilot Steve Formoso said: “This trial has demonstrated the ability of Typhoon armed with Paveway IV to attack multiple targets. The drop was part of a programme proving the latest P1Eb upgrade for the RAF Typhoon fleet. P1Eb standard Typhoons can carry up to six Paveway IV weapons which can be released simultaneously against multiple targets.”

Above: Aviación Naval Ecuatoriana (Ecuador Naval Aviation) CN235M-100 AN-202 (c/n 16) from Escuadrón 200 at Guayaquil, in the former Polar Air Cargo hangar at Glasgow-Prestwick Airport, Scotland, on October 29. It had arrived from Spain the previous day. Colin Gordon

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UNITED KINGDOM Exercise Report Accident Reports

Joint Warrior 2014-2 AFM provides a photo report of the aircraft involved in Exercise Joint Warrior 14-2 staged off the coast of Scotland.

EXERCISE JOINT Warrior 14-2, the second this year, took place from October 6-17. Europe’s largest military exercise, with the majority of the action at sea off the coast of northern Scotland, it involved 22 ships and submarines. However, 52 aircraft from the Fleet Air Arm and Royal Air Force, plus several overseas air arms, also took part, with most operating out of RAF Lossiemouth, Moray. The exercise tests the ability of the UK armed forces, NATO and allied units to combine their tactics and skills as a joint task force. Overseas participants at Lossiemouth comprised German Air Force Tornado ECRs and Swedish Air Force JAS39C/D Gripens, while operating out of RAF Leeming, North Yorkshire, were a French Navy Atlantique 2, Royal Canadian

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Above: Royal Air Force Shadow R1 ZZ416 from 14 Squadron at RAF Waddington, Lincolnshire, returns to Lossiemouth after a Joint Warrior mission. Tom Sunley Below: A civilian participant in Joint Warrior, British International Helicopters Sikorsky S-61N G-BFRI was used to ferry around personnel involved in the exercise. It is landing on the US Navy guided-missile cruiser USS Vicksburg (CG 69) in the Atlantic Ocean on October 12 for an exchange of military liaison personnel. US Navy/Mass Communication Specialist 1st Class Justin L Ailes

Air Force CP-140 Aurora and US Navy P-3C Orion. Durham Tees Valley Airport, County Durham, hosted a US Navy P-8A Poseidon for the exercise. UK assets included Royal Navy Hawk T1s and Cobham Aviation Falcon 20s flying out of Glasgow-Prestwick Airport, Scotland, while resident Lossiemouth units participating were XV Squadron with its Tornado GR4s, plus the Typhoon FGR4s of 1 and 6 Squadron. In addition, a Shadow R1 from 14 Squadron at RAF Cranwell, Lincolnshire, plus an 8 Squadron E-3D Sentry AEW1 and V(AC) Squadron Sentinel R1 from RAF Waddington, Lincolnshire, were involved. Support was provided by RAF/33 Squadron Puma HC2s from RAF Benson, Oxfordshire, and C-130J Hercules from 47 Squadron at RAF Brize Norton, Oxfordshire. 

Above: Swedish Air Force JAS39C Gripen 39269 taxies out at RAF Lossiemouth, Moray, for another Joint Warrior 14-2 mission. Four Swedish JAS39Cs and a pair of twoseat JAS39Ds arrived at the base on October 3. All were from F17 Wing at Ronneby-Kallinge. Tom Sunley Left: A German Air Force (GAF) Tornado ECR 46+46, carrying an AGM-88 HARM under the fuselage, lifts off the runway at RAF Lossiemouth. The aircraft was one of six GAF Tornado aircraft taking part in Joint Warrior: four arrived on October 1, followed by another two on October 10. The aircraft came from Aufklärungsgeschwader 51 (Reconnaissance Wing 51) ‘Immelmann’ at Schleswig-Jagel. Tom Sunley Right: Among local participants was Royal Air Force/1 Squadron Typhoon FGR4 ZK336 ‘FD’, photographed in the early evening sun at the end of a JW14-2 sortie. Alan Worsley

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NEWS

CONTINENTAL EUROPE Czech Gripens Delivery of 12th French Navy NH90 Caiman in Icelandic Air Policing Role FIVE CZECH JAS39C Gripen fighters arrived at Keflavik Air Base, Iceland, on October 10 to undertake the air policing role. They had been due the previous day but were delayed by bad weather. Four Gripens will be used for the mission, the fifth acting as a back-up. Up to 75 personnel are also being deployed for the task, which is officially designated Airborne Surveillance and Interception to meet Capabilities Iceland’s Peacetime Preparedness Needs (ASICIPPN). Lasting until December 3, the mission is headed by Colonel Martin Nezbeda, commander of the 21st Air Wing at the 21st Tactical Air Force Base in Caslav, which operates the Gripens. An advance party arrived at Keflavik on October 3 to prepare for the detachment, and more personnel and equipment followed on the 6th on a Czech C295M transport aircraft. The Gripens made a direct four-and-a-half-hour flight from Caslav to Keflavik, carrying out two in-flight refuellings en route from an Italian Air Force KC-767 tanker.

Above: The 12th NH90 Caiman for France’s Aéronavale, No 12 (c/n 1300, ex F-ZWCF), arriving on October 23 at Lanvéoc-Poulmic to joint Flottille 33F. Marine nationale

FRANCE'S AÉRONAVALE (naval air arm) has taken delivery of its 12th NH90 Caiman. The helicopter, NH90-NFH No 12 (c/n 1300, ex F-ZWCF), arrived at LanvéocPoulmic to join Flottille 33F on October 23, flown by a crew from the Centre de’Expérimentations

Pratiques et de réception de l’aéronautique navale (CEPA, Naval Aviation Experimentation and Acceptance Centre) at Hyères. The French Navy’s Caiman is a multi-mission shipboard helicopter primarily used for antisubmarine and anti-surface vessel

Hellenic Air Force Retires A-7 Corsair II VOUGHT A-7 Corsair II operations worldwide have finally ended following the withdrawal of the last flying examples of the type from Hellenic Air Force (HAF) service. A ceremony on October 17 at Araxos marked their

retirement. The HAF A-7s were latterly flown by 116 Pteriga Makhis (Combat Wing)/336 Mira Vomvardsmou (Fighter-Bomber Squadron) ‘Olympus’ at the base. For the event, A-7E 159648 was painted in a colour scheme to mark

the end of 39 years’ operation of the type by the Greeks. Originally, the HAF flew new-build A-7H and TA-7H variants, supplemented from 1992 by ex-US Navy A-7Es and TA-7Cs. The H-models retired in March 2007.

Hellenic Air Force A-7E Corsair II 159648 wore a special colour scheme to mark the end of 39 years of A-7 operation at Araxos. Tail markings include the badges of all previous HAF A-7 units. Dave Willis

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warfare and against maritime terrorism. With Flottille 33F, the type flies public service missions such as search and rescue at sea, assistance to ships in distress and medical evacuation. The Aéronavale is scheduled to have 24 Caimans by 2019.

Slovakia Finally Orders Two C-27J Spartans ALENIA AERMACCHI is to supply two C-27J Spartan transport aircraft to the Slovak Air Force. A contract was signed between the manufacturer and the country’s defence ministry on October 29. The deal also includes logistic support and training for Slovakian aircrew and maintenance personnel. The first C-27J is expected to be delivered to Slovakia in 2016 and the second in 2017. The purchase had finally been approved on October 22 by Slovakia’s Security Council. This followed the type’s original selection as far back as December 2008 as part of the Slovak Armed Forces’ modernisation programme – which until now had faced funding difficulties.

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First Luftwaffe A400M Takes Maiden Flight

Above: The first Airbus A400M for the Luftwaffe, 54+01 (c/n 018), wearing temporary test registration EC-408, takes off from Seville, Spain, on its maiden flight. Airbus Defence and Space

The first Airbus A400M newgeneration airlifter ordered by the Luftwaffe (German Air Force) made its maiden flight on October 14. The aircraft, 54+01 (c/n 018), wearing temporary

test registration EC-408, took off from Seville-San Pablo Airport, Spain, at 1430hrs local time and landed back there 4 hours and 58 minutes later. The turboprop is the first of 53

News Brief

Angolan Air Force VIP Yak-40 Visits Malta

TURKEY'S ROKETSAN and Lockheed Martin have signed a teaming agreement for collaboration on the SOM-J air-to-surface stand-off missile. The agreement was signed on October 22. The SOM-J is a variant of the SOM autonomous, long-range, low-observable, allweather precision air-to-surface cruise missile and is specifically tailored for internal carriage on the Lockheed Martin F-35 Lightning II Joint Strike Fighter. The companies will jointly develop, produce, market and support SOM-J for internal carriage on the F-35 or external carriage on other aircraft platforms.

that will eventually replace all of the Luftwaffe’s ageing Transall C160 fleet. Handover of the first was expected in November. The first unit to be equipped with the A400M will be

Lufttransportgeschwader 62 (LTG62 - Air Transport Wing 62) at Wunstorf. However, the unit's Transalls will remain in service until the end of 2015 during the transition period.

Above: Força Aérea Nacional de Angola (FANA, Angolan National Air Force) Yakovlev Yak-40K T-450 (c/n 9820558, ex D2-MAS) departing from Malta International Airport on October 8 after making a rare visit to the island. The aircraft is flown by the Esquadra VIP/Esquadrilha VIP at Base Aérea No 1 Belas, Luanda/4 de Fevereiro International Airport. Andre Abela via Chris Cauchi

Turkey’s Second Hürkus˛ Trainer Flying TURKISH AEROSPACE Industries (TAI) is progressing with its Hürkus˛, Turkey’s first locally designed basic training aircraft. The second prototype, TC-VCI, joined the flight test programme after making its first flight on September 10 from TAI’s flight test centre in Kazan, Ankara. Airborne at 0747hrs, it climbed to 8,500ft (2,590m) and achieved a top speed of 140kt (260km/h) before landing at 0803hrs. By that time, the first prototype, TC-VCH, had completed 85 flights since its first on August 29, 2013 (see Maiden Flight of Turkey’s Hürkus˛ Basic Trainer Prototype, October 2013, p9). It was

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displayed at the 103rd anniversary of the Turkish Air Force event at Eskisehir on September 21, 2014, and appeared at the Istanbul Air Show on the 25th to the 28th. The Turkish Armed Forces (TAF) is considering an initial order for 15 of the military trainer Hürkus˛ B variant (the first prototype was the civilian Hürkus˛ A version). There will also be an armed version, the Hürkus˛ C, which the TAF is interested in to support its army’s attack helicopters. TAI also plans a fourth version, with a FLIR sensor suitable for the Turkish Coast Guard Command’s maritime patrol operations, with the rear seat occupied by a sensor operator.

Above: The second TAI Hürkus˛ prototype, TC-VCI, during its maiden flight on September 10. TAI

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NEWS

CONTINENTAL EUROPE First Dutch F-35A Squadron Formed A NEW Royal Netherlands Air Force (RNLAF) squadron has been established to operationally test and evaluate (OT&E) the RNLAF Lockheed Martin F-35A Lightning II. The unit, 323 Squadron, is the first RNLAF F-35 squadron and was officially formed at Eglin Air Force Base (AFB), Florida, on November 4. The RNLAF’s 323 Squadron will oversee the OT&E phase of the F-35A’s introduction into RNLAF service. This will start at the end of this year at Edwards AFB, California. The squadron had previous been responsible for OT&E for the F-16. The first RNLAF F-35As should arrive in the Netherlands in 2019. Current plans are to acquire 37 aircraft, including the two test examples already in use at Eglin. To date, three RNLAF pilots have completed training on the F-35A at Eglin. Since 1992, 323 Squadron, which had originally formed in 1948, had been the RNLAF’s F-16 Tactical Training, Evaluation and Standardisation (TACTES) unit, based at Leeuwarden Air Base in the Netherlands. As of October 31, the TACTES role was officially transferred to 322 Squadron, another F-16 unit also residing at Leeuwarden.

First Upgraded French Navy Rafale Delivered to Landivisiau

Above: French Aéronautique Navale (French Naval Air Arm) Dassault Rafale M10, the first F1 to be upgraded to F3 standard, seen following delivery to Base Aéronautique Navale Landivisiau, where it will join Flottille 12F. Aéronavale

THE FIRST upgraded Dassault Rafale M has been delivered to the Aéronautique Navale (French Naval Air Arm) at Base Aéronautique Navale Landivisiau. The arrival of M10 was announced by the French Navy on October 9. The aircraft had been handed over on October 3 to France’s defence procurement agency, the Direction Générale de l’Armement (DGA – General Armaments Directorate) at the Dassault plant in Bordeaux-Mérignac. The newly delivered aircraft will join Flottille 12F, adding to a French Navy fleet of 27 Rafales, which are also to F3 standard. When all the retrofitted aircraft have been delivered (scheduled for 2017) the navy will have 42 Rafales, including additional newproduction aircraft. Of the 180 Rafale aircraft ordered by France to date, 133 have been delivered. The aircraft is the first of a tranche

of ten retrofitted French Navy Rafales. These aircraft, serials M1 to M10, were the first production Marine Rafales, manufactured in the 1990s to a basic F1 standard to quickly replace the veteran Vought F-8E(FN) Crusaders that the French Navy had used for air defence since 1964. Introduction of the F1 standard, which limited the aircraft to only air superiority and air defence missions, allowed time for development of the more versatile F2 and F3 standard aircraft, which entered service later. The fuselage of F1 standard Rafale M10 had arrived at the Atelier Industriel Aéronautique (AIA – Aviation Industry Workshop) at Clermont-Ferrand on November 28, 2011, for the work to begin. The modification of the fuselage to F3 involved stripping out all the pipes and wiring before some 2,200 structural changes

Romanian Navy IAR330 Visits USS Mount Whitney

could be made to the airframe to accommodate electrical and other equipment required for the upgrade. On completion, the fuselage left AIA Clermont-Ferrand on April 16, 2013, for Dassault’s plant at Argenteuil, where the remaining work was undertaken. It was then delivered to Merignac for flight testing before being handed back to the DGA. All the other current French Navy (and Air Force) Rafales are now to the multi-role F3 standard. Those that were produced to the F2 standard have been converted to F3 with little difficulty. However, the transition from F1 to F3 is much more complex and has required a dedicated programme for the work. A retrofit contract was agreed in 2009 between Dassault Aviation, Thales, MBDA, Sagem, the French aerospace industrial department (SIAé) and the French Navy. AN UNUSUAL visitor to the US Navy’s Blue Ridge class command and control ship USS Mount Whitney (LCC 20) on October 23 was a Romanian Navy IAR330 Naval Puma. The ship was in the Black Sea undertaking a bilateral underway engagement with the Romanian Navy. Mount Whitney was conducting naval operations with allies and partners in the US 6th Fleet area of responsibility. The Romanian Navy’s entire aircraft complement comprises just three IAR330s, which were delivered in 2007-8. They are operated by the Naval Helicopter Group at Tuzla. Left: The Romanian Navy IAR330 Naval Puma landing on the USS Mount Whitney (LCC 20) on October 23 in the Black Sea during bilateral operations. US Navy/Mass Communication Specialist 3rd Class Robert S Price

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NEWS

NORTH AMERICA Last HC-144A with US Coast Guard AIRBUS DEFENCE and Space has delivered the 18th and final HC-144A Ocean Sentry maritime patrol aircraft to the US Coast Guard. Announcing the delivery on October 7, the company said the aircraft, 2318 (c/n S-211), will join a fleet that operates from Coast Guard Air Stations in Cape Cod, Massachusetts; Mobile, Alabama; Miami, Florida and, most recently, Corpus Christi, Texas. Following the retirement of the final USCG HU-25 Guardian, on September 23 at CGAS Corpus Christi (see US Coast Guard Retires Last HU-25 Guardian, November, p15, and Last Guardian Goes, on p38-40, for more details), the maritime patrol mission has been turned over to the HC-144A. Although the USCG had a stated requirement for an eventual 36 HC-144As, it now seems unlikely that orders will rise beyond the 18 already on contract and delivered. In December 2013 approval was given by the US Government to transfer 14 of the US Air Force’s C-27J Spartans to the USCG, which will fulfil a similar role.

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VMX-22 ‘Argonauts’ Receives First F-35B MARINE OPERATIONAL Test and Evaluation Squadron 22 (VMX-22) ‘Argonauts’ received its first Lockheed Martin F-35B Lightning II at Edwards Air Force Base, California, on October 9. Previously, VMX-22 only consisted of MV-22B Ospreys and CH-53E Super Stallions. However, the arrival of the F-35B marks the start of VMX-22’s fixed-wing flight operations. The aircraft, 168717 ‘MV-05’, is the first of four F-35Bs for the unit that will arrive over the next few months at Edwards. Testing will determine how effective and suitable the F-35B

will be in its intended operational environment. Successful operational testing is required to proceed from low-rate initial production to full rate production. Operational testing will not only be carried out at Edwards, but also at the Naval Air Warfare Center Weapons Division China Lake, California; Nellis Air Force Base, Nevada; Marine Corps Air Ground Combat Center Twentynine Palms, California; Marine Corps Air Station Yuma, Arizona; and aboard the amphibious assault ship USS Wasp (LHD 1). The F-35B

operational testing is scheduled to be completed by 2018, but will be continued throughout the life of the F-35 programme as major block upgrades are completed and tested. The current VMX-22 fleet comprises MV-22B Ospreys 168214 ‘MV-00’, 168215 ‘MV-01’, 168545 ‘MV-02’ and 166726 ‘MV-03’, plus CH-53E Super Stallion 161394 ‘MV-04’. The newly arrived F-35B was previously coded ‘VK-15’ and operated by Marine Fighter Attack Squadron 121 (VMFA-121) ‘Green Knights’ at Marine Corps Air Station Yuma, Arizona.

Above: US Marine Corps Lockheed Martin F-35B Lightning II 168717 ‘MV-05’ arrives at Edwards Air Force Base, California, on October 9 for VMX-22. US Marine Corps/Cpl Owen Kimbrel

Last Operational CH-46E Squadron Transitions to MV-22B AMARG A REDESIGNATION ceremony Completes for the final operational US Marine Corps CH-46E Sea Knight Final A-10C unit has been held to mark its transition to the MV-22B Osprey. HMCS Wiring Held at Marine Corps Air Station Camp Pendleton, California, the Modification event on October 9 saw Marine

Four US Marine Corps CH-46E Sea Knights give a final performance during a Marine Air-Ground Task Force demonstration on October 5 at Marine Corps Air Station Miramar, California. The helicopters are from Marine Medium Helicopter Squadron 364 (HMM-364) ‘Purple Foxes’, which four days later became an Osprey squadron. US Marine Corps/Lance Cpl Trever Statz

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Medium Helicopter Squadron 364 (HMM-364) ‘Purple Foxes’ become Marine Medium Tiltrotor Squadron 364 (VMM-364). . The Purple Foxes had already been winding down CH-46E operations and flew final mass formation sorties on March 31 with 11 Sea Knights., a type it had been operating for 47 years. Disposals of HMM-364 CH-46Es have primarily been to DavisMonthan Air Force Base, Arizona, for storage at the 309th Aerospace Maintenance and Regeneration Group (AMARG) facility. Two, 155309 ‘PF-02’ and 156472 ‘PF-01’, arrived at AMARG on April 22, followed by 156426 on May 22; 156438 and 157706 on July 22; 154011, 154827 and 154832 on September 30. The final arrivals at AMARG from the unit were on October 29.

US AIR Force personnel with the 309th Aerospace Maintenance and Regeneration Group (AMARG) at Davis-Monthan Air Force Base, Arizona, have completed the final A-10C Thunderbolt II to undergo the helmet-mounted cueing system (HMCS) wiring modification. The aircraft, 80-0175, left Davis-Monthan after completion on October 15. This modification, which takes ten days, has been completed over a two-year period. It includes the installation of multiple system wire harnesses, line replacement units (LRUs) and cockpit sensors to work in tandem with the new HMCS helmet. AMARG completed 250 aircraft modifications and says that it maintained a 99.5% on time delivery rate.

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NEWS

NORTH AMERICA US Navy to Order G550 CAEW A NEW Gulfstream G550 outfitted with a Conformal Airborne Early Warning (CAEW) system is to be purchased by the US Navy. US Naval Air Systems Command (NAVAIR) announced its intention to procure the aircraft on October 3. It is being acquired on a non-competitive basis, as it is considered that no other type can meet the specific needs of the Naval Air Warfare Center-Weapons Division Sea Range Support mission. NAVAIR says that the G550 CAEW will meet requirements without significant engineering, development, modification, test and certification efforts. It already has both an FAA Type Certification and the necessary Supplemental Type Certificates to comply with government airworthiness requirements. Entry into service of the modified aircraft is required before the end of 2017. A Request for Information (RFI) for this requirement had been posted on the Federal Business Opportunities website on March 5, 2013. The RFI sought to identify an alternative commercial derivative aircraft for airborne test range telemetry and range surveillance and range clearance support at the Point Mugu Sea Test Range in California. The aircraft will replace the current range support aircraft (RSA) assigned to Air Test and Evaluation Squadron 30 (VX-30) ‘Bloodhounds’ at Naval Air Station Point Mugu. The navy says the current RSA aircraft, NP-3D Orions, have been increasingly subject to service life and sustainment challenges, leading to the decision to replace them. Following the RFI, it was determined that the G550 CAEW was the only suitable aircraft.

Agreement on Next Production Lot of 43 F-35s

Above: With the moon as a backdrop, the latest US Air Force Lockheed Martin F-35A Lightning II to take to the air, 12-5045 ‘LF’ (AF-56), returns to Naval Air Station Fort Worth Joint Reserve Base, Texas, on October 16 after its maiden flight. The aircraft is due for delivery to the 56th Fighter Wing’s 61st Fighter Squadron ‘Top Dogs’ at Luke Air Force Base, Arizona. Lockheed Martin/Carl Richards

LOCKHEED MARTIN and the US Government have reached agreement in principle on F-35 Lightning II Low-Rate Initial Production Lot 8 (LRIP 8), which comprises 43 aircraft. Announcing the agreement on October 27, the company said a final contract would be signed within a few weeks. Deliveries will begin in 2016. LRIP 8 covers 19 US Air Force F-35As, six US Marine Corps F-35Bs and four US Navy F-35Cs, together with the first two F-35As

for Israel, the first four F-35As for Japan, two F-35As for Italy, two F-35As for Norway and four F-35Bs for the UK. The contract will also fund manufacturing support and ancillary mission equipment. Lockheed Martin states that the average unit price for all three variants in LRIP 8 is approximately 3.6% lower than the previous contract. They will join 166 F-35s already contracted for under LRIPs 1-7, bringing total orders to 209 for eight nations. As of October 24, 115 F-35s, including

test aircraft, had been delivered. Separately, Pratt & Whitney was awarded a $592 million contract on October 14 to provide F135 engines for F-35 LRIP Lot 7. This covers 19 F135-PW-100s for US Air Force F-35As; six F135PW-600s for US Marine Corps F-35Bs, and four F135-PW-100s for US Navy F-35Cs. It also provides for five F135-PW-100s, one F135-PW-100 spare and one F135-PW-600 for international partners. Contract completion is anticipated in September 2016.

South Dakota Army National Guard Receives its First HH-60Ms TWO NEW US Army Sikorsky HH-60L Black Hawks have been delivered to the South Dakota Army National Guard at the Army Aviation Support Facility in Rapid City, South Dakota. Arriving on October 29, these are the first of six that will

replace a similar number of older model UH-60A/L Black Hawks with Company C, 1st Battalion, 189th Aviation Regiment. Introduction of the new medical evacuation model will provide the unit with an increased operational capability compared

to the older helicopters. Fielding of the new HH-60Ms in South Dakota is expected to be completed by April 2015. During this transition, the older UH-60A/L aircraft will be transferred to other National Guard units.

News Brief BELL HELICOPTER has been awarded a contract for long lead materials required for manufacture and delivery of USMC Lot 13 UH-1Y Venoms and AH-1Z Vipers. The $58 million deal covers 13 UH-1Y and 14 AH-1Z, all of which are new build helicopters. Contract completion is anticipated in June 2016.

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A new US Army medevac HH-60M Black Hawk for Company C, 1st Battalion, 189th Aviation Regiment, landing at the Army Aviation Support Facility at Rapid City, South Dakota, on October 29. US Army National Guard/Sgt 1st Class Theanne Tangen

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Two Additional UH-60Ms Ordered for FBI A FURTHER two Sikorsky UH-60M Black Hawks have been ordered for the United States Federal Bureau of Investigation (FBI). Sikorsky was awarded a $21.75 million contract on October 6, for manufacture of the two helicopters by US Army Contracting Command. The deal exercises an option that was part of the $2.8 billion multi-year agreement which was signed with Sikorsky on July 11, 2012. That award covers eventual acquisition of 916 UH-60/MH-60 helicopters for the US Army, US Navy and other agencies, as well as Foreign Military Sales customers. Completion of the contract and delivery of the two new FBI UH-60Ms is expected by September 30, 2015. Sikorsky had announced on June 15, 2009, that it had delivered the first UH-60M to the FBI, which became the initial customer for this latest variant of the Black Hawk outside the US Army. This was also the first ever delivery of a Sikorsky aircraft to the agency. By the end of that year, another two had been delivered to the FBI as part of its rotarywing fleet modernisation programme. It is unclear whether any others have been delivered since then. The UH-60Ms are operated by the Critical Incident Response Group’s Tactical Helicopter Unit (THU), which is tasked with providing counter-terrorism, critical incident and weapons of mass destruction aviation support to the FBI. The THU, headquartered at Quantico, Virginia, is the aviation entity exclusively charged with performing FBI tactical helicopter support to the Hostage Rescue team and specialised programmes within the Bureau. The THU also operates Bell 407 and Bell 412 helicopters as part of its fleet.

Insitu Launches New ScanEagle 2 UAV

The new ScanEagle 2, which has now been launched by Insitu.

US UNMANNED air vehicle manufacturer Insitu has launched a next-generation version of its Scan Eagle platform. Announcing the ScanEagle 2 at the Euronaval Exhibition and Conference in Paris on October 29, Insitu said the new UAV draws on lessons learned from more than 800,000

operational flying hours and 100,000 operational sorties with the original ScanEagle. The company says it provides increased payload power and expanded payload options, a more robust navigation system, better image quality due to a fully digital video system and a state-of-the-art, purpose-

USAF’s 17th SOS Ending MC-130P Operations

built propulsion system. The aircraft’s new open-architecture ground control system also maximizes commonality with all Insitu systems, reducing training, hardware and life-cycle costs. It also shares the same launch-and-recovery system as the Integrator, Insitu’s other unmanned platform. OPERATIONS WITH the MC-130P Combat Shadow by the US Air Force/353rd Special Operations Group’s 17th Special Operations Squadron (SOS) ‘Jackals’ at Kadena Air Base, Japan, are now being wound down. Highlighting the beginning of the end for the type in the Pacific theatre, the 17th SOS flew one final four-ship formation flight from the base on October 16. The variant has provided services including helicopter air-to-air refuelling through to conducting long-range support of special operations forces for nearly 50 years, but is being replaced by the MC-130J Commando II. The last MC-130Ps in the Pacific were due to begin leaving Kadena before the end of October and head for storage with the 309th Aerospace Maintenance and Regeneration Group at Davis-Monthan Air Force Base, Arizona. The last 17th SOS MC-130P is scheduled to retire in April 2015, while the final example in the US Air Force will be withdrawn the following month. Left: Four US Air Force MC-130Ps from the 17th Special Operations Squadron ‘Jackals’ perform an overhead break after completing a final four-ship formation flight on October 16 at Kadena Air Base, Japan. US Air Force/Tech Sgt Kristine Dreyer

US Army Orders 17 More Airbus Helicopters UH-72A Lakotas A FURTHER 17 UH-72A Lakotas have been ordered by the US Army. Airbus Defense and Space Inc was awarded a production contract for these helicopters

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on October 22 by US Army Contracting Command. The $82.9 million deal also includes provision of Airborne Radio Communications ARC-231

units for each helicopter. Funding for the acquisition comes from Fiscal Year 2014 financing and estimated completion date for the deal

is January 31, 2016. The new award is a modification to a previous one and brings the total cumulative contract value to over $2.66 billion.

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NEWS

NORTH AMERICA Second US Navy MQ-4C Triton to Patuxent River US NAVY Northrop Grumman MQ-4C Triton unmanned aircraft system (UAS), 168458 – the second of three test aircraft – has been delivered to Naval Air Station Patuxent River in Maryland. The UAS arrived there on

October 24 after a cross-country flight from the manufacturer’s facility in Palmdale, California. This Triton made a 6.7-hour maiden flight at Palmdale on October 15. The third test airframe has yet to get airborne, but was

also scheduled to fly to Pax River before the end of this year. The Triton integrated test team will continue to undertake envelope expansion, together with sensor, communications and interoperability testing on all three aircraft in readiness

for deployment in 2017. The first Triton, 168457, was delivered on September 18 of this year from Palmdale to Pax River, having made its maiden flight on May 22, 2013, at Palmdale. The US Navy plans to acquire a total of 68 Tritons.

The second of three US Navy Northrop Grumman MQ-4C Tritons, 168458, arrives at Naval Air Station Patuxent River, Maryland, before dawn on October 24. US Navy

Eighth C-130J-30 Delivered to USAF’s 61st Airlift Squadron LOCKHEED MARTIN has delivered another C-130J-30 Super Hercules to the US Air Force’s 61st Airlift Squadron ‘Green Hornets’, part of the 19th Airlift Wing at Little Rock Air Force Base, Arkansas. The aircraft, 12-5756 (c/n 5756), was flown to Little Rock from the factory in Marietta, Georgia, on October 23, by Major General Michael Stough, director of Strategic Plans, Requirements and Programs, Headquarters Air Mobility Command, Scott Air Force Base, Illinois. The 61st AS began receiving the C-130J-30 on October 24, 2013, when 11-5734 (c/n 5734) arrived to commence replacement of the unit’s C-130H models. 

This was followed by 11-5736 (c/n 5736) on December 5, 11-5738 (c/n 5738) on December 12, 11-5740 (c/n

5740) on March 6, 11-5745 (c/n 5745) on May 15, 11-5748 (c/n 5748) on June 5 and 11-5752 (c/n 5752) on August 21.  Lockheed

Above: US Air Force Lockheed Martin C-130J-30 Super Hercules 12-5756 (c/n 5756) departing on October 23 from Marietta, Georgia, on delivery to the 19th Airlift Wing’s 61st Airlift Squadron ‘Green Hornets’ at Little Rock Air Force Base, Arkansas. Lockheed Martin/Damien Guarnieri

Boeing Delivers 18th P-8A Poseidon to US Navy BOEING HAS delivered another P-8A Poseidon to the US Navy ahead of schedule. The latest aircraft, 168758 ‘758’ (c/n 42254, ex N758DS), is the 18th production aircraft and departed from Boeing

Field, Seattle, Washington, on October 14 for Naval Air Station Jacksonville, Florida. The aircraft is the fifth of 11 aircraft in low-rate initial production (LRIP) Lot III. The first LRIP Lot III Poseidon, 168754 (c/n 42250, ex N736DS), was delivered on July 2, followed in order by 168755 (c/n 42251, ex N740DS), on July 31;

168756 ‘756’ (c/n 42252, ex N753DS), on August 26 and 168757 ‘757’ (c/n 42253, ex N755DS), on September 24. Earlier this summer, on July 15, Patrol Squadron 5 (VP-5) ‘Mad Foxes’ replaced VP-16 ‘War Eagles’ on deployment to Kadena Air Base, Japan where the latter had completed 600 sorties and 3,500 flight hours.

US Navy Boeing P-8A Poseidon 168758 ‘758’ (c/n 42254, ex N758DS) departs from Boeing Field, Seattle, Washington, on October 14 for Naval Air Station Jacksonville, Florida, on its delivery flight. Boeing

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Martin is due to deliver nine C-130J-30s to the 61st AS, which has operated various models of the C-130 since 1956. 

Additional US Army UH-72A Lakota Order AIRBUS DEFENCE and Space has been awarded a further US Army contract for acquisition of UH-72A Lakota helicopters with ARC-231 radios. The $71.71 million deal, awarded by US Army Contracting Command on November 6, has been financed from Fiscal Year 2015, other procurement (Army), funding. The actual number of helicopters involved in the contract was not announced. Estimated completion date is June 30, 2016. The award is a modification to an earlier firm-fixed-price contract and brings the cumulative total for the acquisition to more than $2.73 billion.

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USAF Takes Delivery of 23rd C-5M Super Galaxy LOCKHEED MARTIN has delivered the 23rd upgraded C-5M Super Galaxy back to the US Air Force. The aircraft, 87-0034, departed from Marietta, Georgia, on November 4, flown by a crew led by Brigadier General Derek P Rydholm, Director of Plans, Programs and Requirements, Headquarters Air Force Reserve Command, Robins Air Force Base, Georgia. It was initially flown to Stewart Air National Guard Base, New York, where it will undergo paint restoration. The aircraft will then rejoin the 60th Air Mobility Wing’s 22nd Airlift Squadron ‘Mulies’ at Travis Air Force Base, California. This will be the fifth C-5M delivered to Travis – the first for the base, 87-0042, left Marietta on May 8, followed by 85-0010 on June 30, 87-0044 on July 16 and 86-0011 on August 25.

Above: US Air Force C-5M Super Galaxy 87-0034, the 23rd to be delivered, departing from Marietta, Georgia, on November 4. See also Fat Albert Getting Back in Favour, p82-91. Lockheed Martin/Andrew McMurtrie

MQ-8C Completes Precision Sloped Landing Tests NORTHROP GRUMMAN has completed precision sloped landing tests with the MQ-8C Fire Scout at Naval Base Ventura County, Point Mugu, in preparation for at-sea testing. Announcing the achievement on October 23, the company said the tests had been completed on August 27. The MQ-8C has been undergoing rigorous flight testing and validation, which will culminate in the actual take-off and landing on the deck of a US Navy vessel at-sea. The MQ-8C is the latest variant of the Fire Scout, which performs intelligence, surveillance and reconnaissance missions for the US Navy. It is based on the commercial Bell 407 helicopter. “The sloped take-off and landing tests are designed to be as real as it gets to actually

News Brief INITIAL OPERATIONAL Capability (IOC) has been achieved with the US Navy's E-2D Advanced Hawkeye. The milestone was reached on October 10. IOC signifies that the first operational unit, Carrier Airborne Early Warning Squadron 125 (VAW-125) 'Tigertails' at Naval Air Station Norfolk, Virginia, is manned, trained, equipped and ready to start operational deployment preparation with the E-2D variant.

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Above: Second prototype US Navy Northrop Grumman MQ-8C Fire Scout 168456 ‘VX’ carries out a precision sloped landing test at Naval Base Ventura County, Point Mugu. Northrop Grumman

operating on a Navy ship,” said Capt Patrick Smith, Fire Scout programme manager at Naval Air Systems Command. “The autonomous MQ-8C Fire Scout system is able to precisely track and understand the roll and pitch of the surface which

resembles at-sea conditions.” The sloped landing platform was previously used to test and certify the smaller MQ-8B Fire Scout for ship-based operations and is now being used for the more capable MQ-8C. The latter is utilizing the same proven autonomous

system for take-off and landings as the current MQ-8B model. “The MQ-8C Fire Scout system is performing as predicted and as previously demonstrated during Fire-X testing back in 2011,” said George Vardoulakis, vice president for Medium Range Tactical Systems, Northrop Grumman. “These tests enable a validation of our autonomous system and clear the way for dynamic interface testing onboard the ship.” The MQ-8C has flown 219 flights and 287 hours since first flown on October 31, 2013. The latest tests included electromagnetic testing, for compatibility with ship-based emitters (such as radar) and an initial phase of dynamic interface testing, checking deck handling and comms networks. The MQ-8C’s first ship-based flights are planned for later this year.

Boeing Delivers 300th CH-47F to US Army Left: Boeing has delivered its 300th Chinook CH-47F helicopter to the US Army – 75 days ahead of schedule. The milestone was reached when it handed over the airframe on October 15 at its Ridley Park facility in Pennsylvania. Since the first CH-47F Chinook was completed in 2006, 18 US Army and National Guard units have been trained and equipped with the aircraft. Boeing

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NEWS

LATIN AMERICA Mexican AF Presidential 787-8 Being Outfitted Brazil Orders 36 Gripen NGs BRAZIL HAS finalised a contract for 36 Saab JAS39E/F Gripen NG fighters to meet the Força Aérea Brasileira (FAB – Brazilian Air Force) F-X2 fighter requirement. The deal was signed on October 24 between Saab and the Brazilian Ministry of Defense's Comando de Aeronáutica (COMAER – Aeronautics Command). The total order is valued at around SEK 39.3 billion ($5.43 billion). Saab and COMAER have also signed an industrial co-operation contract to deliver substantial technology transfer from Saab to Brazilian industry over ten years. Brazil selected the Gripen NG on December 18, 2013 (see Gripen NG Wins Brazil’s FX-2 Fighter Competition, February, p5). The deal covers 28 single-seat JAS39E and eight two-seat JAS39Fs, plus related systems and equipment. Together with the associated industrial co-operation contract, it will come into effect once certain conditions have been fulfilled, expected by the first half of 2015. These include the necessary export control-related authorisations. Deliverieswill take place from 2019-2024. Embraer will have a leading role as the strategic partner and Brazilian industry will develop the two-seat variant for the FAB and be responsible for production. Brazil joins Sweden as a launch customer for the next-generation Gripen. The Brazilian and Swedish variants share all the attributes of the next-generation Gripen design, but are tailored to each country’s specific requirements. Saab notes that the commitments by Sweden and Brazil secure Gripen’s industrial and operational future through to around 2050. The first FAB unit with the type will be 1° Grupo de Defensa Aérea/1° Esquadrão ‘Jaguares’ at Anápolis, which has been without aircraft since it retired its Mirage F-2000s in December 2013. As a stop-gap, FAB F-5EMs have taken over their role. Negotiations are continuing to lease Swedish AF Gripen C/Ds until the new Gripen NGs are delivered.

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Above: New Fuerza Aérea Mexicana (FAM – Mexican Air Force) Presidential Boeing 787-8 TP-01/XC-MEX (c/n 40695, ex N787ZA) at Dallas-Love Field, Texas, on October 10. The aircraft carries the presidential seal on the tail and the name ‘José Ma. Morelos Pavón’ on the lower forward fuselage. Pavón led the Mexican War of Independence movement and is considered a national hero in the country. Mark Davies/www.freebirddb.com

OUTFITTING A Boeing 787-8 Dreamliner with a VIP interior for the Fuerza Aérea Mexicana (FAM – Mexican Air Force) is under way, after delivery earlier this year from Boeing. The aircraft, TP-01/XC-MEX (c/n 40695, ex N787ZA), already painted in full FAM colours, arrived at DallasLove Field, Texas, on October 9 for work to begin. It is the first 787 to be sold to a military operator. Designated ‘ZA006’ when built as the sixth and final test aircraft for the Dreamliner programme, it is the second powered by General Electric GEnx engines and first flew on October 4, 2010. After

completing its flight-test schedule, it had been stored for around two years until sold to the Mexican Government. On transfer to the FAM, the US civil registration was cancelled on June 9, 2014. It was painted in FAM colours at New Iberia-Acadiana Regional Airport, Louisiana, leaving there on September 23, 2014, for Charleston International Airport, South Carolina. It was then delivered to Dallas-Love Field on October 9 for interior completion. En route, the aircraft made a brief stop in Mexico, at Base Aérea Militar 1, Santa Lucia, to be shown off to officials.

The previous Mexican Government had signed a Letter of Intent for the aircraft in August 2012 and the final go-ahead for purchase was given on October 23, 2012. It will be delivered next year to the FAM’s Co-ordinacion General de Transportes Aereos Presidenciales (CGTAP – General Co-ordinated Presidential Air Transport Agencies) at Estacion Aérea Militar 1, Mexico City- Benito Juárez International Airport. The 787 will replace the current Presidential aircraft, Boeing 757-225, TP-01 (c/n 22690), which does not have long-distance continental and transatlantic flight range.

Taiwan Donates Legacy 650 & Four Hueys to Honduras

Above: New Fuerza Aérea Hondureña (FAH – Honduran Air Force) Embraer Legacy 650 FAH-001 shortly after delivery to Base Aérea Teniente Coronel Hernan Acosta Mejia, Toncontín International Airport. The aircraft will be operated by the Presidential Flight and replace an IAI-1124 Westwind I. Mario Theresin

NEW EMBRAER Legacy 650 FAH-001 was delivered to the Fuerza Aérea Hondureña (FAH – Honduran Air Force) on October 15 at Base Aérea Teniente Coronel Hernan Acosta Mejia, Toncontín International Airport, Tegucigalpa. It arrived along with an initial cadre of FAH pilots that had already trained on the type, together with two instructors. The 16-seat VIP

aircraft has been funded by the Taiwanese Government, which is also donating four UH-1H Iroquois helicopters to the FAH. The Hueys are expected to be delivered next March. On October 17, the Ambassador of Taiwan, Joseph Kuo, formally handed over the Legacy 650 to the Government of Honduras. It is to be operated on behalf of the Government as the new

Presidential Flight aircraft while also being capable of emergency medical evacuation flights. It is replacing IAI-1124 Westwind I HR-PHO that has been in service since 1981. While well maintained by the FAH, support costs were increasing for the Westwind and a new VVIP aircraft for President Juan Orlando Hernández was also decided on. The Westwind will be prepared for re-sale.

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Honduras to Buy Two New Super Tucanos TWO NEW Embraer A-29 Super Tucanos are to be acquired by the Fuerza Aérea Hondureña (FAH – Honduran Air Force) following approval from the country’s National Council for Security and Defence. The go-ahead was announced by the Secretaria de Relaciones Exteriores y Cooperación Internacional (Ministry of Foreign Affairs and International Co-operation) on October 17 and will boost efforts to maintain security within the country. Honduras had been looking to buy new Super Tucanos for several years, but until now had been unable to finance a purchase. As part of the deal, six of the FAH’s surviving Embraer EMB-312A Tucanos, acquired in 1984, will be refurbished and upgraded by the manufacturer. Originally operated only by the Academia Militar de Aviación at Palmerola for training, they have recently been armed for counter-narcotics missions. Just three are currently airworthy and the Brazilian deal will see these aircraft being upgraded, along with three others that will also be made airworthy again.

Argentina Plans to Buy 24 Gripen NGs via Brazil

ARGENTINA INTENDS to purchase 24 Saab Gripen NG fighters. The plan was announced by Argentine Defence Minister Augustín Rossi on October 21. On the same day, Rossi signed an Aliança Estratégica em Indústria Aeronáutica (AEIA – Strategic Alliance in Aircraft Industry) with his Brazilian counterpart, Celso Amorim, to stimulate the aviation industries of both countries. It covers Argentina’s Fábrica Argentina de Aviões (FAdeA) in Córdoba making components for the KC-390 and the country’s involvement in production by Embraer of 24 Gripens for the Fuerza Aérea Argentina (FAA – Argentine Air Force). The FAA intends to buy six KC-390s. Purchase conditions on the 24 Gripens and Argentina’s production participation will be negotiated over the next few months.

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Embraer Rolls Out First KC-390

The first KC-390, PT-ZNF, already in full Força Aérea Brasileira (FAB –Brazilian Air Force) colours, after roll out at the Embraer factory in Gavião Peixoto, São Paulo, on October 21. Embraer

EMBRAER HAS rolled out the first prototype KC-390, PT-ZNF, at its factory in Gavião Peixoto, São Paulo. The aircraft was unveiled to members of the press and representatives from over 32 countries in a ceremony on October 21. Also present were Brazil’s Defence Minister, Celso Amorim and Commander of the Força Aérea Brasileira

(FAB –Brazilian Air Force), Tenento-Brigadeiro do Ar Juniti Saito, plus the defence ministers of Argentina (Augustin Rossi) and Portugal (José Pedro AguiarBranco). The aircraft is the first of two prototypes that will be used in the development programme. It is the largest aircraft ever developed and built in Brazil and the first in the country to be specifically

Peruvian Navy Buys RNZAF Seasprites ALL FIVE of the Royal New Zealand Air Force (RNZAF) Kaman SH-2G(NZ) Super Seasprite helicopters are being sold to Peru’s Aviación Naval via Canada. A government-to-government contract was signed between Peru and Canada through the Canadian Commercial Corporation, on October 9. General Dynamics Canada (GDC) is to remanufacture and upgrade four of the helicopters for Peru under a multi-million dollar contract announced by the company on October 27. GDC said that it will install an integrated

mission system, making use of technology developed and delivered for Canada’s CH-148 Maritime Helicopter Project. The fifth helicopter will not go through the modernisation programme, but will be overhauled before delivery to Peru. GDC is negotiating with manufacturer Kaman Aerospace to provide programme-related services. They are expected to include remanufacture, aircraft systems upgrade and installation of the General Dynamics Canada Mission System into four helicopters, together with

developed for export. Its maiden flight is anticipated before the year-end with first delivery to the FAB planned for the end of 2016. The FAB signed a production order for 28 KC-390s on May 20 of this year. Commitments are held by other countries for a total of 32 KC-390s, comprising Argentina(6), Chile (6), Colombia (12), Czech Republic (2) and Portugal (6).

operational support for the fifth.  The helicopters will operate on anti-submarine and antisurface warfare missions from Peruvian Navy Lupo-class frigates, from which AB212ASWs and Sea Kings are currently operated. The Seasprite acquisition forms part of continuing efforts to rebuild and modernise the Peruvian Navy. The RNZAF’s 6 Squadron currently flies the SH-2G(NZs on behalf of the navy, but is replacing them with eight ex-Royal Australian Navy SH-2G(I) Super Seasprites.

Argentine Air Force G120TP Deliveries to Resume Left: Following the previously reported renegotiated payment plan for the Fuerza Aérea Argentina ( FAA – Argentine Air Force) Grob G120TP-A acquisition (see Argentine AF G120TPAs to Return to Service Shortly, October, p21), the remaining six that are still awaiting delivery (serials E-505 to E-510) have now completed flight testing. They will be shipped to Argentina by sea. Two of the last six aircraft, including (E-505)/D-EGVV, are seen here on October 21 at the factory in Mindelheim, Germany, awaiting delivery. Grob via Juan Carlos Cicalesi

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NEWS

RUSSIA & CIS Upgraded Mi-8AMTSh-V for Russian AF RUSSIAN HELICOPTERS has completed modernisation work on Mi-8AMTSh-V helicopters for delivery to the Russian Air Force under the State Defence Order. The new helicopters are produced by the Ulan-Ude Aviation Plant, which has focused on incorporating Russianmade components to reduce dependence on foreign suppliers. Russian Helicopters announced the upgrade was finished on October 30. The change to local suppliers has partly been brought about because of military action in Ukraine, which had previously supplied military components for Russian aircraft. The helicopter has more powerful Klimov VK-2500-03 engines, which the manufacturer claims are noticeably more reliable and safer during combat, with improved overall flight capabilities. In addition, the increased power reduces the helicopter’s operational costs. Another aspect of modernising involves replacing the Ukrainian AI-9V auxiliary power units (APUs) with the Russian-made TA-14 produced at SPE Aerosila. The TA-14 has greater power, giving better performance, particularly at high altitude. Additionally, the helicopter is fitted with a Russian-made on-board satellite navigation suite that is compatible with Russia’s GLONASS and GPS. The latest Russian-made communications systems and new Russian weather radar systems, offering a 3-D image of weather formations and objects are also incorporated. Information from the weather radar and navigation equipment is displayed on a large digital multifunction display. The helicopter is equipped with the latest Russian-made ceramometallic armour, boasting greater resilience and weighing less than the steel equivalent.

OSCE Begins Using Schiebel Camcopter S-100s in Ukraine

Above: One of the OSCE’s Camcopter S-100s outside the Schiebel production plant in Wiener Neustadt, Austria, on October 15, prior to delivery. Operations with the type by the OSCE began on October 24 in Ukraine. OSCE

OPERATION OF Schiebel Camcopter S-100 vertical take-off unmanned air vehicles to monitor the cease-fire in Ukraine has begun. The Organization for Security and Co-operation in Europe’s (OSCE) first Camcopter deployed in the country flew for the first time on October 23, in front of

media near Mariupol, eastern Ukraine. Routine operational flights began the next day. The Camcopters are provided, flown and maintained by Schiebel under contract to the OSCE. They are operated under the authority and direction of the OSCE’s Special Monitoring Mission to Ukraine (SMM), with mission

Russia Flies Fourth Prototype Mi-38 RUSSIAN HELICOPTERS has flown the fourth prototype of the new multi-role Mi-38 helicopter. The pre-series production prototype, Mi-38-2 38014, took to the air for the first time on October 16 at Kazan Helicopters’ flight test centre. It was flown by commander and test pilot, first class, Vladimir Kutanin; co-pilot, second class, test pilot Maxim Shezhin; and chief flight test engineer, second class, Sergei Panin. It

was later delivered to the flight test centre at the Mil Moscow Helicopter Plant to be prepared for certification flight testing. Production of the fuselages for the first series production Mi-38s has also begun. The company believes that there will be major demand for the new helicopter in Russia, the CIS countries and the traditional markets for previous Russian helicopters – countries across Africa, Latin America and South East Asia.

News Brief AEROBATIC TEAM the Russian Falcons have completed their first display since re-equipping with Su-30CMs. It took place on October 25 over Krasnoyarsk.

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Above: The fourth prototype Mi-38 multi-role helicopter, 38014, on its maiden flight at Kazan on October 16. Russian Helicopters

monitors in close attendance. Data collected is the property of the OSCE and for its use only. The UAVs will assist in fulfilling OSCE's mandate through aerial information gathering on general security in Ukraine. The UAVs will also be used for other tasks in line with the SMM’s mandate, including monitoring and reporting on implementing the September 5 Minsk Protocol and the Minsk Memorandum of September 19, 2014. “The UAVs will enhance existing monitoring capabilities in fulfilment of our mandate in Ukraine,” said Chief Monitor Ambassador Ertugrul Apakan. “They will complement what our monitors observe on the ground, which will still be our primary source of information gathering.” Initially, and until further notice, the SMM’s UAV will operate over the area south of Donetsk down to the Sea of Azov, eastwards as far as the Ukrainian-Russian state border and westwards towards the line of contact.

Additional Batch of Su-34s Delivered to Russian AF AN ADDITIONAL batch of six Sukhoi Su-34 bombers has been handed over to the Russian Ministry of Defence. The transfer took place on October 15, at the Novosibirsk aviation plant. They were later delivered to the Aviation Regiment at the 6972nd Aviation Base at Morozovk in the Southern Military District. The aircraft, comprising ‘17 Red’ to 22 Red’, made a stopover at Chelyabinsk Air Base en route to their final destination. Sukhoi noted that the aircraft plant is currently operating at full capacity. This is due to the State contract with the Ministry of Defense of the Russian Federation, for supply of Su-34s to the air force up to 2020. The new bombers had been ordered under a State contract on March 1, 2012, covering 92 of the type. Deliveries began on December 24, 2013, and six had been handed over prior to the latest deliveries. In a previous five-year contract for 32 aircraft, signed in December 2008, the last aircraft had been handed over on December 16, 2013.

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First Royal AF of Oman C-295MPA

The first C-295MPA (maritime patrol aircraft) for the Royal Air Force of Oman (RAFO), ‘118’ (c/n S-118), test flying from Seville-San Pablo Airport, Spain, on October 22. This was the first time it had been seen fully painted, having flown in primer since its first flight on August 2 (see Maiden Flight of First Royal Air Force of Oman C295MPA, September, p22). Eight are on order – five standard transport variants and three configured as MPAs. Roberto Yáñez

Qatar Orders M-TADS/PNVS for AH-64E Guardians

LOCKHEED MARTIN has won a contract to provide Modernised Target Acquisition Designation Sight/Pilot Night Vision Sensor (M-TADS/ PNVS) systems to the Qatar Emiri Air Force (QEAF), which becomes the 14th international customer for this equipment. The company revealed the $90.6 million Foreign Military Sales contract, awarded by the US Army, on October 13. First used in 2005, M-TADS/ PNVS provides Apache pilots with long-range precision engagement and pilotage capabilities for safe flight during day, night and adverse weather missions. Lockheed Martin says it has now delivered more than 1,250 M-TADS/PNVS systems and spares to the US Army and international customers. The Qatar sale exercises an option under the US Army’s Lot 9 contract, awarded to Lockheed Martin in May, which includes production of M-TADS/PNVS and spares for the QEAF’s new fleet of Boeing AH-64E Apache Guardian attack helicopters. It extends production in Orlando and Ocala, Florida, until 2017. The QEAF had signed a letter of offer and acceptance on July 14, 2014 to buy an unspecified number of AH-64Es. Earlier media reports suggest the figure involved is 24 (see Qatar Signs Contract for 24 AH-64E Apache Guardians, September, p23).

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Talon Laser-Guided Rocket Being Produced for UAE RAYTHEON MISSILE Systems has begun producing the Talon laser-guided rocket (LGR) under an $117 million contract awarded to its parent, Raytheon Company. In a statement on September 15, the company said production follows a 2013 contract given by the Armed Forces General Headquarters of the United Arab Emirates to local defence company Tawazun, under which Raytheon will fully integrate the system into the UAE Armed Forces – including logistics, training and warranty support. Earlier this year the US

Army awarded airworthiness certification for the Talon on the Apache attack helicopter. During the LGR’s development and test programme, Raytheon completed more than 35 firings from the AH-64D Apache. The Talon is a low-cost, digital, semi-active laser guidance and control kit co-developed with the UAE. Its guidance section fits directly to the front of the legacy 2 ¾ in Hydra-70 unguided rocket and the system is fully compatible with existing airborne and ground laser designators.

News Brief lockheed martin has been awarded two additional contracts related to Israel's F-35A Lightning II programme. The first, a $220.75 million deal awarded by US Naval Air Systems Command on October 28, provides for System Development and Demonstration

Phase I, Increment I, to continue hardware and software work on the Israeli variant. Earlier, on October 9, Lockheed Martin was also awarded a $30.9 million contract for efforts related to procurement of two F-35A full mission simulators for Israel.

Royal Jordanian AF Orders Eight Robinson R44s EIGHT ROBINSON R44 helicopters are to replace the Royal Jordanian Air Force’s (RJAF’s) fleet of Hughes 500Ds, which have been in service since 1981. They will be used for primary rotary-wing training with the King Hussein Air College at Mafraq. The R44s will be equipped with Aspen and Garmin glass avionics and Bendix King’s new military KTR909 UHF transceiver. The decision to use the type followed a visit to Robinson in March by a delegation led by the RJAF’s Brigadier General Walid Jaradat. Robinson, which announced the order on October 15, said the R44’s low maintenance and operating costs impressed the delegation. However, it was positive feedback about the type from a neighbouring country’s air force that convinced Jordan to buy the type, according to the RJAF’s Colonel Imad Ghwein. Although not specifically identified, this must refer to the Lebanese Air Force (LAF) – the only military operator of the type in the region – which has four R44 Raven IIs. Delivered in 2005-6 they are operated by the Aviation School/15 Squadron at Rayak Air Base. The first four R44s for Jordan are scheduled for delivery at the end of this year, the remainder following in early 2015. To prepare for their arrival, ten RJAF pilots have already attended Robinson’s safety course and 12 mechanics joined the company’s maintenance course on the type in October.

New Colours for Bahraini F-16s

Royal Bahraini Air Force (RBAF) F-16s have adopted a new colour scheme this year. RBAF F-16C 101/90-0028 displays the new colours, which include a large, low-visibility falcon symbol on the tail fin together with smaller roundels and flag symbols. The previous ‘Royal Bahraini Air Force’ titles on the fuselage sides have also been removed. Lockheed Martin

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AFRICA

Dyess Hercules Deploy for Operation Unified Assistance US Air Force C-130J-30 Super Hercules 08-3178 from the 317th Airlift Group’s 40th Airlift Squadron ‘Screaming Eagles’ departs from Dyess Air Force Base, Texas, as part of operation Unified Assistance in West Africa. US Air Force/Airman 1st Class Kedesha Pennant

MORE THAN 35 airmen and two US Air Force C-130J-30 Super Hercules aircraft from Dyess Air Force Base, Texas, have deployed as part of Operation Unified Assistance. The US military support is being provided to the US Agency for International Development as it tries to contain the outbreak of the deadly Ebola virus in West Africa.

The aircraft, 08-3179 ‘RCH645’ and 08-3179 ‘RCH879’ from the 317th Airlift Group’s 40th Airlift Squadron ‘Screaming Eagles’, left Dyess on October 29. Initially flown to Ramstein Air Base, Germany, they arrived there on October 31 from St John’s International Airport, Newfoundland and Labrador, Canada. They will eventually

conduct operations from Dakar, Senegal and be joined there by an additional 80 airmen and two more C-130Js. The aircraft will provide tactical airlift support, moving supplies, medical equipment and other materials as part of a comprehensive effort to contain the outbreak. The deployment is expected to last about 120 days,

but will not require Dyess Airmen to treat or transport Ebola virus victims, or healthcare workers who have had direct contact with Ebola-infected patients. Instead, the mission requirements focus on moving cargo and much needed supplies to support US interagency partners in their collective response.

US Air Force Special Mission Aircraft Visit Mogadishu AN INTERESTING visitor to Mogadishu International Airport, Somalia, on October 15 was US Air Force Special Operations Command Dornier C-146A Wolfhound specialised airlift aircraft 11-3031 (c/n 3031, ex N975EF). It is operated by the 27th Special Operations Wing’s 524th Special Operations Squadron (SOS) at Cannon Air Force Base, New Mexico. The 524th SOS uses the Wolfhound to undertake worldwide special operations tasks.  Crews plan, prepare and execute non-standard aviation missions in support of joint special operations forces while directly assisting theatre special operations commanders. Support includes night-vision goggle (NVG) infiltration, exfiltration, re-supply and other combat tasks on unimproved runways and the type has occasionally been sent to Mogadishu for such missions in the region. On the same day, Mogadishu also played host to US Air Force Lockheed HC-130N Hercules 69-5824 ‘FL’ from Air Force Reserve Command’s (AFRC) 920th Rescue Wing/39th Rescue Squadron at Patrick Air Force Base, Florida. The Wing is AFRC’s only combat search and rescue unit and in recent years has regularly deployed to the Horn of Africa with its Hercules and HH-60G Pave Hawks.

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Above: US Air Force Special Operations Command Dornier C-146A Wolfhound 11-3031 (c/n 3031, ex N975EF) at Mogadishu.

Zambian Air Force HS748 on Overhaul in South Africa Left: Rarely seen Zambian Air Force (ZAF) HS748 Srs 2A AF-602 (c/n 1688) at Rand Airport, South Africa, on September 22, while on overhaul. The ZAF operates this single example of the type, which is flown by 22 Squadron at LusakaKenneth Kuanda International Airport. Dr Andreas Zeitler

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Kenyan F-5Es on Al-Shabab Missions

Guyana Defence Force Short of Fixed-Wing Aircraft AN ACCIDENT involving Guyana Defence Force (GDF)/Air Corps Cessna TU206G Turbo Stationair GDF-3 temporarily left the GDF with no operational fixed-wing aircraft. The incident occurred on September 24 during a landing at Camp Jaguar army base in the New River Delta (see Attrition, November, p95). There were no injuries. Engineers are assessing whether the aircraft can be repaired. This TU206G was confiscated by the GDF some years ago after it was found to have been involved in unspecified illegal activities. It was then inducted into Air Corps service. The incident temporarily left the GDF without any airworthy fixed-wing assets. The single Skyvan 3M-100 in service was grounded for repairs, although it was hoped to have it back in the air within about a week. In addition, the Y-12 II Turbo Panda, also the only one in the GDF inventory, is non-operational due to fuselage corrosion problems. GDF Chief of Staff, Brigadier Mark Phillips, says that overseas contractors are to visit Guyana to repair the Y-12. He noted that while these aircraft are out of service, civilian types may be used by the GDF. Other airworthy GDF aircraft include Bell 412, 8R-GFP, which was returned to service in early 2013 after a multi-million dollar refurbishment following years in storage. The others are Bell 206B-3 JetRangers, GDF-1 and GDF-2, which were acquired second-hand in 2008.

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Above: Kenyan Air Force/15 Tactical Fighter Squadron F-5E Tiger II 924 at Wajir Airport on October 15. The aircraft was using the airport for attacks on Al-Shabab insurgents in neighbouring Somalia.

TWO KENYAN Air Force (KAF) F-5E Tiger IIs, 911 and 924, were seen on October 15 operating from Wajir Airport in eastern Kenya. They were undertaking missions against Al-Shabab insurgents

in neighbouring Somalia. Wajir was being used by the KAF as a forward operating base because it is only around 60 miles (95km) from the Somalia border. Kenya has been using its fighters

to attack al-Shabab targets in Somalia for several years. The F-5Es are flown by the KAF Tactical Fighter Wing’s 15 Tactical Fighter Squadron and are normally resident at Laikipia Air Base, Nanyuki.

USMC Deploys Ospreys to Liberia US MARINE Corps (USMC) aircraft have been deployed to Liberia to assist with efforts to counter the deadly Ebola virus under Operation United Assistance. Four USMC MV-22B Ospreys and two KC-130J Super Hercules from the Special Marine Air-Ground Task Force-Crisis Response Africa at Morón Air Base, Spain, left there on the night of October 8. They flew via Dakar, Senegal, arriving at Roberts Airfield,

Monrovia, Liberia, the following day. A total of 100 personnel supported the deployment. The aircraft provided an interim resupply and transport capability until the arrival of US Army units later in the month to take over the longer term mission. In addition, a US Air Force C-130J-30 Super Hercules from the 37th Airlift Squadron at Ramstein Air Base, Germany, undertook its first United

Assistance supply mission on October 7. It stopped in Spain and Senegal before arriving in Liberia. On October 8, the UK Ministry of Defence also announced it was deploying three Royal Navy Merlin helicopters to help tackle the Ebola crisis. They arrived in Sierra Leone on the Royal Fleet Auxiliary RFA Argus (A135) on October 30 to assist with the rapid movement of key personnel as required.

Above: US Marine Corps MV-22B Osprey 168303 ‘EH-00’ from Marine Medium Tiltrotor Squadron 264 (VMM-264) ‘Black Knights’ taxiing at Monrovia-Roberts Field, Liberia, on October 15. The aircraft is currently operating with Special Marine AirGround Task Force-Crisis Response Africa, and was carrying out a mission as part of Operation United Assistance. Denetworks

News Brief NIGER'S INTERIOR Minister, Hassoumi Massaouou, has revealed that Niger has bought an unspecified reconnaissance

aircraft. Announcing the purchase on October 22, he said that it was bought with 7 billion CFA francs ($13.5 million) of the country's

own funds and has already been delivered. It will be used to combat Islamist fighters and criminal gangs in the country.

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ASIA PACIFIC

HAL Flies Two More Tejas Light Combat Aircraft

The final two-seat prototype HAL Tejas Light Combat Aircraft, KH-T 2010 (PV-6), undertakes its maiden flight at Bangalore on November 9. PTI

HINDUSTAN AERONAUTICS Ltd (HAL) has flown a further two Tejas Light Combat Aircraft. They are LA5001 (SP-01), the first built to series production standard for the Indian Air Force (IAF) and KH-T 2010 (PV-6), the final standard two-seat trainer version. First in the air was SP-1, piloted by Air Commodore K A Muthana (retired), Chief Test Flying, HAL, on September 30 from Bangalore. The flight was achieved nine months after initial operational clearance stage II (IOC II) certification in December 2013. Dr R K Tyagi, Chairman, HAL, said: “The aircraft

is now ready for IAF operations.” Additional series production aircraft are in various stages of build at HAL’s Bangalore factory. On November 8, PV-6 flew from Bangalore, flown by Group Captain Vivart Singh, along with Group Captain Anoop Kabadwal. It was airborne for 36 minutes. The aircraft, which was the 16th Tejas to fly, incorporates all the major design modifications that have been developed in more than 2,500 flights undertaken during the test programme. This is the last two-seat prototype and features a new communication system, radar electronic warfare

sensors and new navigation systems for automatic landing. The contract for delivery of an initial 20 Tejas in IOC configuration was signed in 2006 and the build standard documents for IOC aircraft were finalised in September 2013. HAL anticipates having four more aircraft in production by the end of 2014 and will build six in 2015-16, followed by nine in 2016-17, with plans to increase production to 12 per year. The IAF intends to acquire an initial 40 Tejas Mk I aircraft before production switches to the more advanced Tejas Mk II variant

Korean Air to Maintain USAF A-10s For Five Years A NEW contract has been awarded to maintain and repair the USAF A-10C Thunderbolt II fleet in the Asia-Pacific region through to September 30, 2020. It comes despite continuing

Indonesian Navy Orders Eleven ASW AS565MBes INDONESIA HAS ordered eleven AS565MBe Panthers for the naval anti-submarine warfare role. Announcing the contract on November 5, on the opening day of Indodefence 2014 in Jakarta, Airbus Helicopters said deliveries will take place within three years. They will be supplied to PT Dirgantara Indonesia (PTDI), which will outfit them with their mission equipment. They will join the Tentara Nasional Indonesia – Angkatan Laut (TNI-AL – Indonesian Navy). Equipment will include the Helicopter Long-Range Active Sonar (HELRAS) dipping sonar and torpedo launching system.

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threats to the future of the A-10 fleet, which the USAF is trying to scrap to cut costs. The $46 million contract was awarded on September 9 by the US Air Force Life Cycle

Management Center, Hill Air Force Base, Utah, to Korean Air Lines’ (KAL) Aerospace Division. KAL will provide depot-level support to A-10s in the region from its facility in Seoul, South Korea.

Contract to Arm Afghan Air Force MD530Fs AFGHAN AIR Force (AAF) MD530F Cayuse Warriors, previously only used for training, are now to be armed. MD Helicopters Inc (MDHI) was awarded a $44.2 million contract on October 1 for a Mission Equipment Package (MEP) for all 17 AAF MD530Fs. The fleet comprises five survivors of six delivered in 2011, plus 12 more ordered on September 26 (see Afghan AF Orders 12 More MD530Fs, November, p30). Estimated completion date is September 29, 2015. MDHI says they will feature performance enhancements and a custom MEP with highcapacity landing gear for takeoff and landing at a maximum weight of 3,750lbs (1,701kg), by incorporating jettisonable stores. They will be fitted with FN HMP400 LCC (Links and Case Collector) and machine gun pods with FN Herstal SA FN M3P .50 calibre machine guns. Other equipment will include a Mace Aviation extended range weapons wing, Rohde & Schwarz M3AE tactical radio communications equipment, a Robertson fuel system and Kinetic Defense ballistic armour panels. MDHI anticipates that it will be able to begin weapons system integration and testing as early as November 2014.

Eighth Indian Air Force C-17A Delivered AN EIGHTH Boeing C-17A Globemaster III has been delivered to the Indian Air Force. As with several previous deliveries, the aircraft, CB-8008 (c/n F267, ‘IND8’, USAF/11-0108), callsign ‘IFC4514’, passed through the UK en route,

arriving at RAF Brize Norton, Oxfordshire, on the afternoon of October 31 and departing again later that evening. On arrival in India, the aircraft joined 81 ‘Skylord’ Squadron at Hindon Air Force Station, Ghaziabad. This was the eighth C-17A

delivered to the IAF from an order for ten. This now leaves just CB-8006 (c/n F263, ‘IND6’, USAF/11-0106) and CB-8007 (c/n F265, ‘IND7’, USAF/11-0107) to be delivered. Both are scheduled to arrive in India before the year-end.

Below: Indian Air Force Boeing C-17A Globemaster III CB-8008 arrives at RAF Brize Norton, Oxfordshire, on October 31 during its delivery flight to India. Paul Kyte

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Taiwanese F-16A/B Upgrade Contract LOCKHEED MARTIN has been awarded a Foreign Military Sales (FMS) contract to install upgrade kits in 142 Republic of China Air Force (ROCAF) F-16A/B Block 20 Fighting Falcons. The deal, worth almost $272 million, was awarded on November 3 by the US Air Force Life Cycle Management Center at WrightPatterson Air Force Base, Ohio. It represents a modification to the original $1.85 billion contract awarded on September 28, 2012, for the ROCAF F-16 modernisation programme. All 142 survivors of the 150 F-16s (120 F-16As and 30 F-16Bs) originally delivered to the ROCAF are being upgraded under the programme. Five F-16As and three F-16Bs have been lost since the type entered service in 1996, leaving 115 F-16As and 27 F-16Bs that will be modernised. Work on the upgrade will be performed in Taiwan, with completion anticipated by May 31, 2022.

Royal Thai Air Force Orders P180 Avanti II

A PIAGGIO P180 Avanti II is being acquired by the Royal Thai Air Force (RTAF) to meet its requirement for a photo reconnaissance aircraft. A contract was signed with Piaggio Aero Industries on September 30 at the company’s headquarters in Villanova d’Allbenga, Italy. The company was the winning bidder selected by the RTAF Special Procurement Committee. The new RTAF aerial reconnaissance platform will be a modified special mission Avanti II, which will be customised for overland multifunctional surveillance and feature specialised photography systems. No specific details of the equipment to be installed were given. On the day before contract signature, the RTAF delegation visited the Aeronautica Militare Italiana (AMI – Italian Air Force’s) 14° Stormo/71° Gruppo at Pratica di Mare, which operates a special mission version of the P180, to gain more of an insight into the type and the training opportunities the AMI could provide on the type.

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USAF Ends Afghan MC-12W Unit Operations

Above: US Air Force MC-12W Liberty intelligence, surveillance and reconnaissance (ISR) aircraft 09-0646 ‘LBRTY 01’ at Glasgow-Prestwick Airport, Scotland, on October 7 on its way home to the USA. This was one of the aircraft previously operated by the 4th Expeditionary Reconnaissance Squadron, which was inactivated on October 1 at Bagram Airfield, Afghanistan. Colin Gordon

US AIR Force MC-12W Liberty operations in Afghanistan have now come to an end. Officials with the 455th Air Expeditionary Wing announced on October 16 that the final USAF MC-12W unit in Afghanistan, the 4th Expeditionary Reconnaissance Squadron (ERS), had been formally inactivated at Bagram Airfield on October 1. On the same day, the US Army stood up Joint Task Force Thor to take over the role of the 4th ERS.

The transition of authority ceremony began at 0640hrs, as the last MC-12W to fly a 4th ERS mission landed. This concluded more than 40,000 combat missions and over 200,000 hours of intelligence, surveillance and reconnaissance (ISR) support that has been provided since December 2009. The 4th ERS was one of three Project Liberty Squadrons whose core mission was to

provide real-time tactical ISR to combatant commanders in the US Central Command area of responsibility. The other squadrons were the 362nd ERS at Balad Air Base, Iraq, which left the country along with US troops in 2011, and the 361st ERS at Kandahar Airfield, Afghanistan. The latter was inactivated on September 1, 2014 (see USAF’s 361st ERS MC-12Ws End Mission in Afghanistan, November, p29).

NATO’s Final E-3A AWACS Mission in Afghanistan

Above: The last NATO E-3A AWACS with the detachment at Mazar-e-Sharif undertook its final mission on September 21. The aircraft is seen returning to its base in Geilenkirchen, Germany, on September 25. NATO

NATO HAS ended its E-3A Sentry AWACS mission in Afghanistan. The final sortie took place on September 21 from Mazar-eSharif, when the 1,273rd mission of Operation Afghan Assist, the designation for its deployment there, was completed.

The personnel and aircraft returned to their main operating base at Geilenkirchen, Germany, on September 25. The first operational sortie of the mission was on January 25, 2011. The NATO AWACS was deployed to support the International

Security Assistance Force (ISAF) to provide air command and control, airspace de-confliction, communications relay and radar coverage in Afghan airspace, aerial refuelling flow management and civil/military aircraft de-confliction.

Elbit to Upgrade Asian F-5 Avionics ELBIT SYSTEMS Ltd has been awarded two contracts by an unspecified Asian country, one covering an F-5 avionics upgrade programme and the other supplying electro-optic and communications systems. Elbit announced the deals on October 22, saying that together they are

worth $85 million and will be fulfilled over a three-year period. The majority of the funding is for the F-5 upgrade. Bezhalel (Butzi) Machlis, President and CEO of Elbit Systems, noted that Asia-Pacific is a very important market and he hopes that further customers will follow.

Operators of the type in the region include the Republic of China Air Force, Indonesian Air Force, Republic of Korea Air Force, Royal Malaysian Air Force, Republic of Singapore Air Force and Royal Thai Air Force. Unconfirmed reports suggest that Thailand may be the customer involved.

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ASIA PACIFIC

Afghan AF Acquires Three Boeing 727s

Above: Former Ariana Afghan Airlines Boeing 727-228 Adv YA-FAY (c/n 22289) on the ramp at Kabul on October 18 after being painted in Afghan Air Force colours, but without a serial.

THREE FORMER Ariana Afghan Airlines Boeing 727s are to enter Afghan Air Force (AAF) service. The first of them is 727-228 Adv YA-FAY (c/n 22289, ex F-GCDH), which had been repainted in AAF colours by

October 18, when it was noted on the ramp at Kabul International Airport. Its AAF serial number had not yet been applied. This aircraft was originally delivered to Air France on February 26, 1981, and joined

Ariana on October 15, 1992. The other two examples destined for the AAF are 727-221 Adv YA-FAT (c/n 22542) and cargo-configured 727-227F Adv YA-FAN (c/n 21245). Both were parked alongside YA-FAY

at Kabul on October 18, awaiting their turn for refurbishment. Although they will be owned by the AAF, they will be flown by Ariana personnel, as they already have the experience in operating the type.

Need for Fourth Afghan C-130H Questioned USAF Ends A REQUIREMENTS review is being carried out to determine whether the Afghan Air Force (AAF) needs the fourth C-130H Hercules that is being prepared for delivery in the USA. On October 9, 2013 the US had supplied an initial two ex-US Air Force C-130Hs to the AAF. However, their apparent underutilisation led John F Sopko, Special Inspector General for Afghanistan Reconstruction (SIGAR), to query whether additional aircraft were needed in a letter to Secretary of Defense Chuck Hagel on July 10 this year. Since then, a third C-130H, 1689 (c/n 4681, ex-USAF/74-1689), has joined them. It arrived at Glasgow-Prestwick Airport, Scotland, on September 18 on its delivery flight, having diverted from RAF Mildenhall, Suffolk, due to bad weather. It left the following day for Mildenhall and then onwards to Afghanistan. The AAF announced on September 24 that the aircraft had arrived in Kabul. Following Hagel’s response to the July letter, Sopko replied on October 6, accepting that the AAF would need at least three C-130Hs to ensure at least one was operational at all times. Hagel had illustrated the requirement by noting that one of the AAF C-130Hs had been outside the country since late July for inspection. He said that had the second aircraft become

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Japanese Global Hawk Det

Above: The third Afghan Air Force C-130H Hercules, 1689 (c/n 4681, exUSAF/74-1689), undergoes a post-delivery inspection after arriving in Kabul in September. Delivery of a fourth example is now under review. USAF

unavailable at that time, the AAF would have been left without any medium-lift capability. SIGAR’s original review noted that the first two AAF C-130Hs had been flying at only 48% capacity. It was also found that there were support problems associated with training, spare parts and maintenance. SIGAR suggests that a saving of about $40.5 million through to 2017 could be made by cancelling the fourth aircraft, comprising the $19.8 million purchase cost and $20.7 million for maintenance, parts, training and aircraft modification. However, a considerable amount of work has already been completed on this airframe, 1665 (c/n 4604, ex-USAF/74-1665),

which is being refurbished at Warner Robins Air Logistics Complex at Robins Air Force Base, Georgia (see Work Progressing on Next Two Afghan Air Force C-130Hs, August, p27). This has included replacing the complete nose section, which had incurred serious structural damage in a hard landing in Afghanistan. A ‘new’ nose, taken from a recently retired C-130H, 74-2072, was grafted onto the aircraft earlier this year and it has also been fitted with a new centre wing box. It had been due for delivery by the end of this year. In view of the money spent on work already undertaken, the cost savings are unlikely to be as much as those suggested by SIGAR.

TWO US Air Force RQ-4 Global Hawks that were on detachment at Misawa Air Base, Japan over the summer have returned to Andersen Air Force Base, Guam. Officials from the 35th Fighter Wing Public Affairs department announced their return to Andersen on October 16. When the first of the two Global Hawks, 09-2038 ‘BB’, arrived at Misawa on May 24 it marked the type’s debut in Japan. The second joined it at Misawa soon afterwards. During their stay, the UAVs completed numerous intelligence, surveillance and reconnaissance missions. They flew regular sorties every month from June through to October without one mission being lost due to weather, even though some flights were undertaken on days when no manned aircraft were able to fly, according to one of the pilots. While at Misawa, the RQ-4 also became the first of the type to fly an operational mission out of a joint-use civilian and military airfield. After submitting a flight plan, the Global Hawks were able to fly in the same manner as manned aircraft, without any additional restrictions being imposed.

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Royal Thai Air Force Orders Two More EC725s A FURTHER two EC725 tactical transport helicopters are being acquired by the Royal Thai Air Force (RTAF) for the search and rescue/combat search and rescue (SAR/ CSAR) role. The new order was announced on October 22 by Airbus Helicopters, which said they will be delivered in 2017. The two EC725s will be operated by 2 Wing at Lop Buri Air Base. The RTAF has already ordered an initial four SAR/CSAR EC725s under a September 18, 2012 contract (see Royal Thai Air Force Orders Four SAR EC725s, November 2012, p31). These are due for delivery next year and will also serve with 2 Wing. The type is being acquired to replace the elderly UH-1H Iroquois that are used by the RTAF in the SAR role. Airbus Helicopters also provided further details on the Royal Thai Navy order for five EC645T2s, which were ordered under a contract signed on September 2 (see Thai Navy Signs Contract for Five Airbus Helicopters EC645T2s, November, p29). The manufacturer has now confirmed that deliveries will begin in 2016. They will join 2 Wing/202 Squadron at U-Tapao, which currently flies the Bell 212, and be deployed on transport missions and other duties.

Final Batch of AH-64E Guardians Delivered to Taiwan TAIWAN HAS taken delivery of its fifth and final batch of six Boeing AH-64E Apache Guardians. They were unloaded and re-assembled at the port of Kaohsiung on October 18. On the following evening, they were flown to the Republic of China Army Aviation Special Forces Base at Tainan. Taiwan ordered 30 AH-64Es on December 22, 2008. They were delivered in five batches, each comprising six helicopters, with the first arriving in Taiwan on November 4, 2013. A second batch followed on January 2 and the third on March 18. The arrival date for the fourth batch is unknown.

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SIGAR Questions Wisdom of Scrapping Afghan AF G222s FOLLOWING THE scrapping in August of the 16 Afghan Air Force (AAF) G222 (C-27A) aircraft at Kabul (see Beyond Belief! October, p76-78), questions are being asked about the means of disposal. The Office of the Special Inspector General for Afghanistan Reconstruction (SIGAR) has queried whether this was the best option in order to recover the maximum amount of money from the cancelled programme. In a letter to the Secretary of the

Air Force, Deborah L James, on October 3, SIGAR expressed its concerns, seeking an explanation as to why the aircraft were scrapped, rather than being flown out and offered for sale. US Congress created SIGAR to provide independent and objective oversight of Afghanistan reconstruction projects and activities. According to that agency, the G222s were sold by the US Defense Logistics Agency (DLA) to an Afghan construction company for approximately six

cents a pound. This equated to just $32,000 being recovered from the disposal – the US Defense Department having spent $486.1 million in acquiring and supporting the aircraft.  SIGAR also asked what plans are being made to dispose of the four surviving G222s that never entered Afghan service, but were flown straight from Italy to Ramstein Air Base, Germany, for storage. SIGAR asked for a response to its queries by October 17, but it is not known whether this has been given.

One of the Afghan Air Force G222s being hacked to pieces as scrapping began at Kabul in August. Behind are eight others awaiting the same fate. SIGAR is now asking why attempts were not made to sell them as complete aircraft. SIGAR

Royal Brunei AF Plans to Buy C-130J Super Hercules

BRUNEI HAS gained US State Department approval to purchase a single Lockheed Martin C-130J Super Hercules. The US Defense Security Co-operation Agency (DSCA), announced the proposed sale on October 7, stating it had notified Congress of the planned $343 million deal the previous day. In addition to the aircraft, the order will include two spare AE2100D3 turboprop engines, Government Furnished Equipment,

communication systems, training, spares, support and test equipment. The DSCA says the C-130J delivery to the Royal Brunei Air Force (RBAF) will provide a critical capability to assist in humanitarian assistance and disaster relief missions. The aircraft will enable Brunei to provide greater aid and assistance to regional allies and partners in need. The aircraft will also provide the ability to execute maritime patrol missions and contribute

to search and rescue missions in the region, said the DSCA. Currently, the only transport aircraft in service with the RBAF is a single CN235M-110, delivered in November 1998. The C-130J will provide a major increase in the RBAF’s transport capacity and Brunei has been looking at obtaining it for almost a decade, during which various alternative types have been evaluated for transport and maritime patrol roles.

North Korean MiG-29 in New Colours

Above: Democratic People’s Republic of Korea Air Force MiG-29 Fulcrum ‘555’ landing on a highway during an exercise in October. It wears a new colour scheme, retaining the pale blue underside but with new two-tone grey upper surfaces replacing the previous dark green colours. Other North Korean fighters are also adopting the scheme. KCNA

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ASIA PACIFIC Last Mi-17V-5s Delivered to Afghan AF

DELIVERY OF new MI-17V-5 helicopters to the Afghan Air Force (AAF) has been completed. Announcing the achievement on October 30, Russian Helicopters said that the final helicopters had arrived earlier that month. Since the contract between Rosoboronexport and the US Department of Defense was signed on May 26, 2011, 63 of these Kazan-built helicopters have been delivered to Afghanistan. The initial contract was for 21 MI-17V-5s, with options on the remainder, all of which were taken up and converted into firm orders. The first three helicopters had been delivered on December 14, 2011.

India Scraps Naval Utility Helicopter Tender

INDIA’S DEFENCE Ministry has scrapped a global tender to procure 56 naval utility helicopters, which were to be replacements for the Indian Navy’s ageing HAL316B Chetak fleet. The ministry revealed the decision on October 14. The announcement stated that a new acquisition process will now begin, under which the helicopters will instead be manufactured in India, with collaboration from foreign suppliers, through new acquisition process. A Request for Proposals (RFP) had originally been issued on August 7, 2012, seeking a twin-engined helicopter suitable for both land operation and from the flight decks of all Indian naval vessels. The RFP was sent to AgustaWestland, Eurocopter (now Airbus Helicopters), Kamov and Sikorsky. Ultimately, however, the contest was between the AgustaWestland AW109 and Airbus Helicopters AS565 Panther. The new process will considerably delay acquisition of a much-needed replacement for the navy’s elderly Chetaks, which first entered service in 1961.

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First Indonesian EC725 and Fennec Handed Over

The first Airbus Helicopters EC725 for the Tentara Nasional Indonesia - Angkatan Udara (TNI-AU – Indonesian Air Force) at the hand-over ceremony on October 22 in Marignane, France. After outfitting in Indonesia, it will be delivered to the TNI-AU next year. Airbus Helicopters

AIRBUS HELICOPTERS has handed over the first of six EC725 rotorcraft acquired by Indonesia for combat search and rescue (CSAR) missions. The company announced the hand-over at Indodefence 2014 in Jakarta, Indonesia, on November 6, although it had taken place at the factory in Marignane, France, on October 22. Present to accept the aircraft were members of the Indonesian Ministry of Defence, the Tentara Nasional Indonesia - Angkatan Udara (TNI-AU – Indonesian Air Force), as well as PT Dirgantara Indonesia (PTDI). The helicopter will be delivered to the TNI-AU by mid-2015 after PTDI completes the mission equipment outfitting and customization at its Bandung, West Java, facility. PTDI President

Budi Santoso, said: “We will continue to work closely with Airbus Helicopters to ensure the on-time delivery of the remaining units, as we anticipate an additional order from the Air Force for 10 more EC725s to complete its squadron of 16 helicopters.” The European manufacturer also announced on November 6 that it had delivered the first of a fleet of 12 Fennec helicopters to the Tentara Nasional Indonesia - Angkatan Darat (TNI-AD – Indonesian Army). The order, for six single-engine and six twin-engine variants, will be completed in 2016. They will provide the TNI-AD with a new light attack squadron. Mission equipment, including machine guns and rocket launchers, will be installed in-country by PTDI in Bandung.

India Approves 12 More Dornier 228s

A NEW batch of 12 Dornier 228 surveillance aircraft is to be purchased by India from Hindustan Aeronautics Ltd (HAL) at a cost of $302.256 million. Approval for the acquisition was granted on October 25 at a meeting of the Defence Acquisition Council. They will be upgraded with enhanced sensor systems. The specific service that will operate them was not announced. The type, which is built under licence by HAL, is in service with the Indian Air Force, Coast Guard and Navy. It is assumed they will join either to Coast Guard or Navy, which both already use the type in this role.

Turkish A400M Becomes First of Type to Visit Kabul

Above: Türk Hava Kuvvetleri (THK – Turkish Air Force)/221 Filo A400M Atlas 13-0009 (c/n 009) at Kabul, Afghanistan, on October 18, marking the first time the type has visited the base. It brought in three armour-protected VIP Mercedes in support of Turkish President Recep Tayyip Erdogan’s visit to meet the Afghan President, Ashraf Ghani, on the same day.

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P033_AFM_DEC14_ad.indd 33

05/11/2014 11:46

NEWS

AUSTRALASIA RNZAF T-6Cs Handed-Over HAWKER BEECHCRAFT has handed over the first four Royal New Zealand Air Force (RNZAF) Beechcraft T-6C Texan IIs. A formal acceptance ceremony took place on October 31 at RNZAF Base Ohakea following the arrival of the second pair of aircraft earlier in the month. The first pilot Wings course on the T-6C will run during 2016, with initial trainees graduating at the end of that year.  The RNZAF’s popular aerobatic team, the Red Checkers, which uses the CT-4E Airtrainer for displays, will also fly the T-6C, but under a new name.

RAAF to Retain Heron UAVs After Afghanistan Withdrawal AUSTRALIA IS to retain two of its leased Heron unmanned air vehicles after the country’s withdrawal from Afghanistan. Australian Minister for Defence, Senator David Johnston, said on October 28 that one of the deployed Royal Australian Air Force (RAAF) Herons was being returned to Australia. This is part of a plan to ensure RAAF pilots maintain the skills to operate unmanned aerial systems until the introduction of the MQ-4C Triton. The estimated cost of the Heron will be AUS$120 million (US$106 million) over six years, including portable ground control stations that will initially be based at Woomera, South Australia. The cost also includes maintenance, logistics, training and renovations to facilities at RAAF Base Amberley, Queensland. The contract extension with McDonald, Detwiler and Associates will be funded from the existing RAAF budget. Senator Johnston said one Heron is already operated at Woomera in restricted military airspace for training purposes. The Heron’s operations will expand over time from Woomera to other defence and civilian airfields, as required. If available, the Heron could also be used for civilian roles, such as during natural disasters.

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Maiden Flight of Second RAAF F-35A Lightning II

Above: The second Royal Australian Air Force (RAAF) F-35A Lightning II, A35-002 (AU-2), gets airborne for its maiden flight on October 1 at Naval Air Station Fort Worth Joint Reserve Base, Texas. It was flown by company test pilot Bill Gigliotti. The aircraft is scheduled for delivery later this year and will be assigned initially to Luke Air Force Base, Arizona, for training. Lockheed Martin/Carl Richards

Australia To Use 15 EC135s for Joint Service Training A NEW helicopter training system for Australian Navy and Army personnel has been approved by the Australian Government. Defence Minister, Senator David Johnston, announced the go-ahead for the project on October 22. He said the new system would better prepare navy and army aircrew to transition to the Australian Defence Force’s current and future combat helicopter fleet, including the Tiger Armed Reconnaissance Helicopter, MRH90 Taipan, MH 60R Seahawk and new CH-47F Chinook. The Helicopter Aircrew Training System (HATS) will be based at

HMAS Albatross in Nowra, New South Wales. The preferred partner for HATS, Boeing Defence Australia, will provide 15 Airbus Helicopters EC-135s with glass cockpits. HATS will also include three full-motion Thales EC 135 flight simulators and the addition of a flight deck to the Royal Australian Navy’s new sea-going training vessel. Final contract negotiations with Boeing are expected to be concluded shortly. The HATS system is being acquired under AIR 9000 Phase 7, for which a shortlist of three tenderers was announced on May 30, 2013. These were teams led by Australian Aerospace Ltd,

Boeing Defence Australia Ltd and Raytheon Australia Pty Ltd.  Senator Johnston said the joint service approach would benefit the ADF because of the reduced training burden on operational aircraft and enhanced navy and army operations from new amphibious ships. Initial Operating Capability for HATS is scheduled for late 2018. The system will begin receiving students before then. The eventual training capacity will be up to 130 students a year, covering pilots, aviation warfare officers, aircrewmen, sensor operators and qualified aircrew returning for instructor training.

Royal Australian Navy’s First MH-60Rs Arrive in Australia A ROYAL Australian Air Force (RAAF) C-17A Globemaster III has delivered the first two Royal

Australian Navy (RAN) Sikorsky MH-60R Seahawks to HMAS Albatross, Nowra, New

Above: The first Royal Australian Navy MH-60R Seahawk to arrive in the country, rain-soaked N48-003/168816 ‘03’, after being moved into a hangar at HMAS Albatross, Nowra, New South Wales, on October 14 following unloading from RAAF C-17A Globemaster III A41-211. Commonwealth of Australia/LSIS Jayson Tufrey

South Wales. The C-17A, A41-211, arrived on October 14, carrying the helicopters from Naval Air Station Jacksonville, Florida. Although two helicopters were delivered, only one, N48-003/168816 ‘03’, was an operational example.  The second was a non-flying, former US Navy MH-60R, 166402, that has been acquired for ground instructional use. This was prepared by Fleet Readiness Center South East at Jacksonville (see Grounded Ex-USN MH-60R to be RAN Maintenance Trainer, August, p28). All 24 of the RAN’s MH-60Rs will be based at HMAS Albatross, where they will be operated by 725 Squadron in the anti-submarine and anti-surface warfare role. Test flying of the first RAN MH-60R at Nowra is scheduled to begin during November.

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06/11/2014 16:02

contracts & Deployments

Visit www.airforcesdaily.com for daily news stories. E-mail the news team at [email protected]

Hill F-16s Deploy to Middle East

Military Aircraft Deployments Date

AF/Unit

Type

Location and Notes

Oct 5

French AF/EC.1/7 & 2/30

3 x Rafale C

Deployed to al Dhafra, UAE, for operations against ISIL

Oct 10

USMC/SPMAGTF-CR

4 x MV-22B

Arrive in Monrovia, Liberia, for Ebola support mission

Oct 10

USMC/SPMAGTF-CR

2 x KC-130J

Arrive in Monrovia, Liberia, for Ebola support mission

Oct 10

USAF/163rd EFS

12 x A-10C

Through Lajes on deployment to Bagram, Afghanistan

Oct 19

USAF/303rd EFS

12 x A-10C

Depart Bagram, Afghanistan for home

Oct 21

RCAF/409 Squadron

7 x CF-18

Depart Cold Lake, Alberta, for Kuwait on Operation Impact

Oct 23

USAF/388th FW/4th FS

12 x F-16C

Through Moron, Spain, to Middle East

Oct 29

USAF/317th AG/40th AS

2 x C-130J-30

Depart Dyess AFB, Texas, for Operation Unified Assistance deployment

Bagram A-10C Swap-Over Completed

Above: US Air Force A-10C Thunderbolt II 80-0201 ‘KC’ from Air Force Reserve Command’s 442nd Fighter Wing/303rd Expeditionary Fighter Squadron ‘KC Hawgs’ departs from Bagram Air Field, Afghanistan, on October 19. The aircraft was one of 12 from the unit that have completed a six-month deployment to the base and are now heading home to Whiteman Air Force Base, Missouri. The unit has now been replaced at Bagram by 12 A-10Cs from the Indian Air National Guard’s 122nd FW/163rd EFS ‘Blacksnakes’ at Fort Wayne International Airport, Indiana. US Air Force/Master Sgt Cohen Young

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35_Contracts_Dec.DJ.indd 35

Above: US Air Force F-16C 88-0419 ‘HL’/ ‘419th FW’ (callsign ‘Tabor 54’) from the 388th Fighter Wing’s 4th Fighter Squadron ‘Fuujins’ at Hill Air Force Base, Utah, landing at Moron Air Base, Spain, on October 23. It wears the markings of Air Force Reserve Command’s 419th Fighter Wing (FW). The 419th FW’s 466th FS ‘Diamondbacks’ is an AFRC associate unit of the 388th FW/4th FS and does not have any aircraft of its own. The aircraft was one of 12 from the unit passing through en route to a deployment in the Middle East. Antonio Muñiz Zaragüeta

New Contract Award Summary Air Force

Company

No and Type

Date

Delivery Date and Notes

Brazilian Air Force

Saab

36 x Gripen NG

Oct 24

2019-2024

Indonesian Navy

Airbus Helicopters

11 x AS565MBe

Nov 5

Within 3 years

Royal Jordanian Air Force

Robinson Helicopters

8 x R44

Oct 18

2014-2015

Mexican Navy

Airbus Defence and Space

2 x C295M

Oct 29

Not announced

Slovakian Air Force

Alenia

2 x C-27J Spartan

Oct 29

2016-2017

Royal Thai Air Force

Piaggio Aero

1 x P180 Avanti II

Sept 30

Not announced

Royal Thai Air Force

Airbus Helicopters

2 x EC725

Oct 22

2017

US Army

Airbus Helicopters

17 x UH-72A Lakota

Oct 22

By January 31, 2016

US Army

Airbus Helicopters

? x UH-72A Lakota

Nov 6

By June 30, 2016

US Marine Corps

Bell Helicopter

14 x AH-1Z Viper

Nov 4

By June 2016

US Marine Corps

Bell Helicopter

13 x UH-1Y Venom

Nov 4

By June 2016

FBI

Sikorsky

2 x UH-60M

Oct 6

By September 30, 2015

#321 DECEMBER 2014 35

11/11/2014 14:18

Chilean Air Force F-16C/Ds

Tanking F-16s over the Andes Santiago Rivas flew in a Chilean Air Force KC-135E on September 19, and witnessed the tanker refuelling a formation of F-16C/Ds high over the Andes.

Above: The F-16Cs pack arguably the biggest punch in Latin America. A batch of 18 AMRAAM missiles, comprising AIM-120B, AIM-120C2 and AIM-120C5 versions were included in the F-16C/D deal. They also use AIM-9L Sidewinders, while the Rafael Python 4 arms the F-16 MLU. There are still AIM-9Ps remaining in store from the Mirage 5 Elkan days. For bombing missions, the Chilean Air Force has the GBU-12s laser-guided bombs equipping F-16C/Ds, and Israeli Lizard M2/M4 LGBs for the F-16 MLUs. Added to their armoury are Mk82 bombs, SUU-20 containers for practice bombs, SAMP BL70 882lb (400kg) bombs and AGM-65 Maverick missiles. Ten Harpoon II anti-ship missiles were also acquired.

Above: Four F-16Ds deployed for the tanker: The aircraft have the same capabilities as the single-seat F-16Cs, due to the jet’s large ‘spine’, which houses all the avionics located behind the pilot’s seat in the F-16C. Left: Chilean F-16C/Ds fly with the Grupo de Aviación No3, based at BA Los Cóndores in Iquique. Their purchase was announced on May 22, 2003 for $320 million (£240 million), under the Peace Puma programe.

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03/11/2014 12:22

Chilean Air Force F-16C/Ds

Above: The Chilean Air Force is keen to train aircrews for long-range flights. Its sends aircraft to Brazil for Exercise Cruzex and, as in this case, flew from its base in the north of the country to Santiago and back before landing. The journey lasted around four hours. Below: Three ex-US Air Force KC-135Es were acquired by the Chilean Air Force. The first was accepted into service on February 18, 2010. The second was delivered in 2011 and the third in March 2012. They are operated by Grupo de Aviación No 10 as part of I Brigada Aérea at Sanitago.

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#321 DECEMBER 2014 37

03/11/2014 12:22

HU-25 GUARDIAN RETIREMENT

Last Guardian Goes The United States Coast Guard’s jet-powered HU-25 Guardian has been saving lives for 32 years, but now it has been retired from active service. Tom Kaminski was there to witness the momentous occasion.

T

he US Coast Guard (USCG) retired its last Dassault HU-25 Guardian from service during a ceremony in September at Naval Air Station Corpus Christi, Texas. For the event the USCG’s Hanger 41 was packed with dignitaries and former crews who paid their final farewell to this jet-powered lifesaver. The USCG selected the Dassault Falcon 20G as the winner of its HX-XX Medium Range Surveillance (MRS) programme on January 7, 1977. Although developed jointly by Dassault and Sud Aviation as the Mystère XX, the Falcon Jet Corporation in Teterboro, New Jersey, was responsible for delivering 41 HU-25As to the Coast Guard from February 1982. Based on the design of the Falcon 20F, the Falcon 20G/HU-25A was powered by two Garrett ATF3-6-2C turbofans and its airframe and systems featured 21 modifications over its predecessor. The HU-25A prototype flew at Falcon Jet’s Little Rock, Arkansas, facility on August 4, 1978, but problems with the ATF-3 engines delayed delivery of the first Guardian until February 9, 1982. The HU-25A logged its first significant search and rescue (SAR) mission

Above: HU-25A, 2110 is marshalled in at Air Station Atlantic City, New Jersey on September 16, 2012. The aircraft spent its final years assigned to the USCG’s Aviation Logistics Center in Elizabeth City, North Carolina. Following its retirement it was transferred to NASA’s Langley Research Center in Virginia. Insert: The HU-25 Guardian patch worn by USCG aircrews. Below: Operated by Air Station Cape Cod at Otis Air National Guard Base, Massachusetts, HU-25B, 2010 was fitted with both the Aireye side-looking airborne radar and an infrared/ultraviolet line scanner pod. Both systems were mounted on the underside of the forward fuselage. Ray Rivard

‘The HU-25A logged its first significant search and rescue mission on September 15, 1982’

Right: Guardian 2114 waits for its aircrew prior to the final flypast at Coast Guard Air Station Corpus Christi, Texas on September 23. The HU-25’s ability to operate from sea level to altitudes of 42,000ft (12,802m) made it ideal for United States Coast Guard (USCG) missions, including search and rescue, drug interdiction and marine law enforcement. All photos Tom Kaminski unless stated

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03/11/2014 12:44

HU-25 GUARDIAN RETIREMENT on September 15, 1982. Over the following 32 years, the fleet was assigned to ten air stations, flew over 508,600 hours and helped rescue 549 people and saved 185 lives. Four specialised configurations included the HU-25B, HU-25C, HU-25C+ and HU-25D variants and 22 aircraft were modified. Seven HU-25Bs were equipped with the Aireye side-looking radar for the airborne oil surveillance system (AOSS) that was designed to locate and track oil spills and other pollution at sea. The system comprised an AN/APS-131 side-looking airborne radar and an RS-18C infrared/ultraviolet line scanner. The first HU-25B entered service at Coast Guard Air Station Sacramento, California, in April 1987. Two others and an Aviation Detachment (AVDET) from Air Station Cape Cod, Massachusetts, were deployed to Bahrain in February 1991 after troops loyal to Saddam Hussein destroyed hundreds of oil wells and pumping stations. Operating as part of a US Inter-agency oil spill assessment team (USIAT), during an 84-day deployment, the Guardians flew 427 flight hours and mapped over 40,000 sq miles (103,600km2) in support of clean-up efforts.

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38-40_USCGHu25_Dec.DJ.indd 39

Above: Nine HU-25As were modified to HU-25C+ configuration which introduced an APG-66 air-to-air/ surface search radar to the fleet, a significant improvement over the elderly APS-127 surface search radar as it used 30% less power and required less cooling. Serial 2140 was assigned to Air Station Cape Cod when photographed in 2006. Below: There are large observation windows either side of the forward fuselage. A crew of five was carried for routine operations, with two of them acting as ‘spotters’.

#321 DECEMBER 2014 39

03/11/2014 12:44

HU-25 Guardian RETIREMENT

‘The Guardian flew its last SAR mission on September 17 when a life raft was dropped to the crew of a Mexican fishing vessel that was sinking off the coast of Texas’ Above: A final flypast and salute to the crowd gathered below at Corpus Christi’s Coast Guard station. Serial 2114 was the last of 41 Guardians that served with the USCG.

In April 1988, Air Station Miami received the first of nine HU-25C ‘Nightstalker’ interceptors. Tasked with identifying and tracking sea and airborne targets, and directing law enforcement personnel to intercept those targets, the HU-25C was equipped with an AN/APG-66 air-to-air radar in place of the AN/APS-127 surface search radar that equipped the HU-25A/B, as well as a WF-360 forward looking infrared (FLIR) sensor. The aircraft were later brought up to HU-25C+ configuration when the radar was updated to AN/APG-66(V)2 and a Wescam MX-15 imaging turret infrared/electro-optical sensor was installed. The first HU-25C+ was returned to service on July 2, 2001 and the last of nine modernised interceptors was delivered on April 2, 2003. The same project replaced the AN/APS-127 radar in six HU-25As with the AN/APS-143B(V)3 Ocean Eye surface search radar and the Wescam MX-15. Designated HU-25D, the first of those aircraft was delivered on February 7, 2002 to Air Station Miami and final one arrived in June 2003. During its career HU-25D serial 2114, which was the last of 41 Guardians in service, accumulated 16,017 flight hours.

The Guardian flew its last SAR mission on September 17 when a life raft was dropped to the crew of a Mexican fishing vessel that was sinking around 22 miles (35.4km) from South Padre Island, off the coast of Texas. The Guardian completed a final training sortie the next day. On September 26, the HU-25D was flown to Van Nuys Airport, California, where it was delivered to the North Valley Occupational Center’s Aviation Center, where it will be used as a teaching aid for trainee mechanics at one of the schools there. The retirement of serial 2114 marked the completion of Air Station Corpus Christi’s transition from the Guardian to the Airbus/ CASA HC-144A Ocean Sentry. The station had previously said farewell to HU-25D serial 2113, which in July was flown to Air Station Sacramento, California, for disposal by the General Services Administration. Subsequently, in mid-August, serial 2105 was delivered to Corpus Christi International Airport, where it will remain on static display at the new Sector/Air Station Corpus Christi facility, which is currently under construction and will become the hub for USCG afm air operations in the district.

Above: Three HC-144A Ocean Sentries will be assigned to Air Station Corpus Christi Texas, 2308 was the first to arrive, delivered in July 2014. The HC-144A can be configured to carry 40 passengers, 9,400lb (4,264kg) of cargo or medical litters. Below: Guardian 2114 taxies out to Corpus Christi’s main runway for the final time during the closing stages of the retirement ceremony on September 23.

HU-25 Status – October 2014 Model

Serial

MSN

Original Reg

Status

HU-25B

2101

374

N1045F

stricken

HU-25D

2102

386

N149F

stricken

HU-25B

2103

394

N178F

wfu

Albuquerque IAP, New Mexico HU-25C+

2104

390

N173F

STADIS

HU-25D

2105

398

N183F

STADIS

HU-25A

2106

402

N187F

stricken

HU-25A

2107

409

N407F

stricken

HU-25A

2108

405

N405F

stricken

HU-25A

2109

407

N406F

stricken

HU-25A

2110

411

N408F

NASA

HU-25B

2111

413

N410F

stricken

HU-25C+

2112

415

N413F

NASA

HU-25D

2113

417

N416FJ

stricken

HU-25D

2114

418

N417F

stricken

HU-25A

2115

419

N419F

wfu

HU-25A

2116

420

N420F

stricken

HU-25D

2117

421

N422F

stricken

HU-25B

2118

423

N423F

wfu

HU-25A

2119

424

N424F

stricken

HU-25A

2120

425

N425F

STADIS

HU-25A

2121

431

N429F

STADIS

HU-25B

2122

433

N432F

stricken

HU-25A

2123

435

N433F

stricken

HU-25A

2124

437

N435F

stricken

HU-25B

2125

439

N443F

MIT LL

HU-25B

2126

441

N445F

stricken

HU-25A

2127

443

N447F

NASA

HU-25D

2128

445

N449F

stricken

HU-25C+

2129

447

N455F

NASA

HU-25A

2130

450

N458F

stricken

HU-25C+

2131

452

N459F

wfu

HU-25A

2132

454

N461F

wfu

HU-25C+

2133

454

N462F

STADIS

HU-25A

2134

458

N465F

stricken

HU-25C+

2135

459

N466F

STADIS

HU-25A

2136

460

N467F

wfu

HU-25A

2137

462

N470F

stricken

HU-25A

2138

464

N472F

stricken

HU-25C+

2139

466

N473F

stricken

HU-25C+

2140

467

N474F

wfu

HU-25C+

2141

371

N1039F

wfu

Abbreviations; wfu: withdrawn from use. STADIS: static display

40 DECEMBER 2014 #321

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628 AFD for AFM A4.indd 13

07/08/2014 15:12

STRIKING BACK AT ISIL

A French Air Force Rafale targets an ISIL logistics hub – on the left is the pre-strike imagery and on the right, the same location after the AASMs had struck. FAF

The Pacing Game

Alan Warnes brings us up to date on the US-led coalition bombing campaign against ISIL, known as Inherent Resolve, now in its third month.

W

HILE ALLIED bombs continue to rain down on ISIL, it has become increasingly obvious this strategy will not end the jihadist stranglehold of Northern Iraq. NATO and its Middle Eastern counterparts are now embarking upon a paced plan to train Iraqis and Kurds for the inevitable ground assault.

More assistance on the ground

With NATO countries declining to send troops to fight ISIL, the only option left for the Iraqi Government is to invite back armies it wanted rid of just five years ago to train its military personnel. When, on November 5, the UK

Defence Secretary Michael Fallon made his first visit to Iraq, he met its Prime Minister Haider Al-Abadi, Defence Minister Khaled Al Obeidi and National Security Adviser Fallah al Fayyad, as well as the head of the Kurdistan Regional Government, Masoud Barzani and Kurdish Prime Minister Nechirvan Barzani. After the meeting, Mr Fallon revealed that the UK would provide counter-IED training to Iraqi forces as well as advisory personnel to headquarters as part of the support aimed at bolstering Iraq’s ability to tackle ISIL. The UK is also increasing its current training offer to the Kurds to include infantry skills, such as sharp-shooting and first aid, alongside the provision of further equipment. A subsequent Pentagon announcement, on November 8, declared the US would send an additional 1,500 non-combat troops, to double the number already in Iraq, to establish several sites to train nine Iraqi Army and three Kurdish Peshmerga brigades. Two ‘advise and assist operations centres’ would also be

set up outside Baghdad and the northern city of Erbil, according to the Pentagon. “US troops will not be in combat, but they will be better positioned to support Iraqi security forces as they take the fight to ISIL”, White House spokesman Josh Earnest told the media the same day.

Bombing ISIL

The number of aircraft participating in the efforts to clear Iraq of ISIL has swollen in recent weeks with the addition of six Royal Canadian Air Force, 409 ‘Night Hawk’ Squadron CF-18s. As part of Canada’s Operation Impact, the jets departed on October 21 from CFB Cold Lake, Alberta for an unnamed forward operating base in Kuwait, probably Ahmed al Jaber, where the Danish contingent is known to be based. Their first combat mission came on October 30. Meanwhile, the USS Carl Vinson (CVN-70) took over from the USS George W Bush (CVN-77)

Canadian Armed Forces CF-18 Hornets from 409 Squadron sit on the apron in Kuwait, in support of Operation Impact, on October 28, 2014. CAF

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11/11/2014 15:18

STRIKING BACK AT ISIL

Kobani Coalition forces have continued to pound positions in and around Kobani to stop ISIL from winning the Syrian town, watched by numerous TV crews gathered on hills at the nearby Turkish border. Many fear for the fate of the civilians within the town, and from the allies’ point of view it will also be seen to confirm the widely-held belief that bombing alone cannot win this war. One of the ISIL hostages , photojournalist John Cantlie recorded another of his ‘Eyes and Ears’ reports from Kobani in mid-October to highlight ISIL’s advances there. The Brit has been held captive by ISIL for two years – previous to that he had been captured by a jihadi group in July 2012 and rescued by Free Syrian Army rebels a week later. For the moment Mr Cantlie is proving useful to his captors and has now featured in four videos criticising the actions of the US and UK. While he serves – albeit under duress – as a valuable propaganda tool let us hope that no more hostages will be beheaded.

Above: The USS Carl Vinson relieved the USS George W Bush in the Arabian Gulf on October 18, 2014. US Navy Below: Tornado GR4s from II (AC) Sqn continue to operate from RAF Akrotiri with Dual Mode Brimstone (DMB) missiles, as seen under the aircraft here, that are specifically used to destroy moving targets. The laser or GPS guided Paveway IV is another weapon of choice for the RAF. Between them they cover most targeting options. RAF – Cpl Neil Bryden

on October 18 as part of the US Navy’s routine carrier rotation, with the former’s CVW-17 F/A18 Hornets attacking ISIL sites the following day. One of the biggest allied combined air op assaults to date against ISIL militia took place on October 23 in the Kirkuk region. A pair of French Air Force Rafales, now flying under Operation Chammal, unleashed 12 AASMs (Armement Air-Sol Modulaire – Modular Air to Ground Weapon) against a key ISIL complex in the Al Hawjah area, 155 miles (250kms) south of Mosul. RAF Tornado GR4s flying from RAF Akrotiri, Cyprus, as part of Operation Shader, used their Paveway IVs to destroy other ISIL logistical stores at an Iraqi military base the insurgents had taken over, while Dual Mode Brimstones hit moving targets. Jets from afm other countries were also involved.

TURKEY

Rabia Kobani

Kobani

Manbij

Manbij

Hassakeh

IRAQ IRAQ

Rabia

Mosul Dam area Mosul Dam area

Raqqa

CVN-70

Kirkuk

Abu Kamal

Haditha

Ramadi Fallujah

Fallujah

Baghdad

JORDAN Kobani Manbij

Rabia

10

Less than 10

Kurdistan Government control

IRAQ

Mosul Dam area

JORDAN

IRAN

KUWAIT CVN-70

USS CARL VINSON The Gulf

Irbil

SAUDI ARABIA Raqqa

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20

SYRIA

Hassakeh

Deir al-Zour www.airforcesdaily.com Mayadin Homs SYRIA Abu Kamal

50

US warship IS control IS support

IRAQ

IRAQ

SAUDI ARABIA

TURKEY

100

Baghdad

JORDAN

LEBANON

Confirmed air strikes Since 8 August 2014 Iraq 275 Syria 113

Ramadi

ISRAEL

UAE

Amerli

Amerli

Damascus

Aleppo

SAUDI ARABIA

Haditha

LEBANON

mascus

BAHRAIN QATAR UAE

SAUDI ARABIA

Kirkuk

Deir al-Zour Homs Mayadin SYRIA Abu Kamal

SYRIA

USS CARL VINSON VINSO CVN-70 USS CARL VINSON BAHRAIN QATAR

Irbil

Irbil

Deir al-Zour Mayadin

Homs

IRAN IRAN

JORDAN JORDAN

Hassakeh Raqqa

Aleppo

Aleppo

SYRIA SYRIA

TURKEY

SAUDI ARABIA

Kirkuk Amerli Haditha

BAHRAIN QATAR

Oct 13, 2014

UAE

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KUWAIT The Gulf

Oct 13, 2014 11/11/2014 15:18

AirTanker Services Voyager

Voyage of

Discovery AFM’s Glenn Sands visited RAF Brize Norton to witness how the RAF and AirTanker Services are operating the ‘game-changing’ Voyager Multi-Role Tanker Transport.

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www.airforcesmonthly.com

11/11/2014 10:22

AIRTANKER SERVICES VOYAGER

“E

verybody okay?” the pilot asked over the intercom. As I looked around the cabin the scene was one of cool, calm professionalism. On a Friday morning in late September, we had just undergone an aborted take-off, a mere 10kt from our rotation point along RAF Brize Norton’s main runway. There was no panic, no drama. Everything seemed routine, although it was in fact a completely unplanned procedure. But it was as if the crew had practised this scenario a thousand times in the simulator, which I expect they had. The captain explained that a precautionary warning light had flashed on the instrument panel. Such is the level of sophistication in the cockpit that the Voyager’s on-board computers took over, made a decision, and aborted our take-off. All the captain had to do was retard the throttles and the aircraft managed the braking itself. It was an impressive start to the flight and showed the benefit of the high-quality training

undertaken in a unique partnership, for which the RAF is now reaping the rewards. When the idea was first proposed of leasing a tanker fleet for the RAF, the National Audit Office claimed the idea simply wouldn’t work. How would a commercial company allow its aircraft to fly into combat zones? How would experienced civilian pilots cope working alongside RAF aircrews? It was a challenge, but not insurmountable if one thought outside the box. The UK Government and the Ministry of Defence (MoD) warmed to the idea of a private finance initiative (PFI) to meet the RAF’s need for its Future Strategic Tanker Aircraft requirement. While debate raged about the pros and cons of such a programme, the MoD ignored critics and signed a £13 billion, 27-year PFI contract with AirTanker Ltd following a review of competitive tenders. AirTanker – a partnership between Babcock, Cobham, EADS, Rolls-Royce and Thales – signed up to provide a fleet of 14 modified Airbus A330-200 Multi-Role Tanker Transports (MRTTs)

for both aerial refuelling and air transport roles. The agreement also covered aircraft support, maintenance and infrastructure, which included training simulators and the necessary administration procedures that come with operating a large fleet of aircraft.

A very pleased force

To say the RAF is happy with the Voyager agreement is an understatement. Given the smiles and air of optimism at RAF Brize Norton, it’s clear to any visitor that the years of operating ageing VC10s and Tristars are in the past. Wing Commander Jamie Osborne, Officer Commanding 10 Squadron and a former VC10 and Tristar pilot, explained: “Replacing the VC10 with the Voyager has been phenomenal. For example, a VC10 was either a two- or three-hose tanker carrying 70/80 tons of fuel – of which you’d burn seven tons per hour. “The Tristar was one-hose, carrying about 130 tons while burning eight tons per hour. The Voyager is either a two- or three-hose tanker, depending on the mark, and we’re able to carry 111 tons of fuel and burn just six tons per hour.

Above: The Voyager has brought a fresh, enthusiastic feel to the RAF’s tanker fleet crews, with personnel keen to discuss the merits of flying the aircraft. A number of upgrades are planned to introduce an Enhanced Defensive Aids Suite across the fleet. AirTanker/Geoffrey Lee Right: Two Voyager pilots watch two RAF Typhoons approaching the tanker’s port wing prior to dropping behind the aircraft for a ‘hook-up’. The co-pilot has already folded down his display screen to monitor images from the Mission Systems Operator’s station. All photos Key – Glenn Sands unless stated

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AirTanker Services Voyager

Regardless of rank, every passenger has the same style of seating in the cabin. AirTanker selected a premium economy plus configuration for its Voyager fleet.

“But if we come back to what we call the ‘green dot’, which is our maximum endurance speed where we get the hoses in, you can cut this down to four tons per hour. So we can sit on a towline for hours and still give away a shedload of fuel.” Compared to the Tristar and VC10, the Voyager’s passengers ride in comfort, with 291 seats from which to choose. Whether you’re a private or major general, everybody has the same style of seat. One class fits all. An aeromedical kit in the form of a pod can be fitted at the rear of the aircraft, with the stretcher posts attached to the seat backs. The kit has only recently been cleared for use, with training undertaken at AirTanker’s facilities. Wing Commander Osborne continued: “Such capabilities and fuel burn allow us to take a 20-ton load, which can equate to 290 fully-loaded troops direct to South Africa or Vietnam. If we decrease the weight with slightly fewer guys we can get them to the middle of South America or the middle of Indonesia. So, in terms of projecting force – which our politicians can want in one go – there’s no need to lay over or stop off anywhere; and we can go at a moment’s notice.”

Current RAF Voyager Fleet Serial

Type

Status

ZZ330

KC2

Operational

ZZ331

KC2

Operational

ZZ332

KC3

Operational

ZZ333

KC3

Operational

ZZ334

KC3

Operational

ZZ335

KC3

Operational

ZZ336

KC2

Operational

ZZ337

KC3

Operational

ZZ338

KC3

Operational

ZZ339

KC3

On order

ZZ340

KC3

On order

ZZ341

KC2

On order

ZZ342

KC2

On order

ZZ343

KC2

On order

Above: Two steerable high-definition cameras are mounted in two ‘goldfish bowls’ under the fuselage. Below: All aircraft can be fitted with Cobham 905 wing-pods, which are used to refuel fast jets including Typhoons and Tornado GR4s.

Key: KC2 denotes a two-point tanker; KC3 threepoint tanker

Top tanking

The air-to-air refuelling (AAR) role is currently the main focus for the Voyager fleet, with at least one aircraft on 24/7 alert as part of the UK’s requirement to provide tanker support to RAF Typhoons on quick reaction alert (QRA). The aircrew assigned have to remain on base and be prepared to get the Voyager off the ground in the shortest possible time once an alert call has been made. Wing Commander Osborne explained what the Voyager has brought to the RAF for more routine tanking missions: “For AAR, the Voyager with its 111 tons and low fuel burn means we’re looking at Red Flag and Cold Lake. We’ll be able to drag four Typhoons directly from the UK to the eastern seaboard, stay the night and go from here directly to the locations in one go. With the VC10 trail, you’d drag them to Lajes [Portugal], then to trail Bangor, Maine, stay the night, then to the middle of the US, stay the night and then to Cold Lake. So that means there are four opportunities for any of those aircraft to break versus two with the Voyager.

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Above: Squadron Leader Tony Lett, one of the most experienced Mission Systems Operators currently on the Voyager fleet, previously served on Chinooks and VC10s.

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11/11/2014 10:19

AIRTANKER SERVICES VOYAGER

Captain Andy Roberts - A330 Training Captain

The pilot of an RAF Typhoon FGR4 from 3 Squadron plugs into the port basket. Fuel transfer rate to the Typhoon is around 1,323lb (600kg) per minute.

“Such a capability also serves us in the force projection going west to east: we can take four Typhoons to the centre of the Middle East around the Muscat area. So in terms of the speed and delivery the Voyager is an absolute game-changer.”

The new MSOs

A new aircrew role specifically for the Voyager fleet is that of Mission Systems Operator (MSO), responsible for the air-to-air refuelling and the movement of jets around the tanker and leading to a significant mind shift for pilots, who used to run everything from the fighters joining up on the wing to which hose they were allocated and to how they leave the tanker. All these duties have now been handed over to the MSO, who – responsible for controlling a multi-aircraft formation around their tanker – could be a senior NCO or someone fresh out of Cranwell. Assisting the MSO in their role are ten externally mounted highdefinition, infrared cameras which watch the

‘customers’ during the hook-up. Squadron Leader Tony Lett, who previously served on Chinooks and VC10s, explained his crew position: “The three screens I have located above me relay images from the fixed cameras outside while the larger screen below is linked to the two moving cameras. It allows me to record the refuelling in high-definition. “Additionally, the centre screen can display the tactical situation or images from another set of cameras mounted in ‘goldfish bowls’ which can be panned left and right and moved in and out. Images can be relayed to the pilots’ fold-out screen on their control columns. The level of SA [situational awareness] we have on the aircraft is incredible.” At present the Voyager is cleared to refuel Tornados, Typhoons and C-130s. Shortly E-3Ds will join the list along with the A400M in early 2015. But if the need arises there’s an operational emergency clearance option, which has to be approved by the Air Officer Commanding, 2 Group allowing Voyager to refuel others types.

Two for the price of one

With two units – 10 Sqn and 101 Sqn – operating from one pool of aircraft, to an outsider it might lead to confusion. But Wing Commander Osborne explained this simply does not occur: “Apart from the badges, we’re all the same because we’re still building up and want to generate experience across the force. So I have guys that are brand new and fresh out of Cranwell and others who have thousands of hours on C-17s and Tristars. “When we get tasked, we effectively fly as a ‘mixed blob’ crew, so there’ll be a bunch from 10 and 101 Squadrons and we simply all mix in. Because we need to keep the flexibility, we’re not going down the old route of saying ‘just 10 Squadron will do transport and 101 Squadron will do AAR’. It’s so we don’t find ourselves in a position where all the AAR crews may be gone off one way and we’re just left with the transport crews – we need that flexibility in the bag.” With such a forward-thinking outlook from both the RAF and AirTanker Services, it’s clear the Voyager fleet has a bright future that will no doubt see it become afm the RAF’s ‘mission mover’.

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Former RAF test pilot Captain Andy Roberts is an A330 training captain with AirTanker Services and a sponsored reservist Flight Lieutenant on 101 Squadron flying the Voyager. “The air-to-air refuelling (AAR) tanker is the ultimate force multiplier. It gives fuel to the other aircraft, allowing them to fly further, loiter for longer and carry more payload than they would be able to do on their own. The tanker crew's job may not be glamorous, but it is vital in any air campaign. “At its most basic, AAR is a very simple mission. The tanker aircraft sets up a racetrack pattern in a dedicated piece of airspace. Receiver aircraft are vectored to the tanker, join up in close formation, take fuel from the hoses and then depart to complete their mission. If the tanker crew are doing their job well, then the receiver pilots shouldn’t have to think very much about AAR. The tanker should be exactly where the receiver wants it, when they need it. But achieving this takes a lot more thought than might be expected. “The tanker crew will look at where the receiver aircraft are taking off from and try to position as close as possible to their base to make the RV. It is much easier for the receiver to make contact with the tanker when they’re flying straight and level, so the tanker crew will try and fly a long, straight leg during the join-up. The receiver aircraft would probably like to finish refuelling as close as possible to its operating area, and might even want to stay connected to the tanker once its fuel tanks are full, slowly sipping at the tanker’s fuel. “To provide that level of service, the tanker crew needs to fully understand the receiver’s mission and has to have excellent situational awareness. While RAF tanker crews have always prided themselves on going the extra mile to meet their receivers’ needs, the flight deck systems of the Voyager aircraft makes it easier to deliver a very high level of service. “For the pilots, the AAR area is graphically depicted on the aircraft navigation display. By using this and the flight management computer, they are able to plan their manoeuvres much more accurately and can anticipate the receiver’s needs better. The flight management computer also calculates the fuel required for the tanker to complete its mission, allowing the crew to give away as much fuel as possible, while still having sufficient gas to allow them to get back to home base. Both pilots are provided with display screens, which are linked to the aircraft’s camera system. These cameras allow the pilots to track where the receiver aircraft are, without the need for a constant verbal commentary from the MSO. “Many of the MSO’s tasks that would have been controlled by the air engineer on a TriStar or VC10 have been automated in the Voyager. The AAR refuelling computers automatically select which fuel tanks should feed the hoses, constantly managing the tanker’s centre of gravity. This automation allows the MSO to concentrate their attention on the receiver aircraft, and not to be distracted by routine flight management tasks."

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BALTIC AIR POLICING (BAP)

The Heat Is On! Tieme Festner, who has been visiting Lithuania for 20 years, puts the spotlight on the Baltic Air Policing (BAP) mission operating out of Šiauliai Air Base.

F

OR THE past ten years, air forces from across NATO have been sharing the responsibility for patrolling the skies over their Baltic allies, Estonia, Latvia and Lithuania. Now, following Russia’s annexation of most of the Crimean Peninsula in March 2014, the tension has been ratcheted up as NATO increases its presence in the region.

Ten years

The Baltic Air Policing (BAP) mission is ‘celebrating’ its 10th anniversary this year and there have been some remarkable changes that could not have been predicted a while ago. Fifteen different nations have deployed for a total of 36 detachments, although there has actually been 38 because two nations spanned two detachments. Their aim is to ensure the integrity of the Baltic states’ airspace. The mission involves the joint and collective use of fighter aircraft to facilitate a single standard of security within NATO’s area of responsibility. The

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36th BAP rotation began on September 1 and will last until January 1, 2015. Lead nation is Portugal, augmented by Canada, Germany and Holland. Since most of the Crimean Peninsula was annexed, subsequent clashes with separatists in eastern Ukraine have caused tensions to rise considerably. For over ten years the NATO contingents have patrolled the Baltic skies with great dedication and practised the ‘scramble’ procedures almost daily but the number of real, so-called ‘alpha scrambles’, intercepting other aircraft amounted to no more than a handful during any one rotation. However, when the based fighters in Lithuania were interesting enough to arouse Russian curiosity, the number of ‘alpha scrambles’ increased. For example, when the Czech Air Force Gripens or the German Eurofighters were present in 2009 they were often intercepted. Nowadays they are seen regularly, almost on a daily basis, and although precise figures have not been released by NATO,

the author has witnessed a considerable increase in their number over the ten years he has been visiting the BAP detachment.

Increasing the jets

In light of the Ukraine situation, NATO decided to enhance the BAP mission and increase the number of jets in the region. During the USAF tour, which began on January 1, 2014, the four deployed F-15C Eagles rose to ten in April. When the USAF fighters were relieved by Polish MiG-29s they were joined by RAF Typhoons in Šiauliai in Lithuania, French Air Force Rafale fighters in Malbork, Poland and Danish F-16AM fighters in Amari, Estonia.

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03/11/2014 14:37

BALTIC AIR POLICING (BAP)

‘For over ten years the NATO contingents have patrolled the Baltic skies’

Above: Armed to the teeth, a mixed formation of two Portuguese Air Force F-16AMs led by a Canadian Air Force CF-18. All aircraft are armed with AIM-120 AMRAAM and AIM-9M Sidewinder missiles. Portugal is the lead nation for the current Baltic Air Policing (BAP) detachment. The Portuguese Air Force also contributed to this mission for six weeks in 2007. Capt Gabrielle DesRochers via author Insert: The Canadian badge for the current BAP mission. It depicts the 36th Baltic Air Policing detachment, a map of the Baltic States, contributing countries to this mission, a NATO symbol and CF-18s. It is common for contributing countries to design, make and wear a special patch. Left: Captain ‘Viriato’, a Portuguese Air Force pilot in full flying gear, runs to the waiting van after the scramble alarm is sounded. The van will take the pilots to the aircraft and within minutes they are airborne and on their way to intercept and/or identify any fast or slow moving aircraft near Baltic airspace. All photos Tieme Festner/DAPPA unless stated

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BALTIC AIR POLICING (BAP) Right: Five Royal Netherlands Air Force F-16s are based at Malbork to assist in the BAP role. The mission is being run from Estonia, Lithuania and Poland. Wim Das Below: Since military tensions have risen in Europe, the Baltic Air Policing mission has been enhanced. Additional forces have had to be housed on Šiauliai Air Base and outside the ‘normal’ QRA-area because there is not enough space there to accommodate personnel. The Canadians are housed on the newly built main platform right beside the control tower, using large tent-like structures as shelters. Working under these contraptions will be a challenge during the harsh Lithuanian winters.

“Here we intercept other military [Russian] aircraft, often loaded with weapons” Portugal leads

For the 36th rotation, the Portuguese Air Force, based in Šiauliai, has six F-16AMs – four armed with AMRAAM and AIM-9 Sidewinder missiles and two spares. The det consists of about 70 people and most will be rotated, enabling everyone to gain experience. Hence, Lt Col João ‘Ghost’ Pires was det commander until October 8, 2014 when Lt Col Carlos ‘Corvo’ Lourenço took over. Lt Col João Pires joined the Portuguese Air Force in 1989 and has flown about 2,700 hours, of which more than 2,000 were on the F-16. He told the author about the detachment’s role: “Our mission is the same as in 2007 [when they were last there], the difference is that more nations are involved, which means more security and more ways of training for us. We are prepared and looking forward

to gaining extra experience, including cold weather operations. Portugal being the lead nation means that we are on readiness 24/7. The other countries normally have lower readiness and more training opportunities.” Another Portuguese pilot ‘Viriato’, with about 900 hours on the F-16, explained the difference with alpha-scrambles in Portugal: “Here we intercept other military [Russian] aircraft, often loaded with weapons which is contrary to alpha-scrambles in Portugal where intercepts are often civil aircraft not responding on radio, or drug trafficking aircraft. Intercepting military armed aircraft is a completely different feeling. Of course, we are prepared and we have done the mission before in Lithuania and in Iceland in 2012.” The Portuguese F-16s will be replaced by Italian Air Force Eurofighters on their first BAP deployment on January 1, 2015.

Canadians Move In Working alongside the Portuguese are four Royal Canadian Air Force Air Task Force (ATF) CF-18A Hornets. The ATF relocated from Campia Turzii in Romania, where they had conducted training with NATO allies, from early May. An ATF is a temporary grouping of RCAF units or detachments formed to carry out a specific operation, mission or task. The RCAF maintains two high-readiness ATFs that are designed to be reactive and flexible in delivering airpower. The first is a contingency ATF poised for immediate deployment in response to an international or domestic incident. The second is a ‘deliberate’ ATF that can deploy to sustain operations in Canada and around the world for an intermediate period of time within its one-year mandate, which rotates across RCAF Wings in Canada.

French Mirage F1CRs armed with Matra R550 Magic 2 missiles, shadow a Russian Air Force Su-27 Flanker armed with R-73 infrared guided missiles. They are regular sights for the BAP aircrews. In the background there is a Tu-22M3 Backfire. French Air Force via author

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BALTIC AIR POLICING (BAP)

Above: Controlled by the Combined Air Operations Centre (CAOC) in Uedem, Germany these fighters alongside Dutch F-16AMs and German EF2000 Eurofighters will patrol the Baltic skies until January 1 next year when they will be relieved by other nations. CAOC Uedem plans, directs, task coordinates, supervises, assess and reports on air operations of all allocated assets in peacetime, crisis and conflict. Capt Gabrielle DesRochers via author

While flying in the BAP mission is a first for a Canadian ATF, Canada has periodically participated in similar operations. Operation Ignition is Canada’s contribution to the NATO mission known as ‘Airborne Surveillance and Interception Capabilities to meet Iceland’s Peacetime Preparedness Needs’. Patrolling Iceland’s airspace was last undertaken by Canada in spring 2013. The CF-18As in Lithuania are armed with AIM-9 Sidewinder and AIM-120 AMRAAM missiles, which they were carrying on September 9 when intercepting a Russian An-26 that reportedly came too close to Baltic airspace. The 130-man Canadian detachment is commanded by Lt Col David Pletz. “Canadians are more used to intercepting Russian military aircraft but in those cases we are often talking long-range strategic bombers, such as the Tu-95 Bear – here in

BAP Deployments to Šiauliai Air Base Lithuania Deploy Start

Air Force

Aircraft

Deploy Start

Air Force

Aircraft

Mar 29, 2004

Belgian Air Force

F-16AM

Jul 1, 2004

Royal Danish Air Force

F-16AM

Jan 4, 2010

French Air Force

Mirage 2000C

Apr 30, 2010

Polish Air Force

Nov 15, 2004

Royal Air Force

MiG-29A

Tornado F3

Sep 1, 2010

United States Air Force

F-15C

Jan 12, 2005 Apr 1, 2005

Royal Norwegian Air Force

F-16AM

Jan 5, 2011

Luftwaffe

F-4F

Royal Netherlands Air Force

F-16AM

Apr 28, 2011

French Air Force

Mirage 2000C

Jul 1, 2005

Luftwaffe

F-4F

Sep 2, 2011

Royal Danish Air Force

F-16AM

Oct 1, 2005

United States Air Force

F-16CJ

Jan 4, 2012

Luftwaffe

F-4F

Jan 1, 2006

Polish Air Force

MiG-29A

Apr 26, 2012

Polish Air Force

MiG-29A

Apr 1, 2006

Turkish Air Force

F-16C

Aug 31, 2012

Czech Air Force

Gripen C

Aug 1, 2006

Spanish Air Force

Mirage F1M

Jan 3, 2013

Royal Danish Air Force

F-16AM

Dec 1, 2006

Belgian Air Force

F-16AM

Apr 30, 2013

French Air Force

Mirage F-1CR

Apr 1, 2007

French Air Force

Mirage 2000C

Sep 30, 2013

Belgian Air Force

F-16AM

Aug 1, 2007

Romanian Air Force

MiG-21 LanceR

Jan 3, 2014

United States Air Force

F-15C

Nov 1, 2007

Portuguese Air Force

F-16AM

Apr 30, 2014

Polish Air Force

MiG-29A (Šiauliai, LT)

Dec 15, 2007

Norwegian Air Force

F-16AM

Apr 30, 2014

Royal Air Force

Typhoon (Šiauliai, LT)

Mar 15, 2008

Polish Air Force

MiG-29A

Apr 30, 2014

Royal Danish Air Force

F-16AM (Amari, Estonia)

Jul 1, 2008

Luftwaffe

F-4F

Apr 30, 2014

French Air Force

Rafale (Malbork, Poland)

Oct 1, 2008

United States Air Force

F-15C

Sep 1, 2014

Portuguese Air Force

F-16AM (Šiauliai, LT)

Jan 4, 2009

Royal Danish Air Force

F-16AM

Sep 1, 2014

Royal Canadian Air Force

CF-18A (Šiauliai, LT)

May 1, 2009

Czech Air Force

Gripen C

Sep 1, 2014

Luftwaffe

Eurofighter (Amari, Estonia)

Eurofighter/F-4F

Sep 1, 2014

Royal Netherlands Air Force

F-16AM (Malbork, Poland)

Sep 1, 2009

Luftwaffe

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BALTIC AIR POLICING (BAP) the Baltics, the Canadians and their partners can see all the Russian military hardware including the Su-27 Flanker, Tu-22 Backfire, A-50 Mainstay and the latest Su-34 Fullback.” When the Canadians finish their deployment on January 1, 2015, they will be succeeded by a Polish detachment.

Estonia and Poland

Both detachments in Šiauliai are augmented by four German Eurofighter EF2000s at Amari Air Base, Estonia. The Luftwaffe also keeps two EF2000s on a 96-hour standby in Germany. It relieved the Royal Danish Air Force, which was the first BAP operation to use the newly renovated Amari base. The 160man German team operates four EF2000s from JG74 based at Neuburg in Bavaria. The Germans will be replaced by Spanish Eurofighters, which will be making their first BAP deployment. The Combined Air Operations Centre (CAOC) in Uedem, Germany decides which detachment will be scrambled to intercept any aircraft. The Germans get their fair share, and at 1430hrs on September 21, two EF2000s intercepted two unidentified aircraft that had not relayed their transponder codes to ATC. It turned out the pair were Russian Air Force Su-27 Flanker fighters. All intercepts so far have been carried out in international airspace and both sides acted professionally. After a couple of years of wanting NATO aircraft based in Estonia for BAP duties, the country has what it wants, at least for the time being anyway. The fourth nation to complete the 36th BAP rotation is the Royal Netherlands Air Force with

Above: Denmark’s first contribution to the mission was in 2004, when the BAP started, after the Belgian Air Force had kicked it off. An F-16AM taxies out of a Rubb. Denmark has contributed five times already, the last in April this year when the mission expanded due to growing conflict in and around Ukraine. A Romanian MiG-21 LanceR-C, the air-defence variant, waits patiently in its Rubb shelter at night. Romania has contributed once to the Baltic Air Policing mission in the autumn of 2007 from August until the end of October flying four MiG-21s. Their aircraft were highly upgraded with the help of Israeli firms and can be armed with ‘eastern’ and ‘western’ weaponry.

‘The renewed threat posed by Russia is a powerful reminder that NATO’s top priority should be the security of its member states’

The Czech Saab Gripen C was interesting enough for other BAP nations to test, when they deployed for the first time in 2009. It led to the Czechs performing a significant increase in alpha-scrambles, compared to other foreign detachments, allowing them a close look at a variety of Russian military aircraft including the Su-24 Fencer, Il-20 Coot and An-26 Curl. Two Gripen Cs are shown with one breaking away. The Czech Air Force contributed for the second time in 2012.

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03/11/2014 14:38

BALTIC AIR POLICING (BAP)

Above: Two Polish Air Force MiG-29s above the clouds in Baltic airspace during April 2008. It was their second BAP mission, which they refer to as ‘Orlik’. Until autumn of this year, they had contributed five times and always with the MiG-29.

four F-16AMs and a spare. The Dutch have deployed from Volkel to Malbork in Poland. They comprise three aircraft from Volkel and two from Leeuwarden. The 100-man strong detachment is commanded by Lt Col Marcel van Egmond. The Dutch will be replaced by Belgian F-16s.

NATO responds

At present, the BAP will continue with its current 16 fighters in the Baltic region, all as a direct result of the Crimea/Ukraine situation. The renewed threat posed by Russia is a powerful reminder that NATO’s top priority should be the security of its member states, even if they are on Russia’s doorstep. Today a clear message is being sent to Russia not to undermine sovereign states that are part of the alliance. If it does, then NATO will act in what has become a afm dangerous game of political poker.

A French Air Force Mirage F1CR flies alongside a Russian Air Force Tu-22M3 in May 2013. Two Tu-22M3 Backfire bombers and a pair of Su-27 Flankers were intercepted that day. French Air Force via author

Above: There is speculation the Spanish will contribute again to next year’s BAP with EF2000 Eurofighters. In 2006 they fulfilled the mission with the Mirage F-1M from Albacete. Mirage F1M C.14-16/14-10 taxies back to the QRA area at Šiauliai Air Base. Left: Being quite a ‘new’ aircraft during their BAP mission in 2009, the Luftwaffe Eurofighter was also busy performing alpha-scrambles. The author witnessed a training or Tango-scramble turn into an alphascramble, when a Russian A-50 Mainstay with two armed Su-27s in trail was intercepted. The EF2000s from Neuburg Air Base were the first to perform the BAP mission. The Luftwaffe did an outstanding job with the fighter taking more than half of the detachment period (the remainder was carried out by F-4Fs).

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INTERNATIONAL SAR MEET 2014

Tweeties! Goodbye

Kees van der Mark reports from Leeuwarden Air Base in the Netherlands on the international SAR Meet hosted by the soon-to-be-disbanded 303 Search and Rescue (SAR) Squadron

L

eeuwarden-based 303 Search and Rescue (SAR) Squadron is the dedicated SAR unit within the Koninklijke Luchtmacht (Royal Netherlands Air Force, RNLAF), operating three Agusta AB-412SP helicopters, known as ‘Tweeties’ due to their bright yellow colour. The unit hosted an international ‘SAR Meet’ between September 22 and 25 at its home base in the northern province of Friesland, following similar events in 1989, 1994 and 2009. But this one was special as it was the very last to be hosted by the Dutch squadron, which is due to be disbanded on January 1. Its three Agustas will be sold. The unit’s two main roles – flying SAR missions for Dutch and allied forces and airlifting patients from the Wadden Isles to hospitals on the mainland – will be taken over by civilian companies next year. Plans had been in place for new NHIndustries NH90 NATO Frigate Helicopters (NFHs) of the Defence Helicopter Command (DHC),

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“This meet offers a valuable opportunity to gather with those in the SAR community and exchange experiences during both serious and less serious activities.” operated by 860 Squadron at Maritime Air Station (MAS) De Kooy, to assume both roles last January. But service introduction of the NH90 is behind schedule and aircraft availability remains an issue. In June, the Dutch defence ministry announced the DHC is to end the ‘flying ambulance’ role, carried out for the past 37 years, in early 2015. Until Frisian ambulance operator RAV Fryslân takes over, the DHC will continue to transport patients from January 1, using AS532U2 Cougar Mk 2 helicopters from Gilze-Rijen-based 300 Squadron detached at Leeuwarden. RAV Fryslân is scheduled to begin operations

on July 1 using an Airbus Helicopters EC135. In a separate tender, helicopter companies have been invited by the ministry to submit proposals to supply military SAR services for a five-year period starting on January 1.

Competition

The SAR Meet programme included crew competition and team building activities on Tuesday, September 23 and a hoist competition on the 24th. To celebrate 303 SAR Squadron’s 55th anniversary, Wednesday’s contest was combined with a reunion attended by several hundred guests including many former squadron members. While the 2009 meet was modest, with six participating

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INTERNATIONAL SAR MEET 2014

teams, it attracted helicopters and crews from units in Slovenia (Bell 412EP) and even Canada (CH-146 Griffon). This year’s event saw five participating teams, two of them from other nations. (See table.) “Unfortunately several invited units were unable to attend due to operational commitments and lack of available assets,” said 303’s CO, Major Ed van Scherpenzeel, who joined the squadron 20 years ago as a junior pilot. “We also tried to have US Navy HH-60Hs [from NAS Newark, Virginia-based HSC-84] take part, which operated from Leeuwarden in an exercise during the two weeks prior to this SAR Meet. As it turned out, participation did not fit their schedule, not even if they were given the chance to fly the hoist exercise on Monday, two days ahead of the rest. At least the US crews were able to attend the team building activity. “This meet offers a valuable opportunity to gather with those in the SAR community and exchange experiences during both serious and less serious activities.”

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Top: Spanish hoist operators/flight engineers and a Dutch observer look down from 803 Escuadrón’s Super Puma to see how the crew is performing during the hoist competition. All photos, Kees van der Mark Above: One of 303 SAR Squadron’s Agusta AB-412SPs lifts off from its mobile landing pad at the start of the hoist competition.

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INTERNATIONAL SAR MEET 2014

Squadron History

Major Ed van Scherpenzeel, 303 SAR Squadron’s CO.

A Long Way from Home

Established within 298 Squadron at Ypenburg Air Base near The Hague in early 1959, the RNLAF’s Sea Air Rescue/Tactical Air Rescue (SAR/TAR) Flight initially operated eight Alouette IIs. Two helicopters were stationed at Mokmer Air Base at Biak, New Guinea, between 1960 and 1962. It then began operating as an independent flight and re-equipped with five SE3160 Alouette IIIs in 1966. The final three Alouettes continued in service until March 18, 1994 and were replaced by three Agusta AB-412SPs. The flight relocated to Soesterberg in 1968 before finally moving to Leeuwarden in 1977.

A semi-permanent detachment was maintained on working days at the isle of Vlieland until 1962 and from 1993, and in between at the isle of Terschelling. When moving to Soesterberg, the unit’s name changed to SAR/Fotovlucht (Search and Rescue/Photo Flight) and by 1994 it was simply called SAR Flight. Recently it has been known as 303 SAR Squadron. It had flown 5,355 search and rescue missions by the time of the SAR Meet 2014. Below: The SAR/Fotovlucht operated SE3160 Alouette IIIs for almost 28 years, including H-67, seen here at the heliport on the isle of Terschelling in April 1983.

The Spanish team travelled the furthest to attend the event. Operating six AS332B/B1 Super Pumas (designated HD.21 and HT.21 in Spanish service) from Cuatro Vientos near Madrid, as well as CN235MPA-100s (D.4s) in a detachment at nearby Getafe, 803 Escuadrón is responsible for SAR coverage of the centre and western part of Spain. Sister squadron 801 at Palma de Majorca’s Son San Juan airport takes care of the eastern part of Spain and the Balearic Islands, using SA330J/L Pumas (HD.19s) and D.4s, while HD.21s and D.4s from 802 Escuadrón at Gando Air Base, Gran Canaria, serve the Canaries region. At Leeuwarden, Super Puma pilot Capt David Manzano from 803 Escuadrón told AFM: “It took us eight hours of flying to get here. We made fuel stops in Poitiers, France, and Charlerois, Belgium. We planned to arrive on Monday, but due to bad weather in Spain we had to delay our departure until Tuesday morning, fortunately arriving in time

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INTERNATIONAL SAR MEET 2014

Above: The only civil helicopter at the SAR Meet was this AS365N2 Dauphin 2 of Noordzee Helikopters Vlaanderen (NHV), which is homebased at Den Helder airport and operated on behalf of the Netherlands Coastguard. NHV has also provided night-time SAR cover for the Dutch military since 2012 when Lynxes of the Royal Netherlands Navy were retired. Below: NH90 NFH N 234 from De Kooy-based 860 Squadron prepares to launch from the flight line in front of 303 SAR Squadron’s hangar for its turn in the competition. In the background is a visiting Alouette III, the type that served with the unit between 1966 and 1994 and remains active today within Gilze-Rijen-based 300 Squadron.

“It took us eight hours of flying to get here. We made fuel stops in Poitiers, France, and Charlerois, Belgium.” to take part in the hoist competition today. “This morning we were also able to participate in the team building activity, which was great fun. We’re here with a crew of seven: three pilots, one flight nurse, two hoist operators/ flight engineers and a rescue operator.” “After this meet, we fly our helicopter to Florennes Air Base in Belgium, where it will be used for the Combined Joint Personnel Recovery Standardisation Course [CJPRSC 14] during the next two weeks. Our squadron has three crews in the course, and another Super Puma arrived there earlier this week.” Capt Pablo Jáuregui, added: “803 Escuadrón has a second role in combat SAR. Our helicopters have or can be equipped with multipurpose air intakes including sand filters, IR [infra-red] suppressors on the exhausts, RWRs [radar warning receivers], flare dispensers and a FLIR [forward-looking infra-red] turret, enabling us to operate in a hostile environment – which we have done in Afghanistan for eight years.”

Belgian Victory

Five years ago at Leeuwarden the Belgian team won the competition. They were determined to repeat that achievement – and succeeded, not only by winning the hoist competition (with the NHV team second and the Spanish crew third) but also becoming the overall winner. Meanwhile 303 SAR Squadron has just weeks left until it disbands and there are suggestions the AB-412s will be handed over to the Peruvian Navy next year. The disbandment will mark the end of afm a colourful era lasting 55 years.

A 40 Smaldeel, Belgian Air Force crew member on the ground signals to the hoist operator in Sea King Mk 48 RS04 during precision winching with a waterfilled barrel in the hoist competition.

SAR Meet 2014 Participants Country

Helicopter

Operator

Home base

Belgium

Sea King Mk 48 RS04

40 Smaldeel

Koksijde

Netherlands

AB-412SP R-02

303 SAR Squadron

Leeuwarden

NH90 NFH N 234

860 Squadron

De Kooy

AS365N2 Dauphin 2 OO-NSZ

NHV Netherlands

Den Helder

AS332B Super Puma HD.21-2 ‘803-2’

803 Escuadrón

Cuatro Vientos

Spain

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Iranian mirages

Project Habibi

New life for Iranian Mirages

Twenty-five Iraqi Air Force Mirage F1s flew to Iran as the first Gulf War reached a climax. Commanders of the Islamic Republic of Iran Air Force took 17 years before ordering the aircraft back to front-line service. Babak Taghvaee unravels the protracted story of the Mirage F1 in Iranian hands.

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taff and personnel of Saddam Air Base received an urgent directive from the Iraqi Air Force (IqAF) HQ as they were beginning their shift on the morning of January 26, 1991. Groundcrew and pilots were ordered to rapidly prepare their operational-ready aircraft for a secret mission. At that time 76 Mirage F1EQ/BQs were in IrAF service. More than half were at their home station of Saddam Air Base (AB). In total, 25 of the fighters were selected for relocation to Iran, which was envisaged as a safe haven while coalition forces waged Operation Desert Storm. The Mirages fled to Iran, together with almost 120 other Iraqi aircraft and their pilots. Two years later they were embargoed by the Iranian government as a small

proportion of the compensation demanded for Baghdad’s actions in the Iran-Iraq War, which lasted from 1980 to 1988. In May 1993 a request was made by a pilot from the 3rd Tactical Fighter Base (TFB) to the Islamic Republic of Iran Air Force (IRIAF) commander-in-chief to reactivate the Mirage F1s stored at the site. Two months later Brig Gen Mansour Sattari signed an order for the reactivation of the ex-Iraqi Mirage F1s with the help of the 3rd TFB’s F-4 Phantom II technicians and the branch of the IRIAF’s Deputy of Self-Sufficiency and Industrial Research at the 3rd TFB. The first Mirage F1EQ, serial number 4651, was taken aloft by Col Behrooz Naghdi-Beik on October 16, 1993. The overall dark-grey

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Iranian mirages F1EQ-6 had received the IRIAF serial number 3-6212, and the pilot’s name was applied below the cockpit. The pilot had performed a dozen fast taxi runs before the first flight. By August 1995, a pair of two-seat Mirage F1BQ-3s had also been restored and were being used to train two new pilots, Col Elahi and Capt A. On April 24, 1997, four Mirage F1s, serials 3-6212, 3-6215, 3-6403 and 3-6407, were deployed to the 9th TFB at Bandar Abbas to participate in Exercise Tariq-al-Qods (Way to Jerusalem), which took place under the command of Seyed Ali Khamenei, the Supreme Leader of Iran. By that time, the Self-Sufficiency team had adapted the Mirage F1s to fire AIM-9J Sidewinder missiles with an installation that added the F-14A Tomcat’s LAU-7A missile launchers on the wingtip hardpoints. Related work was undertaken during Project Abrar (Lands) in Hamedan. During the project the team also modified two F-5E/F inboard pylons for installation under the wings of the Mirage to carry the Tiger II’s 275 US gal (1,041 lit) drop tanks. Between 1997 and 1999, six more Mirage F1s were restored and equipped a squadron at the 14th TFB at Mashhad, the 142nd Tactical Fighter Squadron (TFS). The unit was activated when Iran’s eastern borders came under threat from Taliban terrorists and drug smugglers.

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Mirage F1EQ-5, serial 3-6217 (formerly IrAF 4571), crashed near Mashhad, killing pilot Col Naser Habibi-zoham on July 5, 2001. At the time there were ten Mirage F1s available at Mashhad, but only 3-6217 had been fully-mission capable. Three other jets were partially mission capable and the others were non-operational. The cause of the accident was attributed to a problem in the hydraulic system. After the accident, all Mirage F1 flight activity ceased and the 142nd TFS at Mashhad was disbanded. All of the Mirage pilots transferred to the F-5 or retired.

Above: The first Mirage F1 to be overhauled as part of Project Habibi was 3-6407. The aircraft was already having a partial upgrade at Mashhad in 2008 when the new programme was launched. A special insignia was applied to the intake of the jet to commemorate it as the first F1 to be completed. All photos, Babak Taghvaee unless stated Below: Mirage F.1BQ-3, 3-6403, was the second example to be overhauled by Iranian Aircraft Industries (IACI) and received an Asian Minor II color scheme in 2010. But in April 2013, the Islamic Republic of Iran Air Force’s (IRIAF) deputy of operations ordered IACI to paint 3-6403 in a blue/ grey camouflage more suitable for its air defence role. Nader Ahangar

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Iranian mirages Back to life

The IRIAF HQ received a directive from the Joint Chiefs of Staff in February 2008 outlining participation in that year’s Iran Military Day parade. The IRIAF was to provide 140 aircraft, including Mirage F1s. In short measure, three Mirage F1s, serials 3-6215, 3-6405 and 3-6405, were selected for restoration. Four F-5 pilots from the 21st TFS passed a short flight familiarisation training course on the Mirages at Mashhad. The three Mirages participated in the parade on April 17, 2008. The pilots lost visual contact with the 1st TFB in hazy conditions due to inoperable INS systems and were forced to make an emergency landing at Khomeini International Airport in the south of Tehran. The IRIAF commanders now realised if they wanted to return the Mirages to flight operations, the aircraft would require a standardised overhaul. In April 2008 the IRIAF began negotiations with Iranian Aircraft Industries (IACI) to restore and overhaul the Mirages. The new programme received the name Project Habibi. At the time, the overhaul of Mirage F1BQ-3 serial 3-6407 had already started at Mashhad. On November 25, 2008, after finalisation of the contracts between the IRIAF and IACI, the first two Mirages, F1EQ-4 serial 3-6205 (ex-4500) and F1BQ-3 serial 3-6403, were transferred by road from their storage shelter at the 3rd TFB to IACI. A team of IACI engineers and technicians, including former F-4 maintenance men, were quickly tasked to develop a standard, intensive overhaul programme for the aircraft. IACI managers began negotiations with Serge Dassault, chairman of the Dassault Group, to secure technical support. The project was delayed because of financial problems, which first appeared in the budget allocation of 2010. Dassault never provided assistance to IACI. The first domestic overhaul of a Mirage F1 was completed by the IRIAF at Mashhad forward air station in March 2009. At this point, the IRIAF now had five airworthy Mirage F1s, serials 3-6213, 3-6215, 3-6405, 3-6406 and 3-6407. The IRIAF’s Deputy of Operations then decided to transfer all Mirage F1s to the 10th TFB at Konarak (Chabahar).

Maritime mission

The Iranian government gave responsibility for the protection of the Persian Gulf to the Iranian Revolutionary Guard Corps

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Iranian mirages

Above: Awaiting take-off clearance from the 1st Tactical Fighter Base are an F-4D Phantom, 3-6714 and Mirage 3-6205. They were bound for Dezful, where both later participated at the airshow at Vahdati AFB, Iran. Left: On December 1, 2013, two Mirage F1s, EQ-6/3-6210 and BQ-3/3-6407, used the indigenous Alkan inboard pylons along with 275 US gal (1,014 lit) drop tanks, for the first time, to fly 882 miles (1,420km) from the 10th Tactical Fighter Base at Baradaran-e-Del Hamed at Konarak to 1st Tactical Fighter Base at Lashgari in Tehran without stopping. Both jets were ferried to Tehran for overhaul by Iranian Aircraft Industries. Farrokh Dadgar Below left: A view of the IACI facility, Plant No 1, in mid-2011. All the aircraft shown were overhauled and returned to service with the IRIAF. The twin-seat Mirage F1 is 3-6403, while the Mirage F1EQ-1 3-6202 can be seen in the old two-tone blue/grey camouflage applied at the 3rd Tactical Fighter Base in the 1990s. Below: Wearing an overall dark grey scheme, for its first flight on October 16, 1993, Mirage F1EQ-6, 3-6212 (c/n 4651) took to the air in the hands of Col Behrooz Naghdi from 3rd Tactical Fighter Base. The F1 is now being overhauled at Mashhad Mirage F1 facility. Kayvan Tavakkoli

(IRGC), while the Iranian Navy and Air Force were tasked to provide security for the Strait of Hormuz and Sea of Oman. Under the new strategy, the IRIAF was to reinforce the combat capability of the 10th TFB, which was equipped with a number of ageing F-4Ds. Hurriedly, the 9th TFB was tasked to provide F-4Es in order to establish a Quick Reaction Alert (QRA) facility at the air base, while Mirage F1s were earmarked to form a future fighter squadron at the airfield. Five mission-ready Mirage F1s were forward deployed to the 10th TFB to participate in a joint maritime war game in the Sea of Oman, named Valayat-89 (Leadership 89), between May 6 and 10, 2010. At that time, with the exception of Mirage F1BQ-3 serial 3-6407, the other four mission-ready Mirages were being kept operational by means of non-standard service life extensions. The Mashhad Mirage F1 overhaul team began the restoration process on two more F1EQ-6s, serials 3-6209 and 3-6210. Completion was delayed due to restrictions imposed by UN arms sanctions. IACI was still unable to even procure spare tyres for 3-6205 and 3-6403, while three more Mirage F1s (3-6201, 3-6203

‘After several unsuccessful attempts by IACI to acquire spare parts, including brake chutes, pylons, launchers and even SNECMA Atar 9K50 engines, the Mirage project was close to being cancelled in December 2010.’

and 3-6204) had been transferred from Hamedan to IACI for restoration and overhaul. After several unsuccessful attempts by IACI to acquire spare parts, including brake chutes, pylons, launchers and even SNECMA Atar 9K50 engines, the Mirage project was close to being cancelled in December 2010.

IACI’s first overhauled Mirage

Several brokers were found in April 2011, after the project had been suspended, and agreements were signed with IACI for the provision of spare parts including 50 Atar 9K50 turbojets. IACI received the required funds and ordered the engines and 14 more shipments of spare parts, which arrived from France, South Africa and Libya in September 2011. IACI was now able to quickly reactivate the project. The retired IRIAF Mirage F1 overhaul expert Col G and his team worked on 3-6205 and the aircraft was prepared for taxi checks by December 2011. Jet 3-6205 performed a first functional check flight on January 10, 2012. Soon after take-off, Col H realised the elevators were locked, and with only 300ft (91m) elevation, he performed an emergency landing at Mehrabad airport. After the elevator lockage, Col H used trim tabs for climbing and descending in order to get the aircraft down. The reason for the incident was a technical malfunction of the autopilot system. Eleven days later, the aircraft performed another functional test flight and finally passed all of the checks successfully. It could now be prepared for the next stage of tests, including evaluation of drop tanks and pylons.

Arming the Mirages

The IRIAF’s Deputy of Self-Sufficiency had adapted the Mirages to carry AIM-9J AAMs during Project Abrar but several live firings revealed the missile was not compatible with the existing armament system. In addition, installation of F-5E/F drop tanks under the wings of the Mirages had been completed using a non-standard procedure and without appropriate calculations. During the second stage of Project Habibi, IACI was responsible for adapting the Mirage F1’s armament system and providing and adapting a variety of weapons already in IRIAF service.

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Iranian mirages Firstly, pylons and launchers including Alkan 915 and 916 inboard pylons were required for carriage of the F-5E/F external fuel tanks. IACI experts and spare-parts brokers attempted without success to buy these pylons indirectly from a South African aviation company. The only solution for IACI was to secure help from aircraft armament systems experts who had retired from the Deputy of Self-Sufficiency. These individuals had experience in the manufacture of pylons, adaptors and launchers for IRIAF F-4s and F-14s in the 1980s and 1990s. In January 2011, IACI signed a contract with the experts and in February 2011 intensive work began on the design and construction of domestic Alkan 915 and 916 pylons. A group of aerospace engineers worked on the aerodynamic shape of the pylons and designed a special version of the pylons for carrying the 275 US gal (1,041 lit) Cobham fuel tanks. The Iranian pylons were not only capable of carrying fuel tanks, but were also designed to carry multiple and triple ejector racks for a wide range of free-fall, cluster and laser-guided bombs, as well as Chinese-made C-802A anti-ship missiles. Since the AIM-9J had been rejected for the Mirage F1, the IRIAF requested IACI work on both short and long-range AAMs for installation on the Mirages. After initial studies at IACI’s Armament Department in 2011, three missiles were selected. These were the Chinese-made PL-7 AAM, the fourth-generation Russian R-73E (AA-11 Archer) AAM and the Shahin-Havapayeh semi-active radar-guided AAM. The latter was developed by Babaiee Missile Industries of IDIO. Proposals were made to the IRIAF’s Deputy of Operations. After further investigation and study by the IRIAF, IACI was permitted to adapt the Mirage for the PL-7 as a first step.

Missile tests at Chabahar

In March 2012, when Mirage F1EQ-4 serial 3-6205 was ready for delivery to the IRIAF, the IACI experts installed the domestic-made Alkan pylons for the first time. They tested the fuel system of the aircraft with the 275 US gal (1,041 lit) fuel tanks onboard and with the engine running. PL-7s were subsequently installed on the wingtips for ground tests. On March 16, 2012, after a 12-month delay, 3-6205 was delivered to the IRIAF as the first Mirage F1 to have undergone the standard overhaul. The aircraft received an Asia Minor II colour scheme similar to that worn by IRIAF F-4s and F-5s. Number 3-6205 was flown together with F-4D serial 3-6714 from Mehrabad International Airport to Dezful, where the IRIAF’s annual airshow was held during the Persian New Year holidays. It was the first time the IRIAF Mirage F1 had been displayed at an airshow. The departure meant no more Mirages were available for further tests of the pylons, fuel tanks and the missiles. Live tests were not being conducted by the IRIAF at the 10th TFB. Finally, after several months of effort, the IRIAF’s Deputy of Operations issued permission for a live-test of the PL-7 at Chabahar, which was successful. Two aircraft were used during the tests: Mirage F1EQ-6 serial 3-6210 and F1BQ-3 serial 3-6407. Seven sorties were performed and during the last two, both aircraft launched missiles against two TDU-11/B aerial targets launched by an F-4D. IACI then began adapting the R-73E missile

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Iranian mirages

Above: At one stage, the Iranian Aircraft Industries was unable to procure tyres for its Mirage F1 fleet, due to sanctions imposed by the UN in 2010. Mirage F1EQ-4-200, 3-6205 was among aircraft grounded at the time until a new source could be found. It is pictured on February 21, 2012 returning from a local test flight. Left: This Mirage F1EQ-6 still wears its old Saddam Hussein-era Iraqi Air Force insignia under the Islamic Republic of Iran Air Force roundel. This aircraft had been used for several research and tests in support of the air force’s Deputy of Self-Sufficiency and Industrial Research at the 3rd Tactical Fighter Base. Below: One of nine multi-role Mirage F1EQ-6s, 3-6210, is equipped with a Cyrano IVM fire control system. Between 1992 and 1999, six of the restored Mirage F1s were painted in a two-tone grey/blue air defence colour scheme by the technicians at the 3rd Tactical Fighter Base. It was the last of the type still carrying this paint scheme in late 2013. It is now being upgraded at Iranian Aircraft Industries (IACI) where its camouflage will be changed to the new blue scheme.

for use by the Mirage. APU-73-1D missile launchers were installed under station two via a specially manufactured adaptor that included a computer interface. A missile control panel was installed in the cockpit. Workability of the missile was tested on the ground using 3-6403, prior to its first post-overhaul check flight. The Cyrano IV radar was still not operational and the missile was tested without radar integration. At the same time, IACI’s Armament Department began to design outboard R-73 pylons for the Mirage. The department also started work on a junction box near the tail cone of 3-6201 in order to install AN/ALE-40 chaff/flare dispensers. The IRIAF’s Deputy of Operations permitted IACI in April 2013 to perform flight tests of the Mirage equipped with the 275 US gallon external fuel tanks and Alkan pylons for a second time in June 2013. By now, the pylons had been modified and the problems detected in previous tests addressed. After the successful second test, the IRIAF signed a contract with IACI and ordered 16 more pairs of pylons for its Mirages. The Deputy of Operations in May 2013 recognised that a new two-tone blue/grey camouflage pattern would be more suitable than Asia Minor II for the Iranian Mirages’ future role over the Sea of Oman. IACI’s paint shop re-sprayed serial 3-6403 in the new blue colours in May 2013. The fighter was delivered to the 10th TFB the following month. Mirages 3-6406 and 3-6210 performed a cross-country flight on December 1, 2013 from Chabahar to Tehran, making use of two pairs of domestic pylons and the 275 US gal (1,041 lit) fuel tanks for the first time. The two jets were being delivered to IACI for an overhaul.

More Mirage overhauls

IACI conducts overhaul and modernisation of the Mirage F1 while the IRIAF also performs the job at Mashhad’s Mirage F1 maintenance, repair and overhaul (MRO) centre. Between 2011 and 2013, the MRO centre overhauled and restored Mirage F1EQ-6 serials 3-6209 and 3-6211. The aircraft performed functional check flights in March 2013 and were delivered to the 102nd TFS in May 2013. Both were painted in new two-tone blue/grey colours similar to the Hellenic Air Force’s Mirage 2000 colour scheme. The two Mirages participated in Exercise Fada’ian-e-Harime (Devotees of the State’s Privacy) at the 9th TFB ‘Abdol-Karimi’ at Bandar Abbas on December 20 to 21, 2013.

Project Habibi goes public

Iran’s Military Day parade on April 18, 2014 included four Mirage F1s equipped with the indigenous pylons and US fuel tanks. The aircraft took part in flypasts over the south of Tehran. Before the parade, five Mirage F1s had been transferred to Tehran via Mashhad. One of the jets remained in Tehran and was delivered to IACI for overhaul. IACI completed overhaul and restoration of Mirage F1EQ 3-6201 in May 2014. It will also complete restoration of a fourth Mirage, 3-6203 in January 2015. Today, four Mirage F1EQs, two F1EQ-2s, one F1EQ-4, two F1EQ-5s, nine F1EQ-6s and seven F1BQ-3s have been inducted into the IRIAF and, while in various states of repair, it is planned that all 25 jets will be returned to active service by 2020. In line with the current programme, the 102nd TFS could operate 18 upgraded Mirage F1s for air defence and afm anti-shipping roles by the same date.

IRANIAN MIRAGE F1s This list provides details of the 25 ex-Iraqi Air Force Mirage F1s currently in service with Iran.

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Serial

Variant

Previous Iraqi AF Identity

3-6201

F1EQ-1

4004

3-6202

F1EQ-1

4016

3-6203

F1EQ-1

4018

3-6204

F1EQ-2

4032

3-6205

F1EQ-4

4500

3-6206

F1EQ-5

4560

3-6207

F1EQ-5

4563

3-6208

F1EQ-5

4571

3-6209

F1EQ-2

4021

3-6210

F1EQ-6

4619

3-6211

F1EQ-6

4620

3-6212

F1EQ-6

4650

3-6213

F1EQ-6

4652

3-6214

F1EQ-6

4655

3-6215

F1EQ-6

4653

3-6216

F1EQ-6

4654, reported written-off ?

3-6217

F1EQ-6

4651, written-off July 5, 2001

3-6218

F1EQ-6

4660

3-6401

F1BQ-3

4000

3-6402

F1BQ-3

4001

3-6403

F1BQ-3

4002

3-6404

F1BQ-3

4003

3-6405

F1BQ-3

4611

3-6406

F1BQ-3

4612

3-6407

F1BQ-3

4613

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Exercise report SERPENTEX 2014

SERPENTEX

Moves to the Sud-Ouest T

HIS YEAR the French Air Force’s close air support (CAS) exercise was not held at its usual location, Solenzara air base on the island of Corsica, but at Base Aérienne 118 (BA118) Mont-de-Marsan in the southwest of France. With the retirement of the Mirage F1 last July, ER2/33’s old buildings and hangars became vacant, making BA118 ideal for hosting Serpentex. From September 15 to October 3, foreign aircraft participation consisted of three Italian AMXs from Istrana, two Hawks from RAF Leeming, North Yorkshire, and four Spanish F/A-18s from their home base, Zaragoza. Each year, Serpentex adapts a format reflecting French Armed Forces’ current operational theatres. It was originally designed to prepare aircrew, forward air

controllers (FACs) and their teams (tactical air control parties or TACPs) for the Afghan theatre, the mountainous terrain of which is similar to Corsica’s – which is why it was held at Solenzara. But recent operations, such as those in Mali, have taken place over relatively flat areas and involved a variety of missions besides traditional CAS scenarios. Serpentex has therefore changed considerably over the past few years so as to remain a valuable exercise for all involved. Co-operation between France’s air force and army expanded further during this year’s exercise, and as well as deploying Gazelle and Tigre helicopters, the army also participated with TACPs and a platoon of soldiers on the ground

operating as opposing forces in one of the training areas.

Exercise Goals

The main goals for the 2014 exercise were: (1) maintain CAS skills and improve skills during offensive operations; (2) train for new air-to-ground missions; (3) improve co-ordination between helicopters and fast jets; and (4) continue the integration of DACAS (digitally aided close air support). CAS missions flew in the Pyrenees and at the

Jan Kraak details changes to the French Air Force’s annual close air support exercise, which this year took place in southwest France after moving from its previous location in Corsica Captieux range. Aircrews only dropped laser-guided training rounds (LGTRs) and F4 practice bombs, which simulate the unguided Mk 82. Lt Col Aribaud explained: “We have a lot of people in the air and on the ground that all need to train and we didn’t want to have any delays with unexploded ammunition or small fires at the range. We therefore decided to use guided and unguided practice rounds only”.” The use of the Harfang unmanned aerial vehicles in air-to-ground missions for intelligence, surveillance and reconnaissance (ISR) is relatively new. The French UAVs provide real-time information about the target to the CAOC, the FAC on the ground and the aerial assets in the area, but can also designate

Right: Aircrew exit an Armée de l’Air Rafale at Mont-de-Marsan following a night sortie on September 23 during Serpentex 2014. All photos Jan Kraak

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03/11/2014 11:58

Location: Base Aérienne 118 Participants: French Air Force, Royal Air Force, Italian Air Force

Two Italian Air Force AMXs take off from Mont-de-Marsan on September 24 for a Serpentex mission. Operated by 51° Stormo from Istrana-Treviso, they were MM7171 ‘51-52’ and MM7126 ‘32-12’, the latter still in the markings of 32° Stormo at Foggia-Amendola.

targets. During the first week of the exercise one of the Mirage 2000Ns released an LGTR on a target designated by the Harfang. Until 2013 Serpentex participants mainly trained classic CAS missions. But since last year the organisers have included alert air interdiction (X-AI) and strike co-ordination and recce (SCAR) missions, which do not involve FACs. DACAS remains one of the main goals for Serpentex. This year the Centre d’Expériences Aériennes Militaires (CEAM) installed a Décalco computer module on one of the Rafales from the ‘Normandie Niemen’ squadron. The Mirage 2000D fleet already uses a similar system called Scarabée. This was the first

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“Mont-de-Marsan is a platform that can take on a temporary surge in personnel during a big exercise. We’re continuously investing in the base’s infrastructure and facilities such as the new QRA quarters and have options to expand if the need should arise in the near future. We’re currently planning for the arrival of a second Rafale squadron, which should be operational before mid 2017.”

time the Rafale could access the ‘Alliance interface’, which Type Unit No. Operated from enables the aircraft to be in direct Rafale B & C EC1/7 and EC2/30 9 Mont-de-Marsan communication with the TACP and the CAOC through an ultra-mobile Mirage 2000D Nancy squadrons and ECE5/330 10 Mont-de-Marsan personal computer (UMPC) tablet Mirage 2000N EC2/4 3 Mont-de-Marsan the pilot wears on their leg. Hawk 100 Squadron 2 Mont-de-Marsan Alliance enables the TACP to 51° Stormo 3 Mont-de-Marsan AMX transfer encrypted data such as F/A-18 ALA 15 4 Zaragoza the nine-line (all the information the aircrew needs before engaging Harfang ED1/33 Cognac a target) in real time to the aircraft. E-3F Armée de l’Air 1 Avord Unencrypted radio transmissions C-160 Armée de l’Air 1 Orléans are a thing of the past. The TACP CN235 Armée de l’Air 1 Creil can send data over a much longer Caracal Armée de l’Air 1 Cazaux distance than before and with fewer chances for errors as it’s Puma Armée de l’Air 1 Cazaux sent directly from the TACP onto Fennec Armée de l’Air 2 Mont-de-Marsan the UMPC tablet. The CEAM also Atlantique-2 Aéronavale Lann-Bihoué trained four EC2/30 pilots so they Gazelle Aviation Légère de l’Armée de Terre Mont-de-Marsan could gain experience with the Tigre Aviation Légère de l’Armée de Terre Mont-de-Marsan UMPC-tablet during the exercise. Colonel Tardif, the assistant director of trials at the CEAM, explained why hosting Serpentex at Mont-de-Marsan is beneficial for these trials: “We usually have to simulate an operational environment to assess if the new equipment does what it is advertised to do. The advantage for us of having Serpentex here is that it creates a real-time Above: Armée de l’Air Mirage 2000D 686 ‘133-JH’ from Escadron de Chasse 2/3 operational setting to test the ‘Champagne’ at Base Aérienne 133 Nancy-Ochey awaits its aircrew at Mont-de-Marnew systems installed on our san prior to one of the last flights of the day at Serpentex 2014 on September 23. Below: Royal Air Force Hawk T1A XX255 ‘CL’ from 100 Squadron at RAF Leeming, jets and the communication North Yorkshire, taxies past a pair of St Dizier Rafales on September 24 prior to a and designation equipment that the TACPs use in the field. mission over the Captieux range.

Serpentex 2014 air assets

#321 DECEMBER 2014 67

03/11/2014 11:59

Exercise report SERPENTEX 2014 In conversation with Lieutenant Colonel Olivier Aribaud Dassault Mirage 2000N 351 ‘125AQ’ from Escadron de Chasse 2/4 ‘La Fayette’ at Base Aérienne 125 Istres takes off from Mont-de-Marsan on September 24 in full afterburner, carrying two underwing fuel tanks and four F4 practice bombs on its centreline station.

“The quality of the different scenarios we’re flying is excellent. We’re training a lot with the different FACs and the MAEWTF gives us realistic surface-to-air threats. The organisers also included the procedures we have to follow during wartime missions, such as the go/no-go decisions from the CAOC before attacking or changing targets during CAS or dynamic targeting missions.” “If something doesn’t work as planned we can carry out tests to see if a change in procedures or an update in the software or hardware will solve the problem.” It is yet not confirmed whether the next Serpentex will again be at Mont-de-Marsan, but in times of decreasing budgets there is an obvious advantage in holding it on the French mainland instead of Corsica. “Corsica is an island, which means that we have to bring in all the necessary equipment and personnel by boat or plane,” said Lt Col Aribaud. “This logistical challenge becomes less complicated when operating from a base afm like Mont-de-Marsan.” Italian Air Force AMX MM7171 ’51-52’ from 51° Stormo at IstranaTreviso taxies back to its shelter at Mont-de-Marsan after a CAS mission. As the AMX does not have Link 16, the pilots communicate with the tactical air control party by radio.

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Above: Ground crew discuss and check over Mirage 2000D 647 at Mont-deMarsan on September 23 after it hit a bird on approach to the base following a night-time sortie. Below: Dassault Rafale B 307 ‘113-IA’ from Escadron de Chasse 1/91 ‘Gascogne’ at Base Aérienne 113 St Dizier prepares for a Serpentex mission on September 24 at Mont-de-Marsan. The aircraft is carrying a laser-guided training round and a Damocles targeting pod.

AFM gained an insight into this year’s Serpentex in conversation with its director, Lt Col Olivier Aribaud, who said Mont-deMarsan is perfect for hosting such a large exercise: “Both the Pyrenees and the Captieux range are close by, so we can train a variety of scenarios in the vicinity of the base. The uncongested airspace in the southwest also means few constraints on our flying activities. “Another advantage is it that it’s easier for the TACPs to move to and from the designated zones during the exercise. It often took a very long time to get to the exercise zones from Solenzara because we had to take small mountain roads, but this year we have a motorway nearby which we can use to drive to the Pyrenees or the Captieux range.” A total of 730 personnel were at Mont-de-Marsan for Serpentex 2014, most of them from the Armée de l’Air (500) and the Armée de Terre (100). Another 130 came from Belgium, Canada, Germany, the UK, Italy, Slovenia, Spain and the United States. They worked in the Combined Air Operations Centre (CAOC) as support staff for the aircraft or were active in the field as instructors or members of a TACP. The pace of the missions was high for participating personnel. Lt Col Aribaud said: “On average there are 15 TACPs in the field every day while the other 15 teams are debriefing and preparing their missions from the previous and for the following day. “Meanwhile the jets flew three to four waves a day – not like the massive launch of ’planes familiar during an exercise such as the Tactical Leadership Programme. A typical Serpentex wave consists of a number of two-ship patrols that fly separately from the other jets.” Rafale pilot Commandant ‘Matthieu’ of EC2/30 added: “Normally we have three Mirage 2000Ds, one Mirage 2000N, three Rafales, one AMX and one Hawk patrol flying in each wave.” Other French aircraft and helicopters also took part (see table below) and were supplemented by a Multinational Aircrew Electronic Warfare Tactics Facility (MAEWTF) from Ramstein, Germany, providing a tactical radar threat generator (TRTG).

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03/11/2014 11:59

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JASDF AT 60

JASDF AT 60 A MASS flypast of more than 100 aircraft and helicopters took to the skies above Hyakuri Air Base on October 26 to mark the 60th anniversary of the Japanese Air Self-Defense Force (JASDF). The force was formed on July 1, 1954, when the Japanese armed forces’ Security Agency was replaced by the Defence Agency. Some of the types involved in the celebration are depicted here.

Right: A flypast was performed by 17 Kawasaki T-4 advanced trainers in a ‘60’ formation. Below: One of the highlights was Japanese Maritime Self-Defense Force (JMSDF) Shin Maywa US-1 9090 from 71 Kokutai (Air Squadron) at Iwakuni. The last of 20 built for the JMSDF, which now has only two remaining in service, the type is being replaced by a more advanced and upgraded variant, the US-2. All photos, Martin Fenner

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Israeli Air Force F-16I Sufa

Representing the old and the new in the JASDF transport fleet during the flypast were the original Kawasaki C-1 prototype, 28-1001, and the first prototype of the new Kawasaki C-2, 08-1201. Both are used for trials with the Hiko Kaihatsu Jikkendan (Air Development and Test Wing) at Gifu. The C-2, which is still at the development and testing stage, will replace the C-1 in JASDF service.

Above: Aerodynamic braking is used by F-15J Eagle 32-8825 from the JASDF’s resident 305th Hikotai as it lands back at Hyakuri following the flying display. Japan has flown the type since 1981and still has almost 200 in service. Left: Japanese Ground Self-Defense Force CH-47J Chinook 52908 from the 103rd Hikotai at Kisarazu departs from Hyakuri after dropping off personnel during the celebrations.

Above: McDonnell Douglas F-4EJ Phantom II 67-8391 from the JASDF’s resident 302nd Hikotai (Squadron) at Hyakuri gets airborne prior to participation in the display. Japan is one of only half a dozen countries still flying the type, which also remains operational in Egypt, Greece, Iran, South Korea and Turkey. In addition, the USAF still flies unmanned QF-4 variants. On December 19, 2011, Japan announced selection of the F-35A Lightning II to replace its F-4s, although first deliveries are not expected until around 2016.

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#321 DECEMBER 2014 71

03/11/2014 12:29

FORCE REPORT Royal Thai Army Aviation

Thailand’s first flying wing saw its

g Tab Bok Thai) In 1912 the Royal Thai Army (Kon – as Thailand was then Siam to n retur pilots Thai three first the Nieuport company, with ing train after e Franc called – from the government’s ver, Howe ft. aircra which had sold it eight force regiment to the Royal decision to upgrade the army’s air the RTA with no aircraft. Thai Air Force (RTAF) in 1937 left as the RTA’s Aerial hed tablis re-es In 1952 the RTA was artillery school’s education Reconnais sance Unit under the – and later split away to department. The unit grew fast . 1977 in C become the RTAA

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03/11/2014 12:48

Branch: Royal Thai Army Aviation Role: Aerial Surveillance, Troop Transport, Air Defence

Thailand’s Airborne Troopers Following Thailand’s military coup in May 2013, Royal Thai Army Aviation is now being modernised to reverse years of stagnation, as Analayo Korsakul describes

H

Left: A CH-47D Chinook from the Lop Buri-based General Support Aviation Branch GSAB hoists a truck close to a GHN-45 155mm artillery gun – which this powerful helicopter can also carry. The army had six CH-47Ds delivered between June 1991 and July 1992 after learning lessons from a 1988 Laos border skirmish. Analayo Korsakul Inset: Royal Thai Army Aviation insignia

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AVING CELEBRATED its 100th anniversary in 2012, the Royal Thai Army Aviation (RTAA), the founding service of Thailand’s military aviation, is undergoing a major transformation. After Thailand emerged from an economic crisis followed by a military coup led by army chief, General Prayut Chan-O-Cha in May 2014, it is now finally being modernised. The RTAA refers to itself as ‘Army Green’, the call-sign used by army pilots during formation flights. Today, army aircraft are flown by the Royal Thai Army Aviation Centre (RTAAC), the RTA Transport Department (‘Matulee’) and the artillery unit which operates UAVs.

Organisation

The RTAAC has two flying battalions – the General Support Aviation Battalion (‘Goliath’) and an aviation battalion. There is also a flying school (‘Sparrow’) under its command and an aviation company with eight infantry and cavalry divisions. Student pilots in the RTA Flying School will train on Schweizer TH-300 helicopters before moving to the Enstrom 480B in the advanced course. There are five air wings in the aviation battalion: 1st Air Mobile Company (‘Hummingbird’), 2nd Air Mobile Company (‘Copter’), 3rd Air Mobile Company (‘Raptor’), 9th Air Mobile Company (‘Black Hawk’) and Light Aviation

Company (‘Black Bird’). However their ‘company’ designation is symbolic and does not reflect the actual organisation, since each of them is as large as a battalion – and the aviation battalion commanding them is actually a regiment-size unit. Upgrading the units’ titles to reflect their real size and mission is awaiting approval.

Rotary-Wing Fleet

The RTA received the first of around 100 Bell Helicopter UH-1H Hueys in 1967. Another 40 were bought later through a US Excess Defense Article (EDA) programme – 30 in 2001 and 10 in 2004.

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Force report Royal Thai Army Aviation More Mi-17V5s

A second batch of Russian helicopters has been ordered by the Royal Thai Army (RTA). The deal, revealed on September 29, 2014 by Russian news agency RIA Novosti, is for two additional Kazan-built Mi-17-V5s. Thai Cabinet approval was granted on October 8, 2013 for the provision of 3.1 billion baht ($99 million) for the purchase of eight new helicopters of various types for the RTA. The two Mi-17-V5s are valued 1.2 billion baht ($ 39.9 million). The RTA previously acquired three Mi-17-V5s, which were delivered on February 22, 2011. They were inducted into RTA service on March 28, 2011 and are flown by the 1st Air Mobile Company at Lop Buri air base.  airforces daily

The Huey is ideal for logistical and support operations in remote areas – where there are many border crossings – due to their size and ability to land on a very small, makeshift helipads. However, with spare parts and support costs associated with the Huey’s age on the rise, the RTA has acquired UH-72A Lakotas. Six of these light utility helicopters, which can carry twice as much as the old UH-1H, were ordered in 2013 and up to nine will follow in 2014. None have arrived yet. Ultimately the aim is to buy 30 for the utility, light transport and support roles. Meanwhile, the UH-60L/M Black Hawk will take over the Huey’s combat and tactical role. The RTA planned to buy 30 UH-60Ls in the 1990s but the project was scrapped after Asia’s 1997 financial crisis, although seven were eventually delivered. The army had to wait until 2009, when funding was allocated, for three more – and in 2011, when the L-model was no longer in production, it shifted its interest to the more modern UH-60M. Two were ordered in 2011, another one in 2012, and four more in 2013. One crashed near the Myanmar (formerly Burma) border in 2011 and today 16 UH-60L/Ms are in service or awaiting delivery. Another RTA workhorse is the Bell 212, originally delivered in 1976. Around 48 are currently in service with both the Aviation Centre and Transport Department. They still have a plenty of flying hours left so the RTA has decided to upgrade eight by extending their service life and converting them to gunships with 2.75-inch (70mm) rocket and GUA-17/A mini-guns. Pilots also wear night-vision goggles,

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A UH-60L Black Hawk from the 9th Air Mobile Company equipped with an underslung rescue bucket. Sukasom Hiranphan

Above:This AS 550 Fennec, used for armed reconnaissance and equipped with a 2¾in rocket pod, is operated by the 1st Air Mobile Company at Lop Buri. Sukasom Hiranphan Below: Sixteen Enstrom 480Bs are based at Lop Buri for pilot training. They also have a secondary SAR role. Sukasom Hiranphan

although it unclear how many of the Bell 212s are NVG-compatible. In addition, 29 Bell 206A/B Jet Rangers are used for liaison and utility missions; and six Boeing CH-47D Chinooks were purchased in the wake of a 1988 border skirmish in Rom Klao village in Phitsanulok province on the Laos border. At the time, Laos, with support from the USSR, had a heavylift capability enabling the deployment of large, 130mm artillery pieces on a 3,280ft (1,000m) hill overlooking the battleground. It was a capability the RTA lacked and it had difficulty suppressing incoming artillery. When Thai air strikes came it was too late, because Laos army units had deployed artillery, fired and scattered in a Mi-8 helicopter.

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Branch: Royal Thai Army Aviation Role: Aerial Surveillance, Troop Transport, Air Defence

The RTA subsequently purchased the CH-47Ds to carry 155mm artillery to Thailand’s higher firing positions or to insert paratroopers into enemy areas. It later bought five Mil Mi-17V5 Hips to support the transport mission – acquiring three in February, 2011. Another two are on order.

Order of Battle *

Squadron

Types

1

Royal Thai Army Department of Transport (‘Matulee’)

Jetstream 41, EMB-135, Beech 1900C-1, AW139

2

Royal Thai Army Flying School (‘Sparrow’)

TH-300, Enstrom 480B, UH-72A, Bell 206, UH-1H, Bell 212

General Support Aviation Battalion (‘Goliath’)

CH-47D, Mi-17, UH-1H

1st Air Mobile Company (‘Hummingbird’)

UH-1H, Bell 212, AS550C3

2nd Air Mobile Company (‘Copter’)

UH-1H, Bell 212

3rd Air Mobile Company (‘Raptor’)

AH-1F, Bell 212, Bell 206

9th Air Mobile Company (‘Black Hawk’)

UH-1H, UH-60L/M

Light Aviation Company (‘Black Bird’)

T-41D, Super King Air 200, U-17, Searcher, C.212

Attack Helicopters

The RTA had sought to create an air cavalry company with attack helicopters since the late 80s. In 1991 its plans started to come together with the acquisition of four ex-US Army AH-1F Cobras arriving. . But with no more funds forthcoming, it was not until 2005 that the government bought another four. Seven Cobras are now in service, one from the first batch having crashed. Their primary weapons are the BGM-71 TOW missile and 2¾in rockets. In 2011, the RTA ordered eight AS550C3 Fennecs, which were delivered in 2014 and assigned to an armed reconnaissance mission. Their armament includes 2¾in rocket pods as well as FN Herstal HMP400 12.7mm guns, and there are plans to equip them with forward-looking infrared (FLIR) turrets – but funding has not yet been authorised. Operationally, the AS550 and AH-1F will team up in the same way the OH-58D Kiowa and AH-64 Apache do for the US Army.

3

Aviation Company, 1st Division (Royal Guard) (Phoenix)

TH-300, Bell 206, UH-72A

Aviation Company, 2nd Infantry Division (Royal Guard) (‘Stream’)

TH-300, Bell 206

4

Aviation Company, 3rd Infantry Division (‘Highlander’)

TH-300, Bell 206

5

Aviation Company, 4th Infantry Division (North Star)

TH-300, Bell 206, UH-72A

6

Aviation Company, 5th Infantry Division (Black Tiger)

TH-300, Bell 206, UH-72A

7

Aviation Company, 6th Infantry Division (‘War Bird’)

TH-300, Bell 206, UH-72A

8

Aviation Company, 9th Infantry Division (‘Sky Cobra’)

TH-300, Bell 206

9

1st Air Cavalry Division (Air Cavalry)

Bell 206, UH-1H

10

Aviation Company, 1st Cavalry Division (Pegasus)

TH-300, Bell 206

* Numbers denote bases on map

Below left: While the Royal Thai Army Flying School flies Schweizer TH-300s for basic helicopter training at Lop Buri, they are also operated by most air mobile companies. More than 50 were delivered in the late 1980s. Sukasom Hiranphan Below right: The AH-1F Cobras from the 3rd Air Mobile Company are equipped with an BGM-71 TOW missile and 2¾in rocket pods. The army hopes to model its air cavalry unit on the US Army. Sukasom Hiranphan

Fixed-Wing & UAV

For fixed-wing pilot training and liaison missions, the RTA operates the Cessna T-41D Mescalero

Below: The Searcher UAV has played a big part in locating enemy troops in confrontations on the Laos and Myanmar borders and downloading their positions to army personnel on the ground. They were probably also used during the civilian unrest in Bangkok that eventually led to May 2014’s coup. Analayo Korsakul

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FORCE REPORT Royal Thai Army Aviation Hanoi

UH-72A Lakota Acquisition A US Army FMS contract with Airbus Helicopters for six UH-72As for the Royal Thai Army was signed March 28, 2014. Airbus Helicopters completed manufacture of the first of these six UH-72A Lakotas for the Royal Thai Army, serialled 9644 (c/n 9644, ex N706AE), at the company’s production facility in Columbus, Mississippi, on May 14. The helicopter was initially handed over to the US Army and deliveries to Thailand are not scheduled to begin until April 2015. Subsequently, US State Department approval was granted for a Foreign Military Sale (FMS) to the Government of Thailand of nine additional UH-72A Lakota helicopters for the army on September 29, 2014. Including associated equipment, parts, training and logistical support, the US Defense Security Co-operation Agency says that this Foreign Military Sales contract will be worth an estimated total of $89 million. As of early November, there had been no official confirmation that the final contract had been signed.  www.airforcesdaily.com

(Ce 172) and, for utility missions, the Cessna U-17 Skywagon (Cessna 180). A King Air 200 and CASA 212 Aviocar fulfil the transport role, the latter also tasked with photo reconnaissance, paratroop dropping and medical evacuation. The Transport Department operates two Embraer ERJ-135LRs and two AgustaWestland AW139s for VIP transport. Older VIP transport aircraft, a Jetstream 41 and Beechcraft 1900C-1, ferry generals to units around the country. The RTA inventory includes the Searcher I unmanned aerial vehicle, serving in the Target Acquisition Company – a unit waiting to upgrade to battalion – within the Artillery Division. Searchers played an important role in Thai-Cambodian border disputes in February and April 2011 (see later). Moreover, all Infantry battalions will operate AeroVironment RQ-11 Raven mini UAVs: more than 100 systems have been ordered and delivered.

Recent Combat

After the Laos skirmishes in 1988, another dispute took place in 2001, this time with Myanmar troops on the Thai-Myanmar border. The RTA claimed that on February 9, 2001 around 500

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BURMA

LAOS VIETNAM

THAILAND Rangoon

5 10 7 4

2 9

8

3

BANGKOK

1

Andaman Sea

CAMBODIA

Phnom Penh

Gulf of Thailand VIETNAM Thailand Army Aviation Base loactions 1. Don Mueang AFB, Bangkok 2. Fort Somdet Prasinakharinthara, Lop Buri 3. Fort Phrom Yothi, Prachin Buri 4. Fort Suranaree, Nakhon Ratchasima 5. Fort Somdet Phra Narai Maharat, Phitsanulok 6. Fort Thepsattisrisuntorn, Nakhon Si Thammarat 7. Fort Somdet Phraphutthayotfachulalok Maharat, Roi Et 8. Fort Surasi, Kanchanaburi 9. Fort Adisorn, Sara Buri 10. Fort Phorkhoonphamuang, Phetchabun

6

INDONESIA

MALAYSIA Left: A Bell 212 from the 3rd Air Mobile Company inserts special forces while a UH-1H watches over. Analayo Korsakul Right: An AW139 from the RTA’s Transport Department, based at Don Mueang, waiting for the RTA Commander-in-Chief. Two examples have been delivered: the first in December 2013 and the second in January 2014. Analayo Korsakul Far right: A 2nd Air Mobile Company UH-1H with special forces on board and a door gunner on station. Analayo Korsakul

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04/11/2014 09:58

Branch: Royal Thai Army Aviation Role: Aerial Surveillance, Troop Transport, Air Defence

Myanmar and ethnic Wa troops entered Thai territory, where they took control of the 963rd Ranger Company Forward Base in Mae Far Lung District in Chiang Rai province. Their objective was to take over the higher positions to attack the rebel Shan State Army. Diplomatic attempts to solve the situation failed and on February 11 the RTA’s 3rd Army Region mobilised special task force troops with support from V-150 armoured personnel carriers, Stingray light tanks and M60 main battle tanks, which successfully retook base. The task force pushed further and recaptured Koten Nayon, a Thai site taken by a Myanmar force in 2000. Both sides shelled each other and Myanmar claims its air force also used Soko G-4 Super Galebs for close air support. Fighting stopped after a negotiated peace settlement although a tense atmosphere remains. Another major RTA offensive began on May 5, 2002 with the launch of Exercise Surasi 143, involving tens of thousands of troops and hundreds of artillery pieces, armoured vehicles and tanks. But it was not a routine exercise, its aim being to destroy drug production factories of ethnic Wa people around Thailand’s northern border. Artillery fired into the target area, which was identified by Searcher UAVs, and a CH-47D flew a night mission with troops from a ranger battalion – inserting them into positions to destroy targets with support from vehicles and Royal Thai Air Force (RTAF) F-16A/Bs flying precision strike missions with laser-guided bombs. After many targets were destroyed, both sides agreed to a truce and the ‘exercise’ was cancelled. In February 2011, a dispute near Preah Vihear Temple in Cambodia’s Preah Vihear province – adjacent to Thailand’s Pra Viharn National Park saw Cambodian

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‘Goliaths’ Get Mi-17V5s Three Mi-17V5s delivered to Thailand in late February, 2011 were subsequently handed over to the Royal Thai Army Aviation at Bangkok’s Bang Khen helipad on March 28, 2011. In an hour-long ceremony, the Russian helicopters were blessed by a Buddhist monk and then inspected by the RTA Commander-in-Chief, General Prayut Chan-O-Cha. He headed up the military coup in May 2014 and is now the Prime Minister. All three helicopters are used by the 11th Infantry Division at Bang Khen, where the ceremony took place, and are operated by the General Support Aviation Battalion, known as ‘Goliath’. The total cost of the helicopters, including training and spare parts, came to $29 million. Six pilots and six flight engineers spent a month-and-a-half training at Kazan Helicopters and Saint Petersburg Aircraft Repair Company (SPARC) in Russia before returning to Thailand. The Army Aviation Director, Major General Phittaya Krachangwong, told media there was a requirement for six such helicopters but these first three were to be evaluated for cost and efficiency before a second batch is acquired. Russia’s ITAR Press Agency announced in late September 2014 that the Royal Thai Army had agreed a deal for two further Mi-17V5s.  Alan Warnes

Above: General Prayut Chan-O-Cha (centre), the then commander of the RTA, inspects the parade. He headed up the May 2014 coup and is now Thailand’s Prime Minister as well as the Head of the National Council for Peace and Order (NCPO). Inset: A close-up of the ‘Goliath’ badge. Below: Most of the pilots and engineers who went to SPARC for training in 2010/11, showing off their ‘Goliath’ badges during the Mi-17 ceremony.

One of the three Mi-17V5s, 6401 c/n 764M01, comes in to land at Bang Khen on March 28, 2011. All photos, Alan Warnes

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FORCE REPORT Royal Thai Army Aviation Aeros A40D Airship accident

Above: This ERJ 135LR, seen at Langkawi, Malaysia, in March 2013, is one of two serving the RTA. It was delivered in December 2009, nearly a year after the first example arrived in Thailand. As well as being used in the VVIP role, the latter (1084) was to be fitted out for medevac missions although it’s unclear if this has happened. Alan Warnes Below: This BAE Jetstream Mk 41, one of two delivered new in the mid-1990s, is based at Bangkok Don Muang with the VIP squadron and used for transporting senior officers.

BM-21 and Type-90 multiplelaunch rocket systems (MLRSs) fire on Thai positions to support ground troops moving into a disputed border area around the temple and national park. To prevent escalation, the RTA did not request air support from the Royal Thai Air Force (RTAF) but used long-range artillery to support its troops and suppress the advancing Cambodian forces, with Searcher UAVs acquiring targets to calculate firing directions. The UAVs flew surveillance, reconnaissance, and battle damage assessment missions while RTAF recce aircraft with sideways-looking cameras took photographs from Thai territory. Fighting broke out again for a week in April 2011, this time at the Ta Muean Tom Temple in Thailand’s Surin Province

and Ta Kwai Temple in another region Cambodia claims. Once again the Searchers took off and, as in the earlier operation, the RTA helicopters, including UH-1Hs, resupplied food and ammunition to troops and evacuated the injured. RTA generals were said to be pleased with the performance of the Searchers, which led to many targets being destroyed, including Cambodian vehicle compounds and rocket launch sites. For a decade, Thai forces have also been tackling an insurgency in the south of the country. Rebels are fighting in the southern provinces of Yala, Pattani, Narathiwat, and some districts of Songkhla, demanding independence or more autonomy. So far rthis has equired no aerial firepower. RTA helicopters and others from the Royal Thai Navy

(RTN), RTAF, and Royal Thai Police (RTP) – conduct daily support and transport missions into and out of the operational area. While the RTAF regularly flies surveillance missions using AU-23 Peacemakers equipped with a FLIR turret, the RTA opted for a new approach, purchasing an Aeros A40D Sky Dragon blimp equipped with a highdefinition surveillance camera in 2008. However, it allegedly faced a series of airworthiness challenges and never reached full operational capability.

Challenge Ahead

Seeking funds to replace its ageing Hueys with more advanced Lakota and Black Hawks is not the only challenge facing army aviation. New, longer range UAV platforms are also a requirement. Sources have said the army prefers the

The Royal Thai Army's sole Aeros A40D Airship, c/n A40D-21, sustained considerable damage on December 13, 2012. It happened during an emergency landing in bad weather at a military camp in the Nong Chik district of Pattani province. The airship had provided surveillance for a visit by Prime Minister Yingluck Shinawatra but on take-off the weather was too poor for safe operations and it made a heavy landing from a height of around 65ft (20m). The crew lost control and leapt from the cabin before it hit the ground. They sustained only minor injuries. The very hard landing damaged the cabin, propulsion system and some internal equipment. The surveillance cameras normally fitted, which are the most expensive element of its surveillance system, were not installed at the time. Bought through a 350 million baht ($11.43 million) contract with Aria International in 2009, it had only flown occasionally and after being largely grounded for the last two years, re-flew again [in November] to undertake surveillance flights over Pattini. It is operated by the RTA’s Fourth Army Region.  airforces daily

Hermes 900 to meet its need for large UAVs with long endurance. A reorganisation is also on the agenda, but will not be easy. Currently, the air wings spread across the country operate a mix of aircraft types. The idea is to concentrate each type into a single air wing and conduct missions using a task force combining many types from various units. Pilots, crews and their aircraft will nevertheless continue to fulfil many different missions to ensure their RTA colleagues get the best support required afm wherever it’s needed.

The two Beech 1900Cs based at Bangkok-Don Muang with the VIP squadron were delivered in November 1991. They are used to transport senior army officers around the country. Alan Warnes

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Going Nocturnal The last Pakistan Air Force (PAF) F-16 Block 15s upgraded by Turkish Aerospace Industries left for home on September 3, 2014. As Alan Warnes reports, the older generation F-16s finally have a much-needed night attack capability.

F

ighting in the Federally Administered Tribal Agency (FATA) region in western Pakistan during 2007 highlighted one of the PAF’s main weaknesses. Its most potent fighter, the F-16, lacked a night attack capability which had to be rectified if it was to provide round-the-clock support to the army troops. The PAF’s Chief of Air Staff (CAS) from 2009 to 2012, Air Chief Marshal (ACM) Rao Qamar Suleman recalled, when, as the newly appointed Deputy Chief of Air Staff (Ops) in December 2007, he received a call in the middle of the night. It was from a frantic army general highlighting the plight of soldiers under siege from hundreds of militants at an outpost. “The army’s Fort Laddha was under attack but we didn’t have a night capability, so we were forced to wait for daylight,” he told the author.

The MLU package

According to the US Defence Security Cooperation Agency the MLU kits included the AN/APG-68 (v) 9 synthetic aperture radar, Joint Helmet Mounted Cueing System (JHMCS), AN/ APX-113 advanced identification friend or foe systems, AN/ALE-47 Advanced Countermeasures Dispenser Systems, secure Have Quick I/II radios, Sniper targeting pod capability, Goodrich DB 110 recce pod capability and Advanced Air Combat Manoeuvring Instrumentation pods. The cost was around $1.3 billion. 

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Above: Pakistan Air Force Deputy Chief of Staff (Operations) Air Marshal Sohail Aman; Pakistan Ambassador HE Muhammad Haroon Shaukat; Turkish Air Force Chief of Staff Lt Gen Mehmet S ˛ anver; Deputy Undersecretary for Defence Industries Dr Faruk Özlü; TAI’s Chairman Yalçın Kaya; Deputy General Manager Turkish Armed Forces Foundation Atilla Gürdere, and TAI’s President and CEO Muharrem Dörtka˛slı were among the high-level dignitaries participating in the ceremony. TAI

Desperate need for night attack

ACM Suleman knew if he was to give the soldiers the air support they desperately needed, the F-16s would have to fight at night. “The F-16s lack of night precision attack capability was an important impediment to Pakistan’s operations, which necessitated their upgrade,” he told AirForces Monthly. So in early 2008 a pair of PAF F-16s (F-16A 84713 and F-16B 82603) were flown to Lockheed Martin Fort Worth, as pattern aircraft for a Falcon Up mid-life upgrade (MLU). The work to integrate systems and weapons on the jets took about four years – they were re-delivered

Peace Drive II Contracts & Dates * Pakistan Government and TAI sign a contract on June 29, 2009 to upgrade 42 F-16s, later reduced to 41. * USAF awards Lockheed Martin a $325 million contract on May 21, 2010, to supply 32 (later reduced to 31) F-16A/B Block 15 Mid-Life Update (MLU) kits. * Turkish Aerospace Industries (TAI) and Pakistan MOD sign a final agreement in early December 2010 covering the installation of MLU kits on all the PAF’s Block 15 aircraft under Peace Drive II. * On July 29, 2011 Lockheed Martin gains a $42.31 million Foreign Military Sales contract from the USAF for ten additional Enhanced Modernisation Program (EMP) kits for PAF F-16A/Bs – TAI will carry out the work. * The required parts, material and technical data are provided to TAI in accordance with a separate contract between the US Government and the PAF.  * Work begins on all 41 F-16A/Bs in October 2010. Completion is achieved on schedule, 47 months later, in September 2014. 

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PAKISTAN F-16 UPGRADE

EW upgrade As part of the upgrade, US defence company Exelis Inc announced on November 19, 2012 the completion of extensive electromagnetic compatibility testing of its pod-mounted AN/ALQ211(V)9 Advanced Integrated Defensive Electronic Warfare Suite (AIDEWS) at Edwards Air Force Base, California. AIDEWS is based on the proven AN/ ALQ-211 family of electronic warfare systems. The trials formed part of the qualification process for the PAF F-16A/B Block 15 upgrade programme. AIDEWS provides pilots with situational awareness and protection against radar-based threats, including modern surface-to-air and air-toair weapon systems. The testing was conducted to ensure AIDEWS will function with other integrated

Above: This F-16B was the star of the ceremony that marked completion of the PAF F-16 upgrade programme. It departed the following day with the other three jets. TAI

to PAF Shahbaz on January 5, 2012.   The PAF F-16A/B MLU, called the Peace Drive II programme, saw Turkish Aerospace Industries (TAI) sign a contract with the Pakistan Government on June 29, 2009. The deal originally covered a total of 42 aircraft (20 F-16As and 22 F-16Bs), representing the entire PAF F-16A/B fleet, but the fatal crash of an F-16A on July 16, 2009, reduced that number to 41.

Work in Turkey

A final contract between Pakistan and Turkish Aerospace was signed in early December 2010 for the installation of the MLU kits with a precision night-attack capability. Later that month, the first three F-16s (F-16A 84709 plus F-16Bs 84606 and 90-617) were delivered to Turkey. Originally it was thought only the first three would receive attention in Ankara, with work on the remainder being done locally in Pakistan by TAI personnel. However, this

systems. This chamber-based testing also helps to reduce the amount of flight testing needed to verify the electronic warfare system’s performance, reducing the cost and time to qualify a system. The company had announced on April 3, 2012, a deal worth around $54 million, and although the number of AIDEWS pods ordered was not revealed, it is reported to have been 16. Six weeks of testing at Edwards was carried out on multiple radio frequency systems operating simultaneously in an F-16 carrying the AIDEWS pod. The team measured pod antenna patterns on the F-16, as well as system interoperability between the AIDEWS jamming pod, fire control radar and ALR-69 radar warning receiver. 

F-16B 82-602 was one of two F-16s to be used as a pattern aircraft for the PAF upgrade and is seen here during a test flight from Fort Worth, Texas on January 26, 2012. It spent four years in the USA. Carl Richards

never materialised because of US sensitivities about Chinese activities in Pakistan. As a result, all the upgrades were carried out in Turkey. TAI’s engineers and technicians performed the avionics and structural modernization, while test flights of each completed aircraft was carried out by TAI’s F-16 test pilots. Within the scope of the Peace Drive II programme, TAI provided classroom and on-the-job training to 72 PAF technicians. After training, the technicians joined in the work with TAI. With the testing complete, F-16B 90617, became the first jet to be officially handed back to the PAF, in full 11 ‘Arrows’ Squadron marks on February 8, 2012, during a ceremony at TAI’s Ankara facilities. In attendance was Turkish Deputy Minister of Defence Mr Hasan Kemal Yardımcı; Pakistan’s Ambassador to Turkey H E Muhammad Haroon Shaukat; the Pakistan Deputy Chief of Air Staff Air Marshal Asim Suleiman; Turkish Armed Forces Foundation General Manager Mr Hayrettin

Uzun and Undersecretary for Defence Industries Mr Murad Bayar, as well as many high-level military and civilian representatives. All three aircraft, which had been flown to TAI in December 2010, departed from Murted Air Base on February 21, 2012 flown by Wg Cdr Ghazaufar Latif (84709), Sqn Ldr Tariq Khan (84606) and Sqn Ldr Ghazi Sahahuddin (90617), routing through Al Azraq, Jordan and Minhad, UAE before touching down at PAF Shahbaz, two days later. Unusually for military aerospace contracts these days, the four-year deal was concluded on September 2, with an official handover ceremony at TAI. The last four F-16s, all dual-seat B versions, numbered 90616, 92618, 92619 and 92620, left for Pakistan the following day. With the new Block 52s delivered in 2010, the PAF now has nearly 60 F-16s with 24 hour day/night capability – a welcome development for the PAF but not such afm good news for the militants it is hunting.

One of the upgraded F-16s sits on the TAI ramp after a one-hour test flight. The Turkish pilot walking past the engine is carrying out post-flight checks. Alan Warnes

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aircraft Profile C-5 Galaxy

Fat Albert Getting back in favour The C-5 Galaxy known as Fat Albert in its hey-day, has now been supporting five decades of intercontinental airlift. As Bob Archer explains, it has not been easy, but upgrades and modernisation will provide a new lease of life for the huge jet.

‘The new aircraft had an innovative feature – the entire nose, forward of the cockpit, could be raised enabling loads to be driven aboard. Furthermore, the nose wheel could be partially retracted while on the ground to make access easier for tall vehicles.’

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W

HILE IT was once the darling of the USAF’s strategic airlift, the Lockheed Martin C-5 Galaxy has now lost much of its popularity due to an abysmal reliability rate. Hopefully, a hefty upgrade programme will help to resurrect some of its credibility. All too frequently the Galaxy has been plagued with such issues as faulty avionics and engine malfunctions, resulting in it rarely achieving a reliability rate of more than 60% – consequently almost every second sortie was either delayed or cancelled. In 2002, the mission capable rate was just 63%, woefully below the Air Mobility Command benchmark of 75%. Technical issues dogged what was once the world’s biggest aircraft, and it was totally unacceptable to the USAF.

C-5 proposal

The C-5 can trace its origin back to October 9, 1961 when Lieutenant General Joe W Kelly, the then commander of the Military Air Transport Service (MATS), sent

Headquarters USAF a Qualitative Operational Requirement defining the need for a new jet transport aircraft. General Kelly proposed that it would be able to airlift outsize cargo with a gross weight of up to 100,000lb (45,359kg) a distance of 4,500 miles (8,334km) at 506mph (814km/h) before having to refuel. After an in-depth analysis, Defense Secretary Robert McNamara announced the CX-HLS programme in December 1964, which resulted in Lockheed proposing the C-5. Boeing and Douglas also submitted bids, but Lockheed was selected as the

winner in September 1965, with a $1.4 billion contract award for 58 aircraft, while a further $500 million was contracted to General Electric for the TF-39 engines. Barely had the first C-141 joined the MATS, before Lockheed began developing a much larger airlifter that could transport outsized loads over great distances, at an acceptable speed. Lockheed elected to use the C-141 basic design, with a high wing, and loading access through rear doors. The new aircraft had an innovative feature – the entire nose, forward of the cockpit, could be raised

enabling loads to be driven aboard. Furthermore, the nose wheel could be partially retracted while on the ground to make access easier for tall vehicles. It was a truly gargantuan project, with the gross weight twice that of the Lockheed C-141 Starlifter. The payload requirement was substantially increased to include outsized cargo weighing up to 250,000lb (113,400kg) to be carried over a distance of 3,250

Above: The third C-5A, 66-8305 sits on the flight line at Edwards AFB to undergo tests in the late ’60s. Eventually delivered to the USAF, it flew operationally without the pitot tube, but was recently scrapped at Davis Monthan AFB, Arizona where it had been stored for several years. All photos, author unless stated Below: The Galaxy is ideal for outsized cargo as this image proves. Two US Army CH-47D Chinook helicopters and their components are unloaded from a newly upgraded C-5M Super Galaxy on October 29, 2013, at Dover AFB, Delaware. Used in Afghanistan, the helicopters are being returned to the United States as military forces are withdrawn. The C-5s are assigned to the Dover-based 436th Airlift Wing. USAF-Greg L. Davis

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AIRCRAFT PROFILE C-5 Galaxy miles (5,230km) unrefueled. There are many reasons why the USAF needed a large airlifter with strategic range, and greater speed than the elderly, limited capability stablemates, such as the Douglas C-124 Globemaster and C-133 Cargomaster. The main one was that overseas exercises, such as REFORGER (Reinforcing Germany) which involved large troop movements and their equipment, had highlighted a serious gap, that was only partially satisfied by the C-141.

Outsized Airlifter Identified

On October 1, 1965 General Howell M Estes, Jnr, commander of the MATS, defined the proposed C-5A as a “genuine breakthrough in air transport”. Estes explained that a

Above: During trials work on February 19, 1970, C-5A 68-0212 is unloaded at Cam Ranh Bay in South Vietnam. It was the first aircraft to be delivered to MAC and joined the 437th MAW at Charleston AFB, South Carolina on June 6, 1970. The aircraft still flies today with the 167th AW/West Virginia ANG although it is likely to be retired within next few months as the unit is converting to C-17As. via USAF Below: A C-5B co-pilot of the 433 MAW from Kelly AFB (previously Joint Base San Antonio) wrestles with a cup of coffee during a sortie in 1992. Key Archives

mix of C-5s and the smaller C-141s would enable the MATS to complete its most exacting requirement, which he described as the “airlifting of large combat forces to Europe or the Far East, or in both directions simultaneously”. To further illustrate how the C-5A would augment America’s military airlift capabilities, General Estes recalled Operation Big Lift in October 1963, when MATS had moved 15,500 troops and their equipment from Texas to Germany: “We used 234 aircraft, comprising Douglas C-118s and C-124s, as well as Boeing C-135s, each flying one mission, and completed the lift in 63 hours. By comparison, 42 C-5As could do the same job in only 13 hours.” Furthermore, the US involvement in the Vietnam War was sapping the life out of many operational aircraft units at home, as more and more forces were poured into the region, requiring a massive supply line of support. While some of this could be satisfied by sea, the presence of a huge air bridge was essential. The

‘On October 1, 1965 General Howell M Estes, Jnr, commander of the MATS, defined the proposed C-5A as a “genuine breakthrough in air transport”.’

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USAF was mid-way through the process of exchanging the older airlift types with the sleek Lockheed C-141 Starlifter. However, there was still a need to be able to transport outsized loads, such as armoured vehicles and helicopters, to South East Asia. The elderly airlifters took many days to ferry these weapons systems to the western Pacific, and in some instances, this necessitated them being dismantled. The C-5 could not only accommodate these loads intact, but could deliver them rapidly. The requirement for an outsized airlifter was such that 81 C-5A versions were purchased between 1966 and 1970. Roll-out of the first C-5A, 66-8303, took place on March 2, 1968, attended by President Lyndon B Johnson. First flight took place on June 30, 1968, with the mixed Lockheed and USAF crew breaking ground at a speed of 123kt (228km/h), and a gross weight of 497,000lb (225,435kg), with a ground roll of 3,800ft (1,158m). The first eight were devoted to test and evaluation, with the ninth production C-5A 67-0170 being the first to be delivered to Military Airlift Command (MAC) on December 17, 1969 – MAC having replaced the MATS on January 8, 1966. This aircraft joined the 443rd Military Airlift Wing at Altus AFB, Oklahoma to begin aircrew conversion. MAC began operational missions when 68-0212 was accepted into service by the 437th MAW at Charleston AFB, South Carolina on June 6, 1970. It was

Above: Lifting off the RAF Mildenhall runway on October 19, 1985 is the fourth C-5A, 66-8307, which was serving with the 436 MAW at Dover AFB, Delaware. It operated with the 68 Military Aircraft Squadron, an AFRes unit based at Kelly AFB, Texas during the ’80s with all four FY66 C-5As. This aircraft has now been scrapped.

AMARG C-5s The following C-5As have been retired for storage and reclamation at Davis-Monthan AFB, Arizona with the 309th Aerospace Maintenance and Regeneration Group. Serial

Status

Serial

Status

Serial

Status

66-8304

scrapped

68-0224

current

69-0027

current

66-8305

scrapped

68-0225

current

70-0446

current

66-8306

see note 1

68-0226

current

70-0447

current

66-8307

scrapped

69-0001

current

70-0449

current

67-0167

scrapped

69-0002

current

70-0450

scrapped

67-0168

scrapped

69-0003

current

70-0452

current

67-0169

scrapped

69-0005

current

70-0453

current

67-0170

scrapped

69-0008

current

70-0454

current

67-0171

scrapped

69-0010

current

70-0455

current

67-0173

scrapped

69-0011

current

70-0457

current

67-0174

scrapped

69-0013

current

70-0458

scrapped

68-0211

current

69-0015

current

70-0459

current

68-0214

current

69-0016

current

70-0462

current

68-0215

current

69-0017

current

70-0463

current

68-0217

current

69-0018

current

70-0464

current

68-0219

current

69-0019

current

70-0465

current

68-0220

current

69-0021

current

70-0466

current

68-0222

current

69-0022

current

70-0467

current

68-0223

current

69-0026

current

Note: C-5A 66-8306 was removed from storage, and transferred to Joint Base San Antonio (formerly Lackland AFB,) Texas as an instructional airframe. The dozen C-5As that have been scrapped, were bought by New Phoenix Metals of Greenville, Texas between 2012 and 2013. These were cut up into manageable sections and removed to one of the local yards for smelting. A large number of C-5As are stored at Davis Monthan AFB, Arizona with AMARG. Twenty-four examples were photographed in October 2013, although that number has since been increased. At least 12 C-5As have been scrapped at Davis Monthan AFB. Key – Tony Dixon

Today C-5A 69-0024 still serves with the 436 AW at Dover AFB, Delaware. Here it is parked on the ramp at Edwards AFB in 1979. Glenn Sands

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aircraft Profile C-5 Galaxy

‘In the month that followed, the US carried out 567 airlift missions, delivering 22,000 tons of weapons, equipment and supplies.’ the 15th production aircraft, with the preceding six being assigned to the 443rd MAW.

C-5 Units

Wing Problems and Cost Over-Runs

Military Airlift Command/Air Mobility Command

From the outset, both the Galaxy and the manufacturer endured major difficulties. The C-5 wing design did not have sufficient strength, and fractured below the safe level required for full loads. Cost over-runs, particularly in rectifying this and other faults, resulted in the C-5 development exceeding $1 billion – the first such programme to surpass this significant sum. The US Government was forced to bail out Lockheed with loans. Not surprisingly the C-5 attracted controversy, most notably from legendary politician Senator William Proxmire. To silence detractors, MAC wasted no time in demonstrating the capabilities when a C-5 departed Charleston AFB on July 3, 1970 for a 21,000 miles (33,600km) tour of facilities across the USA and the Pacific Ocean, as far west as Cam Ranh Bay, South Vietnam. Three weeks later, 68-0214

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The following wings have operated the C-5

Wing

Home Station

Dates Operated

60th MAW/AW/AMW

Travis AFB, California

Oct 24, 1970 - current

436th MAW/AW

Dover AFB, Delaware

Apr 1971 - current

437th MAW

Charleston AFB, SC

June 6, 1970 - Aug 27, 1973

443rd MAW

Altus AFB, Oklahoma

Dec 17, 1969 - Oct 1, 1992

Altus AFB, Oklahoma

Oct 1, 1992 - 2007

Air Education and Training Command 97th AW/AMW

Air Force Reserve/Air Force Reserve Command 349th MAW/AW(A)

Travis AFB, California

July 1, 1973 - current

433rd MAW/AW

Joint Base San Antonio, Texas

Dec 1, 1984 - current

439th MAW/AW

Westover ARB, Massachusetts

Oct 1, 1987 - current

445th AW

Wright-Patterson AFB, Ohio

Oct 3, 2005 - Jan 24, 2011

512th MAW/AW/AMW(A)

Dover AFB, Delaware

July 1, 1973 - current

105th MAW/AW

Stewart ANGB, New York

Oct 1985 - September 19, 2012

164th AW

Memphis IAP, Tennessee

Oct 1, 2004 - Jan 2013

167th AW

Eastern WV Regional Airport Martinsburg Apt, West Virginia

Dec 4, 2006 - Oct 1, 2014

Air National Guard

Notes: The 60th Military Airlift Wing changed its designation to just Airlift Wing on November 1, 1991, and then to an Air Mobility Wing on October 1,1994. The 97th Airlift Wing was redesignated as an Air Mobility Wing on October 1, 1992. The remaining units changed from Military Airlift Wings to Airlift Wing status around late 1991 or early 1992.

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Above: In 1983, the USAF started repainting the white and grey C-5s in a new low-visibility colour scheme. Landing at RAF Mildenhall on November 17, 1994 is C-5A 67-0169 with the name ‘Empire State’ on the side denoting it is from the 105th AW/New York ANG. The aircraft has since been scrapped at Davis Monthan AFB, Arizona after being stored at AMARG. Left: A C-5A, 69-0002 takes on fuel from a KC-10 tanker in the mid-1980s. USAF Below: The first C-5B, 83-1285, sits at RAF Mildenhall’s AMC terminal on September 18, 1993. Now the aircraft has been converted to a C-5M but still serves with the 436th as it did more than 20 years ago. C-5s are not as common at the Suffolk base as they once were.

embarked on a European tour, visiting RAF Lakenheath, England; Rhein Main AB, Germany, and Torrejón AB, Spain. Following on from the 437th MAW, the 60th MAW at Travis AFB, California began transitioning on October 24, 1970, when 68-0221 was accepted. The delivery marked the death knell for the C-133, with its retirement process beginning on June 11, 1970, and all having left MAC service within 14 months. (The air force was not inclined to transfer the C-133 to the reserves,

and instead retired the type from frontline service direct into storage.) The 437th MAW started a massive conversion programme on April 17, 1973, sending 13 of its 16 C-5As to Dover AFB, Delaware to join the 436th MAW in exchange for 18 C-141 Starlifters. When completed in late 1973, the 60th and 436th MAWs each had 35 C-5As, while the 443rd MAW had five aircraft. The final example, 70-0467 left the Marietta production line for Dover AFB on May 18, 1973.

The C-5 had barely completed deliveries, when the Yom Kippur War broke out, with Egypt and Syria attacking Israel on October 14, 1973. The US response was to instigate Operation Nickel Grass, a massive resupply effort. In the month that followed, the US carried out a total of 567 airlift missions, delivering 22,000 tons of weapons, equipment and supplies. The C-5 flew 145 of these missions, accounting for almost half of the tonnage, and

thereby validating the investment in the mammoth strategic airlifter. A study in April 1975 studied the load-carrying capability and the need to incorporate a stronger, improved wing to maximise cost-effectiveness into the 21st century. As a result, Lockheed designed a new wing, and began modifications on the first aircraft, 68-0214, in August 1980. The rewinging brought a life expectancy exceeding 30 years. The last of 77 to receive a new wing was completed on July 7, 1987.

A pair of C-5Bs at Travis AFB, California in October 1994, wearing two different versions of the mottled grey and green scheme. The aircraft on the left is sprayed black in areas while the other is dark green. Key – Dave Allport

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AIRCRAFT PROFILE C-5 Galaxy New version

The C-5 proved its worth in missions worldwide, as well as responding to humanitarian crises. This success prompted Lockheed to carry out a redesign study to enhance the C-5 by incorporating various improvements, aimed at fulfilling a USAF C-X requirement, but with the proviso that an existing widebody airlifter be purchased, as the air force urgently wanted to increase its load-carrying capability. The selection was made for the Lockheed C-5N, which was designated by the USAF as the C-5B. Orders were placed for 50 C-5B versions between 1983 and 1987. The 60th MAW began accepting delivery of the C-5B on July 29, 1986 when 84-0062 arrived at Travis AFB. The following month, the 436th MAW followed suit, with 85-0001 being delivered to Dover AFB on August 29. New production continued with aircraft deliveries alternating between the two units until April 17, 1989, when the final pair departed Marietta. The Air Force Reserve (AFRes) received its first C-5A on December 1, 1984, when 69-0016 was delivered from Travis AFB to the 433rd MAW at Kelly AFB, Texas. AFRes air and ground personnel had flown the C-5 since July 1, 1973, when two associate wings were formed so that reservists could work alongside active duty counterparts. The 349th and 512th MAWs were activated with the 60th and 436th MAWs respectively. Both had the associate status removed from their designations on October 1, 1994. The 433rd MAW, now redesignated as the Below: The longest serving C-5 wing is the 60th at Travis AFB, which operates this C-5B, 86-0022, seen at Nellis AFB, Nevada in October 1995. Alan Warnes

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Right: Lockheed Martin’s former ground instructional airframe, used for training purposes at its Marietta plant in October 1997. Alan Warnes Below: A 439th AW C-5A 70-0448 comes into land at RAF Mildenhall on March 11, 1995. Note the tail fin has the words ‘Patriot Wing’ written in it – as the unit is named. The aircraft now flies with the 433rd AW/AFRes unit at Joint Base San Antonio.

C-5 Accidents, Withdrawals and Displays Serial

Type

Date

Details

66-8303

C-5A

Oct 17, 1970

Exploded and burned following defueling at Marietta, Georgia

66-8306

C-5A

Apr 14, 2011

Joint Base San Antonio (the former Lackland AFB), Texas as a ground training airframe

67-0172

C-5A

May 25, 1970

Destroyed by fire at Palmdale Apt, California

68-0218

C-5A

April 4, 1975

Following a rear door separating in flight, the C-5 attempted emergency landing at Tan Son Nhut IAP, Vietnam. Landed short of the runway, and was destroyed.

68-0227

C-5A

Sept 27, 1974

Emergency landing at Clinton MAP, Oklahoma and broke in three

68-0228

C-5A

Aug 29, 1990

Crashed on take-off at Ramstein AB, Germany

69-0004

C-5A

Nov 2003

Scrapped at Robins AFB, Georgia September 2006

69-0014

C-5A

Oct 20, 2013

Preserved Dover AFB, Delaware

84-0059

C-5B

April 3, 2006

broke up on approach to Dover AFB, Delaware

433rd AW, conducted aircrew training for both the active duty and the reserves. AFRes was redesignated as Air Force Reserve Command (AFRC) on February 17, 1997. The reserves added to the number of aircraft operated, as they assumed a greater degree of the overall airlift mission, with more C-5s being directly assigned. AFRes/AFRC saw C-5As join the 439th MAW at Westover ARB, Massachusetts on October 1, 1987, and the 445th AW at Wright-Patterson AFB, Ohio on October 3, 2005. Three wings of the Air National Guard (ANG) also took on the C-5. The 105th MAW at Stewart ANGB, New York re-equipped with the C-5 in October 1985, followed by the 164th AW at Memphis International Airport, Tennessee on October 1, 2004. Both have since relinquished the Galaxy in favour of the Boeing C-17. The

‘The reserves added to the number of aircraft operated, as they assumed a greater degree of the overall airlift mission, with more C-5s being directly assigned.’

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only ANG unit still flying C-5s is the 167th AW at Eastern West Virginia Regional Airport at Martinsburg Airport, which transitioned to the massive airlifter on December 4, 2006. Today, the unit is re-equipping with the C-17 – the first aircraft arriving on September 25, with the last C-5 due to be retired by May 2015. MAC had supported the National Aeronautics and Space Administration (NASA) by transporting outsized payloads between manufacturers and launch facilities. To facilitate this C-5As 68-0213 and 68-0216 were modified by Lockheed Martin to carry components for the space shuttle. This included removing the upper rear passenger compartment, redesigning the doors and bulkhead, widening the rear doors and subsequently

converting it into a clamshell format. They were designated C-5Cs, with the first returned to service during October 1988, and the second in early 1989. Despite these modifications, the two aircraft have been retained by the 60th MAW/AMW, and are among the airframes included in the C-5M programme.

Rectifying the Problems – AMP and RERP As stated earlier, the C-5 had a poor reliability rate. A mix of factors contributed to this, the unreliable TF-39 engines and software issues that warned of non-existent faults. The elderly avionics were also an issue, and regularly malfunctioned. One sortie from Dover AFB to Europe during the late 1980s highlighted the problems. As a C-5 was ready for departure, an

engine warning light appeared in the cockpit. The flight crew taxied back to the apron, the passengers disembarked and maintenance crews investigated. A fault was found in a circuit breaker and was fixed. The passengers re-boarded, the aircraft was taxied to the runway, but another warning light came on – this time during the takeoff run. Five more times, the C-5 attempted to leave, and each time there was a glitch. Airborne at last, the heavily laden Galaxy lumbered up to cruising altitude, but at

C-5 Production C-5A

66-8303 67-0167 68-0211 69-0001 70-0445

to to to to to

66-8307, 67-0174, 68-0228, 69-0027, 70-0467

C-5B

83-1285, 84-0059 to 84-0062, 85-0001 to 85-0010, 86-0011 to 860026, 87-0027 to 87-0045

around 100 miles (160km) out over the Atlantic Ocean, another warning light came on – this time a landing gear door had not fully closed. After returning to Dover AFB for yet another investigation, the C-5 finally reached its destination in Europe more than 18 hours late. To rectify these problems Lockheed (merged into Lockheed Martin from March 1995) proposed a two-pronged programme. Old and fault-prone components had to be replaced to increase reliability, while new engines would have to be installed to increase performance and make cost-savings. Lockheed had hoped the two upgrades, designated as the Avionics Modernization Program (AMP) and Reliability Enhancement & Re-Engining Program (RERP), would be extended to all the remaining C-5s, but feared the high cost might be prohibitive. Both programmes would see all 126 aircraft upgraded, although only the AMP was applied to the majority of the fleet. The number of AMP aircraft was later reduced to 112 and subsequently cut again to 92. However, another reduction occurred, which saw the 80th and final aircraft returned to the air force on April 30, 2012. This number was reduced by the loss of 84-0059 on April 3, 2006. The AMP was initiated as the first course of action to equip aircraft with new avionics enabling them to operate within civilian airspace, thus taking advantage of high altitudes with corresponding fuel efficiency. The installation of a digital ‘glass cockpit’ was linked to a Global Air Traffic Management

Above: On the ramp at Warner Robins ALC in October 1998, where the Galaxy aircraft are overhauled, sits C-5B 70-0455. Freshly resprayed in the new and current mid-grey paint, it does not carry markings although its nose continues to wear the remnants of the previous scheme. The aircraft is now stored at AMARG. Alan Warnes Below: The C-5 training wing was based at Altus AFB, Oklahoma where this C-5A 68-0217 was pictured on April 26, 2001 serving the 97th AMW. The unit, which was previously the 443rd MAW, was disbanded in 2007.

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aircraft Profile C-5 Galaxy

Above: Aircraft maintenance personnel tow a C-5M Super Galaxy down the snow-laden flight line on January 3 of this year at Dover AFB, Delaware. USAF – Roland Balik

system, along with an inertial navigation system and a GPS. A traffic alert collision avoidance system and an enhanced ground proximity warning system were also fitted. Despite the application of the AMP, there was only a marginal improvement in reliability, although it did pave the way for the more complete RERP. AMP began in 1998, leading to the upgrade of the first aircraft from June 12, 2002. Maiden flight of the initial modified aircraft, serial 85-0004, took place on December 21, 2002. The extensive RERP began mid-way through the AMP, with a number of aircraft receiving both upgrades simultaneously. The first aircraft to undergo the work was flown to Marietta in October 2004, which coincided with the delivery of the first

AMP airframe to be returned to an operational unit. The most noticeable feature of the RERP is the installation of General Electric F138-GE-100 engine, also known as the CF6-80C2 each producing 50,000lb (22,680kg) of thrust, which is 22% more than the previous TF-37. New pylons and auxiliary power units have been fitted, while upgrades have also been applied to the airframe skin, landing gear and pressurisation system. The new engines also enable a 30% shorter take-off, and a 38% higher rate of climb to altitude. Combined, these factors have offered an increased payload over a greater range. The original plan was for the entire C-5 fleet to be upgraded, although the multi-billion dollar cost was unaffordable to the

Department of Defense – instead a single C-5A, both C-5Cs and 49 C-5Bs received the RERP modification. The first flight of an RERP, C-5M 86-0013, took place on June 19, 2006. Company tests followed, along with evaluation by the 412th Test Wing at Edwards AFB, California, which is the component of the Air Force Flight Test Center. The first C-5M to be delivered to the 436th AW at Dover AFB, was 86-0025, named The Spirit of Global Reach which departed Marietta on February 9, 2009. A further 17 followed, all assigned to the 9th AS. The 19th C-5M 87-0042 joined the 22nd AS, 60th AMW at Travis AFB on May 8, 2014. Travis AFB will also receive 18 aircraft. The remaining 16 will be assigned to the reserves, with the 439th AW at

Above: A former 433rd AW C-5A, 70-0456 is stripped of spare parts at Davis Monthan AFB in February 2004. It has now been scrapped.

C-5 - Current Unit Assignment The following details present assignment of the 68 C-5s in service at September 2014 Unit

Type

Serials

60th AMW

C-5C

68-0213, 68-0216

C-5B

85-0060, 84-0062, 86-0015, 86-0016, 86-0022, 86-0024, 86-0026, 87-0028, 87-0029, 87-0030, 87-0032, 87-0033, 87-0034

C-5M

85-0010, 86-0011, 87-0042, 87-0044

167th AW

C-5A

68-0212, 69-0009, 69-0012, 69-0023, 69-0025, 70-0460

436th AW

C-5M

69-0024, 83-1285, 84-0061, 85-0001, 85-0002, 85-0003, 84-0004, 85-0005, 85-0007, 85-0008, 86-0013, 86-0017, 86-0020, 86-0025, 87-0035, 87-0036, 87-0040, 87-0045,

433rd AW

C-5A

68-0221, 69-0006, 69-0007, 69-0020, 70-0445, 70-0448, 70-0451, 70-0456, 70-0461

439th AW

C-5B

85-0006, 85-0009, 86-0012, 86-0014, 86-0018, 86-0019, 86-0021, 86-0023, 87-0027, 87-0031, 87-0033, 87-0037, 87-0038, 87-0039, 87-0041, 87-0043

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Westover ARB, receiving the initial complement before the 433rd AW at Joint Base San Antonio will complete the programme in 2018.

Cargo Colours

The C-5 has worn three distinctive colour schemes during its five decades of service. Deliveries of all the C-5As were made with the attractive white upper surface, grey underside, with full colour national insignia and unit emblems. In June 1983, the San Antonio Air Logistics Center (SAALC) at Kelly AFB completed repainting a C-5A in low-visibility mottled grey and green camouflage pattern, with black insignia. The primary purpose was to enable airlifters, including the C-130 and C-141, as well as the C-5, to blend into the European environment. Furthermore, the scheme was also designed to reduce corrosion. All 77 C-5As were cycled through the SAALC, while new C-5Bs emerged from the production line wearing the dark camouflage. However, the low-visibility colour scheme was not popular, and while enabling the C-5s to merge into the environment in central and northern Europe, it was ineffective elsewhere in the world, especially in the Middle East where the dark paint absorbed heat. Beginning in 1991, airlifters – including the C-5 – began to emerge from major overhaul repainted in a mid-grey paint scheme. This colour has endured for the subsequent quarter of a century.

Retirement

The decision to reduce the number of upgraded C-5s, enabled the air force to begin retiring its most unreliable models. The process began on November 4, 2003 when 60th AMW 70-0458 flew for storage and reclamation at Davis-Monthan AFB, Arizona with the 309th Aerospace Maintenance and Regeneration Group (AMARG). A further eight were retired in 2004, followed by four more in 2005. One

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was subsequently transferred for ground training to Joint Base San Antonio (the former Lackland AFB), Texas, while the remaining dozen were cannibalised of reusable components before being sold for scrap in 2012. The air force wished to retire many more, but politicians refused to grant the necessary approval. However the political block was eventually overturned, enabling retirements to resume. Nine were flown into storage during 2011, followed by 18 in 2012, five in 2013, and ten by September 9, 2014 when C-5A 69-0022 of the 167th

AW flew to Arizona. Another pair is due out of service this year, eight in 2015, and the final six in 2016. The last RERP aircraft is scheduled to be returned to service in fiscal year 2018 and it is intended that the 60th AMW and 436th AW will operate 18 aircraft each. The remaining 16 will be delivered to the 439th AW at Westover ARB, before its complement is reduced by half – eight will then be transferred to the 433rd AW at Joint Base San Antonio beginning in 2016. The major investment in both the AMP and RERP will enable the C-5 to remain in operational service for at least the next 25 years. On a final note, the C-5 became operational in June 1970, and saw sterling service in the Vietnam War – the Galaxy being one of the few aircraft types to perform in that theatre and afm remain in service today.

Looking every inch a flying tube, a C-5M sits on the ramp at Bagram Air Base in Afghanistan during a wet night in February this year. The photograph, shows the aircraft’s nose lifted and rear ramp down to give a sense of scale to this giant flying machine. USAF-Roland Balik

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APR 4 - NOV 6 2014

ATTRITION REPORT Accident Reports D: Early 2010 N: Royal Saudi Air Force/18 Sqn T: E-3A Sentry S: 1804

Catastrophic damage to the radar antenna inside the radome was caused by overheating in flight. The E-3A landed safely but remained grounded for three years pending a decision on repairs. On April 30, 2013, it left for Tinker Air Force Base, Oklahoma, where the radar antenna was replaced, while radio systems, IFF and hydraulic systems were repaired. It returned to Saudi Arabia on completion on April 18, 2014, routing via RAF Mildenhall, Suffolk.

An ISIL terrorist stands on the wreckage of the Iraqi Army Aviation Corps Bell 407 that was shot down on October 8 near Beiji, killing both pilots.

D: Sep 17, 2013 N: US Air Force/432nd Wing T: MQ-1B Predator

The loss of this UAV had not previously been reported, but was revealed when Air Combat Command released an abbreviated accident investigation board report into its crash on April 2, 2014.  The Predator was returning from an operational, 20-hour intelligence, surveillance and reconnaissance mission in support of US Africa Command when it crashed into the Mediterranean Sea.  The accident report reveals that a failed power converter led to the crash, which destroyed the unarmed UAV and its communication pod, together valued at $5.3 million.  According to the report, the crew noticed a loss in communication with the aircraft just before they handed control over to the Launch and Recovery Element.  The crew went through the appropriate checklists and told the ground control station that they could not establish contact with the aircraft.  Two seconds prior to the loss of satellite link with the aircraft, the ground control station logged electrical, flight control and engine warning indications, which the investigation board president found were a direct result of a power converter malfunction in the aircraft’s onboard control module.  This resulted in a loss of control, which caused the aircraft to make a rapid spiral descent into the sea.  The board president found, by clear and convincing evidence, that the mishap to this Predator was caused by failure of the power converter in the control module, which led to loss of control of stabilizers and engine power output.

D: Apr 4, 2014 N: US Air Force/11th Reconnaissance Squadron T: MQ-1B Predator

The UAV impacted the runway at Creech Air Force Base, Nevada, during a practice landing. The accident had not previously been made public but was revealed when Air Combat Command released the abbreviated accident investigation board report on October 28, 2014. The aircraft was significantly damaged by the impact, with a repair cost estimate of $4.5 million. The aircrew was conducting a routine launch and recovery training mission at the time of the mishap. The board president found that the cause of the mishap was low-level wind

shear during a critical phase of landing, coupled with the pilot’s lack of training in landing operations for the MQ-1B. The pilot’s incorrect control inputs caused the aircraft to continue bouncing on the runway until its undercarriage was destroyed. D: Apr 26 N: US Air Force/214th Reconnaissance Squadron T: MQ-1B Predator

Details of this previously unreported loss in Afghanistan were revealed in an Air Combat Command accident investigation board report that was released on October 9, 2014. The crash occurred near Jalalabad Airfield. At the time of the mishap, the

The Republic of Korea Air Force Ka-32A-04 from 235 SAR Squadron after its crash landing on October 8 in Jincheon County, which injured two of the three crew members.

aircraft was conducting an intelligence, surveillance and reconnaissance mission. It was destroyed on impact with a loss valued at approximately $4.61 million. The accident investigation board president found that the cause of the mishap was an engine oil leak. The rapid rate at which the oil leaked out ultimately caused the Predator’s engine to seize, resulting in the aircraft’s inability to maintain altitude or return to base. None of the UAV's wreckage was recovered after the loss. D: Oct 6 N: US Army/1-223rd AVN/Initial Entry Rotary Wing Course T: TH-67A Creek

During a training flight, the helicopter made a hard landing at around 1600hrs at Lucas Stagefield, near Elba, Alabama. The military student and civilian instructor on board were taken to a medical centre in the area for treatment and observation. Officials at Fort Rucker, where the helicopter was based, said neither had sustained any life-threatening injuries. The helicopter was later removed from the accident site and the incident is now under investigation. Officials gave no indication of whether there was any serious damage to the TH-67A and said they did not plan to release any further information. The Creek was operated by 1-223rd AVN’s Initial Entry Rotary Wing Course, which flies from Cairns Army Airfield at Fort Rucker.

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

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D: Oct 8 N: Iraqi Army Aviation Corps T: Bell 407

This helicopter was shot down near the town of Beiji, killing both pilots. ISIL terrorists downed it with a shoulder-launched missile. Beiji is situated about 130 miles (200km) north of Baghdad. D: Oct 8 N: ROKAF/235 SAR Sqn T: Ka-32A-04 (HH-32A)

Two of the three crew members were injured when this helicopter crashed into a field in Jincheon County, Chungcheongbuk-do Province. Various parts of the fuselage and the tail section were substantially damaged and the rotors were severed. The cause of the crash is not yet known. The helicopter was operated by 235 Search and Rescue Squadron, part of 17 Fighter Wing at Cheongju Air Base. D: Oct 8 N: US Air Force/48th Fighter Wing/493rd Fighter Squadron T: F-15D Eagle S: 86-0182 ‘LN’

This aircraft crashed at around 1528hrs near Spalding, Lincolnshire, after the pilot had ejected safely during a combat training mission. It came down in a field near Broadgate, Weston Hills. The pilot, who suffered minor injuries, was taken by an HH-60G Pave Hawk from the resident 56th Rescue Squadron for evaluation at the RAF Lakenheath, Suffolk base hospital.

Above: US Air Force/48th Fighter Wing/493rd Fighter Squadron F-15D Eagle 86-0182 ‘LN’ on approach to its base at RAF Lakenheath, Suffolk, on October 3. Five days later the aircraft crashed in a field near Spalding, Lincolnshire, after the pilot had ejected safely. Jamie Ewan D: Oct 10 N: Royal Danish Air Force/ Helicopter Wing/Team 1 T: EH101 Merlin Mk 512 S: M-518

While operating out of Mazare-Sharif, the helicopter rolled over onto its side on landing at 2200hrs, about 8 miles (13km) east of the base. Six personnel were on board, including a German soldier and five other International Security Assistance Force troops. There were no serious injuries. D: Oct 10 N: Dominican Army T: OH-58A Kiowa S: EN-1905

Due to a technical failure when preparing to land at Los Olivares, 2 miles (3km) west of Pedernales, the helicopter crashed, breaking off the tail

boom and main rotors before rolling onto its side. Those on board included the Comandante General del Ejército de República Dominicana, Mayor General José Matos De la Cruz. He was accompanied by two other highranking officials. The pilot and the army chief were unhurt, while the two other officials on board suffered minor injuries and were taken to hospital for treatment. D: Oct 12 N: Islamic Republic of Iran Police Aviation T: Rockwell Commander 690 S: 1405 (c/n 11075)

All seven on board, including three senior Iranian Police commanders, were killed when this aircraft crashed in Sistan-Baluchistan province. The aircraft disappeared from radar after leaving Tehran and the

wreckage was later discovered in a mountainous area in Sabzpushan Heights, near the southeastern capital of Zahedan, which was the aircraft’s destination. There were four police officials, two pilots and a flight attendant on board. The policemen were part of a team investigating rebel attacks on security forces. One of those killed was the deputy of Iran’s police directorate. D: October 12 N: Turkish Navy/351 Squadron T: S-70B Seahawk

While on a mission in northwest Turkey, this Seahawk disappeared from radar at 1225hrs. After a search, the wreckage was found in a mountainous area of the Kartepe district, Kocaeli province. All four crew members were killed. It had departed from Naval Air Station Gengis Topel at 1218hrs and was en route to Konya Air Base, but went missing soon after take-off. D: Oct 13 N: Algerian Air Force/4th Bomber Support Wing T: Su-24 Fencer

Badly damaged Royal Danish Air Force EH101 Merlin Mk 512 M-518 being recovered after its landing accident near Mazar-e-Sharif, Afghanistan, on October 10. RDAF

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During a low-level training exercise this aircraft crashed in central Algeria. Both crew members were killed. The aircraft was from one of the three Su-24 squadrons of 4 Escadre d’Appuis Pénétration (4th Bomber Support Wing) at Laghouat Air Base. It came down near Hassi Bahbah, in the Djelfa region, 150 miles (240km) south of Algiers. The weapons systems officer ejected at the last minute at low altitude but before he died he used his mobile phone to give directions to the crash site. The pilot did not eject and was killed in the crash.

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ATTRITION REPORT Accident Reports D: Oct 13 N: US Marine Corps/VMAQ-2 T: EA-6B Prowler S: 163889 ‘CY-04’

While operating in Restricted Area R-2301 of the Yuma Training Range Complex, Arizona, on a routine training flight at 1250hrs an ALQ-99 jamming pod separated from the aircraft during tactical manoeuvring. The aircraft, which was from Marine Tactical Electronic Warfare Squadron 2 (VMAQ-2) ‘Death Jesters’ based at MCAS Cherry Point, North Carolina, was recovered safely without further incident. However, the loss of the expensive jamming pod has meant that it has been categorised as a Class A incident. D: Oct 14 N: Indian Air Force/20 Sqn T: Su-30MKI S: SB050

Following an as-yet unidentified technical problem, this Su-30MKI crashed near Pune-Lohegaon Air Force Station after both the pilot and co-pilot had ejected safely. The aircraft had taken off from Pune at 1246hrs for a routine training sortie and came down at 1307hrs near the hamlet of Radhi Vasti, close to Wade Bolhai, 22 miles (35km) east of Pune. The crew, pilot G S Sohal and co-pilot U Nautiyal, landed at nearby Taleranwadi. An IAF helicopter recovered them and flew them back to the base. There were no injuries on the ground. Investigation is being hampered because the tape in the cockpit voice recorder ran out five minutes before the crash. D: Oct 14 N: US Marine Corps/HMLA-269 T: AH-1W SuperCobra S: 165053 ‘AF-00’

During start-up at 1250hrs for a ground functional check prior to a post-maintenance test flight at Marine Corps Air Station (MCAS) New River, North Carolina, the helicopter was badly damaged by a rotor brake fire. The fire caused more than $2 million worth of damage, resulting in it being categorised as a Class A mishap, although the navy says that it is repairable. The sole crew member escaped injury. The full extent of the damage from the fire, which broke out in the aft transmission compartment, is still being assessed.

D: Oct 20 N: UN/MONUSCO T: Falco UAV

Above: The wreckage of Dominican Army OH-58A Kiowa EN-1905 following its crash on October 10 at Los Olivares. D: Oct 15 N: Bolivian Air Force T: Tiluchi S: FAB-542

Two pilots were killed when this aircraft crashed while rehearsing aerobatic manoeuvres for a display to mark the anniversary of the FAB. The aircraft crashed while attempting to land at Base Aérea El Trompillo, Santa Cruz. The Tiluchi is a licencebuilt version of the US Team Tango Aircraft kit-built Tango 2 aerobatic light sport aircraft. It is assembled in Bolivia by the FAB’s Centro de Industria y Tecnología Aeroespacial (CITA – Aerospace Industry and Technology Centre) at El Trompillo. D: Oct 20 N: US Air Force/Oklahoma ANG/138th FW/125th FS T: 2 x F-16C S: 89-2019 ‘OK’ plus one

These two F-16s from the Oklahoma Air National Guard collided in mid-air over southeast Kansas during a training exercise.

One aircraft, F-16C 89-2019 ‘OK’, crashed into an open field 3 miles (5km) north of Moline, Elk County, after the pilot had ejected safely. He was taken to McConnell Air Force Base hospital for evaluation, but was not seriously injured. The other was able to return to its base at Tulsa International Airport, Oklahoma, for a safe emergency landing. The extent of damage to this aircraft was not reported. Both were from the 138th Fighter Wing/125th Fighter Squadron ‘Tulsa Vipers’ at Tulsa IAP. D: Oct 20 N: US Air Force T: MQ-9A Reaper

At 0340hrs, after returning from a reconnaissance mission, this unarmed UAV made a hard landing at Niamey-Diori Hamani International Airport, Niger. It came to rest nose down, damaging the runway, which was closed while the accident site was secured and the UAV removed. It re-opened at 1230hrs that afternoon, after repairs had been completed. An investigation is under way.

While operating for the Misión Estabilización de las Naciones Unidas en la República Democrática del Congo (MONUSCO – United Nations Stabilisation Mission in the Democratic Republic of Congo), this UAV crashed shortly after taking off from Goma Airport in the DRC. It came down 2 miles (3km) north of Goma. MONUSCO began operations with Falco UAVs from Goma Airport on December 3, 2013. One also crashed on January 15, 2014, but even with this loss, MONUSCO says it still has four operational Falcos. D: Oct 21 N: Republic of China Air Force/ Thunder Tigers T: 2 x AIDC AT-3 Tzu Chiang S: 0815/74-6015 ‘No 6’

Following a collision between two AT-3s during a routine training mission, one crashed, killing the pilot. The aircraft were from the Thunder Tigers aerobatic display team at the Air Force Academy at Kangshan Air Base. The accident aircraft was one of a formation of three practising a display routine at Kaohsiung – video of the incident shows one aircraft performing barrel rolls around another when they clipped each other. Aircraft 0815/74-6015 ‘6’ then plunged into a field in the Zhiguan District of Kaohsiung, killing the pilot, Lt Col Chung Bei-yuan. The other aircraft, 0847/76-6047 ‘No 4’, was not seriously damaged and landed safely back at the Air Force Academy, from where all three had taken off shortly before the collision.

Above: Local villagers flock around the wreckage of specially painted Indian Air Force Sukhoi Su-30MKI SB050 following its crash on October 14 near Pune. The two crew members ejected safely.

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

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Above left: Bolivian Air Force Tiluchi FAB-542 seen on December 30, 2013.  This aircraft crashed while attempting to land at Base Aérea El Trompillo, Santa Cruz, on October 15, killing both pilots.  Iván Condori Above right: The still burning wreckage of US Air Force/Oklahoma Air National Guard/138th Fighter Wing/125th Fighter Squadron F-16C 89-2019 ‘OK’ following its mid-air collision with another F-16 on October 20. The pilot ejected safely. D: Oct 21 N: Syrian Air Force T: L-39 Albatros

A video released by Syrian rebels on this date shows the destruction of the aircraft on the ground at Nayran Air Base. The militia are seen making a direct hit on the L-39 with a BGM-71 TOW-2 wire-guided heavy anti-tank missile causing it to explode into flames. The aircraft was said to have been fully fuelled up and ready to taxi for take-off at the time of the attack. Another L-39, which was on the apron alongside it, may also have been destroyed, although this is unconfirmed, as the video ends before any sign of apparent damage to it. D: Oct 21 N: Syrian Rebels T: 2 x unidentified fighters

Syria’s information minister, Omran al-Zoubi, told Syrian television that two of the three jet fighters that had been captured by ISIL terrorists and reportedly made airworthy, had been destroyed. The London-based Syrian Observatory for Human Rights (SOHR) said on October 17

that these aircraft had been seen on training missions at Al Jarrah Air Base. It is still unconfirmed exactly what type of aircraft they were. Al-Zoubi said Syrian Air Force aircraft had been able to bomb and destroy two of these rebel-operated aircraft as they were landing at Al Jarrah. He said, however, that the third had evaded them and had been hidden by the rebels, but a search was under way to find it. D: Oct 23 N: Chinese People’s Liberation Army Naval Air Force/Naval Aviation Air Academy/2nd Air Regiment T: Hongdu JL-8H S: 82003

This aircraft crashed at around 1600hrs in Xiangyuan County, Shanxi Province, killing both pilots. It was operated by the PLANAF/ Naval Aviation Air Academy’s 2nd Air Regiment at the 1st Naval Training Base at Changzhi/ Wangcun. The 2nd Air Regiment was previously designated the 4th Air Regiment, but was renumbered last year as part of a re-organisation of the academy.

D: Nov 6 N: US Air Force/53rd WEG/ 82nd ATRS T: F-16

The pilot of this aircraft was killed when the F-16 crashed into the Gulf of Mexico during a sortie from Tyndall Air Force Base, New Mexico. The aircraft was conducting a routine training mission when the base lost contact with it at around 0915hrs.  A search and rescue mission was immediately launched, led by the US Coast Guard, under the assumption that the aircraft had crashed into the water. Later in the day, officials at Tyndall reported that the remains of the pilot had been recovered from the Gulf of Mexico.   The US Coast Guard said that the aircraft had gone down about 57 miles (92km) south of Panama City, Florida.  Tyndall officials said that base efforts were then shifting from that of a rescue mission to a recovery operation as evidence was collected to help in determining the cause of the crash. A board of qualified officers was assembled to conduct an investigation and no additional information about the accident will be released until the investigation is complete.

D: Nov 6 N: US Army/1-183rd AVN T: AH-64D Apache

TWO US Army soldiers were killed when this Idaho Army National Guard AH-64D Apache crashed just outside the city of Boise, Idaho. The helicopter, operated by the 1st Battalion, 183rd Aviation Regiment, at Boise International Airport-Gowan Field, came down about 2½ miles (4km) south of its base at around 1900hrs. D: Nov 10 N: Nigerian Air Force T: Unidentified helicopter

This helicopter, callsign 'Shark 23', made a controlled forced-landing four minutes after take-off at 0930hrs from Yola Airport for a routine training flight. No one was reported seriously injured in the accident but the helicopter was said to have been extensively damaged. The helicopter came down in Damare, a suburb of the Girei Local Government Area of Adamawa State. Additional material from: Donny Chan, Juan Carlos Cicalesi and Scramble/Dutch Aviation Society.

Above left: The inverted wreckage of part of the fuselage of the Republic of China Air Force/Thunder Tigers AIDC AT-3 Tzu Chiang after it collided with another AT-3 and crashed on October 21, killing the pilot, during a training flight from Kangshan Air Base. China News Agency Above right: The wrecked fuselage of Chinese People's Liberation Army Naval Air Force Hongdu JL-8 82003 from the Naval Aviation Air Academy at Changzhi/Wangcun following its crash in Xiangyuan County on October 23, which killed both pilots.

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DEBRIEF Book reviews Arab MiGs

Voume 5. October 1973 War: Part 1 Tom Cooper and David Nicolle, with Holger Müller, Lon Nordeen and Martin Smisek Harpia Publishing £32.99 ISBN 978-0-9854554-4-6 Harpia Publishing’s latest title continues its in-depth look at MiGs operated by Arab nations during some of the heaviest fighting in the region. The publisher has a well-established reputation for unearthing previously unknown accounts of aerial combat between Israel, Syria and Egypt and this book is no exception. Looking at

F-105 Thunderchief – MiG Killers of the Vietnam War

Peter E Davies Osprey Publishing £13.99 ISBN 978-1-78200-804-0 The air war over Vietnam witnessed Republic’s F-105 Thunderchief become the backbone of America’s air campaign against the ‘North’. During the course of the war, more than half the entire production line of F-105s was lost to a combination of North Vietnamese MiGs, SAMs and AAA. From the earliest strikes, the USAF pilots in their single-seat

the October War of 1973, the authors have taken the clever step of breaking the aerial clashes into chronological order and linked them with the changing political climate in the region at the time. With the addition of comprehensive maps, every aerial combat is explained in detail and there’s pre- and post-analysis of the outcome. The myth of Israel’s air superiority is uncovered, showing that while Egyptian MiGs may have operated at a capability disadvantage, the Arab pilots gave a good account of themselves, with a few claiming multiple kills while flying the MiG-21 Fishbed against Israeli Mirages and Phantoms. Wartime images throughout the book have been sourced from both official and private collections, with many never previously published. The addition of some excellent colourful profiles by Tom Cooper will certainly please the aircraft modellers out there as, where possible, specific paint reference numbers are provided for perfect colour scheme authenticity in scaled down versions. This is a stunning piece of work and highly recommended for any serious observer of Middle East air wars. The level of detail is such that the authors even include accounts of US Navy EP-3As gathering intelligence in October 1973 of Israeli aircraft losses – it’s that sort of book. Brilliant! Glenn Sands cockpits knew that the chances of completing a 100-mission tour allowing them to return home to the US, were slim. Many pilots became legends due to their exploits of duelling with tight-turning MiGs over Hanoi, in a desperate bid to protect the bomber formations. The lessons learned during these dogfights are still practised today. Beginning with early raids in 1965, which saw Thuds flying into combat with a polished silver finish and brightly coloured squadron markings, this new book from Osprey’s Combat Aircraft series explains how their role changed. Pilots had to adapt from flying a nuclear bomber to a tactical strike aircraft in a limited war. Accounts from pilots who

Listening In

RAF Electronic Intelligence Gathering Since 1945 Dave Forster and Chris Gibson Crecy Publishing £29.95 ISBN 978-190210-938-1 The shadowy world of electronic intelligence gathering (ELINT) has been hidden from the public for decades. Operations conducted against Russia and the Warsaw Pact during the early years of the Cold War are only now being released and the details are surprising and fascinating and demonstrate just how cunning Western air forces were in obtaining aerial intelligence of the Soviet Union. Beginning shortly after the end of World War Two the RAF and USAF utilised converted bombers to monitor Russia’s military build-up. The authors have done a remarkable job obtaining images from the time and matched them with line drawings that illustrate the modifications made to the airframes. It certainly makes life easier for the reader to see where the plethora of bumps and blisters were added to an aircraft, each one containing highly classified reconnaissance gear of the period. The chapters move through the decades to the 1960s when the USAF and RAF were probably at their most provocative with ‘accidental intrusions’ into

Warsaw Pact airspace. For those spy planes that stayed too long, retribution was swift, with a number of USAF aircraft shot down and RAF Canberras ‘forced’ from the area. These incidents are covered in an unbiased approach, with information sourced from Russia and the West. Where possible the fate of the aircrews is explained, with many USAF crews becoming prisoners in an undeclared secret war. Along with the familiar Boeing RB-47H Stratojet, Lockheed U-2 and Canberra missions, this book delves into the lesser types involved in this covert war such as 51 Squadron’s Comet 2R mission around Yemen and Oman. It is a terrific read and provides a previously unknown insight into a covert war of intelligence gathering that continues to this day. Glenn Sands

thought up innovative dogfighting tactics are told in extraordinary detail and supplemented with images from official USAF archives and personal collections. Specific MiG killing aircraft are included within the eight pages of side views with many depicting some rather risqué artwork on the nose. Osprey have done it again with this new book. An informative and fascinating look at the only aircraft in the early years of the Vietnam War that took the conflict ‘up North’. Glenn Sands

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

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