Air Forces Monthly UK 2015-06

JUNE 2015 ISSUE #327

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SUSPICIOUS MINDS • US ANG F-15S IN EUROPE • GRIPENS LOOK EAST • TORNADOS UP NORTH • NATO'S JOINT WARRIOR Largest Naval Exercise in Europe

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EYES & EARS IN MALI Dutch Helo Ops

IRAN'S SPANISH SAEGHE STRUGGLES A Unique F-5 Force Report

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05/05/2015 12:48

CONTENTS June Issue 327 Gripens look East 62

News All the world’s military aviation news, by region. 4-5 Headlines 6-7 United Kingdom 8-13 Continental Europe 14-16 North America 18-19 Latin America 20-23 Africa 26 Middle East 27-28 Russia & CIS 30-34 Asia Pacific 35 Australasia 35 Contracts

FREE DVD! Claim your FREE Rafale Cockpit DVD worth £12.49, when you subscribe to AirForces Monthly. See pages 24 and 25 for full details.

36 Yemen on the Edge

Jon Lake investigates the recent military operations and their origins in Yemen, as it heads towards becoming the next terrorist battleground in Southwest Asia.

42 EXERCISE REPORT Joint Warrior 15-1

Tim Ripley travelled to Scotland to investigate maritime air operations during NATO’s biggest naval exercise this year.

46 ANG Eagles in Europe From Leeuwarden Air Base in the Netherlands, Kees van der Mark provides a photo report on the deployment of Air National Guard (ANG) F-15s to Europe.

48 Tornados up North

As XV (Reserve) Squadron celebrates its 100th anniversary, Neil Pearson visits the squadron at RAF Lossiemouth to examine how the RAF trains its Tornado GR4 aircrew.

56 The Jedi Returns

The airman of the Italian Air Force’s 82nd SAR Centre, callsign Jedi, are constantly ready for action. Francesco Militelloa Mirto and Luca la Cavera report for AFM.

62 Gripens look East

Philip Stevens and Bjorn Hellenius examine Sweden’s unique approach to training its future frontline Gripen pilots.

68 EXCLUSIVE PAF’s Cutting Edge Grows Alan Warnes recently became the first journalist to interview the new Pakistan Air Force Chief of the Air Staff, Air Chief Marshal Sohail Aman.

70 FORCE REPORT Spanish Air Force

Coming up to its 75th anniversary, Spain’s Ejército del Aire continues to struggle after years of fierce defence cuts. Salvador Mafé Huertas examines an air force in crisis.

76 EXERCISE REPORT Cope Tiger 2015

Now in its 21st year, Exercise Cope Tiger had a reduced USAF contingent this year, but nonetheless proved a positive learning experience for aircrews as Chen Chuanren found out.

presence supporting United Nations operations in Mali.

84 AIRCRAFT PROFILE IRIAT Saeghe (Thunderbolt)

The Islamic Republic of Iran Air Force (IRIAF) operates a unique version of the Northrop F-5 Tiger II, the Saeghe (Thunderbolt). Babak Taghvee sheds light on the second life of the F-5 in Iranian service.

92 Attrition

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

96 Debrief

Reviews of recently published military aviation books. Cover: An F-15C of the Florida Air National Guard’s125th Fighter Wing departs Leeuwarden Air Base in full afterburner during exercise Frisian Flag. Kees van der Mark

78 Eyes and Ears in Mali

Kees Otten, Wim Vis and Wim Das report on the Dutch helicopter

Glenn Sands AFM Brand Editor

Tornados up North 48

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HEADLINES

FATAL TURKISH A400M CRASH ON MAIDEN FLIGHT

Above: Turkish Air Force/221 Filo A400M 14-0013 (c/n 013) landing at RAF Mildenhall, Suffolk, on January 21, 2015. This was the second aircraft to be delivered to Turkey. The third example crashed on its maiden flight in Spain on May 9, killing four of the six crew. Justin Ward

FOUR CREW members were killed and two others seriously injured when the third Airbus Defence and Space A400M for the Türk Hava Kuvvetleri (THK – Turkish Air Force) crashed during its maiden flight. The aircraft, EC-403 (c/n 023), callsign ‘CASA423’, took off from Seville-San Pablo Airport, Spain, at 1245hrs on May 9. It came down approximately 15 minutes later in an open field about 1 mile (1.6km) north of the airport, after the crew reported a technical problem. Local media reports said it had hit an electricity pylon while attempting an emergency landing, and Spain’s airport authority, AENA, confirmed that a nearby industrial estate in the suburb of Carmona had its power cut off as a result of the accident. The aircraft, which had been due to be delivered to Turkey in June, was consumed by a post-crash fire. All the flight-test crew were Spanish nationals and

employees of the manufacturer. Although the impact took place away from the airfield, Seville Airport was temporarily closed for a while because all its fire engines were attending the accident. The manufacturer sent a team of technical advisors to the crash site to provide assistance with the investigation. Both the German and UK defence ministries announced that same afternoon they were temporarily suspending operations with their A400Ms as a precaution, pending information on the cause. On the following day, Turkey also confirmed it would halt flying with the type, although France said it did not believe it was necessary to ground its A400Ms at that stage but would limit the aircraft’s use to just essential flights. Malaysian defence minister Datuk Seri Hishamuddin Tun Hussein also confirmed on May 11 that his country had

JF-17s Escort Air China 747

temporarily halted operations with the aircraft. On the day after the crash, the manufacturer said it would continue with its normal flight test schedule, unless it found evidence that would give reason to halt flying. The next test was due on May 12. On the morning after, Spanish authorities said they had recovered the aircraft’s flight data recorder and cockpit voice recorder. Spain’s public works ministry said both had been handed over to the judge leading the judicial investigation. This is the first ever loss of an A400M, 13 of which have been delivered to date. The Royal Air Force currently has two in service (plus a third delivered but not operational and in use for DASS trials – see UK News), the Armée de l’Air (French Air Force) has six, the Luftwaffe (German Air Force) flies one, the Royal Malaysian Air Force has one and the THK has two. 

Eight Pakistan Air Force JF-17 Thunders escort Air China Boeing 747-4J6 B-2472 through Pakistan airspace on April 20. The 747 was carrying Chinese President Xi Jinping on an official visit to the country. DMA

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Singapore F-16 Block 52 Upgrade Approved A POSSIBLE Foreign Military Sale to Singapore for the F-16 Block 52 upgrade programme has been approved by the US State Department. On May 5 the US Defense Security Co-operation Agency confirmed approval of the proposed contract and notified Congress of the planned $130 million deal the same day. An upgrade for all 60 of the Republic of Singapore Air Force (RSAF) F-16C/D/D+ aircraft, comprising 20 F-16Cs and 40 F-16Ds, has been requested. The DSCA says the upgrades will address reliability, supportability and combat effectiveness concerns associated with the RSAF’s ageing F-16 fleet. The proposed sale is planned to include 50 Joint HelmetMounted Cueing Systems, 90 AN/APX-126 advanced IFF interrogator/transponders, 150 LAU-129 missile launchers, eight KMU-572/B 500lb (227kg) Joint Direct Attack Munition (JDAM) tail kits, nine KMU-556/B 2,000lb (907kg) JDAM tail kits, two FMU-152 munition fuze units, ten Mk 82 500lb inert bombs, three Mk 84 2,000lb inert bombs and 20 GBU-39/B Small Diameter Bombs (SDB). Also included will be 92 Link-16 MIDS/LVTs and numerous other items of associated equipment. 

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Sale of V-22s to Japan Approved US STATE Department approval has been granted for a possible Foreign Military Sale to Japan of 17 Bell-Boeing V-22B Osprey Block C tiltrotor aircraft. The planned $3 billion deal was notified to Congress by the US Defense Security Cooperation Agency (DSCA) on May 5. The contract will include six spare Rolls Royce AE1107C engines, 40 AN/AAQ-27 forward looking infrared radars, 40 AN/AAR-47 missile warning systems, 40 AN/APR-39 radar warning receivers, 40 AN/ALE-47 countermeasure dispenser systems, 40 AN/ APX-123 identification friend or foe systems, 40 AN/APN-194 radar altimeters and 40 AN/ ARN-147 VHF Omni-directional Range (VOR) instrument landing system (ILS) beacon navigation systems. Other equipment will include 40 629F-23 multi-band radios (Non-COMSEC), 40 AN/ ASN-163 miniature airborne GPS receivers (MAGR), 40 AN/ ARN-153 tactical airborne navigation systems, 80 night vision goggles and Joint Mission Planning System (JMPS) with unique planning components. The DSCA notes that the proposed sale will greatly enhance the Japan Ground SelfDefense Force’s humanitarian and disaster relief capabilities and also provide support to its amphibious operations. 

Turkish Tiger Meet Colours

Above & below: This year’s Tiger Meet, held between May 4-16 at Konya Air Base, Turkey, was hosted by the Turkish Air Force’s 192 Filo ‘Kaplan’, which produced these two smartly painted F-16s for the occasion. Above is F-16C 92-0014 and below is F-16D 88-0014. Dietmar Fenners

CV-22s to be Based in Japan PLANS TO base a USAF special operations squadron of CV-22B Ospreys at Yokota Air Base, Japan, were confirmed by the US DoD on May 11. Three will arrive in the second half of 2017 and seven more will arrive by 2021.

They will provide an increased capability to respond quickly to crises and contingencies both in Japan and across the Asia-Pacific region. This will include response to humanitarian crises and natural disasters. 

New Camouflage Colours on RAF Typhoon

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Above: Royal Air Force Typhoon FGR4 ZK349 of 29 (Reserve) Squadron at RAF Coningsby, Lincolnshire, has been painted in this impressive World War Two colour scheme as this year’s display aircraft, marking the 75th anniversary of the Battle of Britain. It carries the code ‘GN-A’, representing a Hurricane of 249 (Gold Coast) Squadron, the top scoring RAF fighter squadron of World War Two. More specifically, the markings are those of the aircraft flown by James Brindley Nicolson, the only RAF Fighter Command pilot to be awarded a Victoria Cross during the Battle of Britain, for his combat actions on August 16, 1940. Jamie Ewan

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UNITED KINGDOM

RAF A400M DASS Test Aircraft

Above: RAF Atlas C1 (ZM401)/A4M016 arrives at RAF Brize Norton on May 7. Paul Kyte

ROYAL AIR Force A400M Atlas C1 (ZM401)/A4M016 (c/n 016) has been delivered to RAF Brize Norton, Oxfordshire. The aircraft, callsign ‘CASA 416’ was still in primer as it arrived at the UK base on the afternoon

of May 7 from Getafe, Spain. The aircraft, the second to be built for the RAF, was handed over in December but retained in Spain for its Defensive Aids Sub-System (DASS) to be installed (see Second RAF A400M

Arrives at Brize Norton, March, p6.) It will now be used for DASS trials before entering service. The MOD had announced on March 4, 2013 that an £80 million contract had been awarded for the RAF A400M’s

DASS. The contract covers development, manufacture and installation of modifications to accommodate Northrop Grumman’s Large Aircraft InfraRed Countermeasures (LAIRCM) defensive aids system. 

United Nations helicopters to assist in the earthquake response mission. Plans for the deployment were announced on April 30 by UK International Development Secretary Justine Greening, who also revealed on the same day that an RAF C-17A Globemaster II had carried a team of Gurkha

engineers to Nepal along with crucial aid supplies. The aircraft carried 18 tonnes of supplies including more than 1,100 shelter kits, including plastic sheeting, rope and rope tensioners to keep families sheltered from increasingly wet weather in Nepal and a Land Rover. More than 1,800 solar lanterns to provide lighting and a means of charging phones, radios and torches were also included. Eighteen Gurkha engineers, 12 from the 2nd Battalion Royal Gurkha Rifles (based at Folkestone) and six from the Queen’s Gurkha Engineers (based at Maidstone) will assess engineering needs and operate water purification equipment following damage to water supplies in the country. There have been a number of other changes recently with the RAF Chinook fleet. This has included the ending of operations with the type in Afghanistan, after 13 years and over 41,000 flying hours. The last three were deployed on Operation Toral in Kabul, but the first was loaded onto a C-17A there on March 25 for return home. They have now been replaced by Puma HC2s. In addition, a Chinook Flight of two helicopters is to be deployed to the Falkland Islands. Speaking in parliament on March 24, Defence Secretary Michael Fallon said they would form part of a stregthened military presence there. 

RAF Chinooks Deploy to Nepal THREE ROYAL Air Force Chinook HC3 helicopters from 27 Squadron are among the UK’s commitment to relief efforts following the devastating earthquake in Nepal. The first, ZH901, was transported by road from its base at RAF Odiham, Hampshire to RAF Brize Norton,

Oxfordshire. It was loaded onto Antonov Airlines An-124 UR-82008 early on May 1, for airfreighting to New Delhi, India, after which it was due to fly onwards to Nepal. The remaining two followed a few days later. The UK Government is also providing funding for additional

Above: Chinook HC3 ZH901 is loaded onto Antonov Airlines An-124 UR-82008 at RAF Brize Norton, Oxfordshire. MOD Crown Copyright/Steve Lympany

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AAR Gains RAF BAe146 Support Contract US COMPANY AAR is to continue to support Royal Air Force BAe146 aircraft operated by 32 (The Royal) Squadron at RAF Northolt, Greater London. The company announced on May 7 that it had been selected by the UK MoD as the exclusive manager and single source of all repairs, spare parts and unit exchanges for the RAF BAe146 fleet. The two-year agreement includes an additional one-year renewal option and replaces a contract signed in 2012 establishing AAR as an exclusive supplier. The primary role of the RAF fleet of four BAe146s is to support UK Operations and secondarily to provide a flexible and immediately available VVIP service to various UK Government customers. The company has extensive experience with supply chain and component repair management for commercial airline and government fleets. It is part of the Northrop Grumman team supporting the RAF fleet of E-3D Sentry airborne warning and control system (AWACS) aircraft under its Sentry Whole Life Support Programme. In addition, AAR’s Airlift group was recently awarded a contract with the UK MoD for search and rescue in the Falkland Islands. 

Lakenheath F-15Cs Deploy to Iceland FOUR US Air Force F-15C Eagles from the 48th Fighter Wing’s 493rd Fighter Squadron ‘Grim Reapers’ at RAF Lakenheath, Suffolk, have been deployed to Keflavík International Airport, Iceland. On April 17, operating as the 871st Air Expeditionary Squadron, they began the Icelandic Air Surveillance and Policing mission.

The aircraft had arrived at Keflavík on April 13. A KC-135 Stratotanker from the 100th Air Refueling Wing at RAF Mildenhall, Suffolk, is supporting the deployment, along with around 200 airmen from various bases around Europe. The mission, which started at Keflavík in 2008, is part of an ongoing NATO commitment

Right: The US Air Force F-15C Eagles with the 871st Air Expeditionary Squadron arrive at Keflavik International Airport, Iceland. US Air Force/2nd Lt Meredith Mulvihill

Mildenhall Tanker Tops-up Polar Growl B-52H

Above: A US Air Force B-52H Stratofortress from the 2nd Bomb Wing at Barksdale Air Force Base, Louisiana flies behind a 100th Air Refueling Wing KC-135 Stratotanker from RAF Mildenhall, Suffolk, after refuelling over the UK during exercise Polar Growl on April 2. Polar Growl saw two Barksdale aircraft, together with a pair from the 5th BW at Minot AFB, North Dakota, complete simultaneous round-trip missions from their home bases to the Arctic and North Sea regions. US Air Force/Airman 1st Class Kyla Gifford

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in the region and a recurring deployment designed to help keep Icelandic airspace safe and secure. Keflavik has hosted NATO partner nation aircraft as Iceland does not maintain its own military force, so the US and other NATO allies periodically rotate through Keflavík to maintain the integrity and security of Iceland’s airspace. 

New US Army King Air 350 at Mildenhall

Left: Recently acquired US Army Beechcraft King Air 350 15-1584, callsign ‘R51584’, departs from RAF Mildenhall, Suffolk on the morning of May 2. The aircraft had arrived at the base late on the previous evening. This was the first time this aircraft has been reported in service and the unit operating it is unknown. Gary Chadwick

News Brief RETIREMENT OF the final Army Air Corps Lynx AH7s is now imminent. The type is to be officially retired from service on July 31. All those remaining with operational squadrons had been transferred to AAC Middle Wallop Airfield, Hampshire, by April 1. Most have been delivered to the Multi-Platform Support Unit (MPSU) at the airfield, where they will be reduced to spares before being scrapped. The only six remaining in service are operated by the training unit, 671 Squadron at Middle Wallop, which will retire them by the end of July. This will leave the 22 upgraded Lynx AH9As as the only older models still in AAC service, while deliveries continue of the new Lynx Wildcat AH1.

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CONTINENTAL EUROPE Swiss Cuts F-5E Norwegian F-16s Deploy for Baltic Air Policing FOUR ROYAL Norwegian Air (AMI – Italian Air Force) Typhoons The expanded BAP mission Fleet to 26 also included four Ejército Force (RNoAF) F-16 Fighting that were deployed. Instead of SWITZERLAND IS to reduce its F-5E Tiger II fleet to just 26 after airframe cracks were discovered on a number of them. The Swiss Air Force announced on April 14 that it had completed inspections on the support structure of all 36 F-5Es in service. It had said on January 12 that it was grounding the F-5Es for checks, but that the problem did not affect the two-seat F-5Fs, which remained in service (see Swiss AF F-5Es Grounded, March, p11). Cracks were found in 16 F-5Es and, in order to save money and optimise the fleet, ten of them are to be retired. The remaining six will be repaired, at an estimated cost of one million Swiss francs (over $1 million). They will then return to service, joining 20 that do not have any cracking. The six to be repaired comprise one in the standard grey scheme and five in the red-and-white Patrouille Suisse display team colours. As a result, during the 2015 season the team will not always fly with aircraft in its colours. Due to a limited capacity to carry out the repairs, all six aircraft are not expected back in operational service until the end of the first quarter of 2016. 

Falcons have been deployed from 338 Skvadron at Ørland to Šiauliai Air Base, Lithuania, to participate in the enhanced NATO Baltic Air Policing (BAP) mission. The aircraft arrived in the country on April 27. A formal ceremony was held on April 30 when the RNoAF aircraft took over from the four Aeronautica Militare Italiana

returning home the AMI aircraft took over from the four Polish Air Force MiG-29 Fulcrums participating at Šiauliai. The RNoAF and AMI fighters will stay for the next four months. This will make Italy the first country to undertake two consecutive rotations of the BAP mission without a break since it began in 2004.

Above: Royal Norwegian Air Force F-16AM 667 at Šiauliai Air Base, Lithuania, on April 30, when it took up the Baltic Air Policing role along with three other RNoAF aircraft. Lithuanian MOD

First Norwegian F-35A Coming Together A FURTHER production milestone was reached on April 9 with the first Royal Norwegian Air Force Lockheed Martin F-35A Lightning II, AM-1, when it was lifted out of the electronic mate and alignment station and stood on its undercarriage for the first time on the production line at Fort Worth, Texas. It will now be fitted with its twin tails, control surfaces, radar, engine and other internal systems prior to having its external low-observability coating applied before the summer. The second Norwegian F-35A, AM-2, is also now in production at Fort Worth and both are due to be transferred to Norwegian authorities by the end of this year. Both will initially be based at Luke AFB, Arizona, for training. A third Norwegian F-35A is in the early stages of production and will roll out of the factory next year. It will be delivered in 2016 together with the fourth aircraft for Norway. Norway is to acquire up

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del Aire (Spanish Air Force) Typhoons operating from Ämari Air Base, Estonia, plus four Belgian Air Force F-16s at Malbork Air Base in Poland. Although the Belgians will continue with the mission, the Spanish were replaced by four RAF Typhoon FGR4s from 6(F) Squadron at RAF Lossiemouth, Moray, at the beginning of May. 

Above: The first Royal Norwegian Air Force F-35A Lightning II, AM-1, being lifted out of the electronic mate and alignment station on April 9 before being stood on its undercarriage for the first time on the production line at Fort Worth, Texas. Lockheed Martin

to 52 F-35As and approved plans to acquire the first four for training in 2011. In 2013 the Norwegian Parliament authorised the first main procurement batch of 12 aircraft, which will be delivered

in 2017 and 2018, following which go-ahead was given in December 2014 for a further six for delivery in 2019. This brings total approved acquisitions to date to 22 aircraft, including the initial four for training. 

Slovakia Buying Nine UH-60Ms SLOVAKIA HAS confirmed its intention to purchase nine Sikorsky UH-60M Black Hawk helicopters in the largest modernisation programme in the history of its armed forces. On April 30 Slovak Defence Minister Martin Glváˇc said he had received a mandate the previous day from the Security Council giving the go-ahead for the acquisition. He said the package, through a government-to-government contract, would cost more than US$261 million. The deal, which was finalised on May 4, follows three months’ negotiations and includes a training component. The US Defense Security Cooperation Agency (DSCA) had notified Congress of the proposed deal on February 18 after the US State Department approved the sale (see Slovakia Considering UH-60M Purchase, April, p9). The UH-60Ms will replace the Air Force’s eight Mi-17s. Deliveries are anticipated between 2016 and 2019. 

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Poland Selects H225M As New Multi-Purpose Helicopter POLAND’S MINISTRY of Defence has selected the Airbus Helicopters H225M Caracal (formerly the EC725) to meet its requirement for new medium multi-purpose helicopters. The type, offered by the EC725 Caracal Polska consortium, was announced as the preferred option on April 21. The Polish MOD announced on December 30 that three bidders had submitted proposals. The winning consortium comprises Airbus Helicopters and Heli Invest Sp. The other two bids came from AgustaWestland’s Polish ´ subsidiary WSK PZL-Swidnik SA with the AW149 and Sikorsky’s Polish subsidiary PZL Mielec, partnered with Sikorsky Aircraft Corporation and Sikorsky International Operations, proposing the S-70i Black Hawk. The Polish MOD said that, after analysis of the tenders and offset proposals submitted, it believed the two losing bids did not meet all of the formal and technical requirements. Further testing of the H225M was due to be carried out during May and June in Poland to verify the declared technical parameters of the helicopter, prior to concluding a firm contract. Deliveries are expected to begin in 2017. The MOD also announced that the original requirement for 70 helicopters has been reduced to 50 following a review of the Polish Armed Forces’ needs. This takes into account the possibility of using the transport capacity of its Mi-17s for a further decade. The original requirement was for various versions of a common platform, with the 70 helicopters to be split between 48 tactical transports for the army; ten SAR helicopters for the Air Force; six ASW and six maritime SAR examples for the Navy. Poland was seeking delivery of all 70 by 2022, enabling the phasing out of the elderly Soviet-era types currently used. Although the MOD did not specify, it is presumed that 20 tactical transport versions will be cut from the programme. 

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Final Upgraded Turkish F-16 TURKISH AEROSPACE Industries (TAI) has completed a major upgrade programme on the Türk Hava Kuvvetleri (THK – Turkish Air Force) F-16 fighters. The final aircraft, F-16D Block 40 89-0044, was handed over on April 10 during a ceremony at TAI’s Ankara facility. Under the Peace Onyx III programme, all 163 of Turkey’s F-16 Block 40 and Block 50 aircraft have been upgraded through a contract that came into force in 2009. Of these, 147 were modernised at TAI’s facilities in Ankara, while the remaining 16 were worked on at the THK’s 1 Hava ˙Ikmal Bakim

Merkezi Komutanli˘ginda (1st Air Maintenance and Logistics Command Centre) at Eski¸sehir. The upgrade includes a new Northrop Grumman AN/ APG-68(V)9 multi-mode radar, colour cockpit displays and recorders, Link 16 datalink, Joint Helmet-Mounted Cueing System, AN/AVS-9 night-vision goggles, new IFF transponders, expanded weapons capabilities (including AIM-9X), modular mission computer, new core avionics processors and a new AN/ALQ-178(V)5+ electronic warfare system. The work brings all the THK’s Block 40 and 50 F-16s to a common standard,

which is similar to that of the USAF’s Common Configuration Implementation Program (CCIP). Turkey’s F-16C/D Block 30s were not included in the programme. However, during the delivery ceremony for the final upgraded Block 40/50 aircraft on April 10, THK Commander General Akin Öztürk said approval had been granted the previous day by Prime Minister Ahmet Davuto   g˘ lu to also upgrade these aircraft, around 36 of which are thought to still be in service. The THK also has 30 newer Block 50M (Block 50+) F-16C/Ds, which were delivered between 2011 and 2012. 

Above: The last of 163 Turkish Air Force F-16 Block 40 and 50 aircraft to undergo modernisation, F-16D 89-0044, departs from TAI’s facilities in Ankara on April 10. TAI

Poland to Accelerate Kruk Attack Helo Programme AT THE same time as announcing its selection of the H225M Caracal (see adjacent story), Poland's MOD also announced that, given the changing security situation in the region, it will accelerate the Kruk (Raven) attack helicopter programme. This was officially launched with a Request for

Information on July 8 last year by the Polish Armament Inspectorate in an effort to purchase 32 new attack helicopters to eventually replace the Mi-24 Hind fleet. Ten unspecified companies responded to the RFI. A formal tender is expected to be launched this year, rather than

in 2018, as originally planned. Early funding for the Kruk has been enabled by the reduction in the number of Caracals being bought. The main competitors are expected to include the Airbus Helicopters EC665 Tiger, Bell AH-1Z Viper, Boeing AH-64E Apache Guardian and TAI T129.

Monster Tiger Scheme on French Rafale

Above: French Air Force Rafale C 119 ‘113-IX’ from Escadron de Chasse 1/7 ‘Provence’ at Base Aérienne 113 St Dizier painted in a ‘Monster Tiger’ scheme for this year’s Tiger Meet, which is being held between May 4-16 at Konya Air Base, Turkey, hosted by the Turkish Air Force’s 192 Filo. EC1/7

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CONTINENTAL EUROPE First Rafale Meteor Guided Launch DASSAULT AVIATION, France’s Ministère de la Défense and MBDA have successfully carried out the first guided firing of a long-range Meteor air-to-air missile from a Dassault Rafale against an aerial target. The achievement was announced by France’s Direction Générale de l’Armement (DGA – General Directorate of Armaments) on April 30. The launch took place on April 28 in a secure area of the DGA's missile test site at Biscarrosse. The two-seat Rafale used for the trial operated out of the DGA Flight Test airfield at Base Aérienne 120 Cazaux. This successful firing followed on from Meteor separation tests undertaken in 2013 and 2014. It marked an important milestone in the integration programme for the Meteor on Rafale, which will be incorporated in the F3-R development upgrade of the aircraft. The first operational Meteor is scheduled for delivery to the Armée de l’Air (AdlA – French Air Force) in 2018. The weapon will equip all AdlA and French Marine Rafales. 

Italian AF unveils T-344 V.E.S.P.A. THE AERONAUTICA Militare Italiana (AMI – Italian Air Force) has unveiled a new military trainer. During a press event at Cameri Air Base on May 7 the AMI showcased the prototype T-344 V.E.S.P.A. (Very Efficient Smart Power Aircraft) and some of its other most innovative projects. Based on the Caproni C-22J, a light twin jet-powered aircraft

developed in the 1980s, the twin-engine T-344 is intended to replace the SF-260EA trainer currently flown by 70° Stormo at Latina Air Base. It features a side-by-side, unpressurized digital cockpit, retractable tricycle undercarriage, maximum speed of Mach 0.48, service ceiling of 25,000ft (7,620m), take-off thrust of 794lb (3.53kN),

Below: The prototype T-344 V.E.S.P.A. (Very Efficient Smart Power Aircraft) on display during the press event at Cameri Air Base on May 7. David Cenciotti

Turkish T129 ATAK Helicopters Fighting PKK

Above: A Turkish Land Forces T129 ATAK being loaded onto a Turkish Air Force A400M on April 15 at the 2nci Kara Havacılık Alay Komutanlı˘gında (2 Army Aviation Regiment Command) base at Malatya. Along with a second T129, it was transported to Kayseri, marking the first time the type had been carried by an A400M. Ten days later, two T129s were deployed for the first time on missions against the PKK. THK

TURKEY HAS deployed two of its indigenously-designed T129 ATAK helicopters for the first time to undertake operations against the outlawed Kurdistan Workers Party (PKK) insurgent group. The

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maximum take-off weight of 2,866lb (1,300kg) and load limits from +7 to –3.5g. It will be used for the initial flight screening of student pilots. The T-344 is an indigenous project: it is currently being developed by the AMI, but production will be entrusted to a specific aerospace company at a later stage. David Cenciotti 

Türk Kara Kuvvetleri (Turkish Land Forces) helicopters arrived in Siirt province on April 25. They are assigned to support the 3rd Commando Brigade. A statement by the Turkish General

Staff on May 4, announcing the deployment, said that from May they would also be operated in Hakkari, Sirnak ¸ and Van provinces, undertaking both day and night operations. 

Turkey to Buy 15 More KT-1Ts TURKISH DEFENCE Minister Ismet Yılmaz has confirmed that the country will purchase an additional 15 KAI KT-1T basic trainers from the Republic of Korea. Making the announcement of the proposal on April 12, he said the follow-on order would act as a stop-gap to meet Turkish training requirements. A batch of 40 KT-1Ts had previously been ordered for the Türk Hava Kuvvetleri (THK – Turkish Air Force) under a contract that was signed on August 30, 2007. Although that agreement also included options on 15 more aircraft, these options have now expired and a new deal will need to be negotiated. TAI is developing the indigenous Hürkus¸ trainer for the THK, with first delivery anticipated in 2018. The additional KT-1Ts will fill the gap until then. 

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NEWS

HEADLINES CONTINENTAL EUROPE

AZERI FIGHTERS’ HISTORIC TURKISH DEPLOYMENT Cem Dogut provides a photo report on the deployment of Azerbaijan Air Force MiG-29s and Su-25s to Turkey for Exercise Turaz Sahini.

S

IX AZERBAIJAN Air Force (AAF) fighters were deployed to Turkey in March for Exercise Turaz Sahini (Turaz Falcon) 2015, marking the first time that the country had flown its aircraft on an exercise outside its domestic air space. It followed on from last year’s Turaz Kartalı (Turaz Eagle) exercise, when the Turkish Air Force deployed six F-16s to Baku, Azerbaijan. The exercise, jointly organised by the two air forces, was held from March 2-April 2 at Konya 3rd Main Jet Base Command in Turkey. The AAF contingent comprised three MiG-29s (‘12 Blue’, ‘14 Blue’ and two-seat MiG-29UB ‘33 Blue’) and three Su-25s (‘02 Blue’, ‘16 Blue’ and two-seat Su-25UB ‘55 Blue’), plus four Mi-17 helicopters and 106 personnel. Support was provided by an Ilyushin Il-76. Turkish Air Force involvement

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Above: Five of the six Azerbaijani fighters on the flight line at Konya, comprising, front-to-rear, Su-25 ‘02 Blue’, Su-25UB ‘55 Blue’ (being refuelled), MiG-29 ‘14 Blue’, MiG-29UB ‘33 Blue’ and MiG-29 ‘12 Blue’. The Su-25UB is believed to be the only twoseat example in Azerbaijan service. The Azeri Frogfoot fleet is flown by the 411th Fighter-Bomber Squadron at Kyurdamir.

comprised three F-16C/Ds from the resident 132 ‘Hancer’, Filo three F-4E-2020 Terminators from 111 ‘Panter’ Filo at Eskisehir, plus two AS532AL Cougars and two UH-1H helicopters from 135 Filo, also resident at Konya. The aim of Turaz Sahini was to improve bilateral co-operation by training to increasingly advanced levels. It involved air combat, fighter escort, close air support (CAS),

combat air patrol (CAP), maritime strike, and combat search and rescue (CSAR) missions. A second phase of the exercise will take place in Azerbaijan in September. The Mi-17s were only involved in the separate ISIK 2015

international SAR exercise, which ran until April 13. 

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Left: Azeri MiG-29 ‘14 Blue’ lifts off the runway at Konya during a Turaz Sahini mission. It is not known how many MiG-29s are operational with the Azerbaijan Air Force, but it is believed to be fewer than ten, including a pair of twin-seat examples. Below left: Single-seat Azerbaijani MiG-29 ‘14 Blue’ returns to the ramp at Konya after a Turaz Sahini mission. The Azeri MiG-29s are operated by the 408th Fighter Aviation Squadron at Nasonaya. Below: Azeri MiG-29UB ‘33 Blue’ and Turkish Air Force F-16C 92-0020 prepare to depart from Konya for a Turaz Sahini mission. It is thought there are only two twin-seat MiG-29UBs operational with the Azerbaijan Air Force.

Main image: The forward fuselage of Azerbaijan Air Force MiG-29UB ‘33 Blue’ frames Turkish Air Force F-16C 92-0020 as they taxi out for a Turaz Sahini mission. All photos, Cem Dogut

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NORTH AMERICA California ANG Ends Predator Operations PREDATOR OPERATIONS by the US Air Force/California Air National Guard’s 163rd Reconnaissance Wing have ended. The unit said the type, which was flown by the 163rd RW’s 196th Reconnaissance Squadron ‘Grizzlies’, flew its last mission on April 1 with the UAV landing at 15:28hrs zulu. It ended 8 years, 230 days, 9 hours and 30 minutes of consecutive operational combat air patrols supporting overseas operations. All California ANG Predator operations have been replaced by the MQ-9A Reaper. The 163rd RW flew 5,509 sorties in support of operational missions, logging 102,245 hours. They provided armed overwatch of friendly forces, prepared areas of responsibility (AORs) overseas, helped infiltrate and exfiltrate troops and scanned roads for improvised explosive devices (IEDs). The wing also flew 1,070 sorties totalling 6,240.5 hours in support of training. Along with daily missions overseas, the unit aided civil authorities during fires and floods in the USA, conducted search and rescue exercises and simultaneously supported its flying training unit (FTU) school house. The unit is due to move its operational flight to March Air Reserve Base, from Southern California Logistics Airport in Victorville, to better support training units and disaster response missions. 

USAF B-1B Fleet to Join Global Strike Command ALL OF the US Air Force’s fleet of 63 B-1B Lancer bombers, together with around 7,000 personnel, are to be transferred from Air Combat Command to Air Force Global Strike Command. Control of the Long-Range Strike Bomber programme will also be transferred from ACC to AFGSC. The change was announced on April 21 and is in accordance with a directive from the Secretary and Chief of Staff of the Air Force. It will officially become effective as from October 1, bringing all of the B-1Bs, B-2As and B-52Hs under a unified command. 

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X-47B’s First Air-to-Air Refuelling NORTHROP GRUMMAN Corporation and the US Navy have successfully demonstrated fully autonomous aerial refuelling (AAR) with the X-47B Unmanned Combat Air System Demonstration (UCAS-D) aircraft. The achievement came on April 22, marking the first time an unmanned aircraft had refuelled in-flight. Autonomous launch, recovery and refuelling have potential for reducing future operational costs. Capt Beau Duarte, the Navy’s Unmanned Carrier Aviation programme manager, said: “AAR testing with the X-47B helps solidify the concept that future unmanned aircraft can perform standard missions like aerial refuelling and operate seamlessly with manned aircraft

as part of the Carrier Air Wing.” During the probe and drogue AAR demonstration, the second X-47B prototype, 168064 ‘NG-502’ (AV-2) ‘Salty Dog 2’, performed a close formation flight rendezvous with an Omega Air KC-707-368C tanker, N707MQ, over Chesapeake Bay, Virginia. Upon clearance from the tanker crew, the X-47B manoeuvred into position behind the KC-707 and successfully engaged the drogue. The X-47B received 4,000lbs of fuel. On completion of the refuelling, the X-47B autonomously disengaged the drogue and manoeuvred away before returning to base. During the test, the X-47B exchanged refuelling messages with a government-designed Refuelling Interface System

aboard the tanker. The first dry contact between the X-47B and the KC-707 had been made on April 17. Northrop Grumman noted it began developing AAR technology for both US Navy and US Air Force application nearly a decade ago, pioneering a ‘hybrid’ approach integrating both GPS and infrared imaging to enhance navigational precision and hedge against GPS disruption. Initial UCAS-D flight testing began in 2012 using a manned Learjet as a surrogate for the X-47B. These successful proof-of-concept flights demonstrated the overall feasibility of the X-47B AAR system and helped refine its navigation, command and control, and infrared sensor processing components. 

Above: The second X-47B prototype, 168064 ‘NG-502’ (AV-2) ‘Salty Dog 2’, performing air-to-air refuelling for the first time over Chesapeake Bay, Virginia. US Navy

Canadian Coast Guard Upgrades Helicopter Fleet BELL HELICOPTER has signed a contract with Public Works and Government Services Canada (PWGSC) for the supply of seven Bell 412EPI helicopters to the Canadian Coast Guard (CCG). The deal was announced by the manufacturer on April 10. They will support the CCG’s maritime security and fisheries activities and will contribute to the safety, accessibility, sustainability and security of Canadian waters. The contract has a value of around CAN$155 million (US$123 million) and was awarded as part of the CCG’s Fleet Renewal Plan. The first helicopter is due to be delivered in June 2016, with one to follow every three months. This order follows a CCG

contract in May 2014 for 15 Bell 429 helicopters. The first of the 429s was delivered in late March. CCG will utilise the flexibility of the Bell 412EPI to support non-military activities of multiple government departments and agencies, including the

Department of National Defense, Fisheries and Oceans Canada, and Environment Canada. The aircraft will operate in all areas, including both coastal regions, inland waters such as the Great Lakes and St Lawrence Seaway, plus Canada’s expansive Arctic. 

Above: The first Canadian Coast Guard Bell 429 Global Ranger, 441/C-GCQG (c/n 57238), which was delivered in March. Bell Helicopter

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US Army MC-12W to EMARSS-M ISR Conversion Ordered L-3 COMMUNICATIONS Corporation’s Mission Integration Division is to modify one government-owned Quick Reaction Capability MC-12W Liberty to an Enhanced Medium Altitude Reconnaissance and Surveillance System – MultiIntelligence (EMARSS-M) configuration. US Army Contracting Command awarded L-3 a $31.83 million contract on March 31 for the work, which will be performed at L-3’s facility in Greenville, Texas. Estimated completion date is September 30, 2016. An initial $7.65 million in FY14 funding was released at the time of the award. A pre-solicitation notice, published on the US Government’s Federal Business Opportunities website on November 20, 2014 indicated that the first 12 months of the 18-month contract covers system design and integration, with the remaining six months for government airworthiness and operational testing. The conversion will involve adding new capabilities to the MC-12W, including net-ready, tactical data links, bringing it to a similar standard to the MC-12S EMARSS being developed for the US Army by Boeing. After modification, the aircraft will be re-designated the EMARSS-M. EMARSS is designed to detect, locate, identify and track surface targets, day or night, in almost any weather conditions. Equipment fit includes an EO/ IR sensor, communications intelligence collection system, aerial precision geolocation equipment, line-of-sight tactical and beyond lineof-sight communications, a self-protection suite and two Distributed Command Ground System-Army work stations. The US Army plans to operate at least 12 EMARSS aircraft and is considering acquiring a further 20. It is expected some more of the USAF MC-12Ws being transferred to the Army will also be converted to EMARSS-M standard. Others may be new-build airframes. 

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EW Suite for AFSOC AC/MC-130Js EXELIS AND L-3 are partnering to provide electronic self-protection capabilities for US Air Force Special Operations Command’s AC/MC-130J Commando IIs. Announcing the teaming on April 28, Exelis said the team’s combined experience in EW

and platform integration would allow rapid development of a highly advanced, yet low-risk solution, to protect US Air Force special operations aircrew from the evolving radio frequency threats they face in their global missions. 

New US Army Shadow UAV Contract AAI CORPORATION has secured a $79.49 million fixed-priceincentive, sole-source contract for FY2014 RQ-7 Shadow tactical unmanned aircraft system full rate production Lot VII. The deal, awarded on April 3 by US

Army Contracting Command, covers UAVs for delivery to the US Army and Marine Corps. Work will be performed at AAI’s facilities in Hunt Valley, Maryland. The estimated completion date is December 31, 2017. 

US Army Buys Six Counter-IED Dash 8-315s DYNAMIC AVIATION Group of Bridgewater, Virginia, is to supply to the US Army six DHC8 Dash 8-315s in the Desert Owl and Saturn Arch configuration. The $39.22 million deal was awarded on April 7. Estimated contract completion date is July 17. Dynamic Aviation confirmed to AFM on April 9 they were existing aircraft from its fleet, already converted to this configuration. Dynamic currently has a fleet of 15 Dash 8s, largely already operated on behalf of the US Army and comprising three Series 102, three Srs 103, two Srs 202, two Srs 311 and five Srs 315 variants.

A pre-solicitation notice for these aircraft was published on July 29, 2014 on the US Government’s Federal Business Opportunities website. It stipulated this would be a sole-source award, as no other company could satisfy the requirement without considerable extra cost and unacceptable delays. Both Desert Owl and Saturn Arch are aircraft-mounted counter-IED systems carried on various platforms for operations in Afghanistan. They employ various ISR sensors. The aircraft and their sensor systems are all operated by civilian companies under contract to the US Army. 

Candidates for First Reserve KC-46A Base TINKER AIR Force Base, Oklahoma; Seymour-Johnson AFB, North Carolina; Westover Air Reserve Base, Massachusetts; and Grissom ARB, Indiana; have been selected as candidates for the first Air Force Reserve-led KC-46A Pegasus location. The candidate bases were announced on April 14. The KC-46As will begin arriving at the first Air Force Reserve-led Global Mobility Wing in FY 2019. Air Mobility Command and Air Force Reserve Command will soon conduct detailed, on-the-ground site surveys of each candidate base. They will assess each location against operational requirements, potential impacts on existing missions, housing, infrastructure, and manpower. Additionally, they will develop cost estimates to bed down the KC-46A for each base. Survey results will be briefed to the Secretary of the Air Force and Chief of Staff of the Air Force to select preferred and reasonable alternatives for the operating location. The US Air Force plans to announce which base has been selected during the summer. 

US Navy F-35Cs First Detachment to Leemore TWO US Navy Lockheed Martin F-35C Lightning IIs were deployed to Naval Air Station Lemoore, California, to give military personnel and members of the local community a glimpse of the type that will be housed at the base. A static display and media facility on April 14 gave the

chance to get up close to them, although a planned flying display was cancelled due to high winds. The two F-35Cs, 168733 ‘NJ101’ and 168736 ‘NJ-103’ from Strike Fighter Squadron (VFA-101) ‘Grim Reapers’ at Eglin Air Force Base, Florida, were on a six-day familiarisation visit to Lemoore. It

is planned to base 100 F-35Cs at Leemore, with the first scheduled to arrive in January 2017. The first F-35C unit at the base will be a fleet replacement squadron, equipped with 30 aircraft, followed by seven front-line squadrons, each with ten aircraft.  Left: US Navy F-35Cs 168733 ‘NJ101’ and 168736 ‘NJ-103’ from VFA101 over the Yosemite National Park in company with an F/A-18E and F/A-18F from VFA-122 ‘Flying Eagles’ at NAS Leemore, California. US Navy/Lt Cmdr Darin Russell

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NORTH AMERICA Last ActiveDuty CH-46E Squadron Transitions US MARINE Corps operations with the CH-46E Sea Knight have almost ended, following retirement of the type by the last active duty squadron. The final unit, Marine Medium Helicopter Training Squadron 164 (HMMT-164) ‘Knight Riders’, relinquished its last two helicopters in favour of the MV-22B Osprey, ending 50 years of operation with the Sea Knight. During a ceremony on April 9 at the unit’s base at Marine Corps Air Station Camp Pendleton, California, HMMT-164 was officially re-designated as Marine Medium Tiltrotor Squadron 164 (VMM-164) to mark its conversion to the MV-22B. One of the final two HMMT-164 CH-46Es, 153369 ‘YT-11’, in a retro high-gloss green scheme, will be delivered to the National Museum of the Marine Corps in Quantico, Virginia. The other, 155306 ‘YT-00’, in standard grey colours but with CAG markings, has joined many others of the type now in storage at DavisMonthan Air Force Base, Arizona. The Sea Knight bound for museum exhibition left Camp Pendleton on April 13, flown by Major Joseph ‘Luda’ Ludick, ending the base’s association with the type, which was nicknamed the ‘Battle Phrog’ by the USMC. The helicopter was flown to Naval Station Norfolk, Virginia, arriving on April 16 after a four-day flight, including stops in Page, Arizona, on the first night, then Wichita, Kansas, the following day, and New Madrid, Missouri, on April 15. After a ceremony at the National Air and Space Museum in Washington DC on August 1, it will move to its permanent home at Marine Corps museum in Quantico. The last dedicated HMM unit with the CH-46E, Reserve squadron HMM-774 ‘Wild Goose’ at Chambers Field, Naval Station Norfolk, Virginia, has already begun retiring its helicopters. The unit is now down to just four CH-46Es, all four of which flew a final formation flight around the local area on April 21. HMM-774 will be re-designated as VMM-774 later this year as it too prepares for transition to the Osprey. 

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Flagship F-35A Join 56th FW LUKE AIR Force Base, Arizona, has taken delivery of its 22nd Lockheed Martin F-35 Lightning II Joint Strike Fighter. The aircraft, F-35A 12-5056 ‘LF’/‘56 FW’ (AF-67), arrived from Fort Worth, Texas, on April 28, flown by the 56th Fighter Wing’s commander, Brigadier General Scott Pleus. With the last two numbers of the serial representing the 56th FW, it will be the unit’s flagship

aircraft and flown by the Wing’s 61st Fighter Squadron ‘Top Dogs’. The flagship’s arrival coincided with the beginning of the first intake of F-35 students in May. Pleus served as the Wing’s first official student so he could help refine and validate the training programme. By 2024, Luke will receive 144 F-35s, split between six squadrons. The base currently

has 20 US F-35s and two from the Royal Australian Air Force. All are operated by the 61st FS. The base’s second F-35 unit will be the 62nd FS ‘Spikes’, which presently flies the F-16 at Luke. It is scheduled to stand up as an F-35 unit in June and begin flying in September. It will host pilots from Norway and Italy. Overall, 11 countries will train at Luke on the F-35. 

New production US Air Force F-35A Lightning II 12-5056 ‘LF’/‘56 FW’ arriving at Luke AFB, Arizona. US Air Force/Staff Sgt Staci Miller

MQ-8C Completes Development Flight Testing DEVELOPMENTAL FLIGHT testing of the US Navy’s new Northrop Grumman MQ-8C Fire Scout is complete. The final development test flight took place from Naval Base Ventura County at Point

Mugu, California, on April 29 with first prototype 168455. Since the first flight of the new, larger unmanned MQ-8C on October 31, 2013, the two prototypes have completed 327

flights and logged more than 450 flying hours. US Naval Air Systems Command said all performance objectives had been met, allowing it to begin operational testing later this year. 

First C-5C Upgraded to C-5M

Above: Newly upgraded US Air Force C-5M 68-0213, converted from one of the only two C-5C variants, departing from Marietta, Georgia, on April 28. Lockheed Martin/Thinh Nguyen

LOCKHEED MARTIN has delivered the first C-5C to be modified to C-5M Super Galaxy back to the US Air Force. The aircraft, 68-0213, departed on April 28, ferried by Major General Timothy M Zadalis, commander, 618th Air Operations Center (Tanker Airlift Control Center), Scott Air Force Base, Illinois, from Marietta, Georgia, to Stewart Air

National Guard Base, New York, for internal paint restoration. On completion, it will return to service with the 60th Air Mobility Wing’s 22nd Airlift Squadron ‘Mulies’ at Travis Air Force Base, California. The new Space Cargo Modified (SCM) C-5M will be the only ‘M’ model designed to carry satellites and other large space-related

cargo. This aircraft has a larger cargo area than other C-5Ms with the troop compartment removed and modified rear-loading doors. Only two SCM C-5Cs were ever produced, both converted from C-5A models in the late-1980s specifically for transport of outsize space-related cargo. The other, 68-0216, continues to serve with the 60th AMW. 

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LATIN AMERICA Partnership Agreement for Brazil’s F-X2 Project EMBRAER AND Saab have signed an agreement establishing a partnership for joint management of the F-X2 fighter project for the Força Aérea Brasileira (FAB – Brazilian Air Force). This follows the Memorandum of Understanding announced on July 11, 2014. The partnership agreement, signed on April 14, is part of Saab’s commitment to deliver industrial co-operation in relation to the F-X2 project. Embraer will have a leading role in programme and will also undertake an extensive share of work in the production and delivery of both the single and two-seat versions of the Gripen NG, which will be the FAB’s new fighter aircraft. The company will be responsible for extensive work packages in systems development, integration, flight test, final assembly and aircraft deliveries. It will also participate in the co-ordination of all development and production activities in Brazil. Embraer and Saab will be jointly responsible for the complete development of the two-seat version of the Gripen NG. A team of Embraer engineers and technicians will be based in Sweden from the second half of this year to conduct initial training in the maintenance and development work for the Gripen NG. This work will subsequently be transferred to Brazil. Embraer and Saab will build an Engineering Centre at Embraer’s industrial plant in Gavião Peixoto, in the state of São Paulo, to support operations of the Gripen NG fighters with the FAB. The contract between Saab and COMAER (Brazilian Air Force Command) for Gripen NG and the associated industrial co-operation contract is expected to come into effect during the first half of 2015, once certain conditions have been fulfilled. Brazil has ordered 28 JAS39E and eight JAS39F Gripen NGs under a contract signed on October 24, 2015 (see Brazil Orders 36 Gripen NGs, December, p20). 

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First Mexican Grob 120TP Deliveries MEXICO HAS begun taking delivery of its first Grob G120TP turboprop trainers, 25 of which are on order. The type had its public debut at the first Feria Aerospacial 2015 or FAMEX (Mexican Aerospace Fair) held at Base Aérea No 1 Santa Lucía from April 22-25, by which time the Fuerza Aérea Mexicana (FAM – Mexican Air Force) had taken delivery of six of the trainers. The US$110 million contract covers 25 firm orders, a flight

simulator and options on a further 15 aircraft. The deal was first reported in local media on July 21 last year, although the contract had not been finalised at that time, but was concluded soon afterwards. A formal delivery ceremony for the first two aircraft was held in February in the factory at Tussenhausen-Mattsies, Germany, but was not publicised, in accordance with the contractual obligations

stipulated by Mexico’s Secretaria de la Defensa Nacional (National Defence Secretariat). They were then shipped to Base Aérea No 5 Zapopan Jalisco and re-assembled before joining the resident Escuela Militar de Aviación. The type will progressively replace the school’s Aermacchi SF260EU and Cessna 182 Skylanes in the basic training role. All 25 of the Grobs on firm order are due for delivery by the end of this year. Mariano Garcia 

Above: The first two Mexican Air Force Grob 120TPs being re-assembled at Base Aérea No 5 Zapopan Jalisco, where they have now joined the Escuela Militar de Aviación. FAM

Venezuelan DA40NG/DA42-IVs Deliveries DIAMOND AIRCRAFT has completed delivery of 30 DA40NG Tundra Star and DA42 Twin Star training aircraft to Venezuela’s Fuerza Armada Nacional Bolivariana (FANB – Bolivarian National Armed Forces). A ceremony was held on April 18

at Base Aérea Mariscal Sucre to mark arrival of the final aircraft. When the contract was signed on February 5, 2014, the number of aircraft was not announced but was believed to be for 36. However, 24 DA40NGs and six DA42-IV Twin Stars have

been delivered. The first was handed over in a ceremony at the factory in Wiener Neustadt, Austria, on July 30 last year, prior to being shipped to Venezuela .(see First Diamond DA40NG for Venezuela Handed Over, September 2014, p20). 

Mexican Air Force’s First Bell 407GX THE FIRST of 15 Bell 407GXs for the Fuerza Aérea Mexicana (FAM – Mexican Air Force) has been delivered. The helicopter, 1300/N534LB (c/n 54566), arrived at Base Aérea No 5 Zapopan Jalisco on April 13. No ceremony marked its arrival,

although the fire department provided a traditional water cannon salute as it landed. The helicopter had initially been delivered to Guadalajara earlier in the month. Pre-delivery

tests were carried out before the handover to the FAM. The 15 helicopters, configured for parapublic missions, will be assigned to Escuadrón Aéreo 111 for counter-narcotics missions, spraying marijuana and poppy crops. Mariano Garcia 

Above: The first Mexican Air Force Bell 407GX, 1300/N534LB, arriving at Base Aérea No 5 Zapopan Jalisco on April 13. FAM

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Modernised Argentine Army Twin Otter A COMANDO de Aviación de Ejército (Argentine Army Aviation) DHC-6 Twin Otter has been modernised and redelivered. The aircraft, Twin Otter Srs 200 AE-106 (c/n 136, ex AE-257, AE-100), which had been in service since 1968, was handed back on April 28 after being upgraded to Srs 200 Plus standard. The work was carried out at the Fuerza Aérea Argentina’s (FAA – Argentine Air Force’s) Quilmes Materiel Area depot. The two original engines were replaced with 620hp (462kW) Pratt & Whitney PT6A-27s fitted with Hartzell ‘paddle-prop’ three-blade propellers. The rest of the modernisation included installing Collins avionics, a Garmin multi-function display, Rocky Mountain oxygen system, Aeroplastics cabin interior, Cleveland Wheels & Brakes brake

assembly and the application of an integral corrosion control programme, plus the renovation of the electric wiring.

The modifications were undertaken through a contract with Viking Air Ltd. With the addition of this aircraft, five Argentine Twin

Above: Argentine Army DHC-6 Twin Otter Srs 200 Plus AE-106 being rolled out on April 28 at the Argentine Air Force’s Quilmes Materiel Area depot after completion of its upgrade to Srs 200 Plus. Juan Carlos Cicalesi

New Cessna 172S for Chilean Army TWO NEW Cessna 172S Skyhawks have been delivered to the Ejercito de Chile (Chilean Army) for pilot training. The aircraft, serial numbers E-121 and E-122, were handed over at Eulogio Sánchez Airfield (formerly Tobalaba) on April 14.

They will be used by the Escuela de Aviación del Ejército to train future Brigada de Aviación Ejército de Chile pilots and based at De La Independencia Airfield, in Rancagua. The aircraft are equipped with a Garmin 1000 glass

cockpit and various unspecified optional accessories. Juan Carlos Cicalesi  Below: One of the two new

 Chilean Army Cessna 172S

Skyhawks, E-122, still in primer on April 14 and awaiting painting in its military colour scheme. Cessna

Uruguayan AF Cessna U206H Re-flown A FUERZA Aérea Uruguaya (FAU – Uruguayan Air Force) Cessna U206H, FAU-718 (c/n U206H-08011), has been returned to service after 12 years in storage. The aircraft had been grounded for some time when a rebuild began in 2008. The work was carried out by the FAU’s Servicio de Abastecimiento (Supply Service), with support from Escuadrón Aéreo No 7. It was completed in time to participate in a fly-past on Air Force Day, March 17. Álvaro Romero 

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Otters have now been modernised and two more are being worked on, out of which six are FAA aircraft. Juan Carlos Cicalesi 

Above: Newly rebuilt Uruguayan Air Force Cessna U206H FAU-718 at Carrasco International Airport on March 17 while participating in the Air Force Day flypast over the base. The aircraft was still awaiting its markings. Álvaro Romero

News Briefs A FOURTH Piper PA-28-181 Archer III has been acquired by the Prefectura Naval Argentina (P{NA - Argentine Naval Prefecture) for training and liaison duties. The aircraft, PA-104 (c/n 28-43702, ex N2582M), was acquired in Vero Beach, Florida. It will be based at San Fernando International Airport, Buenos Aires province. Juan Carlos Cicalesi ARGENTINA'S COMANDO de Aviación de Ejército (Army Aviation Command) Bell UH-1H Huey IIs are currently undergoing an upgrade programme to enable night operations. Two out of a planned eight have already been modified, these being AE-464 (c/n 10803, ex N42322) and AE-471 (c/n 13843, ex AE-420). They are being fitted with a Garmin G500H dual-screen electronic flight information display and moving map. Juan Carlos Cicalesi AFTER 35 years of intense operations, the Fuerza Aérea Uruguaya (FAU - Uruguayan Air Force) has temporarily retired its fleet of five FMA IA-58 Pucaras. The primary reason for their withdrawal has been difficulty in obtaining spare parts, particularly for the undercarriage and Turbomeca Astazou engines. Attempts are now being made by the FAdeA (Argentine Aircraft Factory, previously FMA) to obtain spares and return the fleet to airworthiness. Juan Carlos Cicalesi

#327 JUNE 2015 19

NEWS

HEADLINES MIDDLE EAST The fourth IRIAF formation flight in the parade: KC-747 5-8107, MiG-29UB 3-6304 from the 11th TFS, F-4E 3-6543 from the 91st TFS and F-14A 3-6014 from the 82nd TFS. Sherry

Iran’s Military Might 2015 Babak Taghvaee reports on a problematical flypast for the IRIAF over Tehran

IRAN’S MILITARY Day 2015 parade on April 18 followed a similar format to previous years, involving flypasts over the south of Tehran and other Iranian cities. The two elements of the military tasked to take part this year were the Islamic Republic of Iran Air Force (IRIAF) and the Islamic Republic of Iran Army Aviation (IRIAA), which were to provide, respectively, 30 and 51 aircraft and helicopters for the flypasts. The IRIAA’s participation went without any problems but, owing to various difficulties, the IRIAF’s performance was less than perfect.

comprise seven formations. The first formation was to be of five F-5Fs; the second with five Saeghes, led by the sole two-seat Saeghe II; the third with five F-4Es; the fourth with five F-14As; the fifth with a KC-707 and three F-4Es; the sixth with a KC-747 and an F-4E, F-14A and MiG-29UB; and the seventh with two Su-24MKs. IRIAF FT-7Ns and Mirage F1s

could not take part because only 12 FT-7Ns and six Mirage F1s are in active service – the former with the F-7 CCTS at the 8th Tactical Fighter Base (TFB) at E¸sfah¯an and the latter with the 102nd Tactical Fighter Squadron (TFS) at the 10th TFB at Chabahar-Konarak – and their bases were not able to release seven of each type. As usual, the host base for the

parade aircraft was TFB1 at Tehran/Mehrabad-Lashgari where the first to arrive, on April 7, were three F-4Es from the 61st TFS at TFB6 Bushehr. Most arrivals at Mehrabad came two days later, comprising six F-5E Saeghes from TFB2 Tabriz –led by two F-5Fs from the same base – plus four F-5Fs from TFB4 Dezful, five F-14As from TFB8 E¸sfah¯an and three

IRIAF Flypasts

In early April, the Joint Chiefs of Staff ordered the IRIAF to participate in the parade with 30 aircraft. The air force’s deputy of operations then designated the flypast to

20 JUNE 2015 #327

Above: IRIAF Su-24MK 3-6855, a former Iraqi Air Force aircraft, taxies towards the quick check area of Runway 29R on parade day. The aircraft acted as reserve for the other two Su-24MKs. Alireza Khdkmi

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Above:The third IRIAF formation: three F-4Es from the 31st TFS, led by 3-6682 with 3-6662 as the No 2 and 3-6598 as the No 3. Sherry Below: IRIAA AH-1J Toufan I 3-4567, one of six of the type which took part in the parade. It is designated a Toufan I having been refurbished and almost rebuilt from scratch by IAMI/HESA in 2008. It had crashed on Majnoon Island during the war with Iraq and is now operated by the second company of the AH-1J training battalion at Vatan-Poor, which trains TOW Cobra pilots. Sherry

Su-24MKs from TFB7 Shiraz. The first parade rehearsal – on April 13 – used six aircraft controlled by the leaders of the formation flights: an F-4E, F-5F, F-5F Saeghe II, F-14A, KC-707 and a KC-747. Meanwhile five F-4Es from TFB3 Noujeh (Shahrokhi) arrived at Mehrabad the same day. The next day, the second rehearsal involved 12 aircraft – three F-4Es, three F-5Fs, two Saeghes, two F-14As, an Su-24MK and an KC-747. Planned participation of the KC-707 was cancelled due to having no spare aircraft in case of any technical problems. Arriving at Mehrabad the same day were two more F-14As, one from Dezful and another from TFB8, two F-4Es from the 9th TFB at Bandar Abbas and a single F-5F from Mashhad forward air station. The third and final rehearsal, planned for April 16, was postponed due to bad weather and low visibility. The following day, it was conducted by three F-4Es, four F-5Fs, three Saeghes, three F-14As, a MiG-29UB, an Su-24MK and a KC-747. Seven more aircraft (one of each type) were kept ready as reserves.

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Parade Day

With low visibility caused by air pollution in Tehran on the day of the parade, the formation flight of five Saeghes was cancelled. Instead, a mixed formation of an F-4E, F-5F Saeghe II and F-5F was scheduled to fly. Meanwhile one of the F-14As aborted with engine failure and it took ten minutes to prepare another to make up the full five-ship F-14A formation flight. But, as a result, the other four aborted take-off – as did one of the F-4Es due to failure of its new

U/VHF radio installed during the Dowran upgrade project! Finally the IRIAF did its job with just 15 aircraft – half the number planned –in five formation flights, the first with three F-5Fs; the second with an F-4E, an F-5F and an F-5F Saeghe II; the third with three F-4Es; the fourth with a KC-747 followed by an F-4E, F-14A and MiG-29UB; and the fifth with two Su-24MKs. The IRIAA’s helicopters flew their formations without any change, although one CH-47C aborted its take-off from the

Kushk-Nosrat air base due to APU failure. The helicopters, mostly from the Vatan-Poor training centre and the 4th General Support Group, comprised 12 AB206Bs, six AH-1Js (including four TOW versions), 27 Bell 214As and five CH-47Cs – of which two carried paratroopers of the 55th Airborne Brigade of the Islamic Republic of Iran Ground Forces but their jump was cancelled. Two more Bell 214As, one for command and control and another for rescue, flew behind all helicopter formations. 

Above: IRIAF F-14A 3-6061 taxiing towards Runway 29L at TFB1 on April 18. Shortly afterwards the pilot aborted take-off and the aircraft returned to No 6 Apron. Alireza Khdkmi

#327 JUNE 2015 21

NEWS

MIDDLE EAST Qatar Orders 24 Rafales DASSAULT HAS gained a further export order for its Rafale with a deal for 24 aircraft from Qatar. The contract was formally signed during a ceremony in Doha on May 4. French President François Hollande travelled to Qatar to witness signature of the contract, alongside Sheikh Tamim bin Hamad Al Thani, Emir of Qatar. The deal also includes MBDA missiles, plus training for 36 Qatari pilots and 100 technicians by the French military. A number of Qatari intelligence officers will be trained as well as part of the deal. The 24 aircraft are split between 18 single-seat and six twin-seat Rafales, while there is an option in the contract for the purchase of either 12 or 24 additional aircraft. Weapons included in the deal are reported to comprise SCALP/Storm Shadow cruise missiles, Meteor air-to-air missiles and Exocet anti-ship missiles. The total package is valued at 6.3 billion euros. Dassault Chief Executive Eric Trappier told reporters that Kuwait was also evaluating the Rafale and the Qatar sale was “a good sign for all the countries of the region” because now they would see the capabilities of the aircraft. “It’s a little bit the snowball effect – except it’s in the desert”. Malaysia and the UAE are also in talks regarding possible purchase of the type, with requirements for 16 and 60, respectively. 

Idaho ANG A-10Cs Return from Qatar SIX US Air Force/Idaho Air National Guard A-10C Thunderbolt IIs have returned home to the US after being deployed to Al Udeid Air Base, Qatar, to participate in several exercises. The aircraft, 78-0627 ‘ID’, 78-0653 ‘ID’, 78-0707 ‘ID’, 79-0194 ‘ID’, 80-0218 ‘ID’ and 81-0955 ‘ID’, were all from the 124th Fighter Wing’s 190th Expeditionary Fighter Squadron ‘Skullbangers’ at Gowan Field Air National Guard Base, Boise, Idaho. They passed through Lajes Field in the Azores on April 17 while transiting home. They had deployed to Al Udeid via Lajes, where 80-0218 ‘Cube 41’, 78-0653 ‘Cube 42’ and 81-0955 ‘Cube 43’ had arrived on February 21. The other three, 79-0194 ‘Cube 44’, 78-0707

‘Cube 45’ and 78-0627 ‘Cube 46’ left at the same time, but turned back. They completed the journey on the following day. All six then departed for the Middle East on February 26. During their stay in Qatar, they took part in three major coalition exercises. These enabled them to sharpen combat air skills, enhance procedures for sustained operations at non-US bases and improve interoperability between coalition air forces. Although USAF A-10s in the region have been involved in Operation Inherent Resolve missions against Islamic State (IS), the Idaho ANG aircraft did not participate. USAF officials noted: “Air Force Central Command traditionally assigns aircraft already in theatre to support these exercises, however,

because of the increased tempo required to support real-world operations like Inherent Resolve, the Air Force has tasked units not currently engaged in the combat operations to participate in the regional exercises.” Exact locations for the three exercises in the region were not released, due to host-nation sensitivities. Lt Col Anthony Brown, the 190th EFS Detachment Commander, said before the exercises began: “Often the focus during these exercises is on the multi-role airframes, like the F-15, F-16 or F-18; however, the focus will be more heavily on the A-10, allowing us to share our expertise in the area of close air support, forward air patrol, and combat search and rescue among other tactics. 

USAF/Idaho ANG A-10C 81-0955 ‘ID’ at Lajes Field in the Azores on April 17 while transiting home from Qatar. USAF

Saudi Arabia to Build Upgraded Antonov An-132s SAUDI ARABIA is to jointly develop with Antonov an upgraded version of the An-32, which will be manufactured in the country within two years. An agreement between Saudi company Taqnia Aeronautics

Co and Antonov was signed in Riyadh on May 6. The new version, designated the An-132, will have Pratt & Whitney Canada engines, Honeywell avionics, extended range and increased payload.

The agreement provides for transfer of technology and training by Ukrainian exports. The type will be used for logistical support to the armed forces as well as civilian cargo roles. 

Jordan Seeking Final Royal Saudi Air Force A330 MRTT VIP UH-60M

US STATE Department approval has been granted for the proposed Foreign Military Sale to Jordan of a single VIP Sikorsky UH-60M Black Hawk. The US Defense Security Co-operation Agency (DSCA) notified Congress of the potential deal on May 5. The acquisition is valued at an estimated $21 million, including associated equipment, parts and logistical support. The DSCA says the Black Hawk will provide intra-country transportation for the royal family, Jordanian officials, visiting heads of state and other dignitaries. 

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Below: Royal Saudi Air Force (RSAF) A330-202 Multi-Role Tanker Transport 2406/MRTT032 (c/n 1516, ex EC-337, F-WWKS) departing from Manchester Airport on April 13 after being painted by Air Livery. The aircraft had arrived on March 27. This is the sixth and final MRTT for the RSAF and it returned to Getafe, Spain, to be prepared for delivery. Charles Cunliffe

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Kuwait Close to Super Hornet Order KUWAIT IS said to be close to ordering 28 Boeing F/A-18E/F Super Hornets under a deal estimated to be worth more than $3 billion. Plans for the deal were first reported by Reuters on May 6, following which Washington officials have confirmed that a contract could be signed within a few weeks. This will still be subject to aprroval by US Congress, but this is not seen as a problem, as the country is a staunch ally of the US. Some media sources suggest the deal could involve up to 40 aircraft, comprising 28 firm orders and 12 options. The aircraft would replace the Kuwait Air Force's fleet of classic F/A-18C/D Hornets, which have been in service since 1992-3. The order would also be a boost to manufacture in St Louis, where the F/A-18E/F line is due to close by the end of 2017. 

‘Red Devils’ A-10Cs Join Inherent Resolve MAJOR GENERAL Gregory J Vadnais, adjutant general of Michigan, announced on April 21 that 12 US Air Force A-10Cs from Selfridge Air National Guard Base, Michigan, had been deployed to Southwest Asia. Along with 350 airmen, they are supporting US Central Command missions in the region, including Operation Inherent Resolve air strikes against Islamic State (IS) in Iraq and Syria. The aircraft, from the Michigan Air National Guard/127th Wing’s

107th Fighter Squadron ‘Red Devils’, arrived at Lajes in the Azores on April 12, continuing the following day en route to the Middle East. They comprised 81-0994 ‘Mazda 41’, 80-0222 ‘Mazda 42’, 78-0641 ‘Mazda 43’, 80-0244 ‘Mazda 44, 80-0257 ‘Mazda 45’, 80-0221 ‘Mazda 46’, 80-0264 ‘Mazda 51’, 78-0689 ‘Mazda 52’, 81-0975 ‘Mazda 53’, 80-0184 ‘Mazda 54’, 80-0163 ‘Mazda 55’ and 80-0196 ‘Mazda 56’, all with ‘MI’ tail codes. They weredeployed to Ahmed

al-Jaber Air Base, Kuwait, where they replaced the A-10Cs of the Indiana ANG’s 122nd FW/163rd EFS ‘Blacksnakes’. The mission is scheduled to last about six months. This is the longest, large-scale deployment of airmen from the base since its A-10s went to Kandahar, Afghanistan, in late 2011-early 2012. While in Kuwait the Michigan unit will be assigned to the 386th Air Expeditionary Wing. 

Below: USAF/Michigan ANG A-10Cs 80-0264 ‘MI’ and 81-0975 ‘MI’ from the 107th FS ‘Red Devils’ begin their transit to the Middle East on April 11. US ANG/Master Sgt David Kujawa

Operation Decisive Storm Ends But Air Strikes Continue

Above: UAV reconnaissance missions over Yemen have continued following the end of Operation Decisive Storm. This German-made EMT Luna X-2000, believed operated by Saudi Arabia, had a technical problem on April 30 over Yemen's Sa'ada province and deployed its recovery parachute, following which it was captured by Houthi rebels.

SAUDI ARABIA and its coalition partners have ended Operation Decisive Storm, the air strike campaign against Houthi rebels in Yemen. The end of the mission was announced on April 21, by the Saudi Ministry of Defence, which said that the military objectives of the campaign have been achieved. However, within 24 hours, air strikes were resumed, although these have since been on a more limited scale. At the request of President Abdrabu Mansur Hadi of Yemen, the focus will now shift from military operations to the political process. The coalition

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will continue to protect the Yemeni people, counter any military moves by the Houthis or their allies and deal with any threat against the Kingdom of Saudi Arabia or its neighbours. A new mission, Operation Renewal of Hope, will focus on the political process that will hopefully lead to a stable and secure future for Yemen. The Saudi MOD said Operation Decisive Storm has successfully responded to the appeal of the Yemini Government and achieved its objectives, including: 1. Protection of Yemen from a takeover by Houthi

militias and their allies. 2. The security of the Kingdom of Saudi Arabia and neighbouring countries, especially from ballistic missiles and heavy weapons captured by the Houthi militias and their allies. 3. Neutralization of most of the military capabilities of the Houthi militias and their allies that represented a threat to Yemen and neighbouring countries. 4. The prevention of the flow of weapons from outside of Yemen into the country. 5. Protection of the legitimate government and its ability to conduct its affairs.

Operation Renewal of Hope seeks prompt resumption of the UN- facilitated talks to allow the political process to move forward in line with Security Council Resolution 2216 on Yemen, the Gulf Co-operation Council Initiative and the outcomes of the Yemeni National Dialogue. Further objectives include protecting civilians, enhancing humanitarian and medical assistance to the Yemini people, confronting terrorism and preventing any moves by the Houthi militias and their allies to acquire or use weapons seized from the Yemeni armed forces or abroad. The aim is to build an international coalition to provide maritime security to protect commerce and prevent shipments of weapons by sea or air in line with UN Resolution 2216, including enhanced monitoring and inspections. Air strikes began on March 26 and the same day had neutralised all of the operational Yemen aircraft seized by the Houthis (see Saudi-Led Air Strikes on Yemen, May, p5). The Saudi MOD said it gave them complete control of Yemen air space within 15 minutes. See feature on p36. 

#327 JUNE 2015 23

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AFRICA Ugandan Police Helicopter Order

AGUSTAWESTLAND’S POLISH ´ subsidiary, PZL-Swidnik, has signed a contract with the Ugandan Ministry of Internal Affairs for the delivery of an AW109SP GrandNew and a W-3A Sokol helicopter. Announcing the contract on April 27, the company said the helicopters, which are to be delivered this year, will be operated by the Uganda Police Air Wing. The deal includes a comprehensive training and support package. The W-3A Sokol will be equipped with a cargo hook, rescue hoist, searchlight, loudspeaker system, rappelling kit, FLIR, provisions for firefighting equipment and an emergency flotation system. The GrandNew will be equipped with a cargo hook, searchlight and loudspeaker system. ´ PZL- Swidnik and its parent company have been successful in the African commercial and parapublic markets with helicopters being sold for missions including law enforcement, emergency medical services, VIP transport, offshore transport and harbour pilot shuttle. 

US Donates Two Cessna 208Bs to Uganda

Above: Ugandan People’s Defence Force Air Force Cessna 208B Grand Caravan N3091G landing at Las Palmas Gran Canaria Airport on February 18 during its delivery flight. Alejandro Hernández León

TWO CESSNA 208B Grand Caravans have been donated by the US to the Uganda People’s Defence Forces Air Force (UPDAF) to assist the Ugandan Army in counter-terrorism operations in Somalia. This has increased the UPDAF’s capacity to provide transport, intelligence, surveillance and reconnaissance and medical evacuation support for the Ugandan contingent of the African Union Mission in Somalia (AMISOM) fighting al-Shabab militants. The aircraft are based at the UPDAF’s main northern airfield at Gulu Airport, from where they are

operating flights over Somalia. The two aircraft, N8159Q (c/n 208B-5110) and N3091G (c/n 208B-5125), now carry UPDAF serials AF237 and AF259, although tie-ups between these serials and the US registrations are unconfirmed. They routed through St John’s, Newfoundland and Labrador, Canada, to Santa Maria in the Azores on February 17, arriving at Las Palmas Gran Canaria Airport, Spain, the following day as they continued their delivery flight from the US. A ceremony was held at Entebbe Airport on March 16, when they were officially handed over to

Algerian Navy Lynx Due for Delivery AgustaWestland Super Lynx 300 Mk 140 ZK193 (c/n 509), the third of a new batch of six for the Algerian Navy, arriving at the company’s facility at Newquay Airport, Cornwall, on April 7. The helicopter is being used to train German instructors who will later teach Algerian pilots on the type. Four examples have previously been delivered to Algeria and the first of the new batch are expected to join them shortly. Greg Caygill

Libya Dawn Reflies and Loses a MiG-25 Foxbat IN A surprising move, Fajr Libya (Libya Dawn) has begun restoring up to three long out-of-use MiG-25 Foxbats to airworthiness. At least one of these, two-seat MiG-25PU 124, had resumed flying, only to be lost in a crash on May 6 - see Attrition, p95.

26 JUNE 2015 #327

Prior to this, satellite imagery showed that by the end of February three Foxbats had appeared at Misratah Air Base, which had not previously housed any of the type. A photo later appeared showing ground crew working on the MiG-25PU.

As a complex and difficult aircraft to maintain, it seems an odd choice to decide to get back into the air, particularly after a long period of storage. Moving them to a base where there are no other MiG-25s that could be used for spares also seems odd. 

the UPDAF by the Deputy Chief of Mission at the US Embassy in Kampala, Patricia Mahoney. The aircraft, worth US$15 million including spare parts and training, were donated through the US Department of Defense. During the handover ceremony, General Katumba Wamala, chief of the Ugandan Defence Forces, said the US Government is also considering supplying three attack helicopters to the UPDAF. These would be replacements for the three Mi-24 Hinds that crashed on Mount Kenya in bad weather on August 12, 2012 while en route to Somalia. - see Attrition, October 2012, p23. 

Loan Approved for Ghana C295M

A LOAN facility from Airbus Defence and Space (ADS) for the purchase of a new C295M and related equipment for the Ghana Air Force (GAF) has been approved by the country’s parliament. The £33,325,126 line of credit from ADS, which also includes a component for Ghana Armed Forces peacekeeping efforts, was given the go-ahead by the House on March 26. Plans for the purchase were announced on November 20 last year, when it was also revealed that Embraer A-29s, Mil Mi-17s and Harbin Z-9 helicopters were being acquired (see Ghana to Buy A-29s, C295M, Mi-17s and Z-9s, January, p28). Further details were revealed on February 13 by President John Dramani Mahama during an event at Burma Camp, the GAF and MOD headquarters. He said the orders included four Z-9s and five A-29 Super Tucanos. The Z-9s are due for delivery in June but no details have been released on the number of Mi-17s being acquired. 

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RUSSIA & CIS

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An-178 Roll-Out and 1st Flight ANTONOV UNDERTOOK the maiden flight of the first prototype An-178 medium-class military transport aircraft, UR-EXP (c/n 001), at Kyiv-Svyatoshyn Airport on May 7. This followed a public unveiling there on April 16. The An-178 is based on the An-158 passenger aircraft (a stretched-fuselage An-148 variant). Development was authorised on February 5, 2010 and assembly of this first prototype at the Antonov plant began on September 29, 2013. At the unveiling it was still in primer and had the normal dielectric radome mounted on the nose, made of composites and intended to house the weather radar. However, this radome was replaced with a special nose section fitted with various instruments required for its initial flight tests by the time of its first flight. The An-178 has an airframe made predominantly of lightweight aluminium alloys and composites. Its semi-monocoque fuselage is circular in cross section, with a T-tail housing the APU. Each of its moderately swept high-mounted wings with winglets carries a pod-mounted D-436-148FM turbofan jet engine. This engine, designed by Ivchenko-Progress and built by Motor Sich (both from Zaporizhzhya, Ukraine), is an uprated variant of the models fitted to the An-148/158 series. It develops a thrust of 17,371lb (77.27kN) at take-off, which increases to 18,915lb (84.14kN) in emergency mode. The aircraft is fitted with modern avionics to enable operations in all weather conditions and is designed to use unpaved airstrips. As a tactical airlift platform it can carry a total of 18 metric tons of cargo, including up to 99 fully equipped soldiers, 80

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Above: Unveiling of the An-178 prototype at the official roll-out ceremony at the Antonov facility at Kyiv-Svyatoshyn Airport on April 16. Sergey Smolentsev Right: A view of the rear of the An-178 prototype, showing the cargo area doors, the pair of podmounted D-436-148FM turbofan jet engines and the tail-mounted TA18-100-178 APU. Note that this APU is a Russian-supplied part and as such it might be replaced with its Ukrainian-built equivalent on series-built aircraft. Due to tensions between the Russian Federation and Ukraine, plus a presidential order to stop all co-operation between the military-industrial complexes of both countries, Ukrainian companies are trying to find replacements for all parts and raw materials imported from the Russian Federation. The main Russian-built parts on the An-178 prototype include the APU, undercarriage, cockpit displays, flyby-wire system and various avionics systems. Sergey Smolentsev Below: The An-178 prototype gets airborne for its maiden flight from Kyiv on May 7. Antonov

paratroopers, 70 wounded (40 on stretchers and 30 seated), a pair of M2 shipping containers or up to three P7 heavy drop platforms. The An-178 is envisaged to replace all previous Antonov designs in this class – the An-12, An-26 and An-32, which still serve as the main tactical transport types with numerous air forces. However, these are gradually becoming obsolete and most are well over 30 years old now and nearing the end of their service life. Antonov is hoping to produce more than 200 An-178s, but the figure might prove too optimistic given the intense international competition in this class, as well as the unfavourable financial state of its traditional customers. At this point it is most likely that

the Ukrainian Air Force (PS ZSU) will become one of the type’s first operators. However, at a projected unit cost of around US$40-70 million, Ukraine’s current financial state hardly allows for anything more than a symbolic order. Moreover, the ongoing political tensions between Ukraine and the Russian Federation, plus the joint Indo-Russian UAC/HAL MTA (Ilyushin Il-214) project, make orders from Russian or Indian military or governmental air arms highly improbable. This is a serious blow to the project, as India was one of the primary customers at which the An-178 was aimed – the Indian Air Force (IAF) is a major An-32 user, with more than 100 of the type in service. Vladimir Trendafilovski 

#327 JUNE 2015 27

NEWS

RUSSIA & CIS Russia May Resume Tu-160 Production RUSSIA’S DEFENCE Ministry confirmed on April 29 that it is considering re-starting production of the Tupolev Tu-160 Blackjack long-range strategic bomber. It is planned to begin manufacture of two new Tu-160s by the end of 2015, while also upgrading five more of the existing Blackjacks already in Russian Air Force service. Tupolev is already modernising the Tu-160 fleet, having first flown an upgraded Tu-160M on November 16, 2014. It was then delivered back to the Air Force the following month. The work includes replacement of some of the avionics and weapons systems. Work is being undertaken in Kazan, from where two more Tu-160Ms and 12 upgraded Tu-22M3 bombers will be delivered back by the end of this year. Under Phase Two of the upgrade, scheduled to commence in 2016, the Tu-160s will be progressively fitted with upgraded Kuznetsov NK-32 engines. 

First Belarusian Yak-130s Delivered BELARUS HAS taken delivery of the four Yakovlev Yak-130 jet trainers ordered for the Belarusian Air Force and Air Defence Force. The first, ‘71 Red’ (c/n 130.11.00.1001), was dismantled and flown on board an Il-76MD from the Irkutsk Aviation Plant facility in Irkutsk, Russia, to the 116th Attack Air Base at Lida, Belarus, on April 16. The second, ‘72 Red’ (c/n 130.11.00.1002), followed on April 18. Both were then reassembled by Russian technicians. The remaining two had also arrived at Lida by April 27, when a ceremony took place at the base to formally

Belarus Air Force Yak-130s Serial

Con No

First Flight Date

‘71 Red’

130.11.00.1001

February 27, 2015

‘72 Red’

130.11.00.1002

March 15, 2015

‘73 Red’

130.11.00.1003

March 27, 2015

‘74 Red’

130.11.00.1004

April 6, 2015

induct the aircraft into service. Belarusian pilots and ground crew are currently training on the type at the aviation training centre at Zhukovsky in Russia. The contract for the four jets – signed between the Belarusian Defence Ministry and Irkut Corporation on December 18, 2012 – included options on four more, which are expected to be converted into

Below: The four Belarusian Air Force and Air Defence Force Yak-130s at the formal induction ceremony at Lida on April 16. Belarus Ministry of Defence

Kazakhstan Su-30SM Deliveries Commence FOUR SUKHOI Su-30SM multirole fighters delivered to the Kazakhstan Air Defence Force (KADF) by manufacturer Irkutsk Corporation were welcomed at a ceremony at the 604th Air Base at Taldykorgan on April 17. The first two (‘01 Red’ and ‘02 Red’) arrived there on April 7, followed by ‘03 Red’ on April 14 and ‘04 Red’ on April 17. They were displayed to the public in a flypast on May 7 over the capital, Astana, as part of events to mark Right: New Kazakhstan Air Defence Force Su-30SM ‘01 Red’ landing at Taldykorgan. Kazakh Defence Ministry

28 JUNE 2015 #327

firm orders shortly, according to the Chief of the Air Force, MajorGeneral Oleg Dvigalev, speaking at the hand-over ceremony. Currently, Belarus trains pilots with ten Aero L-39C Albatros aircraft acquired from surplus Ukrainian stocks during 2005 and 2006. It had planned to acquire additional second-hand L-39Cs until opting for the Yak-130s. 

Kazakhstan Air Defence Force Su-30SMs Serial

Con No

First Flight

‘01 Red’ 10MK5 1118 Jan 31, 2015 ‘02 Red’ 10MK5 1119 Feb 19, 2015 ‘03 Red’ 10Mk5 1120 Feb 8, 2015 ‘04 Red’ 10MK5 1201 Feb 27, 2015

the 70th anniversary of ‘Victory in the Great Patriotic War’. Plans to acquire the Su-30SMs were revealed on February 4 by the KADF’s chief, Major General

Nurlan Ormanbetov, during a tour of the Irkutsk Aviation Plant where the type is manufactured. By that time, however, it is believed that a 5 billion rouble contract for them had already been signed in 2014. The KADF says that it plans to acquire 32 more Su-30SMs, all of which are to be delivered by 2020. It’s thought the first four were diverted from aircraft already in production for the Russian Air Force to expedite delivery. 

Russia and China to Jointly Develop HeavyLift Helicopter RUSSIAN HELICOPTERS has signed a framework agreement with Aviation Industry Corporation of China (AVIC) for the two companies to work on creating an Advanced Heavy Lift (AHL) helicopter. The agreement was signed in the Kremlin in Moscow on May 8 in the presence of Russian President Vladimir Putin and Chinese President Xi Jinping. The planned manufacture in China of a jointly developed heavy-lift helicopter is seen as an important component of Russian-Chinese aviation industry collaboration and the signature marks the beginning of practical work on the project. The AHL will have a take-off weight of 38 tons and be able to carry ten tons of cargo internally or 15 tons as an underslung load. Preliminary technical specifications have already been drawn up. 

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ASIA PACIFIC India to Order 36 Rafales for Early Delivery INDIA IS to buy 36 Dassault Rafales to meet an urgent requirement for new fighters for the Indian Air Force (IAF). Prime Minister Narendra Modi announced the plan during a visit to France on April 10. Modi said: “I have asked President François Hollande to supply 36 ready-to-fly Rafale jets to India. Our civil servants will discuss terms and conditions in more detail and continue the negotiations.” The deal will be worth an estimated €4 billion. French Defence Minister JeanYves Le Drian arrived in India on May 6 to finalise details of the government-to-government contract. India’s Defence Minister, Manohar Parrikar, said the aircraft would be inducted into the IAF within two years. India and France had been in exclusive negotiations for the last three years regarding purchase of 126 Rafales for the IAF under the medium multi-role combat aircraft (MMRCA) programme. However, with a deal still not finalised, India has decided on an immediate off-the-shelf purchase of a smaller number. Under the MMRCA proposals, it was intended that 18 aircraft would be purchased direct from the manufacturer, while the remaining 108 were to be assembled in India. 

India’s First Upgraded Mirage 2000s Delivered INDIA’S FIRST two upgraded Dassault Mirage 2000I/TIs have been delivered. They arrived at Gwalior-Maharajpur Air Force Station on April 24 after a seven-day ferry flight from Istres, France. The aircraft routed via stops in Greece, Egypt and Qatar and first touched down on Indian soil at Jamnagar AFS on April 22. Group Captain M Minocha flew the single-seat 2000I (KF107) and Wing Commander Vivek

Sharma and Squadron Leader K Surayanarayanan, flew the twin-seat 2000TI (KT201). On arrival at Gwalior they were welcomed by a traditional water cannon salute. Air Officer Commanding of Gwalior AFS, Air Commodore H S Basra, formally accepted the aircraft documents. They had been handed over at Istres during a ceremony on March 25 (see Pair of Upgraded Mirage 2000s First for India, May,

Above: Upgraded Indian Air Force Mirage 2000TI KT201 landing at Gwalior AFS on April 24 after its seven-day ferry flight from France. Indian MOD

USAF’s ‘Triple Nickel’ F-16s Deploy to Afghanistan US AIR Force F-16Cs from the 31st Fighter Wing’s 555th Fighter Squadron ‘Triple Nickel’ at Aviano Air Base, Italy, have arrived at Bagram Air Base, Afghanistan, to support Operations Freedom’s Sentinel and Resolute Support. They flew in on April 27 and will be under the control of the 455th Air Expeditionary Wing. They will

remain at Bagram for six months, assuming responsibility for over-watch and close air support for ground units in Afghanistan. They took over from the F-16s of the 388th FW’s 4th FS ‘Fighting Fuujins’ at Hill Air Force Base, Utah. The 4th FS has returned home having completed its six-month rotation. 

Philippine Navy AW109E Power in Exercise Balikatan

Above: Philippine Navy AW109E Power 432 being chocked and chained on the flight deck of US Navy amphibious transport dock ship USS Green Bay (LPD 20) on April 19 in the Philippine Sea during the US-Philippine Exercise Balikatan 2015. This year’s Balikatan, the 32nd of these annual exercises, was the largest in 15 years and took place from April 20-30. US Navy/Mass Communication Specialist 3rd Class Edward Guttierez III

30 MAY 2015 #326

p28). All 51 surviving IAF Mirage 2000H and 2000TH Vajras are being modernised, including an NVG-compatible cockpit, advanced navigation systems, new IFF (identification friend or foe), updated multi-mode/multilayered radar, a fully-integrated electronic warfare suite and advanced BVR missile capability. Remaining aircraft will be modernised by HAL in Bangalore, supported by Dassault. 

Japan Coast Guard Selects Falcon 2000 MSA DASSAULT AVIATION’S Falcon 2000 Maritime Surveillance Aircraft (MSA) has been selected by the Japan Coast Guard (JCG) to enhance its operational fleet. Plans for the JCG to purchase the type were announced by Dassault on April 22. The Falcon 2000 MSA is based on a Falcon 2000 LXS business jet, with a range of 4,000nm/7,400km. It is designed for a broad range of missions including maritime surveillance, piracy control, drug interdiction, fishery patrol, law enforcement, search and rescue, intelligence and reconnaissance. It was selected by the JCG following an international competition. Japan has operated various earlier model Falcon jets for maritime surveillance and search and rescue around the Japanese archipelago since 1989. The Falcon 2000 MSA has been developed in conjunction with partners L-3 Platform Integration and Thales.   Dassault Aviation will also provide the JCG with comprehensive maintenance support. 

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Pakistan Requests 15 AH-1Z Vipers US STATE Department approval has been granted for a possible Foreign Military Sale to the Government of Pakistan of 15 AH-1Z Viper attack helicopters together with 1,000 AGM-114R Hellfire II missiles. Announcing the potential deal on April 6, the US Defense Security Cooperation Agency (DSCA) said it had also notified Congress of the proposed contract. The cost is estimated at $952 million, including associated equipment, parts, training and logistical support. In addition to the AH-1Zs and Hellfire IIs, Pakistan has requested two spare T-700 GE 401C engines, 36 H-1 technical refresh mission computers, 17 AN/AAQ-30 target sight systems, 30 629F-23 UHF/ VHF communication systems, 19 H-764 embedded GPS/ INS, 32 Helmet Mounted Display/Optimized Top Owl, 17 APX-117A identification friend or foe, 17 AN/AAR-47 missile warning systems, 17 AN/ALE-47 countermeasure dispenser sets, 18 AN/APR-39C(V)2 radar warning receivers, 15 joint mission planning systems and 17 M197 20mm gun systems. The DSCA said the AH-1Zs will support Pakistan's counterterrorism and counterinsurgency operations in South Asia. It will provide a helicopter that can operate at high-altitudes and enhance the ability to conduct operations in North Waziristan Agency (NWA), the Federally Administered Tribal Areas (FATA) and other remote and mountainous areas in all-weather, day-and-night environments. The Pakistan Army Aviation Corps has been considering a possible AH-1Z purchase for some years. If it finally goes ahead, this will be the first export order for the type, which is currently only flown by the US Marine Corps. 

Last USAF MC-130Ps Leave Pacific

Above: US Air Force MC-130P Combat Shadow 66-0225 departing Kadena Air Base, Japan, for the final time on April 15. USAF/Airman 1st Class Stephen G Eigel

US AIR Force operations with the Lockheed MC-130P Combat Shadow with the Pacific Air Forces have ended. The final two aircraft, 69-5826 and 66-0225, operated by the 17th Special Operations Squadron ‘Jackals’, left Kadena Air Base, Japan, on April 15.

Both were flown to DavisMonthan Air Force Base, Arizona, to be placed in storage with the 309th Aerospace Maintenance and Regeneration Group (AMARG). The 17th SOS began retirement of its MC-130Ps when 69-5825 departed Kadena on

July 18 last year and arrived at AMARG on July 22. The unit flew a final four-ship formation from Kadena on October 16 and since then has continued to wind down operations. The type is being replaced by the new MC-130J Commando II. 

Three Cheetals Delivered to Afghanistan INDIA HAS delivered three multi-role HAL Cheetal helicopters to Afghanistan. Their arrival was confirmed on April 24, in a written reply to the Lok Sabha (Indian lower house of parliament) from Minister of State for Defence, Rao Inderjit Singh. He said the helicopters were dispatched to Afghanistan on April 9, along with associated equipment and spares. They were test flown and accepted by Afghan pilots on April 15. The Cheetals were ordered through an agreement with India’s Ministry of External Affairs. The initial Cheetal for the Afghan Air Force carried out its first ground run on March 27, 2013 at HAL Helicopter Division’s facility in Bangalore (see First Cheetal Being Readied for Afghanistan Air Force, June 2013, p23). It is unclear why it has taken so

Above: The three Afghan Air Force Cheetal helicopters, which have now finally arrived in Afghanistan. HAL

long for delivery to take place. The Cheetal is an upgraded version of the Cheetah light utility, multi-role helicopter, which is based on the French Alouette II. Its Turbomeca

TM333-2M2 turboshaft engine gives a longer range and increased payload capacity compared to the Cheetah. A high-altitude capability makes it well suited to Afghanistan. 

Singapore F-5S in Special Markings

News Brief HAL PLANS to deliver four more Tejas to the Indian Air Force by the end of this financial year. The delivery schedule was confirmed on April 25 by National Aerospace Laboratories director Shyam Chetty. The IAF had expected to receive eight aircraft per year.

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Above: Republic of Singapore Air Force F-5S Tiger II 819 on approach to Paya Lebar Air Base on April 7 wearing special tail markings applied for Exercise Top Ace 2015. The competition, held in February, pits the RSAF’s fighter squadrons against each other to test their air combat competencies. Roy Choo

#326 MAY 2015 31

NEWS

ASIA PACIFIC Armed Afghan MD530Fs in Service

Right: Newly delivered Afghan Air Force MD530F 216 demonstrates its two FN Herstal M3P 0.50 calibre machine guns on April 9 during a media event at a training range outside Kabul. USAF/Staff Sgt Perry Aston

Indonesian Navy Inducts Four More Bonanzas AN ADDITIONAL four Beechcraft G36 Bonanzas have been inducted into Tentara Nasional Indonesia – Angkatan Laut (TNI-AL – Indonesian Navy) service. A formal acceptance ceremony was held on April 15 at the TNI-AL’s primary base at Lanudal Juanda, Surabaya, Java. The aircraft (serials L-215 to L-218) joined four others (L-211 to L-214) which were delivered in late 2013 to Skwadron Udara 200 for operation in the pilot training role. The unit also operated two older model F33A Bonanzas which were delivered in 1986, although it is unclear whether they are still in service after delivery of the new aircraft. During the delivery ceremony, it was revealed there were plans to acquire four more Bonanzas, to bring the fleet to the required complement of 12. Six twinengined aircraft are also to be purchased for multi-engine training, although a specific type has not been selected. 

SIX ARMED MD530F (MD369FF) Cayuse Warrior helicopters are now in Afghan Air Force (AAF) service after a formal induction ceremony was held on April 11 at Kabul International Airport. The type’s FN Herstal M3P 0.50 calibre machine gun, installed in the company’s Heavy Machine Gun Pod, was also demonstrated during a media event at a training range just outside Kabul. The six helicopters arrived at Kabul on March 17 on board Atlas Air Boeing 747-47UF freighter N477MC (see Armed Afghan MD530Fs Delivered, May, p32). All six have now been identified and comprise: 214 (c/n 0214FF, ex N6068H), 216 (c/n 0216FF, ex N6100N), 217 (c/n 0217FF, ex N6030K), 218 (c/n 0218FF, ex N6091X), 219 (c/n 0219FF, ex N6090Y) and 220 (c/n 0220F, ex N6061Z). 

First Bangladesh L410 Delivered BANGLADESH HAS taken delivery of the first of three new L410UVP-E20 twin-turboprop transport aircraft on order from Czech manufacturer Aircraft Industries. The aircraft, 3011/OK-JPG (c/n 3011), was delivered on April 21 from the factory in Kunovice. Currently, the Bangladesh Air Force (BAF) transport fleet comprises three Antonov An-32s and four elderly C-130B Hercules. A proposal to acquire four surplus USAF C-130Es was notified to US Congress in 2012, but it is unclear whether there has been any further progress on this potential acquisition. The L410s are just one element of the ongoing programme to upgrade the BAF fleet. Five Mi-171Sh helicopters are also on order from Russia under a contract revealed by

Rosoboronexport on April 15 last year. On December 31 Prime Minister Sheikh Hasina said these would be delivered “soon” and disclosed that nine new primary training aircraft were on order, also for delivery shortly. The type involved was not revealed, but some local reports suggest they may be new-production Nanchang PT-6s that will replace some of the survivors of the 40 PT-6s previously delivered from China. Hasina also referred to an order for 16 combat training aircraft, which must relate to the Yakovlev Yak-130s ordered in late 2013. When first announced, the deal was said to be for 24 aircraft, but it later transpired that the order comprised only 16 aircraft. The figure was confirmed in April last year at DSA 2014 by Nikolay Dimidyuk, head of the

Rosoboronexport delegation at the exhibition. Deliveries are due to begin in June and they will be used as lead-in fighter trainers, replacing the BAF’s L-39 Albatros and FT-6 trainers. The first BAF Yak-130 made its maiden flight at the Irkut production facility on April 29 and eight of the BAF aircraft have been assembled there to date. Two AgustaWestland AW139s are also on order under a contract announced by the manufacturer on July 14 last year. They will be delivered by the end of the year for the searchand-rescue and utility roles. Other recent purchases have been nine Hongdu K-8W jet trainers. The first four were delivered last September. The remainder were due by the yearend and, although unconfirmed, it is believed all are now in service. 

News Brief ENSTROM HELICOPTERS has delivered the final four of 30 Enstrom TH-480Bs on order for the Japan Ground Self-Defense Force. The helicopters, serial numbers 62377, 62378, 62379 and 62380, were handed over on March 4 by local agent Aero Facility Co Ltd. 

32 MAY 2015 #326

Above: New production Bangladesh Air Force L410UVP-E20 3011/OK-JPG (c/n 3011) during pre-delivery testing at the factory in Kunovice on March 5. Aviation Industries

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A Class Act at 100

XV (R) SQUADRON AT 100

XV (R) SQUADRON AT 100

As XV (Reserve) Squadron celebrates its 100th anniversary, Neil Pearson visits the squadron at RAF Lossiemouth to examine how the RAF trains its Tornado GR4 aircrew.

IRAN'S SPANISH STRUGGLES SAEGHE A Unique F-5 Force Report Above: Wearing special markings to commemorate XV(R) Squadron’s 100th anniversary, Tornado GR4 ZA461 takes off from RAF Lossiemouth in formation with an aircraft inherited from 617 Squadron ‘Dambusters’, which disbanded in 2013. All photos by author

48 JUNE 2015 #327

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T

he first of 228 Panavia Tornado GR1 aircraft entered service with the RAF in 1982. By the start of the Gulf War of 1990-91 there were 11 frontline squadrons and two training units equipped with the GR1 and GR1A reconnaissance variant. Today there are only three squadrons flying the updated GR4 operationally but, despite the introduction of the multi-role Eurofighter Typhoon FGR4, the Tornado remains the fast-jet workhorse of the RAF and XV(R) Squadron, the Tornado Operational Conversion Unit (OCU), continues to provide training for aircrew. “Our primary role is to produce Tornado GR4 aircrew for the front line,” explained Wing Commander Jon Nixon, Officer Commanding XV(R) Squadron. “Our main training is the ‘Long Course’, which is typically eight to nine months and is for ab-initio pilots who’ve graduated from RAF Valley. Our last ab-initio WSO (Weapon Systems

Officer) graduated in May 2014. We run a tailored version, depending on their background and skill set, for exchange officers being posted to an RAF Tornado squadron. “We also do a refresher course for experienced GR4 pilots and WSOs who are returning to the aircraft after other tours of duty. That’s a three-month course with a couple of weeks of ground school to re-familiarise themselves with the systems and then a lot of hands-on training, both synthetic and live, to learn the new software and new weapons systems. “Throughout the year we deliver postgraduate training to frontline aircrew and the most difficult of those is the Qualified Weapons Instructor (QWI) course. It’s a six-month course that takes the cream of frontline aircrew and turns them into experts in all aspects of weapons and tactics. “We typically run one course a year with three crews. We have the Electronic Warfare Instructor

Course (EWIC), which is a ground-based course and teaches people how to instruct EW on the Tornado. It’s an annual three-week course for about ten students. The final course we do is the Instrument Rating Examiner Course (IREC) which is a bespoke two-week course run as and when there is a requirement to train instrument rating examiners for the Tornado force.” Delivering all the training courses are 25 instructor aircrew, split roughly equally between pilots and WSos, who undergo the three-month Qualified Tactics Instructor (QTI) course. At their disposal are 12 Tornado GR4s, which are rotated within the Tornado Force aircraft pool but are generally an equal balance of frontlinerepresentative ‘strike’ GR4s and the dual-control GR4T ‘trainer’ variant. The squadron flew around 2,400 hours during 2014, graduating nine ab-initio students and seven refresher course students.

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ASIA PACIFIC - NEPAL AID

Nepal Earthquake Relief Flights IN THE aftermath of the earthquake that hit Nepal on April 25, a massive airlift got under way to provide relief for the survivors. One of the major contributions came from India, which provided 13 transport aircraft (C-17As, An-32s, C-130Js and Il-76s) and 12 helicopters (eight Mi-17s and four Dhruv ALH). The US contribution included one C-17A, four MV-22B Ospreys, three UH-1Ys, one C-130H and three CH-47 Chinooks. Bangladesh provided one C-130; Canada three CH-146 Griffons; China three Il-76s and three Mi-17s, Pakistan four C-130s; Russia two Il-76s, Sri Lanka one C-130; and the UK one C-130J and three Chinooks. These are official figures as of May 4 provided by the United Nations Office for the Coordination of Humanitarian Affairs, although additional aircraft are known to have been involved – for example, India has deployed a total of 36 aircraft, which is much higher than then official figures show. The Republic of Singapore Air Force has also deployed two C-130s to assist, the Royal Malaysian Air Force is using two of the type and the Royal Australian Air Force is providing a C-17A. Other aircraft bringing in relief supplies have included a French Air Force A340, two Indonesian Air Force Boeing 737-400s and an Italian Air Force KC-767. 

Relief supplies being unloaded from Pakistan Air Force L-100 Hercules 4144 and C-130H Hercules 4189 at Kathmandu-Tribhuvan International Airport, Nepal, on April 26. Just visible behind is the fin of Sri Lankan Air Force C-130K SCH-880, which was also delivering aid. Pakistan Air Force

Right: Three USMC UH-1Y Venoms from Marine Light Attack Helicopter Squadron 469 (HMLA-469) ‘Vengeance’ at MCAS Camp Pendleton, California, which were already at MCAS Futenma, Japan, were deployed to Nepal to assist with relief. One is seen here being unloaded by Nepalese servicemen in Charikot on May 5. USMC/Lance Cpl Mandaline Hatch

Right: Indian Army Dhruv IA-3101 lands on a hillside in the Gorkha district of Nepal to carry out a casualty evacuation mission. Indian Ministry of Defence

US marines from Joint Task Force 505 unload US Marine Corps Gulfstream C-20G 165153 at Kathmandu International Airport on May 4 after deploying to assist in earthquake relief operations. USMC/CWO3 Clinton Runyon

34 JUNE 2015 #327

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Australia’s First Two CH-47Fs Delivered

Two More C-17As for Australia AUSTRALIAN PRIME Minister Tony Abbott confirmed in an announcement on April 10 that the Royal Australian Air Force (RAAF) is acquiring two more Boeing C-17A Globemaster IIIs – bolstering the existing fleet of six. Speaking at RAAF Base Amberley, Queensland, on April 10, he said the purchase represents an investment of AUS$1 billion in the country’s security and improves the Australian Defence Force’s ability to respond to a range of contingencies. Some AUS$300 million will be spent on upgraded facilities at Amberley, including a dedicated maintenance hangar and increased apron and taxiway space to cater for heavy aircraft including KC-30A aerial refuelling tankers as well as the C-17s. Australia has worked closely with the US Air Force to acquire the first of the additional C-17A aircraft within six months of the initial order being placed – and the second within ten months after that – in a bid to give the ADF additional operating capability as quickly as possible. 

AUSTRALIA HAS taken delivery of its first two Boeing CH-47F Chinooks. The pair, A15-301 and A15-302, were commissioned into service at a ceremony on May 5 at RAAF Base Townsville, Queensland. Their purchase is part of an investment of AUS$630 million (US$503m) in seven CH-47Fs and two flight simulators, all of which are expected to be delivered by August. The helicopters will be operated by the Australian Army’s 5th Aviation Regiment from RAAF Base Townsville, providing a modern and improved cargo

helicopter capability for the Army. The first two were delivered on schedule to Townsville at the beginning of April. Meanwhile, following parliamentary approval last year, AUS$50 will be invested to support the introduction and sustainment of the Chinooks. Construction at Townsville is expected to be completed in mid-2017. The simulators have already been delivered – one in April 2014 and the other in February this year –and are now being used to train Army Chinook crews. The fleet of six outgoing CH-47D Chinooks

have proven themselves as the Army’s operational workhorse and the new ‘Foxtrots’ will enhance this capability for the Australian Defence Force, said Minister for Defence Kevin Andrews. The aircraft and equipment are being purchased through the US Foreign Military Sales programme under Project AIR9000 Phase 5C following an agreement signed on February 25, 2010. Maintenance support will be provided locally through partnerships with Boeing Defence Australia and BAE Systems. Kevin Andrews said the project remains on schedule and under budget. 

The ceremony for the commissioning of the first two Australian Army CH-47F Chinooks. Commonwealth of Australia/Corporal Mark Doran

RNZAF UH-1Hs Retiring THE ROYAL New Zealand Air Force is to retire its Bell UH-1H Iroquois helicopters on July 1. In the preceding weeks, some of the Hueys remaining in service with 3 Squadron flew a farewell tour around the country to mark the end of almost 50 years of operations. The type is being replaced by the NH90, although four Hueys will be donated to museums – two will go the the RNZAF Museum at Wigram and one to the National Army Museum at Waioru. Another, partial airframe, will be used by the Nelson Marlborough Institute of

Technology for technician training. Tenders were invited by the New Zealand Defence Force (NZDF) on April 20 for the sale of the surviving helicopters – four UH-1Hs in long-term storage and six that remained operational. The NZDF is looking to sell all ten as a package, for ease of disposal. However, partial bids will be considered if they represent good value for the country.  Left: Two RNZAF UH-1H Iroquois, NZ3811 and NZ3814, perform a farewell flight with veterans on board over Marlborough on May 5 prior to the type’s final retirement on July 1. RNZAF

CONTRACTS Air Force

Company

No and Type

Date

Delivery Date and Notes

Canadian Coast Guard

Bell Helicopter

7 x Bell 412EPI

April 10

From June 2016

Qatar Emiri Air Force

Dassault

24 x Rafale

May 4

2017-2018?

Uganda Police

AgustaWestland

1 x AW109SP GrandNew

April 27

Not announced

PZL Swidnik

1 x W-3A Sokol

April 27

Not announced

AAI Corporation

? x RQ-7 Shadow UAVs

April 3

By December 31, 2017, also includes USMC production

US Army

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#327 JUNE 2015 35

CONFLICT IN YEMEN

Yemen

On the Edge Jon Lake investigates the origins and recent military operations conducted in Yemen, as it heads towards becoming the next terrorist battleground in Southwest Asia.

36 JUNE 2015 #327

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CONFLICT IN YEMEN

S

audi Arabia’s southern neighbour Yemen has been plagued by instability for decades. Yemen was originally two states, with the Yemen Arab Republic (YAR) being established in the north in 1968, and South Yemen (later the People’s Democratic Republic of Yemen) being founded in November 1967. The two Yemeni republics did not have good relations with the neighbouring conservative Arab monarchies, Emirates and Sultanates.

Below: An AB212 and a UH-1H-II Huey II of the Yemeni Air Force were both put out of action by an air strike at Sana’a al-Dailami Air Base on March 26. Main image: The Royal Saudi Air Force (RSAF) F-15S crews were forged into a lethal combination through regularly attending exercises such as Red Flag in the USA. Nate Leong

Unification

The two Yemeni states fought with each other in 1972, 1979 and 1986 before finally unifying under Ali Abdallah (President of the YAR since 1978) in May 1990 as the United Republic of Yemen. Marginalisation of the South led to another civil war in 1994, during which the South (which eventually lost) was supported by Saudi Arabia. This was by no means the first time that Saudi Arabia had been involved in Yemen’s affairs, having previously supported the royalist side in the North Yemen Civil War in 1962-1968. Saleh became Yemen’s first directly elected president in 1999, and was then re-elected in 2006. Opposition to Saleh came from the Zaidi Shia sect (known as Ansar Allah or as the Houthis after their leader, Hussein Badreddin al-Houthi); from Al-Qaeda in the Arabian Peninsula (AQAP), and from secessionists in the South. Saudi forces participated in a major operation against Shia insurgents in the Yemen in 2009, while US forces fought a progressively

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#327 JUNE 2015 37

CONFLICT IN YEMEN more active campaign against AQAP throughout the first decade of the new millennium. As part of the wider Arab Spring movement, a revolution in Yemen toppled Saleh in 2011. This scuppered plans for his son to inherit the presidency, and power was transferred to former Vice President Abd Rabbuh Mansur Hadi under a Gulf Cooperation Council (GCC) brokered transition plan. Hadi’s new government had to contend with opposition from AQAP, Shia rebels and southern separatists even before Abdul-Malik al-Houthi led the coup d’état. This resulted in anti-government forces sweeping into the capital Sana’a in September 2014.

Television news footage showed at least five Kuwaiti Air Force Hornets in sun shelters armed with unguided bombs although the exact number involved in the air campaign remains unclear.

Covert backing

These Houthi forces were covertly backed by Shi’ite Iran (perhaps including direct assistance from Islamic Revolutionary Guard Corps [IRGC] personnel), and were openly backed by former President Saleh, and his son, Brigadier General Ahmed Ali Abdullah Saleh, the former commander of the Republican Guard. The Houthis also benefited from increasingly overt support from elements in the Yemeni Government’s armed forces that remained loyal to former President Saleh. The coup led to the brief formation of a unity government, which the Houthis refused to join, before they dissolved parliament (which resigned en masse) and, on February 6, 2015, the Houthis declared a Revolutionary Committee under the leadership of Mohammed Ali al-Houthi.

Aden becomes focus Above: A RSAF Tornado takes off from King Khalid Air Base armed with GBU-12 Paveway IIs. Flying in pairs, one aircraft acted as the designator using a Damocles pod while the other jet released the bombs. Al Arabiya News

Hadi managed to escape from Sana’a to Aden, where he rescinded his earlier resignation and declared Aden to be the new temporary

KINGDOM OF SAUDI ARABIA OMAN

Sa’dah

YEMEN

Al Ghaydah Seiyun

Sana’a-Al-Dailami Sana’a

Arabian Sea Riyan

Al Hudaydah

Ataq

Red Sea

Mulkalla Territoral Control in Yemen Anti-Houthi organizations (Hadi loyalists, southern separtists, local militias)

Taiz Ganed ERITERA

Al Anad Aden Int. Airport

DJIBOUTI

38 JUNE 2015 #327

Al Quaeda and allies (liberal estimate)

Aden

Bab El-Mandeb Strait

Gulf of Aden

Socotra

Houthis and Saleh loyalists SOMALIA

Globe: Wikimedia Commons

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CONFLICT IN YEMEN capital, with his regime being recognized and supported by the United Nations (UN) and the GCC. On March 7, President Hadi formally asked King Salman bin Abdulaziz of Saudi Arabia to convene a conference under the auspices of the GCC to which all Yemeni political factions would be invited. The Houthis rejected this invitation and instead advanced on Aden, forcing the US to withdraw from its bases and prompting Hadi to flee to Saudi Arabia. With the Houthi advance now clearly threatening Aden, the internationally recognised (but domestically challenged!) Yemeni Government requested international assistance on March 24, citing Article 51 of the UN charter and specifically asking for a military intervention “to protect Yemen and its people from the continued Houthi aggression”. The government also wanted support with its fight against al Qaeda and Islamic State (IS). Saudi Arabia was only too ready to respond, keen to ‘slap down’ any Shia insurgency, and to help preserve the Sunni and ‘Arab’ identity of Yemen. The Saudis found ready support from the Arab League, whose members worried that Yemen was already well on the way to becoming a failed state like neighbouring Somalia, a haven for terrorist groups and pirates.

Iran's influence

The Saudis may have feared an increase in Iranian influence on the Arabian Peninsula, with a concern that control of Yemen could even give Iran a degree of strategic control over the mouth of the Red Sea, (a crucial avenue for Saudi oil and other exports). But, GCC concerns about Iran run deeper than that. With IRGC personnel commanding Iraqi Shi’ite militias and regular troops in operations against the Islamic State in Iraq – and with

US Participation America’s participation in Operation Decisive Storm has been largely limited to assistance with intelligence, targeting and logistics support, including combat search and rescue (CSAR) and air-to-air refuelling (AAR). A Joint Planning Cell was established to co-ordinate US military and intelligence support with Saudi Arabia and its allies, with about 12 US military personnel working with the Saudis at a ‘joint fusion centre’ in Riyadh, led by a two-star US Marine Corps general. More overt US assistance manifested itself on March 28, when the crew of a Royal Saudi Air Force (RSAF) F-15S, was forced to eject after the aircraft experienced a ‘technical problem’ and crashed into the Gulf of Aden. The destroyer USS Sterett coordinated the rescue of the two Saudi pilots, which was undertaken by a USAF HH-60G Pave Hawk helicopter flying from the US base at Camp Lemonnier in Djibouti. The helicopter recovered the two Saudi airmen about two hours after they ejected. The request for assistance was handled at a tactical level by military planners in the region, with no need for high-level contacts between the two governments. Press photos of the two pilots showed one with his arm in a sling, and his wrist and hand in plaster, but otherwise they were uninjured. On Tuesday April 7, the USAF began flying AAR tanker missions in support of Operation Decisive Storm, following negotiations about payment for the

Iran backing Shi’ite opposition groups in Bahrain – acting against Iran’s Houthi proxies in Yemen has afforded the Saudis a welcome opportunity to take action. It can send a powerful message to Iran to cease and desist in what the GCC nations perceive to be Persian meddling in Arab and Gulf affairs. The emergence of a multi-national Sunni coalition, supported by Cairo, Ankara

Above: A 13 Squadron F-15S waits for its next ground attack sortie armed with Paveway II laser-guided bombs on its centreline pylons. The aircraft has ‘borrowed’ its drop tanks from an F-15C, hence the lighter shade of grey compared to the rest of the aircraft. RSAF Below: Three Sudanese Air Force Fencer-Ds were deployed to King Khalid Air Base, Saudi Arabia for Operation Decisive Storm. The Soviet-designed aircraft were unable to carry Western weapons so the detachment munitions were transported in from its home base. RSAF

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fuel transferred. A USAF KC-135R Stratotanker provided fuel for an RSAF F-15S and an F-16E/F flown by the United Arab Emirates during the first historic mission. Thereafter, the USAF flew one tanker sortie each day in support of the operation, always remaining outside Yemeni air space. The USAF continued to stand ready to fly AWACS sorties if requested. Some press reports suggested that US warships had actually played an active part in the attacks against Yemeni targets on March 30, with a cruise missile attack against a missile brigade, after Saudi warplanes failed to knock out a weapons depot in the southern Sana’a neighbourhood of Faj Attan. The depot was reportedly under the control of Houthi Ansarullah revolutionaries. However, this cannot be confirmed, and would seem unlikely. The US Navy is continuing to maintain a presence in the area, and on Tuesday April 7, the USS Theodore Roosevelt (CVN 71) Carrier Strike Group (TRCSG) joined the US Navy’s Fifth Fleet area of operations, which includes the Arabian Sea, the Persian Gulf, the Red Sea, and parts of the Indian Ocean, relieving the USS Carl Vinson (CVN 70). The US Navy maintains a carrier in the region as part of a long-standing commitment to stability and the free flow of commerce. Like the Vinson before it, the Roosevelt is expected to conduct operations alongside regional and coalition partners to help build regional stability, trust and cooperation.

and the Gulf nations, and using Arab forces to contain Iranian-backed insurgencies, is a new and interesting development. It’s one that can only enhance security and stability in the region in the longer term. King Salman bin Abdul-Aziz Al Saud warned that Yemen was slipping into “a dark tunnel” with potentially bad consequences for the region, and with unpredictable international consequences. Riyadh said that its operation would be limited in nature, and that it was designed to protect the people and legitimate government of Yemen from a takeover by the Houthis, who the Saudis characterised as a “violent extremist militia” which had continuously undercut efforts to facilitate a peaceful transition of government in Yemen. They had taken over the country by violent means, and were now effectively in control of ballistic missiles, heavy weapons, military bases, ports and the air force. On March 26, Saudi Arabia announced operation Asifat al-Hazm (Operation Decisive Storm) and launched air strikes on Yemeni targets after obtaining the support of the other GCC countries, with the exception of Oman.

Ceasefire

On April 21 the Saudi Government, backed by the US, called a ceasefire in Operation Decisive Storm. However it lasted barely two days, before the allies recommenced the bombing raids on Houthi positions in Sanaa – the attacks lasting for four hours. Fighting in the city between the Houthis and forces loyal to the government led to 120 people being killed in Aden on May 6. It brought fresh calls for another ceasefire, which appeared to be edging towards a five-day truce but nothing had materialised by May 11. Meanwhile a Royal Moroccan Air Force F-16C, serialled 08-8008 was lost on May 10, during an evening raid. The wreckage was discovered near Nushoor, Sa’ada in north western Yemen but, as we went to press, the fate of the pilot is unknown.

#327 JUNE 2015 39

CONFLICT IN YEMEN

The Coalition Partners Saudi Arabia led a coalition of nine primary allied nations in Operation Decisive Storm (Asifat al-Hazm) – its air campaign against insurgent forces in neighbouring Yemen. The five GCC member nations (excluding Oman, which has remained aloof from the operation) took part in the initial wave of attacks, after which Saudi Arabia announced that four further Muslim countries (Egypt, Jordan, Morocco and Sudan) would participate in the Saudi-led military coalition. Efforts to draw Pakistan into the operation were unsuccessful. The majority of coalition air forces involved appeared to have been forward-deployed to bases inside Saudi Arabia – principally to King Khalid AB at Khamis Mushayt, home of the RSAF’s Fifth Wing, which lies 412 miles (663km) north of Aden. Most media coverage has come from Khamis Mushayt. King Fahd Air Base at Taif (home of the Second Wing) is the next nearest major airfield to Yemeni targets, being 660 miles (1,062km) from Aden. There have been reports of operations from King Abdul Aziz AB at Dhahran, (11th Wing), 990 miles (1,593km) from Aden.

Saudi Arabia

It has been reported that Saudi Arabia committed up to 100 aircraft to Operation Decisive Storm, as well as 150,000 ground forces. Royal Saudi Air Force (RSAF) aircraft involved included Boeing F-15S Strike Eagles from the 6th and 55th Squadrons (permanently based at Khamis) and from 92 Squadron at Dhahran, as well as other fast jets deployed to Khamis from other RSAF bases. The F-15S aircraft had been seen carrying DB110 recce pods (probably 92 Squadron), Sniper targeting pods and a variety of weapons – including up to 12 GBU-12 Paveway II (laser-guided bombs) LGBs, bigger 2,000lb (907kg) Paveway III LGBs. The type had been filmed carrying a weapon that could have been a CBU-100 Rockeye cluster bomb unit, a CBU-87 cluster bomb, a CBU-97 Sensor Fused Weapon or a CBU-103 or CBU-105 Wind Corrected Munitions Dispenser. The other RSAF fast jets involved in the operation included Panavia Tornado interdictor/strike aircraft (seen carrying Damocles targeting pods and Paveway II LGBs), and Eurofighter EF2000 Typhoon multi-role fighters from the 10th Squadron at Taif AB. These arrived at Khamis AB in an air-to-air load out, with four AMRAAM and two IRIS-T air-to-air missiles and three tanks. They may subsequently have used Paveway II LGBs and dual-mode Paveway IV weapons, as they have done against IS targets in Syria. The Saudi fast jets had been supported by Aérospatiale (Airbus Helicopter) AS532M Cougar CSAR helicopters from the Khamis-based 99th Squadron. Additional support came from the 6th Wing at Prince Sultan Air Base at Al Kharj, with a Boeing E-3A AWACs from the 18th Squadron, a SAAB 2000E Erieye AEW platforms from the 66th

Above: A Mirage 2000-5EDDA from 7th Air Superiority Squadron, 1st Fighter Wing, was one of 12 Mirage 2000s deployed to King Khalid Air Base by Qatar Emiri Air Force

Squadron, as well as tankers, including KE-3As from the 23rd Squadron, and Airbus A330MRTTs from the 24th Squadron. Boeing AH-64D Apache attack helicopters from the Royal Saudi Land Forces are also thought to have been used.

UAE

The United Arab Emirates Air Force and Air Defence (UAE AF&AD) reportedly deployed 30 aircraft in support of Operation Decisive Storm. These included at least one A330 multi-role tanker transport, and a number of fighters. Lockheed Martin F-16E/F Desert Falcons were filmed flying from Khamis Mushayt at King Khalid AB, but there have also been unconfirmed reports of UAE AF&AD Dassault Mirage 2000s having been committed to the air campaign. Known serials F-16E 3047, 3067, 3071, 3075* F-16F 3005, 3019 *Named: The Martyr Sulaiman Al-Maliki, after the first Saudi soldier killed in Operation Decisive Storm

Bahrain

The Royal Bahraini Air Force (RBAF) has deployed between eight and 12 of its F-16As, or up to 15 of its fighters, with some reports suggesting that the F-5E had also been committed to the operation. Known serials RBAF 111 (90-0033).

Egypt

An Egyptian source told the AFP news agency that Egypt was taking part in Operation Decisive Storm, but this has not been officially confirmed. TV news footage would seem to indicate that some Block 40 F-16s delivered under Peace Vector III were forward deployed to King Khalid AB, Khamis Mushayt, armed with 500lb (227kg) Mk82 ‘dumb’ bombs and 500lb Paveway II LGBs. With 220 F-16s delivered, Egypt is the fourth largest F-16 operator in the world. Known serials F-16 9924 F-16D 9810

Jordan

Despite its heavy involvement in operations against the Islamic State insurgency in Syria and

Above: Refuelling from a RSAF KE-3A on the way for yet another strike sortie is an F-16F Desert Falcon from the United Arab Emirates Air Force and Air Defence. The USAF also provided tanker support with one KC135R for the Arab coalition. RSAF

40 JUNE 2015 #327

Iraq, the Royal Jordanian Air Force reportedly deployed six F-16As to King Khalid AB to participate in Operation Decisive Storm. At least one of these was from the RJAF’s 16 F-16A Block 15 ADFs assigned to 6 Squadron at Al Azraq AB, though these were upgraded to Mid-Life Upgrade standards in Turkey. Known serials 683

Kuwait

Confusingly, Kuwait’s defence ministry announced it was sending three squadrons of its F/A-18 Hornets aircraft to King Abdulaziz AB in Dhahran, Saudi Arabia, to take part in the Yemen offensive. The Kuwait Air Force (KAF) of course actually has only two Hornet squadrons (Nos 9 and 25 at Ahmed Al Jaber AB, operating the survivors of 32 F/A-18Cs and eight F/A-18Ds delivered after the first Gulf War), and it deployed only a portion of this force. Other reports suggest that Kuwait had deployed 15 F/A-18C/D Hornets, some or all operating from King Khalid AB. It remains unclear as to whether Kuwait participated in the first wave of attacks, and KAF Hornets were photographed carrying only unguided weapons. Kuwait also deployed at least one of its newly acquired Lockheed KC-130J tanker transports. Known serials F/A-18C 410, 428 KC-130J 326

Morocco

The six Royal Moroccan Air Force F-16C/D Fighting Falcons deployed to the United Arab Emirates to fight IS were reportedly re-tasked to support the Saudi-led operations in Yemen, though they may not have re-deployed to King Khalid AB.

Qatar

The Qatar Emiri Air Force (QEAF) reportedly deployed ten of its 12 Mirage 2000-5 fighters to King Khalid AB. At least four single-seaters were seen in a single news broadcast, and a two-seater has been noted in another. At least one QEAF C-130J-30 was filmed operating in support of Decisive Storm.

Sudan

The Sudanese Air Force reportedly deployed three or four combat aircraft to support Operation Decisive Storm, according to Al Arabiya television news channel. These seem to have consisted of a trio of Sukhoi Su-24M Fencer-Ds, plus a support aircraft (either a C-130 Hercules or a Shaanxi Y-8 transporter). Because the Su-24s are not compatible with the Western weapons stockpiled at Saudi air bases, the Sudanese have had to bring their own bombs to Saudi Arabia for the campaign. The afm Su-24s operated from King Khalid AB.

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SUSPICIOUS MINDS

The Sikorsky MH-60R, from Detachment 3 of Helicopter Maritime Strike Squadron 48, focussed on sonobuoy and radar surveillance operations during Joint Warrior because it was not fitted with its dipping sonar. All images via author unless stated

42 JUNE 2015 #327

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SUSPICIOUS MINDS

Flag Waving NATO’s

Warriors Tim Ripley travelled to Scotland to investigate maritime air operations during NATO's biggest naval exercise this year – Joint Warrior 15-1.

C

ontrol of the skies over naval forces has long been a key requirement to the success in maritime operations so it is no surprise that NATO air assets have played an important role. Exercise Joint Warrior 15-1 brought 70 aircraft together off the Scottish and Welsh coasts between April 11 and 24. They operated in a range of roles including anti-submarine warfare, surface surveillance and attack, logistical support and troop transport during amphibious landings. The scale of the exercise, which included 50 warships and four submarines, gave NATO navies the rare opportunity to conduct complex operations in a European setting. Participating air assets included a multinational fixed-wing maritime patrol aircraft (MPA) group based at RAF Lossiemouth in Morayshire, embarked anti-submarine and surface attack helicopters based on warships, a Joint Helicopter Force of transport and attack helicopters embarked on the Royal Navy amphibious shipping to support landings by the Royal Marines and logistic support helicopters that sustain the warships.

The players

The MPA group comprised a pair of P-3Cs from the US Navy/VP-63 and German

Marinesflieger (MFG-3), a US Navy/VP-16 P-8A Poseidon, a French Navy Atlantique and a Royal Canadian Air Force/405 Sqn CP-140 Aurora. They flew daily missions to support the naval task groups looking for surface targets and dropping sonobuoys to detect submarines. These missions were co-ordinated with embarked anti-submarine warfare (ASW) helicopters to set up sonobuoy and dipping sonar barriers to surround and trap submarines. Standing NATO Maritime Group 2 (SNMG2), provided the core of the advisory naval forces and operated against a UK-led task force that was flagged to NATO command. This NATO force had four submarines: the UK’s nuclear-powered HMS Ambush (S120); the Turkish Gür class TCG Burakreis (S-359); the Norwegian Ula class HNoMS Utvær (S303) and the Dutch HNLMS Walrus (S802). These were used aggressively to harass and strike at SNMG2’s surface units.

Choppers united

According to US Navy Lieutenant Commander Carlos Esquivel, SNMG2’s Helicopter Element Co-ordinator, anti-submarine helicopters from three of the group’s ships – a MH-60R from the USS Vicksburg, a Sikorsky CH-124 Sea King from the Canadian HMCS Fredericton and a Sikorsky S-70B embarked on the Turkish TCG Göksu – were operated as a joint force to provide anti-submarine overlapping coverage of group’s area of responsibility. Vicksburg’s MH-60R routinely flew three sorties a day during the exercise, averaging

Above: Tornado GR4s from 31 Squadron conducted photographic reconnaissance missions for senior naval staff throughout the exercise. Tom Sunley Left: Canadian frigate HMCS Fredericton shown through the FLIR sight of Vickburg’s MH-60R antisubmarine warfare helicopter.

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#327 JUNE 2015 43

SUSPICIOUS MINDS Left: British International Helicopters provided one S-61 for logistical duties to reduce the pressure on the anti-submarine warfare helicopters. Right: A fully armed Typhoon from 6 Squadron returns from a ‘live’ QRA scramble. During Joint Warrior the RAF intercepted two Tu-95 Bear bombers that were attempting to gather intelligence on the exercise. Tom Sunley Below: With the Sikorsky S-61 grounded due to a technical failure, the Royal Navy sent one of its Plymouthbased civilian-operated AS365N2 Dauphins to fulfil the logistical support role for the naval fleet.

ten-and-a-half hours’ flight time daily. Lack of crew meant the Turkish S-70B could only fly two sorties a day. The Canadians flew up to four sorties a day but their missions were shorter in length due to endurance issues with the veteran CH-124. The 50-year-old CH-124 and the S-70B provided dipping sonar capabilities, while the US Navy’s MH-60R concentrated on sonobuoy and radar surveillance operations. Lt Cdr Esquival, who is also commander of Detachment 3 of Helicopter Maritime Strike Squadron (HSM) 48 on the Vicksburg, said the MH-60R’s AQS-22 dipping active sonar was temporarily not fitted to enable the helicopter to conduct passenger-carrying operations. “This is a difficult place to find submarines,” said Lt Cdr Esquivel. “Sea mounts – rises or underwater rolling hills – means sound conditions change. Cold water allows sound to travel further, but the sea mounts interrupt that. We mainly used sonar buoys and also use active sonar from surface units to find submarines. “We give the subs a run for their money – we have found three subs so far,” he said. “This is one of the few times we get to prosecute against a real submarine, it gives us valuable training.” Vicksburg’s

44 JUNE 2015 #327

deployment to Europe, which began in December 2014, was the first time HSM-48 took the MH-60R to sea and the first time it has been embarked on the Ticonderoga class cruiser. Lt Cdr Esquival described the performance of the helicopter as “amazing”. “It is a very capable asset to any unit,” he said. “The computer, sonar and operator display are new and more advanced than on the old SH-60B.” MH-60R crews found the APS-147 multimode radar particularly effective at locating submarine periscopes, he said. “We are finding periscope sticking up half a meter using the radar during this exercise.” Although submarine periscopes do not

show up as ‘hot spots’ on the MH-60R’s AAS-44 forward looking infrared (FLIR) there is enough temperature difference to differentiate a periscope, he said. “Radar locates and FLIR pinpoints”.

Causing a racket

Amphibious operations by the UK naval task group were supported by two RAF Chinook HC4s support helicopters and two Westland Apache AH1 attack helicopters embarked on the helicopter carrier HMS Ocean. The Apache carried out live firing with AGM-114 Hellfire anti-tank missiles from over water around the Cape Wrath ranges. This was the first time these missiles had been fired in the UK. The task group then moved

Above: Royal Canadian Air Force CP-140 Auroras have been regular participants in Joint Warrior and this year was no exception with a single example from 405 Squadron. Tom Sunley Below: The US Navy sent one P-8A Poseidon 430 from VP-16 ‘War Eagles’, which operated alongside two P-3C Orions from VP-63 ‘The Madcats’, as part of a maritime patrol aircraft package. Tom Sunley

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SUSPICIOUS MINDS

south to support an amphibious landing by Royal Marines of 3 Commando Brigade on the Castlemartin ranges in Pembrokeshire. The Joint Helicopter Force was augmented for this phase of the exercise by eight landbased helicopters operating from RAF St Athan, outside Cardiff. Helicopters based there included three Chinooks, as well as RAF Puma HC2s and Royal Navy Merlin HC3s. The helicopter operations in south Wales made the headlines when a Chinook carrying an underslung pallet of rations suffered a mishap. The pallet came adrift and fell to earth spreading its cargo over a large area but fortunately missed traffic on the nearby M4 motorway in south Wales. An inquiry is underway into the incident. The logistic support of naval assets operating off the west coast of Scotland involved much helicopter activity to move stores and personnel on and off the warships. To help reduce the pressure on the warships’ embarked ASW helicopters, a Sikorsky S-61 from British International Helicopters was contracted to operate from a forward logistic site at Stornoway civilian airport. This shuttled around the fleet for the first ten days until it was grounded due to a technical fault. One of the two AS365N2 Dauphin helicopters operated by the company at Plymouth on a long-term contract to support the Royal Navy’s Flag Officer Sea Training (FOST) was also detached to Stornoway for the exercise. It stepped up operations to fill the gap

created by the S-61 going un-serviceable. Although Joint Warrior is predominately a naval exercise, specialist air support was provided by a number of units. Three USAF HH-60G of the 56th and 57th Rescue Squadrons deployed to RAF Lossiemouth to provide combat search and rescue capabilities. Tornado GR4s were on call to fly photographic reconnaissance missions for the participants. While RAF Leeming’s 100 Squadron dispatched several Hawk T1s to carry out mock air attacks on the fleet. A RAF Merlin HC3 also had an unusual mission after the Russian Government requested a snap inspection under the Vienna Document arms control in Europe agreements (see bottom). The Merlin was tasked to carry the four-person Russian

inspection team around the far north of Scotland to allow them to watch the exercise activity. But Russian involvement was not limited to the inspectors – a pair of Tupolev Tu-95 Bear long-range bombers made a foray from an air base near Murmansk over the North Atlantic towards the Joint Warrior exercise area. The RAF Typhoon QRA fighters were scrambled from RAF Lossiemouth to intercept the Russian aircraft. An A330 Voyager tanker from RAF Brize Norton refuelled the Typhoons and to enable them to stay on station until the Bears turned for home. The appearance of the Bears was an illustration of the revival of East-West tension and a reminder of the importance of NATO’s afm ‘naval flank’ in the North Atlantic.

Above: After an early morning sub-hunting sortie this French Navy Atlantique II returns to RAF Lossiemouth. The aircraft deployed from its home base of Lorient near Brittany, northwest France. Tom Sunley Below: Royal Navy submarine HMS Ambush heads out to the exercise area. Submarines from four NATO nations took part in Joint Warrior 15-1.

Uninvited Guests... The fact that Russian observers could attend Joint Warrior at very little notice can be traced to an agreement signed by NATO and Russia under the Organization for Security and Co-operation in Europe doctrine, known as the Vienna Document. Intended to provide an open exchange of information between military forces within Europe, the document’s purpose is to reduce any confrontation or misinterpreted hostile intent. Both NATO and Russian armed forces provide prior notice on any forthcoming military manoeuvres, large-scale

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exercises or incidents. Such information allows the ‘opposing’ nations to plan verification visits to military installations, observe the exercises and units in action to ensure compliance with the Vienna Document. Guidelines within the document allow for snap inspections to be made to sites and exercises, to ensure adherence to the agreement. Russia was able to use this as leverage in early April to insist that NATO allow one of its inspection teams to be present at Joint Warrior. GLENN SANDS

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ANG Eag l

IN

From Leeuwarden Air Base in the Netherlands, Kees van der Mark provides a photo report on the deployment of Air National Guard F-15s to Europe

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welve US ANG F-15C/D Eagles have arrived in Europe for a six month stay. The 159th Expeditionary Fighter Squadron (EFS) is the first US unit to deploy as a theatre support package (TSP) in support of Operation Atlantic Resolve. They will move to various bases during their stay. The aircraft – comprising six F-15Cs from the Florida ANG’s 125th Fighter Wing (FW)/159th Fighter Squadron (FS) and five F-15Cs plus a single F-15D from the Oregon ANG’s 142nd FW/123rd FS – arrived at Leeuwarden Air Base in two groups on March 31 and April 1 (see Air National Guard’s F-15s Deploy for Operation Atlantic Resolve, May, p12). Florida ANG is leading this TSP for the first three months, while Oregon ANG takes over for the second half of the mission. Consequently, around 90% of the 220 airmen currently making up the 159th EFS are from Florida, augmented by personnel from ANG units in Oregon, California and Massachusetts, as well as several air bases of the US Air Force in Europe. The main reason for the Eagles’ stay at Leeuwarden was to participate in the annual Royal Netherlands Air Force (RNLAF)-organised exercise Frisian Flag, held from April 13-24. With flying operations at Leeuwarden commencing on April 3 and continuing until May 1, the Eagle pilots also took the opportunity to fly additional missions with

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Main image: During their five-week stay at Leeuwarden the ANG Eagles flew many missions with Leeuwarden and Volkel-based F-16s of the RNLAF. All images Kees van der Mark Above: With afterburners lit, this Oregon ANG F-15C thunders down Leeuwarden’s runway 23 at the start of another mission. Above right: While at Leeuwarden, the ANG jets operated from a flight line at the northern part of the base, visible behind this landing Florida ANG F-15C. Right: Between March 26 and April 3, ten C-17 flights were made to Leeuwarden in support of the ANG deployment. C-17A 10-0222 from Charleston-based 437th Airlift Wing takes off from the Dutch base on March 30. Left: Florida ANG’s 159th Fighter Squadron CO Lt Col Paul Reedy is leading the expeditionary ANG unit during the first three months of its deployment to Europe.

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SUSPICIOUS MINDS

g les IN EUROPE

European air forces’ fighters, including RNLAF F-16AMs, German Luftwaffe Eurofighters and Swedish JAS-39C Gripens. The 159th EFS relocated to Graf Ignatievo Air Base in Bulgaria in the first week of May. Later on, its tour was also expected to include visits to air bases in Eastern Europe, but locations had not been decided afm by the time AFM went to press.

Eagles on Deployment F-15C 78-0489

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Tornados U As XV (Reserve) Squadron celebrates its 100th anniversary, Neil Pearson visits the squadron at RAF Lossiemouth to examine how the RAF trains its Tornado GR4 aircrew.

Above: Wearing special markings to commemorate XV(R) Squadron’s 100th anniversary, Tornado GR4 ZA461 takes off from RAF Lossiemouth in formation with an aircraft inherited from 617 Squadron ‘Dambusters’, which disbanded in 2013. All photos by author

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SUSPICIOUS MINDS

s Up North

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he first of 228 Panavia Tornado GR1 aircraft entered service with the RAF in 1982. By the start of the Gulf War of 1990-91 there were 11 frontline squadrons and two training units equipped with the GR1 and GR1A reconnaissance variant. Today there are only three squadrons flying the updated GR4 operationally but, despite the introduction of the multi-role Eurofighter Typhoon FGR4, the Tornado remains the fast-jet workhorse of the RAF and XV(R) Squadron, the Tornado Operational Conversion Unit (OCU), continues to provide training for aircrew. “Our primary role is to produce Tornado GR4 aircrew for the front line,” explained Wing Commander Jon Nixon, Officer Commanding XV(R) Squadron. “Our main training is the ‘Long Course’, which is typically eight to nine months and is for ab-initio pilots who’ve graduated from RAF Valley. Our last ab-initio WSO (Weapon Systems

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Officer) graduated in May 2014. We run a tailored version, depending on their background and skill set, for exchange officers being posted to an RAF Tornado squadron. “We also do a refresher course for experienced GR4 pilots and WSOs who are returning to the aircraft after other tours of duty. That’s a three-month course with a couple of weeks of ground school to re-familiarise themselves with the systems and then a lot of hands-on training, both synthetic and live, to learn the new software and new weapons systems. “Throughout the year we deliver postgraduate training to frontline aircrew and the most difficult of those is the Qualified Weapons Instructor (QWI) course. It’s a six-month course that takes the cream of frontline aircrew and turns them into experts in all aspects of weapons and tactics. “We typically run one course a year with three crews. We have the Electronic Warfare Instructor

Course (EWIC), which is a ground-based course and teaches people how to instruct EW on the Tornado. It’s an annual three-week course for about ten students. The final course we do is the Instrument Rating Examiner Course (IREC) which is a bespoke two-week course run as and when there is a requirement to train instrument rating examiners for the Tornado force.” Delivering all the training courses are 25 instructor aircrew, split roughly equally between pilots and WSos, who undergo the three-month Qualified Tactics Instructor (QTI) course. At their disposal are 12 Tornado GR4s, which are rotated within the Tornado Force aircraft pool but are generally an equal balance of frontlinerepresentative ‘strike’ GR4s and the dual-control GR4T ‘trainer’ variant. The squadron flew around 2,400 hours during 2014, graduating nine ab-initio students and seven refresher course students.

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SUSPICIOUS MINDS Ab-initio pilot training

The OCU is the last step in the UK Military Flying Training System (UKMFTS) pipeline. Pilots accumulate 354 flying hours before they are ready to join XV(R) Squadron where they will fly an additional 69 hours on the GR4. The journey begins with Initial Officer Training (IOT) at RAF College Cranwell, which lasts 36 weeks, before the student pilots move on to Elementary Flying Training (EFT) on the Tutor for 28-31 weeks. They then reach a streaming point where they are directed to either fast-jet, rotary or multi-engined aircraft. Those selected for fast-jets will head to RAF Linton-on-Ouse for 42 weeks of Basic Fast Jet Training (BFJT) on the Tucano T1. The final phase is Advanced Jet Training (AJT) on the Hawk at RAF Valley and takes 54 weeks. The first XV(R) Squadron students who had trained on the next-generation Hawk T2 graduated in August 2014, but the OCU will continue to receive students from the T1 until the final course for RAF pilots is completed at Valley in early 2016. Wg Cdr Nixon told AFM that the standard of students from RAF Valley is consistently high. “While I’ve been squadron commander we haven’t had a single student fail. Don’t get me wrong, it’s not an attendance course and the students coming here have a pretty tough time. It’s a very busy and demanding training environment. We take a building-block approach to get them to the front line where they’ll soon be able to deploy on operations.” Officially known, but rarely referred to, as post-graduates under training, students are enrolled on the 34-week ‘Long Course’, which is a combination of classroom time, simulator

“I can teach about other nations’ defence systems and surface-to-air missile systems. I think that’s more important than just being able to teach

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how the Sky Shadow box

US Navy exchange officer On exchange from the US Navy, Lieutenant Commander Matt Thompson has flown some 800 hours as an EA-18G Growler Electronic Warfare Officer (EWO) and is on a three-year posting to XV(R) Squadron. He graduated as a Naval Flight Officer (NFO) in 2001 and joined the EA-6B Prowler community at Naval Air Station (NAS) Whidbey Island, Washington, as an Electronic Countermeasures Officer (ECMO). After amassing around 1,000 flying hours in Prowlers, he was chosen to be one of the first instructors on the new EA-18G Fleet Replacement Squadron (FRS), VAQ-129 ‘Vikings’. He transitioned to the F/A-18F Super Hornet with VFA-106 ‘Gladiators’ at NAS Oceana, Virginia, and stayed for three years as an instructor building up 700 hours on the type before helping to stand up VAQ-129 at Whidbey Island. Following a course at the RAF Centre of Aviation Medicine and a UK orientation course on the Hawk at RAF Valley, he began a tailored version of the Long Course in January 2015. “The RAF hasn’t trained ab-initio Tornado navs for some time so the Long Course is now designed for pilots so I’ll miss out some events that aren’t particularly relevant to me in the back seat” explained Lt Cdr Thompson. “The aim is to complete by August/September if there’s room to do the night flying. As soon as I’m done, I’ll be going through the instructor course and then the plan is to do the EW instructor course.” At the time of AFM’s visit, Lt Cdr Thompson was around one-third of the way through the Long Course. “It’s a fun airplane to fly!” he enthused. “Eighty per cent of the flying I’ve done so far has been low-level and terrain-following radar (TFR) isn’t something I’ve experienced before. In the TFR mode, when the radar sees something up to six miles ahead, it automatically climbs to avoid it and it works really well. I have ground-mapping radar in the back that I operate, which sees out further than the terrain-following radar. When you’re flying it in the mode that it’s designed to be flown using TFR, it’s very smooth.” While flying the Prowler, Lt Cdr Thompson gradu-

Lt Cdr Matt Thompson in his ‘office’ for the next three years: the rear seat of a Tornado GR4. ated from the Electronic Attack Weapons School (EAWS). He said his knowledge and experience of electronic warfare was a key reason why he was chosen for the posting. “The RAF wanted someone who was a US Navy guy, a nav/EWO and who’d been through Weapons School. The Tornado Force wants a better understanding and knowledge of the threats that are out there and, as an EW expert, I can teach about other nations’ defence systems and surface-to-air missile systems. I think that’s more important than just being able to teach how the Sky Shadow box works. I’ve already given capability briefs on the Growler to the Typhoon guys, so my knowledge is being spread further than XV(R) Squadron.” Asked how the Tornado compared to the US Navy aircraft he has flown, Lt Cdr Thompson said the GR4 was similar to the Prowler. “The Prowler and Tornado are older technology but both countries have done a great job in putting new boxes onto the jet to keep them useful. “At heart, the Tornado is an old airplane but it’s very reliable with good parts. The RAF has adapted the jet with a good EW suite, Link-16 and a range of precision munitions. When you look at the Growler you’re talking ‘apples and oranges’. The digital electronics that are in there and the processing power makes everything much faster.” 

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SUSPICIOUS MINDS Left: In full reheat, the GR4’s RB199 engines each produce 16,000lbs (7,257kg) of thrust. Below: OC XV(R) Squadron is Wg Cdr Jon Nixon, seen here after completing an evasion sortie where he played the role of adversary.

events and flying hours in the Tornado. Flight Lieutenant Bill Read, a Tornado GR4 pilot and Qualified Flying Instructor (QFI), who has amassed around 4,000 flying hours, explained the early stages: “Initially they will spend around six weeks in groundschool, where they learn about the systems and checklists, both normal and emergency. They are also introduced to the crew concept because this will be the first time they’ll have flown with a navigator or WSO. They’ll do 15 simulator trips and a lot of computer-based learning before being assessed and moving on to the flying course.” The first phase of the course is Pilot Conversion (PCON). “PCON is six trips and we start with teaching them general handling with a staff pilot in the back seat of one of the trainer aircraft” explained Flt Lt Read. “At first it’s just about getting them airborne and letting them get

the feel for the aeroplane before we look at the effect of sweeping the wings. “Then we start introducing them to flying circuits and how to land the aeroplane, including approaches in various wing-sweep configurations, either flapless or 45/67° swept, single-engined approaches and with fly-by-wire failures. PCON6 is a captaincy check before they do two IF (Instrument Flying) trips and an IRT (Instrument Rating Test) and then we let them loose with the navs!” Flt Lt Chris Stradling, a QTI, is the most experienced WSO currently flying the GR4 and passed the 5,000 flying hour mark in September 2014 having been on Tornados for more than 27 years. “The NAV [Navigation] phase is three simulators and three sorties and is all about getting the pilots used to flying as a crew with a WSO,” he said. “The first trip will be flown with an ACO

[Aircrew Checking Officer] in the back. Next is the Formation phase, where they’ll fly four two-ship sorties; the first two with an instructor pilot in the back and last two with a nav. We teach them to fly close formation and tactical formation, and this sets them up for Air Refuelling and General Handling (ARGH), where they’ll practise different profiles for high-alpha handling and operational training manoeuvres such as we’d use in the event of having to do a missile defence for example. “The Night phase is three sims and four trips, and the fourth is usually flown with an instructor pilot to do air-to-air refuelling. ARGH and Night can be flown at any time after they’ve completed Formation, even right at the end of the course. Sometimes we’ll graduate guys during the summer without doing the Night phase with a caveat that they come back to us to do it later in the year before they can do night flying with their squadron.”

Above: Ground crew position the chocks as this GR4 returns from a sortie. Left: As the RAF Tornado Force is reduced, aircraft rotate between the remaining squadrons. As three XV(R) Squadron jets taxi to runway 23, one is in 617 Squadron markings and a IX(B) Squadron-marked jet sits on the flight line.

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Synthetic training There has been a huge increase in the use of synthetic training since Wg Cdr Nixon went through his instruction courses in 1997. “Back then, the sims were pretty much for emergencies and instrument training,” he said. “They were good for learning where the switches were and for system failures, but there were no visuals. Now they’re full mission simulators, at times, the sim is a better place to train than the aircraft. We’re looking to achieve about 75% live and 25% synthetic training.” In 2002, Thales UK won the contract to build and operate a complete synthetic training programme for the Tornado with sites at RAF Lossiemouth and RAF Marham. Mike Looseley, a former RAF navigator with 4,500 flying hours on types including the Vulcan, Buccaneer and Tornado GR1, is the Site Training Manager at Lossiemouth. “The groundschool is delivered using a combination of computer-based training and classroom lectures for two weeks before they get in the sim. After six weeks, an ab-initio pilot coming out of Valley is ready to get in the Tornado and fly. “We also do the refresher training and support the post-graduate courses. In fact, a lot of the elements of the post-graduate courses are much better done synthetically. The options for throwing Storm Shadows are pretty limited but they can do it all day long in the sim. “There are ten ex-RAF aircrew instructors, four pilots and six WSOs. We operate two full-mission simulators that use 13 projectors to display visuals 300° horizontally by 120° vertically. We can simulate all the aircraft sensors - the ground-mapping radar, TFR [terrain-following radar], the electronic warfare environment, forward-looking infrared picture, the NVG environment, the Litening III pod and Link-16. The full

range of weapons can be simulated and also RAPTOR [Reconnaissance Airborne Pod for Tornado]. We’re constantly modifying it to keep up with the aircraft and the latest thing is that we can simulate the collision warning system, which is being rolled out to the fleet. “The sims can be linked together and flown as a pair. We can also do a tactical environment of up to

150 computer-generated forces including friendly fighters, enemy fighters, SAMs, refuelling tankers and photo-realistic ground targets. “People can also be added which is useful when they’re learning about rules of engagement. We can give them clearance to engage a certain situation and then walk a group of civilians through the area to see how they react. A lot of our mission rehearsal play is done with that in mind, i.e. ‘we’re off to war, let’s practice the exact missions we’re planning to do over there’. “In the run-up to deploying the Tornado Force to Afghanistan we got all of the ‘bells and whistles’ that they would be taking to Afghanistan, even before they got them on the jet. Before each deployment, aircrew did a minimum of three serials in the simulator, which got them used to the geography and tactics they’d be using and how the aircraft would handle. The aircraft feels very different at +40° Celsius and 3,000ft [914m] above sea level to zero degrees at Lossiemouth at sea level!”  Above: Two Thales UK instructors man the computer consoles as a XV(R) Squadron simulator sortie taxies for take-off. Below: With the two ‘sims’ linked, a pair of GR4s enter the circuit at RAF Lossiemouth.

“In addition to being assessed on how successfully they hit targets on time, whilst dealing with air threats that will try and bounce the formation off their route, the students will also be coping with some ground threats.”

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SUSPICIOUS MINDS Operating the GR4 as a weapon system

Up to this point, all the training is based on how to fly the Tornado, and Flt Lt Read told AFM that although the GR4 is an easy aeroplane to fly, it is not as easy to operate. “You can get airborne and fly around the radar pattern easily enough, but operating the systems and getting that crew resource management going with the nav is the tricky bit.” The Academic Weaponry phase begins with three simulator events followed by six weapons sorties before a final weapons check sortie with a QWI or ACO in the rear seat. Flt Lt Stradling said: “Previously they’d be dropping practice bombs, but now the only weapons they actually release from the aircraft are 27mm bullets during low and high-angle strafe. They’ll learn low- and medium-level Brimstone and Paveway IV releases, although we only teach them Legacy Brimstone because DMB [Dual Mode Brimstone] requires an LDP [Laser Designator Pod/Litening III] to prosecute properly, so that will be taught on the front line.” Although not part of the ab-initio syllabus, many students are able to experience live weapons releases during a heavy weapons detachment. In 2014, XV(R) Squadron deployed to Hill Air Force Base in Utah for Exercise ‘Torpedo Focus’ to employ live Paveway III, Paveway IV and Brimstone. Wg Cdr Nixon said the detachment was invaluable training for the students. “The firing of a Brimstone, for example, is

Final checks before take-off on a Pilot Conversion sortie with a student in the front seat and instructor pilot in the back.

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Above: Flt Lt Phil Chalkley an initio student pilot (left) and QFI Flt Lt Bill Read outbrief for a training sortie. Below: The GR4T rear cockpit has flight instruments, a control column, engine throttles and levers to control wing sweep and flaps. The trainer variant is used mostly in the early phases of the Long Course.

something that you can do as many times as you want in the simulator but that ‘bigmatch’ temperament of releasing weapons is something that we want students to experience before they do it on operations. We deployed with combat-experienced Tactical Air Controllers (TACs) because they always went with us on deployment. So the students prior to leaving the OCU were firing live weapons and working with people on the ground in a scenario that is as close as we can emulate to operations in Afghanistan or northern Iraq, for example.” In the Air Combat Training (ACT) phase the students are taught how to get the best out of the aircraft in the event of finding themselves up against an air-to-air threat. Following two simulator trips, five sorties are flown with the aim of teaching them how to "max perform the aeroplane" said Flt Lt Stradling. “We have a limited air-to-air radar capability, nothing like the Typhoon or the [Tornado] F3 used to have, it’s just a raw radar, but we can use it to find other aeroplanes and manoeuvre around to try to get ourselves into a position of advantage. Currently, it’s all one-vs-one but we’re going to increase the profile up to two-v-one.” Two Electronic Warfare (EW) simulator events precede the two close air support (CAS) sorties that are flown at medium and low-level using Forward Air Controllers (FACs) on the ground whenever possible. “During AI [Air Interdiction] crews develop the skills learned in Academic Weaponry and learn to strike pre-planned tactical targets with rules of engagement and collateral damage issues as part of the scenario” continued Flt Lt Stradling. “We introduce them to Storm Shadow and they will have specific timelines to put them under pressure. We build up the pressure during the four AI sorties so students get less time

to do more complex tasking and then they’ll also get re-routing and re-tasking in the air. We’ll throw something at them when they’re airborne, which they know nothing about, and they’ll have to formulate a plan to prosecute the target to the best effect and then execute it. “The last phase is Evasion involving a two-ship formation of student pilots and a third aircraft, flown by instructors, which will get airborne and simulate an enemy fighter. Instructors position themselves to threaten the formation and it’s up to the students to manoeuvre to deny the threat whilst still making sure they achieve bombs on target on time. “The first Evasion sortie is precisely planned and briefed so everyone knows exactly which way the aeroplanes are going to go. It’s to practise what we call the ‘mouth music’, i.e. making sure communications are accurate and concise. The end-of-course check is another Evasion sortie where students have to plan the mission and be assessed on their weapon-to-target matching and choosing the most appropriate delivery profile. “In addition to being assessed on how successfully they hit targets on time, whilst dealing with air threats that will try and bounce the formation off their route, the students will also be coping with some ground threats. “We use Hawks quite often during the Evasion phase, but we’ll be using Typhoons for the AFFIL [Affiliation] phase, which will be added to the syllabus soon” explained Flt Lt Stradling. “Without radar and only infrared missiles, you’re looking at visual range attacks with the Hawk. With Typhoon we’re looking at BVR [Beyond Visual Range] and, potentially, quite long-range shots using AEW [Airborne Early Warning] like ‘Magic’ [E-3D Sentry] or a GCI [Ground-Controlled Interception] to give you information about where the threat is.”

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SUSPICIOUS MINDS After joining a frontline squadron, the newly qualified Tornado pilots carry out an arrival check flight with an experienced pilot in the rear seat, and work-up training in anticipation of being deployed. When not deployed, they look to achieve upgrade qualifications including becoming RAPTOR-qualified, being cleared to fly down to 100ft (30m) and being qualified to fly low-level at night using NVGs and FLIR but without the terrain-following radar.

Single-engined approaches are one of the elements taught during the pilot conversion phase.

Looking to the future

The Tornado is the most operationally experienced fast jet the RAF has ever operated, having been employed almost continuously since the first Gulf War sorties of Operation Granby in 1991. Eight GR4s are currently deployed to RAF Akrotiri in Cyprus to carry out reconnaissance and air strikes against Islamic State militants in Iraq under the banner of Operation Shader. The GR4 remains an incredibly capable platform but the airframes are at least 30 years old. The Out of Service Date (OSD) is March 2019 and there are only three squadrons operating the type: IX (Bomber), 12 (B) and 31 Squadron. With the reduction in demand for Tornado aircrew, and no requirement for ab-initio fast-jet WSOs, is

XV(R) Squadron living on borrowed time? Wg Cdr Nixon said: “The squadron is shrinking to meet the demand of the front line and there’s been a gradual drawdown over the last year. I think we’ll continue to see a slight reduction in numbers [of students] going through the

OCU, which will continue until we’re absolutely sure that the Tornado OSD is set. We’ll get to a point 12-18 months before then where training someone for Tornado will make no sense. Under current assumptions, the plan is that XV afm should stay as the OCU until April 2018.”

100 years of XV Squadron The squadron was formed as a Royal Flying Corps training unit at Farnborough on March 1, 1915. By December they found themselves operating in France, flying BE2c single-engined, two-seat biplanes and supporting the Army in a reconnaissance role. The end of the Great War saw the disbandment of 15 Squadron but they reformed in March 1924 as part of the Aeroplane and Armament Experimental Establishment at Martlesham Heath to carry out trials of various weapons and aircraft types. The squadron became a full-time bomber unit in June 1934 at Abingdon, equipped with the Hawker Hart. It was during this period that the Commanding Officer, Squadron Leader Thomas Elmhirst AFC, decided that the squadron number should be written in Roman numerals. In May 1936 King Edward VIII approved a new squadron crest using ‘XV’ and featuring a hind’s head, which represented the Hawker Hind to which the squadron had transitioned. The design remains to this day. Having re-equipped with the Fairey Battle, XV Squadron again deployed to France as part of the RAF’s Advanced Air Striking Force in September 1939 but returned to the UK by the end of the year to fly Bristol Blenheims in the ground attack role. Vickers Wellington bombers arrived in November 1940 which, in turn, gave way to Short Stirling heavy bombers the following April. One of the Stirlings was named MacRobert’s Reply and was purchased with £25,000 donated by Lady Rachel MacRobert in memory of her three sons who were killed while serving with the RAF.

Above: The MacRobert family crest is proudly carried on the forward fuselage of ‘MacRoberts Reply’. This was the start of a tradition that the RAF has kept alive with a succession of RAF aircraft carrying the name and tail letter ‘F’. At the end of 1943, XV Squadron received its first Avro Lancasters, which it would operate until the end of the war before converting to Avro Lincolns in 1947 and the Boeing Washington (B-29) in 1951.

The first jet aircraft to be operated by the squadron was the English Electric Canberra in 1953. During the Suez Crisis, the squadron dropped more bombs than any other Canberra unit. The squadron was briefly disbanded in April 1957 prior to re-forming on the Handley-Page Victor nuclear bomber in September 1958, but would again be disbanded six years later. On October 1, 1970 XV Squadron was reborn with Blackburn Buccaneers at RAF Honington before moving to Laarbruch in Germany in January 1971. XV Squadron began its long association with the Tornado on September 1, 1983 as the first RAF Germany Tornado unit. It would continue to be a frontline squadron until disbanding in December 1991, having served with distinction in the Gulf War, although the squadron would only remain dormant for a short period. The following year the XV (Reserve) Squadron numberplate was given to the Tornado Weapons Conversion Unit (TWCU) at RAF Honington, replacing 45(R) Squadron, before relocating to RAF Lossiemouth in 1993. With the closure of the Tornado Tri-National Training Establishment at RAF Cottesmore in 1999, XV(R) Squadron became the Tornado GR1 OCU with sole responsibility for training all future RAF Tornado GR aircrew. 

Tornado GR4T ZA602/F is the current ‘MacRoberts Reply’ aircraft which features a MacRoberts tartan tail band.

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14/04/2015 17:12

ITALIAN CSAR

Returns The Jedi

The airmen of the Italian Air Force’s 82nd SAR Centre, callsign Jedi, are constantly ready for action. With the new HH-139A replacing the veteran HH-3F Pelican, operations have been revolutionised, as Francesco Militello Mirto and Luca La Cavera discovered for AFM.

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ITALIAN CSAR

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he 82nd Centro CSAR (Combat Search and Rescue) maintains round-the-clock SAR cover from its base at Trapani-Birgi, on the western tip of Sicily. In August 2013 it began flying the new AgustaWestland HH-139A helicopter after several months of intensive pilot and rear crew training. Its tasks include the recovery of downed military aircraft crews in national territory and adjacent international waters, special transport under orders from the National Government Authority, disaster relief, SAR support to civilian aircraft accidents domestically and over international waters, SAR response to civilians missing on land or sea, and emergency transport for the seriously ill or injured. Major Daniele Grano, 82nd CSAR commander, has flown the SIAI-Marchetti SF.260, Cessna T-37, Northrop T-38, Nardi TH-500, Agusta Bell HH-212, Agusta Sikorsky HH-3F and HH-139A, amassing around 2,000 hours and participating in several out-of-area

missions, including Operation Antica Babilonia in Iraq and alongside the International Security Assistance Force in Afghanistan. He extols the virtues of the 82nd’s latest equipment. “Since we introduced the HH-139A we’ve flown around 1,300 hours of training and operations. We completed the first phase of crew qualification some time ago and since then we’ve proven the excellence of the helicopter in many rescues. The HH-139A is extremely versatile. The version in use with Italian Air Force [ItAF] is configured primarily for SAR, although it also has provision for combat roles. The helicopter’s avionics and equipment are of the latest generation and its propulsion system well matched to its weight. “Although it’s small compared to its

predecessor [HH-3F], the HH-139A has an expanded flight envelope, allowing crews to intervene more quickly and at higher altitudes. The aircraft’s increased efficiency and high level of automation leave crews to focus on the mission, increasing their chances of success.” Meanwhile, ItAF AgustaWestland HH-101A Caesar deliveries have begun. As well as SAR, the aircraft will maintain important personnel recovery (PR), special operations support and slow mover interceptor (SMI) capabilities. They will serve alongside the HH-139As, which will continue fulfilling the national SAR alert capability. The first HH-101As will be assigned to the 15th Wing at Cervia, after which they will be deployed to a second base, likely Trapani.

An HH-139A formates with a TH-500E during a local training sortie from Trapani-Birgi. Below are the vast salt flats for which the Italian region is famous. All images by authors

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ITALIAN CSAR Bottom: A crewman monitors the hoist as an 'air rescuer' is winched aboard during an overland rescue practice. Below: A state-of-the-art stabilisation system and autopilot greatly ease the workload of the two pilots. When in the hover, the HH-139A must hold a 7° nose-up attitude, which is maintained by the onboard computers.

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The team

Two pilots, an SAR operator (known as an operatore di bordo, or OB and holding an operatore SAR [OSAR, or SAR operator] qualification) and an ‘air rescuer’ (Aerosoccorritore - AR) comprise a national SAR alert HH-139A crew. The HH-3F carried two OBs as standard, but the crew noted above is the minimum for an HH-139A SAR mission and more personnel can be added as required. The OB is responsible for managing the cabin and is involved in the search for stricken vessels and missing persons, alongside the rest of the crew. Trained to operate the onboard search and communications equipment, the OB also manages the radio, directs the pilots during rough-field landings and during flight into tight operating locations, works the rescue winch, implements emergency procedures should the aircraft have to ditch, co-operates with medical staff as casualties or patients are loaded and unloaded, and assists the pilots during engine start and shutdown. An OB with more than 700 hours' experience described the HH-139A’s capabilities: “It has modern avionics and NVG [night vision goggle] compatibility, which allows us to manage search operations over land and

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ITALIAN CSAR sea with greater ease and safety than in the Pelican. We’ve increased safety during night operations, which we’re often called on to fly; the avionics enabling us to operate with greater efficiency in many situations. “Although the cabin is significantly smaller than the HH-3F’s, the new helicopter is fast and very agile, with rapid rotor start times, which is important for an SAR machine. The external cameras are excellent, helping us improve safety, while the FLIR is important in searching for casualties at night.” Much of the AR’s job is the same as it was on the HH-3F, with the added task of operating the HH-139A’s satellite phone and FLIR.

Flying the HH-139A

Rescue at sea

Given Trapani’s geographical position, much of the work undertaken from here is naturally over the sea. The Sicilian ‘Jedi’ are frequently placed on alert to assist crew or passengers on the many ships and fishing boats transiting the Strait of Sicily, and a Trapani SAR Centre pilot described such a mission exclusively for AFM. “I was on-call on Friday, September 12, 2014, which means being part of an alert crew providing emergency coverage outside normal working hours. I was playing with Above: The helicopter is equipped with an integrated NVG-compatible glass cockpit featuring advanced active-matrix crystal displays and cursor control devices for each pilot.

“Although the cabin is significantly smaller than the HH-3F’s, the new helicopter is fast and very agile, with rapid rotor start times, which is important for an SAR machine.”

The HH-139A’s versatility is exemplified by the ease and rapidity with which it can be reconfigured from SAR fit to medevac, or transport, with up to 12 passengers in the cabin. Power comes from a pair of Pratt & Whitney Canada PT6C-67C turboshafts each capable of delivering 1,679shp on take-off. The aircraft therefore boasts excellent performance at sea level and high altitude. In the cockpit, the Honeywell Primus Epic avionics suite employs large LCD screens to display huge amounts of ergonomically optimised data. The system is organised in the same way as a Local Area Network (LAN), where all the information can be immediately displayed and made available for the aircraft commander and second pilot to help them carry out the mission. The HH-139A is also equipped with a dual-role weather/search radar, forward-looking infrared (FLIR), searchlight, rescue winch and a hook for underslung loads. An experienced pilot with more than 1,300 hours, Trapani-based Lt ‘CZ’, looked back on the

Above: Major Daniele Grano is the 82nd Centro CSAR Commander at Trapani-Birgi airport. He has flown missions in Iraq and Afghanistan in support of ISAF operations.

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HH-3F Pelican: “It was a milestone in national SAR capability, saving 7,000 lives over a 37-year career in more than 185,000 hours. The HH139A has a great deal to live up to. “Making a comparison between the two aircraft doesn’t do justice to either. Firstly, the HH-139A is smaller and lighter than its predecessor, with consequences in terms of cabin space, although its power/weight ratio is remarkably greater. Secondly, the HH-3F was designed in the 1960s and entered ItAF service in 1977. Over the years since, while the Pelican excelled, strides were made in engineering, information technology and, above all, in materials, allowing the widespread use of composites in the HH-139A. “The HH-139A is extremely capable. It provides tools that help reduce planning time and the presentation of navigation, search pattern, radar and FLIR information can be arranged on the cockpit screens as required to increase situational awareness and decrease crew workload.” With abundant power available, in most cases an HH-139A can take off and land at any weight and still achieve a safe landing or continue in flight should an engine fail. The aircraft has a never-exceed speed (VNE) of 167kt (309km/h) and a service ceiling of 20,000ft (6,096m), while its state-of-the-art auto-stabilisation system and autopilot greatly reduce pilot workload. In level flight the aircraft flies with an almost horizontal attitude, making it very comfortable, especially for passengers. In the hover this attitude translates to a nose-up angle in the region of 7°. The advanced avionics enable the crew to task the autopilot with flying the helicopter while they concentrate on the mission, but as Lt CZ explains, sometimes only manual flying will do: “The demands of the SAR mission call on us to fly through difficult terrain, avoiding obstacles, with the helicopter precisely positioned. No automatic system or sensor can do better than the pilot. Holding the cyclic and collective you feel the response of the rotor as every input is transformed into immediate and accurate reaction by the machine. It’s a very stable helicopter, but at the same time extremely reactive, with a great deal of surplus power.” 

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ITALIAN CSAR

my daughter, enjoying a quiet evening at home with my family when the phone rang at 2230hrs. It was our operations room. The operator told me the RCC [rescue co-ordination centre] at Poggio Renatico was about to order an immediate take-off to pick up a critically ill Cypriot passenger from a Maltese-flagged cruise ship. “I began preparing while I was still on the phone, then rushed to say goodbye to my wife, kiss my baby and leave the house. My task, as first officer, is to assist the aircraft commander [AC] during the mission. When I arrived in the operations room the operator already had the initial information. Now the planning work started. It’s important to know the distance to the ‘target’, but, above all, to know where the patient needs to be taken. One of our objectives is to minimise mission duration. “Meanwhile, the rest of the crew had arrived, each with a specific task and all working quickly and quietly…there was a life to save! The RCC told us we’d be taking a doctor and nurse from the local medical emergency service with us. They would help us determine the patient’s condition and the destination hospital. We envisaged three possible destinations, and it was important for me to understand where we might be going. Every possibility had to be carefully evaluated, since the fuel load was critical. We couldn’t just fill up, because too much fuel could make winching operations difficult or, in some conditions, impossible, while too little would reduce our time over the ship and add unnecessary time pressures to the mission. “With the information gathered, I outlined an action plan and submitted it to the AC for careful scrutiny. A detailed briefing, during which the AC summarises mission flow and events, always precedes take-off. It’s an important moment – doubts and concerns must be raised and resolved immediately. Every detail is important and nothing left to chance. Mission events are carefully discussed, with special emphasis on emergency procedures or critical issues that the crew should watch out for. All the crew participate and contribute

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Above: The standard crew for an alert SAR HH-139 consists of two pilots, a SAR operator and an ‘air rescuer’. If necessary, due to the large cabin space, extra personnel can be carried for specific rescue missions. Below: Every take-off is preceded by a thorough briefing where the aircraft commander summarises the details of the mission. The entire crew has an input at this stage to discuss their specific role in the upcoming flight.

within their areas of responsibility. “At 2345hrs the scramble order became executive. Now time seemed to contract, with everything moving quickly. We reached the operating area and began estimating the wind direction for the approach to the cruise ship. Thanks to our night vision we’d identified it from several miles, the radar and FLIR helping us discriminate the brightly lit vessel against the heavy traffic crossing the Strait. “The approach to a vessel, especially at night, is a manoeuvre not to be underestimated. The helicopter and ship are in relative motion and it must be carefully and expertly managed. Given the windy conditions, we realised that we needed the ship to adjust its heading and speed. It’s important that we hover into wind, with visual references allowing the AC to keep us over the selected point in absolute safety. “Winching began, the AR safely transferring with the medical staff onto the ship. We then moved away, accelerating to a speed suitable for maximum endurance while waiting for the AR to transmit an estimated recovery time. Time passed quickly and soon I needed to do my homework again. The AC needed to know how long we could stay in the area. “Then the AR reported that it was time to recover our party and pick up the Cypriot.

The doctor reassured us about the patient’s condition and determined that Trapani’s was the most appropriate hospital. This simplified things, because it meant returning to our departure airfield. Recovery was quickly completed, the stretchered patient coming on board via the winch. We breathed a sigh of relief as the OB reported the end of winching and the door closing. The first part of the mission had been completed successfully. “Now we flew at maximum speed to Trapani, where an ambulance was waiting for our critically ill passenger. The relief when you spot the runway lights in total darkness is indescribable, and we landed and taxied towards our parking spot. Engines off and rotor stopped, we prepared to transfer the patient to the ambulance. “But our work wasn’t over yet. A debriefing follows every flight, with everyone contributing. Each mission is different and lessons learned improve our ability to intervene next time. It was 0300hrs by the time we’d completed our post-flight procedures. Fatigue soon took hold, but we resisted for a while… We were in a good mood, laughing and joking. The satisfaction when you realise your actions have been decisive in saving afm a human life is beyond words.”

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SUSPICIOUS MINDS

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istorically Sweden has been a neutral country, but its people know that a robust military is necessary to deter potential aggressors and defend the nation. Its military forces frequently train with Nordic neighbours, Norway, Finland and Denmark. Swedish Armed Forces participate in United Nations sanctioned operations, and as a NATO partner it regularly exercises with members and can be integrated into its operating procedures. The Swedish Air Force (Flygvapnet), as did many others, made cuts following the end of the Cold War and as a necessity of national austerity. In 1994 the Flygvapnet operated 400 fighter aircraft, ten years later this number was just 150. Today it has around 100 SAAB

JAS 39C/D Gripens in service operating from just two frontline air bases; F 21 Wing at Luleå in the north and F 17 Wing at Ronneby in the south, and from the centrally located Gripen conversion training Wing (F 7) at Såtenäs.

No-stress philosophy

Since 1987, following the retirement of the Scottish Aviation Sk 61 Bulldog, fixed-wing basic flying training is exclusively on the SAAB Sk 60 (SAAB 105) jet trainer. The Flygvapnet has its own way of preparing student pilots. When candidates apply to attend the Flying Training School (FTS or FlygSkolan) at Linköping/Malmen they choose between the fighter or transport pilot.

Below: Two JAS 39C Gripens fitted with Rafael Litening III targeting pods, the nearest also has the Spaningskapsel 39 Modular Reconnaissance Pod System. Photo-reconnaissance and identification missions for intelligence gathering purposes are flown in cooperation with the Swedish Navy and Swedish Coast Guard.

Gripens look

“Usually, students are lost in the second year when the air combat one-versus-one starts and threedimensional thinking begins.”

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SUSPICIOUS MINDS

ok East

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Philip Stevens and Bjorn Hellenius examine Sweden’s unique approach to training its future frontline Gripen pilots.

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SUSPICIOUS MINDS Left: In 2009 Saab was awarded a contract to upgrade the Sk 60 cockpit to include GPS, enhanced gyros and an aircraft communications addressing and reporting system (ACARS). The modifications were initially rejected by the air force in 2012 due to problems with the inertial navigation system but after modification they were reinstalled the following year. Below: Lt Col Nelson during a briefing with a young pilot. Mission planning, radio settings and weapons information is uploaded on to a cartridge which is slotted into the instrument panel by the student.

Successful candidates typically have no flying experience when they join FTS each February to start an 11-month course. Major Mike Rosenquist is the FTS Deputy Commander, a test pilot and Qualified Flight Instructor and is an enthusiastic supporter of the no-stress philosophy adopted by the FTS. “During the course students are not ranked in class, they either pass or fail.” This practice prevents competition among the students for a seat in a Gripen. “This is good because they help each other, they are a team all struggling together to pass the course. The stronger guys will help the weaker ones, if there is competition they will not help each other,” says Maj Rosenquist. This philosophy is a key element of FTS, which started in the 1970s, provides pilot training in a low-stress environment. As Maj Rosenquist explains: “In the first year the students learn to fly the aircraft, in the second year they learn how to use the aircraft.” The Swedish weather often dictates when phases in the course can be flown and completed. Low-flying training starts in the summer and gives way to aerobatics at higher altitudes in preparation for air combat training with the onset of winter. As Flygvapnet’s two frontline fighter wings fly reconnaissance missions protecting the

coastline and Sweden’s sovereignty, the advanced training stages reflect these duties. Maj Rosenquist describes a visual reconnaissance-training task: “Students fly over the Baltic Sea to find a ship and conduct certain manoeuvres around it and return with the name of the ship.” The 40-year-old side-by-side Sk 60s are still equipped with handheld wet-film cameras, which fit between the ejection seats for students to use during photoreconnaissance training sorties.

Ice and air

Students progressing to the second year look forward to the chance to ‘shoot’ down their instructors, however the exercise is not as they imagined. Captain Klas Bäckström is aware how challenging the students find the air combat phase of their course: “Usually, students are lost in the second year when the air combat one-versus-one starts and three-dimensional thinking begins. They are expected to think a lot more on their own and the demands increase.” The instructors consistently beat their younger and allegedly fitter student opponents at ice hockey. Capt Bäckström, callsign ‘Shrek’, puts these victories down to superior tactics both in the air and on the rink. Instructors in the second year have one of

the toughest jobs, explains Capt Bäckström: “The students are doing the flying, but they [instructors] need to look around inside the cockpit and outside to see what the other aircraft are doing while they are pulling g. It’s hard on the neck and back muscles. When you are flying as a target for the students, you have to let them get you in their sights; you are always looking backwards or using your mirrors. You can’t instruct them if you can’t see them.” Battle formations and four-ship aerobatics are flown solo as students move in to the air-to-air combat phase. The course continues with basic fighter manoeuvres (BFM) and there is a step-by-step approach to air combat manoeuvres (ACM) for oneversus-one and later-two-versus-one sorties with no limitations apart from speed and g. The instructor will first fly as the first wing lead and then as the target for the students. This procedure is challenging for the instructor flying as the target. “You can’t do anything that could ruin the exercise, you have to be smart and see the situation so that the student can follow with the right actions” says Maj Rosenquist. Air combat and close air support (CAS) training exercises continue to course end, which is June.

Above: Major Niklas Iskasson, 2 Squadron Commander at Linkoping flying in the Saab Sk 60: “I have flown the Sk 60, Viggen and Gripen, it’s the Sk 60 I like the most because flying at 100ft you can almost feel the tree-tops and the sea, it’s like being in a go-cart.” Right: A pair of JAS 39C Gripens on a low-level training sortie over the island of Gotland – 56 miles (90km) southeast of Sweden. Visby airfield on Gotland is used most weeks as a hot refuelling base to extend the mission time and range or the combat radius during exercises. All photographs by Philip Stevens

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SUSPICIOUS MINDS

Shipping in Sweden’s waters is routinely investigated and photographed at close quarters by Gripens, here Cape Blanc, an oil tanker owned by UPT, sails out of the Baltic towards the North Sea.

The front line

After graduation the students transfer to F 7 Wing at Såtenäs, where they spend a year of conversion training from the Sk 60 to the Gripen (step one), followed by the first part of their combat readiness training, (step two). Step three, to bring the students up to operational level, is completed at the frontline squadron. Arriving at their chosen frontline squadron, the training becomes more challenging for the students, combining navigation with low-level attack runs and using basic weapons systems. With the onset of winter, low-level flying is replaced with air-combat training at high level including fighter-versus-fighter dogfights and beyond visual range (BVR) training. In spring the squadron’s new pilots, progress to CAS missions and more complex scenarios. These sorties are flown at medium or low-level, according to cloud cover and the prescribed ‘threat level’. Intelligence, surveillance and reconnaissance training sorties follow with the students flying as singletons or as number two to a lead. “It is easier for the student flying on their own, they can just focus on their own aircraft, which they can’t do as a number

two,” says Major Per Hård af Segerstad an experienced Gripen pilot with F 17 Wing. Lieutenant Colonel Anders Segerby, Wing Commander Flying, is in charge of all flying operations at F 17 and explained the role of his wing: “Some people don’t think it is politically correct to look to the east and say we have a threat. I’m a realist. If I were to define a threat within our northern area, it’s probably going to come from the east.” The role of F 17 reflects the perceived threats to Sweden’s sovereignty, Lt Col Segerby explains: “The perception is that the likely threat to Sweden is by air and sea rather than by land. We have a long coastline and we do a lot of anti-ship training where we fly as low as possible to avoid detection.”

Hunting ships

With a coastline of 2,000 miles (3,218km) to protect, Sweden has always monitored shipping from Russia and the former Eastern Bloc countries of Estonia, Latvia, Lithuania and Poland sailing in the Baltic Sea. All shipping has to pass through the narrow straits between Sweden’s southernmost shores and Denmark if they are to reach the Atlantic Ocean.

Gripen pilots fly maritime photoreconnaissance and shipping identification missions for intelligencegathering purposes. These missions have occasionally been in co-operation with the Swedish Navy and Coast Guard. Luleå and Ronneby air bases have aircraft on permanent quick reaction alert (QRA). Lt Col Adam Nelson, Commander of 171 Squadron at Ronneby described his squadron’s role: “We are multi-role day and night flying at low level involving VID [Visual Identification] of shipping, helicopters and other aircraft as part of our QRA over the Baltic.” “We use air-to-air and BVR [beyond visual range] tactics often at low level, we know possible opponents in this area have very sophisticated GBAD [ground-based air defence] systems on the ground and aboard ships, there may also be a SAM [surface-to-air] threat.” In its anti-shipping role, the Gripen can be equipped with the RBS-15F which is a long-range, fire-and-forget, surface-tosurface and air-to-surface, anti-ship missile developed by SAAB Bofors Dynamics. For its reconnaissance and the intelligence gathering role, the Gripen can be equipped

“It is easier for the student flying on their own, they can just focus on their own aircraft, which they can’t do as a number two.”

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SUSPICIOUS MINDS with a centreline Terma/SAAB Modular Reconnaissance Pod System (MRPS) designated the Spaningskapsel 39 (SPK-39). The MRPS is fully digitised and built around three main sub-systems; the sensor fit, the Digital Mass Memory and the Reconnaissance Management System. It is interfaced with the aircraft’s avionics with day and night capability. Housed in the ‘Strongback’ pod, which has a 360º rotating window, it is electronically synchronised to the sensor aiming system. The window can be positioned along any part of the mid-section, so other sensor types can be fitted into the pod. Lt Col Nelson spoke of intelligence gathering: “Normally, we will have a ‘hint’ that a new vessel will be conducting tests somewhere in the Baltic. Generally there are new maritime vessels coming out of the shipyards in the St Petersburg and Kaliningrad area as the Russian Navy is now upgrading. We work jointly with the Swedish Navy; of course, they are very interested in our pictures.” Maj Hård describes the methods employed for finding and photographing shipping, using the Gripen’s onboard Low Pulse Repetition Frequency (LPRF) Radar. This can be switched to surface mapping mode so a large surface area can be scanned within a very short time. Describing the four tight circling manoeuvres employed to obtain close-up pictures using a high-resolution, short-range cameras, Maj Hård says: “You approach the ship as low as possible from the stern and start off with a top shot to get a good view of personnel and equipment on deck, and then go for side shots flying a ‘pretzel’ flight geometry.” This is to enable each side, the bow and the stern to be photographed in the shortest time. Specific ships can be notified and targeted in Swedish waters beyond 12nm (22km) as well as in international waters in the Baltic and the Western Sea. Maj Hård would not be drawn on where the requests for intelligence could originate from, only saying: “The tasking makes it quite clear what you are looking for.”

Above: Major Rosenquist callsign ‘Roten’ is the FTS Deputy Commander, at 48-years-old he flies 100 to 150 hours per year which still includes duties as a test pilot.

Stealthy intruders

In October 2014, civilian photographs of a surfaced submarine were confirmed by a sonar image released a month later to show that a foreign submarine had entered Sweden’s territorial waters near to Stockholm. Naval vessels and aircraft scoured the area but could not identify the submarine or the country responsible. Suspicions fell on Russia but its defence ministry denied its vessels were involved. In 1981 a SC Soviet Navy Whiskeyclass submarine (U137) complete with nuclear weapons ran aground near to the southern Swedish naval base of Karlskrona. It was released ten days later. There are numerous

Above: Lt Col Segerby, Wing Commander Flying at F 17 Ronneby has 1,300 hours on the air interdiction and reconnaissance variants of the Viggen, plus 600 on the multi-role Gripen. Below: In 2008 six examples of the Agusta A109LUHS, designated Hkp15B, were navalised for SAR and ASW duties. They are routinely utilised for surface surveillance and sea traffic control and additionally support land forces. They are also required to act as targets over the sea for the Gripen pilots.

other reports of intruding submarines throughout the 1980s and again in 2011, when depth charges and mines were dropped.

Helicopter support

Since 1998 all Swedish military helicopters come under the Swedish Armed Forces Helicopter Wing (Försvarsmaktens Helikopterflottilj), which is divided into squadrons. Each have their own assigned duties and work in co-operation with the air force, army and navy. Assigned to F 17 Wing at Ronneby, 3 Helicopter Squadron’s (Helikopterskvadronen – 3.HkpSkv) role is to support naval operations using the AgustaWestland AW109MUH designated the Hkp15B. CAS missions can be flown in conjunction with forward air controllers (FACs) in an Hkp15A/B helicopter flying low in the area. Lt Col Nelson outlines communications between the helicopter and Gripen pilots: “The FAC will describe the target's surroundings, a town, in a built up area or woodland perhaps. You can say you see a lake and then he’ll direct you from his map, for example saying, ‘Southwest times two the lake’s length, there you will see a small stream with an ‘S’-bend’.” Precise coordinates can be given using the onboard laser designator pod. Occasionally Hkp15Bs are also required to act as ‘practice targets’ over the sea for the Gripen pilots to intercept. Sweden values its neutrality, but with regular challenges by the Russian military its afm military forces must remain vigilant.

“You approach the ship as low as possible from the stern and start off with a top shot to get a good view of personnel and equipment on deck, and then go for side shots flying a ‘pretzel’ flight geometry.”

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JUNE ISSUE OUT NOW: FEELING THE FORCE AT LUKE

The 56th Fighter Wing at Luke AFB is becoming a center of excellence for F-35A training as the Lightning II’s capabilities expand. Jamie Hunter talks F-35 training, with images by Jim Haseltine.

EXERCISE REPORT: SENTRY SAVANNAH Jonathan Derden goes behind the scenes during exercise ‘Sentry Savannah’, as units seek a more cost-effective way of training together.

COMBAT REPORT: DECISIVE STORM

With surprising speed, Saudi Arabia brought together an unprecedented multi-national force of Arab air arms in its bid to put down the Houthi uprising in Yemen. Arnaud Delalande examines the assets known to be involved in the air campaign.

PILOT PROFILE: ‘DEATH RATTLERS’

Doug Aguillard meets Lt Col Brian Schenk, commanding officer of VMFA-323 ‘Death Rattlers’.

‘FIGHT’S ON!’

F/A-18A+ Hornets from VFC-12 ‘Fighting Omars’ and VFA-204 ‘River Rattlers’ captured spectacularly during air combat maneuvering near NAS Key West by José M. Ramos.

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EXCLUSIVE INTERVIEW

Exclusive interview with new Pakistan Air Force Chief

PAF’s Cutting Edge Grows

PAF F-16s armed with laser-guided bombs are playing a big part in security operations in the western fringes of western Pakistan. PAF- Air Cdre Hamid Faraz

AFM’s Alan Warnes recently became the first journalist to interview the new Pakistan Air Force Chief of the Air Staff, Air Chief Marshal Sohail Aman, just three weeks after he took office.

H

aving served as the Deputy Chief of Air Staff (Ops) for a year-and-a-half, the new CAS, Air Chief Marshal Sohail Aman knows all about the PAF’s cutting edge – much of it provided by indigenously built JF-17 Thunders and new-generation F-16s.

Building Capabilities

The JF-17 has been standing air defence alert (ADA) armed with the Chinese SD-10A beyond-visual-range (BVR) missile for a couple of years now. It is also fitted with dual ejector racks, enabling it to carry multiple bombs that can be jettisoned from the aircraft. The new jet continues to evolve: Block 2s are now coming off the production line and the Block 3, with its new avionics and weapons, is now being developed. “The JF-17 keeps us very busy, but it is our destiny,” Air Chief Marshal Sohail told me at his Air Headquarters office overlooking the Margalla Hills.

In January, a third unit of JF-17s stood up – at the Mushaf-based Combat Commanders’ School (CCS). “It means the jet is coming of age, proof enough it can be employed in big fighter packages, and now pilots can push on with their careers.” A handful of the Pakistan Aeronautical Complex (PAC) Kamra-built fighters are now based with the JF-17 CCS, which is expecting its first fighter weapons and tactics course at the Punjab base in July. The CCS is equivalent to NATO’s Tactical Leadership Programme and the USAF’s Fighter Weapons School. Production of the Block 2 JF-17s is now well under way, the first making its maiden flight on February 9. It has subsequently been handed over to the PAF. The main difference between the Block 1 and 2 aircraft is that the latter has some avionics upgraded plus plumbing for an air-to-air refuelling probe, which will be inserted halfway through the

Above: Air Chief Marshal Sohail Aman was appointed Chief of the Air Staff on March 19. PAF Announced as the new Chief of the Air Staff (CAS) on March 18, appointed on March 19 and wooing thousands as he flew an F-16 Block 52 across Islamabad on March 23 for Pakistan Armed Forces Day, life has been a bit hectic for the Pakistan Air Force’s new Air Chief Marshal, Sohail Aman, of late. Right: ACM Sohail Aman pulls his F-16 Block 52 up over Islamabad during the March 23 flypast. PAF

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EXCLUSIVE INTERVIEW 50-aircraft production cycle. There will also be two dual-seaters, built at Chengdu, with the first expected to fly in 2016. Attention is now being focused on the Block 3, the CAS confirming “it will include a new active electronically-scanned array (AESA) radar and new weapons”. PAC Kamra and China National Aero Technology Import and Export Corporation (CATIC) which market the new fighter, are keen to show the world the JF-17’s capabilities, and are flying three aircraft to the Paris Air Show in June, where one will feature in the static display and another flying (with one as back up).

Security Ops in FATA

While there have been several joint military offensives against various military groups in the Federally Administered Tribal Area (FATA) since late 2007, the latest, Operation Zarb-e-Azb, has only been under way since mid-June 2014. Support for the campaign has grown among the Pakistani people, particularly since the Peshawar school atrocity on January 15 when 150 people, mainly children were massacred by terrorists. “There is great synergy between the armed forces, the real political resolve and the people’s support in getting these terrorist issues sorted out. It gives us a lot of strength knowing the population is with us. “We’re now working hand in glove with the Pakistan Army on land operations.” Having taken delivery of brand new F-16C/D Block 52s, upgraded F-16A/Bs from Turkish Aerospace Industries and a squadron of ex-Royal Jordanian Air Force F-16A/Bs over the past five years, the PAF has revitalised its ageing Fighting Falcon fleet. “Our F-16s are doing a great job – the DB110 has exceptional reconnaissance capabilities, providing us with a special focus for mapping the border areas. These pods have really helped us.

ISR ops

“We check all the areas the army are moving into very closely through all our ISR systems, and won’t allow them to advance until we are satisfied there is no threat. “Meanwhile the Sniper targeting pod has allowed us to attack our enemies, day or night, which the ATLIS cannot do. Between the two systems, they provide a new dimension to our

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Above: A CCS JF-17 taxies out for a sortie. The unit is the latest to take on the new mount, and is expected to participate in what is effectively a tactical leadership course in July. Alan Warnes Below: A pair of JF-17s from the 'Black Panthers' Squadron show their teeth PAF – Air Cdre Hamid Faraz

cutting edge. Sniper used with GBU-10 or GBU-12 laser guided bombs is our standard fit. “ISR is the key to every mission now, encompassing not just the DB110 but also the C-130Bs, flying with retrofitted Star Safire 380HD EO/IR turrets. These Hercules have been superb for ISR but also in helping us to carry out precise targeting on the terrorists. “The terrorists we are fighting are welltrained guerrillas fully aware of asymmetric warfare tactics. We are targeting their command and control centres, ammunition dumps, hideouts, caves, etc, in a lot of

areas around North Waziristan. “Responsibility for the work is shared between various PAF units, which are kept extremely busy. In the one-and-a-half years I was DCAS (Ops), the jets were being used for air defence alert, DB110 mapping, anti-terrorist ops and conversion.”

Younger pilots progressing faster

Most pilots converting to F-16 and JF-17 are coming from F-7s or Mirages. In the past they had accumulated around 400-450 fast jet flying hours; however, this has changed recently with younger pilots progressing to the new jets with as little as 250 hours. The author met several, but was surprised to learn that one was converting from the Chengdu F-7P to Block 52. That’s a huge leap. “I am of the firm belief the earlier you get them converted the better, because they’ll have the basic knack of flying fast jets,” said the CAS. “You let them get to 400-500 hours and they can stagnate while flying the older weapons systems.” It could be deemed a risky policy, and perhaps a new Lead-In Fighter Trainer (LIFT) might make the transition to the F-16s and JF-17s a little easier. “I began looking at a LIFT, but the difficulty is many like the KAI T-50 and Hongdu L-15, with their afterburners, are like fighters, and will cost around the same as an F-16. We cannot afford that now. We’re concentrating on modifying the training so people can safely convert from the F-7P and Mirages to the two new platforms. “Anyway, when we get our dual-seat JF-17s, afm several of these issues will be resolved!”

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FORCE REPORT Spanish Air Force

Spanish

Struggles T

HE Ejército del Aire (EdA, literally ‘army of the air’) offers Spain’s Government the flexibility to deliver mobility, high-level firepower and air defence at short notice. These capabilities remain important deterrents to potential enemies, but the climate of economic crisis has seen continuous budget cuts since 2008. Primary frontline equipment consists of the F-18M Hornet – upgraded from McDonnell Douglas F/A-18A and ’B standards – the Eurofighter Typhoon and Lockheed P-3 Orion, the latter in its ’A, ’B and updated ’M versions. For many years acquisition has focused on the Typhoon, a programme progressing slowly but steadily. Investment in the multi-role fighter must be reaffirmed so that the most can be made of a weapon system that has already demanded so much from the Spanish treasury. Of particular importance is the purchase of the long-range Meteor air-to-air missile (AAM), the latest generation of Litening targeting pod, integration of advanced air-to-ground weapons, the addition of an antiship capability and consideration

of an active electronically-scanned array (AESA) radar to dramatically improve target detection and radar performance. As such, the EdA is following the Royal Air Force’s Typhoon plans very closely, since the British jets are arguably the most advanced of all. There is also great benefit in continuing the highly successful policy of sharing experience and flying joint manoeuvres with other Typhoon operators, in particular the RAF, which used the aircraft in combat during Operation Unified Protector over Libya in 2011. The harsh reality is that the economic crisis has led to deep cuts in defence budgets. The EdA was forced to trim its projected Typhoon buy from 87 to 73, and to cease acquisition at Tranche 3A, without being included in the definitive Tranche 3B buy.

Hornet upgrade

Given the slow pace of Typhoon development, the F-18 Hornet remains the backbone of Spanish air power. The aircraft flies from three bases, Torrejón, Zaragoza and Gando. After 25 years’ service, the Hornets recently completed the final phase of a mid-life update (MLU) to ensure it could

Above: The upgraded Hornets of Ala 12 now use Taurus cruise missiles for attacking high-value targets from safe distances. All photos author unless stated

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continue to deliver maximum benefit as well as providing additional key features. Given the excellence of the basic platform, limited additional investment was considered worthwhile to keep the Hornet viable until its expected withdrawal between 2025 and 2030. It also brought the added benefit of generating work for Spanish industry. First, the short-range infrared IRIS-T AAM was selected to complement and replace the AIM-9 Sidewinder. The decision was made to integrate it along with the Helmet-Mounted Symbology System (HMSS) originally developed by BAE Systems for the Typhoon. The helmet, which is entering service on Typhoons flying with Ala 11 and Ala 14, enables targeting independent of the head-up display (HUD), exploiting IRIS-T’s greater engagement envelope compared to Sidewinder and increasing the Hornet’s shortrange air-to-air capability. It also made sense to replace the APG-65 radar, the EdA remaining the only Hornet operator employing this older unit rather than the more modern and capable APG-73 – which is available in large quantities second-hand and in good condition, thanks to the US Navy’s F/A-18E/F Super Hornet modernisation programme replacing it with the APG-79 AESA. Compared to APG-65, the APG-73 affords longer range and improved identification of airborne targets along with airto-ground capabilities similar to those of the Boeing F-15E Strike Eagle, including digital mapping.

Coming up to its 75th anniversary, Spain’s Ejército del Aire continues to struggle after years of fierce defence cuts. Yet upgrades to its Hornet fleet and slow development of the Typhoon force are maintaining capability, as Salvador Mafé Huertas explains.

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Organisation

Main image: Ala 12 originally flew two F-18M Hornet squadrons but, due to budget cuts, 122 Squadron was disbanded and its pilots posted to staff or desk postings. EdA

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The Ejército del Aire is organised into flying and ground units, the latter including radar stations, special forces, support and logistics organisat ions. Several squadrons exist on paper as discrete units, but operate with no real division between them in terms of personnel or equipment. The Fuerza Aérea (air force) is the EdA’s flying component, defi ned under Article 2 of Royal Decree 416/2006 as personnel and materiel grouped and organised for the primary task of preparing for and conductin g military operations. The decree also defines Mando Aéreo de Combate (MACOM, Air Combat Command), Mando Aéreo General (MAGEN, General Air Command) and Mando Aéreo de Canarias (Canary Islands Air Comman d).

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FORCE REPORT Spanish Air Force Mando Aéreo de Combate Air Combat Command’s primary task is to prepare combat units, combat support, and command and control systems for military operations, fulfilling assigned permanent and temporary taskings. It also has responsibility for unit training and maintaining auxiliary combat and combat support capability.

Mando Aéreo de Combate Parent Unit

Base

Squadrons

Aircraft (Spanish designation)

Ala 11

Morón

111, 113 and 221 Esc

EF-2000 (C/CE.16), P-3A/B/M (P.3)

Ala 12

Torrejón

121 Esc

F-18A+/M (C/CE.15)

Ala 14

Albacete

142 Esc *

EF-2000 (C/CE.16)

Ala 15

Zaragoza

151 & 153 Esc

F-18A+/M (C/CE.15)

Ala 31

Zaragoza

311 Esc

C-130H/KC-130H/C-130H-30 (T/TK/TL.10)

Ala 35

Getafe

351 Esc

C-295 (T.21)

47 Grupo

Torrejón

471 and 472 Esc

Boeing 707/707 tanker/transport (T/TK/TM.17), Falcon 20 (TM.11) and C.212 (T.12C/TM.12D)

It reduces the possibility of target misidentification and the risk of collateral damage, and cheaper parts too, given its larger customer base– and manufacturer Raytheon claims maintenance costs are lower than the APG-65’s. The dual-mode laser-guided/ GPS GBU-48 Enhanced Paveway 1,000lb (454kg) bomb also recently entered service on the F-18M. The EdA previously lacked an all weather, GPS-guided munition, lagging behind other NATO air forces, but now boasts an advanced weapon few others possess. Meanwhile, buying the Taurus missile and integrating it onto the Hornet and Typhoon has also put Spain among the world leaders in offensive capability. And more are likely to be required, since its initial inventory of 43 weapons is considered inadequate. Meanwhile, other missiles, especially the AIM-120 Advanced Medium-Range Air-to-Air Missile (AMRAAM), AGM-65 Maverick, AGM-84 Harpoon and AGM-88 High-speed Anti-Radiation Missile (HARM) are being replaced in other countries by newer systems, and their future in Spanish service should be reviewed. A HARM alternative is particularly important if the latest air defence radars are to be defeated. Applying the MLU to the F/A-18A Hornets purchased second-hand from the US Navy under the CX programme from 1996 is proving problematic. Currently in service with 462 Escuadrón at Gando, these aircraft have been given software updates, but had already accumulated high

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airframe hours before their arrival in Spain and so their upgrade may not be economically viable. Although the Hornet’s replacement is still a long way off, the EdA is studying options. Next year it will begin a replacement programme to consider the purchase of additional, more advanced Typhoons, F-35A Lighting IIs or a mix of either of the two with unmanned combat air vehicles (UCAVs). A decision is unlikely for several years. In early 2013, budget cuts

A 111 Escuadrón Typhoon loaded with a GBU-16 during an air-to-ground bombing exercise at Las Bardenas weapons range. EdA

FRANCE ANDORRA

Villanubla

Atlantic Sea

Zaragoza

Balearic Sea Cuatro Vientos Getafe

PORTUGAL

Menorca

Torrejón Madrid

Mallorca Son San Juan

Ibiza

SPAIN

Talavera

Albacete

Alcantarilla San Javier

Mediterranean Sea Canary Islands

Morón

Las Palmas

Armilla Tenerife

Strait of Gibraltar

Gando

Gran Canaria

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Above: The Spanish Air Force currently operates both KC-130H and Boeing 707 tankers as force multipliers. EdA Left: A Typhoon sits in a QRA shelter at Moron Air Base. Below right: No 22 Grupo, the second operational unit of Ala 11 at Moron Air Base, has three P-3Ms (‘modernizad’), two P-3Bs and two P-3As, flying with 221 Escuadrón. Below: A Boeing 707 transport/tanker from 471 Escuadrón returns to Gando Air Base, Canary Islands, after a sortie. Wim Das

Mando Aéreo General General Air Command’s primary responsibility is the support of public services – including firefighting. It also oversees Fuerza Aérea facilities at air bases and other airfields. Its units include 43 Grupo as part of the Unidad Militar de Emergencias (UME, Military Emergency Unit), the Centro Cartográfico y Fotográfico (CECAF, Cartographic and Photographic Centre) and the Centro Logístico del Aire (CLAEX, Armament and Experimentation Logistics Centre), which is tasked through the Mando Apoyo Logístico (MALOG, Logistics Support Command).

Mando Aéreo General Parent Unit

Base

Sqns

Aircraft (Spanish designation)

Ala 37

Villanubla

371 Esc

C.212 (T.12B)

Ala 48

Cuatro Vientos/ Getafe (depending on MACOM CSAR tasking)

402 and 803 Esc

AS332 Super Puma (HD.21/HT.21/HT.21A), AS532 (HT.27), CN.235 (D.4)

Ala 49

Son San Juan

801 Esc

CN.235 SIGMA (D.4), SA330 (HD.19)

43 Grupo

Torrejón

431 and 432 Esc

CL-215T/415 (UD.13T/ UD.14)

45 Grupo

Torrejón

451 Esc

Falcon 900B (T.18), A310 (T.22)

CECAF

Getafe

403 and 409 Esc

CN.235 (TR.19A), Citation V (TR.20), Beechcraft C90 (E/U.22)

CLAEX

Torrejón

541 Esc

C.101 (E.25), T-35C Tamiz (E.26), C.212 (T.12D)

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forced the EDA’s chief of staff into a controversial decision. The second squadrons of Ala 12, 15, 23, 31 and 35 were disbanded along with the first of Ala 14, saving on fuel and maintenance costs. The disbanded squadrons’ senior pilots (with ten or more years’ service) were posted to nonflying jobs, causing a temporary reduction in operational capability, although this had been restored by late 2014.

Supporting assets

Although the EdA is generally well balanced, there are deficiencies in its capabilities. Spain participates in NATO’s E-3A Component Airborne Warning and Control System Force, but its input is insufficient to maintain constant watch over Spanish airspace. This, and the desire for command flexibility, is driving a requirement for an organic AWACS capability. Among possibilities for satisfying the requirement, the Israeli Gulfstream G550-based airborne early warning (AEW) system is perhaps the most interesting.

A modern platform promising low operational costs, the G550 AEW has a long detection range, requires a crew of just six and operates at very high altitudes. Compared to its rivals it offers benefits in radar coverage, reduced fuel consumption and increased range.

UCAVs

Armed UCAVs have been in service with the US Air Force for some years, and also operate closer to home with the RAF and Italy’s Aeronautica Militare Italiana. They offer commanders extraordinary flexibility, controlled by satellite from thousands of miles away, loitering for hours collecting intelligence and ready to strike with precision at fleeting targets. They are also cheaper to acquire and operate than crewed fighters while potentially offering them an affordable complement. The EdA is a little behind the curve in understanding the possibilities for UCAVs, and although an unmanned air vehicle training unit has been

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FORCE REPORT Spanish Air Force established at Matacán Air Base (Salamanca), for now the army has been pioneering Spanish UAV operations, with the Heron and Raven.

Upgrades and acquisitions

Considerably more urgent is the need to replace the Boeing 707s used as transports and tankers. Their legacy engines return poor fuel efficiency and, having been in service for many years, the airframes have accumulated high flight hours and are becoming increasingly maintenance-intensive. Technical issues are also emerging. The optimal solution would be to adopt the Airbus A330 Multi-Role Tanker Transport (MRTT), with its higher fuel offload and more economical operations. Britain’s A330 MRTT (Voyager) programme, where aircraft are leased from AirTanker, has enabled the RAF to operate a fleet of the most modern and capable tankertransports without the full costs of acquisition. A similar scheme could be of interest to the EdA. Spain has already committed to buying 27 Airbus A400M transport aircraft as replacements

An Ala 11 Eurofighter, one of four deployed to Ämari Air Base, in Estonia taxies to the runway on March 23. The jets were there as part of a fourth month NATO Baltic Air Policing mission that ended on May 4. Cristian Schrik

Apoyo a la Fuerza The Apoyo a la Fuerza (Support Force) manages, administers and controls air force materiel, financial and human resources, including the logistics that facilitate day-to-day functionality across units. It includes the Mando de Personal (MAPER, Personnel Command - see page 75), MALOG and the Dirección de Asuntos Económicos (DAE, Directorate of Economic Aff airs).

Above: SF-5Bs of Ala 23, based at Talavera, are used for fighter lead-in training and have undergone an extensive avionics and structural upgrade in recent years, which included replacing the ejection seats. EdA Below: The EdA has five Falcon 900s on strength with 451 Escuadrón, 45 Grupo at Torrejón AB. JM Santaner

Mando Aéreo de Canarias Canary Islands Air Command delivers MACOM and MAGEN capabilities in the islands. It includes Ala 46, which is tasked by MACOM, and 802 Esc tasked by MAGEN.

Mando Aéreo de Canarias Parent Unit

Base

Sqns

Aircraft (Spanish designation)

Ala 46

Gando

462 Esc

F/A-18A (C.15)

802 Esc

Gando

CN.235 SIGMA (D.4), AS332 (HD.21)

Bombardier CL-415s of 43 Grupo are tasked to put out the many wildfires that blaze across Spain in the summer months.

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Mando de Personal Personnel Command is responsible for the management of air force personnel, primarily through pilot and aircrew training. Its units include the Academia General del Aire (AGA, Air Academy), Grupo de Escuelas de Matacán (GRUEMA) and Escuela Militar de Paracaidismo (EMP).

Mando de Personal Parent Unit

Base

Sqns

AGA

San Javier

791, 792 C.101 (E.25), T-35C (E.26), and 794 Esc CASA C-127 (U.9)

Aircraft (Spanish designation)

Ala 23

Talavera

231 Esc

SF-5B/M (AE.9)

Ala 78

Armilla

781 and 782 Esc

S-76C (HE.24), EC120B (HE.25)

GRUEMA

Matacán

741 and 744 C.101 (E.25), CN.235 (T.19B) Esc

42 Grupo

Villanubla

Beech F33C (E.24A)

721 Esc/EMP

Alcantarilla

C.212 (T.12B)

Above right: Gando-based 802 Escuadrón covers SAR taskings on Gran Canaria, operating the AS332 Super Puma. EdA Below: Of all the helicopters operated by the air force, the smallest, but one of the most modern, is the Eurocopter EC120B Colibri. Fifteen, purchased in late 1999, are operated by Ala 78 at Armilla, Granada, to train Spanish military and police helicopter pilots the basic rotary course. Instructor pilots from the unit make up the Patrulla ASPA display team.

for its Lockheed C-130 Hercules fleet. Deliveries are expected between 2016 and 2021. Upgrade of the third and final Lockheed P-3B Orion maritime patrol aircraft to P-3M standard has recently been completed, bringing the strength of Ala 11’s Grupo 22 (221 Escuadrón) up to three P-3Ms, two P-3Bs and two P-3As. A programme is also under way to find a replacement for the CASA C.101EB Aviojet basic trainer, and it seems likely the EdA will buy a turboprop.

Carme Chacón reported in late 2011, the cuts caused problems meeting payment obligations. Summing up the situation, a military source stated: “Every litre of fuel, flight hour, bullet shot and maintenance cost must be justified.” The defence budget for 2015 is

€6.261 billion, of which €4.529 billion (72%) will be spent on personnel costs. Effectively returning national defence spending to the level of ten years ago, it represents a decrease of 8.8% compared to afm the 2011 budget.

A grim picture

Spain’s defence spending continues to be limited, following the trend of recent years that has brought austerity to the military. Between 2008 and 2013 the budget fell by more than €1.9 billion, or 25%. As the former Defence Minister,

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Above: Patrulla Águila, the EdA’s jet demonstration team, is based at San Javier Air Base, operating C-101EB Aviojet basic trainers.

Spanish Eurofighters on NATO Baltic Air Policing duty From January 1 until May 4, the Spanish Air Force detached four Eurofighters from Morón-based Ala 11 to Ämari Air Base in Estonia. The jets were present as part of the NATO Baltic Air Policing mission, which since May 2014 has seen Ämari used as a second Baltic base (the other is in Lithuania) to host NATO fighters. The Spanish deployment was led by Lt Col Enrique Fernández Ambel, who told reporters at a press conference on April 22 that the alert response time required by NATO had been reduced from 30 minutes to 15. He also revealed that the Spanish Eurofighters had flown 400 hours and carried out ten interceptions. The commander headed up a team of 115 people, which included pilots, maintenance crew and support personnel as well as a doctor and fire rescue team. He explained there had only been a few serviceability issues during the 300 or so start-ups. Their deployment, which started in dark winter, saw the Spanish Eurofighters operating in some severe conditions, including snow and temperatures of -20°C. Unusual weather for the Spanish Air Force! To date there have been four NATO detachments to Estonia, initially by Royal Danish F-16s, which were relieved by German Air Force/TaktLwG 74 Eurofighters from Neuberg. They handed over to the Spanish Eurofighters before they were succeeded by the RAF’s 6 Squadron Typhoon FGR4s out of RAF Lossiemouth, Scotland. Alan Warnes

#327 JUNE 2015 75

EXERCISE REPORT Cope Tiger 2015

Tiger T F

ROM MARCH 9 to 20, the 21st Exercise Cope Tiger Flying Training Exercise (FTX) began in the tropical heat of Thailand’s Korat Royal Thai Air Force Base. One of Southeast Asia’s biggest aerial exercises, Cope Tiger involved 71 aircraft and around 2,000 airmen and women from the three participating services – Royal Thai Air Force (RTAF), Republic of Singapore Air Force (RSiAF) and the United States Air Force (USAF). Due to political sensitivities since the military coup in Thailand last May , the USAF deployed only an E-3B Sentry from Kadena AB, Okinawa, a first in six years, and scaled back on the fighters deployed, with only 12 F-15C/Ds from the 44th Fighter Squadron arriving from Kadena to participate.

Above: Minutes from departing for another sortie is 143 ‘Phoenix’ Squadron’s entire ‘team’ for the exercise. Nine F-16C/Ds were sent to Cope Tiger, from Tengah Air Base, Singapore. RSAF

Above: Twelve F-15s of the 44th Fighter Squadron from Kadena Air Base, Japan took part in the exercise. The USAF reduced its participation significantly for this year. Below: Deployed from Tengah Air Base, Singapore was this Gulfstream Aerospace G550 CAEW ‘018’ from 111 Squadron.

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The three air forces were employed in various Large Force Employment (LFE) missions, ranging from air-to-air training, dissimilar fighter combat training to Combat Search and Rescue (CSAR) missions. Two Chinooks from the RSAF were later deployed to Chiang Mai, in the north of the country, to assist in fighting a forest fire that destroyed a number of homes. In addition to the air exercises, ground-based defence units were deployed by the RSAF and the three Thai armed services to ‘protect’ Lop Buri’s Chandy Weapon Range afm from mock air attacks.

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r Tales

Above: The RTAF flies around 15 Alpha Jets in the ground attack role, with 231 Squadron at Udon Thani. The number of airworthy jets has increased since a new spares source was found. All images Chen Chuanren unless stated. Left: The main fighter types that participated in CopeTiger 2015 form up in front of the camera, for a ‘one for the record’ publicity shot. RSAF Below: Cope Tiger aims to increase readiness, cooperation and interoperability among Asia-Pacific forces. Walking out for another practice sortie are RSAF F-15SG Strike Eagle crews.

Now in its 21st year, Exercise Cope Tiger had a reduced USAF contingent this year, but nonetheless proved to be a positive learning experience for all the aircrews taking part. Chen Chuanren reports on the action.

Exercise Cope Tiger Participants Type

No. Unit

Royal Thai Air Force F-16 A/B

9?

102 Sqn, 103 Sqn

JAS 39 C/D

5

701 Sqn

Alpha Jet

5

231 Sqn

L-39 Albatros

6

401 Sqn, 411 Sqn

C-130H

1

601 Sqn

Saab 340 Erieye 1

702 Sqn

Bell 412

1

201 Sqn

UH-1H

1

203 Sqn

Republic of Singapore Air Force F-15SG

6

149 Sqn

F-16C/D

9

143 Sqn

F-5S/T

5

144 Sqn

KC-135R

1

112 Sqn

G550 CAEW

1

111 Sqn

CH-47SD

2

127 Sqn

‘Cope Tiger involved 71 aircraft and around 2,000 airmen and women from the three participating services’ Left: Two 127 Squadron Chinooks participating in the exercise had to leave early to assist with firefighting duties in northern Thailand. Below: An air defence sortie ends for two RTAF Force JAS 39Ds as they taxi down Korat’s main runway towards the hardstand. Five Gripens were sent by 701 Squadron from Wing 7, based at Surat Thani.

United States Air Force F-15C/D

12

44th FS

E-3B

1

961st AACS

C-130H

3

36th AS

C-17

2

517th AS, 15th WG

Abbrevations; FS: Fighter Squadron, AS: Airlift Squadron, AACS: Airborne Air Control Squadron, CAEW: Conformal Airborne Early Warning aircraft

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#327 JUNE 2015 77

DUTCH HELICOPTERS IN MALI

Main image: Medical evacuation flights are accompanied by a heavily armed Object Ground Defence (OGRV) security force to ensure the landing zone is safe and secure while teams are at work in the nearby village. All images Wim VIs unless stated.

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DUTCH HELICOPTERS IN MALI

Eyes & Ears in Mali

Kees Otten, Wim Vis and Wim Das report on the Dutch helicopter presence supporting UN operations in Mali.

T

o understand something of Mali, one must appreciate the country comprises two separate regions. The south, where the government sits, is reasonably stable with manageable problems, but the northern region is in the Sahara Desert, with boundaries derived from straight lines on a map. The desert populations in the north do not feel connected to the south and strive for independence, especially the Tuaregs in the economically important Azawad region, who have united in the Mouvement national pour la libération de l’Azawad (MNLA, or National Movement for the Liberation of Azawad). But there are many more players in the complex conflict gripping this part of Africa. (See Mission Mali, May, p64-68)

Spiralling violence

Al-Qaeda in the Islamic Maghreb (AQIM), Ansar Dine and, later, the Movement for Oneness and Jihad in West Africa (MUJAO) came together to enforce strict adherence to Sharia (Islamic) law. In 2011 they gained support from Tuaregs, latterly serving as mercenaries loyal to the former leader Muammar Gaddafi, who brought heavy weapons with them. The conflict between the Malian army and the MNLA has steadily escalated with the influx of more sophisticated weaponry into the area. The Malian army claims to be disappointed with the logistical support it has received and a complete lack of a leadership from the country’s

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DUTCH HELICOPTERS IN MALI president, Amadou Toumani Touré (see Mali's Depleted Air Force, May. p70-73) As a result the army staged a coup, while the Islamists increased their hold in the north, brutally repressing the local population under Sharia law. The north was subsequently declared an independent state – but the MNLA rose against the Islamists, escalating the conflict further.

Operation Serval

UN Security Council Resolution 2085 was adopted on December 20, 2012, creating the African-led International Support Mission in Mali (AFISMA) peacekeeping force. When the MNLA and Islamic rebels joined forces and took the town of Konna (in central Mali), France, the former colonial power in Mali, was asked to join AFISMA as a second crisis similar to that in Afghanistan or Yemen loomed; AQIM had already murdered a number of French tourists. A combined French/Malian intervention, begun in January 2013 under Operation Serval, partially restored the situation, driving the rebels back across national borders into vast inhospitable regions or into hiding among the local population. Now the United Nations Multidimensional Integrated Stabilization Mission in Mali (MINUSMA) – directed from the capital, Bamako, in the south – is tasked with providing stability and creating an environment for peace talks. For the purposes of negotiation, the parties involved were divided into Compliant Armed Groups (CAGs), which are those fighting for an independent cause, but are represented in the negotiations along with Terrorist Armed Groups (TAGs). The jihadists were excluded from talks. Several CAGs and TAGs remain active in the north, opposing the Malian Government and army, and fighting each other. Nonetheless, regular negotiations between the government and the CAGs continue in Algeria. Complicating the situation further, the Arab

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Above: A special forces team makes a final weapons check as they fly out on an afternoon mission. The rear ramp of the Chinook is left open to reduce the temperature inside the cabin. Below: Converted shipping containers and makeshift pallet furniture are the norm at Camp Castor. When in the camp personnel have to carry a side arm at all times, just in case of an attack, even though it is relatively isolated.

‘For the helicopter crews it’s generally a case of waiting for action and remaining hydrated in the Saharan heat.’

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DUTCH HELICOPTERS IN MALI

Movement of Azawad (MAA) exists alongside the MNLA, while a third group, the High Counsel for the Unity of Azawad (HCUA), will occasionally co-operate, while continuing to fight its rivals. Talks have gradually extended to include a number of the movements, since a Tuareg movement is now fighting against the Group of Imrad Tuareg and its Allies (GATIA), which is against independence and is attacking the MNLA. The GATIA is attempting to become recognised as a CAG.

Dutch helicopter lifeline

Given the complexity of the fighting, situational awareness is difficult to achieve. Intelligence is

crucial for the safety of MINUSMA soldiers and there is also a need to watch developments and check that what the parties agree in Algeria is reflected in their actions on the ground in Mali. In 2014 the UN requested intelligencegathering assistance from Dutch special operations forces (SOF), which were at a high level of readiness after their recent experience in Afghanistan. A helicopter detachment is also deployed, providing mobility and medical evacuation (medevac) for the SOF and other MINUSMA personnel. Both Dutch contingents report directly to the UN organisation. There are currently three 298 Squadron, Royal Netherlands Air Force Chinooks and

three 301 Sqn, Defence Helicopter Command (DHC) AH-64D Apaches at Camp Castor in the Malian city of Gao. An Apache was lost during a training flight on March 17 this year, crashing 26nm (48km) north of Gao and claiming the lives of both crew. Each aircraft is parked under a large sunshade on the airfield and protected on three sides by Hesco barriers. Force protection Object Ground Defence (Object Grondverdediging – OGRV) elements provide round-the-clock defence against the helicopters being attacked or otherwise damaged on the ground. For the helicopter crews it’s generally a case of waiting for action and remaining hydrated

ScanEagle ScanEagle unmanned air vehicles also collect intelligence, downlinking live video and remaining airborne for as long as 22 hours. Combined with data collected by the Apaches and Chinooks, their information allows confirmation of the local ‘pattern of life’ that is so crucial to the UN operation. Launched by soldiers of the Intelligence, Surveillance and Reconnaissance (ISR) Company using a catapult system, the ScanEagle frequently works closely with special forces units, providing real-time imagery for ‘direct action’ interventions. Careful, advanced mapping of landing sites, generally using Chinook-borne Mobile Air Operations team (MAOT) personnel, supports the capability for direct intervention, although alternative sites are occasionally planned en route, sometimes with ScanEagle assistance. The mapping and data collection is purely for the benefit of MINUSMA, although general security information is shared with French and Malian soldiers, as long as it is not directly used for counterterrorism operations.

Top: Chinook D-103 from 298 Squadron Royal Netherlands Air Force is tied down for the night between sand-filled Hesco blast protectors. Above: Painted in the United Nations (UN) white, the ‘technicals’ used by the Dutch forces in Mali are heavily armed for self-protection. Left: The relatively small size of the ScanEagle means it can be easily assembled by a single soldier and launched off the back of a specially adapted truck. Right: A Chinook door gunner during a brief moment of down-time on the flight back to Camp Castor. Royal Netherlands Air Force

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DUTCH HELICOPTERS IN MALI in the Saharan heat. They respond day or night: the storms that blow red desert sand everywhere, and end just as suddenly as they begin, are just about the only factor that keeps the helicopters from flying. Aircraft serviceability is good despite the harsh conditions, the Chinooks benefiting from rubber leading-edge blade strips and engine air particle separators (EAPSs), both of which protect against the abrasive sand. Maintenance is carried out in two clamshell hangars. Base infrastructure, including eating and sleeping facilities, has steadily improved and extensive protective structures have been erected; the camp has come under rocket attack at least once. With the arrival of the Chinooks, the operational focus also broadened. The aircraft fly medevac missions across the region, since bloody battles are frequent and civilian casualties inevitable. The peacekeepers themselves are not immune to attack either, and also encounter mines. Alongside medevac and regular transport, the Chinooks also supply remote UN outposts with diesel, food and water when they are not supporting the needs of the Dutch contingent. Often the relief convoys cannot use the roads due to the high level of attacks: there is always the danger of hostilities. As a result, helicopters never fly alone but always as part of a two-ship formation or occasionally more. If something happens out in the desert, there is absolutely nothing there… The initial DHC detachment began in April 2014, comprising only the Apaches for the provision of firepower while 450 Dutch troops were establishing Camp Castor and developing operational procedures. Lieutenant Colonel Sjoerd Lodewijks took command of the third helicopter detachment between September 15, 2014 and in January this year, the Chinooks becoming operational under his leadership. Known as ‘Grizzlies’ by the Dutch military, the big helicopters immediately proved themselves, extracting casualties of a ‘blue-helmet’ (UN) Niger unit ambushed by

Above: Always flying in pairs, AH-64D Apaches of 301 Squadron, Defence Helicopter Command create their own dust storm as they lift off for another reconnaissance flight over the local area. Three Apaches are currently based at Camp Castor. Royal Netherlands Air Force Below: All the Chinooks are armed with door gunners on either side of the cabin and a further position if necessary on the loading ramp, despite their medevac role.

TAGs. The Chinooks remain constantly busy, meaning they are not available for non-Dutch MINUSMA forces except for medevac. Lodewijks explained: “We have a Chinook and an Apache on stand-by at all times which are also available for planned actions, such as dropping SOLTG [Special Operations Land Task Group] teams. These sometimes remain in the field for several days and the Chinooks allow us to medevac casualties direct to Gao, where medical facilities are at a high level. “Logistic troop transport on behalf of other UN units is an infrequent task – gaining situational awareness is the priority mission. If an SOLTG team comes under fire, for example, an embedded forward air controller provides the helicopters with essential information. “Small arms fire is not the only hazard in these situations; we also encounter the notorious ‘technicals’ – pick-up trucks with a gun

“Small arms fire is not the only hazard in these situations; we also encounter the notorious ‘technicals’ – pick-up trucks with a gun mounted behind their cab.”

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DUTCH HELICOPTERS IN MALI mounted behind their cab. These are multibarrels, designed to fire horizontally, but they can also be used against helicopters. So far we haven’t suffered any combat-related losses.”

Joint missions

The Dutch SOF detachment is designated as SOLTG, comprising army commandos and marines, and capable of all-weather operations. For work in the immediate vicinity of Gao they are equipped with lightly armed Bushmasters, tactical Mercedes-Benz G280 CDI vehicles and Fennek reconnaissance vehicles. So-called ‘human terrain teams’ operate missions some days in length, using surface transport, but venture further into the desert with the assistance of the Chinooks. Small quads can be used on these more distant missions. As a first task, Lodewijks determined the best possible landing sites throughout Mali. Operating by day and night in all weathers, with the exception of desert storms, the helicopter crews avoid ‘brown-out’ conditions, where rotor-blown sand obscures the ground, as much as possible. Brown-out was among the final items considered in the pre-deployment ‘work up phase’, during Exercise Hot Blade in Portugal last summer. Hot-and-high training is also essential, since Mali’s Adrar des Ifoghas mountains have peaks between 2,625 and 2,950ft (800 and 900m) high. Missions are flown by a minimum of two helicopters; one or two Apaches usually escorting a Chinook. Another information-gathering method, in support of teams on the ground, are reconnaissance flights by Apaches using their sensors, although hand-held photography with Nikon cameras aboard the Chinooks is also employed. Additionally, the Apaches provide armed support to Dutch personnel and other troops under MINUSMA, including those from China, Chad, Niger and Bangladesh.

Under fire

Intelligence may lead to ‘direct action’ involving SOLTG. The discovery of improvised explosive devices or weapons caches generally leads

The ‘eyes and ears’ on the ground. A Dutch soldier, wearing the blue-coloured cap of the UN, watches a suspect Terrorist Armed Group through his binoculars.

to action, as was the case when the SOLTG commander requested an Apache to scan an area on its way back from a routine escort of a medevac flight from Kidal. Five 122mm rockets were discovered and confiscated, local people resisting the SOLTG soldiers until a ‘show of force’ from the Apache encouraged their compliance. In another operation an Apache destroyed an armed vehicle using a Hellfire, after its crew failed to respond to warning shots and continued firing on UN soldiers. The MNLA protested about the loss and claimed compensation for the casualties while protesting women and children temporarily occupied the nearby airfield in the Kidal, resulting in an Apache being placed on alert standby in case the situation escalated. Such temporary deployments were regular occurrences in the northern towns of Kidal and Menara. During his time in Mali, Lieutenant Colonel

Lodewijks saw a considerable build-up of UN sites to the north and expects the UN to remain in-theatre after 2015. The Netherlands will decide whether to prolong its own mission in mid-2015. Renewed negotiations between the government and the CAGs will determine how to proceed in Mali. Lt Col Lodewijks said he expected that much time and energy would be expended during the year, building up the presence in the northern towns of Kidal, Menara and Tessalit,” suggesting that involvement will continue beyond the year’s end. With AQIM terrorists at the Mauritanian border; Ansar Dine, a group aiming to impose Sharia law, in the north; IS forces possibly in the eastern mountains at the Algerian border; and ongoing clashes between Tuareg groups in the Tilemsi Valley area of the Gao region, the situation in afm Mali remains extremely dangerous.

Above: Supplies for the MINUSMA troops arrive at Camp Castor by way of a chartered UN Antonov An-74-TK 400. The aircraft, RA-74016, is owned and operated by Gazpromavia, a Moscow-based passenger and cargo airline. Right: An indication of the success of the UN’s work is reflected in the busy main street of a local village. At one time the Malian population feared going outside due to roaming armed gangs. Left: A pair of ‘Grizzlies’ fly at medium altitude to keep out of small arms fire over Mali’s remote landscape. Since arriving in theatre the CH-47Ds have provided a 24/7 medevac capability to any UN forces in the region. Royal Netherlands Air Force Left insert: The 298 Squadron badge with its callsign ‘Grizzly’ featured at the bottom.

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AIRCRAFT PROFILE IRIAF Saeghe (Thunderbolt)

Storm Wa r Iran’s

I

ran converted a handful of Iranian F-5E and Azarakhsh (Lightning) fighters to become Saeghes (Thunderbolts) between 2001 and 2015. They are now in operational service with the IRIAF at the 2nd Tactical Fighter Base (TFB 2) in Tabriz. While IRIAF and Iranian defence ministry officials have always claimed the Saeghe is the result of entirely indigenous manufacture, the truth behind the story is very different.

Background Main image: Saeghe 3-7368 lifts off from Tactical Air Base (TAB) 2 at Tabriz on April 6. All six aircraft of the 23rd Tactical Fighter Squadron (TFS) now wear a modified Asia Minor II camouflage. The aircraft were painted prior to flying a five-ship formation at Iran’s Military Day parade on April 18. Bagher Zarif Above: The fifth production Saeghe, 3-7370, taxies towards the main runway at Shahin Shar Airport during its handover ceremony. The aircraft delivered to the 23rd TFS is still wearing this blue and yellow paint scheme. Amir Naderi

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In the early 1990s the Owj Industrial Complex was working on the Azarakhsh programme and SR.II. The former referred to F-5Es that were restored or had their airframes manufactured by Owj, while the SR.II

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‘Only ex-Vietnamese and several battle-damaged F-5Es were available for the Owj plan’

a rning was a Sino-Iranian design intended to modernise the F-5E. At the same time, Owj began studies for an F-5E aerodynamic upgrade programme. Meanwhile two of Iran’s most accomplished aerospace engineers, including Yaghoub Entesari, were working on the Ya-Hossein project to produce an advanced jet trainer. The pair then began research studies for the F-5E aerodynamic upgrade consisting of changes to the flying surfaces of the single-seat version: the most significant was the introduction of a twin vertical stabiliser. Experts and engineers from the IRIAF’s Sattari Air University helped Owj to design a new flight control system for the programme in a scheme later named Saeghe-80 – the research

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and development phase for which had begun by the mid-1990s. The project made only slow progress in the 1990s. Based on original plans, it was expected that it would be completed before 2001, but due to poor management and a lack of basic equipment, such as a wind tunnel, it suffered delays. A design team of eight young engineers and students were meanwhile working alongside the two highly experienced aerospace engineers. Because of the IRIAF’s inability to procure aerospace alloys from outside Iran, the Defence Industries Organisation was tasked to provide Owj with the required materials. Additional components were designed and manufactured with the

The Islamic Republic of Iran Air Force (IRIAF) is the operator of a unique version of the Northrop F-5 Tiger II, the Saeghe (Thunderbolt), externally distinguished by its twin tailfins. Babak Taghvaee sheds light on the second life of the F-5 in Iranian service.

help of private contractors. The IRIAF’s Deputy of Operations granted permission for Owj to use an operational F-5E Azarakhsh, serial 3-7301 (later 3-7366), to assist the design. Beyond the changes made to the vertical stabiliser, Owj installed squared engine air intakes in place of the original curved type and designed a new radome which led to removal of the original pitot tube. As a consequence of the aerodynamic changes, it was necessary to remove the wingtip missile launchers – and to increase its g-limits, the aircraft’s weight was reduced as much as possible by removing the AN/ APQ-153 fire control system, the arrester hook, one of the two M39 cannon, the IFF and TACAN.

First flight

After more than 18 months of modifications, the Saeghe was prepared for ground tests. It was painted light blue overall and an Iranian flag was applied on the nose section. A slogan appeared on the aft section, based on Supreme Leader Ayatollah Khamenei’s slogan ‘We Can’. With ground tests complete, the test pilot prepared for a maiden flight after performing at least ten fast taxies on runway 29L of Mehrabad International Airport. Finally, once the flight control systems had been properly calibrated, the first flight was made at TFB 1 Mehrabad on February 7, 2004. A chase plane (Azarakhsh serial 3-7302) accompanied the

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AIRCRAFT PROFILE IRIAF Saeghe (Thunderbolt) Saeghe during its 20-minute first flight. Several months later it had logged around six hours of flight and left Tehran for the first time during a navigation training sortie. The Saeghe was flown to TFB 3 Noujeh (Shahrokhi) where it was unveiled for Supreme Leader Khamenei. After a test flight at TFB 3 the jet was revealed by state news media in June 2004. By now it had the serial number S 110-001 (Seyyed Ali-001, a reference to the name of the Supreme Leader).

An inefficient upgrade

After several months, operational testing revealed that the changes to S 110-001’s nose and air intakes actually had adverse effects on the manoeuvrability, flight characteristics and performance. Similar to the SR.II project, in 2004, Owj was tasked to prepare the second and third Saeghes. Two F-5Es, serials 3-7302 and 3-7060 (c/n U1048), were allocated to the programme. Unlike the first, these two jets’ aerodynamic surfaces were not altered. They received the new serials S 110-002 and S 110-003, and both took their maiden flights in June 2007. After several months of test flights they were unveiled to public two days before the ‘Holy Defence Week’ parade on September 20, 2007. Two-seat F-5F, serial 3-7174, of the 21st Tactical Fighter Squadron (TFS) served as chase plane during their test flights that summer. Following the poor results of the aerodynamic modifications made to S 110-001, the second and third Saeghes only received the two vertical stabilisers. All three aircraft were eventually painted in colours inspired by the US Navy’s

Above: Brigadier General Barkhor (right), Brigadier Hatami, acting secretary of the defence ministry (centre), and the designer of the Saeghe II unveil the aircraft to the public at Mehrabad International Airport on February 9. Below: The only Saeghe II produced so far, 3-7182 wears the markings of Tactical Air Base (TAB) 2 at Tabriz-Shaheed Fakouri on its fin. The trainer serves alongside the single-seat Saeghe I of the 23rd TFS at Tabriz.

‘Without a twin-seat version of the Saeghe, the training of future pilots will be costly and difficult’

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Blue Angels flight demonstration squadron before their official unveiling and participation in the Holy Defence Week parade on September 22, 2007. The IRIAF had conducted an exercise named ‘Zarbat-e-Zulfiqar’ (‘Strike of the Zulfiqar’, after the sword of Ali, first Imam of the Shi’ites) in September 2006 during which four F-5Es and two F-5Fs of the 21st TFS performed dozens of rocket and bombing missions using live and inert weapons. The first Saeghe, S 110-001, flew four gunnery training sorties in the exercise and also attacked dummy targets on the Shabestar gunnery range using 76 2.75-inch (70mm) rockets and four Mk 82 bombs. One of three Saeghes detached to IMAI airfield at Shahin Shahr in early 2009, 3-7368 was brought up to full mission capability while conducting training flights from the base. All images Babak Taghvaee unless stated

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Left: Waiting for an F-5F to depart Mehrabad’s main taxiway, Saeghe 3-7370 illustrates the clean wing design, devoid of the usual wing-tip missile rails. Mounted on the centreline is a drop tank borrowed from the 21st TFS. Right: With the handover of the fifth Saeghe at Shahin Shahr Airport on October 10, 2009 – the four earlier examples completed a flypast to celebrate the occasion. Amir Naderi Below: Seconds from touching down at Mehrabad International Airport, Saeghe 3-7371, illustrates the dual angel-of-attack sensors; twin UHF/IFF and TACAN antennas on the upper fuselage.

Throughout its sorties, the Saeghe was ‘chased’ by F-5F 3-7167 of the 21st TFS. It also helped the Saeghe locate Tabriz air base and the Shabestar gunnery range, since its AN/ARN-84(V) TACAN has still not been installed.

A new manufacturer

Under the order of the Supreme Leader, Iran Aircraft Manufacturing Industrial (IAMI) Company (HESA) continued both the Azarakhsh and Saeghe projects, and all the engineers and experts from the Saeghe design bureau were assigned to IAMI in spring 2006. At the time, the IRIAF’s test pilot school was still cooperating with Owj, and S 110-002 and S 110-003 were still under construction.

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In 2003, Owj began work on the third Azarakhsh, the previous two having been delivered in 1998 and 2001. This was former Vietnam People’s Air Force F-5E 73-00873 (c/n R.1054). Owj began the process of reproducing several structural parts for the aircraft and after several months – and still incomplete – it was handed over to IAMI (HESA) on August 10, 2006. The aircraft was then completed with the assistance of engineers from Owj. It took its maiden flight in June 2007 and was unveiled to the public on August 6. The new serial number of the third Azarakhsh was 3-7364. Aeronautical engineer Hassan Parvaneh, a supervisor on the Azarakhsh and then the Saeghe

project at IAMI, produced a fake image of 3-7364 using Adobe Photoshop software on his own computer. In the rendering, the wings and intakes were modified, making it appear similar to the F/A-18 Hornet. The doctored photo was then provided to the Fars News agency and appeared on the internet, where it was described as depicting an Azarakhsh. Parvaneh’s intentions are not known, but his excuse was that he hoped to deceive Western intelligence services. In September 2007, IAMI sent 3-7364 to Tehran for the Holy Defence Week parade, together with two SR.IIs, two F-5Fs and three Saeghes. Project Saeghe was handed over to IAMI in its entirety

in late 2007, in accordance with Khamenei’s order and in line with an agreement between the defence ministry and the IRIAF. Construction of a fourth Saeghe began in August 2008 and was completed in February 2009. Aircraft 3-7364 served as the basis for this jet before receiving the new serial 3-7369. In April 2008 the serial numbers of three previous Saeghes were changed to 3-7366, 3-7367 and 3-7368 respectively. The fifth and sixth Saeghes were manufactured in 2009 and 2010 using stripped-down cannibalised F-5E fuselages supplied by Owj. The fifth, serial 3-7370, was delivered to the IRIAF at a ceremony at Shahin

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AIRCRAFT PROFILE IRIAF Saeghe (Thunderbolt)

Shahr Airport on October 10, 2009. Delivery of the sixth was delayed, however, due to US sanctions that reduced the availability of J85GE-21 engines and spare parts. Finally, after three years, the sixth Saeghe, serial 3-7371, was delivered to the IRIAF in October 2012.

In service with the 23rd TFS

Between January and March 2009, Owj detached the first three Saeghes to the IAMI airfield at Shahin Shahr, where two – 3-7367 and 3-7368 – were brought up to fully mission capable (FMC) condition and performed training flights at the base. Meanwhile, the fourth Saeghe, 3-7369, conducted its test flights there too. In April 2009 all four Saeghes were sent to Tehran to participate in Iran’s Military Day parade on April 18 – but, after the event was cancelled due to bad

weather, they were detached two days later to TFB 2 and put in service by the 21st TFS. Several weeks later the IRIAF’s deputy of operations re-established the 23rd TFS as the Saeghe operator, the fifth and sixth aircraft joining the squadron in 2009 and 2012 respectively. With the exception of the first Saeghe, 3-7366, the fighters were now combat-ready and began participating in the IRIAF’s annual air exercises and gunnery training.

A reconfigured 3-7366

With the inefficiency of the aerodynamic modifications of the first Saeghe soon realised, they were not repeated during production of the subsequent examples. In 2011 the IRIAF headquarters tasked Owj to modify the first one, 3-7366, by returning it to its original configuration and installing a new ‘boat’ tail with the latest standard of twin vertical stabilisers. TFB 2

sent the aircraft to the Owj facility for its intake and nose section to be converted to their original shape. The work was completed in August 2013, and the ARN-84 TACAN system finally reinstalled, enabling pilots to fly unaccompanied. In common with the other five Saeghes, a further TACAN and UHF/IFF antennas were installed above the fuselage just behind the canopy. Installation of the new vertical stabilisers – and subsequently the control system – required dozens of test flights prior to handover to the squadron. With no calibration system at Owj, the test pilot was responsible for checking the rudders’ functionality. During test flights, 3-7154, an F-5F from the 41st TFS, served as chase plane, observing the functionality of the rudders and elevators. Finally, after seven test flights at Mehrabad International Airport in the space of two weeks,

the fighter was redelivered to the 23rd TFS on August 30, 2013.

Project 90

When studies for the Saeghe-80 project began in the late 1990s, only ex-Vietnamese and several battle-damaged F-5Es were available for the Owj plan. Since it was impossible to procure additional F-5E/Fs from outside Iran, the IRIAF’s Deputy of Operations refused to allow Owj to use airworthy F-5s for its projects, so the venture focused exclusively on converting stripped-down F-5Es to Saeghe standard. The first, second and third Saeghes-80s were produced by Owj, and their test flights were performed by five of its seven test pilots, who had been trained in the Owj test pilot school. In December 2006, on the orders of Ayatollah Khamenei, research and development for all Owj industrial projects, including

Above: Saeghes (left-to-right) 3-7369, 3-7367, 3-7368 and 3-7366 line up at Tehran‘s Mehrabad International Airport on April 20, 2009 for the flight to their new home at TAB 2 at Tabriz-Shaheed Fakouri.

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‘Instead of meeting the needs of the IRIAF, the Saeghe project is propagandistic and does not represent a significant improvement in the performance and combat capabilities of the air force’s F-5E/Fs’

Above: Armed with a dummy AIM-9J Sidewinder, a rocket pod and an Mk 82 bomb, 3-7369 was a former Vietnamese F-5E that was repaired by Iran Aircraft Manufacturing Industrial Company, only to be modified further into Saeghe 3-7369. Left: Still in their zinc chromate finish, the twin tails of 3-7366 are shown off to good effect as the Saeghe is towed towards the paint shop of the 11th TFS in August 2013.

Thunderbolts on exercise The IRIAF conducted an exercise – called ‘Modafeane Harime Velayat’ (‘Defenders of Velayat’s Territory’) – at TFB 2 between October 17 and 22, 2008. Three Saeghes from TFB 1 were among the participants, their pilots practising rocketry and bombing at the Shabestar gunnery range. For the first time all three Saeghes flew from Tehran and Tabriz, using the ARN-84 TACAN system installed in the lead aircraft. The following year saw exercise ‘Milade Noore Velayat’ (‘Birth of the Light of Velayat’) between June 23 and 26, when once again three Saeghes (37366, 3-7367 and 3-7368) took part. They were forward-deployed to TFB 10 at Konarak for the event. In the first phase of the exercise, the pilots practised using dummy Mk 83 bombs and Zuni training rockets against the target. In the second phase they practised low-level bombing with Mk 82SE retarded bombs. Owing to the

inferior work of the TFB 2 weapon officers, the retarded bombs’ fins failed to activate, causing the weapons to explode under the aircraft. This led to the crash of an F-5F and damaged the skin of a Saeghe flying as wingman. In September 2011 the IRIAF’s conducted another exercise at TFB 2 – ‘Modafeane Harime Velayat-3’. Seven tactical fighter bases detached aircraft to participate. Four Saeghes of the 23rd TFS were among the 45 fighters involved in the exercise, which ran from the 11th to the 15th of the month. Exercise ‘Modafeane Harime Velayat-4’ began at TFB 9 Bandar Abbas on December 18, 2013, with maritime attack training as its primary objective. During the exercise TFB 2 deployed three Saeghes (3-7366, 3-7369 and 3-7370), two F-5Fs (3-7167 and 3-7169) and an F-5E (3-7334) to TFB 9, which lasted until December 21. 

Azarakhsh, SR.II and Saeghe 80, became the responsibility of IAMI (HESA). Subsequently, the Owj test pilot school was disbanded and its single remaining Beechcraft Bonanza was handed over the IRIAF’s Primary Flight Training School at Kushk-Nosrat. Between 2007 and 2009, two of the five Saeghe test pilots were promoted to higher ranks and became officers of the IRIAF’s HQ, leaving just three. In 2008, two F-5E test pilots from TFB 2 qualified to fly the Saeghe in Tehran – and then at Shahin-Shahr – increasing the number to five once more. Without a twin-seat version of the Saeghe, the training of future pilots will be costly and difficult. When the first Saeghe squadron was formed in 2009, the IRIAF HQ became aware of the necessity of a training version of the aircraft. The flying characteristics of the Saeghe-80 are similar to its predecessor, the F-5E, but several

elements demand much greater pilot attention. In particular, they must be aware of the effects of the control surfaces on the aircraft’s movement around its longitudinal axis (roll axis), especially banking at low speed. In late 2009, the IRIAF’s Owj Complex defined a project named Saeghe-90, later named Saeghe II, which involved the installation of the Saeghe’s twin vertical stabilisers on the two-seat F-5F.

Saeghe II is born

IAMI/HESA’s Saeghe design bureau, which now consisted of former engineers from Owj as well as new staff, completed the design of the Saeghe-90 project in 2011. Now they needed an F-5F airframe to develop the idea. While the IRIAF’s HQ had scheduled mass conversion of the IRIAF’s F-5Es to Saeghe standard to begin in 2016, there were no F-5Fs available – except for an

Above: Twin-seat Saeghe 3-7182 pictured during the unveiling ceremony in the northwest corner of Mehrabad’s International Airport, Tehran. The aircraft wore a 23rd TFS camouflage scheme for the occasion. Reza Alavi Left: A pair of Saeghes release Mk 82 Snake Eye retarded bombs over Shabestar gunnery range as part of Exercise Modafean Harim-E Velayat in 2011.

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AIRCRAFT PROFILE IRIAF Saeghe (Thunderbolt) airframe in storage with Owj. The jet, 3-7180 (c/n Z1027), formerly of TFB 4 at Vahdati, had suffered an accident on October 21, 2000 when, during an engine run-up, one of the technicians mistakenly jettisoned the cockpit canopies. The aircraft’s ‘boat’ tail and vertical and horizontal stabilisers were damaged by the falling canopies. The F-5F was then withdrawn from service and cannibalised for spares: after three years no valuable parts were left on the airframe. In 2005, it was handed over to Owj for restoration and the airframe structure and skin were repaired. But the lack of some vital parts, including the ejection seats which had been destroyed in the accident, meant the F-5F was left in storage. IAMI experts spent two years working on the main airframe. Several hundred metres of wiring were replaced and new parts smuggled into Iran, including avionic components, installed. Meanwhile the new V-shape tail section with its twin vertical stabilisers was designed and installed. Several new NAVAIDS such as ILS and TACAN were installed alongside the old ARN-84 TACAN system. Two Russian-made K-36LT ejection seats were installed – similar to those used in the F-5B Simorgh (Phoenix), a conversion of the F-5A and RF-5A to F-5B standard – at IAMI/HESA along with a new secure UHF radio assembled by Iranian Electronic Industries. Apart from these new features, no changes were made to the aircraft’s systems.

Maiden flight

After a year’s delay caused by difficulties in providing the required spare parts in the face of sanctions, the Saeghe II was finally prepared

Above: Surprisingly the Islamic Republic of Iran Air Force based the Saeghe’s early blue and yellow colour scheme on that of the US Navy’s Blue Angels display team. Zare Zadeh

Saeghe In Service Version

Serial No. Code

Delivery

Note

Saeghe

3-7366

S.110-001 n/a

C/N

Jun 2014

Former Azarakhsh 3-7301

Saeghe

3-7367

S.110-002 n/a

20 Sep 2007 Former Azarakhsh 3-7302

Saeghe

3-7368

S.110-003 U.1048 20 Sep 2007 Formerly the 3-7060

Saeghe

3-7369

-

n/a

Feb 2009

Saeghe

3-7370

-

n/a

10 Oct 2010

Saeghe

3-7371

-

n/a

Oct 2012

Saeghe-II 3-7182

-

Z.1027 9 Feb 2015

for ground tests at the IAMI facility in Shahin-Shahr in December 2014. Following test flights in January and February 2015 the aircraft was prepared for delivery. It was finally flown to Mehrabad for an unveiling ceremony on February 5, 2015. Painted in the full Asian Minor II colour scheme and wearing the serial 3-7182, the Saeghe II was presented to the public at a ceremony at Mehrabad four days later. During the event Brigadier Hatami, Acting Secretary of the Iranian Ministry of

Former Vietnamese F-5E

Formerly the 3-7180

Defence, Brigadier General Alireza Barkhor, the deputy commander of the IRIAF, and Brigadier Manuchehr Manteghi, CEO of the Iranian Aviation Industries Organisation, spoke to the media about their achievement.

A positive future?

After the IRIAF realised the twin vertical stabilisers of the Saeghe did not significantly improve the aircraft’s flight characteristics, it decided to limit the concept to one squadron consisting of 12 F-5E

Saeghes, now complemented by the single F-5F Saeghe II. In 2007 the defence ministry and its IAMI/HESA company were contracted to develop a new avionics upgrade package for the IRIAF’s F-5E/F fleet. However, only three more of the original avionics packages were acquired, and the programme ground to a halt. Instead, IAMI began work on the Sino-Iranian SR.II project, which was subsequently cancelled by the IRIAF HQ in 2006 or 2007. Instead of meeting the needs of the IRIAF, the Saeghe project is propagandistic and does not represent a significant improvement in the performance and combat capabilities of the air force’s F-5E/Fs. As such, the IRIAF has no intention to deliver additional airworthy and operational F-5E/Fs to IAMI for modification. Now, just 13 F-5Fs from a total of 28 delivered under the ‘Peace Rush III’ Foreign Military Sale programme are still operational with the IRIAF. It is not clear whether it will risk modifying them under afm the Saeghe II venture.

The first Saeghe built, S.110-001, was fitted with an inverted F-5B nose cone, in order to test airframe aerodynamics. The prototype takes off from runway 29L during the programme’s unveiling ceremony on September 20, 2007. Amir Naderi

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ATTRITION REPORT

USAF C-130H and US Army C-27J Collision Report

A

n accident investigation report has been released into the collision between a US Air Force C-130H Hercules and US Army C-27J Spartan near Pope Army Airfield, Fort Bragg, North Carolina, on December 1, 2014 – see Attrition, January. The report, released by Air Combat Command on March 16, identifies the two aircraft involved as C-130H 88-4404 assigned to the 440th Airlift Wing/95th Airlift Squadron at Pope AAF and C-27J 10-27030 assigned to US Army Special Operations Command Flight Company at Fort Bragg. The aircraft collided at approximately 2022hrs local time, about 8 miles (13km) south of Mackall AAF, North Carolina. Both aircraft declared emergencies and landed safely, the C-27 at Mackall AAF and the C-130 at Pope AAF. There were no injuries to the eight C-130 crewmembers or the five C-27 crewmembers. Damage estimates for the C-27 are still ongoing. The government loss for the C-130 and associated clean-up was valued at $1,837,649.93. At the time of the incident, the mishap C-130 was performing an escape manoeuvre to egress Luzon Drop Zone (DZ) following completion of a visual Container Delivery System airdrop. The mishap C-27 was departing Laurinburg-Maxton Airport en route to two waypoint DZs for simulated airdrops. The C-130 was levelling at 1,500ft (455m) Above Mean Sea Level (AMSL) on a heading of 193° while the C-27 was level at 1,500ft AMSL, on a heading of approximately 310°, passing slightly beneath the C-130 from left to right.

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Above: The extensive damage to the top of the fin and rudder of US Army C-27J 10-27030 following its collision with US Air Force C-130H 88-4404 on December 1, 2014, is apparent in this view of the aircraft after its emergency landing back at Mackall AAF, North Carolina. USAF Left: The extensive damage to the starboard outer engine and wing of US Air Force C-130H 88-4404 after the aircraft was back on the ground at Pope AAF following its collision with the C-27J. By an amazing piece of luck, the tail of the C-27J passed between the propeller arcs of the two starboard engines without hitting either of them. USAF

The right wingtip of the C-27 grazed the right underside of the C-130 at the nose undercarriage door, damaging it and following a path that tore the flare dispenser hood from the fuselage and then proceeded beneath the C-130’s right wing. The C-27’s tail fin crossed immediately in front of the nose of the C-130 and proceeded between the prop arcs of the C-130’s number 3 and 4 engines. The fin then came into contact with the front of the C-130’s right external fuel tank and continued on a path impacting midway down the inboard side of the number 4 engine and leading edge of the right wing in the vicinity of the engine mount. The C-130 sustained damage to the leading edge of the right wing and number 4 engine. The C-27 sustained significant damage to the top third of the fin and rudder. The Accident Investigation Board President found by clear and convincing evidence that the cause of the mishap was a breakdown in visual scan resulting in insufficient clearing of the aircraft flight

path by both aircrews. The AIB President found that both aircrews were over-reliant on Traffic Collision Avoidance Systems to alert them to potential traffic conflicts and concentrate their visual scan. Additionally, the AIB President found that both aircrews exhibited complacency due to the routine nature of the mission profiles, despite the inherent risk associated with night, low-level, visual flight rules operations on Night Vision Goggles. The AIB President further found

that the visibility afforded by the C-27 is limited, presenting a considerably obstructed view for the left-seat pilot who was flying, limiting his ability to see the C-130 approaching from the right with sufficient time to avoid collision. Lastly, the AIB President found the pilot flying from the left seat of the C-130 channelized his attention on aircraft control, resulting in a loss of situational awareness and breakdown of visual scan outside the aircraft. 

Above: The damaged starboard wingtip of the C-27J, which impacted with the underside of the C-130H in the nose undercarriage door area. USAF

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Accident Reports D: Apr 16 N: Vietnam People’s Air Force/370th Air Regiment T: 2 x Su-22M-3K Fitter-K S: 5857 and 5863

D: Apr 7 N: Bangladesh Air Force/ 35 Squadron T: Chengdu FT-7

The nose undercarriage collapsed while landing at Dhaka-Hazrat Shahjalal International Airport, Kurmitoa at 1617hrs. The pilot and co-pilot were uninjured. The aircraft was from 35 Squadron ‘Thundercats’, which is resident at Bashar Air Base, co-located alongside the airport. All flight operations from the airport had to be halted for around 40 minutes while the FT-7 was removed from the runway. D: Apr 9 N: Pakistan Air Force T: MFI-17 Mushshak

The aircraft performed an emergency landing in a field after experiencing a technical problem on a routine training mission. It came down at Pipal village in the Katlang area of Mardan district. Both pilots, Squadron Leader Asif Farooq and his colleague, identified only as Haseeb, were uninjured. The extent of damage to the aircraft was not reported. D: Apr 10 N: Nigerian Air Force T: AS332M1 Super Puma

This helicopter was extensively damaged at 1000hrs as it taxied in at Lagos-Murtal Mohammed International Airport after a training mission. The NAF said the accident had been caused by a hydraulic failure and debris from the main rotor had damaged some ground equipment. Emergency services extinguished a resulting fire after rescuing all four occupants (two pilots and two passengers) who sustained minor injuries. Local media reports claimed one of the main rotor blades detached and the helicopter crashed immediately after take-off, not after landing.

Above: Airmen from the 332nd Expeditionary Maintenance Squadron remove the damaged No 1 engine nacelle on US Air Force A-10C Thunderbolt II 79-0185 ‘IN’ from the Indiana Air National Guard’s 163rd Expeditionary Fighter Squadron ‘Blacksnakes’ in a shelter at Al Asad Air Base, Iraq, on April 10. The aircraft had a catastrophic engine failure while refuelling over Iraq, forcing it to divert to Al Asad. Within five days it had been repaired and flown out. USAF/Tech Sgt Jared Marquis D: Apr ?? N: US Air Force/163rd EFS T: A-10C Thunderbolt II S: 79-0185 ‘IN’

While deployed to Ahmed Al Jaber Air Base, Kuwait, during a mission against IS over Iraq, the aircraft’s No 1 engine suffered catastrophic, non-combat-related damage as it undertook routine refuelling. The pilot safely diverted to Al Asad. Air Base, Iraq Within hours of the incident, a maintenance repair team from the 332nd Expeditionary Maintenance Squadron headed to Iraq to repair the aircraft. It was important to get it out of Iraq as quickly as possible because the base was not fully secure. Initially, it was thought it would be grounded for almost a month awaiting parts from the US. With daily airlift missions involving USAF and US Marine Corps assets, the work was completed within five days. All the equipment required to do the job had to be transported in . On completion, the aircraft was safely flown out of the base and returned to service.

D: Apr 16 N: Indonesian Air Force/SkU 3 T: F-16C S: TS-1643

After engine failure this aircraft aborted take-off at 0820hrs from Jakarta-Halim Perdanakusuma Airport The pilot then lost control and the fighter caught fire following collapse of the port undercarriage leg. The pilot jumped clear and was taken to hospital for treatment of minor injuries. Extensive fire damage means the aircraft is almost certainly a write-off. D: Apr 16 N: Pakistan Air Force T: Mirage

The pilot ejected safely following a technical malfunction during a routine training sortie and the aircraft crashed. The Mirage came down near the Sonmiani Spaceport in the Lasbela district of the south-western province of Balochistan and was destroyed. The PAF uses a live firing range at Sonmiani for weapons exercises.

Air traffic controllers lost contact with these two aircraft at around 1040hrs over the East Sea, about 6nm (11km) from Phu Quy Island. They are believed to have collided and crashed during a training flight off the coast of the central province of Binh Thuan. The pilots are reported to have ejected but no more information is available. Four drop tanks, believed to be from the aircraft, plus some sections of parachute, were found in the area where the aircraft went missing. D: Apr 19 N: Algerian Air Force T: Mi-24 Hind

This attack helicopter crashed and caught fire shortly after taking off from Illizi Airport, killing both crew members. D: April 21 N: Indonesian Army/Sekolah Penerbang T: Bell 205A-1 S: HA-5066

During a training mission at the Indonesian Army’s base at Achmad Yani Airport, Semarang, Java, this helicopter was involved in an accident – two crew members were injured and taken to hospital for treatment. The incident happened at 0820hrs when the helicopter made a hard landing on the runway, coming to rest upright, although sustaining significant damage. It was being used for emergency procedures training when the instructor and student pilot lost control at a height of around 1,000ft (300m) above ground level. Several flights from the airport had to be delayed or cancelled, as the runway was closed due to the accident until 0935hrs.

Badly burnt Indonesian Air Force F-16C TS-1643 on the runway at Jakarta-Halim Perdanakusuma Airport after its take-off accident on April 16.

Above: The Cameroon Air Force Harbin Z-9AE following its crash landing near Douala on April 24. Abbreviations: D: Date N/U: Nationality/Units T: Type S: Serials

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#327 JUNE 2015 93

APRIL 7 - MAY 10 2015

ATTRITION REPORT Accident Reports D: Apr 23 N: Air Force of Zimbabwe/2 Sqn T: K-8 Karakoram

This aircraft crashed in an open field a few miles from GweruThornhill Air Base. Both aircrew are reported to have ejected safely. D: Apr 24 N: Cameroon Air Force T: Harbin Z-9AE Haitun

This helicopter was badly damaged in an accident close to Douala International Airport. All four on board were injured when the helicopter came down while attempting to return to base. It was one of four Z-9s that had formally been accepted by the Cameroon Ministry of Defence on November 10, 2014. D: Apr 24 N: Syrian Air Force T: Unidentified fighter

Technical problems during a training exercise caused this aircraft to crash east of Khalkhalah Air Base and, according to state television, a search for the pilot was under way. IS claimed it had shot down the aircraft and captured the pilot, but there has been no independent confirmation of this. Khalkhalah houses two squadrons of MiG-21s, although it is not known if this was the type involved. D: Apr 25 N: Indian Air Force T: Mi-35 Hind

This attack helicopter crashed at around 2230hrs during a routine exercise. All three crew members escaped safely. The helicopter came down near Suratgarh city in Sringanganar district. A court of inquiry was convened to investigate the cause of the accident.

Right: The badly damaged tailplane of Mexican Air Force T-6C+ Texan II 6603 following its collision with T-6C+ 6602 on April 25 during Mexico’s Aerospace Fair 2015. Below: The wrecked tail section of Mexican Air Force T-6C+ Texan II 6602 following its crash on April 25 during Mexico’s Aerospace Fair 2015.

D: Apr 25 N: Mexican Air Force/EMAAFA T: T-6C+ Texan II S: 6602

During an aerobatic display at 1105hrs at the Aerospace Fair 2015 held at Base Aérea Militar 1 General Alfredo Lezama Alvarez, Santa Lucia, these two T-6C+ Texan IIs made contact in mid-air while performing a double mirror manoeuvre together with a third T-6C+. The propeller of one of the aircraft, 6602, struck the tailplane of 6603, following which 6602 lost all power as a result of damage incurred during the collision. Both crew members ejected safely without injury.  The aircraft was destroyed by the subsequent ground impact and post-crash fire. The other T-6C+, 6603, landed safely, although its tailplane was badly damaged, with the starboard elevator completely missing and both the starboard tailplane and elevator damaged. Both aircraft were from the Escuela Militar de Aplicación Aerotáctica de la Fuerza Aérea (EMAAFA) at BA Militar 11 Santa Gertrudis, Chihuahua.

D: Apr 26 N: Royal Saudi Air Force/King Faisal Air Academy T: Cirrus SR22?

This training aircraft crashed, killing the instructor and student pilot on board. It is believed the type involved was a Cirrus SR22. D: Apr 28 N: Japan MSDF/71 Kokutai T: ShinMaywa US-2 S: 9905

During a training flight in the Pacific Ocean, this amphibian was extensively damaged. The accident occurred at 1455hrs, about 25 miles (40km) northeast of Cape Ashizuri, Kochi prefecture. One of the underwing floats was broken off, an engine was torn away and the fuselage damaged. The aircraft remained afloat but steeply nose-down, with the forward fuselage submerged up to the wing leading edges and the tail pointing up into the air. Four of the 19 crew members were reported as suffering minor injuries. All took to lifeboats after the accident and were rescued by a passing ship.

D: May 1 N: Mexican Air Force/Esc 101 T: EC725 Cougar S: 1009

This helicopter was destroyed after being shot down with an RPG fired by a member of the Jalisco New Generation drug cartel, resulting in the death of seven Special Forces soldiers and crew members. Six of them died in the crash, while a seventh, a female Policia Federal officer, succumbed to her wounds on May 7. Eleven other personnel were also injured. The helicopter was carrying eleven soldiers, five crew members and two Policia Federal officers. It was engaged along with four other helicopters in an intercept mission on a drug cartel convoy on a road near Autlán, between Casimiro Castillo and Villa Purificación. . D: May 1 N: US Air Force T: MQ-1 Predator

This UAV crashed in an unpopulated area of the Nevada Test and Training Range, 1 mile (1.6km) southeast of Cactus Springs, Nevada, during a routine training mission.

Above: This was all that remained of Mexican Air Force EC725 Cougar 1009 after it was shot down on May 1 by a member of a drug cartel, killing seven of those on board and injuring eleven others. Cuartpscuro Left: JMSDF ShinMaywa US-2 9905 following its accident in the Pacific Ocean on April 28. Abbreviations: D: Date N/U: Nationality/Units T: Type S: Serials

94 JUNE 2015 #327

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Pakistan Army Aviation Corps Mi-171 58645 seen following its landing accident at Kohat on May 2. D: May 2 N: Pakistan Army Aviation Corps T: Mi-171 S: 58645

This Mi-171 was damaged at Pakistan Air Force Base Kohat in Khyber-Pakhtunkhwa province. It was landing after a routine flight when its tail rotor struck one of a number of containers that were being used as a security barrier to provide security against terrorist attacks. The tail boom was severed, but the Mi-171 came to rest upright on its undercarriage. The pilot and one other person on board were reported injured. D: May 4 B: Yemen Air Force T: Ilyushin Il-76TD S: 7O-ADG

This aircraft was destroyed by fire on the ground at Sana’a International Airport, Yemen, after it was hit during an air strike by a Saudi Arabia-led coalition aircraft.  D: May 6 N: Libya Dawn T: MiG-25PU Foxbat S: 124

This Foxbat was destroyed in a crash on what was reported to be its first combat sortie after being returned to airworthiness. The aircraft came down near Zintan while trying to bomb the airfield there and was destroyed in a post-crash fire. The pilot is thought to have ejected but been captured. D: May 7 N: Royal Saudi Land Forces T: AH-64 Apache

This helicopter was damaged in an emergency landing just inside the border with Yemen, in in the Saudi border district of Najran. Officials said that the two crew were safe, but there was minor damage to the Apache.  

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Above: This still from a video shows Yemen Air Force Il-76TD 7O-ADG burning fiercely on the apron at Sana’a International Airport, Yemen, on May 4 after being hit during an air strike by Saudi-led coalition aircraft. D: May 8 N: Indian Air Force/222 Sqn T: MiG-27M UPG

After taking off from Hashimara Air Force Station, West Bengal, at 0820hrs, the aircraft crashed near the town of Alipurduar ten minutes later. Two civilians on the ground were killed, although the pilot ejected safely, although he suffered some injuries and was taken to hospital. D: May 8 N: Pakistan Army Aviation Corps T: Mi-17

This Mi-17 crashed, killing seven of those on board, including the ambassadors of Norway (Leif Larsen) and the Philippines (Domingo D Lucenario Jr), the wives of the ambassadors of Indonesia and Malaysia, plus the two pilots (Major Altamish and Major Faisal) and one other crew member. The helicopter crashed into a school building and set it ablaze after a technical failure as it was preparing to land in the Naltar Valley at Gilgit, northern Pakistan. There were eleven foreign nationals and six Pakistani crew members on board. Two of the unknown number of  injured people were the ambassadors of the Netherlands (Marcel de Vink) and Poland (Andrzej Ananiczolish), who were taken to the Combined Military Hospital in Gilgit for treatment. Other passengers included the ambassadors of Indonesia, Lebanon, Malaysia, Romania and South Africa. The helicopter was one of three Mi-17s carrying diplomats to the launch of two projects in the mountainous Gilgit-Baltistan region. Pakistani Prime Minister Nawaz Sharif was travelling in one of the other helicopters when the accident happened, following which he was flown back to Islamabad without landing.

D: May 9 N: Turkish Air Force/Airbus T: A400M S: EC-403 (c/n 023)

This A400M was destroyed in a fatal crash during its maiden flight from Seville-San Pablo Airport, Spain, killing four of the six crew and seriously injuring the other two. The aircraft was to have been the third for the Turkish Air Force. For full details, see Fatal Turkish A400M Crash on Maiden Flight in the Headline News story on p4. D: May 10 N: Colombian Army T: UH-60L Black Hawk S: EJC-2148

This helicopter crashed at around 1440hrs following a suspected technical malfunction near Ucrania, 13 miles (21km) north of the town of Uribe in the Meta department. Four personnel (pilot Capitan Fabian Villamarin Santamaria, crewman Cristian Torres Rodriguez plus soldiers Jaime Romero Pena and Freddy Diaz Garcia) were killed and the other two (Lt Alexander Carreno Morales and 1 st Cpl Diego Montana Fandino) seriously injured, but the survivors were reported to be in stable condition. The Black Hawk was on a routine mission ferrying supplies to Brigada Móvil No 2 the time.

D: May 10 N: Royal Moroccan Air Force T: F-16C S: 08-8008

While on a mission in Yemen as part of the Saudi-led coalition fighting Houthi rebels this aircraft went missing at around 1800hrs and wreckage found later confirmed it had crashed. Local reports suggest the pilot was killed. Yemn's Shiite Huthi rebels claimed to have shot-down the aircraft over Wadi Nushur, Saada D: May 11 N: Philippine Air Force T: F27 Friendship 500 S: 10669

On landing at Legazpi Airport at 1013hrs, the nose undercarriage collapsed, causing damage to the nose area. The six on board were unhurt. Additional material from: Scramble/Dutch Aviation Society and Alex Sidharta. Correction: The image of the Serbian Air Force Mi-17 in last month’s Attrition section on p93 was inadvertently credited to Igor Bozinovski. It should have been credited to Igor Salinger. Our apologies to both photographers for the error.

Above: The burning wreckage of the Libya Dawn MiG-25 following its crash near Zintan on May 6.

#327 JUNE 2015 95

DEBRIEF Book reviews Nimrod’s Genesis RAF Maritime Patrol Projects and Weapons since 1945 Chris Gibson Crecy Publishing £29.95 ISBN: 978-1902109473 Author Chris Gibson’s latest book on the Hawker Siddeley (later British Aerospace) Nimrod and Britain’s experiments with maritime patrol aircraft (MPA) could be viewed as ironic timing. Its release comes at a time when the UK, regarded historically as a maritime nation, does not have an MPA currently in

Africa@War 19: Libyan Air Wars Part 1: 19731985 Tom Cooper, Albert Grandolini, Arnaud Delalande Helion & Company £16.95 ISBN: 978-1909982390 Throughout the 1970s and into the late 1980s the West and Libya were embroiled in an escalating exchange of blows; Libyan-sponsored terrorists struck at the heart of Europe’s capital cities, as the West responded with US-led military air strikes and covert

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service. Its armed forces now rely on patrol aircraft deployed from fellow NATO members to protect British waters. It’s a sad state of affairs, compounded by the fact that the British pioneered the development of MPAs. The level of research the author has undertaken in this book is phenomenal. He details all the MPA projects – some of which never left the drawing board or progressed beyond prototype stage. Along with the aircraft, a multitude of weapons were developed to disable or sink enemy ships and submarines. It’s clear from the text that Britain was leading the field in both areas. If the then government had provided the necessary financial backing a healthy series

ground attacks by French special forces. But Libya’s aggressive stance also extended to Africa. The Libyan Arab Air Force (LAAF) was one of the most potent in the area and regularly deployed squadrons of fighters to North Africa, with Chad frequently used as a forward operating base for LAAF Mirage and MiG fighters. The deployments reflected the Libyan high command’s attempts to gain influence, though more often than not, the aircrews found themselves in sporadic aerial engagements with fighters from neighbouring nations in an undeclared war. Western intelligence agencies monitored Libya’s expansion and countered its operations with direct action and covert missions designed to create chaos within Libya’s military leadership. This book not only covers the air war in extensive detail but explains the political background to the situation and how it slowly grew from a low-intensity border war, to one that would eventually see LAAF Su-22 Fitters shot down by US Navy F-14A Tomcats over the Gulf of Sidra, when the US carrier allegedly crossed Colonel Gaddafi’s ‘‘Line of Death’. Packed with charts, maps, tables and colour side profiles, the Africa@ War series is quickly becoming a must-have collection. Glenn Sands

of export orders would have most likely followed. The author has been careful not to become too embroiled in the politics of the retirement of the RAF’s Nimrods and gives the reader a factual account of the reasons behind its early retirement. Supporting the text throughout are some outstanding digital artworks that illustrate ‘drawing board types’ as if they had reached operational service – the Avro Vulcan MR3 would have been something rather special, I think. A great book that deserves to be in the collection of any fan of British aviation. Glenn Sands

Su-25 Frogfoot Units in Combat Combat Aircraft 109 Alexander Mladenov Osprey Publishing £13.99 ISBN: 978-1472805676 During the 1980s air war over Afghanistan Sukhoi Su-25 Frogfoots became the backbone of Russia’s fight with the Mujahedeen. It was only the covert introduction of the Americansupplied Stinger shoulderlaunched surface-to-air missiles by the Central Intelligence Agency that curtailed the effectiveness of the Su-25s. They forced the jets to operate from higher altitudes, from where the pilots struggled to find rebel hideouts and supply routes. Sukhoi pitched its concept of a tough, heavily armoured, easyto-maintain attack aircraft to the Russian Air Force in 1975. The first example, then known as the T8-1, flew on February 22 in the hands of chief test pilot Vladimir Ilyushin. The test programme culminated in a design that, with minor modification, became the Su-25. From here the rest is history. Frogfoots have seen action in every conflict the Russian military has become embroiled in – from battling breakaway former republics through to secret deployments to Abkhazia

to fight military forces in Georgia. But as well as combat sorties in Europe and Southwest Asia, Su-25s were also involved in the border wars in Africa and the Middle East – the information provided being supported by a wealth of rare colour images. Details about weapons and tactics are complemented by pilot accounts of flying what came to be known as the ‘rook’. A nickname that came about because the type would circle the battlefield, waiting to strike targets of opportunity. Often viewed as a simple ground-attack aircraft, the Su-25 has an impressive war record. This looks set to continue as more sophisticated variants of the aircraft enter service once more. A thoroughly great read. 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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Next Issue

of AirForces Monthly on sale June 18th* The Royal Canadian Air Force ‘demo’ Hornet for 2015 is CF-18A 188761, which has the unique distinction of being the only jet fighter in the world still flying from which pilots have ejected twice. The first time was on October 20, 1987 at RAF Alconbury, UK and the second on June 19, 2004 at Yellowknife, Northwest Territories, Canada. The aircraft was repaired on both occasions, and for the 2015 airshow season it is painted in a Battle of Britain scheme, complete with simulated machine gun ports on its wing leading edges. Derek Heyes

*UK scheduled on sale date. Please note that the overseas deliveries are likely to be after this date.

98 JUNE 2015 #327

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“WHERE ARE THE CARRIERS?” THE STATUS OF AMERICA’S ‘FLAT-TOPS’

THE CARRIER FLEET Ten US Navy Carriers Reviewed

CARRIER AIR WINGS & THEIR SQUADRONS DO THE SHUFFLE! MOVING THE FLEET HORNETS, HAWKEYES &

HELICOPTERS IN ACTION

"WHERE ARE THE CARRIERS?" THE STATUS OF AMERICA’S ‘FLAT-TOPS’

T

he US Navy’s aircraft carrier force has been flying combat sorties almost continuously for more than 14 years. Since the beginning of Operation Enduring Freedom in Afghanistan in October 2001, there has been Operation Iraqi Freedom, and now Inherent Resolve in Iraq and Freedom’s Sentinel in Afghanistan. Prior to that that there was the 1990 Desert Shield running through to Southern Watch in Iraq, operations in Bosnia and Kosovo, and Desert Fox in Iraq. The carriers and their carrier air wings (CVWs) have been on a non-stop, hightempo war footing for 25 years now.

2

WHERE ARE THE CARRIERS?

The carriers

US Navy’s carrier operations are now carried out exclusively by ten Nimitz-class nuclear-powered aircraft carriers (CVNs). The last oil-fired examples have been retired, and the first CVN, Enterprise (CVN 65), was inactivated in December 2013. The number of CVNs is set in law by Congress, and was reduced from 12 to 11 a few years ago, and since has been temporarily reduced to ten with the retirement of Enterprise, pending the commissioning of the lead ship of a new class, Gerald R Ford (CVN 78) in 2016. Stated force-level requirement for aircraft carriers from the various regional combatant commanders is 15, a number not likely to ever be met.

Doing the shuffle

George Washington is forward-deployed to the US Seventh Fleet at Yokosuka, Japan. Abraham Lincoln is in a three-year Refueling and Complex Overhaul (RCOH) at the Newport News Shipbuilding shipyard in Newport News, Virginia, where its service life is being extended from 25 years to 50 years. The first four Nimitz CVNs have completed RCOH. The last five will sequentially complete RCOH after USS Abraham Lincoln emerges next year. Theodore Roosevelt, having completed RCOH last year, is currently on deployment from Norfolk but will end its cruise at her new home port, Coronado, California. The move initiates a shuffle, with Ronald Reagan leaving Coronado in 2015 and completing a

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“

“WHERE ARE THE CARRIERS?” Many US Presidents have uttered these words when military force looks like the only option to solve a crisis. Rick Burgess reviews the status of the US Navy’s ‘flat-tops’

Main image: The pilot of a F/A-18C Hornet assigned to VMFA-251 ‘Thunderbolts’ is given the clear to launch from the USS Theodore Roosevelt (CVN 71). The USMC have been supplying the Carrier air Wings (CVWs) with Hornets on a regular basis since the mid-1990s. US Navy photo by Mass Communication Specialist 3rd Class Kris R. Lindstrom

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WHERE ARE THE CARRIERS?

3

"WHERE ARE THE CARRIERS?" THE STATUS OF AMERICA’S ‘FLAT-TOPS’

Carrier Bases Of the ten Nimitz-class CVNs, four are based on the USA’s east coast and six are in the Pacific area:

Below: Two EA-6B Prowlers operated by VAQ-137 fly in formation over the aircraft carrier USS Enterprise (CVN-65) in the Arabian Sea on October 15, 2012. It was the carrier’s last cruise, supporting Operation Enduring Freedom. The role of the EA-6B on carriers has now been taken over by the E/A-18G Growler. US Navy/Lt Cdr Josh Hammond

Naval Station Norfolk, Virginia USS Dwight D Eisenhower (CVN 69) USS Harry S Truman (CVN 75) USS George H W Bush (CVN 77) Newport News, Virginia USS Abraham Lincoln (CVN 72) Naval Air Station North Island, Coronado, California USS Carl Vinson (CVN 70) USS Theodore Roosevelt (CVN 71) USS Ronald Reagan (CVN 76) Naval Station Bremerton, Washington USS Nimitz (CVN 68) USS John C Stennis (CVN 74) Naval Station Yokosuka, Japan USS George Washington (CVN 73)

deployment in Yokosuka, replacing George Washington, which will shift to Newport News to succeed Abraham Lincoln in the RCOH process. The Newport News shipyard is also completing the Gerald R Ford and beginning construction of CVN 79, the future USS John F Kennedy. Secretary of the Navy Ray Mabus has also selected the name Enterprise for the future CVN 80. These CVNs are expected to be commissioned at five-year intervals. The Gerald R Ford class is designed to operate more efficiently than the Nimitz class, with a 33% increase in its sortie-generation rate. It is equipped with a new-design nuclear reactor; a new island superstructure; an electromagnetic aircraft launching system (MALS) that replaces steam catapults; a new three-wire arresting gear system, new weapons elevators; and a dual-band radar. These changes will reduce the crew size by 700 sailors in the ship and 400 in the assigned air wing – around 20% of the personnel embarked. In recent years the US Navy has routinely kept one CVN deployed in the Persian Gulf region, while another is returning from deployment and one is getting ready to deploy. The

Above: The aircraft carriers USS Dwight D Eisenhower (CVN-69), USS George H W Bush (CVN-77), USS Enterprise (CVN-65), USS Harry S Truman (CVN-75), and USS Abraham Lincoln (CVN-72) are seen in port at Naval Station Norfolk, Virginia, the world’s largest naval station, on December 20, 2012. US Navy

When the USS Enterprise (CVN-65) returned to Naval Station Norfolk on November 4, 2012, it was its 25th and final homecoming after 51 years of distinguished service. It is seen here six months later, on June 20, 2013 making its final voyage to Newport News Shipbuilding yard. The first nuclear-powered aircraft carrier will be dismantled at the shipyard prior to the scheduled commissioning of the next aircraft carrier Enterprise (CVN-80). US Navy - Huntington Ingalls Industries

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typical six-month deployment has lengthened to seven or eight months as the US Navy has tried to deal with budget cutbacks that affect ship maintenance and training. The US Navy’s goal to have three carriers ‘surge ready’ has been reduced to one in the last two years because of the budget situation. Also, George Washington in Japan normally does not make long deployments like the other carriers but shorter patrols in the western Pacific Ocean, tethered to the Seventh Fleet. The US Navy watches its carrier utilization carefully so as not to run down the fuel in the nuclear reactors at a rapid rate. The oft-stated question that US presidents are known to ask in a crisis: “Where are the carriers?” was again illustrated last August when the Islamic State (IS) militants swept into Iraq and captured several main cities, including Mosul and Tikrit. George H W Bush, on station in the Persian Gulf, was able to swing into action immediately, and for 54

Below: Tugboats guide the aircraft carrier USS Dwight D Eisenhower (CVN-69) on August 26, 2014 from her dry dock at Norfolk Naval Shipyard to a nearby pier following a scheduled dock flooding earlier in the morning. Dwight D Eisenhower is currently undergoing a scheduled docking planned incremental availability (DPIA) at Norfolk Naval Shipyard. US Navy/Mass Communication Specialist Seaman Apprentice Theodore Quintana

Carrier Air Wings Of the nine operational CVWs, four are headquartered on the east coast, four on the west coast and one in Japan. Tail codes are listed in brackets: Naval Air Station Oceana, Virginia CVW-1

(AB)

CVW-3

(AC)

CVW-7

(AG)

CVW-8

(AJ)

Naval Air Station Lemoore, California CVW-2

(NE)

CVW-9

(NG)

CVW-11

(NH)

CVW-17

(NA)

Naval Air Facility (NAF) Atsugi, Japan CVW-2

An artist’s impression of USS John F Kennedy (CVN 79), the second ship in the Gerald R Ford class, and the navy’s newest class of nuclear aircraft carriers. The ship’s first steel was cut in December 2010, and delivery to the navy is scheduled for no later than 2022. US Navy photo illustration courtesy of Newport News Shipbuilding/Released

Above: A VRC-40 ‘Rawhides’ C-2A Greyhound taxies past a row of T-45C Goshawks on the flight deck of USS Harry S Truman (CVN-75) on September 29, 2014. A variety of carriers are used for training now there is no longer one dedicated to training. The training, operational, and maintenance schedule was altered so the Truman swapped with the USS Dwight D Eisenhower (CVN-69) in the timetable. US Navy/Mass Communication Specialist Seaman Juan Antonio Salinas-Leon

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(NF)

days was the only strike capability available to US Central Command, according to Chief of Naval Operations Adm Jonathan Greenert.

The Carrier Air Wings

The 11 carriers are intended to be equipped with ten carrier air wings (CVWs), because one carrier in RCOH is always unavailable long-term. Only nine CVWs currently exist but the navy is taking steps to reinstate a tenth air wing in 2016. Composition of the CVWs is always in flux, but an era of relative stability is approaching. Within a year, all operational CVWs will be flying four strike fighter (VFA) squadrons, or in some cases the marine fighter attack squadron (VMFA) equivalent. Working alongside them are squadrons that specialise in electronic attack (VAQ); carrier airborne early warning (VAW); helicopter maritime strike (HSM); helicopter sea combat (HSC); and one detachment of carrier-onboard delivery (COD) aircraft from a fleet logistics support (VRC) squadron. Theodore Roosevelt, currently on deployment (see Rough Rider Rolls in…, May 2015, p74-77) carries the last helicopter anti-submarine (HS) squadron (HS-11 ‘Dragonslayers’) in lieu of an HSC squadron. Upon return, HS-11 will trade in its SH-60Fs and transition to an HSC squadron with MH-60S. CVW-17 was until October 2012 an east coast air wing, but was moved to NAS Lemoore, California, as part of the shift of some naval forces to the Pacific region. Its tail code was

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"WHERE ARE THE CARRIERS?" THE STATUS OF AMERICA’S ‘FLAT-TOPS’

changed from ‘AA’ to ‘NA’ – while logical, it is contrary to official instructions that units retain their codes even when transferred between fleets. The last time a CVW was transferred, CVW-16 in 1961, retained its ‘AH’ tail code even though it became a unit of the Pacific Fleet. CVW-14 existed only on paper in 2012. With a shortage of VFA squadrons, the US Navy could only equip it with one VFA and a VAQ, VAW, and HSC squadron. However, in 2015, HSM-79 will be established to begin restoration of the tenth CVW in 2016, notionally known as CVW-X as its designation has not yet been announced. CVW-2 is scheduled to move its fixed-wing squadrons from NAF Atsugi to Marine Corps Air Station (MCAS) Iwakuni, Japan, in 2017, with the HSM and HSC squadrons remaining at Atsugi, close to the carrier in Yokosuka.

Strike fighter squadrons

The core combat capability in a carrier air wing resides in its four VFA squadrons, equipped

The USS Harry S Truman (CVN-75) transits the Elizabeth River en route to Norfolk Naval Shipyard on November 5, 2014. It was heading there for what the US Navy terms ‘planned incremental availability’ which is repair/improvement work. US Navy/Mass Communication Specialist Seaman Justin R Pacheco

Above: An F/A-18E Super Hornet flown by the ‘Tomcatters’ of VFA-31 lands on the USS George H W Bush (CVN-77) on September 23, 2014, after conducting strike missions against IS targets. The carrier was supporting anti-IS ops. US Navy/Mass Communication Specialist 3rd Class Brian Stephens Below: The USS Dwight D Eisenhower (CVN-69) transits the Suez Canal on March 16, 2013. Dwight D Eisenhower was deployed to the US 5th Fleet area of responsibility as part of Operation Enduring Freedom. US Navy/Mass Communication Specialist Seaman Apprentice Kameren Guy Hodnett

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on deployment with a total of 44 F/A-18 Hornet or Super Hornet strike fighters. In two CVWs, one of the Hornet squadrons is a US Marine Corps fighter-attack (VMFA) squadron. For two decades the USMC has supplied VMFAs to some CVWs. In the late 1990s the corps supplied four VMFAs to CVWs, but that number declined to two as the force structure was reduced and came under the strain of deployments to Iraq and Afghanistan in the early 2000s. The US Navy and USMC struck an agreement in 2002, called Tactical Air (TACAIR) Integration, that eventually was to integrate ten marine corps VMFAs, one in each CVW, and was to put three navy VFAs in rotation for the Unit Deployment Program (UDP) to Iwakuni, Japan. The TACAIR Integration plan allowed the navy to reduce the number of VFA squadrons, and while the service did supply VFAs to Marine

Aircraft Group 12 at Marine Corps Air Station Iwakuni, Japan, for several years, the USMC has yet to be able to supply more than four VMFAs, and presently there are only two. The situation has left the US Navy with 35 deployable active-component VFAs (and one reserve), five short of being able to operate ten CVWs without augmentation from marine VMFAs. With two VMFAs assigned to carriers in lieu of VFAs, that still leaves the navy effectively three short, not enough for a tenth CVW. But two surplus VFAs have been able to cushion the transition process to F/A-18E/F Super Hornets and have deployed instead of other VFAs. The three are administratively assigned to CVWs as ‘extra’ squadrons. When the US Navy formulated its current CVW load-out, it was envisaged that each wing would have one F/A-18E squadron, another with two-seat F/A-18Fs, and two with F/A-18Cs. The F/A-18C units were eventually to be replaced by Lockheed Martin F-35C Lightning II Joint Strike Fighters. Plans were initially executed as such, but delays in the F-35 development and test programmes began to exert strain on the Hornet fleet which began to reach its fatigue life, exacerbated by the increased flight hours demanded by the wars in Iraq and Afghanistan. The US Navy responded by equipping one squadron with low-time F/A-18A+ and procuring more Super Hornets. As time marched on, it equipped more squadrons with Super Hornets to the point that today only seven of the 35 VFAs retain F/A-18Cs, with 11 others having F/A-18Fs and 17 with F/A-18Es. The number of VFAs with Super Hornets is likely to increase even more. Approximately half of the navy and marine corps F/A18A/B/C/D fleet is out of service for need of depot-level maintenance or a service-life extension. While in the process of increasing

The USS Abraham Lincoln (CVN-72) at night and an F/A-18 Super Hornet touching down. Lincoln launched its 1,000th sortie mission in support of Operation Enduring Freedom on December 28, 2010. US Navy/Mass Communication Specialist 2nd Class Arif Patani

Above: A sailor gives the go-ahead for the catapult to be attached to an E-2C Hawkeye of VAW-124 ‘Bear Aces’ on July 28, 2014, on board the USS George H W Bush (CVN-77). US Navy/Mass Communication Specialist 1st Class Joseph R Vincent

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"WHERE ARE THE CARRIERS?" THE STATUS OF AMERICA’S ‘FLAT-TOPS’

USS Ronald Reagan (CVN-76) leads a formation of 42 ships and submarines from 15 international partner nations during Rim of the Pacific (RIMPAC) 2014. RIMPAC is the world’s largest international maritime exercise and takes place in and around the Hawaiian Islands. US Navy photo by Ensign Joseph Pfaff

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"WHERE ARE THE CARRIERS?" THE STATUS OF AMERICA’S ‘FLAT-TOPS’

the service life of up to 150 Hornets of both services, the navy estimates it will need up to 36 more Super Hornets to avoid a strike fighter shortage until the F-35 enters service in sufficient numbers. The US Navy has said it would like to procure 12 F/A-18F Super Hornets in Fiscal Year 2016, which would keep the Boeing production line open another six months. In doing so, the 12 F/A-18Fs would be wired for conversion to EA-18Gs if needed. Initial operational capability (IOC) for the F-35C is planned for 2018. The US Navy plans to equip each CVW with two VFA squadrons of F-35Cs. Meanwhile the USMC also hopes to convert four VMFAs with a planned procurement of 63 F-35Cs, which would enable it to continue to participate in carrier operations. The US Navy’s director of Air Warfare, Rear Admiral Michael C Manazir, has told Congress the navy needs the F-35C production rate to reach 20 aircraft per year to avoid a shortage of strike fighters. The service has determined an unfunded requirement of eight F-35Cs for 2016 in addition to the four requested in the 2016 budget. Beyond the F-35C, the US Navy has begun studies for the Next-Generation Air Dominance programme, notionally designated F/A-XX, which could be an optionally manned aircraft.

Electronic attack squadrons

Each CVW is equipped with one electronic attack (VAQ) squadron. This summer the last navy EA-6B Prowler squadron, VAQ-134, will begin transition to the EA-18G Growler and end the 33-year career of the Prowler with the navy. Its last cruise was on board the George H W Bush

10 WHERE ARE THE CARRIERS?

Above: The USS Abraham Lincoln (CVN-72) is moved to a neighbouring pier during a ‘flooding dry dock and undocking evolution’. The vessel is undergoing a Refuelling and Complex Overhaul at Newport News Shipbuilding. US Navy/Mass Communication Specialist 2nd Class Rusty Pang Below: The USS Theodore Roosevelt (CVN-71) relieves the aircraft carrier USS Carl Vinson (CVN-70) in the Gulf of Oman on April 13, 2015. It left the Operation Inherent Resolve theatre three days later. US Navy/ Mass Communication Specialist 2nd Class John Philip Wagner, Jr

Above: An F/A-18C Hornet, of VFA-94 ‘Mighty Shrikes’, prepares to launch from the aircraft carrier USS Carl Vinson (CVN-70) on April 11, 2015. US Navy/Mass Communication Specialist 2nd Class Scott Fenaroli

in 2014. Meanwhile, the marine corps will continue to operate the EA-6B until 2019. There are ten carrier-based VAQ squadrons. With only nine CVWs in service, the tenth squadron is available for transition or temporary duty as an expeditionary unit. There are three expeditionary VAQ squadrons and one reserve unit that deploy to land bases in Southwest Asia and Misawa, Japan. Initial plans to stand up two more expeditionary units, VAQ-143 and VAQ-144, seem to have been dropped as only the former will reach operational status, probably in 2017. Whereas Prowler squadrons would normally deploy with four aircraft, the

EA-18G squadrons deploy with five Growlers, a number that could increase to eight. The EA-18G has repeatedly demonstrated its value to the air wing in operations and exercises, proving to be an exceptionally capable aircraft.

Carrier airborne early warning squadrons

Each CVW has one carrier airborne early warning (VAW) squadron, operating the E-2C Hawkeye or E-2D Advanced Hawkeye radar early warning aircraft. As with the VAQ community, the nine CVWs leave one VAW squadron available for transition to the E-2D. The E-2D is equipped with the new APY-9

Active Electronically Scanned Array radar that has a two-generation leap in capability, with increased sensitivity and range, including improved overland capability, and interfaced with enhanced data processing capability. The E-2D is to be part of the Navy Integrated Fire Control – Counter Air capability, teamed with the Aegis Combat System on cruisers and destroyers and the SM-6 surface-to-air missile. The co-pilot station has a 17-inch data display enabling him or her to function as a fourth mission operator. It will eventually be fitted with an aerial refuelling capability. VAW-125, the first E-2D squadron, reached IOC with the E-2D in October 2014 and deployed with CVW-1 on board USS Theodore

Above: Two F/A-18E Super Hornets from VFA-14 Tophatters fly in formation over the aircraft carrier USS John C Stennis (CVN 74) on April 24, 2013. The John C Stennis Carrier Strike Group was returning from an eight-month deployment to the US 5th and 7th Fleet areas of responsibility. US Navy/Mass Communication Specialist Seaman Apprentice Ignacio D Perez Below: A VFA-81 ‘Sunliners’ F/A-18E Super Hornet launches from the USS Carl Vinson (CVN-70) on April 8, 2015 during its last days of bombing IS targets in Iraq and Syria. US Navy/Mass Communication Specialist 2nd Class John Philip Wagner, Jr

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"WHERE ARE THE CARRIERS?" THE STATUS OF AMERICA’S ‘FLAT-TOPS’

Carrier Air Wing Assignments Accident Reports Squadron

Name

CVW-1

USS Theodore Roosevelt (CVN 71)

Aircraft

VFA-11

Red Rippers

F/A-18F

Code/Modex

AB1XX

VAQ-140

Patriots

EA-18G

AB5XX

VAW-117

Wallbangers

E-2C

AB6XX

HSC-5

Nightdippers

MH-60S

AB61X

VFA-211

Fighting Checkmates

F/A-18F

AB2XX

HSM-72

Proud Warriors

MH-60R

AB7XX

VFA-136

Knighthawks

F/A-18E

AB3XX

VRC-40 Det 3

Rawhides

C-2A

ABXX

VMFA-251

Thunderbolts

F/A-18C

AB4XX

CVW-8

USS George H W Bush (CVN 77)

VAQ-137

Rooks

EA-18G

AB5XX

VFA-31

Tomcatters

F/A-18E

AB1XX

VAW-125

Tigertails

E-2D

AB6XX

VFA-213

Black Lions

F/A-18F

AB2XX

VFA-15

Valions

F/A-18C

AB3XX

*HS-11

Dragonslayers

SH-60F, HH-60H

AB61X

HSM-46

Grandmasters

MH-60R

AB7XX

VFA-37

Ragin’ Bulls

F/A-18C

AC4XX

VRC-40 Det 1

Rawhides

C-2A

ABXX

*VFA-87

Golden Warriors

F/A-18E

ABXXX

CVW-2

USS Ronald Reagan (CVN 76)

VAQ-131

Lancers

EA-18G

AB5XX

VFA-2

Bounty Hunters

NE1XX

VAW-124

Bear Aces

E-2C

AB6XX

F/A-18F

VFA-137

Kestrels

F/A-18E

NE2XX

HSC-9

Tridents

MH-60S

AB61X

VFA-34

Blue Blasters

F/A-18C

NE3XX

HSM-70

Spartans

MH-60R

AB7XX

Rawhides

C-2A

ABXX

VFA-192

Golden Dragons

F/A-18E

NE4XX

VRC-40 Det 2

VAQ-136

Gauntlets

EA-18G

NE5XX

CVW-9

USS John C Stennis (CVN 74)

VAW-113

Black Eagles

E-2C

NE6XX

VFA-41

Black Aces

F/A-18F

NG1XX

HSC-4

Black Knights

MH-60S

NE61X

VFA-14

Tophatters

F/A-18E

NG2XX

HSM-78

Bluehawks

MH-60R

NE7XX

VFA-97

Warhawks

F/A-18E

NG3XX

C-2A

NEXX

VRC-30 Det 2

Providers

CVW-3

USS Dwight D Eisenhower (CVN 69)

VFA-32

Swordsmen

F/A-18F

AC1XX

VFA-151

Vigilantes

F/A-18E

NG4XX

VAQ-133

Wizards

EA-18G

NG5XX

VAW-112

Golden Hawks

E-2C

NG6XX

VFA-131

Wildcats

F/A-18C

AC2XX

HSC-14

Chargers

MH-60S

NG61X

VFA-86

Sidewinders

F/A-18E

AC3XX

HSM-71

Raptors

MH-60R

NG7XX

C-2A

NGXX

VFA-105

Gunslingers

F/A-18E

AC4XX

VRC-30 Det 4

Providers

VAQ-130

Zappers

EA-18G

AC5XX

CVW-11

USS Nimitz (CVN 68)

*VAW-126

Seahawks

E-2C

AC6XX

VFA-154

Black Knights

F/A-18F

NH1XX

VAW-123

Screwtops

E-2C

AC6XX

VFA-147

Argonauts

F/A-18E

NH2XX

HSC-7

Dusty Dogs

MH-60S

AC61X

VFA-146

Blue Diamonds

F/A-18C

NH3XX

HSM-74

Swamp Foxes

MH-60R

AC7XX

VMFA-323

Death Rattlers

F/A-18C

NH4XX

VRC-40 Det 1

Rawhides

C-2A

ACXX

VAQ-142

Gray Wolves

EA-18G

NH5XX

CVW-5

USS George Washington (CVN 73)

VAW-121

Bluetails

E-2D

NH6XX

VFA-102

Diamondbacks

NF1XX

*HSC-6

Indians

MH-60S

NH61X

F/A-18F

VFA-27

Royal Maces

F/A-18E

NF2XX

HSC-8

Eightballers

MH-60S

NH61X

VFA-115

Eagles

F/A-18E

NF3XX

HSM-75

Wolf Pack

MH-60R

NH7XX

VFA-195

Dambusters

F/A-18E

NF4XX

VRC-30 Det 3

Providers

C-2A

NHXX

USS Carl Vinson (CVN 70)

VAQ-141

Shadowhawks

EA-18G

NF5XX

CVW-17

VAW-115

Liberty Bells

E-2C

NF6XX

VFA-22

Fighting Redcocks

F/A-18F

NAXX

HSC-12

Golden Falcons

MH-60S

NF61X

VFA-81

Sunliners

F/A-18E

NA2XX

HSM-77

Saberhawks

MH-60R

NF7XX

VFA-113

Stingers

F/A-18C

NA3XX

VRC-30 Det 5

Providers

C-2A

NFXX

VFA-94

Mighty Shrikes

F/A-18C

NA4XX

CVW-7

USS Harry S Truman (CVN 75)

VAQ-139

Cougars

EA-18G

NA5XX

VFA-143

Pukin’ Dogs

AB1XX

VAW-116

Sun Kings

E-2C

NA6XX

F/A-18E

VFA-103

Jolly Rogers

F/A-18F

AB2XX

HSC-15

Red Lions

MH-60S

NA61X

VFA-83

Rampagers

F/A-18C

AB3XX

HSM-73

Battlecats

MH-60R

NA7XX

VFA-25

Fist of the Fleet

F/A-18E

AB4XX

VRC-30 Det 1

Providers

C-2A

NAXX

Notes: After returning from deployment in late 2015, HS-11 will be re-designated HSC-11 in 2016 and upgraded to the MH-60S. VAW-126 is scheduled to be transferred to a different CVW as the community’s E-2D transition continues. VFA-87, a fifth VFA in CVW-8, is transitioning to the F/A-18E. HSC-6 is an extra unit in CVW-11, awaiting stand-up of the tenth CVW. HSM-79 will be established on October 1, 2015 for eventual assignment to the tenth CVW. VAQ-134 ‘Garudas’, the last EA-6B squadron, will transition to the EA-18G in 2015 and temporarily join the three active-duty expeditionary VAQ squadrons, VAQ-132 ‘Scorpions’, VAQ-135 ‘Black Ravens’ and VAQ-138 ‘Yellow Jackets’, and reserve squadron VAQ-209 ‘Star Warriors’.

12 WHERE ARE THE CARRIERS?

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Roosevelt in March 2015. VAW-121 is the second to make the transition. All the east coast VAW squadrons will modernise before the west coast, at approximately one squadron per year. E-2D squadrons are also equipped with five aircraft, compared with the four in E-2C squadrons.

Helicopter sea combat squadrons

The US Navy’s last helicopter anti-submarine (HS) squadron, HS-11, flies the last four SH-60F Seahawks as well as three HH-60H Seahawks and currently deployed with CVW-1 on Theodore Roosevelt. Upon its return to port it will transition to the MH-60S Seahawk and become a helicopter sea combat (HSC) squadron. Each CVW will then be equipped with one HSC squadron with eight MH-60Ss, responsible for plane guard duties, search and rescue, logistics, armed maritime surveillance, and other duties. The anti-submarine role previously performed by these squadrons in their HS lives is now relegated to the HSM units as described below. For the armed maritime surveillance and interdiction role, the MH-60S operates the Raytheon AAS-44C electro-optical/infrared sensor, with up to eight AGM-114 Hellfire missiles; up to 38 Advanced Precision Kill Weapon System (APKWS) laser-guided 2.75-inch rockets; a similar number of unguided 2.75-inch Hydra 70 rockets, a fixed, forward-firing M197 20mm gun, as well as crew-served GAU-21 and M240 machine guns. Although they do not normally deploy on carriers, the Navy Air Reserve’s two HSC squadrons, HSC-84 at NS Norfolk and HSC-85 at NAS North Island, are carriercapable with their HH-60Hs. However, the US Navy has decided to de-activate these units in 2016 and retire the HH-60H.

Helicopter maritime strike squadrons

Nine CVWs fly one helicopter maritime strike (HSM) squadron made up of 11

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Above: An F/A-18C Hornet assigned to VFA-113 ‘Stingers’ flies north over Pakistan on July 7, 2009 to an Operation Enduring Freedom mission in Afghanistan, in support of coalition forces in the Helmand River valley. The unit, part of CVW-2 was embarked on the USS Ronald Reagan (CVN-76). US Navy/Cmdr Erik Etz Left: A pilot from VFA-137 inspects his jet on the flight deck of the USS Ronald Reagan (CVN-76) on March 26, 2014. US Navy/ Mass Communication Specialist 3rd Class Jacob Estes Left: A HCS-14 ‘Chargers’ MH-60S Sea Hawk takes off from the USS John C Stennis (CVN-74) on April 6, 2015. John C Stennis is undergoing a tailored ship’s training availability and final evolution problem, assessing its abilities to conduct combat missions, support functions and survive complex casualty control situations. US Navy/Mass Communication Specialist Seaman Christopher Frost Below: An aircraft handler signals to a VFA-211 ‘Checkmates’ F/A-18F Super Hornet pilot while conducting flight operations aboard the USS Theodore Roosevelt (CVN-71) on April 2, 2015. Theodore Roosevelt deployed from Norfolk and will move to its new homeport at San Diego at the conclusion of this voyage. The vessel had stopped at Portsmouth, UK in late March before heading to Mediterranean Sea and onwards to participate in Operation Inherent Resolve. US Navy/Mass Communication Specialist Seaman Anna Van Nuys

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USS Carl Vinson leaves IS Ops The USS Carl Vinson with embarked Carrier Air Wing 17 (CVW-17), departed the US 5th Fleet area of operations on April 16, after six months of combat duties over Iraq and Syria in support of Inherent Resolve. While in the region, CVW-17 successfully flew 12,300 sorties, including 2,383 combat missions, landed more than 9,220 aircraft, and dropped 869 precision-guided munitions totalling more than half a million pounds of ordnance. Rear Admiral Chris Grady, Carl Vinson Carrier Strike Group commander said of the carrier’s deployment: “These operations contributed significantly to coalition efforts that have blunted the momentum of IS, and severely degraded their combat capability. Since combat operations began in October of last year, IS is no longer able to fight like an army but like a band of terrorists with a corrupt ideology.” While in the US 5th Fleet, the ships of Destroyer Squadron 1 participated in numerous theatre security cooperation events with several nations. Notably, the guided-missile destroyer USS Sterett (DDG 104), and ships from the Chinese People’s Liberation Army (Navy) PLA(N), conducted the bilateral ‘US-China Counter-Piracy Exercise 15’ in the Gulf of Aden on December 11, 2014. The Theodore Roosevelt Carrier Strike Group with Carrier Air Wing 1 (CVW-1), relieved the Carl Vinson Carrier Strike Group on April 13 as the Commander, Task Force 50 supporting the US 5th Fleet. Theodore Roosevelt took over support to Inherent Resolve, enhance maritime security, combat operations in Iraq and Syria. The Carl Vinson Carrier Strike Group is now working in the US 7th Fleet area of operations en route to its new homeport of San Diego. US Navy

Above: A VAQ-141 ‘Shadowhawks’ E/A-18G Growler prepares to make an arrested landing on the USS George Washington (CVN-73) on November 3, 2014. US Navy/Mass Communication Specialist 3rd Class Chris Cavagnaro

MH-60R Seahawk helicopters. These units are either new or converted from helicopter anti-submarine light (HSL) squadrons, the last of which, HSL-49, will give up its SH-60B helicopters this summer and be re-designated HSM-49. A reserve unit, HSL-60, similarly will be re-designated HSM-60 this summer. Another squadron, HSM-79, will be established in October 2015 for the tenth CVW, completing the force structure for HSM units in 2016. The HSMs are headquartered on the aircraft carrier and provide anti-submarine and antisurface protection to the carrier. They also

provide detachments of one or two MH-60Rs to the escorting vessels, which in the past were supplied by detachments from shore-based HSL squadrons. The units are not assigned the role of plane guard, but share the surface surveillance role with the HSC squadrons. The MH-60R has a Raytheon AQS-22F dipping sonar, sonobuoys, Mk54 torpedoes, Hellfire missiles, the AAS-44C electro-optical infrared sensor, the APS147 or 153 multi-mode imaging radar and the ALQ-210 electronic surveillance measures system, as well as crewserved M240 and GAU-21 machine guns.

Above: A VAW-117 ‘Wallbangers’ E-2C Hawkeye gets ready for take-off from the USS Nimitz (CVN-68) in the Indian Ocean on June 4, 2013. US Navy/Mass Communication Specialist Seaman Apprentice Kelly M Agee Left: The USS Carl Vinson was involved in six months of Operation Inherent Resolve. It took over from the USS George W Bush and has been replaced by USS Theodore Roosevelt. USN Below: The USS John C Stennis (CVN-74) moves alongside the Military Sealift Command fleet replenishment oiler USNS Henry J Kaiser (T-AO 187) on April 3, 2015. US Navy/Mass Communication Specialist Seaman Kenneth Rodriguez Santiago

14 WHERE ARE THE CARRIERS?

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While in the Pacific Ocean during April, 2013 the USS Nimitz (CVN-68) took stores and other supplies from the Military Sealift Command fleet replenishment oiler USNS Henry J Kaiser (T-AO 187). US Navy/Mass Communication Specialist 3rd Class Raul Moreno Jr

Fleet logistics support squadron detachments

Above: A VFA-195 ‘Dambusters’ F/A-18E Super Hornet launches from the flight deck of the USS George Washington (CVN 73) on November 12, 2014. The Nimitz-class carrier is forward deployed to the US Seventh Fleet at Yokosuka, Japan. US Navy/Mass Communication Specialist 3rd Class Chris Cavagnaro Below: Going below deck, probably for maintenance is an EA-18G Growler of VAQ- 136 ‘Gauntlets’. It is being pushed towards an elevator aboard the aircraft carrier USS Ronald Reagan (CVN-76) on June 20, 2014. US Navy/Mass Communication Specialist 3rd Class Torrian Neeman

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Keeping a carrier supplied at sea falls in part to the two carrier-capable fleet logistics support (VRC) squadrons – VRC-30 at NAS North Island and VRC-40 at NS Norfolk. These units provide two C-2A Greyhound transports to each deploying carrier. While on deployment, the C-2As shuttle back and forth in a hub-and-spoke system, flying shore bases near the carrier’s operating area, each aircraft flying one to three sorties to the carrier and back to carry passengers, mail, cargo and spare parts, including jet engines. VRC-30 maintains a permanent detachment at NAF Atsugi, Japan, to support USS George Washington. The detachment will be moving to MCAS Iwakuni in 2017 along with the rest of CVW-5’s fixed-wing squadrons. In January 2015 the US Navy decided to procure 44 V-22 Osprey tiltrotor aircraft to replace the C-2As, beginning in 2018. The US Navy has had a stated requirement for 48 Ospreys (called ‘HV-22s’ because this designation doesn’t officially exist), since early in the programme, when the aircraft was considered for a navy combat SAR role. The C-2As are due for replacement but the US Navy chose to take advantage of a hot V-22 production line rather than modernise the C-2A as proposed by Northrop Grumman or opt for a cargo version of the S-3 Viking proposed by Lockheed Martin. According to Vice Admiral Joseph P Mulloy, Deputy Chief of Naval Operations for Integration of Capabilities and Resources, Marine Corps Reserve Osprey pilots may initially be used to fly the V-22 in the carrier mission until the navy spools up its V-22 pilot training. The US Navy intends to use the marine corps’ V-22 replacement training afm squadron, VMMT-204, for its V-22 crews.

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"WHERE ARE THE CARRIERS?" THE STATUS OF AMERICA’S ‘FLAT-TOPS’

“WHERE ARE THE CARRIERS?” A MH-60S Sea Hawk helicopter assigned to HCS-4 ‘Black Knights’ lifts supplies from the Military Sealift Command fast combat support ship USNS Rainier (T-AOE 7). It then took them back to the USS Ronald Reagan (CVN-76). US Navy/Mass Communication Specialist Seaman Jonathan Nelson

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