Air Forces Monthly UK 2016-11

EUROPEAN AIRLIFT CAPABILITY GERMANY – THE NETHERLANDS

PT.2

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Officially the World’s Number One Authority on Military Aviation

Overworked Underrated USMC F/A-18D Hornets RAF AntiDaesh Ops Two Years On “British Jihadis were put on a centralised targeting list, known as the Joint Prioritized Effects List…”

In the Desert

Polish Fighter Mix F-16s, MiG-29s and Su-22s

North Korea Air Show Highlights Resupplying Paradise

French CASAs in the Indian Ocean

With Royal Navy Wildcats

FORCE Turkish Army REPORT Aviation Big Hopes… But What Now?

EXERCISE REPORT

Back in the Black Sea Breeze

NOVEMBER 2016 ISSUE #344

NEWS REPORTS US – Boeing/Saab TX breaks cover // EUROPE – Romania's first F-16s // RAF Typhoons prepare for Japan // INDIA Orders Rafale

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CONTENTS

50 Polish Fighter Mix

News

All the world’s military aviation news, by region. 4-5 Headlines 6-11 United Kingdom 12-15 Continental Europe 16-17 North America 20 Latin America 21-22 Africa 23 Middle East 24 Russia and CIS 25-27 Asia Pacific 28 Australasia/Contracts

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30 Operation Shader – Two Years On

Tim Ripley analyses the contribution of UK airpower to the campaign against Daesh.

38 Back to Business?

Prague-based Aero Vodochody has endured some bleak times – but its fortunes are changing, as Alan Warnes discovered recently.

40 Overworked, Underrrated – USMC F/A-18D Ops

In the first of a two-part article Douglas Glover explains how the USMC has expanded the capabilities of its F/A-18Ds.

46 Resupplying Paradise

Xavier Capy and Prescilla Lelgouarch report from Réunion, where they experienced an Armée de l’Air CN235 regional resupply mission.

50 Polish Fighter Mix

Filip Modrzejewski reports on Poland’s unusual mix of Soviet and Western frontline fighters.

54 European Air Force Transport Survey

In this, the second instalment of a four-part series, Alan Warnes and other AFM contributors examine Europe’s military transport fleet. We detail the latest types and upgrades required – nation by nation.

64 Wildcats in the Sands When 847 NAS deployed with its new Wildcats to Arizona, Joe Copalman ventured out to the desert to see the unit in action.

72 EXERCISE REPORT Sea Breeze 2016

Vladimir Trendafilovski reports from the annual Black Sea maritime exercise.

77 WIN! Your name on a Red Arrows jet

The RAF celebrates its centenary in 2018. To celebrate this event Key Publishing and the RAF Museum are offering readers the once in a lifetime opportunity to win a £1,000 ‘Names on a Plane’ package.

78 FORCE REPORT Turkish Army Aviation Command

Weeks before July’s attempted coup in Turkey, Marco Dijkshoorn and Dirk Jan de Ridder visited the Güvercinlik-based Army Aviation School for an overview of the Turkish Army Aviation Command.

90 Attrition

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

94 Base Watch

A snapshot of recent military visitors to air bases around the UK.

96 Debrief

Reviews of recently published books on military aviation.

98 Comment

AFM’s view on military aviation. Cover: An F/A-18D Hornet from VMFAT-101 ‘Sharpshooters’ cavorts high over a weapons range not far from its home base of MCAS Miramar, California. Ted Carlson/ Fotodynamics.com

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NEWS HEADLINES

India Rafale Deal Finally Concluded I

NDIA HAS signed a firm contract to purchase 36 Dassault Rafales from France. An official ceremony took place in New Delhi on September 23 during which French Minister of Defence Jean-Yves le Drian and his Indian counterpart, Manohar Parrikar, signed the formal documents for the deal. The order will comprise 28 single-seat and eight twin-seat aircraft. Senior executives from Dassault, MBDA and Thales, the main contractors, were also present for the ceremony. Final clearance for the longdelayed order had been given on September 21, at a meeting of India’s Cabinet Committee on Security. The first aircraft is scheduled for delivery in 36 months, with the remainder to follow within 60 months. The estimated total cost is around 7.8 billion euros, including weapons and equipment. A 50% offset to Indian industry is also part of the contract. Indian defence officials said the terms include a requirement that France must ensure that 75% of the fleet (27 aircraft) are operational at any one time. There is also a penalty clause for late deliveries. Although details of the weapons being ordered have not been revealed, they are expected to include the MBDA Meteor BVRAAM and Scalp stand-off cruise missile. India had originally planned to buy 126 Rafales after selecting the type on January 31, 2012, to meet the Indian Air Force’s Medium Multi-Role Combat

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Aircraft (MMRCA) requirement. Several years of fruitless negotiations followed until disagreements over production in India and other complications led to the announcement on April 10 last year that the MMRCA programme was being abandoned. Instead, it was decided to make a direct, offthe-shelf

purchase of just 36 Rafales to meet the IAF’s urgent operational requirements. Since then, negotiations for these were also long drawn-out, with cost being a particular sticking point. However, details for an Intergovernmental Agreement (IGA) were agreed on January 25 this year, marking some further progress. Price negotiations were eventually concluded in May, clearing the way for the final contract details to be set down in readiness for formal signature of the IGA.

A pair of French Air Force Rafale Cs from EC2.30. Indian has signed a contract for 36 of the type, deliveries of which will begin within 36 months. Henri-Pierre Grolleau

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Boeing T-X Contender Unveiled BOEING UNVEILED its contender for the US Air Force’s T-X advanced pilot trainer competition in St Louis, Missouri, on September 13. The aircraft, N381TX (c/n 00001), is officially registered as a BTX-1. It is a clean-sheet design developed in conjunction with Saab of Sweden. A second aircraft, N382TX (c/n 0002), is also in final assembly. FAA registrations have been allocated for five more: N791TX (c/n 00003), N792TX (c/n 00004), N793TX (c/n 00005), N794TX (c/n 00006) and N795TX (c/n 00007).

Boeing’s design is the fourth and final contender to be unveiled. Northrop Grumman is also offering a clean-sheet design, built by Scaled Composites and designated the Model 400. The prototype, N400NT (c/n 001), was undergoing high-speed taxi tests at Mojave, California, during August. Lockheed Martin and KAI are proposing the T-50A, an upgraded version of KAI’s T-50 Golden Eagle. The final contender is the T-100, a variant of the Leonardo M-346 Master, offered by Raytheon, Honeywell and CAE.

Above: Boeing’s offering for the USAF T-X trainer requirement, N381TX (c/n 0001), at its unveiling in St Louis. Boeing

Romania’s First F-16A/Bs Delivered PORTUGAL HAS handed over the first six of 12 second-hand F-16A/Bs that have been acquired by the Romanian Air Force (Forţele Aeriene Române – FAR) under the Peace Carpathian programme. A ceremony was held at Base Aérea No 5 Monte Real, Portugal, on September 28 to formally transfer the aircraft to the FAR. In attendance were Portugal’s Prime Minister António Costa and defence minister José Alberto de Azeredo Lopes, while Romania was represented by defence minister Mihnea Motoc. The following day, the six aircraft departed Monte Real, initially flying to Aviano Air Base, Italy, for a refuelling stop en route to Borcea Fetești, Romania. They comprised F-16As 1601, 1602, 1603, 1608 and 1608, plus F-16B 1610.

The 12 former Portuguese Air Force aircraft have been refurbished by OGMA, supported by Lockheed Martin and given a mid-life upgrade to MLU M5.2 standard. They will be operated from Baza 86 Aeriana (86th Air Base) ‘Locotenent Aviator Gheorghe Mociorniță’ at Borcea-Fetești, where they will start replacing the MiG-21 LanceRs of 861 Escadrila. However, they will not be operated by that unit – on September 28, Escadrila 53 Vânatoare ‘War Hawks’ was re-established to fly the F-16s, resurrecting an FAR squadron from World War Two. Following their arrival in Romania, another hand-over ceremony took place at Fetești on October 7, attended by the Romanian Prime Minister

Dacian Julien Cioloș, together with Romanian and Portuguese defence ministers and various high-ranking officials. The next day, the jets were formally inducted into FAR service. A contract valued at around €628 million, signed between the Romanian Government (through State-owned Romtehnica SA) and the Government of Portugal, officially came into force on September 30, 2013. The next three will be delivered at the end of this year, with the last three due to arrive at the end of 2017. The 12 aircraft comprise nine single-seat F-16As and three twin-seat F-16Bs. The FAR hopes eventually to acquire an additional 12 second-hand F-16s so it can replace the MiG-21s at Baza 71 Aeriana, Campia Turzii.

Romanian Air Force F-16A/Bs FAP Serial

USAF Serial

Variant

15123

82-0941

F-16A

15124

82-0944

F-16A

15125

82-0948

F-16A

15126

82-0982

F-16A

15127

82-0999

F-16A

15128

82-1007

F-16A

15129

82-1017

F-16A

15130

82-1022

F-16A

15131

82-1068

F-16A

15137

81-0822

F-16B

15138

83-1167

F-16B

15139

83-1168

F-16B

Note: The new Romanian serials for these aircraft are 1601 to 1609 for the F-16As and 1610 to 1612 for the F-16Bs, but tie-ups to their former serials have yet to be confirmed, apart from 1610, which is known to be ex-15137.

Roll Out of Final Production Su-30s

Above: Workers pose in front of Sukhoi Su-30MK2Vs 8593 and 8594, the final pair of 38 ordered for the Vietnamese People’s Air Force, after they were rolled out of the KnAAPO factory at Komsomolsk-on-Amur in Russia’s Far East on October 8 . These were the last two production Su-30s, ending 16 years of manufacture of the type. KnAAPO will now concentrate on producing the Su-35 and the latest-generation PAK-FA. KnAAPO

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Typhoons Deploy to Far East under Eastern Venture ROYAL AIR Force Eurofighter Typhoons have flown half way around the world to join a major military exercise in Singapore and Malaysia, affirming the UK’s commitment to the Five Powers Defence Arrangements (FDPA). The aircraft, flown by 1 (Fighter) Squadron from RAF Lossiemouth, Moray, deployed to Royal Malaysian Air Force (RMAF) Butterworth in Malaysia for Exercise Bersama Lima. The exercise, which ran from October 4 to 21, is the first part of Exercise Eastern Venture. After Bersama Lima, RAF Typhoons will also deploy for exercises in Japan and then the Republic of Korea. RAF Voyager tanker aircraft provided air-to-air refuelling for the Typhoons. Multiple

re-fuelling brackets were conducted and the trails stopped off at various countries en route, covering over 7,600 miles (12,230km) in total. Exercise Bersama Lima 16, is the annual FPDA Exercise, which involves the UK, Malaysia, Singapore, Australia and New Zealand. The RAF will operate out of RMAF Butterworth. The exercise provides an opportunity for the five countries to improve integration and interoperability, whilst showing their collective commitment to the FPDA. Co-ordinated from Changi Naval Base in Singapore, Exercise Bersama Lima will see forces from the five member states train alongside each other in the year that marks

the 45th anniversary of the FPDA. It will involve 71 aircraft, 11 ships, one submarine, five ground-based air defence fire units and 3,000 personnel. Another Lossiemouthbased Typhoon unit, No II (AC) Squadron, deployed to Misawa Air Base in northern Japan in October for Exercise Guardian North 16. Joint training was carried out with the Japan Air SelfDefense Force (JASDF). The four Typhoons from II (AC) Squadron will go on to participate in the first ever joint UK-Republic of Korea fighter exercise, taking place from November 4-11 at Osan Air Base. Republic of Korea Air Force F-15K Slam Eagles and KF-16C/Ds, along with

US Air Force aircraft, will also join in the training, dubbed Exercise Invincible Shield. In the case of both Japan and Korea, this marks the first time that these countries have hosted an exercise with a foreign nation other than the US. The overall Exercise Eastern Venture also includes an AsiaPacific and Middle East tour by the RAF’s Red Arrows aerobatic team, its largest in a decade. The team departed from its base at RAF Scampton, Lincolnshire, with 12 Hawk T1s on September 29 and over the next two months will visit 12 countries, including giving its first ever performance in China, at the Zhuhai Airshow on November 1-6. Sqn Ldr Mark Taylor

Below: RAF Typhoon FGR4s, from right to left, ZJ939 ‘DN’ from XI (F) Squadron, ZJ913 from II (AC) Squadron and ZJ939 ‘DN’, also from XI (F) Squadron, plus one unidentified, at altitude on September 28 en route to Exercise Bersama Lima in Malaysia. MOD Crown Copyright/Sgt Neil Bryden

Tenth A400M Delivered

AN ADDITIONAL A400M Atlas C1 has been delivered to the Royal Air Force. The aircraft, ZM409 (c/n 0034, ex A4M034), callsign ‘RRR4534’, arrived at RAF Brize Norton, Oxfordshire, on September 16 at the end of its delivery flight from the final assembly line at SevilleSan Pablo Airport, Spain. This brings the total delivered to the base to ten of 22 on order for the RAF. The previous most recent arrival was ZM410, which was delivered to Brize Norton on July 23 – see Delivery of Ninth RAF A400M Atlas C1, September, p6.

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‘Bloodhounds’ KC-130T Supports Unmanned Warrior

Above: US Navy KC-130T 162309 ‘406’ recently made a rare UK visit. The aircraft is operated by Air Test and Evaluation Squadron 30 (VX-30) ‘Bloodhounds’ at Naval Base Ventura County, Naval Air Station Point Mugu, California. Although it wears VX-30’s Cerberus emblem on the fin, the aircraft also still carries the ‘QH’ tail code of its previous US Marine Corps unit, VMGR-234. It arrived at Glasgow Airport, Scotland, from Point Mugu on September 30 and left the following day for Benbecula to unload a mobile UAV command unit, which was to be used in Exercise Unmanned Warrior. It returned to Glasgow the same day and remained until leaving for home on October 3. Iain Mackenzie

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BriteCloud Decoy Order

A UK Ministry of Defence (MOD) order valued at £2.5 million has been placed for a significant number of Leonardo-Finmeccanica’s BriteCloud miniature, missilejamming countermeasures decoys. The deal, announced on September 16, will enable further flight trials to evaluate the effectiveness of this expendable active decoy on RAF Tornado GR4 aircraft later this year. It will also allow development of a concept of operations (CONOPS) for BriteCloud, one of the final steps before use on operational missions. CONOPS tests will allow the RAF to characterise the behaviour of the decoy in realistic scenarios and develop methods for combat use. BriteCloud can be fired from an aircraft’s flare dispenser without any additional integration onto the aircraft. It is completely self-contained and is about the same size as a 55mm flare. BriteCloud has already been tested by the RAF in the USA, in October last year. If the latest tests are successful, the system could be available for Tornado aircraft operations by mid-2017. BriteCloud has also been successfully deployed during tests in Sweden with the Saab JAS39 Gripen, where safe and effective release was achieved from a standard Gripen countermeasures dispenser. Saab is offering BriteCloud as an electronic warfare enhancement option for its existing range of Gripens and the new nextgeneration Gripen E.

Coastguard Jetstream 41 SAR Trials Above: Eastern Airways Jetstream 41 G-MAJB in its new HM Coast Guard colours flying over the south coast. HM Coast Guard

A BAE Jetstream 41 has begun trials with the UK Maritime and Coastguard Agency as part of a development to support HM Coast Guard’s search and rescue (SAR) helicopters. Plans for the trial were announced by the Coastguard on September 9 and got under way later that month. The aircraft, G-MAJB (c/n 41018), has been provided by Eastern Airways on behalf of Bristow Helicopters and has a

dedicated crew for the trials. It has been painted in the red and white HM Coastguard colours and will patrol the southern and eastern seaboard of the UK. The trial aims to assess whether a fixed-wing aircraft can provide valuable additional support for the UK’s SAR helicopters. The new capability will help save lives at sea by identifying people, boats or ships in distress, says the Coastguard. An initial twomonth trial may be extended

by a further two months. The aircraft will be controlled through the Aeronautical Rescue Co-ordination Centre (ARCC), in the same way as the current SAR helicopters and tasked where there is a risk to life and to support rotary-wing assets. If the trial is successful, options for permanent provision will be explored, possibly in combination with similar requirements elsewhere in government.

Chinook Pinnacle Landing

News Brief LOCKHEED MARTIN has begun test flying the sixth F-35B Lightning II for the UK Royal Air Force/Fleet air Arm. The aircraft, ZM140 (BK-06, USN/169299), was seen test flying from the factory at Fort Worth, Texas, on October 3. However, it is believed that the aircraft had made its maiden flight from there during the latter half of the previous month.

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Above: RAF/Odiham Wing Chinook HC4 ZD980 ‘DD’, with an Army Air Corps Apache AH1 from 4 Regiment hovering behind, performs a rear wheel pinnacle landing in the Mojave Desert during September. The helicopters were participating in the annual Joint Helicopter Command Exercise Black Alligator at the Marine Corps Air Ground Combat Center, Twentynine Palms, California. MOD Crown Copyright/RAF Odiham

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QinetiQ Twin Star Gains Military Markings Sentry Unveiled in Centenary Colours

Above: QinetiQ/Empire Test Pilots’ School DA42M-NG Twin Star QQ103, wearing its new military markings, on approach to RAF Coningsby, Lincolnshire, on September 6. Eric West

A DIAMOND DA42M-NG Twin Star, which has been operated by QinetiQ at Boscombe Down, Wiltshire, for the last couple of years with a civilian registration, has recently taken up a military serial. The aircraft, G-LTPA (c/n 42.255, ex N2539), was first noted flying as such on August 5 with its allocated serial QQ103. The aircraft, built in 2008, was acquired from an owner in Montana in 2014 and initially

registered to QinetiQ US Holdings on July 25, 2014, as N2539. The US registration was cancelled on October 3 of that year and it was registered to QinetiQ in the UK as G-LTPA six days later. The latter registration was cancelled on August 3 this year on transfer to military markings. It was initially operated by 206 (Reserve) Squadron (previously known as the Heavy Aircraft Test and Evaluation

Squadron) for pilot continuation training. Since last year it has also been used for the Empire Test Pilots’ School (ETPS) course, primarily as a systems assessment demonstrator. The aircraft is flown under the Long Term Partnering Agreement (LTPA) – hence the derivation of the UK registration) under which QinetiQ provides the Ministry of Defence with test and evaluation and training support services.

Hercules Gains 206 Sqn Centenary Colours

Royal Air Force Hercules C4 ZH866 at Marshall Aerospace’s facility in Cambridge wearing new tail markings to mark the 100th anniversary of 206 (Reserve) Squadron. The Squadron was formed on November 1, 1916, as a Royal Naval Air Service unit, but on the formation of the RAF on April 1, 1918, it became 206 Squadron. MOD Crown Copyright

Full Service Date for RAF Voyager AIRTANKER HAS reached the final establishment phase milestone in the Future Strategic Tanker Aircraft (FSTA) programme with the status of Full Service Date (FSD) for the Voyager aircraft. The company says that FSD was achieved on September 30. The FSTA programme has been delivered under the largest Private Finance Initiative of its kind in the defence sector – a

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27-year contract through to 2035 that covers the delivery of aircraft as well as the associated infrastructure, service and support. The FSD landmark is the culmination of an eight-year delivery phase, which has seen AirTanker deliver 14 A330-200s, which are known as Voyager in RAF service. The final aircraft, FSTA 14/ ZZ343, had arrived at RAF

Brize Norton, Oxfordshire, on July 13, completing the aircraft delivery requirements of the FSTA contract – see Final RAF Voyager Delivered to Brize Norton, September, p6. The fleet of nine core and five surge aircraft, operate in both the military and civil leasing sectors. In July this year, the programme reached the 10,000th Voyager flight milestone.

Above: The tail of RAF Sentry AEW1 ZH107 at RAF Waddington with its new 54 (Reserve) Squadron 100th anniversary artwork. MOD Crown copyright/RAF Waddington

ROYAL AIR Force E-3D Sentry AEW1 ZH107 has had special tail art applied to mark the 100th anniversary of the formation of 54 (Reserve) Squadron. The aircraft was rolled out at its base at RAF Waddington, Lincolnshire, on September 13 after the new markings had been applied. The Officer Commanding of 54(R) Squadron, describing the scheme, said: “The design features the yellow and blue chequered pattern, which is a tribute to the Squadron’s heraldic badge, and also incorporates two iconic aircraft operated by the squadron during our history, the Spitfire and Jaguar. The stylised lion head at the centrepiece of the design is taken from the original squadron badge which features a blue lion.” The unit was officially formed on May 5, 1916 at Castle Bromwich, West Midlands, flying Avro 504s and BE2Cs. In its current incarnation, it was re-formed on September 1, 2005, at Waddington as an intelligence, surveillance, target acquisition and reconnaissance (ISTAR) Operational Conversion Unit to train aircrews on the RAF’s ISTAR aircraft, including the Sentry.

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NEWS UNITED KINGDOM

Chinook Sq 10 NOVEMBER 2016 #344

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A Chinook from 28 Squadron leads the break as three centenarymarked helicopters from RAF Benson, Oxfordshire and RAF Odiham, Hampshire manoeuvre over Southern England. On September 14, the trio launched together to conduct a formation training flight, marking the beginning of the end for the liveries. The first to be removed next month will be 27 Squadron’s as the Chinook enters deep maintenance. The 18(B) Squadron will be next to relinquish its anniversary airframe, early in 2017. Flt Lt Andy Donovan/RAF Odiham

Squadrons Celebrate in Style

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NEWS CONTINENTAL EUROPE

First Flottille 17F Rafale Sortie

FLOTTILLE 17F of France’s Aéronautique Navale (French Naval Air Arm) has conducted its first flight with the Dassault Rafale M. This was a sortie on September 19 from its home at Base d' Aéronautique Navale Landivisiau. Several 17F pilots have already completed conversion to the type and the unit expects to become operational with its new mount soon. It had been the last unit to operate the Super Étendard Modernisé (SEM), its final five airworthy aircraft retiring during a ceremony at Landivisiau on July 12 – see Sunset for the Super Étendard Modernisé, October, p7682. The occasion ended 38 years of SEM operations with the Aéronavale, which had flown the variant since 1978.

First Two FAMET NH90s Delivered

Above: FAMET NH90TTH Caimán HT29-03 ‘ET-803’ during its transit flight from Colmenar Viejo to Logroño-Agoncillo to join BHELMA III after their handover ceremony on September 13. FAMET/ Ángel G Tejedor

SPAIN’S FUERZAS Aeromóviles del Ejército de Tierra (FAMET – Army Aviation) has formally taken delivery of its first two HT-29 Caimán (NH90TTH) helicopters. They were handed over at FAMET headquarters at Colmenar Viejo, Madrid, on September 13, having arrived on September 7

Italy’s 50° Stormo Disbands A CEREMONY took place on September 14 to mark disbandment of 50° Stormo of the Aeronautica Militare Italiana (AMI – Italian Air Force) at Piacenza-San Damiano Air Base, Italy, when Tornados of the Wing’s 155° Gruppo flew out to Ghedi-Brescia to join 6° Stormo.

At the same time, Piacenza Airport Command was formed to control the base, albeit now without any assigned aircraft. The Wing, originally formed on June 1, 1936, had been at Piacenza since November 1, 1988. Since then, 155° Gruppo’s Tornados have participated

in readiness for official acceptance in the presence of the FAMET commander and other senior officials. The pair, HT29-03 ‘ET-803’ and HT29-04 ‘ET-804’, will join HT29-02 ‘ET-802’, which has already been delivered directly to Batallón Helicópteros Maniobra III (BHELMA III – Helicopter Manoeuvre Battalion

in a number of significant operations, including Locust 1991, Desert Storm in 1991, Sharp Guard from 1993 to 1995, Joint Guardian, Joint Forge and Decisive Endeavour from 1996 to 1999, Allied Forge in 1999 plus Odyssey Dawn and Unified Protector in 2011.

Maiden Flight of Spain’s First A400M AIRBUS DEFENCE and Space has flown the first Airbus A400M for the Spanish Air Force. The aircraft, EC-400/T.23-01 ‘31-21’ (c/n 044), took off for the first time at 1525hrs local time on September 5 from Seville-San Pablo Airport, Spain, landing

back 3hrs 45mins later. Test pilot Nacho Lombo, who captained the flight, said after landing: “As always, the aircraft was a pleasure to fly. I’m confident its unique combination of strategic and tactical capabilities will have a transformational effect on the Spanish Air Force’s air

mobility operations, as it has done in other countries already.” The aircraft rolled out of the paint shop on June 16 and subsequently began taxi trials on September 1 – see Spanish A400M Nears Maiden Flight, October, p10. It will be delivered to Ala 31 at Zaragoza.

The first Spanish Air Force A400M, T.23-01 ‘31-21’ (c/n 044) – its military serial taped over and wearing only temporary test registration EC-400 – at altitude during its maiden flight. EdA

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III) at Logroño-Agoncillo for training. The two new helicopters will also be based at Agoncillo with BHELMA III. Two more are scheduled to be handed over by Airbus Helicopters before the end of this year and the other 22 on order (16 for the FAMET and six for the Spanish Air Force) by 2021. Roberto Yáñez

Germany Looking to Buy Four-toSix C-130Js GERMAN DEFENCE Minister Ursula von der Leyern has confirmed plans to buy fourto-six Lockheed Martin C-130J Super Hercules transports for the German Air Force. A German Defence Ministry spokesman confirmed on October 4 that a declaration of intent had been signed in Paris to pool the aircraft with those of the Armée de l’Air (AdlA – French Air Force). It is planned to base the German aircraft in France to operate alongside the AdlA examples at Base Aérienne 123 Orleans-Bricy. The aircraft will supplement the German A400Ms. They will be used for operations into bases which are not suitable for the latter, providing tactical airlift for Special Forces and carrying out evacuations from war zones. It is hoped to have the new C-130Js operational by around 2021.

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French KC-130J Order

LOCKHEED MARTIN has won a production contract for two KC-130J Super Hercules tankers for France in a $132.6m Foreign Military Sales deal awarded on September 8 by the US Air Force Life Cycle Management Center. Work on the two US Government-configured KC-130Js for the Armée de l’Air (French Air Force) is expected to be complete by April 30, 2020. France’s Direction générale de l’armement (DGA) signed a contract with the US Air Force on January 29 this year for the procurement of four C-130Js: two in standard transport configuration and the two KC-130J tankers – see French Air Force Orders Four C-130Js, March, p8. At the time of the original contract, it was stated that the two C-130J transports would be delivered at the end of 2017 and in early 2018, followed by the two tankers in 2019. However, a contract for the two standard variants has not yet to be announced publicly.

Second E-Scan Radar Typhoon Flies EUROFIGHTER HAS begun test flying the second Typhoon to be used as a development aircraft for the type’s new E-scan radar, Captor-E. The jet, Instrumented Production Aircraft 8 (IPA8) 98+08 (GT0026), took off for the first time at 1540hrs on September 12 from

the Airbus Defence and Space facility at Manching, Germany. The first E-Scan trials aircraft, IPA7/ZJ700, took its maiden flight with the radar installed on July 8 this year at Warton, Lancashire – see Eurofighter E-Scab Radar Flight Trials Begin, September, p9.

Instrumented Production Aircraft 8 (IPA8) 98+08 (GT0026) gets airborne on September 12 from the Airbus Defence and Space facility at Manching, Germany, for its maiden flight. Dietmar Fenners

Charles de Gaulle Rejoins Fight Against Daesh FRENCH AIRCRAFT carrier Charles de Gaulle (R 91) has rejoined the fight against Daesh. Missions were resumed from the vessel on September 30, when Rafales took part in an operation against the militants

in its Iraqi stronghold, Mosul. On March 16 the ship had returned to its home port, Toulon, for maintenance after previous anti-Daesh missions. It has now returned to the eastern Mediterranean.

The first new production L-159 to be built in 13 years, two-seat L-159T1 6084, in production at Aero Vodochody on September 13. It is destined for the Iraqi Air Force. Alan Warnes

Aero Vodochody Building a New L-159 CZECH AEROSPACE company Aero Vodochody is building its first new L-159 in well over a decade – some 13 years after the last one left the production line. The two-seater, an L159T1, is the last of 11 aircraft for the Iraqi Air Force – another four are

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The E-Scan radar equipment and weapons system capability will be incrementally enhanced over the next three years to enable the required capability (P3E Standard) to be available for first deliveries to the radar’s launch customer, the Kuwait Air Force.

coming from the Czech Air Force. During a visit by AFM to Aero Vodochody in mid September, the new President and CEO, Giuseppe Giordo, revealed that the company is in discussions with two countries over the purchase of the advanced light

combat aircraft/trainer. He is hopeful more L-159s could be sold to Iraq and the new twoseater “demonstrates we can still build the aircraft.” The new aircraft (serialled 6084) is expected to make its first flight by the end of the year. Alan Warnes

Turkey Closes Akinci Air Base

TURKEY HAS renamed Akinci Air Base as Mürted, its original name until 1995. The decision follows its use as the HQ for the failed military coup on July 15 – see Failed Coup in Turkey, September, p4. The base had been home to the Turkish Air Force’s 4nci Ana Jet Us (4th Jet Air Wing), comprising three squadrons with around 60 F-16C/Ds: 141 Filo ‘Kurt’, 142 Filo ‘Ceylan’ and the operational conversion unit, 143 Egitim Filo ‘Öncel’. All three have been disbanded and their aircraft redistributed to three other bases – Eskişehir, Konya and Merzifon – according to local media reports on September 7. The future of the base is currently unclear, although Minister of National Defence Fikri Işik earlier said it was planned to open at least part of it to the public as a “democracy park”. The runway will remain operational so that Turkish Aerospace Industries can continue to use it. In the aftermath of the coup, on July 29 it was announced the base would be shut down, along with military barracks in Ankara and Istanbul that had also been used by coup plotters to launch helicopters and tanks.

#344 NOVEMBER 2016 13

ARTICLE SUMMARY

NEWS CONTINENTAL EUROPE

Adiós, 707

Roberto Yáñez and Alex Rodríguez pay tribute the Spanish Air Force Boeing 707 fleet that has retired after almost 30 years in action.

A

SPECIAL CEREMONY has been held to mark the retirement of the Ejército del Aire (EA, Spanish Air Force) Boeing 707 fleet after nearly three decades of service. The event was hosted at the fleet’s home base at Torrejón de Ardoz near Madrid on September 27. The four aircraft served first with the 45 Grupo and then with the 47 Grupo Mixto – undertaking missions of strategic importance for the Air Force. The first Boeing 707s were received by 45 Grupo at Torrejón AB in 1988 and were locally designated T17/TK17/TM17 depending on the variant. They were acquired to substitute the two veteran DC-8-52s (designated T15 by the EA) in the VIP mission with the then 401 Escuadrón. By then DC-8s were 20 years old and flown 80,000 hours. The first two Boeing 707s rolled off the production line in 1968 and 1964 respectively, entering service with TWA until they were sold to Spain in 1988-

14 NOVEMBER 2016 #344

1989. The first example was dedicated to VIP airlift while the second was assigned as a troop transport. Initial missions were flown as part of the 45 Grupo but new roles such as air refuelling (for which two Sargent Fletcher pods were added on the wing tips) and aeromedical evacuation were soon adopted. The third aircraft, T17-3, was built in 1977 for Saudia, with which it served until acquired by the EA to undertake airlift and medevac duties in May 1990. In November 2004 the three aircraft were passed on to the newly created 47 Grupo Mixto

when 45 Grupo took delivery of the modern Airbus A310. The transfer saw the Boeings lose their VIP airlift mission, a task taken up by the A310 of the 45 Grupo. However, the 707s continued to undertake strategic airlift of troops, inflight refuelling and medevac. Later the second and third aircraft underwent major modifications to fulfil the cargo transport or mixed cargo/ passenger configuration. The fourth and last Boeing 707 that made up the fleet was serialled TM17-4. Built in 1966 for Northwest Orient, it was acquired years later for Project

SANTIAGO – which saw an extensive modification in Israel as an ELINT, COMINT, OPTINT (optical intelligence) and AIRLAB platform. After its modification in Israel the aircraft entered service in 1995 with electronic warfare unit, 408 Escuadrón based at Torrejón de Ardoz. During its operational life it underwent various modifications and upgrades to increase its operational prowess in overseas missions and ensure it was interoperable with allied nations. Despite having a much shorter operational life compared with the other three, this aircraft was

Spanish Air Force Boeing 707s T17 (Transport) / TK17 (Tanker Transport) / TM17 (EW)

The Chief of the Air Staff General F Javier García Arnáiz and personnel from the 47 Grupo pose in front of 17-3 after the ceremony for the B-707 fleet marking nearly 30 years’ service to the EA.

Serial

Code

TK17-1

47-01

T(K)17-2

47-02

T 17-3

47-03

TM17-4

47-04

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Above: T17-2/47-02, stored on Torrejón AB’s large parking apron, was withdrawn in 2015. This is one of the two examples to be modified to undertake inflight refuelling missions. Below: The last flypast of T17-3 over Torrejón with EF18Ms from Ala 12 serving as escorts during the official retirement ceremony.

a ‘one of a kind’ based on the modifications it had undergone as part of the SANTIAGO programme. It served as a data collection platform, equipped to undertake electronic and electro-optical reconnaissance. After 24 years’ service TK1701 was withdrawn on December 22, 2012 - followed by TM174 on July 17, 2014 and TK1702 on March 12, 2015. The first two were ferried to Getafe AB, where they are currently located awaiting possible transfer to the Air Force Museum at Cuatro Vientos, Madrid. The ceremony on the September 27 was presided by the Chief of the Air Staff (JEMA), General F Javier García Arnáiz, who highlighted the importance of this small fleet within the EA. This was also the official retirement from service of T17-3, although it did not make its final flight until October 3. This saw it taking part in the redeployment of personnel and cargo detached

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Above: The traditional salute by the fire trucks of the Torrejón AB fire department was the last honour received by T17-3 upon its arrival at the 47 Grupo Mixto ramp.

to Zaragoza from other air bases in the ‘Tormenta’ live-fire gunnery exercise. Until then, T17-3 continued to undertake its scheduled personnel and cargo airlift missions, while playing out its last remaining flight hours by over flying the majority of Spanish air bases visited by the type during its years of service. With the retirement of the last Boeing 707, its 28-and-a-half years’ service life, drew to a close without any major incidents. During this time the Boeing 707’s flew a total of 35,800 flight hours in EA service, carrying

more than 200,000 passengers and over 2,000 tons of cargo, along with flying close to 1,000 aerial refuelling missions. These important milestones were reached while conducting all types of national and international missions including peace-keeping, providing humanitarian aid and the repatriation of Spanish citizens injured or killed. The aircraft has also been an important tool in projecting Spanish forces in various international exercises, such Cope Thunder, Red Flag, Green Flag,

Anatolian Eagle, Cruz del Sur, Imperial Hummer and Unified Vision, always demonstrating its great versatility and reliability while supported by its aircrews and maintenance personnel. All eyes are now focused on the future as the EA works on a platform to replace the legendary T17, one that can provide the necessary strategic transport and inflight refuelling capabilities. Until the arrival of a new weapons system – most likely in the form of the Airbus A330MRTT - there will now be some gaps in the EA’s strategic capabilities.

#344 NOVEMBER 2016 15

ARTICLE SUMMARY

NEWS NORTH AMERICA

Mountain Home F-15Es Deploy to Middle East

Above: US Air Force F-15E Strike Eagle 90-0243 ‘MO’ from the 336th Fighter Wing/391st Fighter Squadron ‘Bold Tigers’ at Mountain Home Air Force Base, Idaho, landing at Moron Air Base, Spain, on October 3 en route from the US to the Middle East. Antonio Muñiz Zaragüeta

TWELVE US Air Force F-15E Strike Eagles routed through Moron Air Base, Spain, overnight on October 3-4, en route from the US to the Middle East. All were from the 336th

Fighter Wing at Mountain Home Air Force Base, Idaho. They arrived in two flights, with callsigns ‘Tabor 11-16’ and Tabor 21-26’, respectively.  Eight aircraft were from

New B-21 Bomber Named Raider

USAF UH-1N Replacement RFI Issued

SECRETARY OF the Air Force Deborah Lee James has confirmed that the US Air Force’s new Northrop Grumman B-21 Long-Range Strike Bomber (LRS-B) is to be named Raider. James announced the official name on September 19. The name was selected following a competition amongst airmen. The winning name honours the famous Doolittle Raiders of World War Two. The last surviving Doolittle Raider, 101-year-old retired Lt Col Dick Cole, joined James to announce the selection.

LONG-DELAYED plans to replace the US Air Force’s fleet of 61 Vietnam-era Bell UH-1N helicopters have finally been kick-started. The Department of the Air Force posted a Request for Information on the US Government’s Federal Business Opportunities website on September 9, which also included a Draft UH-1N Replacement Air Vehicle System Requirements Document (SRD). The notice seeks a nondevelopmental, in-production, off-the-shelf solution in order to speed up the acquisition.

the 389th Fighter Squadron ‘Thunderbolts’, comprising 87-0170 ‘MO’, 88-1707 ‘MO’/‘366 OG’ (Flagship), 87-0204 ‘MO’, 87-0173 ‘MO’, 89-0506 ‘MO’, 87-0183 ‘MO’, 87-0269 ‘MO’ and

The programme will acquire up to 84 helicopters, all of which are to be in a similar, standard configuration. The USAF anticipates awarding a contract in early Fiscal Year 2018 and requires first deliveries to take place no later than 12 months after contract award. The new programme follows several abortive attempts to acquire a replacement in recent years. US Global Strike Command uses the UH-1N to guard its intercontinental ballistic missile sites and also for VIP transport duties.

Ghost Rider Returns to Service

Above: US Air Force B-52H Stratofortress 61-0007 ‘Ghost Rider’ takes to the air on August 30 for its first functional check flight after a 19-month overhaul at Tinker Air Force Base, Oklahoma. The aircraft is the first of the type to be regenerated from long-term storage at Davis-Monthan AFB, Arizona, which it had flown out of on February 13 last year – see ‘Ghost Rider’ Flies out of AMARG, April 2015, p12. After being repainted, it left Tinker on September 27 for Minot AFB, North Dakota, to return to operational service with the 5th Bomb Wing. USAF/Kelly White

16 NOVEMBER 2016 #344

87-0198 ‘MO’.  The remainder were from the 391st FS ‘Bold Tigers’ and comprised 91-0333 ‘MO’, 90-0243 ‘MO’, 91-0319 ‘MO’ and 91-0323 ‘MO’.  Antonio Muñiz Zaragüeta

VP-47’s Final P-3C Deployment

US NAVY Patrol Squadron 47 (VP-47) ‘Golden Swordsmen’ has begun its final deployment with the P-3C Orion. Details were announced by the unit on September 20 – aircraft are currently deployed to Kadena Air Base, Japan, for missions in the US 7th Fleet Area of Responsibility (AOR) and also to the US 4th Fleet AOR at Comalapa, El Salvador. Upon return from a scheduled six-month deployment, the unit, currently based at Marine Corps Air Station Kaneohe Bay, Hawaii, will re-establish at Naval Air Station Whidbey Island, Washington, to begin transition to the P-8A Poseidon. Relocation of families to VP-47s new base began in April and will continue for several more months. The unit is the second of three Hawaii-based squadrons to make the move to Whidbey to transition to the P-8A. Personnel from the first to move, VP-4 ‘Skinny Dragons’, have arrived at Whidbey over the last few months as it prepares to begin training on the P-8A. The third unit to transfer will be VP-9 ‘Golden Eagles’.

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First LRIP MQ-4C Tritons Ordered NORTHROP GRUMMAN has received a US Naval Air Systems Command (NAVAIR) contract for three low-rate initial production (LRIP) Lot 1 MQ-4C Triton unmanned aircraft. The order, valued at more than $255m, was awarded by NAVAIR on September 27. The deal also includes one main operation control station and one forward operation control station, training courseware and tooling. The order is a modification to a $15m advance acquisition contract for LRIP MQ-4Cs awarded by NAVAIR on February 17. Work is expected to be completed in August 2020. Fiscal Year 2016 aircraft procurement (Navy) funds are being used to finance the acquisition. A second NAVAIR contract awarded on September 27 to Northrop Grumman, valued at almost $95m, provides for interim spares in support of the MQ-4C system’s initial deployment. This contract is also expected to be completed in August 2020. Milestone C approval for the Triton was granted on September 22, clearing the way for the initial production order. The US Navy plans to eventually acquire 68 MQ-4C Tritons.

First EO-5C ARL-M Retired to AMARG

Above: US Army de Havilland Canada EO-5C (Dash 7) Airborne Reconnaissance Low-Multifunction (ARL-M) N566CC on the arrivals ramp at Davis-Monthan Air Force Base, Arizona, after flying in from Hagerstown, Maryland, on August 29 for storage with the 309th Aerospace Maintenance and Regeneration Group. This was the first of the six ARL-Ms to be retired, as the type is now in the process of being replaced by the RO-6A, a military variant of the Dash 8. USAF/309th AMARG

Initial Operational Capability for QF-16 AIR COMBAT Command (ACC) has reached Initial Operational Capability (IOC) for the US Air Force’s QF-16 Full Scale Aerial Target (FSAT). IOC was achieved on September 23 after approval by Gen Hawk Carlisle, commander of ACC. A total of 15 QF-16s are currently available for target operations. All of these are assigned to the 82nd

Aerial Targets Squadron (ATRS) at Tyndall Air Force Base, (AFB), Florida. The QF-16 is replacing the QF-4 Phantom, which flew its final unmanned mission on August 17 from Holloman AFB, New Mexico – see Final Unmanned QF-4 Mission, October, p14. After a few more manned flights, the QF-4 will finally retire in December.

US Customs Orders 12 MultiRole Enforcement Aircraft SIERRA NEVADA Corporation (SNC) has gained a further contract from the US Customs and Border Protection (CBP) to engineer and integrate 12 Multi-Role Enforcement Aircraft (MREA). The $280m contract was announced by SNC on September 16. The MREA is a fully-certified,

highly-missionised version of the King Air 350CER, providing integrated multi-role special mission services to CBP. This is the US company's second MREA contract. Since 2009, it has provided 12 aircraft to replace ageing C-12 Huron, PA-42 Cheyenne III, B200 King Air and Cessna 404 patrol aircraft.

Orion Sinks Guided-Missile Frigate

Above: US Navy P-3C Orion 161766 ‘RC-766’ from Patrol Squadron 46 (VP-46) ‘Gray Knights’ being loaded with AGM-65F Mavericks at Andersen AFB, Guam, during Exercise Valiant Shield 2016 on September 13. The aircraft was participating in a sinking exercise which sank the decommissioned Oliver Hazard Perry class guided-missile frigate USS Rentz (FFG 46) in waters 30,000ft deep, 220nm northeast of Guam. USMC/Sgt Justin Fisher

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Two More CH-53Ks Ordered SIKORSKY AIRCRAFT has received a contract for two CH-53K King Stallion system demonstration test article (SDTA) aircraft. The deal, worth more than $232m, was awarded by US Naval Air Systems Command on September 23. Completion is expected in February 2020. Four CH-53K Engineering Development Models (EDM) have now flown, the most recent on September 2, 2016 – see Fourth CH-53K King Stallion Flown, October, p4. These will be followed by four SDTA helicopters, which will be built as production representative aircraft for operational evaluation by the USMC.

News Briefs GENERAL ATOMICS has received an order for four additional MQ-1C Gray Eagle unmanned air vehicles for the US Army. The full-rate production contract, valued at more than $25m, was awarded on September 16 and also includes four satellite air data terminals. Work is expected to be completed by December 30, 2017. NORTHROP GRUMMAN has gained an order for ten additional MQ-8C Fire Scout unmanned air systems. A contract for them, valued at more than $108m, was awarded on September 9 by US Naval Air Systems Command. Work is expected to be completed in August 2019.

#344 NOVEMBER 2016 17

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ARTICLE SUMMARY

NEWS LATIN AMERICA

Flight Inspection Legacy Delivered to GEIV CONVERSION OF the first flight inspection Embraer EMB-550 Legacy 500 mid-size business jet for service with the Brazilian Air Force (FAB) has been completed. The aircraft, serial number 3601, was handed over during a ceremony at Rio de Janeiro/ Santos Dumont International Airport on September 23. The type will be designated the IU-50 in FAB service and operated by the Grupo Especial de Inspeção em Voo (GEIV – Special Flight Inspection Group), which is based at Santos Dumont. Six are being acquired under the Project I-X contract signed on April 30, 2014. The aircraft will replace the GEIV's Embraer IC-95C Bandeirantes and later its IU-93A Hawker 800XPs. The first GEIV IC-95 was retired on April 18 this year – see First Brazilian Flight Inspection IC-95 Retired, June, p20. Integration on each IU-50 takes around nine months and the final one is due for completion in November 2017.

Dominican P2006T Special Mission Platform Enters Service

Above: The newly delivered FARD Tecnam P2006T Special Mission Platform in its hangar at San Isidro.

A BRAND new aircraft delivered recently to the Fuerza Aérea de Republica Dominicana (FARD – Dominican Republic Air Force) has been a single Italian-built Tecnam P2006T Special Mission Platform (SMP). The aircraft, serial FARD 1548 (c/n 160), is based at San Isidro and is believed to be operated by the Escuadrón de Transporte Aéreo ‘Pegasus’, which flies all the other FARD fixed-wing transport types. Tecnam announced on September 24 last year that the FARD was to become the first

military operator of the P2006T SMP variant with a contract signing ceremony taking place in Santo Domingo at the FARD headquarters – see Dominican Republic to Buy Tecnam P2006T, April, p19. The primary roles for the aircraft will be countering transnational organised crime (CTOC), along with providing support for the Armada de Republica Dominicana (ARD – Dominican Republic Navy) and the Dominican Republic’s National Drug Control Direction (DNCD). It was handed

P2002JF To Train Argentine Pilots TECNAM HAS completed the first P2002JF Sierra basic training aircraft for the Fuerza Aérea Argentina (FAA – Argentine Air Force) for operation in the flight screener role. The Italian manufacturer announced on September 21 that the FAA has ordered eight of the twoseat, single engine, low wing type for its Escuela de Aviación Militar (EAM – Military Aviation Academy) in Córdoba. The first of them, serial number E-550, was rolled out on September 20 by local Tecnam distributor Aerotec Argentina, which was awarded the contract to supply the fleet under a lease purchase agreement. The aircraft are being assembled at Aerotec Argentina’s facility in Rivadavia, Mendoza Province, under agreement with Costruzioni Aeronáutiche Tecnam. They will be operated by the EAM’s Grupo Aéreo Escuela. After technical studies during

20 NOVEMBER 2016 #344

over to the FARD earlier this year at the Tecnam USA facility in Sebring, Florida. The FARD/Tecnam programme is an agreement between the governments of the Dominican Republic and the United States, the latter represented by the US Southern Command. The Dominican Republic Government will operate the aircraft while the US Government has provided and installed a range of special surveillance equipment to support CTOC operations in the Caribbean region.

Fifth FAB Caracal

AIRBUS HELICOPTERS' subsidiary Helibrás has delivered the fifth H-35 Caracal (H225M) to the Brazilian Air Force (FAB). An October 2 announcement by the FAB confirmed it had been handed over at the Helibrás facility in Itajubá on September 23 to Esquadrão Falcão 1°/8° GAV, based at Belém. Above: Tecnam P2002JF Sierra basic training aircraft E-550, the first of eight for the Argentine Air Force, during a flight test from the Aerotec Argentina facility in Rivadavia, where it was rolled out on September 20. The remaining seven are allocated serials E-551 to E-557. Aerotech

the first quarter of this year to find a new flight screener, the FAA selected the type as its preferred option for the requirement following a local demonstration on June 9 – see Tecnam P2002 JF Sierra to Train Argentine Pilots, October, p18. They will be used for the Curso Básico Conjunto de Aviador Militar (CBCAM – Military Aviator Basic Joint Course) at the EAM in Córdoba. After

completing their CBCAM, students will continue with more advanced training on the Grob G120TP. All Tecnam models are already certified by the Argentina Civil Aviation Authority (ANAC), with more than 30 brand new Tecnam aircraft already delivered to private owners, aero clubs and flight schools. The FAA has selected the glass cockpit, night VFR version of the P2002JF.

News Brief AFTER A year-long evaluation process, the Chilean Air Force has selected the Sikorsky S-70i Black Hawk for its medium-lift requirement. A contract for six helicopters, to be produced by Sikorsky's Polish subsidiary PZL Mielec, is due to be signed by the year-end. After eliminating the AW149, Mi-17 and Surion, just the H215 and S-70i had remained in contention.

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NEWS AFRICA Huey IIs Ordered for Kenya and Uganda

BELL HELICOPTER is to supply ten UH-1H-II Huey IIs to Kenya and Uganda, each taking five helicopters. Two firm-fixedprice Foreign Military Sales contracts were awarded to the manufacturer by US Army Contracting Command on September 26 to produce and deliver them. The Kenyan deal is valued at $52m-plus and the Ugandan contract at more than $34.5m. They include spare parts, programme management, special tools and other necessities. Completion for both is expected by the end of 2017, with work being undertaken at Ozark, Alabama. A notice on the US Government’s Federal Business Opportunities (FBO) website on March 17 first revealed plans for the sale of five Huey IIs to Kenya – see US To Supply Five Huey IIs to Kenya?, May, p20. Another FBO notice on August 3 announced the intent to purchase eight for Uganda – which was revised to five on August 5.

Botswana Acquires Second-Hand EC225LP A SECOND-HAND EC225LP Super Puma Mk II+ has been delivered to the Botswana Defence Force-Air Wing. The helicopter, OL1 (c/n 2759, ex EC-LEN), was picked up by Antonov Airlines An-124-100 UR-82007 from Albacete Airport, Spain, on September 13. After routing via a night stop in Marseille, France, it arrived in Gaborone,

Botswana, the following day. The Super Puma had originally been acquired in 2010 by the Spanish Government for operation by the country’s Cuerpo Nacional de Policia (National Police Corps) Special Operations Group. In 2013 it was returned to Airbus Helicopters in part payment for a new batch of EC135s for the Corps. Since then it had been

Above: Former Spanish Police EC225LP Super Puma Mk II+ EC-LEN on its first engine ground test after overhaul and repaint in an overall white scheme at Airbus Helicopters’ Albacete plant on April 22. Roberto Yáñez

Debut for Zambia’s New Hongdu L-15s

Above: Zambian Air Force Hongdu L-15AFT Falcon AF-1003 arrives at AFB Waterkloof for the African Aerospace and Defence exhibition. Morné Booij-Liewes

TWO Zambian Air Force (ZAF) Hongdu L-15AFT (Attack Fighter/ Trainer) Falcons, serials AF-1001 and AF-1003, made their public debut at the African Aerospace and Defence (AAD) exhibition, from September 14-18, at Air Force Base Waterkloof, near Pretoria, South Africa.

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stored in the Airbus Helicopters facility close to Albacete Airport, awaiting a buyer. Last April, after the Botswana sale had been agreed, it was repainted in an overall white scheme before beginning predelivery ground and air tests at Albacete. The new BDF-AW serial OL1 was then applied before it was flown out in the An-124. Roberto Yáñez

The first batch of three L-15AFTs were airfreighted to Zambia in April and entered service with 15 Squadron, Air Defence Command, based at Lusaka-Kenneth Kaunda International Airport. China National Aero-Technology Import and Export Corporation

(CATIC) was promoting the aircraft at AAD along with two Zimbabwe Air Force K-8s. Weapons put on show by CATIC in front of the L-15s at AAD included 250kg and 500kg bombs, the PL-5E II short-range air-to-air missile, TL-10 (YJ-5E) air-to-surface

missile, LS-6 GPS/INS-guided bomb and HFD-18D 57mm rocket pod, plus a centreline 23mm PC-2AI gun pod. It is unconfirmed, however, which weapons have been supplied to Zambia for its aircraft. The ZAF has ordered six L-15AFTs, and the remaining aircraft are scheduled to arrive in Zambia early next year. A second batch of six is also understood to be on order. Aviation Industry Corporation of China (AVIC) announced on December 28 last year that the first ZAF pilots and maintenance personnel have completed conversion to the L-15 – see Zambian AF Crew Complete L-15 Training, February, p19. The contract for the aircraft is believed to have been signed in April 2014. ZAF commander Brigadier General Jabes Zulu confirmed in December 2014 that the type had been ordered, but did not reveal when the deal was concluded.

#344 NOVEMBER 2016 21

ARTICLE SUMMARY

NEWS AFRICA

Cessna 208Bs for Cameroon and Chad

CESSNA AIRCRAFT is to provide Cessna 208B Grand Caravan EX aircraft to Cameroon and Chad for counterterrorism operations. The company was awarded a Pseudo-Foreign Military Sales contract valued at almost $24m by the US Air Force Life Cycle Management Center on September 21 for the Building Partnership Capacity C-208B Intelligence, Surveillance and Reconnaissance Program. This covers six aircraft, split between Cameroon, Chad and the Philippines, although it is unknown how many each country will receive. The contractor will also provide three spare Pratt & Whitney PT6A-140 engines, plus aircraft spares and ground handling equipment, to the US Africa Command and Pacific Command areas of responsibility. Work is expected to be complete by September 30, 2017. Two contracts were awarded on May 9 this year by the US Air Force Life Cycle Management Center for the conversion of Cessna 208Bs into ISR configuration for Cameroon, Chad, Niger and the Philippines – see US to Supply ISR Cessna 208Bs to Four Countries, June, p5. It is almost certain the new order will supply the basic airframe for ISR conversion for three of these countries. The earlier contracts included one with L-3 Communications to produce ISR equipment and spares for the aircraft and another with North American Surveillance Systems for modification of the aircraft and integration of the ISR capabilities.

News Brief Algeria is showing interest in the C-27J Spartan. A Leonardo company demonstrator arrived at Boufarik Air Base on September 23 for demonstration to the Algerian Air Force. An Algerian delegation had shown keen interest in the type at Farnborough earlier this year.

22 NOVEMBER 2016 #344

Mali C295W in Flight Test AIRBUS DEFENCE and Space (ADS) is in the final stages of flight testing a new Armée de l’Air de la République du Mali/ Force Aérienne de la République du Mali (FARM – Malian Republic

Air Force) C295W tactical transport. The aircraft, serial TZ-11T (c/n 159), was ordered under a contract announced by ADS on February 16 this year – see Mali Orders C295W, April, p20. Expected to be delivered

shortly, the C295W will boost Mali’s depleted transport fleet, which currently comprises just two Basler BT-67s. It will enter service with the Transport Squadron based at Base Aérienne 101 Bamako-Sénou.

Above: Malian Republic Air Force C295W TZ-11T/159 (c/n 159) returning to Seville-San Pablo Airport, Spain, on September 6 after one of its final pre-delivery test flights. Roberto Yáñez

Tunisia Using Maule MX-7s for Border Monitoring Tunisian Republic AF Maule MX-7-180B Fleet US Reg’n

C/n

US reg’n cancellation date

N32636 22033C Still registered N32637 22034C Still registered N32654 22035C Still registered N32658 22036C January 11, 2016 N32689 23037C July 6, 2016 N3269

23038C January 11, 2016

N32720 22039C  July 6, 2016 N32913 22040C January 11, 2016 Above: Tunisian Republic Air Force Maule MX-7-180B light observation aircraft TS-UAG at the handover at El Aouina Air Base on May 12.

RECENT ADDITIONS to the Tunisian Republic Air Force include 12 Maule MX-7-180B light observation aircraft for surveillance and protection of the country’s border regions. Although they were delivered earlier this year, their arrival has only just come to light. They are part of a $20m package – which includes 24 Jeeps and communications equipment – supplied by the US Government to bolster Tunisia’s military capabilities. A handover ceremony welcomed the aircraft on May 12 at El Aouina Air Base, a military enclave on the southeast side of Tunis International Airport. Full details of the equipment fit on the Maules are unknown, but it is confirmed they have an underfuselage-mounted

ball turret housing a Cloud Cap Technology TASE400 LRS electro-optical/infrared imaging system. During the handover event, US Assistant Secretary for Defense for African Affairs Amanda Dory said the delivery included equipment to enable communications between the aircraft and Jeeps to help Tunisian forces improve their monitoring of the border. She added: “I’m very pleased the United States is able to provide Tunisia with surveillance aircraft that will improve [its] ability to locate terrorists who attempt to infiltrate your borders. “These aircraft will be able to provide advanced warning to ground forces, employing advanced digital

N33327 22041C January 11, 2016 N33817 22042C January 11, 2016 N3400Q 22043C January 11, 2016 N3405P 22044C July 6, 2016 Note: Tunisian military serials seen on photographs show that four of the above are now TS-UAB, TS-UAE, TS-UAG and TS-UAI, although tie-ups with the US registrations are not known. Assuming they follow the normal Tunisian serial allocation sequence, the full batch most likely runs from TS-UAA to TS-UAL.

communications technology to co-ordinate rapid interdiction utilising these new Jeeps or other existing assets.” Speaking at the ceremony, Tunisia’s Minister of National Defense, Farhat Horchani, said delivery of “attack aircraft” was also expected shortly – presumably a reference to 24 former US Army OH-58D Kiowa Warriors being acquired as Excess Defense Articles, which will be in an armed configuration.

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Ex-USAF F-15Ds delivered to Israel

Additional Shimshon Ordered

Former Oregon Air National Guard F-15D Eagle 81-0065 departing from RAF Lakenheath, Suffolk, on September 14. It was one of eight passing through on delivery to the Israeli Air Force. Ryan Dorling

EIGHT FORMER US Air Force F-15D Eagles are being transferred to the Israeli Air Force (IAF) to supplement its existing fleet of the type. They arrived in the UK at RAF Lakenheath, Suffolk, on September 13, during their delivery flight, and left the next morning direct to the IAF’s Tel Nof Air Base. They comprised 78-0573 ‘Retro 41’,

78-0563 ‘Retro 42’, 78-0572 ‘Retro 43’, 81-0065 ‘Retro 44’, 80-0055 ‘Retro 51’, 80-0057 ‘Retro 52’, 78-0561 ‘Retro 53’ and 79-0008 ‘Retro 54’. They wore only their US Air Force serials, with all previous unit and nationality markings having been removed. All eight were previously in service with the Oregon Air National Guard/173rd Fighter

Wing’s 114th Fighter Squadron ‘Eager Beavers’ at Kingsley Field Air National Guard Base, Klamath Falls International Airport. A further two are expected to follow them to Israel. Two of the IAF’s Eagle units at Tel Nof already fly the F-15D – 106 ‘Spearhead’ Squadron and 133 ‘Knights of the Twin Tail’ Squadron.

LOCKHEED MARTIN has received an order for a fifth C-130J-30 Super Hercules for Israel. A US Air Force Foreign Military Sales contract for the aircraft, worth more than $55.5m, was awarded on September 21. Work is expected to be completed by April 30, 2018. Three C-130J-30s have been delivered to date to the Israeli Air Force, the most recent one arriving at Nevatim Air Base on August 19 last year to join 103 ‘Elephants’ Squadron – see Third C-130J-30 Shimshon Delivered to Israel, October 2015, p23. A fourth is already on order under an earlier contract.

US Announces $38bn in Israeli Military Assistance First Sniper A LANDMARK military assistance During a press briefing, US missiles, Joint Direct Attack ATP Order for agreement has been signed National Security Advisor Susan Munitions (JDAMs) and other between the US and Israel to E Rice, said: “This additional precision-guided munitions. Typhoon provide the Middle Eastern funding will, among other things, Of that list, the US Air Force LOCKHEED MARTIN is to integrate the Sniper Advanced Targeting Pod ATP) onto the Eurofighter Typhoon. The company has received a direct commercial sales contract from Eurofighter partner Leonardo Aircraft to supply and integrate 18 pods onto Kuwait Air Force (KAF) Typhoons, it announced on September 28. The order also includes logistics support. Pod deliveries will begin next year to support integration efforts. Kuwait signed a contract on April 5 to purchase 28 Typhoons, comprising 22 singleseat and six twin-seat aircraft – see Kuwait Signs Typhoon Deal, May, p4. The Eurofighter Typhoon will become the ninth aircraft platform to be equipped with Sniper ATP, joining variants of the F-15, F-16, F-18, A-10, B-1, B-52, F-2 and AV-8B Harrier.

country with a record $38 billion from 2019 to 2028. The overall package is the single largest pledge of military assistance given to any country in the entire history of the United States. The memorandum of understanding (MoU) was signed in the Treaty Room at the US Department of State in Washington DC on September 14.

allow Israel to update the lion’s share of its fighter aircraft fleet, including the acquisition of additional F-35s and F-15s.” A White House fact sheet on the MoU stated that more than $26 billion in assistance has already been provided to Israel during President Obama’s tenure in office. This has included ten additional F-15 Eagles, ‘several’ C-130J Super Hercules, Hellfire

has confirmed the Eagles are F-15Ds supplied as Excess Defense Articles, rather than new Foreign Military Sales, with eight delivered to date. The latter are former Oregon Air National Guard aircraft which passed through the UK recently – see Ex-USAF F-15Ds Delivered to Israel above). Three of the C-130J-30s have been delivered to date, with two more on order.

First Jordanian PC-21 Breaks Cover

News Brief SIKORSKY WAS awarded a Foreign Military Sales contract on September 30 by US Army Contractinc Command exercising an option for eight UH-60M Black Hawk helicopters for Saudi Arabia. Estimated completion date for the work is December 31, 2017.

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Above: The first Royal Jordanian Air Force Pilatus PC-21, 1170 (c/n 283), still incomplete, is towed across the airfield at Stans-Buochs, Switzerland, on September 12. It is one of eight on order from Pilatus. Stephan Widmer

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NEWS RUSSIA & CIS

First TaganrogBuilt Be-200ChS Flown BERIEV AIRCRAFT has flown the first Be-200ChS to be assembled at its Taganrog facility. The amphibian, still in primer and devoid of any registration number, took to the air for its maiden flight from the airfield of the G M Beriev Taganrog Aviation Scientific-Technical Complex on September 16. The 15-minute sortie was flown by company test pilots Kuleshova Nicholas and Eugenia Yurasova. The aircraft is the first of six on order from the Taganrog production line for delivery to the

Russian Emergencies Ministry (EMERCOM) under a state contract. Previously, all Be-200s had been completed at the Irkutsk Aviation Plant. This first Taganrogbuilt aircraft had been formaslly rolled off the production line on May 30 – see First Taganrog-Assembled Be-200ChS Rolled Out, July, p26. The first Taganrogassembled Beriev Be-200ChS takes off for its maiden flight. Beriev

Maiden Flight of Yak-152 YAKOVLEV DESIGN Bureau’s Yak-152 primary trainer has made its maiden flight. The aircraft, painted only in primer and without any registration or serial number, took to the air at the Irkutsk Aviation Plant airfield on September 29, flown by test pilot Vasily Sevastyanov. It has been developed on behalf of the Russian Ministry of Defence, which signed a 300m rouble ($4.8m) contract with Yakovlev in 2014 for manufacture of four prototypes. Two of these are for flight trials, a third one for static testing and the fourth for fatigue evaluation.

The Russian Air Force intends to take delivery of 150 for flight screening and basic training of prospective fighter pilots,

replacing its fleet of Yak-52s. The manufacturer says that preparations are now under way for series production.

Above: The Yak-152 prototype during its maiden flight at Irkutsk. UAC

First AW109E for Turkmenistan Border Guards

Another Yak-130 Delivered to Belarus

A FIFTH Yakovlev Yak-130 combat jet trainer has been delivered to the Belarus Air Force. The additional aircraft, Bort Number ‘75 Red’, arrived at the 116th Attack Air Base at Lida during mid-September. As with previous deliveries, it was airfreighted on board an Il-76MD transport aircraft. A contract between the Ministry of Defence of the Republic of Belarus and Irkut Corporation for four additional Yak-130s was signed at the MAKS 2015 International Aviation and Space Salon in Zhukovsky on August 26 last year. The latest delivery is the first of these and will supplement the initial four delivered.

News Brief

AW109E Power CSX81904 (c/n 11827) making an approach to Venegono, Italy, during a pre-delivery test flight on September 28 in the full markings of Turkmenistan’s State Border Guard Service. It is one of four ordered by the country’s government. Marco Muntz

24 NOVEMBER 2016 #344

KAZAKHSTAN IS likely to be the first export customer for the Il-76MD-90A/Il-476. A report in Russian newspaper Izvestia on September 13 said that a contract for two for the Kazakhstan Air Force is expected to be signed within the next few months. Kazakhstan is also interested in Yak-130 and Yak-152 trainers.

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NEWS ASIA PACIFIC Five More F-16C/Ds Delivered to Indonesia

A FURTHER five F-16C/Ds have been delivered to the Tentara Nasional Indonesia-Angkatan Udara (TNI-AU – Indonesian Air Force) under the Peace Bima-Sena II programme. They arrived at Iswahyudi Air Base, East Java, on September 21. The aircraft comprised twoseat F-16Ds TS-1621 and TS-1624, plus single-seat F-16Cs TS-1631, TS-1635 and TS-1639. The jets had left Hill Air Force Base, Utah, the previous evening, routing via Joint Base Pearl HarborHickam, Hawaii, and Andersen AFB, Guam, before arriving at Iswahyudi the next morning. The TNI-AU is acquiring 24 USAF surplus F-16C/D Block 25s (19 F-16Cs and five F-16Ds) as Excess Defense Articles to supplement its older F-16A/Bs. Including the latest deliveries, a total of 14 aircraft have now arrived in Indonesia, comprising ten F-16Cs and four F-16Ds. The remaining aircraft will be delivered in two further batches, one in February and the final one in December 2017.

Contract for 24 More UH-60Ms

SIKORSKY AIRCRAFT has gained an order for an additional 24 UH-60M black Hawks for Taiwan. The company was awarded a $135.4m Foreign Military Sales contract on August 31 by US Army Contracting Command to supply the uniquely configured Black Hawks. They will be operated by the Republic of China Army Aviation and Special Forces Command. Estimated completion date is October 8, 2018. Taiwan signed a deal on November 22, 2012, covering an eventual total of 60 UH-60Ms, of which 12 have been delivered to date.

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Maiden Flight of LUH Prototype

Above: HAL’s Light Utility Helicopter (LUH) prototype, ZG4620, starts its maiden flight at Bangalore. HAL

INDIA’S HINDUSTAN Aeronautics Ltd (HAL) has completed the first flight of its Light Utility Helicopter (LUH) prototype. The helicopter, ZG4620, conducted its maiden flight on

September 6 in Bangalore. The LUH lifted off at 1210hrs and was airborne for 15 minutes, flown by HAL test pilots. It is due to replace the ageing fleet of Cheetah/Chetaks. The

Induction of Myanmar Y-8F-200Ws and Last G120TPs TWO SHAANXI Y-8F-200Ws have been delivered to the Myanmar Air Force. A commissioning ceremony was held on August 22 at Meiktila Air Base to formally induct them into service along with ten Grob G120TP trainer aircraft. The first of the two Y-8F-200Ws had arrived at Mingaladon Air Base on March 19 to join the resident Transport Squadron. In addition to transport missions, the type will be used for maritime reconnaissance and overwater search and rescue. They join four Y-8Ds already in Myanmar

service. The country is only the second export customer for the Y-8F-200W, a slightly stretched version of the Y-8D, which also has improved avionics. Venezuela was the first, taking delivery of eight between 2012 and 2013. Myanmar placed an order for 20 G120TPs on October 24, 2014 and the first two were delivered in February 2015. A further eight had arrived by the end of that year and the ten newly inducted additional aircraft are believed to have been the final aircraft of the order.

Indian Air Force and Army are between them expected to acquire 187, with production planned to begin in 2018. It is intended that all deliveries will be completed within seven years.

News Brief CESSNA AIRCRAFT has received an order to provide Cessna 208B Grand Caravan EX aircraft to the Philippines for counterterrorism operations. The US Air Force contract, awarded on September 21, covers six aircraft, some of which will also go to Chad and Cameroon – see Africa News for more details on this deal. AN ORDER is planned for four more Embraer A-29 Super Tucanos for the Afghan Air Force. They will be ordered through Sierra Nevada Corporation by the USAF, as were the previous 20.

New Pakistan Army AW139 Delivered

New production Pakistan Army Aviation Corps AW139 16-062/I-EASM (c/n 31707) performing an overshoot at Venegono, Italy, during a pre-delivery test flight from the factory at Vergiate-Cascina Costa on August 24. The helicopter departed from Milan-Malpensa Airport on its delivery flight to Pakistan on August 27. Marco Muntz

#344 NOVEMBER 2016 25

ARTICLE SUMMARY

NEWS ASIA PACIFIC

Wonsan Air Festival

N

ORTH KOREA’S Supreme Leader Kim Jong-un partially lifted the veil of secrecy surrounding his air force during September. The Wonsan Air Festival 2016, between the 24th and 25th, provided an opportunity to see the Korean People’s Army Air Force (KPAAF) up close. Held at the showcase Kalma International Airport, Patrick Roegies and Jurgen van Toor were among the many photographers to witness this incredible event.

Above: An immaculate-looking MiG21bis touches down. It was later exhibited in the static display. Far left: Six MD500 helicopters were at the Wonsan Air Festival. One MD500 performed a solo air display, followed by a group of four. The sixth helicopter functioned as an air spare. Left: Clad in leathers and ‘shades’ this KPAAF Su-25 pilot poses in front of his aircraft. Below: KPAAF MiG-29 izdeliye 9.12B, serialled 555 was among the first batch of MiG-29s delivered. It was built in the 36th batch by Mikoyan OKB under construction number 25755. Right: This Mi-17 is one of the few helicopters configured with a VIP interior. During the festival it was used for pleasure flights.

26 NOVEMBER 2016 #344

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Above: Unlike other operators of the An-2 the KPAAF seems to have a standard camouflage pattern for its operational fleet. Three aircraft were present with two performing pleasure flights and a third kept as an air spare. The purpose of the plate-shaped modification under the fuselage is unknown. Left: A pair of Su-25K fighter bombers make a low pass down the runway. They were two of four involved in the demonstration. Below: An unmarked Pacific Aerospace P-750 XL was a surprise visitor and is one of three reportedly in service with the KPAAF for liaison duties. The aircraft, with construction number 199, was delivered to China’s Shangdong General Aviation Services with registration B-10EG on October 9, 2015, together with another example – c/n 198/B-10EF – on the same date. It is likely the latter also found its way to North Korea.

More on North Korea next month. www.airforcesdaily.com

#344 NOVEMBER 2016 27

ARTICLE SUMMARY

NEWS AUSTRALASIA

First P-8A Poseidon Handed Over

Above: The first RAAF P-8A Poseidon, A47-001, landing at Boeing Field on September 29. Although it was handed over two days earlier, it will remain in the USA until flight systems checks and crew training are completed. Joe G Walker

BOEING HAS unveiled the first of 12 Royal Australian Air Force (RAAF) P-8A Poseidons. A roll-out ceremony for A47-001 (c/n 62288, ex N940DS) was held in Seattle, Washington, on September 27. Australia’s Chief of the Air Force, Air Marshal Leo Davies, attended the ceremony and accepted the aircraft into RAAF service.

It is scheduled to arrive in Australia on November 15, with the remaining 11 to follow by March 2020. The Poseidon will progressively replace the RAAF’s current AP-3C Orion fleet at RAAF Base Edinburgh over the next three years, enabling the latter to retire in 2018-19. RAAF aircrew and maintenance

personnel have been training for the arrival of the P-8A since early 2015 – working alongside the US Navy at Naval Air Station Jacksonville, Florida. The first P-8A sortie flown by an Australian pilot took place on April 14, 2015, comprising a four-hour mission around Jacksonville.

Third RAAF C-27J Passes Through UK

Left: The third Royal Australian Air Force C-27J Spartan, A34-003 (c/n 4182, USAF/12-27050), made an overnight stop on October 1-2 at RAF Brize Norton, Oxfordshire. The aircraft had departed from Waco, Texas, after undergoing modifications at the L-3 Communications facility, where aircrew training has also been carried out. It is seen here leaving Brize Norton for Pisa, Italy. Neil Dundridge

Final MH-60R Enters Service

LOCKHEED MARTIN and the US Navy have delivered the 24th and final Royal Australian Navy (RAN) Sikorsky MH-60R Seahawk. The ceremonial handover of the helicopter, N48-024 (USN/168837) ‘24’, occurred on September 12 at HMAS Albatross, Nowra, New South Wales. It took place during a ribbon-cutting ceremony at Lockheed Martin’s purposebuilt logistics and maintenance facility, which will house and maintain the new fleet. The new facility encompasses two buildings – a maintenance, repair and overhaul base, and a logistic centre warehouse that will provide through life support for the RAN’s new fleet of MH-60Rs. The 89,343ft2 (8,300m2) facility will house Sikorsky’s Australiabased Helitech, Lockheed Martin and the US Navy. This final Seahawk had been handed over to the US Navy on July 27 at Lockheed Martin’s facility in Owego, New York State – see Final RAN MH-60R Handed Over, September, p40. On August 30, it was loaded onto a Royal Australian Air Force C-17A Globemaster III at Naval Air Station Patuxent River, Maryland, to be flown out to Australia. The new MH-60Rs are replacing the RAN’s existing fleet of older model S-70B-2 Seahawks.

CONTRACTS Air Force

Company

No and Type

Date

Delivery Date and Notes

Argentine Air Force

Tecnam

8 x P2002JF Sierra

September 21

From 2016

Cameroon Air Force

Cessna Aircraft

2? x Cessna 208B

September 21

By September 30, 2017

Canadian Army

Insitu

5 x RQ-21A

September 13

2017

Chad Air Force

Cessna Aircraft

2? x Cessna 208B

September 21

By September 30, 2017

Republic of China Army

Sikorsky

24 x UH-60M

August 31

By October 8, 2018

French Air Force

Lockheed Martin

2 x KC-130J

September 7

By April 30, 2020

Indian Air Force

Dassault

36 x Rafale

September 23

From 2019

Israeli Air Force

Lockheed Martin

1 x C-130J-30

September 21

By April 30, 2018

Kenyan Air Force

Bell Helicopter

5 x UH-1H-II Huey II

September 26

By December 29, 2017

Philippine Air Force

Cessna Aircraft

2? x Cessna 208B

September 21

By September 30, 2017

Taiwan National Airborne Service Corps

Sikorsky

6 x UH-60M

September 28

By December 31, 2021

Royal Thai Air Force

Airbus Helicopters

2 x EC725

October 4

In 2019

Tunisian Republic Air Force

Sikorsky

4 x UH-60M

September 28

By April 30, 2020

Uganda Peoples’ Defence Force

Bell Helicopter

5 x UH-1H-II Huey II

September 26

By December 29, 2017

US Army

General Atomics

4 x MQ-1C Gray Eagle

September 16

By December 30, 2017

US Customs and Border Protection

Sierra Nevada Corp

12 x Be350CER

September 16

Not reported

US Marine Corps

Sikorsky

2 x CH-53K

September 23

By February 2020

US Navy

Northrop Grumman

10 x MQ-8C Fire Scout

September 9

By August 2019

US Navy

Insitu

5 x RQ-21

September 13

By December 2017

US Navy

Northrop Grumman

3 x MQ-4C Triton

September 27

By August 2020

28 NOVEMBER 2016 #344

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ADVERTORIAL | Mi-28NE

MI-28NE I N 2016 serial production of Mi-28NE combat helicopter dual control system was launched at the Rostvertol Company which is a part of Russian Helicopters Holding company. A distinctive feature of the new helicopter compared to the Mi-28NE is the availability of dual control system which makes helicopter control possible from both the pilot’s and the gunner-operator’s cockpits. Maintaining all the functions of the strike helicopter, the M-28NE with the dual control system significantly simplifies the training process of military pilots who need the practical flight hours in the Night Hunter. Furthermore, in case of emergency in combat situations, either crew member may take over the control of the aircraft. A significant and distinguishing design feature of the Mi-28NE with dual controls is that a wider part of windshield has been armored. Both the field of view has been enhanced, and the crew has a provision to abandon the cockpit more promptly in case of emergency. The helicopter ergonomics have been fine-tuned, for example seats with improved characteristics capable of absorbing the energy in the event of an emergency landing have been installed in the cockpit. The aircraft electronic and communication

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equipment has been also changed, which according to expert opinion has significantly increased the aircraft reliability and safety. The development of the new helicopter within the shortest timeframe became possible thanks to considerable work on the introduction of up-to-date technologies carried out jointly by the Rostvertol Company and the Design Bureau – Mil Moscow Helicopter Plant. The helicopter structure was manufactured using mathematical modelling and newly created CNC programming. A proportion of the assemblies and tooling were outsourced to external suppliers. This enabled the reduction of the time taken in production preparation for the new variant. The Mi-28NE is an export version of Mi-28N – ‘Night Hunter’ which is supplied to the Russian troops. The helicopter was mass produced from 2006 and put on inventory as a main strike helicopter for the Russian Ministry of Defence. The Mi-28N, which succeeded the legendary Mi-24 in the Russian Army, has been appreciated for its true worth by military pilots during helicopter operations. The pilots define the Night Hunter as a highly effective new generation strike helicopter, capable of accomplishing combat missions at any time including in adverse weather conditions. The Mi-28NE is designed for

HELICOPTER WITH DUAL CONTROL SYSTEM search and destruction of tanks and other armored vehicles as well as low speed air targets and enemy troops. To complete these missions the helicopter has everything it needs, such as high-speed flight, combat survivability, a wide spectrum of cutting-edge weaponry and counter-measure systems. Experience of military conflict has demonstrated that strike helicopters are mainly deployed in a close contact with the enemy at a distance of 1-2 km. High maneuverability of the Mi-28N allows deploy the helicopter to operate from under cover, to approach to the enemy positions unobserved, and to come to the effective shooting range to attack, before making an escape from the lethal area. The newest materials and design solutions enhancing resistance to battle damage were incorporated at the time of the Mi-28N creation. The composite-made main rotor blades allow for completion of the flight safely even after being hit by a cartridge of 20-30 mm caliber. The fuel system design protects against explosion or fuel inflammation. The Mi-28N features the minimum possible acoustic signature. The helicopter is equipped with integrated radio and electronic equipment. Use of this equipment along with the map data enables to perform terrain following flight at low altitudes, search, detection and identification of ground and air targets, and the determination of coordinates and target designation output to ground and air command posts. Helicopter armament includes both rocket and missile systems, and a flexible gun mount fitted with a 30-mm gun. The external store racks can house suspended Ataka ATGMs airto-ground missiles and Igla air-to-air missiles with heat seekers, or B8V20-A and B13L1 pods housing S-8 and S-13 type rockets. The new capabilities of the Night Hunter opened new export opportunities for the helicopter in the world military market. Some countries have already expressed interest in the updated helicopter, and two contracts to supply the Mi-28NE with dual control system abroad were signed. Work on implementing the contracts is now in progress at the Rostov Helicopter Plant.

#344 NOVEMBER 2016 29

Operation S OPERATION SHADER

H

UNDREDS OF RAF personnel were told in August 2014 to cancel summer holiday plans. News footage showed senior RAF officers rushing across Whitehall from the Ministry of Defence Main Building into an emergency meeting in Downing Street to brief the Prime Minister on the latest crisis in Iraq. Tens of thousands of Iraqi Yazidis civilians had been driven from their homes by fanatical fighters of a little known group calling itself Islamic State (IS). The refugees had taken shelter on Mount Sinjar, a bleak outcrop astride the Syria/Iraq border. British and US aircraft were being mobilised to drop supplies and a fleet of helicopters was standing by to airlift them to safety. Under Operation Shader, C-130 Hercules from the RAF’s 47 Sqn were scrambled to Akrotiri, Cyprus to drop food and water on to Mount Sinjar. Tornado GR4s followed soon after, using their Litening targeting pods to find refugees and to scout drop zones for the ‘Herc’ crews.

Completing the Shader force package, 7 Sqn self-deployed Chinooks to Akrotiri, which was becoming the mission hub. A company of 150 Royal Marine Commandos was alerted to fly to Cyprus and be ready to guard helicopter landing zones on Mount Sinjar during the proposed evacuation. The seriousness of the crisis was brought home to the young Marines when they were told Islamic State fighters were planning to bombard Mount Sinjar with poison gas. The troops were issued with chemical protection suits. However, the mysterious Kurdish YPG (Popular Protection Units) group appeared from inside Syria and opened an escape route for the refugees; the US/British evacuation plan was put on hold. While the Marines were told to stand down and go back to their holidays, the RAF detachments remained on Cyprus, flying more airdrops over the next month to besieged Iraqi towns. In late September, Shader’s scope expanded considerably when Prime

Minister David Cameron authorised the Tornado GR4 detachment to join the US bombing campaign against targets inside Iraq. They were soon joined by RAF MQ-9 Reaper remotely piloted air systems, which were cleared to strike targets in Iraq and fly surveillance missions over Syria during October 2014.

Long War

By then, the front lines in the war had appeared to stabilise. US air strikes that began in August had blunted the Jihadi advance on Irbil, the capital of Kurdistan, and further south the Iraqi army’s defensive lines appeared to be holding after three months of retreats and routs. The RAF was committed to the US-led air campaign to support Iraqi and Kurdish troops along 1,000km (620 miles) of front in Iraq. Although the US, Britain and other nations sent instructors to help rebuild

‘Tornado GR4s followed soon after, using their Litening targeting pods to find refugees and to scout drop zones for the ‘Herc’ crews.’ 30 NOVEMBER 2016 #344

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n Shader Two Years On the demoralised Iraqi and Kurdish forces, there was no confidence among senior British and US government officials that this would generate results for months or maybe years. The war against Islamic State was going to be take a long time to reach a successful conclusion, but no one in the White House or Downing Street could say what victory would ‘look like’. A squadron-sized detachment of eight Tornado GR4s on Cyprus was the RAF’s primary manned offensive contribution to the campaign. The air war was run by the USAF’s Middle East Combined Air Operations Centre

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OPERATION SHADER

Tim Ripley analyses the contribution of UK airpower to the Coalition campaign against Daesh in Syria and Iraq.

Right: Targeting imagery shows a Dual Mode Brimstone fired from a Tornado GR4 on September 30, 2014 making a direct hit on a Daesh pick-up truck in Iraq. RAF Below: There are now ten Tornado GR4s based at RAF Akrotiri as part of Operation Shader. They are equipped with a centreline Litening III pod, which is used by aircrew to confirm the targets before deploying a weapon. All images via MOD unless stated.

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OPERATION SHADER Sorties - to August 26, 2016 Aircraft

Sorties Flown

Sorties Flown with Weapons Released

Iraq

Syria[1]

Iraq

Typhoon

859

82

303

13

Tornado

2,370

298

506

37

Reaper

1,503

547

234

29

Right: RAF C-130Js have carried out aid air drops including jerry cans filled with clean water, tents and tarpaulins to provide basic shelter, and solar lights that can also recharge mobile phones and facilitate communication. Below: Protected from the sun by a temporary shelter, a Tornado GR4 awaits loading with a RAPTOR reconnaissance pod prior to its next sortie.

Syria

[1] All Syrian sorties will have originated in Iraqi airspace.

Weapons released - to August 26, 2016 Aircraft

Weapon Type Released

Location of Release Iraq

Syria

Typhoon

Paveway[2]

551

38

Tornado

DMS Brimstone

185

23

Tornado

Paveway[2]

685

63

MQ9 Reaper

Hellfire

423

45

[2] Includes all variants of Paveway munitions.

(CAOC) at Al Udeid in the Arabian Gulf state of Qatar, where Shader’s senior RAF officer, Air Commodore Al Gillespie, and a contingent of planning and intelligence staff, worked side-by-side with their US and Coalition counterparts. A maximum of two pairs of Tornados was dispatched each day for close air support, attack and reconnaissance missions over Iraq, according to the daily Air Tasking Order (ATO) generated by the combined

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staff in the CAOC. These sorties were different to those flown in support of NATO troops in Afghanistan, when British and allied forward air controllers (FACs) were usually on the ground to direct strikes. Over Iraq, the Tornado crews had to find their own targets and verify them as valid for attack. US liaison officers were sent to Iraqi and Kurdish headquarters to set up air support co-ordination centres, but a White House ban on ‘boots on the ground’ in forward combat zones meant convoluted clearance and authorisation procedures had to be followed before crews could actually attack targets. First, Iraqi and Kurdish troops on the front line would radio their headquarters

to say they were under attack and needed air support. The US liaison officers then contacted a circling jet to look at the situation, but with no FACs on the ground, confirming a target as hostile could be a long and tortuous process. Not surprisingly, many RAF Tornado missions returned to Akrotiri without dropping bombs, adding to the impression that the war against Islamic State would be long and slow. The arrival of RAF Reapers, and the commitment of more US Reapers, MQ-1 Predators and MQ-1C Grey Eagle UAVs to the fight, helped speed up the strike authorisation process. The UAVs were assigned to strike boxes or engagement zones over specific sections

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OPERATION SHADER

of the front line, enabling them to have ‘eyes on target’ for long periods. The US air liaison officers in Iraqi and Kurdish headquarters watched UAV video footage of targets on Remotely Operated Video Enhanced Receiver (ROVER) tablets in real time, dramatically speeding up the strike cycle and rapidly clearing inbound jets to attack. Eventually the liaison teams were cleared to move forward into Iraqi and Kurdish command posts just behind the battle zones during offensive operations, often riding in the armoured vehicles of local commanders. This was a major improvement, but never the equal of having true FACs alongside combat troops. Political leaders in Washington and London

‘With nowhere near all the GR4’s weapons cleared for Typhoon, the Tornado rundown would have left the RAF without attack capability, just when it needed it most.’

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were determined to keep US and UK troops away from dangerous combat situations. The open-ended nature of the Shader commitment posed a major challenge for the senor RAF leadership. Under plans announced in the 2010 Strategic Defence and Security Review, the Tornado GR Force was scheduled to begin running down in 2015 towards a full out of service date (OSD) just over three years later. With nowhere near all the GR4’s weapons cleared for Typhoon, the Tornado rundown would have left the RAF without attack capability, just when it needed it most. After Chief of the Air Staff, Air Chief Marshal Sir Andy Pulford, appealed to the prime minister, it was announced in October 2014

that rundown of the Tornado GR Force would be slowed dramatically and the Typhoon weapon integration effort accelerated.

Into Syria

As the war continued into 2015, British and US political leaders, intelligence chiefs and military commanders began focusing on how to strike IS headquarters and infrastructure deep inside eastern Syria, around the city of Raqqa. The beheading of Western hostages, and the burning alive of a captured Jordanian air force pilot, added pressure to the requirement to hit the group’s heartlands. The Coalition also stepped up its propaganda effort, discrediting Islamic State in a bid to cut the flow of foreign

Above: The first RC-135W River Joint ZZ664 delivered to 51 Squadron was quickly despatched to the Middle East on surveillance duties in support of coalition missions against Daesh in Iraq and Syria. The RAF has maintained at least one example in the region on ISR duties as additional airframes have arrived. Left: Tornados GR4s flew their first strikes from RAF Akrotiri against Daesh on September 30, 2014. Prior to this the three aircraft detachment had been conducting ISR missions over Iraq. Below: Voyager KC2/3 tankers have played a critical role in refuelling Tornados inflight during jet patrols that can last up to seven hours. At least one is permanently deployed to Cyprus to support the RAF detachment.

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OPERATION SHADER

‘British and US commanders were keen for the RAF’s campaign against battlefield targets to be expanded into Syria to increase the flexibility of the operation and enable use of the precision-guided Brimstone missile against targets in the country.’

Above: Armed with Paveway IV missiles, a Tornado formates with an RAF Voyager somewhere over Iraq. Below: An RAF C-17 Globemaster III at RAF Brize Norton is refuelled prior to delivering humanitarian aid to Cyprus, before forwarding to Northern Iraq in support of Operation Shader.

volunteers, including many from Europe, that were swelling the ranks of its 30,000-strong army. Around this time, the Coalition stopped using the term Islamic State and began calling its enemy Daesh – the group’s nickname in Arabic. In the spring of 2015, Prime Minister Cameron issued secret orders assigning the RAF Reaper Force to a highly classified US operation striking at senior Daesh leadership in Iraq and Syria. British Jihadis were put on a centralised targeting list, known as the Joint Prioritized Effects List, and a combined US and UK team of intelligence operatives, backed by Special Forces (SF) troops, began building target databases and placing suspected safe houses around Raqqa under constant surveillance. Electronic information gathered by the RAF’s RC-135 Rivet Joint and the GCHQ communications intelligence agency was fed into a dedicated command fusion centre at Irbil, Kurdistan, which ran the ‘man hunt’. Once leads were picked up, targets were tracked and set up for

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capture in SF raids or hit by air strikes. For the RAF this process came to fruition in August 2015 when airborne surveillance tracked down two British Jihadis in Raqqa. They were killed by a missile strike from a British Reaper. The prime minister announced the first British air strikes in Syria a couple of weeks later, describing the attacks as ‘self defence’ to protect against terrorist attacks inside the UK. He reserved the right for further strikes in Syria against terrorists linked to plots against the UK or Britons overseas. British and US commanders were keen for the RAF’s campaign against battlefield targets to be expanded into Syria to increase the flexibility of the operation and enable use of the precision-guided Brimstone missile against targets in the country. The British Government asked parliament to approve an extension of RAF strikes to targets in Syria, and approval was granted in December 2015. The announcement coincided with the deployment of Typhoons from RAF

Lossiemouth to Cyprus. Within hours of their arrival, the enhanced RAF strike force carried out its first attacks in Syria. Since then the RAF campaign has stepped up, effectively doubling the number of manned strike missions each day. The tables on page 32 give an idea of recent Operation Shader activity levels.

Secret Missions

Britain’s involvement in the war against Daesh is shrouded in an intense cloak of secrecy. The MOD closely controls media coverage. There are fears supporters of the Jihadi group could attack individual military personnel involved in the war near their home bases in the UK, while British bases in the Middle East are under constant threat from suicide bombers. Daesh leaders and fighters are among the most determined and experienced opponents yet faced by the UK military in the Middle East and

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Forward deployed RAF assets Operation Shader, August 2016 RAF Akrotiri, Cyprus 10 × Tornado GR4: Detachments provided by 9 (Bomber), 12 (Bomber) and 31 Sqns, RAF Marham 6 × Typhoon: Detachments provided by 1 (Fighter), II (Army Co-operation) and 6 Sqns, RAF Lossiemouth 2 × Hercules: Detachments provided by 30 and 47 Sqns, RAF Brize Norton 1-2 × Voyager K2/K3: 10 and 101 Sqns, RAF Brize Norton 1-2 × Sentinel R1: V (Army Co-operation) Sqn, RAF Waddington 1 × E-3D Sentry AEW1: 8 Sqn, RAF Waddington Ali Al Salem, Kuwait 10 × Reaper: 39 Sqn, Creech AFB and 13 Sqn, RAF Waddington Al Udeid, Qatar 1 × RC-135 Rivet Joint: 51 Sqn, RAF Waddington Unacknowledged units believed deployed in the Middle East 4-6 × Chinook HC4/5, 7 Sqn, RAF Odiham ? × Shadow R1: 14 Sqn, RAF Waddington

Above: Operation Shader mission markings were discretely painted on the forward undercarriage door of at least one Typhoon. Middle: Six Typhoons have been deployed on rotation to RAF Akrotiri to support Tornado operations. Such detachments meant that all the squadron markings were removed prior to the aircraft departing the UK.

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It is believed that Chinooks from 7 Squadron are supporting Special Forces teams in the region, providing transport and logistical supplies to units operating behind enemy lines.

constantly evolve their tactics to avoid detection, surveillance and attack by Coalition airpower. The RAF and its allies are engaged in a dynamic, fast-moving struggle to stay ahead of their opponents. Over the past two years the veil on this highly secret war has lifted on just a few occasions. During 2015, the satellite imagery website GoogleEarth published a series of pictures of RAF Akrotiri. In addition to the expected line up of Tornado, Voyager, Sentinel and Hercules aircraft, they showed that one of the station’s ramps had become a forward operating base for RAF Chinook transport helicopters and Army Air Corps Apache AH1 attack helicopters. What they were doing on Cyprus was revealed in September, when Prime Minister Cameron flew to Lebanon’s Bekaa Valley to visit a camp for Syrian refugees fleeing the war in their homeland. Television news crews filmed him emerging from an RAF Chinook, escorted by a posse of heavily armed men in civilian clothes. Britain’s Middle East SF contingent and its supporting helicopters had broken cover.

Are We Winning The War?

There is no doubt the RAF is heavily committed to Operation Shader. Almost all available Tornado aircrew and ground support personnel are committed to continuous rotations to Cyprus. A posting to the Tornado

#344 NOVEMBER 2016 35

OPERATION SHADER Left: Army Apache crews have kept a low profile in the air campaign with few official operational details available to date. Flying escorts for RAF Chinooks carrying UK Special Forces teams on raids are the only confirmed missions. Below: Remotely Piloted Air Systems (RPASs), such as the Reaper, have conducted countless strikes against Daesh facilities. Accurate details, including their operating base, were initially withheld from the media on security grounds.

GR Force in effect means spending months at a time at Akrotiri on operations. The Voyager, Sentinel, Sentry, Rivet Joint and Reaper forces are operating at almost the same level of intensity. Typhoon Force has been continuously on duty in the Middle East since December 2015, but is unable to commit additional aircraft and personnel because it also has to sustain 24/7 Quick Reaction Alert in the UK and Falkland Islands, and carry out NATO Baltic Air Policing duties. While the number of strike aircraft committed – ten Tornados and six Typhoons – appears modest compared to the overall size of the 200-strong RAF fast jet fleet, senior RAF officers say the force is maintained at its current level to ensure there are sufficient personnel to rotate through Cyprus on an indefinite basis. However, they suggest there is also ‘room’ for shortterm ‘surges’ in aircraft and personnel. The impact of the air campaign on the battlefield is more controversial. Coalition commanders say it has made a major contribution to recent Daesh setbacks around Fallujah and Sinjar in Iraq, and Manbji in northwest Syria. The US military has claimed air strikes have killed or wounded more than 20,000 Jihadi fighters, as well as destroying hundreds of tanks, artillery pieces and other military equipment. Nonetheless, Daesh does not appear to be on the verge of collapse. Its Syrian heartland remains

firm and a recent Syrian army offensive against Raqqa was driven back with heavy losses. The Jihadists also remain firmly dug-in around Iraq’s second city, Mosul. The Coalition’s effort to build up government and Kurdish military units in Iraq is taking time, and a drive to find anti-Daesh allies in Syria is proving even more problematic. The West’s most effective ally has been the Kurdish YPG group, which has made dramatic advances in northern Syria over the past year. But Turkey – a key NATO ally – regards the group with great hostility because of its links to Turkey’s Kurdish separatist movements. The fear of upsetting Ankara has limited the support the US and its allies have been willing to give the YPG, this has been evident following the recent Turkish Army operations across the Syrian border, which has only been met by protest calls from the US and the EU for Turkey to show restraint in the region. Only this summer did US SF teams move into Syria to link up with the YPG and co-ordinate air support. The British

Government has also been cautious about supporting the YPG, but authorised the RAF to join the YPG battle for Manbji in August. Although the RAF has been in the forefront of the war against Daesh, the British Government has been extremely reluctant to commit other components of the UK armed forces to the conflict. Ministers continue with the mantra ‘no British boots on the ground’ in Iraq or Syria and the government has so far refused to dispatch British Army combat units to the Middle East, even though this appears to be limiting the effectiveness of the Coalition war effort. France has recently announced it is sending artillery to Iraq to join US Marine Corps gun batteries, which have been in action for several months. The US Army sent Apache gunships into action around Mosul and their heavy firepower was in freeing the city. Yet, the Royal Artillery and Army Air Corps, except for a handful of Apache crews deployed to escort RAF Chinooks carrying SF troops on raids, remain at home. There is a suspicion the British Government is reluctant to ramp up spending on the war to the levels it reached in Afghanistan, when billions of pounds were spent every year. In March 2016 it announced that the total cost of UK military operations over the previous 20 months had been £280 million. This reinforced the impression that the full weight of Britain’s military capability had not yet been committed to winning the war against Daesh.

With 12 Tornados committed to the war against Daesh the RAF has built in contingency plans to increase the detachment on Cyprus if needed. Only time can tell if it will happen.

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ADVERTORIAL | SU-32/34 FRONTLINE BOMBER

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performance and agility, long-range aiming system, and a modern onboard system for communication and information exchange with on-land flight control centers, ground troops, surface ships and other flying aircraft. The Su-34 employs highly efficient long-range guided air-to-surface and airto-air weapons using a multiple channel capability. It is equipped with a smart radar countermeasures and defense system. The Su-34 has a sophisticated survivability suite, including an armored cockpit. Presently the operational capability of the aircraft is being increased with new airborne weapons. According to pilots and navigators, the aircraft offers excellent ergonomics and extensive automation from take-off to target approach, operational use and landing. The machine is easy to handle. The Su-34 bomber has also set eight world records, including that of a maximum horizontal flight altitude with a 5,000 kg load.

Photo: Vadim Savitsky

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#344 NOVEMBER 2016 37

AERO VODOCHODY

Back to Prague-based Aero Vodochody has endured some bleak times over the past few years – but its fortunes look to be changing, as Alan Warnes discovered recently.

business flatlined. Penta, a Czech and Slovak private equity group, acquired Aero Vodochody on January 4, 2007 but it took more than seven years to see any results in the military markets.

NTIL THE end of communism and the Warsaw Pact in 1991, Aero Vodochody, situated on the outskirts of Czechoslovakia’s (now Czech Republic’s) capital, Prague, was the envy of most aerospace companies. You can see why from the list of aircraft it built between 1953 and 1997: a staggering 3,450 MiG-15s, 103 MiG19s, 3,665 L-29 Delphins, 194 MiG-21Fs, 2,957 L-39 Albatros and 60 L-59s. In 1997 it launched the L-159A/B advanced light combat aircraft (ALCA) trainer, the Czech Air Force buying 72. But there were no more sales. To make matters worse, 48 of the L-159s went into storage straight from the production line between 2000 and 2004. And they stayed there for more than ten years while a buyer was sought. Spares and logistical support for air forces operating the L-39s and L-59s dried up, forcing them to look elsewhere for parts and facilities to keep their jets airworthy. The emerging aero structure business, which centred around manufacturing the Sikorsky S-76, kept the company alive, but its military

A breakthrough came when, at the Farnborough International Airshow on July 14, 2014, the company announced the sale of 14 surplus L-159As to Florida-based Draken International, including options plus 14 more L-159s at a later date. This was the first export deal of the ALCA, which in Draken service is designated the L-159E. But when the first jet was formally handed over on September 30 last year, the US company revealed it had cut its acquisition to 21. Three have so far been delivered. Draken supplies tactical flight services, offering ‘Red Air’ assets to the US military, and is regarded as the largest privately owned air force in the world. Buying the L-159Es will be a significant boost for the company, which already flies the L-39 Albatros, MiG-21bis, MB339CB and A-4K/N. The firm intends working with Aero Vodochody by offering similar services to European air forces, and is likely to partner a bid for the UK’s Air Support to Defence Operational Training (ASDOT) contract – an MOD initiative that will see civilian aircraft fulfil the aggressor role by January 2020.

U

Draken International

Iraq Air Force

In October 2012, the Czech Minister of Defence Alexander Vondra announced a

$1bn sale to Iraq of 28 dual-seat L159Bs, which would all be new aircraft. Nothing materialised, however, until March 9, 2015 when the Czech Government announced a significantly smaller deal – to supply 15 L-159s worth $29.68m (750m koruna) to the Iraqi Air Force. The first three went direct from the Czech Air Force, while ten L-159As are coming from Aero Vodochody’s storage facility. Making up the numbers are two dual-seaters, including an ex-Czech Air Force L-159T1 (6069) and a new L-159B (6084) – the first time an aircraft has been built at the factory for ten years (see News, p13). This is a massive breakthrough for the company as all the tooling and jigs have been reassembled in the production hangar where the new dual-seater is being worked on. The first pair of Iraqi Air Force L-159s arrived at their new base at Balad on November 2 last year, where they are operated by the 115 Training/Attack Squadron. A second pair arrived on July 27 and two more jets on August 25. They have seen much action against Daesh, fighting in and around Fallujah. Another three were due in October and deliveries are expected to be complete early in 2017. Iraqi pilots are being trained at Aero Vodochody in the dual-seat L159T1, which will be delivered to Iraq after overhaul, and the Iraqi Air Force will continue with its own pilot training in-country when the two dual-seaters arrive. The seven other single-seat L159s are now in the company’s maintenance

1

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2

repair and overhaul facility where they have been stripped down, with all components, structures, avionics and engine inspected and repaired as necessary (IRAN) over nine months.

The Upgraded L-159T2X

L-39NG

The new-generation L-39NG, launched at Farnborough in 2014, is also bringing renewed hope to the manufacturer. Building on the success of the earlier L-39, it’s been upgraded with new Genesys Aerosystems avionics – including new multifunction (MFD) and headup displays – plus a US-built Williams International FJ44-4M engine. In the cockpit, advanced modular glass avionics and communications equipment will work alongside an embedded virtual training system to bring new capabilities and cost-effective training. The airframe will meanwhile be lighter and feature a new wet wing. However, a full-scale development aircraft will not be built until there’s a launch customer A re-engined jet, 2626, made its first flight as the L-39NG on September 14, 2015, but phase one of its development was not completed until September 12 this year. Most of the work revolved around the engine, which required modifications, while proving the functionalities of the cockpit’s new avionics has also taken time. Aero Vodochody’s CEO and President, Giuseppe Giordo, who ran Alenia Aeronautica between 2011 and 2015 and joined the Czech company in May, said of

Work on an upgrade for the Czech Air Force dual-seat L159T1s is under way on company aircraft 6073 (referred to as the L159T2X) and involves around new avionics in the front and rear cockpit and updates to the Grifo radar. Six L159As were converted into three dual-seaters a couple of years ago and three more are expected to follow in a new production method that will see all three become two-seaters. the L-39NG: “Potential sales will evolve in two phases. We see current fleets being upgraded to a phase one standard. “Then, when the airframe’s residual flying hours are completed, the avionics and engines could be integrated into a new airframe. Alternatively, we could of course sell new production aircraft with the new systems installed.” The company is aiming for a first sale of a phase one L-39NG by the end of 2017, certification by the end of 2018 and delivery of the first aircraft by the end of 2019, and believes there’s a market for 120 L-39NGs over the next five years. One of the first hurdles to overcome

is gaining the trust of its L-39/L-59 customers. On September 14/15, the firm held the first L-39 User Group conference at its headquarters, attended by representatives of 13 countries, when Giordo told them: “We’re here to help you and your legacy aircraft.” It also provided an opportunity to show off the L-39NG. The jet, with its five hardpoints, is viewed as a basic trainer with a light strike capability whereas the L-159 is an advanced trainer with a full strike capability, complete with seven hardpoints and a Grifo radar. The manufacturer confirmed that discussions are ongoing with several potential customers – some legacy operators, some not.

3 1: The L-39NG departs Aero Vodochody’s Odolena Voda facility on September 15 in front of an audience from 13 air forces. They were attending the first L-39 User Group conference. 2. Draken International has ordered 21 L-159Es, one of which was on display at Aero Vodochody on September 15. 3. An L-159 destined for the Iraq Air Force has its engines run for the first time after an ‘inspect and repair if necessary’ check. All photos, author

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#344 NOVEMBER 2016 39

USMC F/A-18D HORNETS

The USMC expanded the mission capabilities of thedual-seat F/A-18D Hornet. Doug Glover who went to war in the jet describes the type’s busy combat career.

Underrate Overworked,

USMC F/A-18D Hornets

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USMC F/A-18D HORNETS

M

ARINE CORPS Aviation in the late 1980s was in the throes of transition. A reduction in aircraft types and the combining of roles caused tremendous disruption to the established tactical aircraft (TACAIR) communities. The F/A18A Hornet and its two-seat F/A-18B trainer equivalent were central to this change.

Combat-Configured Dual-Seater

When the follow-on F/A-18C model was introduced, the US Marine Corps (USMC) took the opportunity to reconfigure its twoseat variant as the combat-configured Night Attack F/A-18D, rather than as a pilot trainer. The rear cockpit’s hands-on throttle and stick (HOTAS) controls were customised for what was originally termed a weapons and sensors operator (WSO). The Night Attack F/A-18D took the immense capabilities of the single-seat Hornet and applied them across more mission areas and more environments – the F/A-18D squadrons inheriting the ‘All Weather’ (AW) designation the A-6E Intruder units had taken to distinguish them from Marine Attack Squadrons (VMAs) operating the A-4 Skyhawk. The F/A-18D’s USMC career began with the second Lot 12 F/A-18, delivered in November 1989 to Night Attack

standard. Variant-specific features included new night-vision goggle (NVG)compatible cockpit lighting and head-up display (HUD) and integration with the AN/ AAR-50 Navigation Forward Looking InfraRed (NAVFLIR) system for use alongside the AN/AAS-38 Nitehawk targeting FLIR. In combination, the new HUD and NAVFLIR enabled F/A-18D pilots to project the sensor’s imagery onto the HUD for low-altitude night flying. The MXU-810 Cat’s Eyes NVGs, a key component of the Night Attack suite, used a combiner lens to project the enhanced image in front of the aircrew’s eyes while they were also viewing the aircraft displays in ambient light. The jet has since evolved through combat operations into a premier platform, filling an essential role in the spectrum of attack missions from deep air support (DAS) to close air support (CAS). Also able to operate as a ‘self-

Left: A VMFA(AW)-225 ‘Vikings’ Hornet awaits a vector to intercept threats during a defensive antiair warfare sortie as part of WTI course 1-16. The F/A-18D is armed with a formidable load of four inert AIM-120 AMRAAMs. Joe Copalman

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USMC F/A-18D HORNETS escort’ strike aircraft, SEAD platform, tactical reconnaissance (TACRECCE) asset, strike co-ordinator and forward air controller, the F/A-18D truly covers every attack tasking required under Marine Corps doctrine. At the same time, it maintains much of the air-toair capability of its single-seat counterpart, albeit compromised by the aerodynamic effect of its large two-place canopy.

Stand up/transition

The first F/A-18D airframes were US Navy trainers that went to the Fleet Replacement Squadrons – VFA-106, VFA-125 and VMFAT101 – to assist with pilot conversion to the F/A-18C. But the Marine Corps had ordered 72 of the Night Attack model, to be split between six squadrons. These would be one-for-one replacements for A-6 Intruder units, changing their designations from Marine All Weather Attack Squadron – VMA(AW) – to Marine All Weather Fighter Attack Squadron – (VMFA(AW) – as they re-equipped. With night attack trials complete, VMFA(AW)-121 ‘Green Knights’, the first frontline squadron to accept the new model, took its initial aircraft in May 1990. Within the year, it had deployed to the Middle East for Operations Desert Shield and Desert Storm as part of Marine Aircraft Group-11 (MAG-11). Aircrew for the F/A-18D were a blended group of pilots and Naval Flight Officers from the F-4 and A-6 communities. At first, pilots were rated specifically on the F/A-18D, but over time this proved unsustainable because highly qualified pilots needed to move seamlessly between the single-seat and two-seat communities. The F/A-18D crews began developing refined versions of the fast forward air controller (FASTFAC) tactics employed by other

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USMC platforms, a skill set that benefited Marine Aviation as a whole during the F/A18D’s first combat operation in 1991.

Desert Shield and Storm

The F/A-18Ds deployed to Sheikh Isa AB (now simply called Isa), Bahrain, for Operation Desert Shield, which became Desert Storm early in 1991 when combat was joined to expel Iraqi forces from Kuwait. The choice of base placed the Hornets close to the Saudi/ Kuwaiti border, maximising time on station. Much has been written for and against the FASTFAC tactic they employed, but regardless of its calculated effectiveness, it formed a basis for several future F/A18D deployments in very diverse combat theatres. Eventually it was broken down into two overlapping mission areas: the widely recognised Forward Air Controller (Airborne) FAC(A) and USMC-unique Strike Coordination and Reconnaissance (SCAR) missions. A brief respite from combat saw the

F/A-18D squadrons take delivery of the remainder of their aircraft and begin training for the full range of multi-role fighter tasks. Initially, only the MAG-11 F/A-18Ds were placed into a formalised deployment rotation, fulfilling the USMC’s Unit Deployment Program (UDP) alongside MAG-11 and MAG-31 single-seat F/A-18s. By mid-summer 1993, the last F/A-18D squadron had been redesignated and its aircraft deliveries were under way, but the deteriorating situation in the Balkans called the Hornets into action before the process could be completed.

Deny Flight/Deliberate Force

Aircraft from VMFA(AW)-533 ‘Hawks’ deployed to Aviano Air Base, Italy, to fly in support of NATO’s Operation Deny Flight – put in place to enforce UNSCR 816, the No-Fly Zone over Bosnia that had been violated hundreds of times during the previous year. Shortly after arriving in July 1993, the ‘Hawks’

Above: Ground crew conduct a last-minute walk around check of a Hornet from VMFA(AW)-533 ‘Hawks’ prior to another sortie over Bosnia as part of Operation Deny Flight. At the time, the squadron was operating from Aviano Air Base in Italy. Giampaolo Tonello Below: Various aircraft from US Marine Corps MAG 11, 3rd Aircraft Wing, line the parking area at Shaikh Isa AB, Bahrain on March 19, 1991. Some 81 F/A-18 Hornets are parked on the ramp. USMC via Doug Glover

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USMC F/A-18D HORNETS Squadron Transitions Dec 8, 1989

VMFA(AW)-121 – ‘Green Knights’

Transitioned to F-35B Nov 20, 2012 Dec 14, 1990

VMFA(AW)-242 – ‘Bats’

Jul 1, 1991

VMFA(AW)-225 – ‘Vikings’

Sep 1, 1992

VMFA(AW)-533 – ‘Hawks’

Mar 5, 1993

VMFA(AW)-224 – ‘Bengals’

Jun 16, 1993

VMFA(AW)-332 – ‘Moonlighters’

Deactivated 30 Mar 2007 Jan 10, 1990

VMFAT-101 – ‘Sharpshooters’ first F/A-18D received

Combat and Contingency Deployments Operation Desert Shield/Storm Dec 90 – May 91 VMFA(AW)-121

Sheikh Isa AB, Bahrain

Balkans Deployments Apr 12, 1993 – Operation Deny Flight starts Jul 93 – Jan 94

VMFA(AW)-533 Aviano AB, Italy

Apr 94 – Sep 94

VMFA(AW)-224 Aviano AB, Italy

Oct 94 – Mar 95

VMFA(AW)-332 Aviano AB, Italy

Mar 95 – Sep 95

VMFA(AW)-533 Aviano AB, Italy

Sep 95 – Mar 96

VMFA(AW)-224 Aviano AB, Italy

Mar 96 – Aug 96 VMFA(AW)-332 Aviano AB, Italy Sep 96 – Mar 97

VMFA(AW)-533 Aviano AB, Italy

Operation Allied Force May 99 – Jun 99

VMFA(AW)-332 Taszar AB, /533 Hungary

Southern Watch Deployments Mar 00 – Jun 00

VMFA(AW)-121 Ahmed Al Jaber AB, Kuwait

Mar 01 – Jun 01

VMFA(AW)-225 Ahmed Al Jaber AB, Kuwait

Apr 02 – Jul 02

VMFA(AW)-212 /332

Ahmed Al Jaber AB, Kuwait

Operation Iraqi Freedom (OIF) Jan 03 – May 03

VMFA(AW)-121 Ahmed Al Jaber /225/533 AB, Kuwait

OIF 2004-2008 Aug 04 – Jan 05

VMFA(AW)-242 Al Asad AB, Iraq

Jan 05 – Aug 05

VMFA(AW)-224 Al Asad AB, Iraq

Aug 05 – Feb 06

VMFA(AW)-332 Al Asad AB, Iraq

Feb 06 – Aug 06

VMFA(AW)-533 Al Asad AB, Iraq

Feb 07 – Aug 07

VMFA(AW)-121 Al Asad AB, Iraq

Aug 07 – Mar 08 VMFA(AW)-225 Al Asad AB, Iraq Operation Enduring Freedom May 2010 – Nov 2010

VMFA-232 Composite

Kandahar AB, Afghanistan

CENTCOM Crisis Response Oct 13 – Apr 14

VMFA(AW)-225 Undisclosed

Apr 16 – current VMFA(AW)-533 Undisclosed

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Above: A USMC Hornet from VMFA(AW)-533 receives a ‘combat turnaround’ between missions at Ahmed Al Jaber AB in 2003. Doug Glover

also took part in planning for strikes that, although unexecuted, forced an end to the siege of Sarajevo; and UNSCR 836, which authorised NATO aircraft to provide CAS for UN peacekeeping forces in the Balkans. Over the next four years, MAG-31’s F/A18D squadrons provided seven rotations to Aviano in support of NATO’s Operations Deny Flight, Deliberate Force and Provide Promise. For some squadrons the rotations were fairly benign, while others were not: VMFA(AW)-332’s first rotation involved large-force airstrikes against Udbina airfield on November 21, 1994. When Capt Scott O’Grady’s F-16 was shot down on June 2, 1995, the ‘Hawks’ were at Aviano, and as the 24th Marine Expeditionary Unit (MEU) launched its Tactical Recovery of Aircraft and Personnel (TRAP) force to rescue him on June 8, the ‘Hawks’ were overhead providing air support for its ingress. The F/A-18D’s hallmark in the Bosnian theatre was its ability to switch between missions without reconfiguring the aircraft or changing aircrew. Its tasking took many components from the tactics, techniques and procedures (TTPs) of the FASTFAC and FAC(A) missions and integrated them with the flexibility inherent in the multi-mission F/A-18. An F/A-18D could control airstrikes, mark targets, provide SEAD and respond to air threats all on the same mission, giving NATO commanders a great deal of tactical flexibility. A former VMFA(AW)-533 commander, Col John ‘JP’ Farnam, explained: “These missions would start in the same way, with a trip down the Adriatic to the tanker track followed by a push into Bosnia as part of a strike package to deliver ordnance or provide SEAD for those that were striking targets.” It was not uncommon to be asked to flex to the FAC(A) mission, which would lead to a trip to a tanker for fuel, and then back to the AOR [Area of Responsibility] for a mission with a UN ground FAC. In March 1997, the ‘Hawks’ closed the door on the deployment cycle they began in 1993 and MAG-31’s F/A-18D squadrons began preparing to fit into the UDP rotation with their MAG-11 F/A-18D counterparts.

But before all three MAG-31 F/A-18Ds squadrons could take their turn deploying to MCAS Iwakuni, Japan, the Balkan crisis flared into another fully fledged bombing campaign, Operation Allied Force, which started on March 24, 1999. By mid-April, NATO realised there were insufficient multi-role aircraft in theatre and requested two USMC F/A-18 squadrons. The F/A-18D was chosen because of its ability to conduct every fighter and attack mission listed in the NATO Request For Forces (RFF), which included FAC(A). The selection of VMFA(AW)-332 ‘Moonlighters’ and VMFA(AW)-533 ‘Hawks’ to deploy for Operation Allied Force brought two new F/A-18D capabilities to the fore. The former had recently received GPS kits to augment their jets’ inertial navigation systems and several of their F/A-18s were also modified to accept the Advanced Tactical Airborne Reconnaissance System (ATARS) pallet. From May to June 1999, both squadrons operated from the former MiG-21 airbase at Taszár, Hungary – see Allied Force – Taszár Hornets, February 2000, p38. The GPS-equipped aircraft were the first F/A18Ds capable of employing the GBU-31 Joint Direct Attack Munition (JDAM). Both squadrons also fielded the GPS-guided AGM-154 Joint Stand-Off Weapon (JSOW), and carried it on multiple sorties. In addition, the F/A-18D again took control of fixed-wing strikers as a FAC(A), even though there was no ground scheme of manoeuvre demanding detailed integration. These missions expanded on the FASTFAC TTPs laid down by the ‘Green Knights’ in Operation Desert Storm, while melding with NATO rules of engagement specific to operations in the Balkans theatre.

Southern Watch

With the Iraqi regime’s increasing intransigence in the face of international observers, US Air Force and Navy missions under the Southern Watch no-fly mission began increasing in frequency. The pace of operations finally became so demanding

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USMC F/A-18D HORNETS

that several F/A-18D units were sent to Ahmed Al Jaber Air Base, Kuwait, to fulfil USAF rotational commitments. The first of these was VMFA(AW)-121, deploying in March 2000. With its aircraft upgraded to a standard similar to those of VMFA(AW)-332 in Allied Force, the ‘Green Knights’ were able to employ JDAM, JSOW and laser-guided bombs against targets in Iraq as nominated by the Combined Forces Air Component Commander (CFACC), headquartered at Prince Sultan Air Base, Saudi Arabia. Later, VMFA(AW)-225 followed the ‘Green Knights’ in the rotation, but the 9/11 attacks rapidly shifted the focus of Central Command’s (CENTCOM’s) efforts east, to the mountains of Afghanistan. In 2002, a composite squadron deployment from VMFA-212 and VMFA(AW)-332 left Iwakuni, Japan, to operate from Kuwait and fly Southern Watch sorties along with Afghanistan missions. This mix of six D-models and six C-models was employed as CENTCOM attempted to maintain pressure in the Iraq theatre while fulfilling increasing requests for CAS assets in Afghanistan with the start of Operation Enduring Freedom (OEF).

Above: Forward Air Controller (Airborne) sorties have taken on a greater significance for USMC F/A-18D crews following air operations over the Middle East. A typical war load – as applied to this VMFA(AW)-225 ‘Vikings’ jet – includes two Mk 83 bombs and a Litening targeting pod. Doug Glover Below: On a training sortie high over the Chocolate Mountain range in California an F/A-18D Hornet drops four CBU-99s onto armoured targets. Doug Glover

Enduring Freedom

At the beginning of OEF, the USMC F/A18D fleet was again undergoing change. In May 2001 the USMC acquired eight new Lot 21 F/A-18Ds when their sale to the Royal Thai Air Force fell through. These and several Lot 20 F/A-18Ds enabled at least one USMC squadron to field the last ‘legacy’ Hornets off the production line. In April 2002, VMFA(AW)-121 F/A-18Ds deployed to Manas, Kyrgyzstan, to provide CAS and FAC(A) to US forces engaged in OEF. The long haul over the Hindu Kush to the objective areas required major tanker support to keep the fighters topped off with fuel for sufficient time on station. The mission wrapped up in October, the aircraft having flown more than 900 combat sorties against Taliban forces.

Iraqi Freedom

In early 2003, MAG-11 and MAG-31 F/A18s began deploying to Kuwait in advance of Operation Iraqi Freedom (OIF). Three

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F/A-18D squadrons participated in the deployment, VMFA(AW)-121 and -225 from MAG-11 and VMFA(AW)-533 from MAG-31. MAG-11’s third F/A-18D squadron, VMFA(AW)-242 ‘Bats’, was deployed on a WESTPAC UDP at the time. It was extended past the usual six months to keep the unit in place as assets flowed east into the CENTCOM AOR. With the majority of USAF tankers moving fighters and cargo eastwards, none were available to assist the USMC F/A-18 squadrons, so VMFA(AW)-242 remained in place for the duration of the conflict. The three F/A-18D squadrons all brought ATARS-equipped aircraft with them and they quickly pooled their assets for spare parts and imagery exploitation. MAG-11 flight operations continued 24 hours a day and image acquisition had to be continuous to keep up with the demand from the ground component and the volume of material gathered.

Although imagery dissemination beyond the Third Marine Air Wing (3rd MAW) was slow due to geographical distance and limited digital connectivity to the frontline battalions, MAG-11’s F/A-18s were quick to capitalise on the target-area material collected by their ATARS aircraft. In this conflict, the F/A-18D cockpit demonstrated its versatility again, specifically in the FAC(A) and SCAR missions. With the fluid, ever changing situation across the front lines of the US Army’s Third Infantry Division and the First Marine Expeditionary Force (I MEF), there was a significant delay in the request for air support and its apportionment by command and control agencies, including the USMC Direct Air Support Center and the USAF Air Support Operations Center. Aircrew therefore spent considerable time talking to multiple FACs to determine where the fight was currently happening. In the two-seat F/A-18D, the process

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USMC F/A-18D HORNETS

Interview: Col John 'JP' Farnam

was accelerated by the pilot and WSO simultaneously monitoring two agencies’ frequencies: while the pilot might be listening for the tardy updates from a command and control agency, the WSO could tune into individual Air Officer and FAC frequencies to see if there was a need for aircraft. Farnam explained: “The challenge for aviation during OIF was the extremely dynamic situation on the ground because of the rapid advance of the 1st Marine Division. Many enemy units and targets were intentionally bypassed and, because of this, the need to co-ordinate aviation ‘fires’ was required across the AOR and led to a huge demand for the FAC(A) mission and skill set.” As the battle for Iraq changed from a conventional force-on-force fight to a counter-insurgency, the F/A-18D squadrons were a key component of the Air Combat Element (ACE) inside the MEF, tasked with operations in the restive Al Anbar province. Establishing fixed-wing operations at Al Asad air base in western Iraq, the first F/A-18D squadron to arrive was VMFA(AW)-242 ‘Bats’ in August 2004. Quick to prove its mettle during Operation Phantom Fury in November 2004, the unit provided CAS to Marine, US Army and Iraqi units engaged in clearing and securing the city of Fallujah and the battle introduced the AN/AAQ-28 Litening pod to the F/A-18D’s

On the subject of evolving combat operations and the F/A-18D. The author interviewed Col John ‘JP’ Farnam, a former commanding officer of VMFA(AW)-533. AFM: How did F/A-18D missions change between the early Balkans conflict and Operation Allied Force? Farnam: In many ways they were very similar, but our aircraft capabilities improved a little, with GPS in every jet, new NVGs and the introduction of GPS weapons – JSOW and JDAM. The Marine Corps also introduced a tactical reconnaissance capability on the FA-18D, with the ATARS programme. During Allied Force many of our missions were division-size [four-ship] air interdiction flights and our adversary employed a significant number of radar-guided surface-to-air missiles as part of its defence. AFM: What unique capabilities did the two-person crew of the F/A-18D bring to missions in the Balkans AOR? Farnam: All F/A-18s have the ability to employ the same weapons and share the same communication and sensor capabilities – with the exception of ATARS. The difference in capability is the addition of the second aircrew. Assuming a well coordinated crew, you can divide responsibility and ‘maximise’ the jet. AFM: What were the major changes in F/A-18D operations between the Balkans conflict and the beginning of OIF in 2003? Farnam: Each of the three F/A-18D squadrons initially deployed to OIF was assigned in direct support of a Marine Infantry Regiment for the first three to five days of the conflict. This novel approach ensured the level of aviation co-ordination the [1st Marine] Division required in its rapid advance to Baghdad. The majority of our missions were FAC(A), and the vast majority of weapons employed were laseror GPS-guided. The challenge for aviation was the extremely dynamic situation on the ground, because of the 1st Marine Division’s rapid advance. The F/A-18D, through the FAC(A) mission, ensured the co-ordination of aviation ‘fires’ with the significant number of widely dispersed, fast-moving ground units.

arsenal, improving its targeting capabilities. The F/A-18D crews became a valued I MEF asset and rapidly found themselves in a rotation to continuously provide a squadron at Al Asad; VMFA(AW)-224 ‘Bengals’ replaced the ‘Bats’ in January 2005 and, after a short time working for the CFACC as if they were a USAF squadron, the ‘Bengals’ were reassigned to the MEF. The F/A-18D’s capabilities placed it in high demand, even though the core mission remained unchanged. Lt Col Matthew ‘Pablo’ Brown, today the commander of VMFA(AW)-533 ‘Hawks’, summed up the situation: “We were exclusively supporting Marine ground forces in the Al Anbar province and US forces around Iraq. We had very limited exposure to the special operations forces and none to Iraqi security forces.” Brown’s squadron handed the mission over to VMFA(AW)-332 ‘Moonlighters’, followed six months later by the ‘Hawks’. The deployments since early 2003 had seen the F/A-18D accrue flight hours at a greatly increased rate, and a brief gap in the rotation now brought some respite before VMFA(AW)-121 returned to the Iraq theatre in February 2007. The final USMC F/A-18D squadron to operate from Al Asad was VMFA(AW)-225 ‘Vikings’, which returned to MCAS Miramar in March 2008, closing that chapter of the F/A-18D’s service in Iraq. Given the high number of flight hours they had accumulated on operations, the F/A-18D squadrons were removed from rotations involving combat after the deployments to Al Anbar, in favour of single-seat F/A18s. This bid to balance flight hours across the F/A-18 fleet saw missions, including FAC(A), adopted by single-seat VMFA squadrons over Iraq and Afghanistan. With the F/A-18 fleet ageing, astute USMC staff officers realised the potential of the hours available in the remaining F/A18Ds and modified their planning so as not to prematurely remove the type from frontline service. With this new budget of flight hours available through the F/A18D airframes, the USMC Aviation Plan extended F/A-18 operations to 2030, matching the planned arrival dates for the last F-35 Lightning II airframes.

The sun hasn’t yet set on the F/A-18Ds of the USMC. This example from VMFA(AW)-533 waits for its next early morning training sortie at NAF El Centro, California. Douglas Glover

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#344 NOVEMBER 2016 45

ARMEE DE L'AIR - REUNION

Resupplying Para F

RANCE HAS many territories in the Indian Ocean, including Réunion, around 135nm (250km) from the west coast of Mauritius, and Mayotte, in the Comoros archipelago. Less well known are the overseas territories administrated by the Terres australes et antarctiques françaises (TAAF; French Southern and Antarctic Lands), including the Austral Lands (Adélie in Antarctica and the island groups of Kerguelen, Amsterdam, Saint-Paul and Crozet) and the Scattered Islands (Europa, Juan de Nova, the Glorious Islands and Tromelin) in the tropical 1 areas of the Mozambique Channel. Stationed on Réunion, Escadron de Transport 50 (ET; Transport Squadron 50) is the only Armée de l’Air (AdA) presence in these territories. Recently re-equipped with two CN235-300 twin turboprops (the type is known in service as the ‘CASA’), the unit previously flew a pair of Transalls. It was established on Madagascar when the island was under French sovereignty, flying the C-47, Noratlas, Flamingo and Broussard among other types. When the nation gained

2

3

4

1: The island of Glorious is home to one Gendarmé and a detachment of 15 soldiers from the French Foreign Legion deployed from the nearby island of Mayotte. The legionnaires have a well-equipped barracks available and a home-made bar! 2: Pilot Cdt Sébastien B, the unit commander, runs through his pre-landing checklist before arriving at Mayotte. He previously flew the elderly C-160 Transall on these routes. 3: Throughout the flight, the aircrew reconnoitre the host of smaller islands in the region to make sure they are not inhabited illegally or are being used as staging areas for pirates operating in the Mozambique Channel or Indian Ocean. 4: The airport at DiegoSuarez is equipped with a hardstand and concrete runway allowing the CASA to be loaded to its maximum operating weight with ease. Members of the Foreign Legion wait to load their personal kit and weapons aboard. All images by authors

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radise independence it was agreed that a French military presence would remain, but political changes and a new alignment with the Soviet Union early in the 1970s obliged the French into a hasty exit. The AdA unit, then designated Escadron de Transport Outre Mer 50 (ETOM; Overseas Transport Squadron 50), moved to Réunion with its ten Noratlas and a few Alouette II helicopters, while a co-located attack unit equipped with the AD-4 Skyraider disbanded. Air Base 181 at Antananarivo, Madagascar’s capital, was relocated, the military airfield at Saint-Denis, Réunion’s capital, taking the Air Base 181 designation. The move from Madagascar brought very different operational requirements and ETOM 50 was reduced to only two Noratlas and two Alouette IIs, sufficient for all its missions. Two Transall C.160s quickly replaced the Noratlas. Today, 50% of ET50’s workload involves delivering fuel and supplies to the Scattered Islands. Its other missions include providing support to the 2nd

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ARMEE DE L'AIR - REUNION

Xavier Capy and Prescillia Lelgouarch report from Réunion, where they experienced an Armée de l’Air CN235 regional resupply mission. Régiment de Parachutistes d’Infanterie de Marine stationed on Réunion, maritime surveillance, co-operation with allied military units in the region (primarily those of Madagascar) and fishery patrol.

Réunion mission We were invited to fly a typical two-day mission with an ET50 crew. On Thursday morning we arrived at the base, known formally as Air Detachment 181 since 2013. The squadron commander was our captain and he

‘Missions to the Scattered Islands require landings on unpaved strips at locations lacking infrastructure.’

#344 NOVEMBER 2016 47

ARMEE DE L'AIR - REUNION Glorious (France)

Comoros

Mayotte

Diego-Suarez

(France)

Mozambique Channel

Juan-de-Nova

(France)

Indian Sea

Antananarivo

(France)

Eparses Islands

Tromelin Island

Rodrigues

Madagascar

Europa (France)

welcomed us with a short briefing on the mission objectives. The first phase took us to Mayotte to deliver equipment for the Foreign Legion detachment based on the small island. We’d also drop off a group of officers arriving to perform an inspection. Then it was an immediate departure for Glorious, where we’d deliver a gendarme to relieve his colleague after the standard 40-day shift on the island. We also had legionnaires on board, the troops maintaining a near-permanent presence on the island, maintaining facilities and ensuring the airfield remains clear. In this area, vegetation invades with astonishing speed. From Glorious we’d go on to Diego Suarez, in northern Madagascar, to retrieve French troops after a Franco-Malagasy exercise, then drop them off in Mayotte (from where they’d return to France on a regular flight). After a night on the island, we'd return to Glorious on Friday with freight, then immediately fly back to Mayotte with the policeman and legionaries returning from

Saint-Denis

Mauritius

(Mauritius)

ˊ Reunion (France)

their 40-day shift on Glorious. Finally, late in the afternoon we’d return to Réunion. Lift-off was scheduled for 0730hrs local (0430hrs Zulu), and in preparation we settled in on board CN235 No 199, coded '62HG', which was waiting for us on the ramp and already hot from the tropical sun. Our aircraft was the penultimate delivery of eight new AdA CN 235s ('62HA' to '62-HH'); the last, 200/62-HH) is also assigned to the Réunion squadron.

Improved Version

The comparison between the CN235 and the Transall previously used on these missions is stark. It is much smaller of course, but similar in configuration, with benches along the cabin sides for passengers and freight stowed in between. For those aboard, the CN235 is far more comfortable, with airlinerstyle cabin windows and a real toilet. Our crew comprised two pilots, Cdt Sébastien B, who is also the unit commander, and Capt Martin B, plus an engineer and loadmaster. Missions to the Scattered Islands require landings

on unpaved strips at locations lacking infrastructure, so an extra crewmember is carried with responsibility for fire safety on the ground and during engine start-up. The crew told us the CN235-300 version in which we were flying introduced a number of improvements over the -100 and -200 which also serve the AdA – including better performance in the high ambient temperatures typical of Indian Ocean operations through more powerful engines driving larger propellers, more capable avionics and improved pressurisation. After an easy take-off from Réunion’s 10,500ft (3,200m) runway despite the heat and our heavy load, we reached the coast of Madagascar after 2 hours 15 minutes. We landed at Mayotte at 1050hrs Réunion time, where the legionnaires quickly unloaded the CASA before reloading it with supplies for the small garrison on Glorious. Airborne again less than two hours later, we again headed east, towards Glorious, 130nm (240km) away. We reached the island in 45 minutes, during which the crew paid close attention to the abundant cloud

‘Surrounded by vegetation, the sandy runway appears very small, but the pilots are used to such landings and everything went perfectly.’

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ARMEE DE L'AIR - REUNION Left: The CASA CN235-300 is by no means comfortable, but passengers appreciate being able to look out of the window on long flights, which was not possible in the C-160 Transall. Below: On finals for landing at the small airstrip on Glorious. The runway is made of a concrete mixed with local coral. A thin layer of sand is spread over the top to protect the surface from the strong sunlight.

formations typical of the austral summer, a season of heavy rain and cyclones. The approach to Glorious is impressive. Surrounded by vegetation, the sandy runway appears very small, but the pilots are used to such landings and everything went perfectly, the CASA stopping in a large cloud of sand. We turned around at the runway’s end, then taxiied to the threshold where a large sandy area constitutes the ramp. The aircraft was unloaded in less than two hours and we were off again, to DiegoSuarez, Madagascar, which had been an important naval base under French rule. Our CASA was the only aircraft on the modest civil airport’s tarmac, which sees little traffic. Waiting in the shade provided by two Malagasy army trucks, around 20 French mountain infantry were eagerly anticipating our arrival. The aircraft’s hold was barely open when loading began. Cases of ammunition, weapons and supplies came on board, followed by the soldiers. With the aircraft fully loaded, the takeoff into the mountains off the runway end required the crew’s greatest

attention. We were hardly airborne when we discovered that a scorpion had taken the opportunity to join us, but the soldiers quickly neutralised the threat! We were back at Mayotte less than an hour later, the Foreign Legion taking care of our logistic requirements and accommodation: the Legion’s hospitality is well known in the French Army and we were pleased to enjoy it during the evening. At 0700hrs next morning the military area of Mayotte’s airport was busy as the crew prepared the aircraft and a Legion truck manoeuvred to begin loading the equipment we would take to Glorious on our second ‘pass’. We asked our pilots about the mission while the CASA was refuelled: “On average we perform a ‘rotation’ to each of the Scattered islands every 40 days. Tromelin is closest to Réunion and flown in one day, the others require two days. “We change the only gendarme stationed on each island and often some of the soldiers who maintain the facilities. Scientists regularly join us for studies on the interesting fauna and flora of these locations, which are unaffected by tourism. “For more than 40 years we flew these missions with the Transall, but with the gradual withdrawal of the fleet we had to find a replacement. The A400M is way too big and the few in service too valuable in operational theatres. “The only option left was the CN235, which certainly doesn’t offer the same capacity but continues to fulfil this essential mission – we’ve just had to fit it into a smaller format. Fortunately, we have two of the new 235-300 aircraft.” French naval aviation also has a presence on Réunion, with two AS365N Panther helicopters equipping the frigates Floreal and Nivose; they have a primary antipiracy role. The Gendarmerie has a flying presence too, with an EC145 and an AS350B2. Both fly mountain rescue missions, Réunion being very mountainous and boasting one of the world’s most active volcanoes.

Above: Before becoming independent, Madagascar’s runway at Diego-Suarez was used as part of a military base for French Navy operations within the Indian Ocean region. Left: Personnel form a human chain to load cargo into the rear of the CASA while the aircrew have opened the cockpit windows in an effort to cool the interior of the aircraft. Right: Lt Martin B, checks the fuelling while at Madagascar before the return flight to Mayotte. Aircrews normally serve two years overseas with Air Detachment 181 before returning to France.

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POLISH AIR FORCE FIGHTERS

East meets West – an Su-22 Fitter leads a MiG-29 Fulcrum and an F-16C. All three types will continue to serve within the Polish Air Force for the foreseeable future. Upgrades to the Fitter and Fulcrum fleets mean the jets now work in partnership with the later generation F-16s, which has required minor changes to pilot training for those destined to fly the Su-22s and MiG-29s. All images by author

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POLISH AIR FORCE FIGHTERS

Polish FIGHTER MIX Filip Modrzejewski reports on Poland’s unusual mix of Soviet and Western frontline fighters.

P

OLAND WAS a Warsaw Pact nation until the late 1980s and its air force primarily employed Soviet fighters, some of them built under licence. They included versions of the MiG-15, MiG-17, MiG-21, MiG-23, MiG-29, Su-22 and Yak-23, among other types. Of the frontline fast jets in Polish service today, the Su-22 Fitter and MiG-29 Fulcrum survive from this era. From 1984, 110 Su-22s were delivered, as 90 M4K single-seaters and 20 UM3K twoseat trainers. Eighteen of the type remain in service at the 21st Tactical Air Base (TAB) at Świdwin. The base occupies an important strategic location and is close to Drawsko Pomorskie, the nation’s largest firing range. The Su-22’s lack of radar, obsolete selfdefence system and limited armament options leave it deficient by modern standards, although it remains useful as a close air support (CAS) platform flying alongside more recent aircraft. It is also the only Polish jet compatible with the laseror TV-guided Kh-25 and Kh-29 missiles. In good weather the Fitter achieves high accuracy with these weapons and also possesses a useful strafe capability through the SPPU-22-01 pod. The civilian Trimble 2101AP GPS receiver, plus TACAN and ILS receivers have been installed to improve target accuracy and safety. The aircraft’s selfdefence system comprises the SPO-15LS radar warning receiver, SPS-141MWG-E active jammer and flare launchers. There is no integration, however, and Fitter pilots are taught the demanding skills for employing them manually.

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#344 NOVEMBER 2016 51

POLISH AIR FORCE FIGHTERS Although the Su-22 is vulnerable in combat, it is irreplaceable as a combat training asset. The Fitter squadrons support air defence units and forward air control parties, and fly in mixed formations with Poland’s F-16 and MiG-29 units. In Europe the Su-22 is now unique to Poland and always generates interest at airshows and on exercise. Fitter pilots claim the machine is a jet for ‘real men’: loud, heavy, rugged and awesome to fly. The defence ministry determined that 18 Su-22s would remain airworthy until 2025. Modernised at the Military Aviation Plant in Bydgoszcz, they emerged in a grey scheme that replaced the type’s characteristic camouflage and matches the F-16 and MiG29. New radios and flight recorder were added, alongside structural repairs and component replacement where necessary.

Fulcrum force

The second oldest fighter in Polish service is the MiG-29, initially procured towards the end of the Soviet era. Further aircraft, from the Czech Republic and Germany, were added later. The 25th anniversary of MiG-29 operations in Poland was marked at the 23rd TAB at Mińsk Mazowiecki, in 2014. It is one of two MiG bases, alongside Malbork, where the 22nd TAB is situated. Some 32 MiGs remain in service, primarily tasked with protecting Polish airspace. Pilots hold the MiG-29 in high regard, but nickname it ‘Smoker’ for the characteristic black smoke trail left by its engines. The MiGs regularly attend exercises in Europe including, since 2009, the Tactical Leadership Programme in Spain. Another key task is the NATO Baltic Air Policing (BAP) mission, when deployed pilots operate four fighters on 24-hour QRA. The Polish Air Force has so far completed six BAP deployments to Lithuania. A shift in operational priority has made air defence the Polish Air Force’s priority. Thus its primary task is to protect Polish airspace as a part of the NATO Integrated Air and

Missile Defence System (NATINAMDS), with a secondary duty to support the nation’s other armed forces, including the Army and Navy. Poland’s air defences have been modified for compatibility with NATO AWACS platforms, a process that drove the decision to modernise the MiG-29. Digital avionics replaced some of the MiGs’ original analogue devices, including the air data computer. An additional cockpit screen handles navigation and a mission planning system enables the jet to be airborne more rapidly. Continuing the traditions of 303 ‘Kościuszko’ Squadron, the 23rd TAB painted the fins of its upgraded MiGs with portraits of the unit’s pilots, including Marian Pisarek, Wojciech Kołaczowski and Mirosław Fercić.

Both MiG bases have busy flying programmes to satisfy training and operational requirements. They also present a MiG-29 Demo Team, which performs at airshows across Europe with three 23rd TAB pilots and a new 22nd TAB pilot, whose first display was at Malbork AB at the end of August. The NATINAMDS system also required that Poland acquire new fighters, and a tender process for their acquisition began in 2001. The Lockheed Martin F-16 Block 52+, Dassault Mirage 2000-5 and Saab/BAE Systems Gripen contested the requirement, with the F-16 announced as winner at the end of 2002. An order covering 36 single-seaters and 12 twin-seaters was placed for delivery from

‘A shift in operational priority has made air defence the Polish Air Force’s priority.’

Three Polish squadrons are equipped with F-16s, the type is known as the Jastrząb (northern goshawk) in service. A detachment of F-16s from the 32nd TAB deployed to Kuwait in August to conduct operations against Daesh. It was the first operational combat deployment for the Polish jets.

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POLISH AIR FORCE FIGHTERS Left: Obsolete by today’s standards in terms of its electronic suite, Su-22 Fitters remain a highly prized training asset. Below: Ministry of Defence officials in Poland are aware of the limitations of the MiG-29 over the modern battlefield and plans are in place to acquire a modern multi-role replacement by 2022. Until then, with more than 25 years of service, the Fulcrum’s main role has recently shifted to home defence.

2006. The first Polish F-16C made its maiden flight early that year and was delivered, along with four others, on November 11. The C-models are serialled from 4040 to 4075, and the Ds from 4076 to 4087. The F-16’s role is primarily air-to-air, but each of the three squadrons has an additional specialisation. The 3rd Fighter Squadron (FS) trains pilots, the 6th FS has an air-to-ground capability and the 10th FS flies reconnaissance missions with the UTC Aerospace Systems DB-110 pod. Known as the Jastrząb (northern goshawk) in service, the F-16s is stationed with the 31st TAB at Krzesiny, near Poznań, and the 32nd TAB at Łask, close to Łódź. The latter houses the 10th FS, with the remaining units as Krzesiny.

The Jastrząb’s air-to-air inventory includes Raytheon AIM-120C-5 AMRAAM and AIM-9X Sidewinder missiles. The aircraft’s weapons system is integrated around the Northrop Grumman AN/APG68(V)9 radar, which combines with Link 16 to provide netcentric capabilities. Air-to-ground weapons include Mk 82 and Mk 84 bombs with Paveway laserguidance and JDAM kits, and the AGM-65G Maverick. The defence ministry is in the process of acquiring the AGM-158 JASSM. In 2015, the Polish Air Force debuted its Tiger Demo Team F-16 display. Based at Krzesiny, the team made its first international appearance at this year’s RIAT. The team name relates to its 6th FS parent, popularly

known as the ‘Tiger Squadron’, and is reflected in the jet’s colour scheme. This year marked the tenth anniversary of the F-16 in Polish service. Over the course of a decade the type has participated in many international exercises, including Frisian Flag, Red Flag, Blue Flag, Tiger Meets and squadron exchanges. Poland currently has four F-16s deployed to Kuwait for reconnaissance missions. The F-16’s modern armament and systems make it the superior platform, but operations rely on teamwork, and common training and mixed formation flying remain important. The combined effects of Poland’s three frontline fast jets – F-16, MiG-29 and Su-22 – are greater than any could achieve individually.

Polish Air Force F-16s employ the Sniper XR targeting pod and the Link-16 communications suite. The Sniper XR pod offers the prospect for F-16s to use EGBU-12 and SDB air-to-ground ordnance, as well as the AIM-120C and the new AIM-9X AAMs.

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#344 NOVEMBER 2016 53

FLEET SURVEY EUROPEAN AIR FORCE TRANSPORTS PART 2

In this second part of a fourpart review of Europe's military airlift capabilities, Alan Warnes along with correspondents look at Germany through to The Netherlands.

Airlift Capabilit European

Transalls to soldier on until 2021 D

GERMANY

ELAYS IN deliveries of the Airbus A400M have put a huge strain on the German Air Force’s air transport capabilities. The Luftwaffe has 53 of the world’s newest strategic airlifter on order, but has accepted only five to date – a massive problem given that the fleet of veteran Transall C-160s, which has surpassed one million hours’ service, is

54 NOVEMBER 2016 #344

its only real strategic airlifter. The 45 or so Transalls are the survivors of 110 delivered in the late 1960s/early 1970s and time has taken its toll on the old lady.

Slow A400M deliveries The five A400Ms have been delivered to the Lufttransportgeschwader (LTG, Air Transport Wing) 62 at Wunstorf, where they are going through operational test and evaluation. There were plans to deliver nine this year to the GAF, but it’s reportedly only willing to

accept five until outstanding issues with the engine gearbox and fuselage are resolved. Germany took delivery of its first aircraft, 54+01, on December 18, 2014 – flown to Wunstorf by Lt Col Christian Schott and Capt Mirco Friese, who were trained on the type at Seville. It was grounded for two months in the wake of the A400M crash in May 2015, but flew again on July 14 once it had been through the necessary checks. While, officially, 53 A400Ms are on order, the German

Government had earlier indicated that it only plans to operate 40 and will attempt to find buyers for the other 13. Its first real operation mission saw 54+01 fly to Dakar, Senegal, with a hefty 141 tons (127,913kg) of freight, its maximum takeoff weight. The load included a water treatment plant for a GAF detachment in the region. The A400M then returned to Germany with a nine-ton load. According to Airbus Defence and Space (ADS), if Transalls had been used, it would have

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Left: The C-27J has become a popular option for European air forces and, unsurprisingly, Italy is one of five countries to buy the tactical airlifter given that Alenia Aeronautica (now Leonardo-Finmeccanica) builds the aircraft in Turin. Currently there are 33 C-27Js flying in Europe with the air forces of Bulgaria (3), Greece (8), Italy (12), Lithuania (3) and Romania (7). Riccardo Niccoli

lities PART TWO

Transport ORBAT Serial

Type

Base

LTG 61

C-160D

Landsberg

LTG 62

A400M

Wunstorf

LTG 63

C-160D

Hohn

FBS

A310, A319CJ, A340-313, Global 5000

Köln-Wahn

Inventory Aircraft

Number on order

A400M

5/53

C-160D

approx 45

A310-304

3

A319CJ

2

A340-313

4

Global 5000

4

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One of two Airbus A340-313Xs acquired by the Luftwaffe in 2011 from German state airline Lufthansa. Timm Ziegenthaler

required two to three aircraft and taken up to three days. It was announced on November 17, 2014 that the airlifter will be protected by the Elbit Systems J-MUSIC multi-spectral directed infrared countermeasure (DIRCM) system – the first phase of the self-protection programme for the type.

Transall selfprotection upgrades With one of the former Transall

units re-equipped with A400Ms, two of the three German Air Force transport wings (LTG-61, 62 and 63) that originally flew the C160D soldier on for now. Both LTG-61, based at Landsberg near Munich in southern Germany, and LTG63, at Hohn in the north, continue to fly the Transalls. Last December it was announced that LTG 63 would continue flying the C160D until 2021, extending its life by another

three years, while LTG 61 is expected to lose its aircraft by the end of next year. Twenty-two C-160Ds are undergoing a ballistic protection system update by Airbus for operations in countries where there is a ground-to-air threat, such as Mali, where they are regularly used for missions with the United Nations’ MINUSMA (Multidimensional Integrated Stabilization Mission in Mali) programme.

#344 NOVEMBER 2016 55

FLEET SURVEY EUROPEAN AIR FORCE TRANSPORTS PART 2 By this summer, five aircraft had gone through the fourweek modification by ADS. The first, 50+57, was completed in mid-January. One of the Transalls’ most common transits is to Dulles, near Washington DC, the port of entry for the German military travelling to the US. At least six pilots fly on the aircraft due to the unpredictable nature of the journeys, which can often lead them to breaking down or flying to unplanned locations. The type used to run a regular shuttle to Afghanistan, working for the coalition and supporting the GAF detachment at Mazari-Sharif. Flying from a forward operating location at Termez (Uzbekistan), the service ended in November 2014 after 13 years. Much of the tactical airlift work is thought to have been taken over by CH-53Gs, which were

Above: Four Global 5000s are operated by the FBS BMVg for short-range VIP flights. Timm Ziegenthaler

transferred from the German Army to the Luftwaffe on January 1, 2014. The helicopters – which are as old as the C-160Ds and have no planned replacement – are going through a major upgrade by Airbus at Donauwörth, where around 25 were being worked on in June.

Big VIP fleet

Germany operates a large VIP fleet, known as the Flugbereitschaft des Bundesminsteriums der Verteidigung (FBS BMVg, Special Air Mission), based at Köln-Bonn – reflecting its position as a major power in the European Union.

Above: The Luftwaffe has 53 Airbus A400Ms on order, although only five have so far been delivered to Wunstorf-based Lufttransportgeschwader 62. Timm Ziegenthaler Below: German C-160D Transalls regularly fly to the US: this one, from Lufttransportgeschwader 63, sits on the ramp at Coolidge Municipal Airport in southern Arizona on February 14 this year during free-fall parachute training for German special operations. Joe Copalman

56 NOVEMBER 2016 #344

The FBS BMVg is made up of a pair of formerly commercially operated A340-313s for VIP and long-range transport duties, acquired in early 2009. The first was delivered to the Luftwaffe on March 30, 2011 and the second seven months later. An order for four Global 5000 aircraft was announced on January 17, 2008 to replace Challenger aircraft in the VIP transport role. The first, delivered on August 25, 2011, was formally accepted by the FBS BMVg a month later. The fourth was delivered on January 6, 2012. Two A319CJs – ordered in 2009 for $26m – arrived in 2010 to work alongside the Global 5000s. The unit also flies three A310-304s which have been upgraded to Multi Role Tanker Transport (MRTT) configuration.

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GREECE

Old Hercules Struggle On

T

HE HELLENIC Air Force Support Command (HAFSC) provides an airlift capability for the Hellenic Air Force (HAF), Army and Navy, with a secondary role of search and rescue (SAR), fire-fighting and medical evacuation (medevac) flights. The HAF’s transport fleet is located at Elefsis Air Base on the outskirts of Athens, home to 112 Pteriga Makhis (112 PM/112 Combat Wing). Being such a large country, Greece relies heavily on its transport fleet with airlifting muchneeded logistical support to its military, and 112 Combat Wing is of primary importance in the day to day operations of the HAF in particular.

Above: A Hellenic Air Force C-130Hs taxies at Elefsis, where it’s based with the 356 ‘Iraklis’ Moira. Given Greece’s difficult economic conditions, only a handful of C-130Hs are believed to be operational at the moment. Mike Green/Jetwash Images

In order to accomplish its national tasks, HAFSC aircraft fly a wide range of missions, which include support for the country’s obligations to the United Nations (UN), the European Union (EU) and other international institutions. For many years, the C-130 Hercules has been the mainstay of the transport fleet, with a mix of both C-130B and C-130H models operating with 356 Mira Taktikon Metaforon (MTM/Tactical Transport Squadron). Twelve new C-130H Hercules aircraft were delivered to HAF from 1975 onwards, with five older C-130B aircraft being taken on charge

in August 1992 from ex-US Air Force stocks at Aerospace Maintenance and Regeneration Group (AMARG), Arizona. The C-130Bs were added to the inventory to supplement the existing C130Hs, which had been reduced in number when two examples were lost in accidents, on February 5, 1991 and December 20, 1997.

Hercules upgraded

The HAF’s C-130 fleet underwent an upgrade programme between 2006-2010, with a new selfprotection suite being fitted together with improvements to the electronics. This was

completed in partnership with the Canadian company, SPAR Aerospace, which had been involved in maintaining the Canadian Air Force’s fleet of C-130s for some time. The upgrade included a partial ‘glass’ cockpit and improvement to several other areas, in particular, the electronic flight information system (EFIS); flight management system (FMS); a new traffic collision avoidance system (TCAS); new electronic warfare (EW) systems, including a missile proximity warning system (MPWS); and a new radio and radar. Other work included GPS/inertial navigation,

Transport ORBAT Serial

Type

112 Combat Wing/Elefsis 352 Moira

ERJ-135LR, ERL135BJ, Gulfstream V

354 ‘Pegasos’ (‘Pegasus’) Moira

C-27J

356 ‘Iraklis’ C-130H/B (‘Hercules’) Moira

Inventory Aircraft

Number

C-27j

8

C-130B Hercules

5

C-130H Hercules

10

Gulfstream V

1

ERJ 135LR

1

ERJ135BJ

1

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Above: The C-27Js, which have helped to take some of the workload off the ageing Hercules fleet, are flown by 354 ‘Pegasus’ Moira at Elefsis, the Hellenic Air Force’s transport hub. Tim Ziegenthaler

#344 NOVEMBER 2016 57

FLEET SURVEY EUROPEAN AIR FORCE TRANSPORTS PART 2

Above: The HAF’s VIP fleet, operated by 352 Moira, flies this Embraer ERJ 135BJ and Gulfstream V (right) as well as an ERJ135LR. Mike Green/Jetwash Images

improved weather radar, a new auto-pilot, new IdentificationFriend or Foe (IFF); a digital engine control system and an enhanced ground proximity warning system. The first three aircraft were converted by SPAR, with Hellenic Aerospace Industry (HAI) at Tanagra, completing the remaining 12 aircraft. During their upgrade the aircraft also received an overall grey colour scheme similar to that applied to the C-27J Spartan fleet. In recent years the HAF C-130s have participated in several humanitarian and peace-keeping missions and operations, and been involved in multinational operations in Albania, Bosnia, Kosovo, Somalia and the former Yugoslav Republic of Macedonia. In addition to providing transport duties for the HAF, the C-130 Hercules assists the SAR Co-ordination Centre, which is responsible for SAR operations

throughout the Athens Flight Information Region (FIR). The current situation with the Hercules fleet is difficult to establish, as officially it has ten C-130H and four C-130B models remaining on strength. However, at least two of the C-130Bs have languished for a number of years in open storage at Elefsis and Tanagra. The C-130H fleet is not currently flying at full strength: three were recently on programmed depot maintenance (PDM) at Hellenic Aerospace, with a further three aircraft stored on the air base at Tanagra awaiting their turn at HAI. With the current financial crisis gripping the country, there are no current plans to supplement or replace the ageing Hercules, and it is clear the HAF will need to continue to focus on maintaining the existing fleet for the foreseeable future.

Supplementary Spartans

Supplementing the Hercules

squadron at Elefsis is 354 MTM operating the C-27J Spartan, which provides medium-lift, tactical transport duties for both the HAF and other branches of the Hellenic Armed Forces. Having previously operated the Douglas C-47 Dakota and the Nord 2501 Noratlas, the Squadron re-formed in January 2005 for the arrival of the newly delivered C-27J Spartan, with the first aircraft arriving on August 4 of the same year. The HAF initially ordered 12 of the Italian-built C-27J’s, but later reduced the order to eight, with all of the aircraft still currently in service. The Spartans provide a much-needed supplement to the hard-pressed Hercules fleet. They are essential to a country the size of Greece, with its large number of small islands in the Aegean Sea. Many support HAF fighter aircraft on a detachment basis and require regular support flights from their ‘home’ bases to maintain their Quick Reaction Alert mission.

Flying the VIPs

Operating as the HAF’s VIP transport squadron is 352 Mira Metaforas Ypsilon Prosopon (MMYP). The Squadron is equipped with a single Grumman Gulfstream V and two Embraer ERJ-135 aircraft. The Gulfstream V was delivered to 352 Mira in March 2003, supplementing the two existing Embraers. The two Embraer aircraft in service are of similar design, but are two sub-types: a single ERJ135LR, which can carry up to 35 people and an ERJ-135BJ, with the capacity for 15. The first Embraer aircraft delivered was the ERJ-135LR, which joined the fleet in January 2000, followed in July 2002 by the ERJ-135BJ. In addition to the Squadron’s primary role of providing VIP transportation to heads of state and government officials, it also has a secondary role as a medevac provider. Mike Green

The HAF took on five C-130Bs from ex-USAF stocks in the early 1990s. Mike Green/Jetwash Images

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HUNGARY

The Hungarian Air Force has a single An-26 currently operational. Dr Istvan Toperczer

Hungary set to replace An-26s? T

HE HUNGARIAN Air force soldiers on with one operational Antonov An-26, although another is set to return from overhaul shortly. This small force are the survivors of ten delivered between April 1974 and 1976 and an eleventh, former

Russian Air Force example, acquired from the Ukraine in March 2004. Clearly, the fleet is in need of replacement and, according to local sources, the Hungarian Air Force is due to release a request to tender to interested companies ‘soon’. Although it only has one

aircraft, the Kecskemét based 3rd Transport Squadron has been busy since late August appearing then at Linköping Air Show in Sweden, and Ostrava Air Show in Czech Republic between September 17 and 18. In the past a single An-26 has ventured to Afghanistan in 2010

when a military leader visited Hungarian units in Mazar-iSharif and Kabul. Last year, an aircraft supported the Gripen deployment to Šiauliai, Lithuania for Baltic Air Policing which lasted from August 31-December 30. This year, the sole aircraft participated in a medevac exercise, Argonaut 2016, at Larnaca, Cyprus in late May. Hungary hosts the Strategic Airlift Capability (SAC) based at Papa Air Base, which runs the Heavy Airlift Wing and flies three C-17s but the host nation uses less than 2% of the service in a pre-agreed share of the aircraft (see October, p61). There is speculation that filling job vacancies with multinational personnel is proving difficult, given the location of the base in the northwest of the country close to the Croatia border.

Transport ORBAT Sqn

Base/Aircraft

3rd Transport Sqn Kecskemét An-26

Inventory

Above: This An-26 deployed to Larnaca in late May for an international exercise which included a medevac scenario, as seen here. Istvan Toperczer

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Aircraft Type

Operational

Antonov An-26

1*

*Another aircraft is set to return to service shortly

#344 NOVEMBER 2016 59

FLEET SURVEY EUROPEAN AIR FORCE TRANSPORTS PART 2

Herks, Spartans & tankers

T

HE ITALIAN Air Force (Aeronautica Militare – ItAF) fleet of transport aircraft iis made up of eight types. The most numerous is the C-130J Hercules II tactical transport, which is operated by two squadrons (2° and 50° Gruppo) within the 46a Brigata Aerea (air brigade) at Pisa San. Giusto airport. Eighteen were ordered in 1997 and later increased to 22. The C-130J replaced the C-130H, which was withdrawn from use in December 2002. Deliveries of the new aircraft started in July 2000, and included 12 C-130Js plus ten C-130J-30s, and ended in February 2005.

All the aircraft have a probe for in-flight refuelling operations and the ItAF also has five kits allowing the conversion of any C-130J into a KC-130J tanker. Usually two or three aircraft of the fleet are kept in KC-130J configuration. The Italian Hercules fleet has been involved in all the recent operations and deployments in the wars against terrorism, including Iraq and Afghanistan, and reached the 100,000 hours mark as early as February 2011. Today, they have exceeded the 150,000-hour mark. Besides Pisa, some aircraft are permanently based at Herat, Afghanistan, and Al-Minhad (Abu Dhabi), the

latter housing a Task Force that operates as a ‘hub’ in support of the Italian missions in the west Asian theatres. Two aircraft have been lost in 16 years of operations, one KC-130J at Pisa, and one C-130J at Herat. The other tactical transport type in service is the C-27J Spartan, which is assigned to the third squadron (98° Gruppo) of the 46a Brigata Aerea. This aircraft is a direct development of the G.222, which was completely retired by the squadron in May 2007. The first of 12 were delivered to the unit in January 2007 and the last in May 2009. Two different versions from the basic transport

have been recently developed. The first, which entered service in 2012, is the EC-27J JEDI (Jamming and Electronic Defence Instrumentation), for counterIED operations, and immediately deployed to Afghanistan. The second is the MC-27J, an ISR platform destined to support special operations under a contract for three aircraft signed in 2013. The MC-27J has received its Intelligence Surveillance and Reconnaissance payload and control stations in the hold, while a decision on the gunship configuration has yet to be taken. The choice is between an M61 20mm Vulcan gun

Inventory

Above: There are 17 Piaggio 180s light support aircraft flying with the Italian Air force. Most are operated by 14° Stormo at Pratica di Mare, with some tasked for multi-engine training. Riccardo Niccoli

60 NOVEMBER 2016 #344

Aircraft

No

C/KC-130J Hercules

10

C-130J-30 Hercules

10

C/EC/MC-27J Spartan

12

KC-767A

4

Falcon 50 (VC-50)

2

Falcon 900 (VC-900)

3

Airbus A319CJ (VC-319)

2

A340

1

Piaggio P180 VC-180

17

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ITALY

Left: The Italian Air Force has been flying Hercules since 1972. Its C-130Es made way for C-130Js (seen here) in December 2002, the fleet of 22 of which have flown a total of 150,000-plus hours. Riccardo Niccoli Below: Air-to-air refuelling is important business for most modern air arms. The Italian Air Force received the first two of its four in May 2011. They are also used for strategic air transport, and can accommodate up to 192 passengers. Riccardo Niccoli

and an ATK 30mm gun. For strategic transportation and in-flight refuelling operations, the ItAF operates four Boeing KC-767A, a version of the Model 767-200ER developed for the Italian and Japanese Air Forces, but not selected by the USAF for its new tanker aircraft programme. Italy signed a contract in 2002 with deliveries expected from 2005. However, delays and problems in completing the test

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programmes forced the in-service date to move to January 2011. For transport missions the KC-767A can accommodate up to 192 passengers, or 19 pallets, or a mix. They are widely operated in support of the international missions, including Kuwait, where they are based to support the war against the Islamic State. This aircraft is assigned to the 8° Gruppo of 14° Stormo, based at Pratica di Mare. For VIP transportation, and medical evacuation (especially in support of the civil population), the ItAF operates three types, all assigned to the 31° Stormo, based at Rome/Ciampino Airport. The oldest is the Dassault Falcon 50 (designated VC-50), it has four which were purchased between 1985-1991, two of them having being disposed of in 2006. Then, in 1999, the first of three Dassault Falcon 900EX (VC-900) was delivered and in 2005-2006 two Falcon 900EASY were also acquired. In 2015, the first two EX were retired and are due to be auctioned. The largest type in service is the Airbus A319CJ (VC-319A), with the first of the three being delivered in March 2000. One of them was sold to Turkey in April 2005 and replaced with a new model a year later. In April 2015, one of the three has been retired, and will be auctioned too. The latest addition to the VIP fleet is an Airbus A340500, which was ordered by the Prime Minister’s office in 2015 and received on lease from Etihad Airways in February 2016. This aircraft had a curious introduction. As a civilian aircraft it received the Italian registration (I-TALY), then reverted to its original registration (A6-EHA), and finally back to I-TALY again. ItAF aircrews completed the

Transport ORBAT 46a Brigata Aerea

Pisa

2° Gruppo

KC/C-130J

50° Gruppo

KC/C-130J

98° Gruppo

EC/MC/C-27J

14° Stormo

Pratica di Mare

8° Gruppo OCU

KC-767A

71° Gruppo

VC-180 (1)

31° Stormo (2)

Rome-Ciampino

93° Gruppo

Falcon 900, VC-180

306° Gruppo

Falcon 50, A319CJ

Current overseas missions: Task Force Air Al-Minhad

C-130J

Al-Minhad (Abu Dhabi)

Joint Air Task Force Herat

C-130J

Herat (Afghanistan)

Task Force Air Kuwait

KC-767A

(Kuwait)

Notes: (1) Aircraft from this squadron are loaned out when required to the Centro Addestramento Equipaggi Multi Crew. (2) One Airbus A340-500 is operated by 31° Stormo crews, but it is currently based at Rome-Fiumicino airport.

transition of the type and it began operations in July 2016. The last transport type of the ItAF is the Piaggio P180 (VC-180) Avanti. The light, twin-engine turboprop was introduced into service from 1993 for flying personnel and materials. The first six were acquired and distributed to the liaison flights of the three Air Regions. Later, a second batch of nine was acquired, with deliveries completed in 2005. From 2012, the ItAF has also operated two P180s acquired by the Protezione Civile (Civil

Protection). Today, the fleet is assigned to the 14° Stormo (minus two, which are assigned to 31° Stormo), and some of the aircraft are destined to be used for basic multi-engine training, on behalf of the Centro Addestramento Equipaggi Multi Crew (multi-crew training centre), at Pratica di Mare. The ItAF joined the European Air Transport Command (EATC) in January this year and contribute the use of 31 aircraft, comprising C-130J, C-27J and KC-767As. Riccardo Niccoli

LATVIA Latvia has no strategic or tactical airlift capabilities, although it is believed to operate a former German Air force LET L-410UVP for liaison duties. The nation is one of the 15 original members of the Movement Coordination Centre Europe (MCCE) but, with no assets, it cannot provide any aircraft.

Inventory Aircraft

No

L-410 UVP

1

Transport ORBAT Transporta Fosma (Transport Flight) L-410UVP

Lielvārde

#344 NOVEMBER 2016 61

FLEET SURVEY EUROPEAN AIR FORCE TRANSPORTS PART 2

O

LITHUANIA

F THE THREE Baltic countries, Lithuania is the only one that appears to have invested any substantial amount in its Air Force. In June 2006, two years after joining NATO, it acquired three C-27Js in a deal worth €75m which also included logistics support. The first was delivered in December 2006, with the second following on December 6, 2008 and the third on October 12, 2009. One of the aircraft, 07, named Algirdas, was deployed to N’Djamena International Airport, Chad, from April 2 to

L

May 1, 2014. It was sent to support France’s Operation Sangaris and flew regularly between Bangul and Ndélé airfields in the Central African Republic (CAR), plus Niamey Airport in Niger and Libreville Airport in Gabon – giving aircrews valuable flying and engineering experience. Flying in an unfamiliar environment, in conditions the personnel had never encountered, bodes well for the LAF’s tactical airlift preparedness in any future out-of-area ops. The ten-man crew flew 54 sorties before arriving back at their home base at Šiauliai on May 8, 2014.

LUXEMBOURG

UXEMBOURG WILL partner the Netherlands in jointly purchasing a pooled fleet of Airbus Defence and Space A330 Multi Role Tanker Transport (MRTT) aircraft. On July 28, the Dutch Ministry of Defence notified the Netherlands’ parliament of the signing of a memorandum of understanding (MoU) with Luxembourg to proceed with the acquisition. The two countries signed an initial contract with Airbus for two aircraft the same day – with options for up to six more when, as expected, other nations join the grouping. The order also covers two years’ initial support. The pair of aircraft, to be delivered from 2020, will be NATO property and stationed in the Netherlands at Eindhoven Air Base for pooling and sharing. Belgium, Germany, Norway and Poland have indicated their intention

to join the agreement at a later date. The programme will be known as the Multinational MRTT Fleet (MMF) initiative. The Netherlands will be responsible for registering the MRTTs and monitoring their airworthiness, and a study will determine whether European Air Transport Command, also based in Eindhoven, will be able to supervise the MRTT pool. Costs and personnel will be allocated on the basis of the number of flying hours each country needs. The expected life span of the fleet is 30 years and the investment budget is between €250m and €1 billion. Should Belgium, Germany, Norway and Poland decide to take part in the agreement, both the MoU and the quotation given by Airbus allow for expansion and design costs will be shared with the new members, leading to lower costs for Luxembourg and

Last year Lithuania joined the Movement Coordination Centre Europe (MCCE) and also has a (1.4%) pre-share agreement in the Strategic Airlift Capability at Pápa Air Base in Hungary where the Heavy Airlift Wing is based (see October, p60).

Transport ORBAT Transporto Eskadrile An-2, L-410, C-27J

Šiauliai

Inventory Aircraft Type

No

C-27J Spartan

3

L-410

1

An-2

2

the Netherlands – which are also considering collaboration with France and the UK, among others, on training and maintenance. France is set to receive its first A330 in 2018, while the UK already has A330 MRTTs in service as Voyager KC2/3s. For more see The Netherlands, opposite. Luxembourg will also pay for one of the eight A400Ms ordered by Belgium and is already sending aircrews for training to France and Belgium (see Belgium – October, p63).

MACEDONIA Macedonia has no tactical transports and is unlikely to buy any in the near future.

MONTENEGRO

Like Macedonia, the Montenegro Air Force has no budget for tactical aircraft and is not expected to acquire any in the near future.

The Lithuanian Air Force has built up its fleet in the 12 years since it joined NATO. Taking delivery of three C-27Js in the late 2000s has boosted its capabilities considerably, one of them deploying for a month to central Africa in April 2014. Tim Ziegenthaler

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Both of 334 Squadron’s KDC-10s served the RNLAF and its allies well in the past 21 years. Starting in 2020, they will be replaced by A330 MRTTs operated in an international pool. Kees van der Mark

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HE KONINKLIJKE Luchtmacht (Royal Netherlands Air Force, RNLAF) has a small yet versatile transport fleet, which is home-based at Eindhoven. Two KDC-10 tanker/transports (T-235 and T-264) and a single Gulfstream IV VIP aircraft (V-11) are operated by 334 Squadron. Also assigned to 334 Squadron but flying from Amsterdam Airport Schiphol are two Dornier Do228212 maritime patrol aircraft (PH-CGC and PH-CGN) that are owned and operated by the RNLAF on behalf of the Kustwacht (Coastguard). No 336 Squadron is responsible for tactical transport operations, using two C-130Hs (G-781 and G-988) and two C-130H-30s (G-273 and G-275). The Netherlands is the smallest European nation to operate its own strategic tanker/transport aircraft. The increasing need for such assets was acknowledged at an early stage and by 1995 both KDC-10s – former Martinair DC-10-30CFs converted to tankers in-country – had entered service with 334 Squadron. The RNLAF acquired a third DC-10-30CF (T-255) in 2004 so the heavily used KDC-10s, which mainly operate in the transport role, could be tasked as tankers more often. The DC-10 acted as prototype for the Cockpit Upgrade Programme (CUP) and after much delay it eventually entered service in April 2011. Due to defence cuts announced that same month, the DC-10 was already withdrawn from service in December 2013, after both KDC-

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NETHERLANDS

Just Enough!

10 had emerged from the CUP. Efforts to sell the DC-10 failed and on April 11, 2014, it flew to Newquay Airport, Cornwall, to be dismantled. The KDC-10s are usually flown in a mixed cargo/ passenger configuration, with 152 passenger seats located in the rear part of the cabin. Replacement of the 40-year-old KDC-10s is foreseen from 2020 when delivery of the first of two Airbus A330 MRTTs (Multi-Role Tanker Transports) is scheduled. The A330s were ordered jointly by the Netherlands and Luxembourg in a contract signed on July 28. Belgium, Germany, Norway and Poland are expected to join the MRTT programme at a later stage. If they do, the NATO-operated tanker fleet – which will be homebased at Eindhoven and Dutchregistered since the Netherlands is the lead nation in this project – could comprise up to eight A330s. They are expected to serve for at least 30 years. The Gulfstream IV joined 334 Squadron in 1995 for

(transatlantic) VIP/VVIP transport. The 2013 Defence White Paper called for retirement of the Gulfstream by January 1, 2014. However, that decision was soon reversed as demand for the jet was high – mainly due to the involvement of Dutch armed forces in international operations, including the current one in Mali that started in early 2014. Funds have now been reserved to keep the Gulfstream in service at least until January 1, 2019. Four Fokker 60U introduced in 1996 were found to be less suited to current-day RNLAF operations. Two (U-02 and U-04) were retired in November 2006. The other pair (U-01 and U-03) were converted for maritime surveillance missions from Hato Air Base, Curaçao, in early 2005 as interim replacements for the retired Royal Netherlands Navy P-3C Orions. These too were withdrawn from use in October 2007. All four were handed over to the Peruvian Navy in 2010. Four years later the two

Fokker 50 passenger aircraft operated by 334 Squadron between 1996 and 2012 also went to the Peruvian Navy. Compared to other European air forces, the RNLAF became a Hercules operator relatively late, when two new-build C-130H-30 entered service in 1994. A further two shortfuselage aircraft were introduced in 2010. Both are former US Navy EC-130Qs acquired in 2005, which went through an extensive rebuild, including a state-of-the-art glass cockpit, to C-130H standard by Marshall Aerospace in Cambridge, before service entry. After delivery of the C-130Hs, the ’H-30s received the same cockpit upgrade. During their first 13 years, the Hercules were operated by 334 Squadron. The RNLAF decided to split its sole transport unit into two separate squadrons due to an increase in the number of KDC-10 and C-130 aircrews, thus avoiding 334 Squadron having more than 300 personnel. This

also enabled the new squadron to fully focus on tactical transport. Consequently, the C-130s were transferred to 336 Squadron, which was re-established on October 23, 2007. The Netherlands is actively participating in multinational air transport projects. It is one of the founding members of the seven-nation European Air Transport Command (EATC), headquartered at Eindhoven and has put the entire RNLAF transport fleet under operational control of EATC. The country also participates in the 12-nation Heavy Airlift Wing (HAW) initiative at Pápa Air Base in Hungary, accounting for 500 flying hours of its C-17A Globemaster III fleet annually. Throughout the years, the RNLAF transport aircraft have participated in or supported numerous NATO or UN-lead military operations in the Balkans, Afghanistan, Eritrea, Djibouti, Kyrgyzstan, Afghanistan, Iraq, Libya and more recently Mali, as well as humanitarian missions all over the world. Kees van der Mark

Transport ORBAT Eindhoven AB 334 Sqn

KDC-10, Gulfstream IV, Do228-212

336 Sqn

C-130H/H-30

Inventory Aircraft Type

No

A330MRTT

2+

C-130H/H-30

4

Do228-212

2

Gulfstream IV

1

KDC-10

2

+ on order with Luxembourg

Additional funding will keep 334 Squadron’s sole Gulfstream IV flying until at least January 2019.

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#344 NOVEMBER 2016 63

847 NAS - ARIZONIA

in the Sand

Wildcats When 847 Naval Air Squadron deployed with its new Wildcats to Arizona, Joe Copalman ventured out to the desert to see the unit in action.

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s “We are R2, which is five days’ notice to move anywhere in the world. To be qualified as combat-ready, we need to have done arctic, desert, and decks – we need to be maritime qualified.”

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Main image: The Imperial Dunes west of Yuma provide some challenging terrain for low-level flying, with gently sloping hills giving way to steep drop-offs. Right: Petty Officer Aircrewman Paul ‘Itchy’ Iche prepares to close the side door while informing the pilot of the approaching dust cloud. All images, author

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INCE STARTING the conversion to the Wildcat AH1 Battlefield Reconnaissance Helicopter (BRH) in May 2015, the Royal Navy’s 847 Naval Air Squadron (NAS) has been moving rapidly toward full operational capability. Assigned to Commando Helicopter Force (CHF) at RNAS Yeovilton, Somerset, 847 is effectively the eyes and ears of 3 Commando Brigade, Royal Marines, as the Wildcat BRH’s primary mission is intelligence, surveillance, target acquisition, and reconnaissance (ISTAR). With the Royal Marines facing possible deployment anywhere in the world, CHF trains to operate in virtually every climate and terrain imaginable. As CHF’s only Wildcat squadron, 847 is expected to maintain a constant highreadiness, or ‘R2’ posture as Royal Marine Capt Ollie Bates, a pilot with 847, told AFM: “We are R2, which is five days’ notice to move anywhere in the world. To be qualified as combat-ready, we need to have done arctic, desert, and decks – we need to be maritime qualified. We will be the only R2-maritime Wildcat squadron, period, hence we will always need to consistently keep ourselves qualified and trained.” Exercise Wildcat Raider 16, which ran from early June until late July, saw six Wildcats and around 100 personnel

from 847 NAS deploy to Marine Corps Air Station (MCAS) Yuma, Arizona, for desert environmental qualification. As the first-ever Wildcat desert deployment, it was also an opportunity to put the type through its paces and see how the aircraft and its systems held up against the dust and the heat.

Eyes in the Sky – CHF’s New Wildcats

The squadron previously operated the Lynx, first as an anti-tank platform, then as a light utility and reconnaissance helicopter until its retirement in 2013. After losing the anti-tank mission to the Army’s Apaches in

#344 NOVEMBER 2016 65

847 NAS - ARIZONIA 2004 the Lynx, Capt Bates admitted, “basically became a small helicopter with a camera bolted on the side that wasn’t integrated. It could do a bit of ISTAR, it could do a bit of lift.” By contrast, CHF’s Wildcats were intended for ISTAR from the beginning, built and optimised for the role, with a secondary lift capability. Capt Bates added: “Our benchmark mission is an embarked pairs night, low-level ISTAR mission combining joint fires and relief in place. One of the arguments about ISTAR is ‘Well, you’ve got UAVs now that can do that, which will sit there for hours on end.’ That’s fine until you get a cloud base down at 300 feet, and then they’re going to be quite limited.” Capt Bates went on to highlight the unit’s roles strengths: “We are trained to go low level at night, under wires, on goggles to find a target at low-level. That’s our specialty mission, the kind of mission we pride ourselves in doing, off the ship too, to find an enemy target at max range.” He emphasised other advantages the Wildcat has over UAVs, such as the ability to resupply ground troops, or to bring a troop commander aloft to oversee an amphibious operation. At the centre of this focus on ISTAR is the proven L-3 Wescam MX-15Di electro-optical (EO)/infrared (IR) sensor turret. Coupled with a Thales avionics suite, and integrated with four integrated display units (IDUs) spanning the width of the cockpit, the MX-15 provides Wildcat crews with the ability to locate and laser-designate targets at considerable range. The ability for this to be managed with flight systems via an integrated array of screens is one of the Wildcat’s primary

Wildcat Crew Composition The Wildcat BRH flies with a crew of three. Lt Alex Lovell-Smith described the roles of each crew member: “We fly with two pilots up front, an aircraft commander who is essentially responsible for the decision-making in the aircraft, a pilot who is subordinate to the aircraft commander and ultimately follows his direction, and an aviation rear crewman. His roles include manning and firing the organic weapons system, whether that’s 7.62 or .50-

cal machine guns, managing the rear of the aircraft, managing passengers and any freight we’re carrying. He also acts as an extra pair of eyes for lookout and tail clearance if we’re entering confined areas or challenging landing sites.” In 847’s standard pairs operating construct, the aircraft commander on the second aircraft helps the mission commander in the lead aircraft manage the fight.

Above: Crew composition on the helicopter comprises an aircrewman (left), aircraft/mission commander (centre) and pilot (right). Below: Night flying was a big focus for the squadron while at Yuma, with anything flown during the day repeated at night on NVGs.

“We are trained to go low level at night, under wires, on goggles to find a target at low-level. That’s our specialty mission, the kind of mission we pride ourselves in doing, off the ship too, to find an enemy target at max range.”

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847 NAS - ARIZONIA advantages over its predecessor. Wildcat pilot Royal Navy Lt Alex LovellSmith explained: “The Wildcat is a fullyintegrated aircraft, in terms of its avionics, mission systems, and engines. Whereas on Lynx, although it was a capable aircraft, a lot of the systems were a bit disparate, and they didn’t talk to each other. In this aircraft, the sensor, the tactical processor, and the engine displays all integrate in such a way that it’s very user-friendly. “As an operator I can have as much information as I can cope with displayed in front of me. Similarly, I can filter it to minimise it to only the bits of missionessential information that I might want. It’s a far more swept-up asset.” This ability to tailor information to the needs of the mission enables the aircraft commander in the left seat to focus on operating sensors and communicating with ground and air units to improve their situational awareness (SA) of the battlespace. Situational awareness is, above all else, what the Wildcat BRH brings to the fight. The amount of information its sensors can generate is remarkable, but can potentially overwhelm aircrews if not properly managed. This is typically done through dividing communications tasks among crews and between cabs in a pairs flight. Royal Marine Maj Pete ‘Nobby’ Clarke, 847’s Warfare Officer, added: “The main problem in this aircraft is information overload. You can generate so much stuff, and soon you just get lost in all that data.” With disciplined management of its six radios (enabling up to 16 frequencies to be scanned at any one time), the Wildcat is well placed to build high levels of SA and distribute it to a broad array of air, ground, sea, and command units. The Wildcat offers significant performance improvements over the type it replaced. “It flies like a heavy Lynx,” said Major Clarke’, “but you’ve got really, really powerful engines, two American LHTEC T800s, so that you’ve got loads and loads of power.” He continued: “We can climb at

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Above: A Wildcat flares for landing at MCAS Yuma. The lack of a radome under the nose on 847’s AH1s distinguishes them from the Royal Navy’s HMA2s. However, a multi-mode radar similar to that used on the maritime variant is on 847’s upgrades wish list. Left: Lt Wells, RN (L) and Maj Clarke, RM (R), are all smiles after a successful mission. Royal Marines, such as Maj Clarke bring a valuable ground perspective to 847 NAS, which, as part of Commando Helicopter Force, directly supports the Royal Marines. Below: Wildcat Raider was originally planned to operate out of NAF El Centro, but a scheduling conflict with another unit meant that 847 NAS had to find an alternate venue. With its proximity to several ranges and a new hangar facility, MCAS Yuma worked perfectly.

around at 2,500 to 3,000 feet-per-minute rate of climb. You would never get that in an older Lynx, either the Mk7 or Mk9, you just haven’t got that power available.” Centrifugal intakes on the T800s remove all the dust from incoming air before it reaches the engine, meaning that the Wildcat can fly without cumbersome external FOD screens or sand filters. For everything it brings to the ISTAR mission,

the Wildcat could be even better with a few upgrades, as Captain Bates explained: “The aircraft was planned to have a lot more stuff – radars, forward-firing weapons, downlink, stuff that we hope will come in time. This aircraft would be a much more capable platform with certain upgrades.” Maj Clarke elaborated on four upgrades 847 is hoping for: “For us, we would want to have a radar, which they’ve continued on page 70

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847 NAS - ARIZONIA

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HE PRIMARY focus of Wildcat Raider 16 was to get all of 847’s pilots and aircrews qualified for desert operations. The core of this being proficiency with dust landings. Though not dedicated troop carriers like CHF’s Merlins, Wildcat crews may have to land in dusty, desert areas for any number of reasons, be it ammunition delivery, recce team insertion, operating from a forward arming and refuelling point (FARP), or even the recovery of downed airmen. Regarding dust landings, Maj Clarke explained: “The biggest challenge is the degraded visual environments. If you’re not landing on a prepared surface, all that dust will recirculate on the aircraft and provide you with degraded visual cues for landing, which is where the danger really is. “If you find yourself in a position like that, it’s very easy to lose your references, and if you lose your references, the aircraft could drift and you could crash.” During Wildcat Raider 16, 847’s pilots and aircrewmen performed several dozen day and night dust landings as singles and as pairs in the California desert northwest of Yuma. Before any dust landing, Wildcat pilots perform a power check to determine how much torque is available in case a landing is aborted. Confident the aircraft’s engines can get them out of trouble if needed, the crew then overflies a potential landing

site (LS) for a ‘5S’ recce to assess the size, shape, surroundings, surface, and slope to determine whether a landing there is safe. Once an LS has been selected, crew co-operation becomes more intense than on virtually any other aspect of Wildcat operations. The handling pilot will select a ground reference – a bush, a rock, a pile of tyres – and will padlock that reference, not taking his eyes off of it. The aircraft commander is watching the instruments and calling out ‘gates’ – combinations of airspeed and altitude that, if followed precisely, will ensure that a landing is controlled and safe. At this point, the aircrewman in the back is looking under the aircraft for obstructions and updating the pilot on the dust cloud building behind the aircraft. He’ll make calls such as “at the tail,” “with me” when the cloud is parallel to him as he shuts the door, and “with you” to inform the pilot a wall of dust is about to appear in front of him, possibly obscuring his fixed reference point. In the final descent, the handling pilot is constantly affirming he has his reference in sight with calls of “Happy. Happy. Happy” until the crew feels the undercarriage make contact with the ground.

Rounds Downrange

Wildcat Raider 16 also saw 847 qualifying aircrewmen on the Wildcat’s two weapons – the

7.62mm General Purpose Machine Gun and the .50 calibre M3. With 847’s R2 readiness obligation, the Squadron’s aircrewmen must stay current on both guns. Maj Clarke said: “We come here because the US has big ranges, and they are less restrictive than those we have in the UK. The range facilities here in the vicinity of El Centro and Yuma have enabled us to do all the shooting that we want. And it enables us to do tactical shooting 360 degrees.” The bulk of 847’s live-fire serials were conducted over a portion of the Chocolate Mountain Aerial Gunnery Range known as Mt Barrow, and ‘Yodaville’, an urban target complex on the Barry M Goldwater Range east of Yuma. Capt Bates praised the two targets: “Mount Barrow and Yodaville are unbelievable ranges. Mount Barrow is brilliant. It’s basically a large bowl with a disused airfield and tanks and other targets. It’s phenomenal. It’s quite tight, so you can get low-level and hide behind the hills and do some shooting.”

Interoperability

A third component of Wildcat Raider 16 was interoperability with the US Marine Corps. No.847 NAS has a close relationship with the USMC, having hosted a Marine Weapons and Tactics Instructor (WTI) in a long-standing exchange slot.

Wildcat Raide Down and Dirty in the Arizona Desert

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847 NAS - ARIZONIA Maj Clarke recalled: “We’ve had a WTI with us in the squadron for 20 years and they have transformed how we do our stuff. All our standard operating procedures that we have now were all bred out of the first WTIs from the American Marine Corps.” Maj Morgan ‘Nose’ Smyth, an AH-1 Cobra pilot, has been 847’s WTI throughout most of the Wildcat conversion process. Maj Smyth, who as a qualified FAC(A) instructor helped Lt Lovell-Smith establish the curriculum for the upcoming FAC(A) course in September, coordinated with several units in the area for some interoperability training with 847 NAS. Capt Bates explained: “We did three missions with HMLA-169 ‘Vipers’ out of Camp Pendleton. The first one was a large air assault and involved something like 31 aircraft. A company of Marines was infilled into an airfield with V-22s and Cobra supports. In co-ordination with some US MARSOC (Marine Corps Forces Special Operations Command) JTACs on the ground, we provided close air support to stop any infill into that airfield.” A pair of Wildcats provided CAS on another mission involving Marine V-22s engaged in a personnel recovery scenario. Focusing on the Wildcat’s primary ISTAR and FAC(A) roles, HMLA-169 sent an AH-1Z and UH1Y to Yuma for live ordnance work. Describing the mission, Capt Bates said: “We led with the

Wildcats, and it was quite impressive, actually. We did a ‘comms-silent’ mission, where we essentially lifted, and there were no radios. It’s something we’re looking to do more and more of because it’s quite easy for enemy forces to directionally find you, so they can hear your radio transmissions – not necessarily hear your words, but they can hear you transmitting. We were training for comms silence, so unless there’s something that’s urgent or exceptional, they wouldn’t speak. They transited across to the ranges to strike that target which involved a Wildcat lasing it, using its target designator, and then the Cobra simulating that it struck it.” Bates also confirmed that Wildcats provided FAC(A) for a live-fire event on June 30, saying: "Whilst the Cobras were over we also conducted a live designation for one of the Cobra's APKWS rockets. It was the first time Wildcat has designated for any rocket, so that again was another first." Another first during Wildcat Raider 16 was a mission on July 11 when Wildcats flew with a pair of F-35B Lightning IIs from No.17(R) Squadron at Edwards Air Force Base. The jets were flown by Royal Navy pilots, signifying the first time British F-35s have worked with UK (or any) rotor-winged assets. This mission saw a pair of Wildcats providing FAC(A) for the F-35s, using talk-ons and laser-

designation to guide them through weapons employment, though no weapons were dropped. Lt Lovell-Smith, who flew as the lead FAC(A) on this mission, praised the F-35: “In a more traditional jet, you’d have maybe five minutes of ‘OK, I can see a road, there’s a red building next to it, and next to that is a garage.’ Today, it was more like, ‘I’ve got the grid. There’s a building there. It’s brown. That’s the building.’ That was it. It was very impressive.”

What’s Next?

Royal Marine Maj David Sutton MBE, assumed command of the squadron from Royal Navy Commander Graeme Spence in the middle of Wildcat Raider 16. He will continue the business of 847’s immediate priority; to continue building manpower to reach full operating capability (FOC), with a target date of April 2017. Though airframe availability is not an issue due to CHF’s Wildcat pooling agreement with the Army, manning is currently below full strength. The Squadron will be training four new Wildcat pilots between September and February to bridge this gap. Once FOC is reached, 847 will continue to hone and sharpen the skills and tactics that will be critical to supporting the Royal Marines Commandos, no matter the theatre or environment, for decades to come.

der 16 Above: One of the Wildcat’s missions is Air Observation Post or ‘Air OP.’ Here a crew from the 847 NAS hovers between two mountains while performing a simulated artillery adjustment mission. Left: The main objective of exercise Wildcat Raider was to get squadron pilots and aircrewmen qualified for desert operations. Having completed maritime and arctic qualification earlier this year, desert environmental qualification was 847’s final box to tick in order to be certified worldwide deployable.

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#344 NOVEMBER 2016 69

847 NAS - ARIZONIA got on the maritime version, as it would enhance our ISTAR capability immensely. We’d want a free-flight standoff weapon capability to give us some reach, our own way of reaching out and touching that bad boy instead of relying on somebody else, without putting ourselves in their threat boundary.” He continued: “We’d want more fuel, so we can stay there and be more persistent, and we’d like a downlink for better reachback capability so we could give all those parties we’re working with a lot more SA as well. That’s all in the pipeline, but that’s going to be a number of years before we get to the nirvana of that.”

Rotary Wing FAC(A)

The Wildcat BRH is currently the UK’s only dedicated Forward Air Controller (Airborne) or FAC(A) platform. Though the UK maintained a FAC(A) capability prior to the campaigns in Afghanistan and Iraq, the MOD saw ground-based Joint Terminal Attack Controllers (JTACs) as adequate enough in both conflicts to do away with FAC(A). With the Royal Marines refocusing on traditional amphibious missions against near-peer adversaries, FAC(A) has returned to the forefront. The UK’s FAC(A) construct moving forward is focused on rotor-winged platforms. Lt Lovell-Smith, currently the UK’s only qualified FAC(A) instructor, said: “The likelihood of requiring a FAC(A) in the situations we envisage is going to be rotary-wing, if you use one at all. And that is for littoral manoeuvre operations, so a beachhead where the JTAC isn’t established ashore, or for air assault operations where you know your JTAC hasn’t come off the Chinook yet. They need someone to control the battlespace before he establishes in position.” The Wildcat’s innovative mission systems make the FAC(A)’s job easier and the process of directing pilots to targets more efficient than in the past. With the tactical processor, an aircraft commander can create entities on the moving map to designate friendly positions, enemy positions and other situational awareness-building data. The Wildcat’s laser has uses beyond target designation, one being generating co-ordinates for GPS-guided munitions, or simply to plug a target’s location into the map to pass along to attack aircraft or a JTAC on the ground.

Engineers

Royal Navy Lt Matt Cochrane, 847’s Deputy Engineering Officer, discussed what kept the engineers busy during Wildcat Raider 16: “The main challenge the engineers have faced is the lack of corporate knowledge when operating in the environment. It has been a few years since 847 operated the Mk9A in this environment and a lot of engineers have since left the Squadron. The initial challenge was predicting the main and tail rotor blades. Initially we had allowed one dust landing at a time, this enabled us to enhance our understanding of erosion damage. Once we built our evidence, it became easier to establish a recovery

programme for the blades.” Lt Cochrane explained how the challenges of working in extreme heat were managed: “We have been experiencing a few heatrelated avionics issues that often cure themselves once the aircraft is in the hanger; this is often difficult to predict and cure. In terms of changing the way we operate, the environment hasn’t directly changed anything. The main operating change is the management of engineer’s exposure to heat. Jobs are taking longer due to the heat and the requirement to ensure the engineers are taking regular breaks.”

Capt Bates gave some detail: “We’ll see a target, lase it, create an entity, click on it, and it will give us a drop-down talk-on sheet. The grids are already in there, strengths, direction. A nine-line [format used for FAC(A) talk-ons] card just rolls out. You can then set in attack cones, you can draw the map and create situational awareness.” With 847’s Wildcats lacking a data link, all information generated by the aircraft’s sensors is currently passed on verbally or through an improved data modem

(IDM) that currently supports text communication between Wildcats. Lt Lovell-Smith continued: “We’d like to be able to pass that on via downlink, but at the moment it’s all verbal. Nonetheless, it’s quite good.” In addition to controlling airstrikes, Wildcat crews also train to direct artillery and naval guns. As Lt Lovell-Smith elaborated, “All of our aircraft commanders are trained to a level of naval gunfire support and air observation post for artillery.”

Above: Interoperability was a major component of Wildcat Raider 16. The squadron worked with Royal Navy F-35B pilots flying with RAF No17(R) Sqn on some FAC(A) missions that had the Wildcat crews finding and designating targets for the F-35s. Top: Engineers from 847 NAS perform maintenance on a Wildcat to prepare it for another mission. Regularly scheduled breaks and performing the maintenance in the hangar helped mitigate the fatigue that often comes from working in high temperatures.

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07/09/2016 17:10

EXERCISE REPORT Sea Breeze 2016

Above: In a manner typical for operations over hostile territory, a Ukraine Army Mi-24P ‘04 Red’ arrived at Lebedivka flying low and fast. Note the new KUV 26-50 chaff/flare launcher. All images by Sergey Smolentsev unless otherwise stated. Right: An Mi-24P provided air support to the landing party of 15 USMC AAV7 amphibious assault vehicles deployed from USS Whidbey Island on July 27. Here three of the armoured vehicles come ashore.

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Black Back in the

Vladimir Trendafilovski reports from the annual Black Sea maritime exercise.

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EA BREEZE 2016 was the 15th iteration of the annual multinational maritime exercise that has taken place in the Black Sea region since 1997 and is traditionally co-hosted by Ukraine and the US. Its goals are to promote security, maritime safety and stability by improving co-operation and

interoperability between the nations involved. Running from July 18 to 30, this year’s exercise was attended by participants from Bulgaria, Canada, Finland, Georgia, Greece, Italy, Lithuania, Moldova,

Norway, Poland, Romania, Spain, Sweden, Turkey and the UK. Its primary focus was on conducting military operations to restore peace in a conflict zone.As usual it had land, maritime and air components, and comprised multiple phases conducted at various locations in the Kherson, Odessa and Mykolayiv districts of Ukraine, plus an at-sea phase conducted in Ukrainian territorial and international waters. Compared with last year’s exercise – see Holding the Line, Line December 2015, p80 – Sea Breeze 2016 was more elaborate, especially in its land component. Overall it involved 4,000 personnel (including 700 ground troops), more than 25 ships, in excess of 140 vehicles and 20 aircraft.

Ukrainian Aircraft

The air component was involved in all exercise phases, with Ukrainian Armed Forces aircraft predominant. The bulk of them hailed from the 10 mabr (naval aviation brigade), the only Ukrainian Navy aviation unit, stationed at Kul’bakino near Mykolayiv – see Crimea’s Unsung Heroes, September 2015, p76. Kul’bakino’s main concrete runway was under repair during the exercise, but naval Antonov transports continued to operate from the base, using its grass auxiliary strip. Whereas, the two Ukrainian Air Force units, 204 brTA (tactical aviation

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EXERCISE REPORT Sea Breeze 2016 brigade) and 299 brTA – see Ukraine’s Superbase, June 2016, p36 – temporarily detached their operational aircraft (MiG29 Fulcrums, Su-25 Frogfoots and L-39M1 Albatros trainers) to other bases, including the Martynivka reserve air base near Voznesensk. From these they continued regular operations, including participation in large-scale PS exercises conducted throughout Ukraine during July. These commitments, combined with the fact that for Sea Breeze combat aircraft fly unarmed, mock attack runs, meant that this year it was decided to replace the MiG-29s and Su-25s with L-39M1s, which offer similar effects and are also more fuel efficient. Four L-39M1s were used, two from 299 brTA and two from 40 brTA at Vasyl’kiv, all operating from Martynivka. The absence of Ukrainian combat aircraft was compensated for in part by the inclusion of Army Aviation Ground Forces (AA SV) helicopters – a pair of Mi-8MT Hip-H combat transports and pair of Mi-24P Hind-F gunships from 11 obrAA (independent army aviation brigade) – at Chornobayivka, near Kherson. Finally, the Ukraine State Border Guard which was heavily involved in Sea Breeze 2016, provided ‘22 Blue’, a Diamond DA42 MPP Guardian patrol aircraft. It flew from the Shkil’nyy military apron at Odessa International Airport (IAP), where the Border Guard's independent aviation squadron (oae) is based. At least one Ukraine Air Force helicopter was also indirectly involved – early in the morning of July 27, Mi-8MTV ‘70 Yellow’

Above: The An-2T ‘07 Yellow’ of 10 mabr prepares to take off to deploy a paratrooper team from the unit’s own airborne rescue group at Kul’bakino air base during the air component demonstration on July 22. Below: A pair of Mi-14PLs from 10 mabr demonstrates a close-formation ASW sortie. The unit’s CO, Col Ihor Bedzay, flew in ‘36 Yellow’.

Other Participants

Main aircraft participants Type

Serial

Unit

An-2T Colt

‘07 Yellow’

10 mabr, VMS

Paradropping

An-26 Curl

‘09 Yellow’ and ‘10 Yellow’

10 mabr, VMS

Maritime patrol, paradropping, SAR

Tasks

CH-124A Sea King

12404/404

423 MH Sqn, RCAF

ASW, maritime patrol, transport

DA42 MPP Guardian

‘22 Blue’

Odessa oae, DPSU

Aerial surveillance, maritime patrol

IAR 330 Puma Naval

140

Grupul de Elic, FNR

Maritime patrol, SAR, transport

Ka-27PL Helix-A

‘22 Yellow’

10 mabr, VMS

ASW, maritime patrol, transport

Ka-27PS Helix-D

‘29 Yellow’

10 mabr, VMS

Medevac, SAR, VIP transport

L-39M1 Albatros

‘77 Blue’ and ‘80 Blue’

299 brTA, PS

Combat air support

L-39M1 Albatros

‘102 Blue’ and ‘103 Blue’

40 brTA, PS

Combat air support

Mi-8MT Hip-H

‘85 Red’ and ‘99 Red’

11 obrAA, SV

Combat air support, transport

Mi-14PL Haze-A

‘36 Yellow’ and ‘37 Yellow’

10 mabr, VMS

ASW, maritime patrol, transport

Mi-14PS Haze-C

‘34 Yellow’

10 mabr, VMS

Medevac, SAR, transport

Mi-24P Hind-F

‘04 Red’ and ‘05 Red’

11 obrAA, SV

Combat air support

P-3C Orion

158222/222

VP-4, USN

ASW, maritime patrol

SH-2G Super Seasprite

163544

43. BlotM, MW

ASW, maritime patrol, transport

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from the 15 brTrA (transport aviation brigade) at Boryspil’ delivered the Chief of the General Staff of the Ukraine Armed forces, General of the Army Viktor Muzhenko, to Shkil’nyy. The involvement of the Standing NATO Maritime Group Two Task Unit Two brought a variety of shipborne helicopters to Sea Breeze, since each of its three frigates had a different type aboard. Canada’s HMCS Charlottetown (FFH 339) carried CH-124A Sea King 12404, Poland’s ORP (Vessel of the Republic of Poland) Generał Tadeusz Kościuszko embarked SH-2G Super Seasprite 163544 and Romania’s ROS Regina Maria had IAR 330 Puma 140. The US once again had only one direct aviation participant, a P-3C Orion patrol aircraft that took part in the active at-sea phase. This year it was BuNo 158222 of Patrol Squadron 4 ‘Skinny Dragons’. Usually stationed at US Marine Corps Base Hawaii, it was deployed in the US Sixth Fleet theatre and flew out of Mihail Kogălniceanu air base, Romania for the exercise. Two USAF C-17A Globemaster IIIs were indirectly involved. Aircraft 08-8194 of the 62nd Airlift Wing, Joint Base LewisMcChord, Washington arrived at Odessa IAP on July 20 to deliver exercise equipment for US troops, while 08-8204 of the 437th AW, from Joint Base

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Russian Interest As soon as the exercise kicked off, Russian Black Sea Fleet ships began roaming international waters along the Ukrainian border, attempting to detect the exercise fleet as it gathered for the at-sea phase. At least two vessels were present initially, the Moma-class medium electronic intelligence (ELINT) ship Ekvator and the Krivak II-class

frigate Pytlivyy. The latter returned to its Sevastopol homeport on July 25 to prepare for the local Russian Navy Day parade held on July 31. Ekvator caught up with the exercise fleet on July 28 and began shadowing it from a safe distance – sister-ship Liman joined it the next day. The ships made no aggressive gestures

and there were none from any other Russian military assets, even when the fleet was in international waters. However, a Crimea-based Su30M2 Flanker was launched on July 26 when the P-3C arrived in the exercise area, no doubt as a precautionary measure in case it turned out to be an ELINT aircraft.

Russian ELINT ship Liman moves between the main exercise fleet and three Ukraine Navy ships arriving from Izmail on July 29 – Yuri Olefirenko a landing ship, Korets a seagoing tug and Henichesk a minesweeper are in the background.

Charleston, South Carolina, arrived there on July 30 to retrieve it.

Exercise Highlights

Above: A CH-124A Sea King 12404 aboard the Canadian frigate HMCS Charlottetown was one of three shipborne helicopters arriving with SNMG2 TU.02. DND Canada via author

The first major exercise event was on July 21 at the Shirokyy Lan army training range in the Mykolayiv district, where the land component demonstrated its capabilities in various realworld scenarios. One involved Mi-8MT ‘85 Red’ inserting a Ukraine Navy infantry team behind enemy lines using the Ukrainian Adapter-M1 fast rope insertion and extraction system (FRIES) to capture an enemy VIP. He was captured after a brief but successful firefight during which a team member was wounded. Mi-8MT ‘99 Red’

extracted part of the team and its captive using FRIES, while the remainder stayed with their wounded comrade until ‘29 Yellow’, a Ka-27PS SAR helicopter, evacuated them. The air component demonstrated its capabilities at Kul’bakino air base on July 22. First a pair of 299 brTA L-39M1s performed mock bombing and strafing runs over the runway, followed in by 10 mabr aircraft. Mi-14PS ‘34 Yellow’ landed to perform a medevac; An-26 ‘09 Yellow’ dropped paratroops, while ‘10 Yellow’ demonstrated maritime patrol/SAR; An-2T ‘07 Yellow’ deployed a team from the unit’s airborne rescue group, via precision parachute

Above: The sole US airborne asset this year, P-3C Orion 158222, which previously participated in the exercise four years ago. It is pictured during Sea Breeze 2012 when operating with VP-9 ‘Golden Eagles’. Left: A DA42 patrol aircraft of the Ukraine Coast Guard ‘22 Blue’ flies over Lebedivka on July 27 at an altitude of 3,300ft. It provided constant surveillance of the exercise area.

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EXERCISE REPORT Sea Breeze 2016

jumps; Ka-27PS ‘29 Yellow’ flew a medevac without landing and demonstrated its underslung cargo capabilities; and Mi-14PLs ‘36 Yellow’ and ‘37 Yellow’ flew a close formation anti-submarine warfare (ASW) demonstration, while ‘37 Yellow’ also showed underslung cargo movement. The at-sea phase began early in the morning of July 26, when all participating ships departed for the exercise area in the Black Sea to rendezvous and form a fleet. As well as ASW, SAR, medevac and maritime patrol – most of the shipborne helicopters flew other tasks. These involved insertion/extraction of the divers and special forces troops present aboard the majority of the vessels, ship replenishment, liaison and the imitation of low-flying targets for the ships’ air defence systems.

Helo Ops

Cross-decking was also common; as an example, Ka-27PL ‘22 Yellow’, flying off the Ukraine Navy flagship Het’man Sahaydachnyy, operated off the Arleigh Burke-class destroyer USS Ross (DDG 71). Shore-based aircraft also flew maritime tasks. The most significant event was a large amphibious landing on a beach near Lebedivka in the Odessa region. It began at dawn on July 27, when Whidbey Islandclass landing ship USS Whidbey Island (LSD 41) deployed a landing party comprising 15 USMC AAV7 amphibious assault vehicles. As it came ashore, L-39M1s ‘77 Blue’ and ‘103 Blue’ simulated

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Above: An Mi-24P ‘04 Red’ at Lebedivka on July 27 with USS Whidbey Island visible in the background. The Mi-24P has all the latest Ukrainian defensive aids – a pair of KUV 26-50 launchers and a KT-01AVE active IR jammer and was overhauled this year. It is unarmed, but has a pair of 110imp gal (500lit) external auxiliary fuel tanks. Below: A Ka-27PS ‘29 yellow’ at the Shirokyy Lan army range on July 21.

strafing runs over the beach, followed by a pair of extremely low-flying Mi-24Ps that provided close air support. Meanwhile, the two naval An-26s paradropped 70 naval airborne troops to seize the former Artsyz Air Base, while the two FRIES-equipped Mi-8MTs deployed naval special forces to secure the bridge at Zatoka, on the Dniester Estuary.

Soon after securing the beach at Lebedivka, the AAV7s moved on to secure the two key objectives, relieving the troops that had captured them. The DA42 patrol aircraft monitored the operation. As soon as it had ended, a smaller landing party of 200 Georgian, Moldovan and Ukrainian troops using ten HMMWVs, was deployed by

the Ukraine Navy landing ship Yuri Olefirenko on the bank of the Danube at Izmail, 38 miles (61km) inland. With support from Mi-24P ‘04 Red’ that arrived from Lebedivka, the landing party captured the local airport. The air component was active throughout Sea Breeze 2016, performing a variety of tasks. For example, the Mi-14PS inserted divers in the littoral zone, the Mi-14PLs delivered underslung cargo to ships at sea, and the four Army helicopters supported elements of an amphibious landing on the uninhabited Tendra Spit sandbar. With its close vicinity to the main exercise area, Shkil’nyy became a temporary base for most of the Ukrainian helicopters involved. Ka-27PS ‘29 Yellow’ was detached to the base and provided VIP transport to the exercise commanders, as well as General Muzhenko, delivering him to USS Whidbey Island and the Lebedivka and Izmail landing sites during his official visit on July 27.

Above: The pair of Ukraine Navy An-26 transports at Kul’bakino air base at the end of the air component demonstration. They operated from the grass auxiliary strip because the main concrete runway was under repair.

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! a N n I o e t m W e a J n s r w u o o Y rr RTH O W O

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Key Publishing has teamed up with the Royal Air Force Museum to offer our readers the once in a lifetime opportunity to win a £1,000 ‘Name on a Plane’ package - putting your name, or that of a loved one, on a Red Arrows Hawk jet for the 2017 flying season – and raising funds in support of the RAF Museum’s major transformation programme. Four ‘Names on a Plane’ Packages at £1,000 and 20 Packages at £150 are on offer. To enter simply send your name, address and telephone number to: Names on a Plane Competition, AirForces Monthly Magazine, Key Publishing, PO Box 100, Stamford, Lincolnshire, PE9 1XQ. Alternatively, email the same information to [email protected] with the subject header ‘AFM Names on a Plane Competition’

THE £1,000 PACKAGE INCLUDES: • Your name or the name of a loved one on a Red Arrow Hawk Jet for the 2017 flying season. • Your name or the name of a loved one on the digital wall in a new Members’ Room at the RAF Museum, London, opening in 2018. • A commemorative RAF Bluey in a commemorative certificate with a special message from the Reds. • A limited edition ‘Names on a Plane’ pin badge. • Free one year RAF Museum Membership. • A personalised die-cast Corgi Red Arrow Hawk Jet. To support the RAF Museum RAF Centenary Programme and guarantee your name on a plane please visit

www.namesonaplane.org to make a donation. There are five naming packages available ranging from £30 - £25,000. The competition is now open and will close Friday 2 December 2016 at 12pm. Good Luck!

Competition Terms and Conditions: 1) Only one entry per household. 2) All entries to be received via email no later than 12pm (GMT) Friday 2 December 2016. Any entries received after this time will not be entered into the competition. 3) Total Prize Fund will consist of 4 X £1,000 Names on a Plane Naming Experiences and 20 x £150 Names on a Plane Experiences. No cash alternatives are available. 4) The winners will be informed via email of their success by Friday 9 December 2016. In order to ensure that the competition is deemed to be fair, by entering this competition, the winners agree that their name and town of residence will be published on the Royal Air Force Museum’s website and will be used any subsequent publicity. 5) If a winner does not take up their Prize within 20 working days of receiving the announcement they will automatically forfeit their claim on the prize. A second prize draw will then be held and a new winner informed. 6) The winners’ names will be posted on to the Museum’s Twitter Stream and Facebook Fan Pages. 7) On occasions Key Publishing Limited may make offers on products or services that we believe to be of interest to our customers. If you do not wish to receive this information please state NO INFORMATION clearly on your entry. Also, by entering the competition your details will be passed to the Royal Air Force Museum to be placed on the Museum’s database. In accordance with Museum policies and the Data Protection Act, the Museum will not pass your details on to any third parties. If you DO NOT want to be kept updated with Museum events, competitions and news, please also state NO INFORMATION on your entry. 8) The judge’s decision is final and no correspondence will be entered into. 9) The competition is not open to staff of the Royal Air Force Museum, Royal Air Force Museum Enterprises Ltd, their family or friends. Nor is it open to the Staff of Key Publishing Limited, their family and friends nor to any staff, their family or friends of any affiliates owned by Key Publishing Limited. 10) No purchase necessary.

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03/10/2016 15:23

FORCE REPORT Turkish Army Aviation Command

S

EVERAL UNITS within the Turkish Land Forces Command, also known as the Turkish Army, were involved in the attempted military coup on July 15/16. While Turkish Air Force F-16s flying from AnkaraAkinci and Diyarbakir, as well as KC-135s based at Incirlik, were heavily involved, the coup plotters also used Army Aviation Command helicopters. AH-1 Cobra helicopters based at Ankara-Güvercinlik, as well as Black Hawks, Hueys and Cougars attacked several military and political targets – including the Parliamentary Palace, the headquarters of the Turkish National Intelligence Organisation (MIT), satellite operator Türksat in Gölbaşı and a number of police facilities such as the Special Operations Command at Ankara-Gölbaşı. Some arrived from Samamdira/ Istanbul carrying Special Forces troops and joined with others from Gaziemir/Izmir at Cigli airbase where some Combat Search and Rescue troops boarded. They flew

to Marmaris and during the attack; they tried refueling in Bodrum Imsik and Dalaman airports. The Cougar and Black Hawk helicopters deployed Special Forces supporting the coup attempt, to a hotel where President Recep Tayyip Erdoğan was staying at the time of the coup attempt. The plotters deployed large numbers of troops and heavy armour in Istanbul and Turkey’s capital, Ankara – where Turkish Air Force F-16s executed show-of-force flights and strafed the cities at low level with full afterburners deployed. Some even dropped bombs on key government buildings in broad daylight. After only a few hours it was clear the plotters did not have the anticipated support for the coup, and forces loyal to President Erdoğan took back control of the situation before dawn – heavily supported by civilians who went to the streets when he asked them to. Within hours, almost 3,000 military personnel

Big Hopes But What Now? Weeks before July’s attempted coup in Turkey, Marco Dijkshoorn and Dirk Jan de Ridder visited the Güvercinlik-based Army Aviation School, gaining exclusive access to the facility for an overview of Turkish Army Aviation Command.

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#344 NOVEMBER 2016 79

FORCE REPORT Turkish Army Aviation Command A short history of Turkish Army Aviation THE KARA Ordusu Topçu Havaciliği, or Army Artillery Aviation section, was formed in 1948 when officers from artillery regiments were sent to the Türk Hava Kurumu (THK), or Turkish Aeronautical Association, for flying training. The THK is a civilian organisation set up in 1925 by Turkey’s first president, Mustafa Kemal Atatürk, to promote interest in aviation, and it’s still very active today. Initially the Topçu Okulu Hava Grubu, or Artillery School Air Group, operated from Polatli, but in 1958 the Army Aviation Headquarters and Flying School moved to Ankara’s former civil airfield, Ankara-Güvercinlik. A year later the Flying School was renamed the Kara Havacilik Okulu, or Army Flying School. The aviation component became increasingly important, and from 2003 Turkish Army Aviation Command went through a drastic reorganisation, gaining the status of an independent command reporting directly to Army HQ. Four Air Regiments (Hava Alay) were created at Ankara Güvercinlik, Malatya-Tulga, Izmir-Gaziemir and IstanbulSamandira. The Army Aviation Command also utilises subordinate units that operate from satellite locations.

Recruiting new pilots

To sustain the Army Aviation Command, new soldiers are recruited constantly. With a high operational tempo in Turkey, there’s a constant need for qualified and certified pilots, not only in the Army but also from other air arms that train with it. Each year 300 to 400 recruits apply for a pilot position in the Army but, after being subjected to the Pilot Selection System (PSS), an average of only 140 start basic flying training. The number is determined not only by the outcome of the PSS, but also because the Army Aviation School is always operating at full flight capacity to meet the Army’s needs, with Güvercinlik unable to host any more flights. Before recruits are allowed to enrol in any of the School’s classes they first have to graduate from the Army College, where they undergo tests in flight simulators to determine their piloting skills – the PSS having selected the candidates who can enrol, but without advising on which careers they should pursue. All students have to follow the same basic training course, which first involves flying the fi xed-wing Cessna T182T as well as the AB206R helicopter – and later the UH-1H/AB205 Huey, T-42A and Cessna 421B.

Above: The AH-1W Cobra fleet is a moderate size, but forms the backbone of the attack helicopter force, a role that will eventually be passed to the T129A. More than 16 examples of the new helicopter had been delivered by the middle of this year. All images by authors unless stated.

had been detained and 2,745 judges removed from duty. Many more would follow in the days after the coup’s failure. The Army and the Air Force continue to be purged in the aftermath, with footage of detained high-ranking officers and foot-soldiers shown on television. It’s hard to say what the longer-term implications of the purge will be, so this article focuses on the situation from just before the coup attempt began.

Ankara moves in – Aviation School moves out

With more than 100 flights a day on average, the relatively small area of Güvercinlik air base buzzes with activity. Given its close proximity to the ever expanding city of Ankara, the flights put pressure on the

local environment, so specific training areas for tactical flying were sought further afield and forward operating bases (FOBs) are used to relieve Güvercinlik. To reduce some of the pressure, Turkish Army Aviation commanders opted to move the School to Isparta Süleyman Demirel, 200 miles (320km) southwest of Ankara. Isparta is ideally located: surrounded by mountains and with the Mediterranean only 72 miles (115km) to the south, all sorts of training scenarios can be played out without putting pressure on the local population. The Turkish Army’s Mountain Commando School is also located here, which makes for realistic training. The plans to move the Army Aviation School away from Ankara were confirmed around 2010 and the work is now under

Below: The Assault Helicopter Battalion at Ankara-Güvercinlik operates two squadrons of AH-1P Cobra helicopters.

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‘Free play’ during a high-speed, lowflying pass by a (T)AH-1P. Aircrews have an opportunity to demonstrate such skills when the Army Aviation School completes its training sortie requirements, despite the airfield’s close proximity to the city centre.

way to make the move a reality. “Ankara and the surrounding areas are not ideal for napof-the-earth (NOE) low-level flying whereby geographical features are used as cover,” said Brigadier-General Unsal Coşkun, the highest-ranking officer at Güvercinlik. He added: “Koçoğlu Group was hired as the prime contractor for the redevelopment and to build the new infrastructure at Isparta Süleyman Demirel Airport. Our move to Isparta will bring a lot of possibilities for tactical flying training like NOE and nightvision goggle (NVG) training in a far less light-polluted area.” Currently the small aerodrome at Temeli, 25 miles (40km) southwest of Ankara, is used for NOE and NVG training, but once the School has moved to Isparta, FOBs that serve specific purposes will be used and, if necessary, built from scratch. Since the start of the building process in 2012, a new runway

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Above: On the night of July 15, AH-1s played a significant part in the coupattempt. They attacked numerous government buildings including the National Intelligence Agency headquarters in Ankara. Below: Two AH-1Ps fly in a loose formation as they transit to a local training area. The Cobra in the foreground wears a new camouflage scheme that is slowly being introduced across the attack helicopter fleet.

has been constructed, parallel to the current one used by the civilian airport. As part of the $150m project, Koçoglu is undertaking the construction of the Army Aviation Command headquarters building, three hangars (for helicopters and fixed-wing aircraft), four helipads, two runways, a maintenance centre and other educational buildings and dormitories. The building project is in full swing and is expected to be completed this year. That’s the plan, but the current political situation might well push the date back. Only the Army Aviation School will move to Isparta. All other operational units at Güvercinlik, including their helicopters and fixed-wing aircraft, plus the Jandarma (Turkish Gendarmerie force) helicopter command, will remain at the base – where, because most of the flying has been by the Aviation School, its move will reduce environmental pressure. Taking account of lessons learned at Güvercinlik, a number of changes have been incorporated in the construction of the airfield layout at Isparta. It will have more helicopter landing pads, enabling more concurrent training flights, and also has two auto-rotation panels, only one being available at Güvercinlik. The move to Isparta means the Army Aviation School will be able to host and train more students, although the number of aircraft at the School’s disposal will stay the same. Meanwhile, given the new and more diverse training environment Isparta provides, the flight training syllabus will be changed to include flights over the sea and tactical flying as part of the Basic Rotor Wing Pilot Course. And, so that it doesn’t interfere with civil aviation traffic using the adjacent Süleyman Demirel airport, the Army Aviation School will have its own Controlled Traffic Region (CTR), with a dedicated control tower overlooking the helipads and the runway. Although more are needed, there are already two FOBs in the vicinity of Isparta – Çardak, a Turkish Air Force reserve base 38 miles (60km) to the east of Isparta; and another further afield. Some 156 miles (250km) southwest of Isparta is Bodrum

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Helicopters

(Agusta-)Bell 206R Jet Ranger

Twenty AB206B-3 training helicopters ordered in 1996 were later upgraded, receiving the local AB206R designation. In 1998, 13 refurbished Jandarma AB206Rs were taken on charge by the Army Aviation School to supplement the existing fleet. The Jet Rangers are the primary helicopter training platform, and all students start their basic rotary course on the type.

Bell (T)AH-1P Cobra, AH-1W Super Cobra

The first dedicated attack helicopters to be delivered to Turkey were ten new AH-1W Super Cobras, which arrived between 1990 and 1994 under a US Foreign Military Sales programme. Owing to delayed operational capabilities of the T129A, the Government decided to request three ex-US Marine Corps AH-1Ws to augment the then serviceable fleet of six Super Cobras. They arrived in 2012.

The T129A ATAKs will replace the AH-1P assault helicopters. The T129As are currently flying combat operations against the PKK in the southeastern province of Siirt and in the Hakkari and Van regions. Hans Rolink

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Above: The Army Aviation School operates the AB206R Jet Ranger in the pilot training role. It’s the first helicopter that students will fly before, if successful, moving on to types such as the Huey and Cougar.

In the meantime, Turkey sought more attack helicopters and training platforms, gradually acquiring 30 surplus US Army AH-1S, AH-1P and TAH-1P Cobra trainers. They arrived in four batches supplied under FMS – seven AH-1Ps on June 3, 1993; seven more AH-1Ps on August 16, 1993; 12 AH-1Ss on March 5, 1995; and four TAH-1P training platforms on March 29, 1995.

The Cobra fleet later went through an upgrade programme supported by Israeli Aircraft Industries, receiving improved weaponry, navigation and selfdefence systems. More recently, ASELSAN fitted the Cobra and Super Cobra fleets with a selfdefence suite consisting of the EADS Missile Launch Detection System (MILDS) produced under licence by ASELSAN as well as chaff and flare dispensers. The AH1Ps are to be replaced by the T129.

Bell UH-1H and AgustaBell 205 Iroquois

The Turkish Army took on 70 Italian-built Agusta-Bell 205 Huey helicopters between 1968 and 1985. From 1982 onwards, the US started delivering ex-US Army Bell UH-1H Hueys and by 1986 some 100 were on charge, of which 60 were newly built kits locally assembled by the 901st Hava Araçlari Ana Depo ve Fabrika Komutanlığı at Ankara Güvercinlik. The Hueys underwent the HeliMod I and HeliMod II programmes, when they received avionic and communication systems upgrades and more powerful engines.

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“The T129 is very different from the A129 Mangusta. [It] is a third-generation attack helicopter, and its electro-optical systems and diverse armament package provide unique capabilities which require many different skills from the pilots.” Under HeliMod II, they were given the EADS/ASELSAN MILDS selfdefence system and the ASELSAN ÖZIŞIK Countermeasure Dispensing System/Chaff and Flare Decoy (CMDS/CFD).

Boeing CH-47F Chinook

In December 2009, the SSM requested the Foreign Military Sale of 14 CH-47F Chinooks, four of which will be equipped for combat search and rescue (CSAR) and special operations. The contract for the delivery of the first six aircraft was signed in 2013. The $3.4 billion multi-year deal was followed by a $131m order signed in September 2015, taking the total acquisition to date to 11. A first group of 20 pilots trained at Fort Rucker, Alabama, and graduated in mid-2016. The first five helicopters Above: An S-70A-28D Black Hawk conducts mountain flying training in an area near Ankara. Once the Army Aviation Command moves to Isparta, such training opportunities will be undertaken far more regularly for aircrews. are expected to be absorbed by the a direct-sale contract with Sikorsky An option for 41 more under the Phoenix I programme, Army Aviation Command. Five for 52 Black Hawk helicopters – 22 helicopters was taken up in the $225m contract for which will be in a special operations in the analogue S-70A-28A version the contract but the Army had configuration, operated by Özel Hava was signed in 1993. Four years and 30 (to follow from 2000) in the an almost instant requirement later, Turkish Aerospace Industries Grup (Special Air Group Command), for them and decided to order signed the Phoenix II contract with S-70A-28D digital configuration. and one will be operated for the nine slightly less capable Erken Eurocopter for the joint production The Army received its first ones Genelkurmay (General Staff) in the in 1999, some of which were Duhul Helikopteri (EDH or of 30 AS532 Cougars, of which the VIP transport role. delivered to the Special Forces. Early Delivery Helicopters) in Turkish Army has received ten. The first three CH-47Fs arrived Under Project Yarasa (Bat), November 2010. These were The consortium between TUSAŞ on July 14 at Izmir, Turkey, after signed in mid-2002, all analogue designated T129As and are part Aerospace Industries Inc and being test flown at Summit Airport helicopters were upgraded to -28D of the option package, leaving Eurocopter, known as EUROTAI, in Middletown, Delaware. They standard by TAI and ASELSAN. the order for the advanced completed deliveries of the ten are painted in a recently adopted Five D-models were converted to T129B version at 50. (some of which were in SAR and green/sand/black colour scheme. The EDH variant is armed ambulance configuration) by 2003. CSAR standard and are designated S-70A-28DSAR. Each Aviation with a 20mm cannon and can Under the HeliMod I and HeliMod Eurocopter AS532UL Regiment has a SAR Flight with fire unguided rockets, but not II programmes, the Cougars have Cougar / Airbus one S-70-28DSAR on quick reaction precision-guided munitions. had avionics, self-defence and Helicopters H215M alert around the clock. Eventually the EDHs will be communication systems upgrades. Twenty Eurocopter-produced Under the HeliMod programme, upgraded to T129B specification. AS532UL Cougar medium-lift Sikorsky S-70A-28D a number of Army and Jandarma Starting in 2011, the first 27 helicopters have been delivered Black Hawk Black Hawks have been upgraded T129 pilots were trained at the to the Turkish Army since 1996 In December 1998, the SSM signed and fitted with the ASELSAN HEWS Italian Army training centre system, a locally developed, fully Centro Addestrativo Aviazione integrated electronic warfare selfdell’Esercito at Viterbo. Italy, protection suite. which operates 60 A129C/ It comprises a radar warning CBT Mangusta helicopters, receiver (RWR), missile warning devised the training syllabus system (MWS) and laser warning for the Turkish pilots, after receiver (LWR) as well as whose graduation the training countermeasures sub-systems was taken over by the main including radio frequency (RF) contractor for the T129, TAI. jamming equipment, chaff/flare Training on the type is now dispensers and infra-red (IR) conducted at Malatya, where countermeasures. all the ATAK helicopters are concentrated. Major Ahmet TAI/AgustaWestland Okur, an experienced T129 T129A/B ATAK instructor pilot, noted: “The In September 2007, the SSM T129 is very different from the announced an order for 50 T129 A129 Mangusta. [It] is a thirdATAK armed reconnaissance generation attack helicopter, helicopters to be built by a and its electro-optical systems consortium of Turkish Aerospace and diverse armament package Industries and AgustaWestland provide unique capabilities which (now Leonardo – Helicopter require many different skills from Division). the pilots.”

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#344 NOVEMBER 2016 83

FORCE REPORT Turkish Army Aviation Command that a VIP unit will remain behind, with some direct reporting units also taking residence there.

US Marine Corps inspired training

Inspired by the US Marine Corps (USMC), the Army Aviation School has adopted its doctrine to train all pilots on both fixed-wing and rotary aircraft. All students start with the fixed-wing course on the Cessna T182T Turbo Skylane and, having graduated, move on to the rotary section where they fly the AB206R and Huey. Only when they successfully pass the solo flight in the AB206R do they learn to fly heavier helicopter types, typically the AB205 and UH-1H. Pilots are then selected for fixed-wing or rotary-wing. Rotary-wing pilots move on to advanced helicopter training on the S-70A-28D Black Hawk and AS532AL Cougar while fixed-wing pilots transition to the Cessna T-42A, Ce421C and Beech 200. Some rotary pilots with specific abilities get the chance to operate (Super) Cobra and T129 ATAK attack helicopters.

1 Askeri, an airport taken over by

the Army from the Turkish Civil Aviation Authorities in 1998, with a huge adjacent training area. These will be used for specific instruction such as fixed-wing basic training, special operations, mountain training, NVG training and tactical flying. Moving the School’s assets to Isparta is a monumental task. All the flight instructors, mechanics and support personnel plus more than 50 fixed-wing aircraft and 100 helicopters need to be transferred. The new base will initially accommodate around 450 students and other personnel but the figure could rise to as much as 1,200. Like Güvercinlik, it will be commanded by a brigadier general, indicating it will become an Army Aviation Regiment in its own right. The 5th Maintenance Centre Command (5 ABMK), which conducts depot-level maintenance on all helicopter and fixed-wing types in the Army Aviation Command, will stay at Güvercinlik as regular maintenance will be performed at Isparta by local personnel. When depot-level attention is needed, aircraft will 2 transfer back to Güvercinlik. As a result of the coup-attempt, the Turkish government is pursuing a policy move to strategic air bases out of the direct vincity of Ankara. There are string indications that Akinci will only be used by Turkish Aerospace Industries and 141 Filo, the hosting unit of the Turkish Air Force for 'Solo Turk' has already moved to Konya. If this is permanent, remains to be seen, but plans to move all remaining army assets from Güvercinlik to Isparta are emerging. With the Jandarma units moving from Güvercinlik to Aydin, this would leave the airfield empty but, it is rumoured

84 NOVEMBER 2016 #344

Modernisation

The Turkish Army has, in the past few years, been modernised and standardised. Under the Helimod I and Helimod II programmes, the Huey, Cougar and Black Hawk fleets have been upgraded and a number of older types replaced by newer aircraft. The Cessna U-17B and Cessna T-41D fleet was replaced by CeT182T Skylanes, 46 of which were delivered between March 2009 and August 2010. Bell OH-58Bs were withdrawn from use, leaving only the Bell 206R in the basic helicopter training role.

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‘Due to the delay of the introduction of the T129 in the attack helicopter role, three additional AH-1W Super Cobra helicopters were delivered from USMC stocks in September 2012.’ 1: Advanced helicopter training is performed by the Army Aviation School on the S-70A-28D Black Hawk. 2: The Black Hawk has proven invaluable to the Turkish Army in the utility and tactical transport roles. A number of local self-defence upgrades have been incorporated into the fleet, some of which have proved lifesavers on recent combat operations. 3: Since 1996 the Army Aviation Command has received 30 Eurocopter AS532UL Cougars. They serve in the mediumtransport role supporting local army ground units. 4: Turkey remains the operator of the largest fleet of UH1H/AB205 Huey helicopters in Europe.

4

Air Order of Battle Kara Havacilik Komutanlığı – Army Aviation Command 1nci Kara Havacilik Alay Komutanlığı – Ankara-Güvercinlik 1nci Helicopter Taburu 1nci Bölük

AS532UL, UH-1H, AB205

2nci Bölük

UH-1H, AB205

3ncu Bölük

CH-47F

2nci Hücum Helikopter Taburu Komutanlığı

1 Taarruz Helikopter Taburu/1 Filo Det

AH-1P

Karagah ve Kh. Bölügü

CeT182T

Arama ve Kurtarma Kolu

S-70A-28DSAR

4nci Kara Havacilik Alay Komutanlığı – Istanbul-Samandira 1 Helicopter Taburu

S-70A-28D, UH-1H, AB205

1nci Bölük

AS532AL

2nci Bölük

UH-1H/AB205

1nci Filo

AH-1P

Karagah ve Kh. Bölügü

CeT182T

2nci Filo

AH-1P

Arama ve Kurtarma Kolu

S-70A-28DSAR

3ncü ‘Kurt’ Filo

AH-1W

Diyarbakir Helifield

1nci ‘Panter’ Filo 1nci Taarruz Helikopter Taburu

Orta Genel Maksat Hücum Helikopter Taburu xnci Filo

S-70A-28D

Karagah ve Kh. Bölügü

CeT182T

Arama ve Kurtarma Kolu

S-70A-28DSAR

Hava Ulastirma Grup Komutanlığı

Beech B200, AB205 UH-1H, AS532UL

7nci Kolordu Hava Taburu ‘Bilge’ 1nci Bölük

AS532UL, S-70A-28D

Taarruz Helikopter Taburu xnci Filo Det.

AH-1P/AH-1W

Ankara Etimesgut

Kara Havacilik Okul Komutanlığı

Özel Hava Grup Komutanlığı

Kurslar Tabur Komutanlığı

Temelli (Ulucan Airfield)

Sabit Kanat Uçuş Eğitim Kurulu

CeT182T, T-42A, Ce421B

FOB for Ankara Güvercinlik

Döner Kanat Uçuş Eğitim Kurulu

AB206R, UH-1H, AB205

Ögretim Baskanlığı

loan c/c from Academy

Ilker Karter/Pinarbasi (Cyprus)

Simülatörle Uçus Eğitim Komutanlığı

AS532AL, S-70A-28D & T129 Sim

5nci Ana Bakim Merkezi Komutanlığı

Depot maintenance for fixedwing and helicopters

S-70A-28D, CH-47F, CN235M

Türk Baris Kuvvetleri Havacilik Birlik Komutanlığı 3ncü KHAK Det ‘Baris Filo’

AS532UL, UH-1H, AB205

Keşan, Edirne

2nci Kara Havacilik Alay Komutanlığı – Malatya-Tulga

xnci Kara Hava Grup Komutanlığı

1nci Hücum Helikopter Taburu Komutanlığı

1nci Bölük

UH-1H, AB205

xnci Bölük

Bayraktar TB2 UAV

xnci Filo

S-70A-28D, AS532AL

2nci Taarruz Helikopter Bölügu ‘Şimşek Filo’

Batman

xnci ‘Volkan’ Filo

T129A

xnci ‘Kobra’ Filo

AH-1P

Insanli Kesif Ucagi

Beech 350 (lease)

Karagah ve Kh. Bölügü

CeT182T

Arama ve Kurtarma Kolu

S-70A-28DSAR

(GE: Beech, S-70, Huey, AH-1, no CeT182T, no Cougar) 3ncü Kara Havacilik Alay Komutanlığı – Izmir-Gaziemir

14ncü İnsansız Uçak Sistemleri Üs Komutanlığı (TurAF facility) xnci Bölük

Bayraktar TB2 UAV

Elazığ Vestel UAV unit

Karayel UAV

Bodrum Askeri Özel Eğitim Merkezi Eğitim ve Tatbikat Merkezi Komutanlığı

1 Helicopter Taburu

1nci Bölük

1nci Bölük

AS532UL

Isparta/Süleyman Demirel

UH-1H, AB205, S-70A-28D

2nci Bölük

UH-1H, AB205

The Kara Havacilik Okul Komutanlığı will move here from Güvercinlik in late 2016.

Notes: Underlined is unconfirmed, x denotes unknown Translations: Ana Bakim Merkezi Komutanlığı (ABMK) = Main Maintenance Centre Command, Arama ve Kurtarma Kolu = Search and Rescue Flight, Döner Kanat Uçus Eğitim Kurulu = Rotary-Wing Flight Training Course, Eğitim ve Tatbikat Merkezi Komutanlığı = Training and Exercise Centre Command, Hava Araçlari Ana Depo ve Fabrika Komutanlığı = Main Aircraft Depot and Factory Command, Hücum Helikopter Taburu = Assault Helicopter Battalion, Insanli Kesif Ucagi (IKU) = Manned Reconnaissance Aircraft, İnsansız Hava Aracı (IHA) = Unmanned Air Vehicle (UAV), İnsansız Uçak Sistemleri Üs Komutanlığı = Unmanned Aircraft Systems Base Command, Kara Havacilik Okul Komutanlığı = Army Aviation School Command, Kara Havacilik Alay Komutanlığı = Army Aviation Regiment Command, Kara Havacilik Grup Komutanlığı = Army Aviation Group Command, Karagah ve Karagah Hizmet Bölügü = Headquarters and Headquarters-Service Company, Karagah ve Karagah Bölügü = Headquarters and Headquarters-Support Company, Kıbrıs Türk Barış Kuvvetleri Havacilik Birlik Komutanlığı = Cyprus Turkish Peace Corps Aviation Unit Kolordu Hava Taburu = Air Corps Battalion Kurslar Tabur Komutanlığı = Course Battalion Command, Milli İstihbarat Teşkilatı = National Intelligence Agency, Orta Genel Maksat Hücum Helikopter Taburu = Medium General-Purpose Attack Helicopter Battalion, Ögretim Baskanligi = Department of Education/Instructor Pilot School, Özel Eğitim Merkezi = Special Education Centre Özel, Hava Grup Komutanlığı = Special Air Group Command, Sinyal İstihbarat Başkanlığı = Signal Intelligence Directorate, Taarruz Helikopter Bölügü= Assault Helicopter Company, Taarruz Helikopter Taburu = Assault Helicopter Battalion, Sabit Kanat Uçak Uçus Eğitim Kurulu = Fixed-Wing Flight Training Course, Hava Ulastirma Grup Komutanlığı= Air Transport Group Command, Simulatorle Uçus Eğitim Komutanliği= Simulators Flight Training Command. Hierarchy: Ordu = Army, Kolordu = Corps, Tumen = Division, Tugay = Brigade, Alay = Regiment, Tabur = Battalion, Bölük/Filo = Company/Squadron

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#344 NOVEMBER 2016 85

FORCE REPORT Turkish Army Aviation Command Bulgaria

Georgia

BLACK SEA

Istanbul Samadira

Greece Kesan-Edirne

Guvercinlik

Etimesqut

Izmir

Turkey

Gazsemir Bodrum-Askeri

Mediterranean Sea

Armenia

Ankara

Isparta-Suleymon

Ilker Karter

Iran

Malatya-Tulga Diyarbakir Batman

Syria

Iraq

Cyprus Due to the delay of the introduction of the T129 in the attack helicopter role, three additional AH-1W Super Cobra helicopters were delivered from USMC stocks in September 2012. In June, this year, the first CH-47F Chinook heavy-lift helicopter arrived in Turkey, introducing a new capability for the Army. Meanwhile organisational levels changes included the Özel Hava Grup Komutanlığı, or Army Special Forces Command, moving from Güvercinlik to Etimesgut, where it’s now located next to the Turkish National Intelligence Agency (Milli İstihbarat Teşkilatı or MIT). Under the Turkish Utility Helicopter Programme (TUHP) formalised in early June, the Army will receive 20 utility (UH)/ SAR-configured S-70i helicopters, designated T70, plus 11 for the Special Forces in the SAR/ CSAR configuration. The first prototype of the T-70/S-70i for the Turkish Army built by Sikorsky’s Polish subsidiary, PZL Mielec, made its first flight on June 22. Over the next two years, PZL will manufacture the first five cabin structures, which TAI will assemble to become the first five T-70s. The remaining helicopters will be produced under licence by TAI and Turkish defence company ASELSAN (Askeri Elektronik Sanayi, or Military Electronic Industries). The TUHP contract covers the production and delivery of 300 T70s (109 firm orders and 191 options) to six Turkish military and government

86 NOVEMBER 2016 #344

Above: Turkish Defence-Technology company HAVELSAN built a number of simulators for the Turkish Army. Flight Training Command at Güvercinlik operates several simulators: two for S-70A-28DSAR Black Hawks and one providing AS532UL Cougar instruction. A third, used in T129B ATAK training, is currently in the final phase of production. Below: In 2012, the Turkish Army received three ex-US Marine Corps AH-1W helicopters as attrition replacements. At least four were lost during service life on: May 18, 1997; February 23, 2003; February, 24 2008 and most recently on May 13 this year.

agencies. Thirty are for the Gendarmerie (Jandarma Genel Komutanlığı) in SAR/CSAR/Armed Reconnaissance Helicopter (ARH)/ UH configuration while 20 UH/ SAR T-70s will go to the Turkish Army Aviation Command (Türk Kara Havacilik Komutanlığı). The General Directorate of Security (Emniyet Genel Müdürlüğü) will receive 20 UH versions – to be flown by the National Police – and the Ministry of Forest and Water Management (Orman ve Su İşleri Bakanlığı) will take another 20 equipped for fire-fighting duties. The Special Air Group Command (Özel Hava Grup Komutanlığı) will take on 11 and the Turkish Air Force (Türk Hava Kuvvetleri) will get six SAR/CSAR versions. A pair of T-70 ELINT/SIGINT versions will meanwhile go the Gölbaşi Command unit of the National Intelligence Agency/ Signal Intelligence Directorate (Milli İstihbarat Teşkilatı/ Sinyal Istihbarat Baskanligi).

Unmanned capabilities

The Turkish Army adopted unmanned air vehicle (UAV) technology when it was still in early development. As far back as the early 1990s, it acquired six General Atomics GNAT 750 UAVs, which mainly operated in eastern Turkey against Kurdish separatists. The GNAT 750 was supplemented by the more advanced and capable I-GNAT, of which 16 were delivered from 2000 onwards. They were retired in early 2000s and handed over to TAI. Despite the success of the I-GNAT,

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“The moving map system and the multifunctional displays help the pilots to navigate through congested areas.”

Fixed-Wing Aircraft

Beech 55 Baron / T-42A Cochise

Five T-42A Cochise aircraft, delivered under a US Foreign Military Sale (FMS) order in 1971, still serve at Güvercinlik as instrument trainers. They sport a white colour scheme similar to the Beech B200s and some have a shark mouth painted on the nose. Their primary role is to acquaint pilots destined for the Cessna 421B or Beech 200 acquainted with multiengine aircraft. They are owned and operated by the Army Aviation School and, despite their age, are expected to remain in service until at least 2018.

Above: This Cessna T-42A was delivered on October 26, 1971 under a Foreign Military Sales programme as 71-21056. Despite its age it looks immaculate, which does credit to the maintainers of the Turkish Army Aviation Command. Below: The Golden Eagles now serve in the multi-engine training role, and were delivered to the Air Transport Group Command in 1975.

Beech B200 King Air / Beech 350 Super King Air

Five twin-engined Beech B200 King Airs delivered between 1991 and 1992 are used for VIP transportation and liaison duties. Two ex-Army Harita Genel Komutanlığı (General Mapping Command) examples were transferred to the Millî Savunma Bakanlığı (Ministry of Defence) around 2011 after mapping activities were privatised. The King Airs’ exact role remains unknown. Five Beech 350 Super King Airs are leased under a $70m contract, covering 2,000 flying hours, signed in May 2012. They still carry US civilian registrations and are in a quasi-civilian livery, but their purpose is very clear since they are registered under the FAA with ‘US Special Operations Command’ as the owner. It’s likely they are operated by the Army – by the unit called Insanli Kesif Ucagi (Manned Reconnaissance Aircraft) – from Malatya, but might also be flying

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for the National Intelligence Organisation or MIT. The King Airs are providing manned surveillance for border protectionand the fight against terrorists in southeast Turkey. After the failed attempt, more than 30 troops fled from Marmaris to hid in the forests and mountains. A massive search by Commandos ad special operations troops was

conducted in the region for more than a week. The aircraft provided support for these operations 24/7. Operating from Malatya, they flew approximately two hours to Marmaris, orbiting in the search area before returning to Malatya to be replaced by the next aircraft. Since 2012, all signal intelligence (SIGINT), electronic intelligence (ELINT) and communications

intelligence (COMINT) activities have been consolidated under the MIT department Sinyal İstihbarat Başkanlığı (Signal Intelligence Directorate), run by civilians. The consolidation of intelligencegathering services under one tightly controlled entity such as the MIT, as well as the civilianisation of these services, will contribute to better control by the government.

Cessna 421B Golden Eagle

Three Cessna 421Bs delivered in 1975 were originally used for VIP and liaison duties but, after the delivery of the King Airs, started operating as advanced multi-engine training platform. The Army Aviation School now operates them as advanced multi-engine trainers and students graduating on the T-42A move on to the Golden Eagle before the Beech B200.

Cessna T182T Turbo Skylane

Above: The latest addition to the fixed-wing fleet of the Army Aviation School is the Cessna T182T Skylane. Featuring a digital cockpit and the Garmin 1000 system, it is well equipped for training pilots. Below: From 1991 onwards, the Turkish Armed Forces received seven Beech B200 twin-engine aircraft. Two are operated by Milli Savunma Bakanligi (Ministry of Defence), four are operated by the Army while one crashed in 1992.

All Turkish Army regiments have a number of Turbo Skylanes in their inventory, serving both as trainers and in the liaison role. In total, the Army operates 45 (one has crashed) CeT182Ts; they were delivered between December 2009 and August 2010, after which the remaining U-17Bs and T-41Ds were withdrawn from use. All feature a glass cockpit and have the Garmin 1000 glass flight deck system installed. They are also fitted with Mode-S transponders for ILS approaches. The Garmin equipment prepares students for the glass cockpit configurations they will encounter on other types operated by the Turkish Army. During the initial course, the pilots total around 25 flying hours. After a final check ride, they fly up to 3 hours solo before moving on to the multi-engine T-42A.

#344 NOVEMBER 2016 87

FORCE REPORT Turkish Army Aviation Command the Turkish Army is relying on American MQ-1 Predator UAVs operated by US forces from Incirlik, monitoring Daesh movements along the Iraqi and Syrian borders. Given the deteriorating security situation in these areas, where rocket attacks by Daesh are an almost daily occurrence, the Turkish military fast-tracked two programmes aimed at indigenous development of armed drones: the Bayraktar TB2 and Karayel UAVs. The Bayraktar TB2 is a tactical unmanned aerial vehicle (UAV) system manufactured by Baykar Makina. Its developer is Kale Baykar, a joint venture of Baykar Makina and the Kale Group. Phase one development of the prototype Bayraktar Block A began in 2007 and it made its first flight in June 2009. The second phase, involving the development and serial production of Bayraktar Block B (TB2), began in January 2012. The type completed its first flight in April 2014 with acceptance tests following in November 2014. The Turkish Land Forces accepted the first system – consisting of two ground control stations (GCS), three ground data terminals (GDTs), two remote video terminals (RVTs), ground support equipment and six Bayraktar TB2s UAVs – before the end of 2014. A second system, also comprising six UAVs, followed in June 2015. Another six are on order. The Bayraktar TB2 is used in eastern Turkey for reconnaissance and intelligence missions against opposing Kurdish groups and Daesh. In

88 NOVEMBER 2016 #344

Above: This ’70’s-built UH-1H stands in front of an iconic ATC tower. LTAB is the ICAO code for Güvercinlik, proving that it is the first airfield to receive such a code in Turkey. Below: The on-base mosque is a perfect backdrop for this AB205, which sports the new standard colour scheme for Turkish Army helicopters.

addition, the Turkish Police has a six-UAV system on order. The type can carry a maximum payload of around 220lbs (100kg), has a range of more than 95 miles (150km) and can fly at a maximum altitude of 22,500ft. It has a maximum speed of 70 kts and endurance of more than 20 hours. The Vestel Karayel is another indigenous UAV, six of which are on order for the Turkish Army. Designed and manufactured by Vestel Defense Industries, the Karayel (or Southwind) began test flights in 2009. It can reach a speed of up to 110kts and has an endurance of 20 hours and a payload of 154lbs (70kg). Deliveries of the first sixaircraft system were expected in 2013 but, because of contractual issues, have yet to take place. However, to meet urgent operational requirements, the Turkish Army instead signed a lease

contract with Vestel and began using Karayel UAVs at Elazig.

International Aspirations and Military Co-operation The Army Aviation School Command is also a multinational military flight crew training centre providing a 48-week Basic Rotary Wing Pilot Course for other air arms. Its clients come from within Turkey – such as the Gendarmerie, Police, Navy and Forestry Department – and beyond, the centre having trained students from more than ten foreign countries. All non-Turkish Army recruits are subjected to the same Pilot Selection System as their Turkish Army equivalents and all follow the same syllabus. The Army also conducts regular exercises with multinational parties. An example is the biennial ‘Efes’ Combined Joint Live Fire Exercise in Turkey’s

Western Anatolia region, the central part of the Aegean Sea, the Gulf of İzmir and the Doğanbey Live Fire Training Area, 44 miles (70km) northwest of Turkish Army training camp and Bodrum Askeri airport. During the 2016 exercise the armies of Azerbaijan, Germany, Pakistan, Poland, Qatar, Saudi Arabia, the UK and the US took part. The Turkish Army has also run regular exchange programmes with neighbouring Azerbaijan, with which Ankara has developed closer ties.

The aftermath of the coup and the future

It’s still not clear what exactly happened during the coup attempt of July 15/16. Rumours suggest a large number of helicopters at Güvercinlik were damaged or destroyed by attack helicopters that returned from assaults over Ankara. A Black Hawk with eight military personnel on board meanwhile defected to Greece, its occupants requesting asylum. Some helicopters were reportedly lost after being used by plotters to flee into the Turkish countryside. Apart from the material loss, the Army Aviation Command has suffered a blow with many officers and cadets being either arrested or discharged, and it’s likely to be some years before it fully recovers. A reorganisation to avoid future coup attempts seems probable, and the events of that night in July will undoubtedly result in the biggest changes to the Turkish Army Aviation Command in recent history.

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1021 AN Latest fp AFM[1].indd 1

06/10/2016 14:59

ATTRITION REPORT

Report Released on Fatal Blue Angels Crash A

MANUAL OF the Judge Advocate General (JAGMAN) investigation into the cause of the crash on June 2 of Blue Angels F/A-18C Hornet 163455 ‘6’ in Smyrna, Tennessee (see Attrition, July, p93) was completed on September 14. The official accident report was also released the next day. The Hornet, assigned to the Navy Flight Demonstration Team (NFDS), crashed at 1501hrs CDT on June 2, near Smyrna, Tennessee, Airport. The mishap resulted in the death of USMC Captain Jeff Kuss and loss of the aircraft. The JAGMAN investigation found that the primary cause of the mishap was pilot error, with weather and fatigue as contributing causal factors. It was not the result of any material failure of the F/A-18C. The crash occurred during a split-S manoeuvre, which requires a minimum altitude of 3,500ft (1,67m) before the aircraft rolls inverted at the top of the climb. Kuss, however, began the manoeuvre at only 3,196ft (974m), possibly because

Above: US Navy Blue Angels Opposing Solo Captain Jeff Kuss performs a Low Transition/Split S on take-off at the Spirit of St. Louis Air Show at Spirit of St Louis Airport, Missouri, on May 14. On June 2, Kuss was killed performing the same manoeuvre in Smyrna, Tennessee. US Navy/Mass Communication Specialist 1st Class Andrea Perez

of low clouds, while he reached a maximum airspeed of 184kts (341km/h), well above the recommended range of between 125-135kts (231-250km/h). This removed margins of error for corrections to the flight trajectory. Although Kuss radioed that he was throttling out of afterburner, he did not do so and continued to accelerate

during the split-S, the net effect being that he was simply too low and too fast to avoid hitting the ground. Although he ejected, he initiated the sequence too late to save his life. Based on the investigation, Kuss was found to have perished in the line of duty and not due to misconduct. No punitive measures will be taken. Vice

Admiral Mike Shoemaker, commander of Naval Air Forces, said: “It is our duty as leaders and aviators to stress vigilance and operational risk management to avoid future tragedies.” Kuss had 1,686.5 flight hours with no prior military mishaps or flight violations. The investigation concluded that he was fatigued because on the day of the accident he had failed to perform some routine procedures that he would normally have done out of habit, such as logging his flight before take-off. The accident report made several recommendations to improve safety, including eliminating the split-S manoeuvre from the Blue Angels display, which has already been implemented. It was also recommended that pilots take more breaks and make it known if they feel they need rest. The commander of the Blue Angels has directed that the team’s schedule of performances is adjusted in the future “to provide more regular breaks and better flow to allow rest and regularly assess the team’s performance.”  

Engine Failure Caused F-16 Crash in Germany US AIR Forces in Europe and Air Forces Africa officials released the Accident Investigation Board’s Executive Summary on August 24 into the loss of USAF F-16C 91-0366 ‘SP’ near Engelmannreuth, Bayreuth, Germany, on August 11 last year – see Attrition, October 2015, p94 This F-16 was assigned to the 52nd Fighter Wing’s 480th Fighter Squadron ‘Warhawks’ at Spangdahlem Air Base, Germany, The aircraft experienced an unrecoverable engine malfunction while on a local training mission, resulting in pilot ejection and a total loss of the aircraft. After approximately 29 minutes of flight, the mishap pilot (MP) experienced a loss of thrust. Five attempts were made by the MP to restart

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Above: US Air Force/52nd FW F-16CM 91-0366 ‘SP’ departing from the Royal International Air Tattoo at RAF Fairford, Gloucestershire, on July 18, 2011. The aircraft crashed in Germany on August 11 last year.

the failed engine. Prior to ejection the MP manoeuvred the aircraft away from populated areas before ejecting at 156kts (289km/h) calibrated air speed and approximately 400ft (122m) above ground level. The MP sustained minor injuries. At the time of the incident, the pilot was a current and qualified F-16 pilot with 675 flight hours. There were no civilian injuries or

casualties. Search and recovery efforts were facilitated by local German nationals, the German Bundeswehr and the US Army. The mishap aircraft was destroyed upon impact; the loss being valued at $39,796,422. Damage to non-US government property consisted of damage to trees, shrubbery, soil and crops. The Accident Investigation Board President, Colonel Jill A Long,

603rd Air Operations Center commander, determined, by a preponderance of evidence, that the cause of the mishap was a structural failure of the bearing cage within the lower governor ballhead bearing. This structural failure caused the main engine control to malfunction, which prohibited fuel flow to the engine. The lack of fuel flow prevented engine restart and resulted in a complete loss of thrust, requiring the MP to eject from the mishap aircraft. The board also found that, at the time of the mishap, a detailed review of active and historical aircraft maintenance records revealed no discrepancies to indicate engine, mechanical, flight control, or other problems existed with the aircraft.

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Accident Reports D: Sep 6 N: Secretaría de Seguridad Pública de Michoacán T: AS350B3 Ecureuil S: XC-PTZ Four police officers on board this Ecureuil, along with the pilot, were killed when it crashed at La Huacana, Michoacán, in southwestern Mexico. The helicopter was supporting an operation to arrest the leaders of local criminal cells. D: Sept 7 N: US Navy/Training AW 1/VT-9 T: T-45C Goshawk S: 165606 ‘A-164’ The instructor and student pilot both ejected safely from this Goshawk before it crashed at around 1315hrs near Naval Air Station Meridian, Mississippi, following a technical malfunction. Both crew were taken to a local hospital. D: Sep 7 N: US Army/160th Special Operations Aviation Regt T: MH-47 Chinook Five crew members were injured when this Chinook made a hard landing at approximately 2248hrs at Fort Campbell, Kentucky, during routine training. The extent of damage to the helicopter was not reported. D: Sep 8 N: Kenya Police Air Wing T: AW139 S: 5Y-NPS (c/n 31717, ex I-EASZ) This recently delivered AW139 was extensively damaged in a crash at around 1600hrs while on a routine mission. The three police officers and one civilian on board were all seriously injured. The helicopter had been hovering near Mathare North, Nairobi, on a surveillance mission when it developed a technical problem – a video of the accident shows it rapidly spiralling into the ground. It rolled over in an open field at the Ruaraka National Youth Service engineering institute, close to the Kenya School of Monetary Studies and alongside the Thika Superhighway. The order for the AW139 had not previously been announced, but it was delivered to the KPAW at Nairobi-Wilson Airport on April 27 this year.

Above: US Navy/Training Air Wing 1/VT-9 T-45C Goshawk 165606 ‘A-164’, which crashed on September 7 near Naval Air Station Meridian, Mississippi, seen at Mesa-Gateway Airport, Arizona, on February 12. Bas Stubert

D: Sep 10 N: Indian Air Force/4 Sqn T: MiG-21UM (T-69) Mongol-B S: U-2140 This two-seat trainer MiG-21UM crashed at around 1215hrs local time in the Barmer District of Rajasthan due to a technical problem after taking off from Uttarlai Air Force Station. Both crew members ejected safely. The aircraft came down in an open field near Mangi Ki Dhani, about 47 miles (75km) east of the base. D: Sep 13 N: Indian Air Force/14 Sqn T: Jaguar While attempting to take off at Ambala Air Force Station, the aircraft caught fire and the pilot aborted the launch. He then exited safely before the Jaguar was engulfed in flames and destroyed. The aircraft was about to depart on a routine night flying training mission at around 2000hrs local time when the accident occurred. The pilot was taken to a local Army hospital for assessment.

D: Sep 16 N: Royal Thai Army T: UH-1H Iroquois This Huey spiralled into the ground after hydraulic failure as it was on final approach to land at the Narathiwat Special Forces Unit base in the Muang Narathiwat District of Narathiwat Province at around 0830hrs local time. All four on board were injured and taken to Naradhiwas Rajanagarindra Hospital for treatment. The helicopter, which was on its way from the Taksin Ratchaniwet Palace, was destroyed by fire. It was from Lop Buri, where several units operate the UH-1H. D: Sep 18 N: Syrian Air Force T: MiG-21 Daesh claimed it had shot down this MiG-21 over Deir Ezzor. The pilot, Colonel Ali Hamza, was killed when it crashed in the Jebel Tharda area, close to Deir Ezzor Air Base. The aircraft was operating from Qamishli Airport, where a number of MiG-21s, Su-22s and Mi-17 helicopters had recently been deployed.

Above: A Hellenic Army Aviation AH-64 Apache begins to flip over after impacting the Aegean Sea on September 20 near Vrasna, in the Thesaloniki region.

D: Sep 19 N: Egyptian Air Force T: Unidentified helicopter Both pilots of this helicopter were killed when it crashed due to a technical failure near El-Sheikh Gebyeel Air Base, Abi Hamad. D: Sept 19-20 N: Libyan National Army T: Mi-8 Hip Ten of the 12 on board this Mi-8 were reported killed when it crashed following a technical malfunction in eastern Libya, about 55 miles (90km) west of Tobruk, en route back from the Ra’s Lanuf oil terminal. D: Sep 20 N: Hellenic Army Aviation T: AH-64 Apache This Apache crashed into the Aegean Sea at around 0900hrs during the Sarisa 2016 military training exercise. Both aircrew survived. It came down close to a beach east of Vrasna, in the Thesaloniki region. The cause was reported as a technical malfunction. D: Sep 20 N: Indian Air Force/51 Sqn T: MiG-21bisUPG Bison During an emergency landing at Srinagar Air Force Station, the aircraft veered off the side of the runway, travelling for around 650ft (200m) before hitting a safety barrier. The pilot escaped safely. Flight operations at the co-located international airport were suspended for over an hour due to the incident. The aircraft’s tyres were badly burnt and reportedly there was also damage to the runway.

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

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ATTRITION REPORT Accident Reports D: Sep 20 N: US Air Force/9th RW/1st RS T: TU-2S S: 80-1068 This two-seat trainer crashed at 0905hrs in an isolated area near the Sutter Buttes mountain range in California, shortly after taking off from Beale Air Force Base. Although both pilots ejected, one (Lt Col Ira S Edie) was killed and the other injured. D: Sep 21 N: Iranian military EMS Unit T: Bell 214 S: 14-8501 This Bell 214 was written off in a landing accident in the Gazanak area of the city of Amol, in the Haraz region, Mazandaran Province. A technician was killed in the crash and the other three occupants were injured. It had been dispatched to an accident on the Haraz Road and was trying to land in brownout conditions caused by thick dust which led to it striking high-voltage power cables as it approached. D: Sep 21 N: Russian Emergencies Ministry/Zhukovsky Unit T: Mi-8PS-11 S: RF-32825 All three on board this Mi-8PS-11 were killed when it crashed in the Lubertsy district of the Moscow Region during a rescue training exercise in extremely difficult weather conditions. The helicopter fell in the Tomilino forest park, between the villages of Mirnyi and Oktyabrsky. D: Sep 21 N: Syrian Air Force T: Unidentified jet fighter The pilot of this aircraft is reported to have ejected safely before it crashed near Damascus while undertaking operations against Daesh militants. A statement from the Syrian defence ministry confirmed the loss, but did not specify the cause. Daesh claimed to have shot it down as it attacked their positions in the East Qalamoun region, northeast of Damascus, but there has been no independent confirmation of this. The pilot was rescued in an area controlled by the Syrian Army.

Above: US Air Force/9th RW/1st RS TU-2S 80-1068 ‘BB’ on approach to Beale AFB, California, on May 9, 2014. The aircraft crashed on a sortie from there on September 20, killing one of the two crew. Dr Séan Wilson

D: Sep 22 N: USMC/VMA-542 T: AV-8B+(R) Harrier II S: 165354 ‘WH-00’ This Harrier II crashed into the sea about 95 miles (153km) off the coast near Kunigami, southwestern Okinawa, Japan, at around 1300hrs local time, after taking off from Kadena Air Base. The pilot ejected safely and was rescued by a US Air Force HH-60G from the 33rd Rescue Squadron at Kadena. D: Sep 23 N: US Air Force/56th FW/61st FS T: F-35A Lightning II A fire erupted in the aft section of this aircraft at about 0930hrs local time during engine start-up at Mountain Home Air Force Base, Idaho. The pilot exited safely and the fire was quickly extinguished. The aircraft was deployed from Luke AFB for pilot training. As a precautionary measure, seven ground crew and the pilot were transported to the base medical centre for evaluation, but later released. The extent of damage to the aircraft is not yet known.

D: Sep 24 N: Pakistan Air Force T: Chengdu F-7PG During a training mission in northwest Pakistan, this F-7PG crashed, killing the pilot, Flt Lt Amer Shazad. The aircraft came down near the town of Jamrud, close to the entrance to the Khyber Pass. An investigation has been launched. D: Sep 26 N: Republic of Korea Navy T: Super Lynx Mk 99A While participating in a joint RoKN/USN exercise, this helicopter sent out four Mayday signals before disappearing from radar eight minutes after taking off from an Aegis destroyer at 2057hrs local time in the East Sea (Sea of Japan). All three crew members died - the body of the pilot was found and recovered on September 27, followed by the co-pilot and the third crew member the next day. The crash site was 27nm (52km) east of Yangyang, Gangwon Province, where the water is 4,265ft (1,300m) deep.

Above: Iranian EMS Bell 214 14-8501 following its crash on September 21, in which one person died and three others were injured. IRIB News Agency

D: Sep 26 N: Pakistan Air Force T: Shahpur? UAV This unmanned air vehicle was written off in a crash near Mianwali. The UAV came down as a result of a technical failure during as training flight from PAF Base M M Alam, near Mianwali. The type of UAV involved was not reported and photographs of the mangled wreckage make it difficult to identify, but it is believed to have been one of the indigenously developed GIDS Shahpar UAVs. D: Sep 27 N: Pakistan Air Force/16 Sqn T: JF-17 Thunder The pilot of this JF-17, Sqn Ldr Rizwan, ejected safely before it crashed into the Arabian Sea while taking part in Exercise High Mark. The pilot was recovered. The aircraft had been operating from PAF Base Masroor for a routine night training flight as part of the exercise, but was from 16 Squadron at PAF Base Kamra-Minhas. D: Sep 28 N: Chinese People’s Liberation Army Air Force T: Chengdu J-10 This J-10 is reported to have crashed near Yangcun after the pilot had ejected safely. The cause was a bird strike which resulted in engine failure. The air base at Yangcun comes under the control of the Beijing Military Region and is home to two J-10 units, the 24th Fighter Division and the August 1st display team. It is not known which of these was operating the accident aircraft.

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

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D: Sep 28 N: Swiss Air Force T: TH-89 (AS332M-1) Super Puma S: T-338 Two pilots were killed in the crash at around 1200hrs of this Super Puma in the Ticino canton at the entrance to the Gotthard Pass in the Swiss Alps. A third crew member was injured and taken to hospital. The helicopter was destroyed by a post-crash fire. It came down at the highest point of the Pass at 6,890ft (2,100m). The Super Puma was undertaking an inspection flight with Organization for Security and Co-operation in Europe (OSCE) personnel and was taking off after delivering four French officers and their Swiss escorts. The cause is unconfirmed but eyewitnesses claim the helicopter was hovering close to the ground when it hit an electricity pylon and crashed. The Swiss Air Force temporarily grounded its Super Puma fleet after the crash. D: Sep 30 N: Kenyan Air Force T: IAR330L Puma S: KAF-415 This Puma crashed at the Eldas police post in Wajir County, Kenya. The crew escaped with minor injuries. The helicopter was en route to a recruitment exercise when it came down and rolled over, severing the main rotors and tail boom. D: Oct 3 N: Indian Air Force T: Jaguar IB During a routine firing practice sortie this two-seat trainer crashed in an open area at Khardi-Dhani on the Chandan Field Firing Range in the Pokhran area of Rajasthan. Both pilots ejected safely. The aircraft had taken off from Jaisalmer Air Force Station at 1315hrs and came down at around 1345hrs local time near the Indo-Pakistan border after experiencing a technical problem which caused an on-board fire and explosion. Both pilots were recovered about 1 mile (1.5km) from the crash site and taken to hospital in an IAF aircraft for assessment. A court of inquiry has been ordered to investigate the accident.

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Above: USMC/VMA-542 AV-8B Harrier II 165354 ‘WH-52’ prepares to land on the USS Peleliu (LHA 5) in the East China Sea on September 3, 2014. Since re-coded ‘WH-00’, it was lost off Japan on September 22. US Navy/Mass Communication Specialist 3rd Class Dustin Knight

D: Oct 4 N: Royal Malaysian Air Force T: S-61A-4 Nuri S: M23-33 At around 0935hrs this Nuri crashed onto the roof of a Living Skills Centre and a hall still under construction at the Sekolah Menengah Kebangsaan Balung School in Tawau, Sabah, eastern Malaysia. There were 14 military personnel on board. At least 21 people, including those in the helicopter and five students, were reported injured and taken to hospital for treatment. The pilot was trapped in the wreckage for some time and eventually taken to Tawau hospital with serious injuries. The helicopter had taken off from Tawau Airport for a flight to Semporna when control was lost and it crashed about 25 miles (40km) from the city centre. The RMAF said in a press release that the Nuri was carrying out a training flight at the time but was forced to make an emergency landing. The pilot had attempted to reach the school playing field but struck the school building.

D: Oct 5 N: Guinea Air Force T: Humbert Tetras 912 CSL Both crew members died when this Tétras ultralight aircraft crashed at 1050hrs at the Guinea Air Force's main military base at Conakry-Gbessia International Airport. The fatalities were identified by the Guinea Ministry of Defence as Lt Col Patrick Valot, a French advisor and instructor pilot who was attached to the Chief of Staff of the Guinea Air Force, and Lt Laye Mara, a Guinea Air Force student pilot who was being trained on the type. The two-seat observation aircraft came down during a training flight, hitting the ground just 30ft (10m) from the runway. It then exploded in flames and was destroyed. The cause has yet to be determined. Valot had been detached to the country to lead a project to develop a light aircraft observation squadron with the type, three additional examples of which had been handedover in May. It is believed two were already in service.

D: Oct 5 N: Israeli Air Force/119 Sqn T: F-16I Suefa S: 119 This Suefa was destroyed in a crash while landing at Ramon Air Base. Although both crew ejected, the pilot, Deputy Squadron Commander, Major Ohad Cohen, was killed. The co-pilot was only lightly injured and evacuated to a hospital for treatment. The aircraft had been part of a large strike package on Gaza deployed in response to a Gaza-launched rocket that had come down in the town of Sderot in southern Israel. D: Oct 8 N: Spanish Guardia Civil T: CAS-MBB Bo105CB S: HU.15-20 '09-121' This helicopter's tail rotor hit a flagpole on take-off from a small square next to a Guardia Civil office in Gran Canaria and it then landed again heavily. The two crew were unhurt. D: Oct 9 N: Afghan Air Force T: Mi-17 This helicopter crashed in northern Afghanistan, killing five crew and three soldiers. The Taliban claimed to have shot it down, but Defence Ministry officials said a technical problem caused it to catch fire and plunge to the ground. It was trying to resupply a checkpoint surrounded by insurgents in the Dand Ghri district. Additional material from: Waseem Abbas, Scramble/ Dutch Aviation Society and Asagiri Yohko.

Above: Israeli Air Force/119 Squadron F-16I Suefa 119 returning to Nellis AFB, Nevada, on August 17 after a Red Flag mission. The aircraft crashed at Ramon Air Base on October 5, killing one of the two crew. Nate Leong

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BASE WATCH RAF Lossiemouth AUG 2, 2016

AUG 18, 2016

Top left: Tornado IDS 98+77 approaches the main runway at RAF Lossiemouth on August 2. The jet, which is based at Manching, serves with the German Air Force’s test fleet WTD-61. This aircraft wears special tail markings signifying that it was the first IDS to be upgraded under the Avionics System Software Tornado Ada (ASSTA) 3.1 programme. This introduces colour displays to the cockpit, and will bring both the Tornado IDS and ECR variants to a single standard enabling the latter to fly air-toground attack sorties. Left: Augusta A109E GZ100 of 32 (The Royal) Squadron waits in the hover prior to landing at RAF Lossiemouth on August 18. The helicopter arrived at the base for a night stop before departing the following day back to RAF Northolt, London with VIPs aboard. The squadron is tasked with Command Support Air Transport (CSAT) and is equipped with BAe 146s and one A109E. Below: Taxying for departure from RAF Lossiemouth on August 18 is United States Army UC-35A1 Citation Ultra 99-0102 of the 1-214th AVN based at Wiesbaden Army Airfield. The Citation Ultra was on a longrange navigation training sortie and stayed at the Scottish base for just a few hours before departing back to Germany. All images Niall Paterson

AUG 18, 2016

AUG 18, 2016

A pair of 45(R) Squadron King Airs line up on RAF Lossiemouth’s Runway 05 prior to departure on August 18. King Air ZK459/X and ZK460/U both wear 100th anniversary squadron markings (see, UK News, September, p19). A third example ZK455/O arrived the previous evening to take part in a flypast over the Edinburgh Military Tattoo.

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RAF Mildenhall/RAF Fairford

Send us your Base Watch images, please include time, date and location. E-mail at [email protected]

AUG 14, 2016

Above and right: Assigned to the 4th Special Operations Squadron/1st Special Operations Wing at Hurlburt Field, Florida AC-130U Spooky II callsign ‘RCH 1004’ arrived at RAF Mildenhall on August 14. The gunship was on its way back to the United States after an operational deployment down range. Painted below the cockpit windows were a number of mission markings. All images Ryan Dorling unless stated AUG 25, 2016

Above: Arriving at RAF Mildenhall on September 8, was WC-135C Constant Phoenix 62-3582 callsign ‘Cobra 55’ of the 45th Reconnaissance Squadron based at Offutt AFB, Nebraska. This aircraft last visited RAF Mildenhall in early 2010. The USAF operates just two WC-135s under the Constant Phoenix programme, tail numbers 612667 and 62-3582. Right: On finals to Runway 11 at RAF Mildenhall, E-4B Nightwatch 75-0125, callsign ‘Edge 22’ of the 1st Airborne Command and Control Squadron (ACCS), 55th Wing from Offutt AFB Nebraska. It arrived at the Suffolk base on the morning of August 25. The E-4B had flown from Aviano AB, Italy and was heading back to the United States.

SEPT 8, 2016

SEPT 11, 2016

Above: Operating from RAF Fairford in September, was B-1B 86-0127 of the 9th Bomber Squadron/7th Bomb Wing, from Dyess AFB, Texas. It was part of threeaircraft deployment consisting of another B-1B 85-0089 from the 489th Bomb Group and a B-52H 60-0038 from the 93rd Bomb Squadron (AFRES), 2nd Bomb Wing. The trio took part in exercise Ample Strike 2016, flying sorties in and around the Czech Republic. Chris Lofting

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DEBRIEF Book reviews The Modern Eagle Guide F-15 Eagle/Strike Eagle Exposed

Testing Tornado Cold War Naval Fighter Pilot to BAe Chief Test Pilot

Reid Air Publications Jake Melampy £34.95 Pages 204 ISBN: 978-0-9888529-5-2

The History Press J David Eagles DFC £16.99 Pages 160 ISBN: 978-0-7509-6841-6

With a lifetime air-to-air kill record of 102-0, the Boeing F-15 Eagle reigns supreme as the most effective and lethal combat aircraft in the history of air warfare. Soon after its debut in 1972, the Israeli Air Force bloodied its claws in the skies over Syria in 1979. Even now, as the Eagle approaches its 45th birthday, it’s still widely regarded as one of the finest jet fighters in the sky. It’s no wonder then there have been so many books published on the Eagle, but none before have delved into the nuts-andbolts of the airframe to such a degree. The author has photographed every panel, cockpit instrument and missile rail – it’s an exceptional undertaking and for aeronautical engineers and aircraft modellers it’s the ultimate reference work. But this is more than just a collection of images, the author’s level of F-15 knowledge is evident as he explains the host of upgrades undertaken during the Multi-Stage Improvement Programmes (MSIPs). If you’re planning to make a model kit of an Eagle or simply want to know how it’s put together, you’ll need this book. Glenn Sands

There has been a glut of test pilot books released recently, and while I have no doubt all these pilots have enjoyed challenging and exciting careers, sometimes punctuation by great humour, the experiences of Lt Cdr John David Eagles AFC certainly stand out, simply because of the adventures he had while flying from aircraft carriers. He joined the Fleet Air Arm during the days of National Service and begun his flying training with the US Navy and later moving on to the Royal Australian Navy. Returning to the UK at the start of the Cold War, the author flew Sea Venoms and was embarked aboard HMS Victorious for 13 months! Nowadays six-to-eight months is the maximum for a warship. Returning to Yeovilton, the author applied to the Empire

French Secret Projects Post War Fighters Crécy Publishing Jean-Christophe Carbonel £27.50 Pages 279 ISBN: 978-1-91080-900-6

It is not well known that in the early post-war years, after six years of enemy occupation, the French aviation industry developed some of the most advanced and innovative aircraft of the Cold War period. The aircraft produced were equal to those coming from British, America and Soviet Union designers. Using pre-war research and captured German wartime technology, a number of French jet, ramjet and rocket-

Test Pilot School, and while waiting for his application to be approved flew Sea Vixens from HMS Hermes, an experience he does not recall favourably due to the jet’s tricky handling on approach to the deck. Accepted as a test pilot and trained at Farnborough, the author begins evaluation trials on the upgrades then being introduced to the Fleet Air Arm’s Buccaneer fleet. His career then led to him being instrumental in developing the MRCA, later called the Tornado. His detailed account of the engineering changes made to the airframe during testing are highly technical but easy to read. These modifications resulted in the Tornado becoming one of the best lowlevel strike aircraft in the world. One of the author’s final tasks was to serve with the team developing the Experimental

Aircraft Programme (EAP), which became the Eurofighter Typhoon. It’s a fascinating account of how a modern fighter is developed by a member of the team who was there from the outset. A great read on what was a remarkable career. Glenn Sands

powered aircraft reached at least prototype form. Vertical take-off, variable geometry wings and revolutionary flying boat concepts were among some of the most radical aircraft designs, studies and projects produced anywhere in the world. French engineers were driven by the need to equip its air force, compete with export markets and catch up with its international competitors, while the companies they worked for gave them free rein to come up with radical and unconventional aircraft. Designs such as the SNCASE X-101, a jet-powered flying boat fighter, illustrate the radical thinking behind some of the projects, even though a number of them may have offered little improvement over more conventional aircraft.

The tales of what might have been are extraordinary, as is the level of exhaustive research undertaken by the author – more like this please Crécy. Highly recommended. 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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COMMENT November

Andrey Zinchuk via Alexander Mladenov

Partnerships for Peace… A RECENT SINO-RUSSIAN exercise in the South China Sea involving ships, aircraft, submarines and marines from the People’s Liberation Army Navy (PLAN) and Russian Federation Navy (RFN) ended with a simulated assault to seize an island off the Chinese coast. In addition to the 11 fixedwing aircraft taking part, eight helicopters including Z-8, Z-9 and Ka-31 AEW types flew supporting missions. Mirroring the typical exercise format used in the West, opposing Red and Blue forces ‘attacked’ each other prior to the amphibious assault. As part of the Blue force, JH-7A fighter-bombers flew simulated maritime strikes against ‘enemy’ destroyers and frigates operating in the area. It was all an exercise, but a clear message was sent to military strategists and political leaders in the region that this partnership has the knowledge and assets to conduct an amphibious assault. The news was certainly received in Washington where the Brand Editor: Glenn Sands World Air Forces Correspondent: Alan Warnes Editorial contact: [email protected] Military News Editor: Dave Allport Group Editor: Nigel Price Chief Designer: Steve Donovan Assistant Chief Designer: Lee J. Howson Production Editor: Sue Blunt Deputy Production Editor: Carol Randall Advertising Manager: Ian Maxwell Production Manager: Janet Watkins Group Marketing Manager: Martin Steele Mail Order & Subscriptions: Liz Ward Commercial Director: Ann Saundry Executive Chairman: Richard Cox Managing Director & Publisher: Adrian Cox Copies of AirForces Monthly can be obtained each month by placing a standing order with your newsagent. In case of difficulty, contact our Circulation Manager. Readers in USA may place subscriptions by telephone toll-free 800-428-3003 or by writing to AirForces Monthly, 3330 Pacific Ave, Ste 500, Virginia Beach, VA23451-9828. We are unable to guarantee the bonafides of any of our advertisers. Readers are strongly recommended to take their own precautions before parting with any information or item of value, including, but not limited

98 NOVEMBER 2016 #344

US national security community along with some defence observers cautioned that Beijing and Moscow have further enhanced their alliance. The September exercise was the sixth in China’s Joint Sea series, and with more planned it appears the Sino-Russian partnership can only be strengthened. However, while critics in Washington were quick to condemn the exercise scenario, their own media are fed scant detail about America’s US Pacific Command participation in more than 1,500 exercises, training events and professional engagements with allied nations in the area every year. The vast majority of these US-led exercises pass with little fanfare in the American media, but Beijing and Moscow view such combined military manoeuvres with suspicion. In June, US, Indian and Japanese forces conducted operations in the Philippine Sea with exercise Malabar, which prompted Chinese Foreign Ministry spokesman Lu Kang to, money, manuscripts, photographs or personal information in response to any advertisements within this publication. Postmaster: Send address corrections to AirForces Monthly, Key Publishing Ltd, c/o Mail Right International Inc. 1637 Stelton Road B4, Piscataway NJ 08854. Printed in England by Warners (Midlands) plc, Bourne, Lincolnshire. AirForces Monthly (ISSN 0955 7091) is published monthly by Key Publishing Ltd and distributed in the USA by Mail Right Int., 1637 Stelton Road B4, Piscataway, NJ 08854. The entire contents of AirForces Monthly is a copyright of Key Publishing Ltd and cannot be reproduced in any form without permission. The Editor is happy to receive contributions to AirForces Monthly. Please note that all material sent to the Editor is forwarded at the contributor’s own risk. While every care is taken with material, the publishers cannot be held responsible for any loss or damage incurred. All material rates available on request. Submitted material (especially illustrations) should have the contributor’s name and address clearly marked and a stamped addressed envelope should be enclosed if it is required to be returned. All items submitted for publication are subject to our terms and conditions, which are regularly updated without prior notice and are freely available

to remark at the time: “Everyone should keep an eye on their true intentions.” Amid such accusatory rhetoric, it might be useful for all sides to take a step back and establish some objectives and limits to their exercise programme or risk an escalation in confrontation at sea. Joint exercises simply aim to deter prospective adversaries but once Washington, Beijing and Moscow put their ‘muscle-flexing spin’ on it, all reality is blown right out of the water.

Glenn Sands AFM Brand Editor E-mail at [email protected] from Key Publishing Ltd or downloadable from www. keypublishing.com. All digital imagery should be at least 300dpi and 10 x 8 inches (25.4cm x 20.3cm) in size and submitted on a CD/DVD with thumbnail prints to the Editor at Key Publishing Ltd, PO Box 100, Stamford, Lincs., PE9 1XQ, UK. Tel: +44 (0)1780 755131 Fax: +44 (0)1780 757261 Subscription: [email protected] Website: www.keypublishing.com Distributed by Seymour Distribution Ltd, 2 Poultry Avenue, London, EC1A 9PP. Tel: +44 (0)20 7429 4000 Fax: +44 (0)20 7429 4001

Next Issue ON SALE 17TH NOVEMBER *UK scheduled on sale date. Please note that the overseas deliveries are likely to be after this date.

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