Air International 2013-08

AUGUST 2013 Vol.85 No.2 £4.50

MAY 2012

GENERATION CHANGE AT BA

INTERNATIONAL

For the best in modern military and commercial aviation

A380 www.airinternational.com

INTERNATIONAL

B787

Speed Carrier & Violence Air Wing Eleven’s Year Long Work-up

X-47 Makes Hooked! History

Bronco X

Boeing’s New OV-10?

Lufthansa

Technology on the Edge

French Rafales at Tiger Meet

FREE D VD!

LEADING NEWS STORIES

News

06 GENERATION CHANGE

04 

BREAKING NEWS

X-47B makes historic carrier landing, fire raises spectre of further troubles for 787 Dreamliner, Asiana Boeing 777 crash, Germany buys EC645T2s, Norway shortens SAR helicopter list, Eurocopter X3 breaks records and US Navy selects Raytheon to develop Next Generation Jammer.

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GENERAL NEWS

German Phantoms take a ‘phinal’ bow, Japan grounds its Kawasaki P-1s, 500th Global business jet delivered, FedEx retires 727 Freighter, Bell unveils SLS, Canada’s first CH-147F, C-130J-30 delivered to Israel, US Navy get its first MQ-8C and ‘Grim Reapers’ land at Eglin AFB, Florida.

British Airways has started a new era with delivery of its first Airbus A380 and Boeing 787-8s. Mark Broadbent reports.

Subscri b claim y e to AIR Intern our ati Airlines free ‘Flying’ o onal and Boeing r Ethiop worth u 787 Cockpit D ian p to £1 VD 9 .99. See pag es 38 for deta -39 ils.

18 BRONCOS, BOMBERS AND AFGHANISTAN

Robert F Dorr provides insight into Boeing’s revived OV-10X Super Bronco, and the pilot candidate woes of the Afghan Air Force.

24 FIRE & NOISE

Guy Martin reports from this year’s South African Air Capability Demonstration.

32 E-JET EVOLVES

Mark Broadbent outlines Embraer’s second generation E-Jet E2 family unveiled at June’s Paris Air Show.

90 FRONT COVER: This month’s issue contains the first of a three-part feature on Carrier Air Wing 11’s work-up. Scott Dworkin LEFT INSET: Edward Radwanski MIDDLE INSET: Edwin Chai RIGHT INSET: Henri-Pierre Grolleau

Features

40 TIP OF THE SPEAR

In the first of a three-part series on the work-up cycle of Carrier Air Wing 11 and the USS Nimitz, Scott Dworkin reports from NAS Lemoore in California.

50 

DREAMLINER DASH TEN

Mark Broadbent looks at the Boeing 787-10, the third Dreamliner variant launched recently by Boeing.

52 

TIGER MEET: A FRENCH PERSPECTIVE

Henri-Pierre Grolleau reports on this year’s NATO Tiger Meet.

56 REGIONAL REVAMP

The regional airline market is undergoing major changes, as Mark Broadbent reports. An exclusive interview with the

Editor Mark Ayton [email protected]

Marketing Assistants Shaun Binnington & Jess Jagger

Designer Dave Robinson

Commercial Director Ann Saundry

Production Manager Janet Watkins Production Controller Danielle Tempest

Group Editor in Chief Paul Hamblin

Managing Director & Publisher Subscriptions/Mail Order Manager Adrian Cox Roz Condé Executive Chairman Marketing Manager Martin Steele Richard Cox

86 CERBERUS GUARD

Kees van der Mark reports on Cerberus Guard, a Dutch Air Manoeuvre Brigade exercise.

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QUEUING TO LAND?

Bruce Hales-Dutton presents the first of a two-part feature on the UK’s future airport policy and its ongoing debate.

CHANGE A WINNING FORMULA 74 NEVER

88 FRANCE’S FLYING SOLDIERS

Pieter Bastiaans provides an update on French Army Light Aviation and its participation in exercise Marne 2013.

This year saw the French Air Force return to Frisian Flag, one of Europe’s most important annual exercises. Kees van der Mark reports.

AMERICA’S AIRLINE JIGSAW PUZZLE 80 LATIN

Latin America is a booming air transport market. With Avianca-TACA and Copa joining the Star Alliance, and LATAM choosing oneworld, a new order is taking

News Editor David Willis [email protected]

Sub Editors Sue Blunt, Carol Randall, Norman Wells

shape. Andreas Spaeth reports.

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90 SPARTAN’S FUTURE

Jim Dorschner examines the potential for the US Government using C-27J Spartans in a multi-agency programme.

SERVICE – THE LUFTHANSA WAY 92 PASSENGER

Chris Kjelgaard reports on the efforts Lufthansa makes to ensure it gets its passenger experience right.

Editor’s Secretary Julie Lawson [email protected] part of it may be reproduced in any form or stored on any form of retrieval system without the prior permission of the publisher. All items submitted for publication are subject to our terms and conditions, which are regularly updated without prior notice and are freely available from Key Publishing Ltd or downloadable from www. keypublishing.com Distribution by Seymour Distribution Ltd • T. +44 (0)020 7429 4000 • Printed in England by Warners

Matt Zebrowski

62 

WORKING FOR THE FUTURE

boss of the Italian Air Force as it celebrates its 90th anniversary – by Riccardo Niccoli.

Advertisement Manager Ian Maxwell [email protected]

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Breaking News

X-47B Makes World’s First Unmanned Arrested Carrier Landing The Northrop Grumman X-47B Unmanned Combat Air System Demonstrator (UCAS-D) carried out its first arrester landing on an aircraft carrier on July 10. The aircraft – known as ‘Salty Dog 502’ – landed on the deck of the USS George H W Bush (CVN 77) under way in the Atlantic Ocean off the coast of Virginia, having flown from NAS Patuxent River, Maryland. In doing so it became the first tailless unmanned air system ever to perform an arrested landing on a US Navy carrier deck. A second successful landing and trap was carried out on the same day, but a software glitch in one of the three navigation computers occurred during the third approach. The demonstrator identified the problem, waved itself off the approach and climbed, after which the mission operator diverted the X-47B to land Wallops Field, Virginia. Additional landing tests were due to be completed as AIR International went to press. The carrier trials are the culmination

Hooked!

Northrop Grumman X-47B BuNo 168064/‘NG-502’ (AV-2) makes history as it catches number three wire on the deck of USS George H W Bush on July 10. US Navy

of a two-year development effort. Both X-47B demonstrators have been involved in deck trials on carriers and in May a catapult take-off was performed, as well as precision approaches and nine touch-andgoes at sea. Before this took place the software to be used by the X-47B

Australian MH-60R Flown

Sikorsky MH-60R Seahawk N48-001 (ex BuNo 168814) completed its maiden flight at the company’s production facility at Stratford, Connecticut, on June 26. The initial flight involved controllability, engine performance, vibration analysis and navigation trials as well as the Contractor Flight Acceptance phase of trials. The sortie was conducted six months ahead of the target agreed with the Australian Government in 2011. It will be dispatched to Lockheed Martin’s Owego facility in New York, where mission systems and sensors will be installed. Three additional MH-60Rs for Australia are currently being assembled. The helicopter is the first of 24 MH60Rs ordered for the Royal Australian Navy under AIR 9000 Phase 8 in June 2011 (see Australia Selects MH-60 Romeo, August 2011, p37) to replace

the 16 S-70B-2 Seahawks in service since 1989, the first of which was retired on December 4, 2012. The MH-60Rs will also carry out the roles once due to be undertaken by the Kaman SH-2G(A) Super Seasprite, procurement of which was cancelled in March 2008. The MH-60Rs will add an air-to-surface strike capability to the S-70B-2’s primary anti-submarine warfare task. Two MH-60Rs will be handed over in December. Aircrew are currently being trained on the type with the US Navy at NAS Jacksonville, Florida, where they will receive their own examples in 2014. Once fully in service with 725 Squadron, at least eight MH-60Rs will be available for deployment on ANZAC-class frigates and Hobart-class air warfare destroyers, while the others will be land-based at HMAS Albatross, Nowra, New South Wales.

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during carrier approaches was tested using surrogate platforms. The X-47Bs are due to be retired before the end of this year. The lessons from the landings and the development programme will be fed into the Unmanned CarrierLaunched Airborne Surveillance and

Strike (UCLASS) programme, which has the aim of creating a productionstandard UCAV for operation from US Navy carriers. Northrop Grumman Lockheed Martin, Boeing and General Atomics are competing to produce the UCLASS air vehicle. Mark Broadbent

Next Generation Jammer Selected Raytheon announced on July 9 that it had been awarded a $279.4 million contract by the US Navy for the Next Generation Jammer (NGJ) programme. The funds support the 22-month technology development phase of the NGJ, which will be headed by Raytheon’s Space and Airborne Systems business, based in McKinney, Texas. Technology development will be followed by a four-and-a-half-year engineering and manufacturing development phase, during which the NGJ will be tested in the air on a Boeing EA-18G Growler. NGJ will replace the AN/ALQ-99 currently used in the Grumman EA-6B Prowler and EA-18G electronic attack aircraft. It will enter service in fiscal year

2020 on the EA-18G, as the EA-6B is due to be retired by 2019. NGJ will use technology derived from the company’s experience with gallium nitride-based transmit/receive modules and active electronically scanned array systems for electronic attack applications. It will be able to jam current and future threats using agile-beam technology, allowing energy to be directed at emitters with more precision and power. Raytheon, along with Northrop Grumman, ITT Exelis and BAE Systems, received technology maturation contracts in July 2010 for the preliminary phase of the NGJ programme. Three proposals were put forward to the US Navy after Northrop Grumman and ITT Exelis combined their efforts.

Second Pakistan Navy ATR 72 Delivered

Pakistan Naval Aviation has received a second ATR 72-500. Former Air Botswana airliner A2-ABS (msn 788, ex F-WWEG) was refurbished at Las Palmas on Gran Canaria and departed on its delivery flight to Pakistan via Palma de Mallorca on July 8. The first example was handed over to Pakistan in March (see Pakistan Navy ATR 72 Delivered, April, p12). Both will be used for pilot training and as utility transports with a mixed freight and passenger configuration. Javier Rodríguez

Please send all news correspondence [email protected]

Breaking News

X3 Becomes Fastest RotaryWing Aircraft Eurocopter’s X3 high-speed demonstrator has beaten the Sikorsky X2’s unofficial speed record by reaching 263kts (487km/h) in a dive. During flight trials in early June, Eurocopter test pilots flying from Istres, near Marseilles in France, also reached 255kts (472km/h) in level flight (on June 7 flown by Hervé Jammayrac with flight test engineer Dominique Fournier), breaking the X3’s previous maximum demonstrated speed of 232kts (430km/h) set in May 2011. The Sikorsky X2 achieved 260kts (481km/h) in a shallow dive and 252kts (467km/h) in level flight in 2010 (see X2 Claims New Unofficial Helicopter Speed Record, September 2010, p14). The new round of high-speed trials followed changes to the X3’s gearbox that allowed it to operate at the full power of its two Turbomeca RTM322 turboshaft engines. It was also fitted with a new, more aerodynamic fairing around its rotor head to reduce parasitic drag. The company says test data related to the fairing’s installation will be “beneficial for drag optimization” across its entire range of helicopters. The X3 has now logged 140 hours, including 55 hours on a demonstration tour of the USA last year. Eurocopter is currently defining the first products on which X3 technology will be applied. The North America division of parent group EADS has withdrawn its proposal for the US Army’s Joint Multi-Role advanced rotorcraft technology demonstration, which was expected to be based on X3 technology, to focus on the Army’s Armed Aerial Scout programme. Eurocopter may now explore wider applications in civil and parapublic roles such as passenger transport, intercity shuttles, long-range search and rescue operations and offshore airlift as possible roles for a future X3-based rotorcraft. Mike Jerram

Zambian Y-12s and a Fishbed

Noted at Lusaka International Airport in Zambia recently was Harbin Y-12-II AF-214 (c/n 0076) and Y-12-IV AF-221 (ex B-801L) and Mikoyan-Gurevich MiG-21bis Fishbed AF-920 of the Zambia Air Force. The Zambian Fishbed fleet is based at Mumbwa, while the Y-12 Turbo Pandas are operated by 22 Squadron from the airport. Richard Gennis

Congolese Hip-H

A Mil Mi-17 Hip-H of the Force Aérienne Congolaise (Congolese Air Force) was noted at Pointe Noire in the Congo on June 25. A detachment of Congolese helicopters is maintained at the airport, although the Hip-H is believed to be the only rotary-wing type still operational with the force. The air force is thought to have received two Mi-17s, probably from Ukraine, around 1997. Benoît Denet

Korean C-130J Hercules Rolled Out

Lockheed Martin C-130J-30 Hercules 730 (c/n 5730) is the first for the Republic of Korea Air Force. The transport was rolled out on June 11 at Marietta, Georgia, and will be delivered next year. Korea’s order for C-130J-30s was announced on December 2, 2010 (see Four C-130Js for the Republic of Korea, January 2011, p22). Lockheed Martin/Andrew McMurtrie

Indian Flankers for Ethiopia? Ethiopia has been identified as a potential customer for the former Indian Air Force Sukhoi Su-30 Flankers stored in Belarus. Russian arms export agency Rosoboronexport’s general director Alexander Mikheev revealed on June 28 that the company was talking to Ethiopian authorities about the sale of the aircraft. The 18 aircraft comprise eight

Su-30Ks and ten Su-30MKs delivered to the Indian Air Force prior to the arrival of optimised Su-30MKIs, which added canards, thrust-vectoring and specified avionics to the basic airframe. All 18 were withdrawn in 2006 and stored at Pune, before being returned to the manufacturer, the Irkut Corporation. They were dismantled and transported to Baranovichi in Belarus during August

and November 2011 for storage with the 558th Aircraft Repair Plant while a customer was sought (see Former Indian Su-30Ks for Sale, July 2012, p9). An agreement to sell the aircraft was reported concluded and announced by Russian President Vladimir Putin and President Alexander Lukashenko of Belarus on September 21, 2012 (see Russia to Sell to Belarus Former Indian

Please send all news correspondence [email protected]

Iraq Buys Mi-28NE

Russia announced at the Paris Air Show that its first export batch of Mil Mi-28NE Night Hunter (NATO codename Havoc) attack helicopters have been sold to Iraq. While the number purchased was not revealed, previous press reports stated Iraq required 30 helicopters. Iraqi’s interest in the Mi-28NE was confirmed on October 9, 2012, during Prime Minister Nuri al-Maliki’s visit to Moscow (see 30 Havocs for Iraq, November 2012, p4). It has been reported by Russia media sources that the order was signed during the same month. David C Isby

Su-30Ks, November 2012, p9), but the buyer was not identified. Ethiopia currently has around a dozen Su-27/SK/UBKs assigned to an air regiment based at Debre Zeyit/Harar Meda International Airport, although serviceability is low. The additional aircraft could replace Mikoyan-Gurevich MiG-21MF Fishbed-Js or MiG-23BN Flogger-Hs at the same base.

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Breaking News

G

British Airways has started a new era with delivery of its first Airbus A380 and Boeing 787-8s. Mark Broadbent reports

T

he entry into service of new widebody types is a rare occurrence at network airlines. Longhaul aircraft will form the backbone of a carrier’s fleet for years. British Airways (BA) accepting its first Airbus A380 and Boeing 787-8s is a perfect example – these are the first new widebody types to enter service with the airline since the Boeing 777

in 1995. BA is the first European airline to operate both the A380 and 787-8 and, after China Southern Airlines, only the second worldwide. BA’s first 787-8 G-ZBJB (c/n 38610) touched down at Heathrow on June 27, followed a day later by the second, G-ZBJA (c/n 38609). Both were delivered direct from Boeing’s Paine Field facility at Everett near Seattle, Washington.

The first A380 G-XLEA (msn 095) was delivered from the Airbus factory in Toulouse to Heathrow on July 4. The aircraft had previously been displayed by Airbus at the Paris Airshow. To mark the A380’s arrival BA staged a photo opportunity involving hundreds of staff, each waving small Union Jack flags.

BRITISH AIRWAYS 787 SEATING PLAN FOR 214 SEATS

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Arrival of the first A380 and 7878s within seven days of each other wasn’t initially planned. When BA ordered the two types in November 2007, it was expected there’d be a year between their arrivals. But the delays to the 787-8 development, the impact of the wing cracks on the A380’s production and delivery schedule and, most recently, the disruption to 787-8 deliveries caused by the type’s three-month grounding earlier this year, meant there was an opportunity for BA to receive both new types concurrently. BA will receive 12 A380s and eight 787-8s. Two more A380s are due

For daily stories go to...www.airinternational.com

15/07/2013 18:24

Breaking News

Generation Change

to be delivered this year, G-XLEB arriving in September and G-XLEC in November. The carrier’s third and fourth Dreamliners (G-ZBJC and G-ZBJD) are scheduled to arrive in August and September respectively, with the other four due in 2014. BA expects to have nine A380s in its fleet by 2015 and by the same year it should also have received the first four aircraft from a separate order for 16 larger 787-9s.

Training The new aircraft won’t go straight into service. Each type will be put through what BA calls a “complex service introduction phase” designed to train up the pilots and cabin crews who will operate them. Training captains responsible for instructing and converting line pilots were the first to fly. The first element involved deployment of

G-XLEA and both 787-8s to London Manston Airport in Kent. Manston’s 9,015ft (2,748m) runway and its relatively quiet operations provide an ideal environment for pilots to undertake circuit training, factors which also influenced BA’s fellow UK Dreamliner operator Thomson Airways to use the airport for some of its 787-8 training earlier this summer. The A380 and 787-8s will also carry out circuit training at Chalons-Vatry and Chateauroux Airports in France. BA is training 100 pilots for the A380s and another 100 for the 7878s. Both groups have already been through extensive ground school, including simulator time – the A380 pilots using BA’s own A380 simulator at its Heathrow engineering base.

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In the long-term the carrier plans to convert its existing long-haul Boeing 747-400 and 777 pilots onto the A380 but Gerry Copeland, BA’s Managing Director of Operations, said the airline’s first A380 pilots are those who have

previous Airbus experience and are therefore “familiar with the basic architecture and principles” of Airbus cockpit operation. BA’s first 787-8 pilots will be trained exclusively to fly the Dreamliner. The airline is examining the possibility of having pilots qualified on both the 787 and the 777 given the cockpit commonality between the types.

Above & Main: BA’s first 787-8 G-ZBJB touched down at Heathrow on June 27, followed

a day later by the second, G-ZBJA. Both were delivered direct from Boeing’s facility at Everett, Washington. Ian Harding (above) Steve Flint/AirTeamImages (main) Oposite bottom: BA’s 787 seating plan. British Airways

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Breaking News

Above: BA’s World Traveller Plus-class seats on the Boeing 787 Dreamliner. Andreas Spaeth Main: At 10.25AM on July 4, 2013, the first BA Airbus A380-800 aircraft, G-XLEA, touched down on Heathrow’s runway 27L completing its 90 minute delivery flight from Toulouse. Ian Harding Bottom left: BA’s A380 seating plan. British Airways Bottom right: Bulky in-flight entertainment system boxes are fitted underneath seats in World Traveller-class onboard the new A380. Andreas Spaeth

Into Service Once the first line pilots have been cleared to fly the A380 and 787-8s, BA will put the aircraft into service on its domestic network from Heathrow to the main destinations in the UK. Pilots and cabin crews will fly several sectors a day to build their expertise and confidence operating the new aircraft. BA hadn’t announced the routes or timings for such flights at the time of writing. On completion of this phase the aircraft will be deployed on the intercontinental routes for which they were purchased. The 787-8s will take over the daily Heathrow-Toronto service on September 1, a service that will increase to ten times per week between September 15 and October 26. Dreamliners will then begin

operating the daily Heathrow-Newark flight on October 1, increasing to 13 times weekly from October 27. The A380’s first outing, starting on October 15, will be the so-called ‘Red Carpet Route’ from Heathrow to Los Angeles. Its second, to Hong Kong, will start on November 15. Dreamliners will replace 14 ageing Boeing 767-300ERs, which are currently used on ‘thin’ intercontinental routes – that is, long-haul sectors where the demand isn’t large enough for a highercapacity 747-400 or 777. Toronto and Newark are prime examples, with others – again currently flown with the 767s, and on which the 787-8s are likely to be deployed in the future – including Nassau, Cairo, Hyderabad and Jeddah. BA Boeing 767s seat 192

passengers, consisting of 144 in World Traveller (BA’s name for economy class), 24 in World Traveller Plus (premium economy class) and 24 in Club World (business class). In comparison, the 787-8s will carry 214 passengers split between 154 World Traveller, 25 World Traveller Plus and 35 Club World. Carrying 22 more passengers, ten being the lucrative business class travellers prized by network carriers, together with a lower fuel burn than its predecessor means the 787-8 will give improved per-seat operating costs on thin routes.

Network Developer A key point in the 787-8’s business case is that it’s a network developer – in other words, it can be used to open new thin routes. The claim from

Boeing is that the aircraft hits a sweet spot between passenger capacity, twin-engine economics and range (7,650–8,200nm/14,200–15,200km) enabling it to serve city pairs that couldn’t previously be sustained because older twin-engine aircraft didn’t have the range and/or were too big for the demand on the route. This claim will only be proven in the fullness of time but BA, like other network airlines operating the Dreamliner, such as United Airlines and Qatar Airways, intends to use the 787-8 in this way. The airline hasn’t yet disclosed what new routes its Dreamliners could be deployed on but BA’s Chief Executive Officer

BRITISH AIRWAYS A380 SEATING PLAN FOR 469 SEATS

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For daily stories go to...www.airinternational.com

15/07/2013 18:31

Breaking News

Keith Williams recently told the airline industry magazine Routes News that the 787-8 will “give us more flexibility to serve markets we haven’t served before”.

A380 Cabin BA’s A380s are configured for 469 passengers, split into 14 First Class, 97 Club World, 55 World Traveller Plus and 303 World Traveller. Notably, it’s A380s won’t feature the cabin innovations installed by some other airlines – there isn’t an Emirates-style shower or a separate lounge/bar area that features on Air France, Emirates, Korean, Qantas and Thai aircraft. Instead, BA has prioritised what Keith Williams calls “space, light and comfort”. First Class and Club World seats will convert into 1.8m (5.9ft) long fully-flat beds. Passengers in these classes will also have improved in-flight entertainment and mobile device connectivity, and new menus, while First Class passengers will have 30% more personal space than the same class aboard the 747-400. World Traveller passengers get 780mm (31 inches) of legroom and those in World Traveller Plus 960mm (38 inches). One very inconvenient aspect for those passengers travelling in World Traveller class is the fitting of very bulky in-flight entertainment system boxes underneath the seats. The boxes take up a lot of foot space

especially on upper deck window seats. BA told AIR International that it had to use this old style in-flight entertainment system, including the boxes, because no alternative system exists. Other A380 operators and other modern airliners however don’t use the bulky boxes anymore. BA’s A380s include slightly fewer seats compared to the configurations of some other A380 operators. Emirates’ two configurations carry 489 or 517 passengers, Malaysia Airlines’ aircraft 494, China Southern 506, Thai Airways 507, Air France 515 and Lufthansa 526. But the 166 premium seats in BA’s aircraft (14 First, 97 Club World, 55 World Traveller Plus) is more than the 74, 78, 90, 106 and 126 premium seats respectively featured in A380s operated by China Southern, Malaysia Airlines, Emirates, Lufthansa and Air France respectively. On the one hand this simply reflects different airlines’ varying approaches to using the A380’s cavernous 5,145ft2 (478m2) of floor space, but on the other it indicates that BA’s priority with the A380 is to maximise the number of high-value premium passengers that are so important to the profit margins of network airlines.

type will work alongside other new widebody types due to enter service later this decade (12 787-10s, 18 Airbus A350-1000s, new 777-300ERs and 16 787-9s) in replacing the ‘Jumbos’. Gerry Copeland explained the A380 will be used on routes “where we can make the most use of that size of aircraft” – in other words, the most popular sectors where the greatest yields are to be made. This will allow a reduction in frequencies, releasing valuable slots at Heathrow for BA to develop new routes. BA has yet to reveal what other routes the A380s will be deployed on beyond Los Angeles and Hong Kong. Service entry of the BA A380 and 787-8 fleets will take place over several years, but the British flag carrier’s once-in-a-generation fleet change is under way and the latest US and European aircraft will become stalwarts of BA’s longhaul network for years ahead.

New Flagship The A380 is therefore poised to replace the 747-400 as BA’s long-haul flagship. Indeed, the double-decker is already playing a significant part

For daily stories go to...www.airinternational.com

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in the airline’s advertising. But when Keith Williams referred to the A380’s arrival as “the start of a new era” for BA, he was also referring to the aircraft introducing more cost efficiencies into the airline’s long-haul operations. Carrying 170 passengers more than the 299 carried by the 747400s, the A380’s greater volume will – like the 787-8 in replacing the 767 – lower per-seat operating costs, in turn boosting the airline’s revenues. BA also says the A380 is 15% more fuel efficient than the ‘Jumbo’ and that the aircraft will be quieter for people living near Heathrow, claiming that it will be half as noisy as the 747-400 on take-off and four times quieter during landing. But the A380 isn’t a like-for-like 747-400 replacement. The dozen on order will not substitute for the 52 747-400s in the carrier’s fleet, the most of any airline. Rather, BA’s vision for the A380 is that the

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Breaking News

New Falcon for Swiss Air Force

New Colt Takes to the Skies

The prototype Antonov An-2-100 completed its maiden flight on July 10. Antonov

Antonov completed the first flight of the modernised An-2-100 on July 10. Company test pilots Sergii Tarasiuk, in command of the flight, and Valerii Epanchintsev, completed the sortie at the company’s facility at Kiev in Ukraine, staying aloft for more than an hour. The prototype has been named Henrih H Ongirskii, after Antonov’s late deputy general designer. The An-2-100 is powered by a Motor Sich MC-14 turboprop turning an AV17 propeller in place of the Shvetsov ASh-62IR radial piston-engine and AV-2 of the standard An-2 Colt. It runs on kerosene rather than avgas, which is no longer produced in large quantities in CIS countries. The lighter turboprop also reduces

The Lufttransportdienst des Bundes (LTDB, Federal Air Transport Service) of the Swiss Air Force officially took delivery of Dassault Falcon 900EX T-785 (c/n 195, ex HB-JIO) on June 5. It followed the aircraft’s arrival at its home base at BernBelp Airport on May 21. The 2008-built jet, formerly operated as 3A-MGC by the Monaco Government, replaced 32-year-old Falcon 50 T-783 (c/n 67), which will be sold. Between March 13 and May 17 the Falcon 900EX was temporarily registered as HB-JIO while being fitted out for use by the Swiss Air Force. It made its first flight in LTDB service on June 10, and was seen four days later at Volkel AB in the Netherlands. Kees van der Mark

empty weight by 200kg (441lb), while maximum take-off weight has increased by 190kg (419lb) and range, cruising altitude and airfield performance are improved. An-2-100s will be produced by converting existing airframes. The potential market is huge, as the An-2 was built in large numbers in the Soviet Union and Poland. Antonov states that 135 An-2s are currently in Ukraine, of which 54 are airworthy; 1,520 in Russia (322 flying); 290 operated in Kazakhstan, 143 in Uzbekistan, 89 in Turkmenistan, 82 in Belarus, 63 in Azerbaijan, 30 in Kirgizia, 13 in Moldova and four in Armenia. Many others continue to fly in countries outside the CIS.

EC645s for German Special Forces Gemany’s Kommando Spezialkräfte (KSK, Special Forces Command) signed an order for 15 Eurocopter EC645T2 light utility helicopters on July 11. The contract, worth €194m, covers not only the helicopters but also equipment packages including

a fast rope system, cargo hooks and hoists. An electro-optical sensor and pintle-mounted weapon will also be incorporated into the EC645T2s, a self-defence system and ballistic protection. Deliveries will occur from late 2015 to mid-2017.

US Chinook Order Includes Examples for UAE and Turkey Turkey and the United Arab Emirates (UAE) will receive Boeing CH-47F Chinook transport helicopters. The helicopters are part of the US Army multi-year order announced on June 11 (see 177 CH-47Fs for US Army, July, p6). Confirmation that the buy included Chinooks for Turkey and the UAE was given within the US Department of Defense’s announcement of the contract six days later, although the numbers involved for each country were not revealed. The total firm order covers 177 CH47Fs worth $3.4 billion, most of which

will enter service with the US Army. Options for a further 38 aircraft are included, increasing the cost of the deal to $5 billion if all are exercised. Both new-build and remanufactured CH-47D airframes are involved. The UAE currently has six CH-47Fs in service, four of which were delivered in August 2010 as a direct commercial sale (rather than via the US-managed Foreign Military Sales [FMS] programme). Another 16 were ordered via FMS, with the letter of offer and acceptance (LOA) understood to have been signed in

June 2011 (see 16 CH-47Fs for UAE [And Saudi Arabia], November 2011, p39). On January 11, 2012, Boeing announced a US Army order for 14 CH-47Fs, comprising six for the UAE, seven for the Australia Army Aviation Corps and one for the US Army (see 14 CH-47Fs Ordered for Australia, US Army and UAE, February 2012, p5). This resulted in two more being delivered to the UAE in October 2012. This possibly leaves 18 CH-47Fs from the FMS contracts outstanding that could be included in the recent deal.

Centennial Markings on RNLAF Hercules

Koninklijke Luchtmacht (Royal Netherlands Air Force) Lockheed C-130H-30 Hercules G-273 Ben Swagerman (c/n 5273) of 336 Squadron at its home base Eindhoven on July 11. It is one of two RNLAF aircraft to recently receive special markings celebrating 100 years of military aviation in the Netherlands. Boeing AH-64D Apache Q-17, which has worn display colours since 2011, also has ‘100’ and ‘Military Aviation 1913-2013’ markings applied. Kees van der Mark

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Turkey is understood to have requested up to ten CH-47Fs in early 2008, resulting in an FMS LOA for six being signed in July 2010. One year later Turkish media reported that a government-to-government deal had been reached for the six (see Turkey Signs for CH-47F Chinooks, October 2011, p32), comprising five for the army and one for special operations command. Delivery was then expected in 2014, while at the same time a decision to order a further four or eight had been postponed to an unspecified date.

AW101 or EC225 for Norway Eurocopter and AgustaWestland have been down-selected to continue negotiations to provide up to 16 new search and rescue helicopters (plus six options) for Norway. Eurocopter is offering the EC225 and AgustaWestland the AW101. The NHIndustries NH90 and the Sikorsky S-92 have been eliminated from consideration. The four bidders submitted their offers in December 2012 and negotiations continued until June 7. A final decision is expected by the end of the year, according to the Ministry of Justice running the programme. Glenn Bøhn Melhus

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Breaking News

‘Bayou Militia’ Transit RAF Lakenheath

On July 15 ten McDonnell Douglas F-15C/D Eagles of the Louisiana Air National Guard – known as the ‘Bayou Militia’ – landed at RAF Lakenheath, Suffolk. The fighters comprised eight F-15Cs (including 78-0539/‘JZ’) and two F-15D two-seaters, and arrived as two flights; MAZDA 11 consisting of six aircraft and MAZDA 21, four. All are assigned to the 122nd Fighter Squadron, 159th Fighter Wing, based at Naval Air Station Joint Reserve Base New Orleans, Louisiana. A pair of McDonnell Douglas KC-10A Extenders provided logistical and tanker support, landing at nearby RAF Mildenhall, Suffolk. The final destination of the fighters had not been disclosed by the time AIR International went to press. Ian Harding

F-X III Hiatus

The future of South Korea’s stalled search for a new fighter under its F-X III programme was due to be decided soon after AIR International went to press. On July 17 Defence Minister Kim Kwan-jin was due to chair a meeting to review the bidding process so far. His options include starting the process again or dividing the purchase of the 60 aircraft into smaller lots. The selection was suspended after the Defense Acquisition Program Administration stated on July 5 that none of the bids could be accommodated within the allocated budget. The contenders for the requirement are an advanced version of the Boeing F-15, the Eurofighter Typhoon Tranche 3 and Lockheed Martin F-35 Lightning II.

Asiana 777 Crash at San Francisco The US National Transport Safety Board (NTSB) is investigating why Asiana Airlines Boeing 777-28EER HL7742 (c/n 29171) undershot the runway at San Francisco International Airport, California, on July 6. The airliner, carrying 291 passengers and a crew of 16, was arriving from Seoul in the Republic of Korea when it landed short of runway 28L. Fire engulfed the fuselage as the aircraft came to a stop and the passengers evacuated using the emergency slides on the port side of the aircraft. Three people died and 48 were hospitalised with serious injuries. Film footage of the crash scene

indicates that the 777 hit the seawall at the end of runway 28L and the tail section was lost when the aircraft slewed onto the grass beside the runway. According to the NTSB, the airliner began its approach to the airport too high before descending too low and leaving the centreline of the ideal glide path. Its airspeed slowed close to stalling prior to coming down, due to the manoeuvres undertaken to get the 777 back on the correct glide path bleeding off velocity. The aircraft’s autothrottle system was off during the approach and thus unable to automatically add power to increase speed. The reason for

the autothrottles being disengaged had not been disclosed as AIR International went to press. Eight seconds prior to impact the power levers were advanced increasing engine thrust from ideal to 50% of that available from the two Pratt & Whitney PW4090s. The NTSB investigation is focussing on the condition of the airport’s instrumented landing system (ILS) equipment, as well as the performance of the aircraft, systems, engines and crew. The glidescope indicator of the ILS had been declared unserviceable since June 1 due to construction work, forcing the crew to fly a

Fire Could Turn Dream to Nightmare

Boeing 787-8 Dreamliner ET-AOP landing at London-Heathrow on June 30. The aircraft caught fire at the airport on July 12. Ian Harding

The UK Air Accidents Investigation Branch (AAIB) is looking into the cause of a fire that occurred onboard an Ethiopian Airlines’ Boeing 787-8 Dreamliner parked at LondonHeathrow on July 12. No one was in the aircraft at the time and no injuries were recorded in the incident. Extensive damage was caused by heat to the upper portion of the

rear fuselage of the airliner (ET-AOP named Queen of Sheba, c/n 34744), while smoke filled the cabin. After the fire was extinguished the aircraft was placed in a hangar at the airport so that AAIB personnel could begin their work. The Federal Aviation Administration, Boeing Commercial Airplanes and Ethiopian Airlines are participating in the

investigation. Representatives of the US National Transportation Safety Board and the Civil Aviation Authority of Ethiopia have been invited to appoint accredited representatives to participate, along with the Civil Aviation Authority and European Aviation Safety Agency. The day after the incident the AAIB stated that the heat damage is not

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non-instrumented approach. The interaction of the pilot flying the aircraft, Lee Guang-guk, and the pilot in command, Lee Jeong-min, who was monitoring his colleague, is also under scrutiny. The incident is only the third hull loss of a 777 in 18 years of commercial operations, following a landing accident by British Airways’ 777-236ER G-YMMM (c/n 30314) on January 17, 2008, caused by ice crystals in the fuel reducing flow to the engines, and a flightdeck fire on the ground involving 777-266ER SU-GBP (c/n 28423) of Egyptair on July 29, 2011. Mark Broadbent and David Willis

located in the areas that contain the main and auxiliary power unit batteries. A redesign of the containment system for the lithiumion batteries was required following earlier fires on Dreamliners. The type was grounded for more than three months from January as Boeing implemented a solution to the problem. Ethiopian Airlines was the first commercial operator to put the airliner back into service on April 27 (see Dreamliner Returns to Service, June, p17). The carrier was continuing to fly its other three 787-8s on passenger-carrying services as AIR International went to press. At the time of the fire at Heathrow Boeing had delivered 68 Dreamliners to 13 airlines. Additional problems with the airliner would be a public relations disaster for the Dreamliner programme, after Boeing worked hard to retain airline and passenger confidence in the aircraft following the battery fires.

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UK

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Exercise Cable Car

RAF RC-135W TO ARRIVE IN UK THIS YEAR

Lockheed P-3C AIP+ Orion BuNo 159323/‘RD-323’ of VP-47 heads a line-up of three Orion variants at RAF Leuchars on June 14 prior to the start of Exercise Cable Car. Matthew Clements

RAF Leuchars in Fife hosted four Lockheed Orion variants for Exercise Cable Car between June 15 and 22. Cable Car was a maritime patrol exercise involving Canadian, Norwegian and US Navy personnel. Participants included two US Navy P-3C AIP+s from Patrol Squadron 47 (VP-47) ‘The Golden Swordsmen’ (BuNos 158563/‘563’, c/n 5572, and

159323/‘RD-323’, c/n 5613), home based at MCAS Kaneohe Bay, Hawaii, but forward deployed to Morón AB in Spain for operations in the 6th Fleet’s area of operations. The Royal Canadian Air Force deployed CP-140 Aurora 140102 (c/n 5689, ex N64959) of 405 Long Range Patrol Squadron, 14 Wing, from CFB Greenwood, Nova Scotia, to RAF

No.101 Squadron to be Second Voyager Unit The second RAF unit to receive the Airbus Military A330 Voyager will be No.101 Squadron. It currently operates the few remaining Vickers VC10s at RAF Brize Norton, Oxfordshire, which are due to be retired in September. The future of the unit was confirmed in early June. It will operate Voyagers alongside No.10 Squadron at RAF Brize Norton. After a slow start, the AirTanker consortium (including Cobham, EADS, Rolls-Royce, Thales and Babcock) is on track to meet its operational commitments under the Future Strategic Tanker Aircraft

programme. It will deliver 14 Voyagers to the RAF by 2016, including a core fleet of nine aircraft by May 2014. On June 28 the Civil Aviation Authority (CAA) cleared Voyager for ETOPS 180 (extended operations, usually over water, 180 minutes away from the nearest suitable airfield). CAA clearance is important because the Voyager fleet will be operated with a mix of military and civil registrations. The equivalent military release is expected in time to allow the aircraft to take over supply missions to the Falklands in the final quarter of this year. Ian Harding and David Willis

NEWS BY NUMBERS

Leuchars. P-3C UIP 3298 (c/n 5819, named Viking) of 333 Skvadron, 133 Luftving (333 Squadron, 133 Air Wing) of the Luftforsvaret (Royal Norwegian Air Force) came from Andøya Air Station. During the exercise the participating aircraft undertook missions of up to 10 hours 30 minutes over the Shannon and Atlantic oceanic regions. Matthew Clements

‘Shiny Two’ Retraces its First Move

On June 21 No.II(AC) Squadron’s ‘Shiny Two’ flagship Tornado GR4A (ZA398) landed at Farnborough, Hampshire, in support of the unit’s efforts to raise money for the Royal Air Forces Association. Members of the squadron are cycling from Farnborough, where the unit was formed from No.2 Company (Aeroplane), Royal Engineers, on May 13, 1912, to Montrose in Scotland, where it moved to on February 26, 1913. The transfer was the first deployment of a squadron to a specifically designed airfield. Ian Harding

Delivery of the first Boeing RC-135W Rivet Joint (ZZ664, c/n 18773, ex 64-14833) to the UK is due on October 1, although according to sources within the RAF the aircraft could be delayed slightly. It will be delivered directly to RAF Waddington, Lincolnshire, where it will be assigned to No.51 Squadron, rather than to Boscombe Down, Wiltshire, the traditional site for the evaluation of new aircraft types entering service with the RAF. The initial aircraft is understood to have been rolled out in late March/ early April, but had not conducted its maiden post-conversion flight by the end of the first week of July. Three Rivet Joint airframes are being produced for the RAF from former US Air Force KC-135R Stratotanker airframes by L3 Communications at Greenville, Texas, under the Airseeker programme.

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SHADOWS FOR NO.14 SQUADRON A sixth Beechcraft King Air 350CER is being prepared as a Shadow R1 for delivery to No.14 Squadron at RAF Waddington, Lincolnshire, by the end of July. Minister for International Security Strategy, Andrew Murrison, revealed that the additional aircraft is being delivered while responding to a parliamentary question on July 4. The fleet has been acquired to fulfil an urgent operational requirement for service in Afghanistan to support Operation Herrick, although their exact role has not been revealed by the Ministry of Defence.

Red Tail Marks No.5(AC) Squadron Anniversary

Raytheon Sentinel R1 ZJ692 (c/n 9131, ex C-FZWW) has been given a red tail featuring a maple leaf – as depicted on the unit’s badge – as part of the celebrations for No.5(AC) Squadron’s centenary. The aircraft is shown on July 7 prior to take-off for its participation in the RAF Waddington International Air Show in Lincolnshire, during which it flew in company with the Red Arrows aerobatic team. It was painted with the special markings about two weeks prior to its appearance at the airshow held at No.5(AC) Squadron’s home station. The unit was formed at Farnborough, Hampshire, on July 26, 1913, flying a variety of types. Although the fives Sentinels are officially due to be withdrawn at the end of 2014, as announced in the 2010 Strategic Defence and Security Review (SDSR), RAF sources are confident that its service career will be extended until the next SDSR in 2015, when a decision will be made on its long-term future. David Willis

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Europe

French Customs’ F406s Being Replaced by King Airs

The Douane Française (French Customs Service) is replacing its Reims F406 surveillance aircraft with Beechcraft King Air 350ERs equipped with the Cassidian Samsara 200 mission system. Four of the new aircraft have been delivered, the latest (F-ZBGN, c/n FL-781) entering service in December 2012. It left the Beechcraft production facility in Wichita, Kansas, on September 1, 2012, on delivery to France, where its mission equipment was installed. Samsara 200 includes a FLIR Systems Star Safire III HD electro-optical and infrared system, a Thales Ocean Master 400 radar, an infrared/ ultraviolet scanner and a Terma sidelooking air radar. Earlier King Air deliveries to the Douane Française comprised F-ZBGK (c/n FL-682), F-ZBGL (c/n FL-746) and F-ZBGM (c/n FL-752). A further four are sought to replace the Reims F406 fleet. Alan Warnes

WTD 61 Phantoms Bow Out in Style

Wehrtechnische Dienststelle 61 (WTD 61, Technical Testing Facility 61) will retire the final examples of the McDonnell Douglas F-4F Phantom II on July 24 at Ingolstadt-Manching in Bavaria, having flown the final pair of F-4Fs (37+15, ex 72-1125; and 38+13, ex 721223) in German service. The unit undertakes airframe and systems evaluation for the German defence ministry. F-4F 38+13 was painted at Jever in a black and orange scheme with the legend ‘Don’t let me die, I want to fly!’ on the tail and wings. It departed Jever on June 25 and completed fly-bys of Wittmundhafen and Leeuwarden AB in the Netherlands before landing at IngolstadtManching. It was displayed at the ‘Phantom Pharewell’ air show at Wittmundhafen on June 29. Phantom 38+13 is destined to become a gate guardian while 37+15 will survive as an instructional airframe. Michael Balter/MBAviationImages Photography

Delivery of Turkish ATR 72 TMUAs Imminent

ATR 72-600 TMUA T.C.B.701, wearing the test serial CSX62290, landing at TorinoCaselle in Italy at the conclusion of a test flight on July 1. It is expected to be delivered soon. Marco Rossi

Turkey is expected to take delivery in the next few week of two ATR 72-600 Turkish Maritime Utility Aircraft (TMUA) under the terms of a renegotiated contract. At least one of the TMUAs was noted on a test flight at Torino-Caselle in Italy at the beginning of July following modification at Alenia Aermacchi’s facility at Naples-Capodichino. Both airframes were handed over at Toulouse in France on January 11 for conversion to utility configuration. A revised Meltem III contract was signed with Alenia Aermacchi during the IDEF 2013 defence exhibition held in Istanbul between May 7 and 10 (further to Turkey Renegotiates Meltem III ATR 72ASW Deal, May, p12). Turkey’s defence procurement agency, the Savunma Sanayii Müstes¸arlıg˘ı, signed the original contract in 2005 for ten ATR 72-500ASW anti-

submarine warfare (ASW) aircraft. The type is intended to supplement the Türk Deniz Kuvvetleri’s (Turkish Navy’s) six-strong fleet of CASA/ TAI CN235M-100MPA patrol aircraft, and will be equipped with the Thales Airborne Maritime Situation and Control System mission suite procured under the Meltem II programme. However, integrating the AMASCOS on both the CN235 and ATR 72 has proved difficult, resulting in significant delays and the changes to the contract. The revised contract calls for Alenia Aermacchi to deliver eight ATR 72-600 aircraft, comprising two in TMUA cargo/utility configuration and the remaining six for ASW (see Turkish Navy to Reduce ATR 72600 Order, October 2012, p7). The cargo variants are due for delivery by the end of 2013. The ASW aircraft will be handed over by 2018 after an extensive evaluation. Arda Mevlütog˘lu

Long-Planned Atlantique Upgrade to Start Soon Thales and Dassault Aviation expect to begin work on a long-planned upgrade to the Aéronautique Navale (French Naval Air Arm) Dassault Atlantique 2 (ATL 2) maritime patrol aircraft in the coming weeks. The French Navy maintains 22 ATL 2s, 18 of which are due to get a complete overhaul with new radar, antisubmarine systems, sonars, sonobuoys and optical sensors. At the heart of the modernisation is the Thales Airborne Maritime Situation and Control System which will replace the current mission avionics. The work will extend the service life of the fleet beyond 2030. France modified a number of ATL 2s earlier this year to deliver GBU-12 Paveway II laser-guided bombs to hit targets designated by EADS Harfang unmanned air vehicles, fighter aircraft

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or troops on the ground. The ATL 2 is currently using this capability supporting combat missions in Mali as well as gathering intelligence, surveillance and reconnaissance. Commenting on the ATL 2, Laurent Collet-Billon, head of the Direction générale de l’armement (French procurement agency) said: “It’s like a Swiss [army] knife. As we see in Mali, it’s a useful to have some multipurpose assets.” In April the French defence ministry listed ATL 2 modernisation as a top priority in the nation’s new defence and security strategy, ahead of a multi-year spending plan due to be issued this summer. Plans to upgrade the ATL 2 fleet have been proposed for more than four years, but funding constraints have delayed the start of the programme. Bob Fischer

Romanian F-16 Buy Approved

The Romanian Government approved a plan to buy 12 used F-16A/B Block 15 Fighting Falcons from Portugal on June 19. It has set up a funding mechanism for the procurement, currently priced at €628 million. Romania’s Parliament will have the final approval of the purchase, with a decision expected later this year. If it goes ahead, delivery of the fighters is due to be completed by 2017, when the service life of the current Aerostar/ Elbit MiG-21 LanceR force expires.

Meanwhile, Bulgaria’s long-running fighter procurement is “unlikely” to start before the end of 2013, according to defence minister Angel Naydenov, citing financial constraints. He stated on June 5 in Brussels, Belgium, that current fighters were still capable of fulfilling Bulgaria’s NATO commitments, but added: “We do need new aircraft.” He later said while the government was interested in procuring used fighters, but the air force wanted new production aircraft. David C Isby

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Europe

Phase 1 of MC-27J Gunship Trials Completed Alenia Aermacchi and partner ATK have completed the first phase of the evaluation of the MC-27J Spartan gunship. Since making its public debut at the Farnborough International Airshow in July 2012 (see Special Operations MC-27J Spartan Unveiled, August 2012, p9), the MC-27J demonstrator has been painted in a new black colour scheme worn by US Special Operation Command gunships. The scheme was applied for the MC-27J’s recent live firing trials in the United States. Alenia and ATK announced just before the start of June’s Paris Air Show that they had successfully completed the first phase of ground and flight tests of the MC-27J at Eglin AFB, Florida. This included six live-fire tests spanning 14 hours and a timed demonstration of the conversion of the aircraft from transport to weaponised configuration. According to ATK’s Director Business Development, Special Mission Aircraft, Brad Hayes, “getting the roll-on-roll-

off pallet system [installed], which houses the GAU-23 30mm cannon, took one hour and two minutes. Once in, we just hook up to the EO/ IR [electro-optical/infrared] system and the cockpit. Then we are ready to go.” The trials, in the Eglin Range, were completed in March, after which the aircraft was flown to ATK’s Fort Worth facility in Texas where it remained until flying to Paris for display at the airshow. Brad Hayes added: “Phase 1 commenced last summer with a mock-up system [displayed] at Farnborough and progressed to the evaluation in March. With that now complete, the aim is to move on with phase 2 – integrating the mission management system, including the EO/IR sensor – then further flight testing by the end of spring 2014. Phase 3 will commence with the integration and subsequent firing of precision-guided munitions, like the Raytheon Griffin or MBDA Viper E, by late 2014.” Alan Warnes

Luftwaffe R

Eurofighter Typhoon 31+00 with ‘Hand in Hand’ artwork on the starboard side of its tail, symbolising the co-operation between JG 71 ‘Richthofen’ and JBG 31 ‘Boelcke’. On its port side it marked the 55th anniversary of the formation of JBG 31 in 1957, including silhouettes of the Republic F-84F Thunderstreak, Lockheed F-104G Starfighter and Panavia Tornado flown before receiving the Eurofighter. David Willis

After serving the Luftwaffe for 40 years, Jagdgeschwader (JG, fighter wing) 71 ‘Richthofen’ retired the last operational McDonnell Douglas F-4F Phantom IIs in a ceremony held at the wing’s home base at Wittmundhafen on June 29.

Italian Air Force at Bold Quest 2013 Italian Air Force 6° Stormo Tornado IDS MM7044/‘6-76’ arrives at RAF Brize Norton, Oxfordshire, on June 25, on its way home to Brescia-Ghedi after attending Bold Quest 2013. Ian Harding

Arriving at RAF Brize Norton, Oxfordshire, on June 25 was an Aeronautica Militare Italiana (Italian Air Force) contingent comprising a Boeing KC-767A tanker transport from 14° Stormo (wing), three 6° Stormo Panavia Tornado IDSs and a Lockheed Martin C-130J Hercules. The aircraft spent the night at the RAF airfield on their way home from Exercise Bold Quest 2013 at MCAS Cherry Point, North Carolina. Starting on June 10 and lasting ten days, the eleventh exercise in the Bold Quest series comprised air and ground assets and more than 1,300 service personnel from the

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United States’ Army, Navy, Air Force and Marine Corps plus ten other nations – Germany, France, Italy and Norway (all of which participated), Denmark, Finland, Japan, Sweden, Turkey and the UK (which sent observers). Starting in 2003 the exercises aim to provide realistic conditions for coalition and other international partners to test their combat identification systems, and the techniques and procedures they use to engage them. In the past, Bold Quest focused on ground-toground and air-to-ground scenarios, but in 2013 the focus for the first time was on air-to-air and surface-to-air

combat. During ten days of exercises and data collection, participants had the opportunity not only to test their different technologies (including new identification friend or foe – IFF – and new-generation IFF technologies), but also their interoperability tactics, techniques and procedures. Methods of reducing friendly fire incidents and improving combat effectiveness were also among the goals of the exercise. A further Bold Quest event is planned for September at Camp Atterbury Joint Maneuver Training Center in Indiana and more will be held in 2014. Ian Harding

Four of JG 71’s ten remaining F-4Fs participated in the official final flight, the main event during an open day organised at the northern Germany air base which attracted 100,000plus visitors. After two formation

M-345 HET Development Revealed Alenia Aermacchi and Italy’s Secretariat General of Defence/ National Armaments Directorate will jointly define and develop a new basic/ advanced trainer known as the M-345 High Efficiency Trainer (HET). It will be developed from the Alenia Aermacchi M-345, known as M-311 until 2012, itself an upgrade of the original SIAIMarchetti S-211. The agreement was announced at the Paris Air Show at Le Bourget on June 18. A joint defence ministry and industry working group will be established to define the specifications of the aircraft and the steps needed for its development. The M-345 HET is aimed at the market currently dominated by turboprop aircraft, mating jet performance with the latest generation of on-board avionics and training systems compatible with the M-346 Master advanced trainer. Avionics include a head-up display in the front cockpit and a repeater in the rear, multi-functional digital displays and hands-on-throttle-andstick controls for both occupants. Two-level maintenance (rather than three), a health and usage monitoring system, pressure refuelling and onboard oxygen generation will aim to lower support costs. The M-345 HET is expected to enter service between 2017 and 2020.

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Europe

e Retires F-4F Phantoms The four F-4Fs involved in the last flight ceremony at Wittmundhafen on June 29, parked next to two of the type’s replacement, the Eurofighter Typhoon. Kees van der Mark

fly-by’s, the F-4s were joined by two Eurofighters from Nörvenich-based Jagdbombergeschwader (JBG, fighter-bomber wing) 31 ‘Boelcke’, which took over quick reaction (QRA) alert duties at Wittmundhafen on July 1. The F-4Fs made a series of low passes before landing at the base for the very last time. Blue and gold-painted ‘Phantom

Pharewell’ F-4F 37+01, crewed by Lt Col Alexander Berk and JG 71’s commanding officer, Col Gerhard Roubal, made the ultimate landing at 15:15. Welcomed by the Luftwaffe’s commander, Lt Gen Karl Müllner, the aircraft were then parked in front of the public, next to the Eurofighters – one of which had a specially decorated ‘Hand in Hand’

tail, symbolising the co-operation between ‘Richthofen’ and ‘Boelcke’ at Wittmundhafen. Phantom 37+01 will be preserved near Wittmundhafen’s main gate, while 38+10, in its ‘Norm 72’ camouflage scheme as worn in the 1970s and early 1980s, flew to Neuburg on July 4 to be preserved at the Bavarian air base. The other eight – comprising

37+22, 37+92, 38+28 (wearing ‘45 Jahre in Schortens’ markings), 38+33 (in Norm 81 scheme, as worn until the mid-1990s), 38+37, 38+48, 38+62 and 38+64 – all flew to nearby Jever between July 2 and 5. They will be demilitarised and either scrapped or sold for display purposes, although 38+28 is likely to be preserved at Jever. Kees van der Mark

RNLAF KDC-10 Cockpit Upgrade Completed McDonnell Douglas KDC-10 T-264 Prins Bernhard at its home base, Eindhoven AB, on June 6 when it was officially handed back to the RNLAF after modification under the Cockpit Upgrade Programme. Kees van der Mark

The last of three McDonnell Douglas (K)DC-10s of the Koninklijke Luchtmacht (Royal Netherlands Air Force, RNLAF) has been redelivered after going through an extensive Cockpit Upgrade Programme (CUP). Both KDC-10 tanker/transports and the single DC-10-30CF operated by Eindhoven-based 334 Squadron had their original cockpit avionics replaced by digital systems at Woensdrecht AB by Fokker Air Services, with Boeing acting as a subcontractor. KDC-10 T-264 Prins Bernhard (c/n 46985) was redelivered

during a ceremony held at Eindhoven AB on June 6. During the event Fokker Technologies CEO Sjoerd Vollebregt officially handed over T-264’s logbook to Cdre Hans Lodder, deputy chief projects within the Dutch Defence Materiel Organisation, who in turn passed it on to RNLAF commander Lt Gen Alexander Schnitger. The upgrade was necessary to enable the aircraft to continue to fly along international air routes, but it also standardised the cockpits as the aircraft originally served

two civil operators (Martinair and United Airlines), each with their own configuration. The digitalised layout includes large screens displaying flight control, engine and navigation information. The modified aircraft also feature a Link 16 datalink system, new, more accurate navigation and GPS systems plus secure voice and satellite communication equipment. Work on the first aircraft (DC-10-30CF T-255, c/n 46987) began in the autumn of 2007. Although the tri-jet made

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its first flight with the new cockpit on July 22, 2008, it was not until April 8, 2011, that it was redelivered to 334 Squadron due to delays caused mainly by software problems and certification issues. It subsequently began an operational test and evaluation programme and was finally declared operational in January 2012, five years behind schedule. The first of the KDC-10s to go through the CUP was T-235 (c/n 46956) which arrived at Woensdrecht on December 23, 2011 and was handed back to the RNLAF on November 1, 2012. As the first of the two tankers to be upgraded, the aircraft was also involved in a limited tanker-specific certification programme. The last aircraft, KDC-10 T-264, entered the CUP on November 23, 2012, and returned to Eindhoven on May 31, three months ahead of its scheduled delivery date. With their updated cockpits and remaining airframe life, the three 1976 and 1978-built aircraft should be able to serve till around 2025. However, on April 8, 2011 the Dutch defence ministry announced the DC-10 will be withdrawn from service – after both KDC-10s had returned from the CUP – as part of a new round of budget cuts, and retirement is now expected on January 1 next year. Kees van der Mark

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Russia & CIS

Western Military District Competition and Exercise

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NEWS BY NUMBERS

SU-34S FOR VORONEZHBALTIMOR Deliveries of the final four Sukhoi Su-34 Fullback bombers to Voronezh-Baltimor airbase in the Western Military District were due in July. It brings the two squadrons based there to full strength with 12 Su-34s each. During June crew training for the new aircraft took place at Torzhok. David C Isby

15 Sukhoi Su-25 Frogfoot ‘73’ red, carrying an unguided rocket pod waits for a sortie at Voronezh-Baltimor during the Aviadarts competition. Sergy Aleksandrov

The Aviadarts competition, bringing together aircrew from throughout the Voyenno-Vozdushniye Sily (Russian Air Force), was held at Voronezh-Baltimor airbase in the Voronezh Oblast between June 24 and 27. This year’s competition was limited to Sukhoi Su-25/U/SM/SM3 Frogfoot attack aircraft, Mil Mi-24P/V Hind, Mi-28N Havoc, and Kamov Ka-52 Hokum attack helicopters. It involves attacks with inert munitions (the ‘Aviadarts’) on simulated targets, monitored by television cameras. The competition served as an opener for a major Western Military District combat readiness exercise that started on June 27 and involved 185 aircraft. As with the competition, Voronezh-Baltimor air base was the centre of operations in a scenario that saw theWestern Military District respond to a massive air assault from the West. The exercise included Sukhoi Su-34 Fullbacks flying simulated suppression missions against

Hits on the Pogonovo firing range in the Voronezh region during the competition. Sergy Aleksandrov

radar systems and Sukhoi Su-24MR Fencers on simulated armed reconnaissance missions. Other aircraft simulated cruise missiles to provide radar targets for surface-to-air missile units participating in the exercise. Sukhoi Su-27 Flankers from Besovets in the Russian Republic of Karelia deployed to Pushkin airfield outside St Petersburg to take part in the exercise. A squadron of Mikoyan MiG-29SMT Fulcrums deployed to Voronezh-Baltimor from Kursk in the Kursk Oblast and carried out practice interceptions. Other aircraft participating were Mikoyan MiG-31 Foxhound

interceptors, which refuelled from Ilyushin Il-78M Midas tankers, and Beriev A-50 Mainstay airborne early warning and control aircraft. Vo ro n e z h - B a l t i m o r- b a s e d Su-34s were deployed to dispersed operating bases. Although not part of the planned exercise, the dispersal was added as part of a no-notice readiness inspection test set by the defence minister, Sergey Shoygu. The live-fire portion of the exercise was held separately at the Ashuluk firing range in the Astrakhan region. In addition to the launching of surface-toair missiles, it included air-to-ground ordnance delivery by the deployed Su-34s and Su-24s. David C Isby

AN-148S ORDERED BY RUSSIA The Russian ministry of defence has awarded the United Aircraft Corporation (UAC) a firm order for 15 Antonov An-148 twinjets, according to UAC president Mikhail Aslanovich Pogosyan, speaking at the Paris Air Show at Le Bourget in June. The contract is worth 18 billion roubles ($550m). One aircraft will be delivered this year, eight in 2014-2015 and six in 20162017. The Russian Government has previously expressed a requirement for 130 jetliners for various agencies. This includes 59 An-148s, according to Minister for Industry and Trade Denis Valentinovich Manturov. Kieran Vélon

Russian Naval Ultralights

A specialist force of the Russian Pacific Fleet Naval Infantry is training to use ultralight aircraft to help defend warships from sabotage. The Primorye kray branch of the Voluntary Association for Assisting the Army, the Air Force and the Navy (DOSAAF) provided the ultralights to the force. David C Isby

New Livery for Kazakhstan Government A330 Airbus A330-243CJ UP-A3001 (msn 863) of the Kazakhstan Government arrived at Manchester Airport on June 12 for repainting by Air Livery. It was rolled out six days later with a new blue, white and yellow stripe along the fuselage and tail (see Kazakhstan Government Prestige in Spain, March, p13, for the original scheme). The aircraft departed the same day. Charles Cunliffe

Baltic Interceptions Increasing Russia has increased air operations along its western borders, resulting in several air force’s encountering its aircraft around the Baltic. Two Armée de l’air (French Air Force) Dassault Mirage F1CRs on quick reaction alert as part of a four-aircraft NATO Baltic Air Policing detachment at Šiauliai in Lithuania were scrambled

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on June 3 by the NATO Control and Reporting Post at Ämari in Estonia to intercept a Russian aircraft over the Gulf of Riga. The aircraft turned out to be an Ilyushin Il-20 Coot-A electronic-intelligence gatherer. The Mirages escorted it for a short time before handing over to two Svenska Flygvapnet (Swedish Air Force) JAS39

Gripens as the Russian approached the islands of Öland and Gotland. Mirages based at Šiauliai were also scrambled on June 8 and 11. On the first occasion they encountered Sukhoi Su-24 Fencer fighter-bombers and a Beriev A-50 Mainstay airborne early warning and control aircraft, both escorted by Sukhoi Su-27 Flanker

fighters in international airspace. All of the Russian aircraft landed in Kaliningrad after being escorted to Russian airspace. The Finnish defence ministry issued a statement on June 12 that two Russian military aircraft had violated Finnish airspace over the Gulf of Finland the previous day. David C Isby

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North America

Grim Reapers’ F-35C Arrives at Eglin AFB

Lockheed Martin F-35C Lightning II BuNo 168733/‘NJ-101’ arrives at Eglin AFB, Florida, on June 22. US Air Force/Major Karen Roganov

US Navy Strike Fighter Squadron 101 (VFA-101) ‘Grim Reapers’ received its first Lockheed Martin F-35C Lightning II on June 22. Navy test pilot Lt Cmdr Chris Tabert flew the aircraft (BuNo 168733/‘NJ-101’, CF-6) to Eglin AFB, Florida, where the unit is part of the 33rd Fighter Wing, from the manufacturer’s

facility at Fort Worth, Texas. VFA-101 will serve as the fleet replacement squadron, training pilots and maintenance personnel on the type for the frontline units. Four additional F-35Cs will arrive for VFA-101 this year. The aircraft delivered to Eglin AFB is the initial production F-35C and first flew on

February 14 (see ‘Grim Reapers’ F-35C Flown, March, p17). The US Navy plans to receive 369 F-35Cs (of which 80 will serve with the US Marine Corps) to form the core of its future carrier-based air power. The initial operating capability for the type is due to be achieved in 2019.

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Marines Establish EA-6B Prowler Training Unit The US Marine Corps has redesignated one of its four expeditionary electronic attack squadrons as a training unit for Grumman EA-6B Prowler crews. On June 14 a ceremony was held at MCAS Cherry Point, North Carolina, to mark the transition of Marine Tactical Electronic Warfare Squadron 1 (VMAQ-1) to Marine Tactical Electronic Warfare Training Squadron 1 (VMAQT-1). All US Navy and Marine Prowler crews previously received training at NAS Whidbey Island, Washington, with Navy Electronic Attack Squadron 129 (VAQ-129). The squadron will continue to train US Navy Prowler crews into next year, but the service will retire the type in 2015 in favour of the Boeing EA-18G Growler. The decision for the Marines to establish a Prowler training unit was taken as they will continue to operate the aircraft until 2019. The first courses run by VMAQT-1 will start in October, giving the unit time to transition from frontline operations to its new role and also optimise the syllabus to support marine operational concepts.

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17

NEWS COLUMN

Broncos, Bom and Afghanis by Robert F Dorr

With

its

proposed

OV-10X Super Bronco, Boeing hopes to revive a Vietnamera warplane, prompted by interest around the world in a light attack aircraft for brushfire wars.

While Boeing

ponders whether to develop a newbuild OV-10X prototype, US Navy special operations forces are pressing ahead with Combat Dragon II, a field demonstration of a pair of much-used OV-10G+ models. For the past year, the two OV-10G+ aircraft have been flying realistic, mock-war missions at NAS Fallon, Nevada and elsewhere in the American West. Supporters of a new-build Super Bronco from Boeing say it is the only aircraft in the light attack market that offers twinengine reliability — essential when taking hits during a close air support engagement. One proponent said the Bronco is, “far more survivable than a trainer on steroids” — a swipe at the less robust Beechcraft AT-6B Coyote, the new name for the attack version of the T-6B Texan II. Boeing isn’t ready to cut metal yet — and hasn’t said where a Super Bronco would be assembled — but the plane maker says a “new build” OV10X would accommodate up to 16 AGM-114 Hellfire missiles on

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wing and sponson stations with a centreline station for a 30mm cannon, ordnance, or fuel. Combat Dragon II, also called CD II, uses very old but upgraded Bronco airframes (BuNo 155481 and 155492) previously operated by the US Marine Corps, the State Department, and NASA. They were upgraded with new Hartzell four-blade propellers and a sensor turret. They carry the Imminent Fury kit, the package demonstrated by the A-29B Super Tucano in the navy special operations forces’ programme of the same name in 2009-2011. Full details have not been disclosed but the kit includes electro-optical and

infrared sensors, night-vision gear, encrypted radios, and a laser weapons designator. CD II is officially a Limited Objective Evaluation (LOE). The requirement for a light warplane with a high-tech sensor package that led to CD II originated with the US combatant commander in Afghanistan – at the time US Army Gen Stanley McChrystal – and was pushed by US Marine Corps Gen James Mattis, who headed US Central Command until earlier this year. Mattis told the Senate in March 2010 that using a sophisticated aircraft like the F-15E Strike Eagle to support troops patrolling rural villages “amounts to overkill”. The problem for Boeing’s Bronco proposal – and for CD II – is that the light-warplane concept is a budget orphan, adopted by special operations forces with money from their

separate funds. Although the CD II Broncos at Fallon have navy pilots and marine corps observers, the programme isn’t part of naval aviation for fiscal purposes and does not enjoy support from its bureaucracy.

Forward Bomber Presence The Boeing B-52H Stratofortress is the centrepiece of what the US Air Force calls the ‘Continuous Bomber Presence,’ or CPB — a scheme under which nuclear capable, heavy bombers maintain a forward presence at Andersen AFB, Guam. Keeping the B-52 in a highly visible state of activity in the Western Pacific is consistent with the Obama administration’s ‘pivot’ – or shift in priorities – toward Asia. However, it is unclear whether funding will be

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NEWS COLUMN

ombers nistan

‘black programme’ at the secret base at Groom Lake, Nevada, there is no current US bomber project. The administration’s budget proposal for the fiscal year beginning 2014 contains only funding to study bomber development. The benefit of having B-52s on Guam ought to be seen as validating the role of the heavy bomber, yet the new bomber’s fiscal future remains questionable.

Afghan Air Force

This is a previously unpublished image of OV-10G Bronco N3634U (former BuNo 155492) taken shortly before 2011 when it was upgraded to OV10G+ standard for the Combat Dragon II demonstration. Edward Radwanski

available to continue the CPB after the current fiscal year ends on September 30. After North Korea unleashed a torrent of threats in April, Pentagon spokesman George Little told reporters: “The B-52 Stratofortress [on Guam] can perform a variety of missions including precision-guided conventional or nuclear strike. We will continue to fly these training missions as part of our ongoing actions to enhance our strategic posture in the AsiaPacific region.” While deployed to Guam, B-52s fly long-distance training sorties over vast expanses of the Pacific Ocean. B-52s on Guam participated in exercise Cope North last February 4-15, which brought together American, Australian and Japanese forces.

“We’re delivering a message,” B-52 pilot Capt Bandy Jeffrey told AIR International. “It’s up to our leaders to decide whether we’ll be able to keep it up.” Under the CPB arrangement, the only two stateside B-52 bases – Barksdale AFB, in Louisiana and Minot AFB, in North Dakota – handle the Guam presence on alternate years, with the two squadrons at each base spending six months apiece on Guam with about 300 airmen and six to 12 bombers. The United States has just 162 heavy bombers, a total that includes 76 B-52Hs, 66 B-1B Lancers (which do not have a nuclear mission) and 20 B-2 Spirits. The last three air force chiefs of staff have said that a new bomber is their top priority. Notwithstanding rumours of a

A US airman might well feel justified in complaining that at a time when funding is tight for the US Air Force, Washington is spending money to develop an air arm in Afghanistan, a country where a Central Intelligence Agency fact book says life expectancy is 50.11 years and the literacy rate is 28.1%. Seeking to build the Afghan Air Force (AAF), US officials have had to search hard to find pilot and aircrew candidates who are literate in their own language and know some English. Two of these candidates recently completed helicopter pilot training in the United States and returned to Afghanistan to be told by the AAF they cannot be placed on flight status – because they are women. The Light Air Support or LAS programme, to provide 20 Embraer A-29B Super Tucano light attack aircraft to two Afghan squadrons is moving ahead after delays caused by political and legal wrangling. Sierra Nevada Corporation is the primary contractor for the LAS effort and will work with Embraer to assemble the A-29Bs at a plant in Jacksonville, Florida. No one in Afghanistan has seen an A-29B, but efforts to provide the country with US-

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funded, Russian-supplied Mil Mi17 helicopters are running into serious opposition on Capitol Hill. “The Pentagon is buying aircraft that Afghan units can’t fly,” headlined the Washington Post on July 1. On June 17, the Pentagon announced that the Russian supplier Rosoboronexport had been awarded a $554 million contract for 30 Mi-17s to be used by Afghanistan. The announcement came just days after the White House approved a 2014 defence policy bill that includes a prohibition on contracts with the Russian agency. Both houses of Congress also oppose defence dealings with Rosoboronexport. To a Congress that dismisses a Florida-built Super Tucano as ‘foreign,’ a contract for Russian helicopters to be paid by US taxpayers is like blood in a shark pool. It helps little that a small cadre of Afghan aviators from a past era has experience in the Mi-17 and could fly the helicopter usefully while younger Afghan pilots learn, simply, to fly. The Pentagon’s special inspector general for Afghanistan reconstruction is recommending that the Mi-17 purchase is suspended until the Afghan air arm’s staffing, recruiting and training deficiencies are resolved. The special inspector general is also scrutinising problems in the basic training of Afghan Mi-17 pilots at Fort Rucker, Alabama and (for some) advanced training in the Czech Republic. Also under scrutiny is a planned purchase for Afghanistan of 12 Pilatus PC12s. The prime contractor: Sierra Nevada Corporation.

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North America

Colorado F-16s Stay in Jordan

Air Force One Upgrade Delays The Avionics Modernization Program (AMP) for the US Air Force’s two Boeing VC-25A ‘Air Force One’ presidential transports has been delayed due to problems with certifying the software for the new onboard systems. This has caused problems as the upgrade had been scheduled to take place during planned heavy maintenance. Installation has been postponed as a result. AMP will add systems to aid pilot awareness and reduce the workload in the cockpit. David C Isby

Sherpas Fading Away Two Royal Jordanian Air Force F-16A Fighting Falcons, an F-16C from the 120th Fighter Squadron and a pair of Boeing F/A-18C Hornets from Marine Fighter Attack Squadron 211 (VMFA-211), formate over Ajloun in Jordan during Eager Lion. US ANG/Senior Master Sgt John P Rohrer

Six Lockheed Martin F-16C Fighting Falcons from the Colorado Air National Guard’s 120th Fighter Squadron, 140th Wing, have remained in Jordan after the end of the multinational Eager Lion exercise on June 20. The deployment is

intended to provide additional security for Jordan in the event of fighting in Syria crossing the border. The decision was announced on June 15 following a request by Jordan. In addition to the fighter-bombers, a battery of Patriot missile defences also

remained in the country after Eager Lion. Rebels fighting President Bashar al-Assad’s regime in Syria have been trained by the Central Intelligence Agency in Jordan, increasing the threat of attacks against the country. David C Isby and David Willis

The US Army is planning to put its Short C-23C/D Sherpa twin-turboprop transports into storage at Fort Sill, Oklahoma, until they are retired imminently. The proposal goes against a continuing resolution passed by Congress earlier this year that appropriated funds for eight C-23s to continue operations. It stated that none of the funds could be used for retirement of the aircraft, yet the date has been brought forward to September this year from the end of 2014. David C Isby

ISR From the Heavens - Archangel Revealed at Paris North Carolina-based Iomax unveiled its new Archangel armed surveillance derivative of the Thrush Aircraft S2RT710P Thrush 710P tandem-seat crop duster on June 17 at the Paris Air Show at Le Bourget. The prototype (N7555A, c/n 100JMH) was handed over to the company in March and delivered to its Mooresville facility in North Carolina on May 15. Iomax has previously integrated mission systems into 24 Air Tractor AT-802U for the United Arab Emirates Air Force (UAEAF). The Thrush 710 and the AT-802 are developments of the same basic airframe originally developed by aircraft designer Leland Snow. One of the primary reasons Thrush Aircraft was selected by Iomax for the Archangel was that it can modify the aircraft while it is still on the production line, which was not possible with the Air Tractor. Ron Howard, CEO of Iomax said: “We

learned lessons from the Air Tractor and blended them into the Thrush.” The Archangel has been designed to perform border patrol, intelligence and surveillance reconnaissance missions. It has an Esterline CMC Cockpit 4000 and Honeywell GPS/ inertial reference system with a video/ datalink system. Three 5in by 7in (127mm by 178mm) multi-function displays are mounted in the front cockpit and one in the rear. Power comes from a 1,300shp (969.4kW) Pratt & Whitney PT6A-65AG turboprop. The aircraft was displayed at Paris, equipped with an L3 Wescam MX15Di that incorporates infrared, monochrome, colour and daylight cameras, and a laser designator, mounted just forward of the undercarriage. The MX-15Di can be operated by either the pilot up front or the weapon systems operator in the rear seat. Ron said, “With a

Upgraded E-4B Visits UK

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capability of carrying 500 [US] gallons [1,893 litres] of fuel, the Archangel can stay in the air for eight-plus hours with a 4,000lb [1,814kg] mission load.” According to Iomax, the aircraft can carry a wide range of mission payloads and electronic suites, while six underwing pylons can carry approximately 5,340lb (2,422kg) of external stores. The prototype was displayed at Paris, armed with an AGM-114 Hellfire air to surface missile that completed its initial fixed-wing launch (from an AT802U) in January, leading to its first qualified firing in the United Arab Emirates (UAE) more recently. Other weapons include the Roketsan Cirat 2.75-inch laser-guided rocket, which is currently being qualified on the AT802U during trials the UAE. Also seen on the wing pylons were a couple of 250lb (113kg) laser-guided bombs and a FN Herstal gun pod on the port outboard pylon.

A flexible pod procured by the UAE was displayed next to the Archangel. It allows additional payloads to be carried, freeing the under wing hardpoints for other stores. The pod is flexible enough to house a synthetic aperture radar/moving target indicator, signals-intelligence gathering sensors, datalinks, or missile and radar warning receivers. It can be mounted on the centre-line hardpoint. The Archangel made an epic 7hr 15min flight from Canada over the Atlantic via the Azores, before heading for Spain and up to Paris. “We had good tailwinds, but let’s hope they don’t persist for the flight back!” exclaimed Doug Klevisha, Director Aircraft Integration and Modification at Iomax. Ron says that Iomax has orders for 24 Archangel conversions from the UAE, and is negotiating contracts with Jordan and Libya. Alan Warnes and Mike Jerram

Boeing E-4B 73-1676 (c/n 20682) of the 1st Airborne Command and Control Squadron of the 55th Wing, based at Offutt AFB, Nebraska, on approach to RAF Mildenhall, Suffolk, on June 18. The E-4B has recently undergone the Block 1 upgrade to improve its survivability and mission capabilities. It includes the blanking of all fuselage windows to improve resistance to electromagnetic pulse, and to shield those inside from the thermal effects of nuclear detonations. The recent visit of 73-1676 to the UK, in connection with the 39th G8 Summit held at Lough Erne Golf Resort in Enniskillen, Northern Ireland, was the first since the upgrades had been integrated on the airframe. Matthew Clements

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1

NEWS BY NUMBERS

PRESTIGE FOR THAILAND

Asia & Australasia

Vietnamese Graduate on Twin Otter 400

Thailand is to buy a VIP-configured Airbus A320-214(CJ) Prestige that will be operated and crewed by the Royal Thai Air Force. On June 25 the Thai cabinet approved funding of 3.4 billion baht ($108.9 million) for the aircraft and a new hangar to house it at Bangkok airport. David C Isby

Bangladesh Navy Do 228NG Delivered

RUAG Aviation has delivered the first of two Dornier Do 228NGs (314-01, c/n 8306, ex D-CBNF) to the Bangladesh Navy. The aircraft arrived at Kurmitola Air Base on June 3, having been handed over on May 26. A second (314-02, c/n 8307, ex D-CBNG) should have been delivered in late June, although this was unconfirmed as AIR International went to press. Three pilots have already been trained in Germany. The co-pilots will be trained in Bangladesh by a RUAG pilot, after they have completed basic training in Germany. Both aircraft will be used primarily for maritime surveillance with a 360° Telephonics RDR 1700B radar, integrated with a moving map, but have a secondary search and rescue role carrying air deployable dinghies and life rafts. Bangladesh’s order for the Do 228NGs (announced July 20, 2011) was the first for a fixed-wing aircraft for the navy. Alan Warnes

Viking Air Twin Otter 400 C-GVTU (c/n 872) in the colours of the Vietnamese People’s Navy. Viking Air

On July 10 Canadian manufacturer Viking Air and Pacific Sky Aviation held a ceremony to mark the graduation of the first group of Vietnamese People’s Navy pilots (seven) and maintainers (29) on the Twin Otter 400/Guardian 400. The training has taken place over the last 20 months, including six months learning the English language and 14 of basic through to advanced flight tuition with Viking and Pacific Sky at Victoria, British Colombia, and FlightSafety International in Toronto, Ontario. Flight training on

the Guardian 400 was conducted over four months using Vietnam’s own aircraft, accumulating over 500 flight hours and 1,890 landings on runways, soft fields and water. The contract for three Twin Otter 400s and three Guardian 400 maritime patrol variants announced in May 2010 is the first for Western aircraft for the Vietnamese ministry of defence, and the initial fixed-wing type for the Vietnamese People’s Navy. The first was handed over for training in Canada on November 8, 2012 (see One Twin Otter Delivered to Vietnam,

Globemaster Arrives in India

P-1 Grounded and Deliveries Halted Japan’s Kawasaki Heavy Industries (KHI) P-1 maritime patrol aircraft were grounded after one experienced what was described as “unstable combustion” in all four engines during flight. The Japanese defence ministry publicly announced the grounding and details of the incident on June 20. It took place on May 13 while an Atsugi, Kanagawa prefecture-based P-1 was at 33,000ft (10,058m) on a manufacturer’s test flight off the coast of Aichi prefecture. The aircraft lost approximately 6,500ft (1,981m) of altitude before the crew performed a successful air-start of the engines and made an emergency landing. The P-1 fleet was grounded the following day. No explanation for the incident has been given. Delivery of further P-1s from the

manufacturer has been halted until the cause of the problem has been determined. Two more examples were scheduled to have been delivered to the Japan Maritime Self Defense Force (JMSDF) in June. No date has been announced for resumption of P-1 testing or deliveries, although KHI is currently working on a solution to return the aircraft to flight status. The P-1 is powered by four IHO Corporation XF7-10 turbofans, rated at 60kN (13,500lb st) each. Three aircraft have been delivered to the JMSDF base at Atsugi for operational testing, the first of which were handed over on March 26 (see First P-1s Delivered to JMSDF, May, p14). Two other XP-1 prototypes were also produced. David C Isby and David Willis

The first Boeing C-17A Globemaster III for the Indian Air Force touches down at Air Force Station (AFS) Hindan in Uttar Pradesh on June 18 at the conclusion of its delivery flight. The transport (CB-8001, b/n F-253, ex 11-0101) was handed over to the service on January 22 before undertaking a series of flight tests with the US Air Force’s 418th Flight Test Squadron at Edwards AFB, California (see Indian Globemaster Delivered for Flight Test, March, p19). At the end of June the aircraft was used to rotate an infantry battalion to the Andaman and Nicobar Islands. Ten C-17As are currently on order (with six more sought – see Six Additional C-17As and C-130Js Sought by India, April, p14), with two more due to arrive at AFS Hindan within six weeks of the first and another pair by the end of the year. The other five will be delivered in 2014. PRO Indian Air Force via J C Chakravarthi

Extension for Cobham F406 Contract Cobham Aviation Services Australia will continue to provide maritime surveillance services with two Reims F406s for the Australian Customs and

Border Protection Service until June 2014. The AUS $7 million one-year contract extension was announced on June 17. The two aircraft provide

January, p12). They will be delivered in a variety of configurations for land and amphibious operations. In service the aircraft will be used for transport, resupply, maritime surveillance and search and rescue missions with convertible interiors, including VIP, commuter and utility configurations. Vietnam is currently investigating acquiring a long-range airborne maritime patrol capability. Discussions have been held with the US Government for six unarmed P-3 Orions, although no deal has yet been finalised.

2,000 hours of maritime surveillance annually. In 2012 a separate contract held by Cobham for border protection in

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Australia was extended until 2021. Ten Bombardier Dash 8 Q300s provide 15,000 hours of cover a year. Mark Broadbent

AI.08.13

21

Rest of the World

Saudis Receive Third A330 MRTT

Egyptian Fighting Falcon Production Continues Lockheed Martin F-16C Block 52 Fighting Falcon 9760 (JJ-10, ex 10-1010), destined for the Arab Republic of Egypt Air Force, was undergoing flight tests at NAS Fort Worth Joint Reserve Base, Texas, on June 21. Four single-seat F-16Cs and a similar number of F-16Ds have been delivered to date, arriving in two groups of four in late January and mid-April. A formal ceremony was held in Cairo on February 3 to welcome the variant into service. Egypt’s order for 16 F-16Cs and four F-16Ds under the Peace Vector VII programme was confirmed on March 2, 2010. Scott Fischer

The third Royal Saudi Air Force (RSAF) Airbus Military A330 MultiRole Tanker Transport (MRTT) was delivered on June 25. The aircraft (2401, msn 980, ex EC-338) was ferried from Getafe in Spain to Al Kharj - Prince Sultan Air Base. Its arrival there completed delivery of the first batch of three A330 MRTTs included in the order announced on January 3, 2008. The first two departed for Saudi Arabia on January 23 and February 16, and were inducted into RSAF service with 24 Squadron on February 25. An order for a second batch of three was revealed on July 27, 2009 (see Saudi Arabia Orders More A330 MRTTs, September 2009, p20). The first is currently undergoing conversion with Iberia at Barajas Airport outside Madrid, with delivery scheduled for next year. David C Isby

CN235 Gunship and Lebanese ‘Armed Caravan’ Programmes Advance ATK is continuing to work on two Airbus Military CN235 light gunship conversions for the Royal Jordanian Air Force (RJAF). The US company announced in February 2011 that it had been contracted by the King Abdullah II Design and Development Bureau (KADDB) to modify the RJAF’s two CN235 transport aircraft into a light gunship configuration/special mission aircraft (see CN235 Gunships, April 2011, p33). The first modified will be exhibited at the Dubai Air Show in November, according to ATK. ATK’s special mission aircraft integrate intelligence, surveillance and reconnaissance (ISR) sensors, fire control equipment and an LW30mm link-fed gun system. These capabilities

Master to Roar in Israeli Service

The Israel Defence Force has assigned the name Lavi (‘Young Lion’) to the Alenia Aermacchi M346 Master. Thirty of the advanced trainers are due to be delivered to Israel from 2014 to replace upgraded Douglas TA-4H/J and A-4N Ayits (‘Eagle’) serving at Hatzerim AB, home of the Israel Air and Space Force’s academy. The allocated name is a reuse of that applied to the indigenous fourthgeneration fighter developed by Israel Aircraft Industries in the 1980s, which was cancelled in August 1987.

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are controlled by ATK’s STAR Mission System, which provides both day and night reconnaissance and fire control capabilities, and the ability to acquire, monitor and track targets. The CN235 gunship provides an enhanced capability to conduct responsive defence, counter insurgency, as well as border surveillance and security missions. For KADDB, on behalf of the Jordan Armed Forces, ATK will install and integrate electro-optical targeting systems, a laser designator, aircraft self-protection equipment, and an armaments capability that includes AGM-114 Hellfire laser-guided missiles, 2.75-inch rockets, and a M230 link-fed 30mm chain gun. ATK’s M230

family of guns is also used on the Boeing AH-64 Apache helicopter. Meanwhile, ATK will soon deliver the second Hellfire-capable Cessna AC208B ‘Armed Caravan’ to the Lebanese Air Force, four years after the first was handed over in April 2009. Both aircraft are configured for reconnaissance and precision strike, although Brad Hayes, Director of Business Development at ATK Special Mission Aircraft, revealed that the first has not fired any weapons in anger. ATK has worked on 86 aircraft in recent years, including half of the US Air Force’s fleet of Project Liberty Beechcraft MC-12Ws, as well as integrating ISR kits on eight Scathe View Lockheed C-130H Hercules of the

192nd Airlift Squadron of the Nevada Air National Guard based at Reno International Airport, Nevada. Foreign programmes include ISR-equipped Cessna 208 Caravans for the Iraqi (three) and Lebanese (two) air forces; five electro-optical/ISR conversions of Fuerza Aérea Colombiana (FAC, Colombian Air Force) Cessna SR560 Citation Vs transferred from the US Air Force; three roll-on/roll-off medevac systems for FAC UH-60L Angels; a single ISR Beech C90GTx King Air for the FAC, as well as two Caravans. Other work includes Pilatus PC-12s, Bombardier Dash 8s of the US Customs and Border Patrol and five Republic of Korea Air Force Sikorsky UH-60M Black Hawks. Alan Warnes

Further Saudi Typhoon Two-Seaters Delivered

Eurofighter Typhoon T3s 317/ZK085 (CT007) and 318/ZK086 (CT008) line up on the runway at Warton, Lancashire, at the start of their delivery flight to Taif on June 27. The aircraft are the second pair of two-seaters for the Royal Saudi Air Force to be delivered this year. They first flew on February 12 and March 14, respectively. Ian Harding

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Rest of the World

Paramount Takes Over ATE

The Paramount Group, South Africa’s largest private defence company, has acquired Advanced Technologies and Engineering (ATE), which officially became part of the Paramount stable on June 10. ATE, now known as Paramount Advanced Technologies, was for 27 years one of South Africa’s most active defence companies before being placed under business rescue proceedings nearly two years ago (the equivalent of chapter 11 bankruptcy protection). ATE was active in the aerospace field, being committed to avionics and missions system updates for the 24 BAE Systems Hawk Mk 120s of the South African Air Force. The company’s expertise includes unmanned aerial vehicles, such as the Kiwit and Vulture, sensors, missions systems and avionics and systems integration. It offers the ‘Super Hind’ upgrade package for the Mil Mi-24, which has been integrated on a number of customer aircraft, including Algeria’s. Ivor Ichikowitz, Executive Chairman of the Paramount Group, said that ATE was rescued rather than liquidated in order to secure existing contracts, even though this was a more expensive route. Guy Martin

Mauritanian Super Tucano Displayed

Embraer A-29B Super Tucano 192/5T-MAW (c/n 31400192) was displayed at the Paris Air Show at Le Bourget between June 17 and 23. An order for an undisclosed number of aircraft for the Mauritanian Islamic Air Force was announced on March 28, 2012 (see African Super Tucano Orders, May 2012, p24) and the first example/s was handed over on October 19 (see Mauritania Receives First Super Tucano, December 2012, p17). The aircraft are equipped for counter-insurgency missions. David Willis

South African Police Aircraft Grounded Only 19 out of 49 aircraft operated Minister Nathi Mthethwa in early June In mid-2012 18 out of 37 police by the South African Police Service (SAPS) Air Wing are currently flying, the police ministry has revealed. The other 30 are either grounded or undergoing maintenance. Police

said that of the 30 aircraft not flying, six were grounded before December 2012. It has been reported that five of ten police air wings had stopped flying due to unserviceable aircraft.

Jordan to Receive More Dutch F-16s Dutch Minister of Defence, Jeanine Hennis-Plasschaert, confirmed on June 19 that the sale of 15 Koninklijke Luchtmacht (Royal Netherlands Air Force, RNLAF) F-16 Fighting Falcons in Mid-Life Update (MLU) configuration will be finalised soon. Although she did not mention a specific country, sources within the Ministry of Defence have said that the deal, reportedly worth €100 million to €150 million, will be with Jordan. On April 8, 2011, the Dutch Government announced that a further 19 F-16s would be retired due to budget cuts, with 15 put up for sale, while four would be used as spare sources. The fighters available for sale comprise 13 F-16AMs (serials J-057, J-145, J-193, J-199, J-510, J-623, J-637, J-638, J-868, J-870, J-872, J-873 and J-876) and two F-16BM twoseaters (J-208 and J-884). The majority remain in flyable storage at Leeuwarden and Volkel air bases, while the rest are still flown by RNLAF operational squadrons. On average they have around 4,500 flight hours. If the deal goes ahead, the aircraft will be the second batch

of former RNLAF F-16s for the Royal Jordanian Air Force, which receive six F-16BMs in July 2009. A further 36 Dutch F-16 MLUs (29 F-16AMs and seven F-16BMs) were delivered to Chile between 2006 and 2011 (see Dutch F-16s Delivered to Chile, December 2010, p27), while a couple of withdrawn single-seaters were sent to Norway and Chile for use as instructional airframes. In the latest round of budgets cuts, the RNLAF F-16 fleet was reduced to 68 aircraft, which are flown by 312 and 313 Squadrons at Volkel, 322 Squadron, 323 Tactical Training, Evaluation and Standardisation Squadron and a small flight test unit at Leeuwarden, as well as a training detachment within the 162nd Fighter Wing, Arizona Air National Guard (ANG) at Tucson ANG Base. A decision by the Dutch authorities on the type to replace the F-16 within the RNLAF is expected soon, with the RNLAF known to have a strong preference for the Lockheed Martin F-35A Lightning II. Retirement of the last Dutch F-16s is currently expected in 2025. Kees van der Mark

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helicopters were grounded for maintenance or inspection, primarily due to problems with state company Armscor finalising a maintenance tender for the aircraft. Guy Martin

Israel Receives Shimshon

The first Lockheed Martin C-130J-30 Shimson during the official hand over ceremony at Marietta, Georgia, on June 26. Lockheed Martin/Andrew McMurtrie

A ceremony was held at Lockheed Martin’s facility at Marietta, Georgia, on June 26 to mark the hand over of the first C-130J-30 Hercules to the Israel Air and Space Force. Known as the Shimshon (‘Samson’) in Israeli service, the aircraft (661, c/n 382-5723) will receive unique systems prior to being flown to Israel in the spring. Israel has three C-130J-30s on order via Foreign Military Sales (FMS), with contracts for each awarded to the manufacturer on April 30,

2010 (see One C-130J Ordered For Israel, July 2010, p22); April 8, 2011 (Second C-130J for Israel, May 2011, p4); and February 22, 2012 (One Hercules Ordered for Israel, April 2012, p23). Up to nine of the type will be acquired under the terms of a Defense Security Cooperation Agency notification presented to the US congress on July 30, 2008. A total of 290 C-130Js have been delivered and the fleet had passed one million flight hours by the end of April.

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NEWS REPORT

M

ajor funding issues did not stop the South African Air Force’s first live fire Air Capability Demonstration of the year, at the Roodewal weapons range on May 9. Bombs dropped, rockets flew and dust was stirred, but austerity was evident everywhere, especially in the absence of the pride of the Air Force – the Gripen. The aim of the demonstration was to use airpower for interdiction, surveillance, air support and in-field mobility to defeat a simulated enemy. It also showed the air force’s operational capabilities, readiness and ability to operate with other arms of service, most notably the army and special forces in this case. The Deputy Chief of the Air Force, Major General Gerald Malinga, said that the airpower demonstrated how the South African National Defence Force (SANDF) can promote peace and stability in South Africa as well as the continent – air force officials said that airpower was essential in conflict prevention and merely having air support or a perception of it can prevent conflict.

Pathfinders The demonstration kicked off with pathfinders jumping from an Oryx helicopter and soon developed into a full-on ‘battle’ that saw soldiers firing mortars and small arms. Oryx transport helicopters from 17 and 19 Squadrons were the workhorses of the show, inserting and extracting troops as well as a Gecko vehicle and 81mm mortar team (120mm mortars were not used due to budget limits). With a touch of drama, they also extracted troops by rope. Rooivalk attack helicopters from 16 Squadron provided air support to the troops fighting the ‘enemy’ on the savannah, spitting covering fire with their 20mm cannons and firing salvoes of rockets. They were joined by Hawks from 85 Combat Flying School, which dropped bombs and fired their cannons at targets on the range. Reconnaissance and surveillance was provided by a Cessna 208 orbiting the ‘battlefield’ and equipped with the Airborne Reconnaissance Ground Observation System (ARGOS), relayed live imagery to a screen for the spectators. A C-130 Hercules transport was among other participants while Gripen fighters, Bk 117 and A109 helicopters and CASA 212 transports were amid absentees. Once the bombs had been dropped and the victorious troops extracted safely, Rooivalk and C-130 aircraft painted the sky white and orange with massive flares releases, concluding a show that still managed to impress, despite some notable absences.

Fire &

Above: Rooivalk attack helicopter, serial number 673, fires its 20mm F2 cannon. All images Guy Martin Main: Oryx helicopters were used to insert troops

at a landing zone on the Roodewal weapons range during this year’s SAAF air capability demonstration on May 9. Right middle: Major General Gerald Malinga, Deputy Chief of the South African Air Force. Far Right: Cessna 208 Caravan, serial number 3005, equipped with an ARGOS turret, orbited the ‘battlefield’ to provide reconnaissance and surveillance during the mock operation. Below: Oryx 1223 departs a landing zone.

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e & Noise

NEWS REPORT

Guy Martin reports from this year’s South African Air Capability Demonstration

SANDF in the DRC The combined operations demonstrated at Roodewal were good preparation for real combat that looks ever more likely as the SANDF prepares to deploy troops to the eastern Democratic Republic of the Congo (DRC). For the first time, the multinational deployment to the central African country has been given an offensive mandate by the United Nations to neutralise rebel groups like the M23. It is not yet clear what aircraft will be deployed to the DRC, but the air force appears willing to send combat assets – when 13 SANDF troops were killed by rebels in the Central African Republic (CAR) in March, the SAAF sent Rooivalks and at least four Gripens to intervene, in the aircrafts’ first external deployment. However, they arrived too late to help SANDF troops and prevent the overthrow of

President Francois Bozize, and returned to South Africa in early April.

Tough Times Malinga, standing in for the chief of the SAAF, told assembled officials that even in the “tough times of budget constraints,” Air Force Command decided to keep the demonstration to maintain capacity. However, he admitted the SAAF faced major challenges primarily due to budget constraints, and that requirements around multi-billion rand equipment had not been met. Budget limitations means the air force has had to take the “tough decision” to withdraw from all air shows, parades and flypasts – the May 11 Swartkop air show was the last time the Silver Falcons aerobatic team performed for the public in 2013. In March it emerged that 12 of the SAAF’s 26 Gripen fighters had been placed in long-

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term storage because there is not enough money to fly them – last year a similar fate was contemplated for the Hawk, Rooivalk and A109. Flying hours have dropped dramatically, with the number decreasing by 10% over the last five years to 33,930. The Gripen squadron has been hit hard, being allocated just 150 flying hours for the entire unit, which can only muster six qualified Gripen pilots. Meanwhile, all Air Force recruitment has been halted this year due to ‘internal problems,’ but is expected to resume in 2014. Five thousand people apply for various SAAF positions every year. In spite of the doom and gloom, Malinga said the air force was able to do what was asked of it. “Whatever the task, we will deliver, but it will be extremely challenging, especially with funding,” he said, before adding: “These tough times can be surpassed.”

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Unmanned Aerial Systems

US Camcopter S-100 Crashes in Somalia Militants in Somalia have apparently shot down an American Schiebel Camcopter S-100 rotarywing unmanned aerial vehicle (UAV). Members of the Al Shabaab group said they shot at the aircraft for several hours before bringing it down on May 27, as it was flying along the coast near the town of Bulamareer, and released pictures of the mangled wreckage of a Camcopter. Al Shabaab tweeted: “This one will no longer be able to spy on Muslims again. So much for the empty rhetoric of the drone programme!” and “this is one for the scrapyard, Schiebel! You are

fighting a losing battle.” A US Defence Department spokesman subsequently confirmed “a military remotely piloted aircraft crashed in a remote area near the shoreline of Mogadishu”. The US operates a number of UAVs over Somalia, mostly based in Djibouti, but the use of Camcopters has not been reported before. The US Army previously evaluated the rotary-wing UAV for ‘psyops’ duties, but the award of any procurement contract was not announced by either the Department of Defense or the manufacturer. The number used remains unknown. Guy Martin

Call for Joint European MALE

EADS Cassidian displayed a model of an unnamed MALE unmanned air system at Istanbul, Turkey, during IDEF 2013 held in May. The concept has been proposed for use in uncontrolled airspace, equipped with a synthetic aperture radar, forwardlooking infrared and a countermeasures suite. It is one of a number of MALE UAVs offered for national procurement programmes by European companies, few of which have actually been ordered into production. Arda Mevlütog˘lu

European countries should launch a joint programme to develop a medium-altitude long-endurance (MALE) unmanned air system, according to EADS Cassidian, Dassault and Alenia Aermacchi. The companies issued a statement at the Paris Air Show in June, saying they were ready to collaborate if governments decided to launch a common European MALE. “Such a joint programme would support the capability needs of European armed forces while optimising the difficult budgetary situation through pooling of research and development funding,” the statement said. The three companies have worked on their own MALE projects: Alenia Aermacchi with its Sky-Y demonstrator and EADS Cassidian with the Harfang, which has been used on operations over Afghanistan and Libya. The willingness of the three companies to collaborate comes

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at a time when several European countries are looking for new MALE platforms – with US or Israeli systems likely to be acquired instead of European proposals – and financial considerations preclude the funding of multiple development programmes. Dassault’s involvement appears to indicate that Telemos, on which it co-operated with BAE Systems to jointly research a potential future Anglo-French MALE, has stalled after France picked the US General Atomics MQ-9 Reaper for its immediate requirements (see Two MQ-9 Reapers Sought by France This Year, July, p22). A BAE Systems spokesperson told AIR International that BAE and Dassault are still, however, working on studies launched last year for a Future Combat Air System, using the Taranis and nEUROn unmanned combat air vehicle technology demonstrators to feed into the programme. Mark Broadbent

MDA Payload for Phantom Eye Boeing’s Phantom Eye, a twinpropeller liquid hydrogen-powered technology demonstrator, is to fly with a Missile Defense Agency (MDA) payload on its fifth flight later this year. The payload is intended to collect atmospheric disturbance data, which could contribute to future use of endo-atmospheric directed-energy weapons used to intercept ballistic missiles. On June 5, the Department of Defense announced a $6.8 million contract modification for Boeing to incorporate the payload onboard the UAV. David C Isby

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NEWS BY NUMBERS

HARFANG SORTIES OVER MALI Armée de l’air (French Air Force) EADS Harfang unmanned aerial vehicles have flown 100 sorties over Mali as part of Operation Serval. The air force said the milestone 100th flight occurred during the night of June 5/6, and that the Harfang detachment of Escadron de Drone 01.033 ‘Belfort’ had flown more than 1,600 flight hours with the aircraft. Based at Mali’s neighbour Niger’s Niamey-Diori Hamani International Airport, the Harfang unit has been deployed since January 17 in support of French operations. Guy Martin

Royal Navy Orders ScanEagles The Royal Navy (RN) is to operate the Insitu ScanEagle from its warships and auxiliaries following the signature of a £30 million contract by the Ministry of Defence (MoD) announced on June 20. The ScanEagle, which will operate from the RN and Royal Fleet Auxiliary ships, will be the first unmanned system deployed by the service. The MoD said the aircraft would “complement the existing intelligence, surveillance and reconnaissance assets” used in naval

operations, such as shipborne longrange radar and helicopters. The ScanEagle is launched from a ship by catapult and operated from aboard the vessel by a dedicated control team. The MoD has not released details about the number of systems to be acquired or how many ships they will operate from. The RN said the ScanEagle would improve its intelligence capabilities by being capable of both day and night operations. Mark Broadbent

MQ-8C Delivered for Flight Tests

MQ-8C Fire Scout BuNo 168455/‘NG’ arrives at Naval Base Ventura County Point Mugu, California, on July 8. VX-30 uses the tailcode ‘BH’ – ‘NG’ stands for the Fire Scout’s prime contractor, Northrop Grumman. US Navy/Vance Vasquez

The first US Navy Northrop Grumman MQ-8C Fire Scout vertical take-off and landing unmanned air vehicle (UAV) has been transported by road from Bell’s Ozark, Alabama, facility to Naval Base Ventura County Point Mugu, California. It arrived there on July 8 and is due to commence flight tests in September with Air Test and Evaluation Squadron 30 (VX-30) ‘the Bloodhounds’ at the base. Northrop Grumman received a $262.3 million contract on April 23, 2012, for the development, manufacture and testing of two MQ-8Cs, plus six low-rate initial production examples (see Next Generation Fire Scout Ordered, June 2012, p18). All are due to be delivered

by May 2014. A further six airframes and seven ground control stations were ordered on March 11 for completion by September next year (see More Fire Scouts for US Navy, May, p16). Initial operational capability for the MQ-8C is scheduled for late 2014. The MQ-8C uses the Bell 407 airframe while earlier versions of the Fire Scout were based on the Sikorsky S-333. MQ-8B procurement will cease at 30 UAVs, with the last two to be delivered this year. The initial requirement had been for 168 MQ-8Bs. Current planning is for Naval Air Systems Command to issue a contract for two developmental and 28 operational MQ-8C Fire Scouts. David C Isby and David Willis

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Business Aviation

First ISR Baron Delivered

Beechcraft has delivered the first Baron G58 piston-twin equipped for intelligence, surveillance and reconnaissance (ISR) missions. The aircraft will be operated by the Fuerzas Unidas de Rápida Acción, a Puerto Rico Police Department agency that uses aircraft for law enforcement surveillance missions. Beechcraft will fly a demonstrator aircraft in the fourth quarter of this year. The company launched the Baron ISR in 2012 for parapublic and military operators that do not require or cannot afford larger platforms, such as the Beech 350 (see HBC Offers ISR Baron, September 2012, p36). Mike Jerram

Polaris Aviation Solutions Boeing 767-200ER

Boeing 767-238ER N673BF (c/n 23402, ex N773WD) is seen departing Budapest Airport in Hungary on June 29. The aircraft has been operated by Polaris Aviation Solutions since November 2008. It was originally delivered to Qantas as VH-EAN in February 1986, before being sold for corporate use in July 2004. Polaris is based at Teterboro in New Jersey and provides private aircraft charters and management services. Tamás Martényi

Special Mission King Air Tours World Beechcraft’s Special Mission King Air 350ER demonstrator is on a year-long trip that is scheduled to visit more than 15 countries on six continents, flying an estimated 80,000 miles (128,747km). The aircraft (N256NM, c/n FL-777) is a standard extended-range Model 350, which features additional fuel capacity for a range of 2,500nm (4,630km) and increased capability landing gear, permitting a maximum take-off weight of 16,500lb (7,484kg). Its interior has a fully functioning medical station with a side-facing three-place couch for doctor/ medical attendants. The cabin also provides ample room for airlinestyle seating for commuter service, and a maritime patrol console has been installed to demonstrate surveillance configurations. The Special Mission 350ER’s tour started in March in Mexico and has since taken in the Asian Business Aviation Conference & Exhibition in China, Aero Friedrichshafen in Germany, the European Business

Aviation Convention & Exhibition in Geneva, and the Paris Air Show. Future stops include August’s Latin American Business Aviation Convention & Exhibition in Brazil; the National Business Aviation Association Convention & Exhibition at Las Vegas, Nevada in October; and the Dubai Airshow in November. Between those appearances, it will be demonstrated to military and special missions operators around the globe. “We discovered through a similar tour last year that the best way to demonstrate the performance, versatility and low operating costs of the King Air 350ER is to take the aircraft around the world,” said Dan Keady, Beechcraft Senior Vice-President, Special Missions. “Experiencing the aircraft first-hand makes it easy for governments, military and commercial customers to see why the King Air is the ideal aircraft to address the unique challenges of most special mission operations.” Mike Jerram

Dassault Expands US Falcon Facility for SMS Whilst retaining great secrecy about its forthcoming Falcon SMS business jet, Dassault is making preparations for the emergence of the new model, due to be unveiled at the National Business Aviation Convention and Exhibition at Las Vegas, Nevada in October. On May 29 it invited workers, guests and dignitaries, including members of the US Congress, a state governor and the French ambassador to Little Rock, Arkansas, for the launch of a $60 million expansion of its complex at the Bill and Hillary Clinton National Airport. Housed on 66 acres, the complex

comprises a completions centre and service facility that total 1 million sq ft (92,903m2) under one roof, making it the French manufacturer’s largest plant, employing nearly 2,000 staff. Nearly all Falcons are flown ‘green’ to Little Rock, where the cabins are furnished and the aircraft are painted. Construction of the new facilities has begun and should be finished in 2016. Currently, the Little Rock complex can handle 32 aircraft simultaneously. The additional space will accommodate another 14. Last year it outfitted and delivered 66 aircraft. Mike Jerram

Bombardier Marks Business Jet Milestones

VistaJet Orders Challenger 350s Following NetJets’ launch order for the Bombardier Challenger 350 (see Bombardier’s New Challenger, July, p23) Austria-based VistaJet has placed a firm commitment for 20, with options for another 20. If all options are converted, the deal will total $1.035 billion. Last November VistaJet placed the largest-ever order with Bombardier worth $7.8 billion for Global jets, comprising 56 firm and 86 optioned aircraft (see Record Business Aircraft Order for Bombardier, January, p5). The interiors of VistaJet’s Challenger 350s will be uniquely configured, with a jump seat for the cabin host/hostess and a cabin divider door, mirroring the high standard and privacy of its larger counterparts within the fleet.

They will also feature the latest cabinmanagement systems, with in-flight WiFi internet access, a modern business suite and trim panel speakers for inflight sound. VistaJet says it is the only business jet fleet operator to carry a cabin host/hostess on every flight. Founder and chairman Thomas Flohr commented: “VistaJet leads the industry in offering the world’s most modern fleet of large cabin jets. We now expand this strategy by adding the newest super-midsize aircraft to our current fleet. Having personally participated in the focus groups that led to the Challenger 350’s conception, I am confident that this aircraft will deliver the comfort, technology and range that our customers rely on.” Mike Jerram

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Bombardier Global 6000 C-GOEB during the ceremony on June 17 to mark delivery to Groupe Bolloré. This example has the distinction of being the 500th Global series aircraft. Bombardier

Bombardier Aerospace announced on June 21 that it had delivered the 400th Challenger 300 in a ceremony held at its Montreal facility in Quebec. The aircraft will be operated by Russian company BJET, whose fleet includes Bombardier Learjet 60s, Challenger 605s and 850s, and Global 5000s and 6000s. On June 17 the Canadian manufacturer celebrated another significant milestone, with the entryinto-service of the 500th production

Global series business jet (Global 6000 C-GOEB, c/n 9500). The aircraft was delivered to French firm Groupe Bolloré, which is one of the world’s 500 largest companies, with interests in transportation and logistics, communications and media, as well as electricity storage and solutions. Bombardier has also received firm orders for 12 Global 8000s from an undisclosed customer. Details of the contract were announced on June 18. Mike Jerram

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27

Commercial

Go2Sky Takes to the Air

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A320 FOR AIR NIAMEY

NEWS BY NUMBERS

Nigerien carrier Air Niamey has received an Airbus A320 passenger jet ahead of the launch of scheduled operations. The A320-231 (msn 314, ex N389VL) was transferred from the US aircraft registry on June 19. It is one of two A320s the carrier plans to acquire. Air Niamey will offer domestic services between the capital Niamey and Zinder to the west using Embraer EMB-120s or ATR 42-300s in conjunction with Equaflight Niger, an offshoot of the Congolese charter/ scheduled carrier. The airline is the successor to the defunct Air Niger and has until now offered charter flights. Guy Martin

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MA60 DELIVERED TO THE CONGO The Republic of Congo received a Xian MA60 twin turboprop airliner at Brazzaville Airport on June 21. It will be operated by New Air Congo, one of the country’s two airlines, which already has two Xian MA60s delivered between 2005 and 2006. David C Isby

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ADDITIONAL 737 FOR RWANDAIR Rwanda’s national carrier RwandAir has received a new Boeing 737-7K5(WL) (9XR-WK, c/n 30726, ex D-AHXD) airliner, which will replace its leased 737-500. The aircraft arrived at Kigali International Airport on June 27 after flying from Germany. RwandAir CEO John Mirenge said that “our vision is to make sure that we operate aircraft not exceeding six years [of age].” The 737 was previously operated by TUIFly. RwandAir operates four 737NGs, two new 737-800s and now two 737-700s, as well as two Bombardier CRJ900 NextGens. It plans to have 17 aircraft operating in 2015. Guy Martin

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3

New Slovakian startup Go2Sky Airline, based at Milan Rastislav Štefánik Airport in Bratislava, provides non-scheduled passenger, mail and cargo transport. The new carrier is headed by pilot and investor Daniel Ferjancek, together with two partners. Mr Ferjancek was previously a shareholder in another Slovakian charter carrier, AirExplore, which continues to operate out of Bratislava. The airline and Triton Aviation Ireland signed an operating lease agreement for Boeing 737-4Q8 OM-GTA (c/n 24332) in March, and the airliner was delivered on June 30. It was previously operated by China’s Hainan Airlines and underwent a C check and refurbishment before entering service with Go2Sky. It is operated in a single-class configuration for 168 passengers. Until midSeptember it will fly out of Bergamo Orio al Serio in Italy on behalf of Mistral Air. It visited Palma de Mallorca on July 7, where it is seen departing back to Bergamo Orio al Serio. Javier Rodríguez

Cavok Air An-74 in Malta

MYANMAR MA60S GROUNDED

Burma has grounded its three Xian MA60 twin turboprop airliners. The decision was taken after Myanmar Airlines encountered brake problems that led to XY-AIP (c/n 0807) skidding off a runway in Kawthaung, southern Burma on June 10. Another MA60 (XY-AIQ, c/n 0808) overshot the end of a runway at Hmong Hsat in Shan State on May 16. David C Isby

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BOEING 757S LEASED BY AER LINGUS Aer Lingus is to lease three Boeing 757-200s for use on transatlantic routes. The aircraft will be ‘dampleased’ (wet-lease without a full crew) from Dublin-based Air Contractors, with the first entering service next January. The Irish flag carrier has not confirmed details the aircraft routes, but it is understood by AIR International they will be based in Shannon and operate to New York and Boston in Massachusetts. This would release Aer Lingus’ Airbus A330s to operate solely from Dublin, allowing the airline to use them to launch new long-haul routes to the west coast of the United States next year. Mark Broadbent

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E-JETS FOR AIR COSTA New Indian regional carrier Air Costa will launch services in July using three Embraer E-Jets. The airline, set up by Vijayawada-based construction group LEPL, has ordered an E190 from Embraer (see Commercial Orders, p30) and is also leasing two E170s from the manufacturer’s ECC Leasing Company division. Air Costa will initially operate the aircraft to connect cities in southern India such as Bangalore, Chennai, Hyderabad and Vijayawada, and secondary cities in the north of the country. Mark Broadbent

Colourful Antonov An-74TK-100 UR-CKC (c/n 36547095905, ex ER-AUL) of Cavok Air arrives at Luqa Airport on Malta on June 24. Cavok Air is a charter freight airline based in the Ukraine and operates four Antonov An-12B/BPs as well as a single An-74. Charles Polidano/TouchTheSkies.com

A330 Delivered to Libyan Airlines

Libyan national carrier Libyan Airlines took delivery of the first of four Airbus A330-200s (5N-LAS, msn 1424) on June 27. The airliner will be used on Middle East, Asian and European routes. It is configured with 24 business class and 235 economy class seats. “We are pleased to welcome Libyan Airlines as a new operator of the A330 family aircraft. Libya has great potential and

its fleet is comprised of predominantly Airbus aircraft,” said John Leahy, Airbus Chief Operating Officer, Customers. “With the A330-200, Libyan Airlines will benefit from the aircraft’s low operating costs, proven reliability and great passenger appeal.” Libyan Airlines operates seven A320s and has four A350-800s on order, to be delivered in the second half of next year. Guy Martin

Aeroflot in Dispute With SkyTeam Russian carrier Aeroflot is considering leaving the SkyTeam alliance due to disagreements over commitments to high prices set with its code-sharing partners, specifically Delta Air Lines. Aeroflot, which joined SkyTeam on

April 14, 2006, is also reported to be dissatisfied by the frequent flyer miles policies of the alliance, which it sees as unprofitable. Aeroflot would have to pay a fine of $20m million to leave SkyTeam. Kieran Vélon

ATR 72 for Yangon Airways

Former Aer Arann ATR 72-500 EI-REP (msn 797, ex F-WWEZ) arrived at Dublin Airport in Ireland on June 26 after being repainted in Yangon Airways’ colours at Dinard in France. The Myanmar-based airline already operates two ATR 72-212s and will take delivery of this example imminently. Paul Morris

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Commercial

First Nation Receives A319s Nigerian carrier First Nation Airways has received two Airbus A319s, on lease from the International Lease Finance Corporation. A319-113s 5N-FNE (msn 660 named Faith,

ex EI-DVU) and 5N-FND (msn 647, Endurance, ex EI-DVD) were delivered on June 29 and are the carrier’s only aircraft. They both previously served with the Italian

carrier Windjet, which ceased operations on August 13, 2012. First Nation suspended scheduled operations in October last year after lessor Aviation Capital Group

repossessed its three A320s. The airline plans to resume operations with three daily flights between Abuja and Lagos, but it has yet to issue a start date. Guy Martin

Airbus A319-113s 5N-FNE and 5N-FND (fore) at Dublin International Airport on June 14, prior to delivery to First Nation Airways of Nigeria 15 days later. Michael Kelly

Killer ERJ-145

Bmi Regional Embraer ERJ-145EU G-EMBJ (c/n 145134, ex PT-SDO) has been painted to support the forthcoming tour of the American rock band The Killers. The words ‘Battle Born’, the name of the latest album from the band, have been added between the cockpit and passenger door. The regional jet is pictured at Manchester Airport on July 4. Nik French

Benghazi flights Suspended by Qatar Airways Qatar Airways suspended flights to the Libyan city of Benghazi on June 12 after an incident that affected one of its flights. Members of the Ezzedine Al-Waqwag brigade stopped non-Libyan passengers, mostly Bangladeshis, from clearing immigration, accusing Qatar of

interfering in Libya’s affairs. The airline claimed it stopped the four times weekly service due to ‘commercial reasons’. Qatar provided military assistance to rebels fighting to overthrow the former Libyan leader Muammar Gaddafi in 2011. Guy Martin

COMAC and Bombardier Continue Airliner Cooperation Bombardier and the Commercial Aircraft Corporation of China (COMAC) has signalled a deepening of their commercial aircraft development cooperation. The two companies announced at the Paris Air Show, held at Le Bourget between June 17 and 23, that they would collaborate on four projects under Phase II of the programme. The projects are: non-flying tasks in the Bombardier CSeries test programme; implementing commonality between the CSeries and COMAC C919 – agreed during the first phase of the cooperation; sales and marketing; and common customer support

in parts distribution, technical publications and training. Phase I of the cooperation, signed on March 21, 2012, covered product development and customer operating costefficiencies for C919 and CSeries on the cockpit, electrical system, development of aluminium-lithium standards and specifications, and technical publications. A letter of intent for Phase II was signed on November 12 last year. Bombardier views the agreement as a method of strengthening its presence in China. COMAC is seeking the transfer of knowledge that can be incorporated into its C919 programme. Mark Broadbent

Kenyan DC-9 Detained

Azerbaijan’s First New Embraer 190

Embraer ERJ-190AR 4K-AZ64 (c/n 19000627, ex PT-TKP) departs Palma de Mallorca on July 4 during its delivery flight as AHY306 to Azerbaijan Airlines. It left the manufacturer’s facility at São José dos Campos-Professor Urbano Ernesto Stumpf Airport in Brazil two days earlier for Baku Airport, flying via Augusto C Severo International Airport in Nicaragua, Gran Canaria Airport and Palma. Azerbaijan has four Embraer 190s on order. Javier Rodríguez

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Nigerian authorities detained a Kenyan Fly SAX McDonnell Douglas DC-9-10 (5Y-SAX, c/n 45740) on June 3 after it brought in three nationals who had previously been deported from the Western Africa country. The aircraft, which landed at Murtala Mohammed International in Lagos, was detained for non-adherence to security procedures. After being held for some weeks, the aircraft was allowed to leave after routine security checks. Guy Martin

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Commercial

Partners End AirAsia Japan Joint Venture

AirAsia and All Nippon Airways (ANA) are to dissolve their AirAsia Japan joint venture with operations stopping at the end of October. ANA will buy out AirAsia’s 33% stake in the venture and run it as a whollyowned subsidiary. Shinzo Shimizu, Senior Vice President at ANA, said that that the Japanese airline would decide how it would manage the operation, with speculation that it could be merged into its other low-cost subsidiary, Peach, based in Osaka. Both AirAsia Japan and Peach were established last year (see Japan Budget Carriers Launched, September 2012, p30). ANA blamed poor marketing and a confusing booking system for the failure of the venture, but AirAsia said a “difference of opinion in management, most critically on the points of how to operate a low-cost business”, also played a role. The venture had been losing money for months, with the load factor as low as 53% in May. Mr Shimizu suggested that the airline “wasn’t fit to provide the meticulous service called for in Japan”, reflecting that the no-frills model has struggled to strike a chord with travellers in the country. AirAsia founder and Chief Executive, Tony Fernandes, said he was looking for a new partner in Japan to maintain the brand’s presence in the nation. Mark Broadbent

Approval Granted for Delta’s Virgin Buy The Delta Air Lines acquisition of a 49% stake in Virgin Atlantic Airways has received approval from the European Commission and the US Justice Department. The agreement on June 24 allows the airlines to codeshare on 108 routes – Virgin codes will be placed on 91 Delta services across the Atlantic and in the US, while Delta codes will be placed on 17 Virgin routes including those of its new feeder subsidiary, Little Red. The US Department of Transportation is still reviewing the case for anti-trust immunity for Virgin and Delta’s proposed joint venture on transatlantic routes. Delta’s purchase of the 49% stake in Virgin, previously held by Singapore Airlines, was announced last December (see Virgin Atlantic Stake Acquired by Delta, February, p5). Mark Broadbent

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AI.08.13

COMMERCIAL ORDERS Airbus Customer

Aircraft

Number

Date

Air China

A320

60

May 24

Air France-KLM

A350-900

25, plus 25 options (firms October 2012 purchase agreement)

June 19

Doric Lease Corp

A380

20, MoU

June 17

EasyJet

A320ceo

35 (firms June 18 purchase commitment)

July 11

A320neo

100 (firms June 18 purchase commitment)

July 11

A320neo

40, MoU

June 20

A321neo

20, MoU

June 20

ILFC

A320neo

50

June 17

Lufthansa

A320ceo

30 (firms March 14 MoU)

June 17

A320neo

35 (firms March 14 MoU)

June 17

A321neo

35 (firms March 14 MoU)

June 17

Nepal Airlines

A320ceo

2 (firms April MoU)

July 1

SAS

A350-900

8, MoU

June 25

A330-300

4, MoU

June 25

Shenzhen Airlines

A320

40

May 24

Singapore Airlines

A350-900

30, plus 20 options for A350-900 or -1000 (firms May 30 commitment)

June 19

Spirit Airlines

A321ceo

30 (10 converted from existing A320ceo options)

June 20

SriLanka Airlines

A330-300

6, MoU

June 19

A350-900

4, MoU

June 19

A320neo

3 (firms June 18 MoU)

July 4

A320ceo

3

July 4

A350-1000

35 (25 converted from existing A350-900 order)

June 20

Hong Kong Aviation Capital

Syphax Airlines United Airlines

ATR Customer

Aircraft

Number

Date

Air Lease Corp

ATR 72-600

5

June 20

HGI Aircraft Division (for Passaredo Linhas Aéreas)

ATR 72-600

10, plus 10 options

June 19

Nordic Aviation Capital

ATR 42-600

5

June 18

ATR 72-600

31, plus 55 options for ATR 42 or 72

June 18

LIAT

ATR 42-600

2

June

Undisclosed

ATR 72-600

25, plus 25 options

June

Undisclosed

ATR 72-600

5

June

Boeing Customer

Aircraft

Number

Date

Air Lease Corporation

787-9

3, purchase agreement

June 18

787-10

30, purchase agreement

June 18

CIT Aerospace

737 MAX-8

30

June 19

GECAS

787-10

10, purchase agreement

June 17

IAG/British Airways

787-10

12, purchase agreement

June 18

Korean Air

747-8I

5, purchase agreement

June 18

777-300ER

6, purchase agreement

June 18

Oman Air

737-900ER

5

June 19

Qatar Airways

777-300ER

2 (previously Undisclosed), plus 7 options

June 17

Ryanair

737-800

175 (firms March 19 purchase agreement)

June 19

Singapore Airlines

787-10

30 (firms agreement announced May 30)

June 18

Skymark Airlines

737 MAX-8

4, purchase agreement

June 17

TUI Travel

737 MAX

60, plus 60 options (firms May 30 purchase agreement)

June 17

Travel Service

737 MAX-8

3, purchase agreement

June 19

Unidentified

737-800

40

May 21 (see order for 101 in July)

737 MAX

61

May 21 (see order for 101 in July)

Unidentified

737 MAX

5

May 30

Unidentified

777-300ER

1

May 6

United Airlines

737 (unidentified)

2

July 2

787-10

20, purchase agreement

June 18

737-800

10

May 13

WestJet

Bombardier Customer

Aircraft

Number

Date

Arik Air

CRJ1000 NextGen

3

June 19

Dash 8 Q400 NextGen

4

June 19

Alaska Air Group (for Horizon Air)

Dash 8 Q400 NextGen

3 (converted options), plus 7 reconfirmed options

June 18

Odyssey Airlines

CS100

10 (previously Undisclosed, June 24, 2011)

June 17

Embraer Customer

Aircraft

Number

Date

Air Costa

E190

1 (previously Undisclosed)

June 18

Conviasa

E190

7 (firms 7 of 9 options taken out June 30, 2012)

June 18

ILFC

E190-E2

25, plus 25 options, LoI

June 17

E195-E2

25, plus 25 options, LoI

June 17

Japan Airlines

E170

4 (previously Undisclosed)

June 18

SkyWest Airlines

E175-E2

100, plus 100 purchase rights

June 17

5 x Undisclosed

E-Jets E2 variants

65, LoIs

June 17

Key: MoU – Memorandum of Understanding, LoI – Letter of Intent. Compiled by Mark Broadbent

Please send all news correspondence [email protected]

Commercial

COMMERCIAL ORDERS Irkut Customer

Aircraft

Number

Date

VEB Leasing

MC-21

30 LoI

June 19

Sukhoi Civil Aircraft Company Customer Aircraft

Number

Date

Ilyushin Finance Company

15

June 17

SSJ-100

Viking Air Customer

Aircraft

Number

Date

Aerostar Leasing Group

Twin Otter 400

4

June 18

Key: MoU – Memorandum of Understanding, LoI – Letter of Intent. Compiled by Mark Broadbent

A321 Delivered to Juneyao Airlines

Noted departing Hamburg Finkenwerder Airport in Germany on July 1 was B-9957 (msn 5674, ex D-AVZZ), the first and only A321-211 to date ordered for Juneyao Airlines. It routed from Finkenwerder via Tolmachevo Airport in the Novosibirsk Oblast, Russia, to Shanghai Hongqiao International Airport in the People’s Republic of China as DKH9957. The airline currently flies 31 A320-214s. Dean West

Odyssey Goes Public It was revealed that transcontinental flights on the new Bombardier CS100 will take place from London City Airport, following confirmation that Odyssey Airlines was the previously undisclosed buyer of ten of the airliners. The UK startup airline placed the firm order in June 2011, but it was not revealed as the purchaser until June 17 at the Paris Air Show. Odyssey had widely been rumoured to be the buyer (see London Odyssey, February 2012, p31) amid reports that it would use the aircraft to fly business-class only services from London City. Odyssey has yet to reveal a date for its launch or start of services. Mark Broadbent

Italian Partner Seeks SuperJet Changes Finmeccanica is seeking to restructure its partnership with the Sukhoi Civil Aircraft Company (SCAC) producing the Sukhoi Superjet 100 (SSJ-100). The Italian company’s Alenia Aermacchi division formed SuperJet International with SCAC in 2007 to manage marketing, sales, customisation and delivery of the regional jetliner. However, Finmeccanica is now seeking a revision of the terms of the partnership as it looks to stem losses. Alenia Aermacchi Chief Executive Officer Giuseppe Giordo said the companies are “trying to…have a more integrated approach between the Russian and Italian teams”.

Meanwhile, SCAC’s parent company, United Aircraft Corporation, announced that in the winter it will open a new production facility in Kazan in the Russian Republic of Tatarstan, called the KAP-Kompozit plant, to manufacture composite parts for the SSJ-100, including flaps, rudder and elevators. The first SSJ-100-95B for a Western airline was recently handed over by SuperJet International at the Paris Air Show on June 18, when Mexican carrier Interjet took delivery of I-PDVW (c/n 95023). It has 20 SSJ-100s on order, plus options for a further ten. All will be configured for 93 passengers. Mark Broadbent

FedEx Express retired its last Boeing 727-200 Freighter on June 21, concluding the type’s career of more than 35 years with the Memphis, Tennessee-based cargo airline. On the same day N481FE (c/n 21463, ex N457BN) departed the company’s facility at Indianapolis International Airport, Indiana, which was the company’s primary base for 727 general maintenance checks, and touched down at the FedEx Express World Hub at Memphis International Airport, ending domestic operations by the type. The aircraft was greeted by more than 1,000 company employees and invited guests. At its peak, FedEx operated 170 727Fs, the first of which entered service on January 14, 1978. Both former passenger-configured 727s and newbuild freighters were delivered, with FedEx taking the last example to roll-off the Boeing production line in 1984. The airline started to phase-out the trijet in 2007 as they were replaced by Boeing 757-200s that became available for conversion as freighters. Increasing fuel prices in recent years accelerated retirements (see 24 Freighters Retired by FedEx, July 2012, p17). As the fleet was withdrawn nearly half were donated to aviation schools, colleges and local communities across the United States. The final 727 built (727-2S2AF Super 27 N217FE, c/n 22938) was added to the UK civil register in June. The aircraft, now G-OSRA, is registered to Sywell, Northamptonshire-based T2 Aviation. T2 Aviation is a sister company to 2Excel Aviation, which operates Piper PA-31 Navajos and Extra EA300LPs as part of its Scimitar research and development, test and evaluation business, which offers prototyping and testing of new technologies for other aircraft. 2Excel also operates The Blades, a four-ship Extra EA300LP aerobatic team. Mark Broadbent

Vulkan Air An-26 in the Congo

Third 737 Freighter for West Atlantic

Former TNT Boeing 737-3T0(F) OO-TNA (c/n 23569, ex N13331) at Maastricht Aachen in the Netherlands on June 30 during its delivery flight to West Atlantic at Coventry, Warwickshire. The British registration G-JMCO has been reserved for the freighter, which joins two others already in service with the carrier. Rainer Bexten

Last FedEx Boeing 727F Retired

Antonov An-26B EW-364TG named Yurly Matviychuk, wearing the web address of Vulkan Air, at Pointe Noire in the Democratic Republic of Congo on June 26. Vulkan Air is a charter freight carrier based in South Africa. The transport previously belonged to Grodno Avkompania air company of Belarus, and was noted arriving at Cairo in Egypt on April 25, possibly on its delivery flight to Vulkan Air. Benoît Denet

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AI.08.13

31

NEWS COLUMN

E-Jet E

by Mark Broadbent New Embraer E-Jets are coming. Although 1,200 examples of the Brazilian regional jet family have been sold, with recent large commitments underlining

from its

several

appeal,

US

Embraer

airlines clearly

doesn’t want to rest on its laurels. At June’s Paris Airshow it unveiled a second generation, the E-Jet’s E2 family, featuring new wings, fuel-saving engines and a revamped cockpit. The family will consist of the E175-E2, the E190-E2 and the E195-E2, upgrades of the current E175, E190 and E195 respectively. The E190-E2 will be developed first, entering service in the first half of 2018. The E195-E2 will follow in 2019 and the E175-E2 in 2020.

More Seats The E190-E2 will, like the current model, seat 106 passengers in a single-class layout. However the other two upgrades will have more seats. Interior configuration changes to the E175 will enable the E175-E2 to take an extra row of seats, allowing it to accommodate 88 passengers in

a one-class layout. The E195 will be stretched by 3m (10ft) to 41.5m (136.2ft) so that the E195-E2 can accommodate three extra rows, increasing its passenger capacity to 132 seats in a one-class configuration, up from 122 now. Embraer took the decision to put more seats into these two variants because of the changing regional airline business. With high fuel prices, maximising revenues is ever-more important. Airlines have started to dispense with smaller 50-80 regional jets due to their higher per-seat operating costs. Adding more capacity to the E175/E195 is therefore Embraer’s attempt to quench airlines’ thirst for lower per-seat costs. The demand for

more efficient larger aircraft also lies behind Embraer’s decision not to include the smallest current E-Jet, the 70-80-seat E-170, in the E2 revamp.

Saving Fuel But operating costs are about more than seat economics. With the E2 Embraer will make important changes to the E-Jets’ engine and airframe configurations to improve fuel efficiency. The target is for the E175-E2 and E190-E2 to burn 16% less fuel than the present models and for the E195-E2 to burn 23% less than the current E195. Pratt & Whitney PurePower PW1000G geared turbofan (GTF)series engines, part of the family that will also power other nextgeneration narrowbodies, such as the Airbus A320neo, Boeing 737 MAX and Bombardier CSeries, will replace the current General Electric CF34s. The E175-E2 will have 15,000lb (67kN) PW1700Gs and the E190-E2/E195-E2 larger 19,000-22,000lb (85-88kN) PW1900Gs. In GTFs a gearbox between the fan and the lowpressure compressor enables the latter to rotate faster, reducing the number of stages and lowering the core temperature to make the engine run more efficiently. Embraer will also completely re-design the E-Jet’s wings to meet the fuel burn targets. The

With the E170 not being part of the upgrade, the E175-E2 will be the smallest new E-Jet. All images Embraer

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E2s will have larger high-aspect ratio wings featuring raked tips and re-designed engine pylons to improve aerodynamic flow. The E190-E2 and E195-E2 will share a common wing. Although new in design, the wings will still be made from aluminium rather than carbon fibre composites. Embraer decided that despite the latter being lighter they would be too costly to develop and would increase the E2’s unit price – not ideal for a very pricesensitive market.

Flight Deck Elsewhere the E2s will sport significant changes. A new fully fly-by-wire cockpit featuring four 330 x 250mm (13 x 10in), full-colour landscape display screens is designed to simplify how information is presented to pilots. The screens will be 45% larger than the five screens in the current E-Jet cockpits. For the flight deck Embraer has selected Honeywell’s Primus Epic 2 integrated avionics system, an evolution of the Primus Epic used in the current E-Jets. Primus Epic 2 will differ by incorporating more advanced 3D graphics that exploit the larger screens to provide more intuitive planning, navigation and systems management. The suite will include SmartView, a synthetic vision system that replicates what’s outside the cockpit, and SmartRunway and SmartLanding, which provide situational awareness to pilots during take-off, final approach, landing and taxiing on the ground. Also included will be the IntuView weather radar, which presents a 3D visualisation of weather around the aircraft and on the route ahead. Embraer claims these features and other cockpit innovations, such as wireless connectivity to allow integration with the tablet devices which are increasingly used by pilots as Electronic Flight Bags, will make the E2 easier and safer to fly. Embraer says it will invest US$1.7 billion in developing the E2. As with all modern Western

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NEWS COLUMN

t Evolves commercial airliners, the aircraft will be a complex collaboration with a global supply chain. The suppliers’ list includes Germany’s Liebherr Aerospace (which will produce the high-lift system) and American companies Moog (fly-by-wire), Rockwell Collins (horizontal stabilizer control system), Honeywell (flight deck), UTC Aerospace Systems (wheels, brakes, auxiliary power unit, electrical system), Triumph Group (fuselage segments, rudder and elevators) and Crane Aerospace & Electronics (electronic control module for landing gear, brake control systems and proximity sensors). France’s Intertechnique will provide engine/APU fuel feed, pressure refuelling, fuel transfer, fuel tank ventilation and fuel gauging and control systems and Spain’s Aernnova the vertical and horizontal stabilizers. The UK has an involvement too – London design firm Priestmangoode will jointly design and develop the E2’s cabin.

Above: The E-Jet’s E2 cockpits will

feature four large display screens and 3D graphics to aid pilot situational awareness. Top: Leasing firm ILFC is one of the E-Jet E2’s earliest customers.

Strategic Moves “Our strategy is to offer all the benefits of a clean-sheet

E-JET E2 CUSTOMERS ILFC SkyWest Airlines

E190-E2

25 plus 25 options (Letter of Intent)

E195-E2

25 plus 25 options (Letter of Intent)

E175-E2

Undisclosed customers

100 plus 100 purchase rights 65 aircraft (Letters of Intent)

E-JET E2 SPECIFICATIONS E175-E2

E190-E2

E195-E2

Length:

32.3m (106ft)

36.2m (118.9ft)

41.5m (136.2ft)

Height:

9.98m (32.7ft)

11m (36.1ft)

10.9m (35.8ft)

Maximum take-off weight:

39,100kg (86,201lb)

56,900kg (125,442lb)

59,400kg (130,953lb)

Maximum payload:

10,070kg (22,201lb)

13,080kg (28,836lb)

15,150kg (33,400lb)

Maximum speed:

Mach 0.82 (470kts/870km/h)

Mach 0.82 (470kts/870km/h)

Mach 0.82 (470kts/870km/h)

Range:

1,920nm (3,556km)

2,000nm (3,704km)

2,000nm (3,704km)

Seating:

88 one-class (at 730mm/29in pitch) or 80 two-class

106 one-class (at 780mm/31in pitch) or 97 two-class

132 one-class (at 780mm/31in pitch) or 118 two-class

design, but with the reliability of a mature platform and commonality with current generation E-Jets,” said Paulo Cesar Silva, Embraer Commercial Aviation’s President and Chief Executive Officer. This is exemplified by the decision to go with an aluminium wing, rather than opt for a new composite design, and retain Honeywell avionics. The idea is to minimise development risk and control costs. It’s also about keeping customers happy – important given Embraer’s position as the dominant regional jet maker. By modernising the E-Jets rather than introducing a brandnew product, the company is following the model of Airbus and Boeing with their A320neo and 737 MAX re-engining programmes to improve a proven product to retain customers. Embraer’s calculation is that its large customer base – it’s shifted 400 more E-Jets than Bombardier has sold of the rival CRJ700/900/1000 variants – will prefer to stay with E-Jets when they need replacements rather than take the risk of switching to

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competitors. And there are new market entrants out there in the form of the 86-104-seat Sukhoi SSJ-100 Superjet and Mitsubishi Regional Jet family variants, which will seat 70 to 96 passengers. Although their sales haven’t been spectacular – the SSJ-100 has won 250 orders in the eight years since its launch and the MRJ, which will fly in 2014, just 165 – their presence has given Embraer the impetus to protect its position. And then there’s the Bombardier CSeries CS100. In configuring the CS100 to seat 110-135 passengers (depending on the cabin layout), Bombardier is pitching its new twin-jet not just to take on the smaller A320/737 variants but also the E195. Bombardier claims the CS100 will offer a 20% fuel-burn improvement and 15% cash operating cost reduction on existing aircraft of its size class, including the E195. Embraer’s decision to stretch the E195 and add those ten extra seats in the E2 (taking its capacity to 132) is therefore a strategic move to try to stop the CS100 encroaching into its territory. Their message is that the E195-E2 will offer similar efficiency improvements and seating options but with a mature aircraft and an extensive supply chain. With firm orders, purchase rights and Letters of Intent announced during its launch week for hundreds of E2s, Embraer has reason to be confident that its evolved E-Jets will continue to be the dominant players in the regional sector.

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RNLAF Alouette III Reaches 10,000 Flying hours

Innovative Belgian Ultralight Helicopter

The mock-up of the Sagita Sherpa displayed at the recent Paris Air Show. David Willis

Koninklijke Luchtmacht (Royal Netherlands Air Force, RNLAF) Aérospatiale SA316B Alouette III A-301 (c/n 1301) received special markings to celebrate its 10,000th flight hour on May 23. The first to achieve this milestone, the 48-year-old helicopter is one of four of the type still serving with Gilze-Rijen-based 300 Squadron – the others being A-247, A-275 and A-292. A-301 was delivered in August 1965, one of 72 Alouettes joining the Groep Lichte Vliegtuigen (light aircraft group) between 1964 and 1969, while another five equipped the RNLAF’s Search and Rescue Flight. The Alouette is expected to be withdrawn in the next few years, although no official retirement date has been announced. Kees van der Mark

Bell Returning to Light Helicopter Market

An artist’s impression of the Bell SLS with which the company plans to re-enter the light, single-engined helicopter market. Bell Helicopter

At the Paris Air Show held between June 17 and 23 at Le Bourget, France, Bell Helicopter announced its return to the short light single-engine (SLS) turbine-powered helicopter sector. The SLS is an all-new design aimed at the market currently dominated by the Eurocopter EC120 and Robinson R66. It will feature a high-visibility cabin, with fully-flat floor for five forward-facing seats. It will employ some dynamic components from the out-of-production Bell 206L LongRanger, among them its two-blade main and tail rotors.

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Performance goals include a maximum speed of 125kts (231km/h), range of 360-420nm (667-778km) and a 1,500lb (688kg) useful load. It will be powered by a Turbomeca Arrius 2R, becoming the first Bell design to use an engine from the French manufacturer, “offering the benchmark for performance and power in the 450550shp [335-410kW] class, while improving safety and lowering pilot workload with full authority dual-channel engine control,” says Bell President and Chief Executive Officer John Garrison. Additional

safety-enhancing design features aim to reduce pilot workload, improve situational awareness and deliver superior autorotation capabilities. “Bell Helicopter is no stranger to the SLS market,” notes Garrison. “We developed it nearly 50 years ago with the introduction of the JetRanger and are proud to have produced nearly 7,400 [of those] since 1967, with over 4,400 remaining in service today. However, we needed to create a new, modernised aircraft to meet the requirements of five-seat utility, training, private, and law enforcement operators. The SLS class is both extremely competitive and price sensitive, so we collaborated with customers to incorporate their mission needs in a high-performance, high-value helicopter at a very competitive price.” Bell says it will release more details of the as-yet-unnamed entrylevel design at next February’s Helicopter Association International Convention & Exhibition in Anaheim, California. While the design has the working title SLS, it will receive a designation in the 200-series (the two indicating two main rotor blades) when offered to the market. It is expected to fly in 2014, with certification to follow “as quickly as possible”. Mike Jerram

Liège, Belgium-based manufacturer Sagita exhibited a full-size mock-up of its Sherpa two-seat carbon-epoxy ultralight helicopter at June’s Paris Air Show. The company has already flown a one-fifth scale model of the design. The Sherpa’s 96.9kN (130shp) turbine engine ingests air at the rear of the fuselage, most of it being bypassed and heated by exhaust gases, directs it to two turbines driving horizontallydivided halves of an oversize rotor hub. It then exits through a circumferential gap between its two-blade contrarotating rotors. As a result, there is no torque and no need for a tail rotor or NOTAR system. Sagita says that the rotor system will need neither cooling not lubrication. Predicted performance includes a useful load of 171kg (378lb), maximum level speed of 185km/h (100kts), and range of 398km (215nm). Mike Jerram

Nigerien Pilots Training in France The Niger Air Force has contracted French company DCI to train its helicopter pilots. Six Nigerien pilots and six flight mechanics were trained in France and Niger. These dozen personnel graduated with their diplomas in March during a ceremony held in Niger’s capital Niamey. “This innovative project, supported by the presidency of Niger, allowed the pilots and flight mechanics to use Helidax installations, within the framework of an ab initio training,” DCI said. Helidax, a subsidiary of DCI and INAER, is a public private partnership that provides helicopter training to the French government using a fleet of Eurocopter EC120B Colibri rotorcraft. Niger’s government has since extended the contract with DCI, which will train additional aircrew. The Niger Air Force currently operates several Mil Mi-8/17 Hip transports and Mi-24P Hind-F attack helicopters, and recently acquired three former French Army Aérospatiale SA342M Gazelles (see Three Gazelles Delivered to Niger, July, p32). Guy Marin

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Rotary Wing

Ospreys Land at RAF Mildenhall

Further to Commando II Arrives in Europe (July, p6) the 352nd Special Operations Group (SOG) based at RAF Mildenhall, Suffolk, received its first two Bell-Boeing CV-22B Osprey tiltrotors on June 24. Arriving at SWAY31, these are the initial two of ten that will be assigned by the end of 2014 to the 7th Special Operations Squadron of the group. Two Lockheed MC-130H Combat Talon IIs from the 352nd SOG provided tanker and logistical support for the tiltrotors (11-0057, b/n D1036, seen here, and 11-0058 b/n D1037) during the transatlantic delivery flight. Matthew Clements

Spanish Tigre HAD-E Ready to Fly

Italian Army ICH-47F Chinook Flown

AgustaWestland ICH-47F Chinook CSX81778 making its maiden flight on June 24, still in its primer. AgustaWestland

Eurocopter EC665 Tigre HAD-E c/n 10008 outside the Eurocopter España facility in Albacete, Spain, on June 26. By this time it had ‘1st Vuelo’ (first flight) and ‘HAD-E Tigre’ titles as well as a tiger’s head under the cockpit. Roberto Yáñez

The first Fuerzas Aeromóviles del Ejército de Tierra (FAMET, Spanish Army Aviation) Eurocopter EC665 Tigre HAD-E assembled at Eurocopter España in Albacete (c/n 10008, to become HA.2807/‘ET-707’) has begun ground tests prior to its maiden flight. The roll-out of the helicopter was announced on June 13 and its first flight is imminent. FAMET will receive 18 Tigre HAD-Es (Helicoptero de Apoyo y Destrucción – España, Support and Attack Helicopter – Spain) and the first examples will be handed over

in October. Plans to upgrade six Tigre HAPs (Hélicoptére d’Appui Protection, Support and Escort Helicopter) currently in service with Batallón de Helicópteros de Ataque I (Attack Helicopter Battalion I) at Base ‘Coronel Sánchez Bilbao’ at Almagro-Ciudad Real, to HAD-E standard have been cancelled due to budgetary constraints, it was confirmed on May 23 (see Spanish Defence Cuts Announced, July, p7). The six HAPs are expected to be sold, as the total FAMET fleet will just consist of 18 Tigres. Roberto Yáñez

The first AgustaWestland-assembled ICH-47F Chinook (CSX81778, c/n M7801) for the Aviazione dell’Esercito Italiano (Italian Army Aviation) successfully made its maiden flight on June 24 from the company’s plant at Vergiate (further to Initial ICH-47F on Display, July, p28). It is the first of 16, plus four options, that the service will receive from an order announced in May 2009. First delivery is scheduled for early 2014, with the final example to be handed over in 2017. The ICH-47Fs will be operated by the

Please send all news correspondence [email protected]

Italian Army Aviation’s 1° Reggimento Aviazione dell’Escercito (1st Regiment Army Aviation) ‘Antares’ based at Viterbo, replacing the 40 CH-47Cs that have been in service since 1973. Under a Joint Industrial Agreement with Boeing signed on July 16, 2008, AgustaWestland is prime contractor for the ICH-47F programme, with responsibility for drive systems, systems integration, final assembly and delivery. Boeing Rotorcraft Systems builds the fuselage. Mike Jerram

Helicopter JV to Build Ka-226? The Russian Helicopter holding company and Kazakhstan’s Aviation Repair Plant 405 may create a joint venture to produce Kamov Ka-226T

utility helicopters in Kazakhstan. The Ka-226T is designed to operate in a wide range of conditions, making it ideal for Kazakhstan. David C Isby

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35

Rotary Wing

849 NAS Sea Kings Join French Air Defence Exercise

Two Royal Navy Westland Sea King ASaC7 Airborne Surveillance and Control (SKASaC) helicopters from 849 Naval Air Squadron (NAS) based at RNAS Culdrose, Cornwall, recently deployed to the French naval air station at Landivisiau, Brittany. The Sea Kings (XV672/‘87’ and XV707/‘84’) participated in a multi-national air defence exercise with elements of the French Navy’s Carrier Air Group (CAG) stationed at the base, comprising Dassault Rafale Ms (of 11 and 12 Flotilles), Dassault Super Étendards (17F) and a single Northrop Grumman E-2C Hawkeye (1 from 4F), as well as seven Swiss Air Force Boeing F-18C/D Hornets. The Sea Kings were at Landivisiau from May 16 to 30. The deployment was fully integrated within the air defence exercise and coordinated and supported by French CAG operational planning staff. Despite some inclement weather, 849 NAS completed 16 sorties to control carrier strike assets, with mission profiles including maritime strike and

The two Westland Sea King ASaC7s of 849 Naval Air Squadron at Landivisiau share the ramp with the French Navy E-2C Hawkeye, while a pair of Swiss F-18C Hornets taxi by during the air defence exercise held there. Cyril Davesne via Ian Harding

composite air operations against ground targets, accumulating over 40 flying hours. “This exercise proved an excellent opportunity for SKASaC and its air surveillance and fighter control capabilities,” said Lieutenant Commander Jim Hall, Senior

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previously been ordered by the DoD for Afghanistan. More than 30 have been delivered.

AW139 FOR SENEGAL The Armée de l’Air Sénégalaise (Senegalese Air Force) has ordered a single AW139 medium utility helicopter from AgustaWestland, marking the company’s entry into that regional market. The contract, announced on June 18 during the Paris Air Show at Le Bourget, includes in-country support and aircrew and maintainer training. The AW139 is most likely to be used for VIP transport. Approximately 720 AW139s have been sold in almost 60 countries to 200 customers. The Senegalese Air Force’s helicopter fleet includes a handful of Eurocopter AS355F1 Ecureuil 2, Mil Mi-2 Hoplite, Mi-171Sh Hip-H and Mi-35P Hind-F helicopters. Guy Marin

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UH-72AS FOR THAILAND The Royal Thai Army is seeking to buy six Eurocopter UH-72A Lakota (derived from the EC145) utility helicopters from EADS North America as transports. The US Congress was informed by the Defense Security Cooperation Agency of a possible Foreign Military Sale on June 7. It covers the helicopters, training, logistical support and equipment worth an estimated $77 million. If it comes to fruition Thailand will become the first export customer for the UH-72A, as a previous order from Malta was abandoned. Possible follow-on sales to Thailand could involve between 60 and 80 helicopters. David C Isby and David Willis

MI-17S FOR AFGHANISTAN A $572.8 million Foreign Military Sales contract for Rosoboronexport for 30 Mil Mi-17-V5 Hip-Hs for the Afghan National Security Forces Special Mission Wing was announced by the US Department of Defense (DoD) on June 17. The deal includes spares, test equipment and engineering support services for the helicopters, to be built by Kazan Helicopters. The Afghan unit supports counter-terrorism, counternarcotics and special operations missions. Work is expected to be completed by the end of next year. The order increases the total number of Mi-17-V5s due to be delivered to Afghanistan to 73. Batches of ten and 21, plus 12 recently exercised options (see 12 More Mi-17-V5s for Afghanistan, July, p32) have

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Observer of 849 NAS. “We achieved a significant amount on so many levels. A comprehensive airborne surveillance and control training programme provided the basis for the mission profiles, as well as continuation training for 854 NAS [also equipped with the SKASaC] and

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ADDITIONAL OSPREY ORDERED An additional Bell-Boeing MV-22B Osprey for the US Marine Corps has been added to the multi-year Lot 17 to 21 contract using fiscal year 2013 funds. The contract for the aircraft worth approximately $60.2 million was announced by the US Department of Defense on June 27 and the aircraft will be acquired as part of Lot 17. Work on the tiltrotor is expected to be completed in November 2016. It raises to 100 the total of V-22s ordered under Lots 17 and 18 as part of the latest multi-year buy announced on June 12 (see 99 Ospreys Ordered, July, p6), now comprising 93 MV-22Bs for the Marines and seven CV-22Bs for the

the achievement of the operational conversion phase for three ab-initio aircrew students who will be deploying in the near future on operations. It also proved an excellent chance to reestablish links with the E-2C Hawkeye squadron, which is affiliated to 849 NAS.” Ian Harding

US Air Force. Options included in the original deal covered the purchase of an additional 23 tiltrotors, with the extra aircraft being the first to be exercised.

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VIP S-92S FOR TURKISH POLICE Sikorsky Aircraft will supply two VIP-configured S-92s to the Turkish National Police to support head of state functions currently fulfilled by a single S-92 that has been in service since 2005. The new S-92s are scheduled for delivery later this year. More than 140 Sikorsky helicopters are operating in Turkey, including 100-plus Black Hawks and a substantial number of commercially operated S-76s. The S-92 transports the heads of state of nine other countries and this summer Sikorsky will formally offer the helicopter to the US Government to replace the Marine One helicopter fleet used to transport the President. Mike Jerram

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AW109ES FOR MAURITANIA The Force Aérienne Islamique de Mauritanie (Mauritanian Islamic Air Force) has ordered two AW109E Power helicopters from AgustaWestland. The contract was signed on June 17 during a ceremony at the Paris Air Show at Le Bourget in a ceremony attended by Colonel Hereitani of the Mauritanian Islamic Air Force and Geoff Hoon, AgustaWestland’s Managing Director of International Business. The AW109E Power helicopters will be configured for homeland security and used on border patrol and reconnaissance missions. They will be delivered

Please send all news correspondence [email protected]

Rotary Wing

CH-147F Chinook Delivered to Canada On June 27 the Royal Canadian Air Force (RCAF) officially accepted its first Boeing CH-147F Chinook (147303, c/n M2053). The new helicopter is operated by 450 Tactical Helicopter Squadron at CFB Petawawa, Ontario, and will be joined by six additional aircraft later in 2013. The Canadian government awarded Boeing a $1.2 billion contract in August 2009 for 15 Medium-to-HeavyLift Helicopters (MHLH) and initial inservice support. Boeing handed over the first on June 21 and all are due to be delivered by June 2014. The CH-147F Chinooks have been modified to meet operational requirements in Canada, including installing long-range fuel tanks. They are equipped with an upgraded electrical system, fully integrated Rockwell Collins Common Avionics Architecture System cockpit, and a digital automatic flight control system. Defensive features include advanced radar and laser warning systems, chaff and flare dispensers, a ballistic protection kit and directional infrared countermeasures. In addition, the CH-147Fs can be fitted with three machine guns and an electro-optical/ infrared sensor. Boeing will provide in-service support to the MHLH fleet for the next 20 years under a performance-based

Boeing CH-147F Chinook 147303 is the first of 15 that will be delivered to the Royal Canadian Air Force. The helicopter is seen arriving at Ottawa International Airport, Ontario on June 25, officially entering service two days later. Ken Allan

logistics contract. The company has already awarded six contracts to Canadian suppliers for services under the programme, with the manufacturer committed to providing industrial and regional benefits worth $1.25 billion. The Canadian Armed Forces previously used six CH-47Ds (as

CH-147Ds) to support its operations in Afghanistan. The former US Army transport helicopters were handed over to the Joint Task Force Afghanistan Air Wing in late 2008. One was destroyed during operations and another damaged, while the remaining four were put up for sale after the deployment ended in

in mid-2014, according to AgustaWestland. The Mauritanian contract includes a comprehensive training and support package to be delivered both in Italy and on-site. Mauritania’s small air force has just two other helicopters in service – Harbin Z-9A Haituns, delivered in 2003. The Mauritanian Islamic Air Force is being upgraded, with recent deliveries including four former Armée de l’air (French Air Force) Embraer EMB-312F Tucanos in 2010 and 2011 and new A-29Bs Super Tucanos in October 2012. Guy Marin

for US Air Force helicopter training. Meanwhile, on June 5 the final UH-1H Iroquois (73-21721, c/n 13409) in service with the US Air Force with the 1st SOW based at Hurlburt Field, Florida, was transferred to the New York State Police as N224SP. The Huey’s handover was part of the Law Enforcement Support Organization Program, which identifies and transfers surplus air force equipment requested by US law enforcement agencies. David C

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Helipartner Thailand has ordered ten Eurocopter AS350B3e Ecureuils for lease to third parties. The deal was finalised on June 18 and the light helicopters will be delivered by 2015. The Thai company received its first AS350B3e from an earlier contract in May, with the aircraft leased to an operator in Indonesia.

The Indonesian National Defence - Army will deploy three Mi-17V5 Hip-H helicopters (HA-5156, -5157 and -5158) and six experienced crews to support United Nation peacekeepers in Darfur, Sudan. Both the helicopters and crews are from Skadron Udara Angkatan Darat 31 based at Achmad Yani Airport, Semarang in Java. The helicopters, expected to arrive in July for a one-year deployment, were selected because they were the youngest available, with under 250 flight hours each. David C Isby

ECUREUILS FOR HELIPARTNER THAILAND

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TH-1H DELIVERIES The final three Bell TH-1H Huey II training helicopters for the US Air Force are due to be delivered in September or October. The TH-1H is a remanufactured former US Army UH-1H/V, mating the existing cabin and fuselage with a new engine, tail rotor and boom, transmission and rotor system, as well as multifunction cockpit displays intended for training. They are operated by the 23rd Flying Training Squadron, 58th Special Operations Wing (SOW) at Cairns AAF, Alabama, which is responsible

Isby and David Willis

INDONESIAN MI-17S TO SUDAN

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HELICOPTERS DELIVERED TO RUSSIA IN JUNE Three new Mil Mi-28N Night Hunter attack helicopters and one Mi-26 Halo heavy lift helicopter were delivered to Russian units in the Western Military District in June. After being inspected at the factory at Rostov-na-Donu prior to delivery flights, they were delivered to their bases by June 18. Over

Please send all news correspondence [email protected]

2011. The RCAF also operated eight CH-47Cs (as CH-147s) between 1974 and 1991, seven of which were later sold to the Koninklijke Luchtmacht (Royal Netherlands Air Force) and subsequently upgraded to CH-47D standard. One CH-147 suffered a mishap in service and another was lost prior to delivery. Pieter Bastiaans

NEWS BY NUMBERS

30 Kamov Ka-52 Alligator attack and Mi-8AMTSh Terminator transport helicopters are to be delivered to units in the Eastern Military District this year. David C Isby

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AW119KXS FOR LIFE LINK III Life Link III has ordered six AgustaWestland AW119Kxs and placed options for a further six. The manufacturer announced the contract on June 19. The helicopters will be assembled by AgustaWestland Philadelphia in Pennsylvania and aeromedical interiors will be installed at its Northeast Philadelphia Airport facility. Deliveries will start later this year and the helicopters will be used to provide medical transport in Minnesota and surrounding locations. Over 225 AW119s have been ordered in more than 30 countries by 100-plus customers. Life Link III is a non-profit consortium that transports patients in Minnesota and throughout the United States.

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EC135 FOR CROATIAN INTERIOR MINISTRY Croatia’s Interior Ministry purchased an EC135 utility helicopter from Eurocopter, it was announced on June 25. The procurement cost 50 million kuna (€6.6 million) and includes training of air and ground crew. The EC135 will be used for medical evacuation, mountain rescue, traffic control and police activities. David C Isby

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MILITARY CARRIER AIR WING ELEVEN’S WORK-UP

In the first of a three-part series on the work-up cycle of Carrier Air Wing 11 and the USS Nimitz, Scott Dworkin reports from NAS Lemoore in California: home station to the Argonauts of Strike Fighter Squadron 147

Spear of the

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AIR WING

W

hen the United States needs to project power in times of conflict the US President’s first question is

WORK K-UP PART ON typically, where are my aircraft carriers? The men and women that make up Carrier Air Wing 11 (CVW-11) on board the USS Nimitz spend many months, even years, training to answer

that call. The ability to send an aircraft carrier strike group anywhere in the world usually at short notice enables the United States to show a potential

threat that a large force of ships and aircraft can be on its doorstep very quickly. This ‘show of force’ has on many occasions caused threatening countries

E

An F/A-18E assigned to VFA-147 ‘Argonauts’ (left) and an F/A-18F from VFA-154 ‘Black Knights’ (right) form up over the snow-capped Sierra Nevada mountain range. All images Scott Dworkin

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or uncooperative leaders to think twice before taking further aggressive action. The USS Nimitz and its air wing are among the assets that form the tip of that spear. When people see an aircraft carrier pulling into port with its air wing embarked few will appreciate the level of training required to get the ship, its aircraft, the individual squadrons’ personnel, air crew, ground crew, administrative staff, and the men and women that serve on the ship to that point of readiness. Each component has come together at that point, but behind the scenes it has taken an amazing amount of time, training and hard work to get there. The air wing typically starts training over a year before its next full-scale deployment, actually very soon after the previous deployment ends. Specific goals and requirements must be met during a ‘work up’ cycle to make sure each of the components of the air wing from every squadron – from aircrew, down to administrative staff – is ready to bring the fight to the enemy’s front door. Thanks to the cooperation of the United States Navy, AIR International was granted unprecedented access over the past year to CVW-11’s F/A-18 Super Hornet squadrons, as well as to the USS Nimitz, to showcase the amount of work that goes into getting a carrier air wing of over 80 aircraft and over 5,000 personnel prepared to be deployed for almost a full year. CVW-11 is based at NAS Lemoore and currently comprises eight squadrons and one detachment. It falls under the command of Captain Kevin Mannix and Deputy Commander Captain Robert Osterhoudt. A large percentage of AIR International’s time covering CVW-11 was spent with the two Super Hornet squadrons VFA-147 and VFA-154 and so coverage of the work-up cycle to deployment focuses on these two units, but it is representative of similar training conducted by all units within the wing. This, the first of a three-part feature, will cover VFA-147 and VFA-154 at their home base of NAS Lemoore, and what typically takes place on a strike fighter squadron during the initial work-up training for the next deployment. Part two will cover the detachments made to NAS Fallon in Nevada for Strike Fighter Advanced Readiness Program (SFARP) and air wing pre-deployment training. Part

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three will cover the carrier qualification work-up cycle conducted on the USS Nimitz, exercises on board and details of the ship itself.

Naval Air Station Lemoore Commissioned in 1961, NAS Lemoore, in central California is the Navy’s newest, largest and only west coast master jet base. It is home to all F/A18 Hornet and Super Hornet squadrons based on the west coast, and falls under the command of Strike Fighter Wing, US Pacific Fleet. Its mission is to train, man and equip F/A-18 strike fighter squadrons and to deploy aboard US Pacific Fleet aircraft carriers to project America’s national interests over more than half the earth’s surface, from the west coast of the United States to the east coast of Africa. NAS Lemoore has two offset parallel runways laid out 4,600ft (1,400m) apart. Aircraft parking and maintenance hangars are aligned between the 13,500ft (4,115m) runways. Primary airspace used by Lemoorebased F/A-18s is the R-2508 complex located over a large portion of the California desert. The volume of airspace within the R-2508 complex and its close proximity to

Lemoore makes flight time to the training area relatively short. This allows the F/A-18 squadrons to conduct multiple sorties that vary in type using high- and low-level airspace on any day.

Ops Tempo To get a feel for what the ‘Argonauts’ had been doing prior to my time with them Lt Chris Putre described the operational tempo of VFA-147 and CVW-11. “It’s been an amazing couple of years for the Argos. We did a full work-up cycle about two years ago, then we deployed for seven and a half months on a Western Pacific deployment onboard the USS Ronald Reagan [February 2 to September 9, 2011]. We spent a couple of months off the coast of California preparing as we normally do before finally heading out west with the intent to go and participate in a number of international exercises. A few days past Hawaii the large earthquake and devastating tsunami struck Japan. The ship headed north and stayed on station off the coast of Japan until the Japanese government requested aid. “From our [VFA-147’s] perspective we didn’t do a terrible amount initially,

it was mostly the helicopter squadrons ferrying supplies and looking for survivors. We flew high-altitude recon overhead Japan examining the damaged areas from a higher vantage point than the helicopters [could]. The whole purpose of that was to locate, and we did locate, possibly several dozen landing zones, as well as makeshift SOS signals and signs from people who had been isolated. We fed that information back to the ship, which passed it to not only the shore where all the supplies were coming from, but to helicopters so that they could go and drop off medical supplies, food, water and blankets to help out. “We ended up staying off the coast for about four weeks conducting humanitarian aid and disaster relief before picking up the original plan and heading to the Middle East to fly operations over Iraq and Afghanistan in the US Central Command AOR [area of responsibility]. We spent maybe three weeks flying missions over Iraq, conducting wrap-up operations in support of Operation New Dawn.” Following a port call to Hidd in Bahrain, the USS Nimitz sailed for the Arabian Sea from where CVW-11 strike aircraft flew missions to Afghanistan for about two months as part of Operation Enduring Freedom. “We were primarily working with troops on patrol using our sensors [the AN/ASQ-228 Advanced Targeting ForwardLooking Infrared pod and AN/ APG-73 radar] to help them look for improvised explosive devices, suspicious people or vehicles, and providing close air support when needed. “A lot of our tasking was over the sparse Afghan countryside; however some was in populated areas, which can be a real challenge. We supported a greater close air support role this time than on previous trips I had made, partly because the mission had shifted from a larger combat operation to smaller scale localised operations, and partly because I like to think we are good at it!”

Quals and Maintenance Once the Argos returned to Lemoore the squadron began to regroup and almost immediately began the work-up cycle for the next deployment. When operating from Lemoore, VFA-147 and its sister squadron VFA-154 primarily focus on two aspects vital to

AIR WING WORK K-UP PART ON E

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2 3

4 5 6 1 A crewman cleans the windshield of a VFA-147 aircraft prior to an early morning launch. 2 Lt Leslie Romig conducts an inspection on one of the VFA-147 aircraft… ironically the one that carries her name. 3 An Argo jet bouncing the pattern in front of the LSO shack at Lemoore..note the proximity of the LSO shack to the actual runway. 4 Lt Matt Simmons, a VFA-147 pilot, prepares to launch in the colorful Argonauts’ CAGbird. 5 Ground crews load a missile rail onto Cdr Ernest Spence’s jet in preparation for an upcoming flight. 6 Chilly early morning pre-flight launch preparations.

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MILITARY CARRIER AIR WING ELEVEN’S WORK-UP

SQUADRONS OF CARRIER AIR WING 11 VFA-146

‘Blue Diamonds’

F/A-18C Hornet

NAS Lemoore

VFA-147

‘Argonauts’

F/A-18E Super Hornet

NAS Lemoore

VFA-154

‘Black Knights’

F/A-18F Super Hornet

NAS Lemoore

VMFA-323

‘Death Rattlers’

F/A-18C Hornet

MCAS Miramar

VAQ-142

‘Gray Wolves’

EA-6B Prowler

NAS Whidbey Island

VAW-117

‘Wallbangers’

E-2C Hawkeye

NAS Point Mugu

HCS-6

‘Indians’

HSM-75 VRC-30

‘Providers’

MH-60S Sea Hawk

NAS North Island

MH-60R Sea Hawk

NAS North Island

C-2A Greyhound

NAS North Island 1

2

a unit’s proficiency and ability to deploy: individual pilot qualifications and aircraft maintenance. Aircrew use the time at Lemoore to complete the SFWT syllabus, which takes a pilot through the qualification and training process first as a combat wingman, then as a combat section lead (two-ship) and finally as a combat division lead (four-ship). Other qualifications must be met at periodic intervals by aircrews, such as annual NATOPS (Naval Air Training and Operating Procedures 3

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Standardisation) and instrument certifications, flight physiology and survival training. Almost all of the flying undertaken at Lemoore during the post-cruise phase is for qualification and flight certification requirements. The time is also used to perform in-depth aircraft maintenance and, to train the maintenance personnel – they and the squadron’s administrative staff are scheduled into the classes they need to advance their navy career. Many maintainers undertake classes to learn and qualify on the various systems

1 A formation of VFA-147 and VFA-154 jets pass overhead Lemoore Naval Air Station. 2 A rare mixed formation of VFA-147 F/A-18E and VFA-154 F/A-18F Super Hornets. 3 Preparing to launch from the VFA147 ramp at NAS Lemoore, California.

integrated on the Super Hornet. But the navy must also give consideration to the morale and personal welfare of its sailors. Many use the time back at Lemoore to take much-deserved leave; essential after months of being deployed, or enjoy time at home with their families. Lt Chris Curd joined VFA-147 shortly after it returned from its last Western Pacific cruise on the USS Ronald Reagan [in September 2011]. He described what it was like for a junior pilot to arrive on a fully-functioning recently deployed Super Hornet squadron.

“A lot of people don’t realise that each squadron has its own personality and dynamic that you need to learn to be successful in meshing into the unit. It can be tough because you are the ‘new guy’ walking into what is really a family that has been living in close proximity on the boat for the past few months. You have to learn the dynamics of the squadron. This is on top of just learning to work the jet and do your job as a pilot. “When I came in, many people were going on leave after the cruise which can make it strange because you are

AIR WING WORK K-UP PART ON E

meeting new people all the time and adjusting for quite a while. There were a couple of us that had just come into the squadron so we were flying a bunch which was really nice. Having another junior officer with you helps. We could lean on each other quite a bit for advice, feedback and support. “Once everyone returned from leave we began to prepare for air wing pre-deployment training at NAS Fallon; the first part of our work-up cycle. Initially I did a lot of flying designed to get me back into thinking about the basics of

air-to-air and air-to-ground employment of the Super Hornet.” The squadron then went to Fallon for a month-long detachment in February 2012 and did a lot of flying. “It was very helpful for getting up to speed with the jet, and the squadron’s way of operating. Fallon detachments can be likened to taking a year’s worth of training and cramming it into two months – it is very, very intense. “Fallon has great airspace and ranges which allow you to really work the jet and fly

to your maximum capability. After a mission you are able to dissect each part of it, which is extremely beneficial to advancing your skills as a pilot. “Last March [2012] we had a two-week detachment to Tyndall AFB in Florida for live missile shoots. This was another amazing opportunity; it’s a lot more fun and better training to actually shoot the missile rather than just simulate doing so. We were out there for a couple weeks and a couple guys got to shoot down F-4 full-scale aerial targets. “Back at Lemoore I continued

to ‘check boxes’ for my NATOPS certification which every pilot must meet to be qualified ready for deployment.” Training on any squadron assigned to an air wing is very dynamic and always changing and for a junior officer, keeping up with the pace is a big challenge. Part of that changing dynamic provided the opportunity to head out to the USS Nimitz to recertify its flight deck: the ship was coming out of the yard and hadn’t been to sea in a couple years. “After another period of flying from Lemoore we returned

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MILITARY CARRIER AIR WING ELEVEN’S WORK-UP

ARGONAUTS SQUAD RON The squadron takes its name from Greek mythology – Jason and the Argonauts were a crew of 50 heroes who sailed the oceans in their quest to find the Golden Fleece. The Argonauts’ came into being on February 1, 1967 when Attack Squadron 147 (VA-147) was commissioned as the navy’s first A-7E Corsair II unit at NAS Lemoore. VA-147 was the first squadron to employ the Corsair II into the SouthEast Asian conflict while deployed to the Western Pacific aboard the USS Ranger (CVA-61), and conducted air operations over Vietnam during five combat deployments aboard the USS America (CV-66) and the USS Constellation (CV-64). Throughout the Argonauts’ A-7E years, the squadron won the coveted Battle ‘E’ in 1977 as the top Corsair unit in the Pacific Fleet, three Chief of Naval Operations safety awards, and the meritorious unit commendation for bombing excellence. The A-7E was retired following a Western Pacific/ Indian Ocean deployment in February 1989, and Attack Squadron 147 was officially re-designated as Strike Fighter Squadron 147 (VFA 147) on July 20 that same year. Its new mount was the F/A-18C Hornet and the first arrived at NAS Lemoore on December 6, 1989. A complete transition to state-of-the-art

to the Nimitz on a threemonth cruise which involved participation in Exercise RIMPAC 2012 or Rim of the Pacific Exercise. We spent the majority of our time around Hawaii.” Staged between June 27 and August 4, RIMPAC 2012 involved 22 nations, more than 40 ships and submarines, and 200 aircraft operating in and around the Hawaiian Islands. The exercise is designed to foster and sustain the cooperative relationships that are critical to ensure security and safety of sea lanes on the world’s oceans. “Our schedule got even busier from there preparing for our final detachment to Fallon and carrier qualifications on the Nimitz.”

Unit Level Training Lemoore-based training is focused on individual pilot qualifications. Missions flown

technology resulted in new tools, newly graduated technicians, and 11 new Lot 12 nightattack Hornets. VFA-147 made its combat debut with the Hornet during a Western Pacific cruise and deployment to the Persian Gulf in March 1991. The Argonauts flew combat air patrol missions over Iraq and Kuwait in support of Desert Storm during troop withdrawal operations. The squadron continued spearheading the F/A18’s evolution: it was the navy’s first operational Hornet night-attack squadron to employ target and navigational forward looking infrared pods (NAVFLIR) and night vision goggles. Concurrently, VFA-147 won an unprecedented 12 of 14 CVW-9 Top Hook awards for landing grade proficiency and received the 1994 Scott Kirby Award for excellence in the air-to-ground arena. In June 1995 the Argonauts completed transition to Lot 16 and Lot 17 FA-18Cs, won the LTJG Bruce Carrier Award for excellence in maintenance. The Argonauts undertook three more cruises to the Persian Gulf in support of Operation Southern Watch aboard the USS Nimitz (CVN-68). During the course of these, pilots conducted combat air sorties over Southern Iraq enforcing the no-fly zone.

are based on the SFWT syllabus which is the full spectrum syllabus that enables an FA-18 pilot to earn qualifications from combat wingman to combat division leader. The syllabus divides into roughly one third simulator events and two thirds flight events. To complete the syllabus, pilots must demonstrate thorough knowledge of all weapons employed from the aircraft, the systems that interface with the weapons, and the associated tactics to ensure success in combat. Specifically at Lemoore, the squadron primarily flies air-to-air missions into the R-2508 restricted area training complex located east of the Sierra Nevada Mountains and extending to Death Valley. In this restricted area, the pilots typically fly 1 v 1 basic fighter manoeuvring and air combat manoeuvring missions, as well

In May 1998 the unit prepared its Lot 16 Hornets for an unusual transfer to Strike Fighter Squadron 195 (VFA-195) ‘Dambusters’ stationed at NAF Atsugi, Japan. In return VFA-147 received 12 Lot 11 Hornets, and was transferred to the USS John C Stennis (CVN-74). After the terrorist attacks of September 11, 2001, the Argonauts participated in Operation Noble Eagle, flying combat patrols over Los Angeles. Then in early 2002 during Operations Enduring Freedom and Anaconda, Argonaut pilots, flying off the USS John C Stennis conducted numerous strikes into Afghanistan against Taliban and alQaeda forces. During these missions, VFA-147 helped to refine the employment of the 1,000lb (454kg) GBU-31(V)2/B and 500lb (227kg) GBU31(V)2/B Joint Direction Attack Munitions for the strike fighter community. In recognition for the Argonauts’ proficiency in employing the F/A-18C, VFA-147 received the 2000 and 2001 ‘Boola-Boola’ award for air-to-air missile capability, the 2002 LTJG Bruce carrier award for maintenance excellence, and the 2002 Battle ‘E’. The latter recognising the Argonauts as the top Hornet squadron in the Pacific Strike Fighter Wing. When tensions in Iraq began to rise in late 2002,

as 2 v x and 4 v x missions. Adversary support for these missions is typically provided by other VFA-147 squadron pilots or other FA-18 squadrons based at Lemoore. Occasionally, the squadron is able to schedule events with F-16Cs flown by the California Air National Guard’s Fresno-based 144th Fighter Wing. For missions involving larger numbers of aircraft or more complex scenarios, aircraft will launch from Lemoore and fly to the Fallon Range Training Complex and utilise the adversary support provided by Fighter Composite Squadron 13 (VFC-13) ‘Saints’ and the Naval Strike and Air Warfare Center based at Fallon. For the air-to-surface role VFA147 typically uses the Superior Valley Training Complex in the south-eastern portion of R-2508, and the air-to-surface ranges in the Fallon range. Using both

of these vast range facilities, pilots can employ nearly the full spectrum of air-to-surface weapons available to the Super Hornet, including general 1 Team Argo with the VFA-147 ramp in the background. 2 Practice makes perfect. Pilots from VFA-154 talk down a Super Hornet from the LSO shack at Lemoore. 3 Commanding Officer of VFA-147 Cdr Ernie Spence presents an award to one of the outstanding members of Team Argo. 4 Members of Team Agro inspect the landing gear and tyres of a Super Hornet. 5 VFA-147 sailors discussing the status of the Argo’s CAG-bird during pre-flight procedures on the ramp at NAS Lemoore. 6 A VFA-147 F/A-18E Super Hornet undertaking field carrier landing practice at NAS Lemoore.

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AIR WING

UAD RON HISTORY VFA-147 performed a quick turn around and redeployed to the Western Pacific aboard the USS Carl Vinson (CVN-70) on January 17, 2003 for an eight-month deployment. During the WESTPAC 2003 cruise, the Argonauts and CVW-9 maintained US presence in the South China Sea and the Western Pacific executing missions over two continents, two active volcanoes and more than a dozen training ranges. The squadron’s tactical training included dropping more than 120 Mk80-series weapons, 1,300 Mk76s, 40 LGTRs (laser-guided training rounds), six air-to-air missiles and 12,000 20mm rounds. As one of four strike fighter squadrons in CVW-9, VFA-147 led the air wing in every competitive category, including sortie completion rate, sorties flown, hours flown, ordnance dropped, boarding rate, landing grades, and full mission capability rates. Four of the ‘Top Ten’ pilots for WESTPAC 2003 were Argonauts. The unit left Lemoore yet again for its next deployment with CVW-9 on the USS Carl Vinson in support of Operation Iraqi Freedom in January 2005. Once again the Argonauts produced five top ten pilots within the air wing, including a pilot who was number one for every line period during the 2005 cruise.

purpose live and inert bombs, laser-guided bombs, Joint Direct Attack Munitions (JDAMs), and practise air-to-ground strafing with the M61A1/A2 Vulcan

The Argonauts maintained their readiness level throughout 2006 with multiple unit-level training missions and work-up detachments. During the pre-deployment work-up cycle, they undertook two detachments at NAS Fallon and two more while part of CVW-9 onboard USS John C Stennis (CVN 74). Team Argo deployed with CVW-9 again in mid-January 2007 supporting Operations Iraqi Freedom and Enduring Freedom and flew over 4,500 hours, including 409 combat sorties and amassed over 1,700 traps. VFA-147 was awarded the Battle ‘E’ and named the navy’s top Hornet squadron for 2007 earning the Capt Michael Estocin award for meritorious achievement by an F/A-18C squadron during its 2007 cruise. In October 2007 VFA-147 began another transition, this time to the F/A-18E Super Hornet, which was completed in February 2008. Eleven months later, the Argonauts began their first combat cruise with the F/A-18E Super Hornet aboard USS John C Stennis participating in Operations Foal Eagle (in support of the 7th Fleet) and Exercise Northern Edge. The 2009 cruises earned the squadron the Golden Wrench Award, the LTJG Bruce carrier award, and the CVW-9 Top Nugget and Top Hook for

20mm cannon. Missile shoots take place at over-water ranges located off the coast of southern California and are monitored from the test

WORK K-UP

excellence in landing grades. PART ONE In May 2010, VFA-147 left CVW-9 to become part of CVW-14 and was assigned to the USS Ronald Reagan (CVN-76). In the middle of their work-up cycle, the Argonauts and the Ronald Reagan participated in exercise RIMPAC 2010 operating off the shores of Hawaii from June to August 2010. During its 2010 pre-deployment work-up, VFA147 was awarded the Pacific Fleet Arleigh Burke Trophy for battle efficiency while transitioning to the F/A-18E Super Hornet in 2009. After the WESTPAC 2011 cruise, VFA-147 remained at NAS Lemoore throughout 2012 and made regular detachments to NAS Fallon for training as part of SFARP. The period also involved numerous ‘at sea’ deployments onboard the USS Nimitz as part of CVW-11, its latest parent air wing. In early 2013 Cdr Christopher Caldwell, the squadron’s executive officer completed his tour with the Argonauts handing the XO baton to Cdr Todd Cimicata. In April the squadron’s skipper Cdr Ernest Spence also completed his VFA-147 tour, handing command to Cdr Robert Loughran. VFA-147 and CVW-11 are currently deployed on the USS Nimitz for the WESTPAC 2013 cruise.

facilities at NAS Point Mugu. During these events pilots generally have the opportunity to shoot AIM-9 Sidewinder, AIM-7 Sparrow and AIM-120 AMRAAM

air-to-air missiles, and air-tosurface munitions such as the AGM-88 HARM (high-speed antiradiation missile and AGM-154 JSOW (joint stand-off weapon).

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Pre-cruise work-ups begin with the SFARP. This intensive two-and-a-half month training programme is coordinated and overseen by the instructors of the Strike Fighter Weapons School, which has branches at NAS Lemoore, California and NAS Oceana, Virginia. The instructors are all F/A-18 pilots and weapons systems officers who have graduated from Top Gun – the US Navy’s Fighter Weapons School at NAS Fallon in Nevada. SFARP begins with approximately two weeks of intensive Top Gun-style lectures that give thorough instruction on the weapons, systems and tactics used in the F/A-18 community. Lemoore-based flying for SFARP involves primarily unopposed air-tosurface sorties and air combat

manoeuvring. Once the Lemoore portion is complete, the squadron moves to NAS Fallon for three to four weeks for the opposed air-to-surface events, as well as the opposed 2 v x and 4 v x training sorties utilising adversary support from VFC-13. The majority of the SFARP syllabus closely follows that of SFWT and provides an excellent opportunity for individual pilot qualification sorties to be completed with the assistance of the Weapons School instructors.

Lot 26 Super Hornets The Super Hornet – colloquially known as the Rhino – is one of the best air-to-air and air-toground platforms available anywhere in the world today and

1 VFA-147 F/A-18E Super Hornet BuNo 166442/’NH214’ in close formation with the photoship. 2 An F/A-18F Super Hornet assigned to VFA-154 ‘Black Knights’ bounces on runway 32L at NAS Lemoore during field carrier landing practice. 3 A plane captain signals the pilot of a VFA-147 jet to taxi. 4 Lt Cdr Ryan Fulwider scans for two approaching Super Hornets from below over the California desert.

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is the backbone of the navy’s carrier-based strike force. Each air wing has multiple Rhino squadrons – some have an all-Super Hornet and Growler complement – which execute every mission set while operating from a carrier flight deck: overland strike, maritime strike, air defence, strike group defence, close air support, reconnaissance and air-refuelling. The Super Hornet is fully 2

integrated into the command and control assets of the strike group (the E-2C Hawkeye and the ships), as well as being fullyinteroperable with the EA-6B Prowler and EA-18G Growler to support electronic attack and suppression of enemy air defence missions. Since achieving initial operational capability, the squadron’s Lot 26 F/A-18E Super Hornets have been upgraded with [APG-73] radar, datalink and

AIR WING Team Work

weapons systems. Lot 26 aircraft are fitted for all of the hardware upgrades available to Block 2 Super Hornets which include: single pass multiple targeting for GPS-guided weapons; use of off-board target designation; improved datalink target coordination precision; implementation of air-to-ground target points; ATFLIR (advanced targeting and designation forward3

Former Commanding Officer of the squadron Cdr Ernest Spence reflected on what makes VFA147 work so well as a team, to be ready for any contingency, any crisis that may arise, and be available to answer the call. “The amount of work that goes on behind the scenes to prepare to be ready, and not just ready, but be the best, is something most people can’t even understand unless they are part of it. The time away from home on the boat and while on detachment, the long hard hours we spend, even while we’re at home at Lemoore, and the sacrifice our sailors’ families make, are all part of the effort put in to make the Argonauts such a strong, dedicated and professional unit. “This is my second tour with CVW-11 and CVN-68. I completed two deployments onboard USS Nimitz in a different squadron between 2005 and 2007. If there’s one consistency between then and now, it’s the teamwork between the ship, the air wing and the squadrons. “When you look specifically at VFA-147, and I may be a little biased here, I think it’s an exceptional squadron. Not because of what I’ve done, but what the members of this squadron accomplish and what 1 the squadron is able to do. “I think you can measure looking infrared) pod; AIM-9 organisational success in part infrared-guided missiles; by how successful individual AIM-7 and AIM-120 radarmembers are. In our case, guided missiles; SHARP we’ve far outpaced navy and (Shared Reconnaissance Pod); other squadron averages multi-functional information for sailors being promoted. distribution system for We have sailors enrolled in Link 16 tactical datalink advanced education while connectivity; Joint Helmetworking full-time at the Mounted Cueing System, squadron. The pilots who left and integrated defensive the squadron during my time electronic countermeasures. as its commander have all gone VFA-147 currently fields the on to serve as either test pilots, APG-73 radar. or with Top Gun, or taken

instructor duty at the Super Hornet fleet replacement PART ONE squadrons [VFA106 ‘Gladiators’ at NAS Oceana, Virginia and VFA-122 ‘Eagles’ at NAS Lemoore]. This level of personal success leads to organisational success because you have high-performing people who expect their squadron to perform at the same level they do. And the squadron has been recognised for excellence in aircraft maintenance and tactical ability many times in recent years. “Even when pushed very, very hard we have demonstrated that this squadron has the ability to operate in just about any environment. As CO I can give direction, input and guidance in the big picture where I think our focus needs to be. But because they do the bulk of the heavy lifting when it comes to training, standardisation and evaluation, those guys are really the ones that set the tone day-to-day. “The aircrew and the supporting personnel here at VFA-147 are exemplary. When the time comes that we need to go out and fight, I have no worry, no hesitation whatsoever that every piece of the puzzle that makes up this squadron, is ready to mesh with the air wing and bring the best of what we have to the fight.” As we follow the progression of the Argonauts and CVW11’s work-up cycle, next month we travel with the squadron to NAS Fallon, Nevada, home of Top Gun and various strike schools. At Fallon – the navy’s primary base for its air wing pre-deployment training programme run by the Strike Fighter Weapons School – we provide further coverage of VFA-147 and its sister squadron VFA-154 equipped with the two-seat F/A-18F.

WORK K-UP

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COMMERCIAL BOEING 787-10

Dreamliner Dash Ten Mark Broadbent looks at the Boeing 787-10, the third Dreamliner variant launched recently by Boeing

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he Boeing 787 Dreamliner is having an eventful year. Grounded for three months after incidents with Japan Airlines and All Nippon Airways aircraft, which caused the re-design of the type’s battery system, deliveries of the 787-8 are back under way. Meanwhile, the first 787-9 is being assembled ready for its first flight in the third quarter. And Boeing launched a third addition to the Dreamliner family, the 787-10, during the Paris Air Show. The launch came after a two-year period of detailed conceptual studies and consultations with influential customers, including Air Lease Corporation, British Airways and Singapore Airlines, on the type’s configuration. With the launch came the removal of the X from the initial 787-10X designation, signifying that

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the aircraft had moved from paper concept to a development programme. The 787-10’s first flight is planned for 2017 with the first customer delivery the following year.

Aircraft The wingspan and height dimensions on the third Dreamliner variant (see panel) will be the same as the 787-8 and 787-9, but at 224ft (68m) in length the 787-10 will be 18ft (5.4m) longer than the 787-9 and 38ft (11.5m) longer than the 787-8. The 787-10 will carry 323 passengers in a standard three-class layout – 81 and 43 more passengers than the 787-8 and 787-9 respectively carry in the same configuration. The aircraft will have the same maximum

take-off weight (MTOW) as the 787-9 (at 553,000lb/250,836kg) but 18.2% more cargo capacity. Its 6,187ft3 (175m3) cargo volume will enable it to carry 40 industry-standard LD3 pallets, four more than the 787-9 and 12 more than the 787-8. Boeing will stretch the 787-9 by adding two fuselage plugs, one each at the front and rear of the fuselage, to create the 787-10. This is simpler, from an engineering perspective, than the changes required to stretch the 7878 into the 787-9, which included designing a larger landing gear and adding five extra frames to each end of the centre fuselage section. A Boeing spokeswoman explained to AIR International: “While there’s no easy job in designing an aircraft, the 787-10 will be a straightforward stretch. The statement of

BOEING 787-10 COMMERCIAL work for the 787-10 is largely focused on the increased length of the airplane and related structural changes such as a stronger wing, fuselage and tail and associated systems changes.”

Engines Like Airbus with its rival A350XWB, Boeing’s aim with the 787 family is to maximise commonality between the variants. Therefore, the 787-10 will have identical main systems and components, including the composite wing, to the other two family members. The aircraft will also retain the same General Electric (GE) GEnx-1B and Rolls-Royce Trent 1000 engines that power the 787-8/787-9. However, with its increased passenger and cargo capacity the 787-10’s GEnx-1Bs and Trent 1000s will be more powerful – each will generate 76,000lb (340kN) of thrust compared with the 64,000lb (280kN) in the 787-8 and 71,000lb (320kN) in the 787-9. Both GE and Rolls-Royce have started work to upgrade their engines to ensure they deliver the increased thrust the 787-10 requires. GE has launched another performance improvement package (PIP) to enhance the GEnx-1B and Rolls-Royce is producing the Trent 1000-TEN (Thrust, Efficiency and New technology) derivative of the Trent 1000. The latter will incorporate technology from the Trent XWB engines that power the A350. RollsRoyce announced recently that it will begin building the first static test Trent 1000-TEN later this year. The company says the new derivative will burn 3% less fuel than the Trent 1000s in 787-8s and 787-9s.

Missions Although it will be more capacious, the 787-10 won’t be quite as far-reaching as

Market

its Dreamliner siblings. Fully-loaded, it will have a 7,000nm (12,964km) range – shorter than the 787-8’s 7,650–8,200nm (14,200– 15,200km) capability and the 8,000-8,500nm (14,800–15,700km) range of the 787-9. But range is not the point of the 787-10. In trading the other Dreamliners’ range for more seats, it is designed for missions where the need for seats is greater than that for range – for example, popular trunk routes between Europe and North America, Europe and Asia and intra-Asia routes. Boeing told AIR International: “The capability of the 787-10 is in the sweet spot of the market for many airlines, servicing the highest revenue markets with the lowest possible operating costs.” The 787-10 is expressly designed to satisfy airlines’ demand for a fuel-efficient replacement for their 20-year old Boeing 777200ERs, Airbus A330-300s and A340-300s that currently ply these routes. With the 787-10 having more than the 301, 295 and 313 seats the three older types respectively have in the same three-class configuration, the business case underpinning the 787-10 is to significantly reduce per-seat operating costs and allow airlines to fly trunk routes more efficiently. Boeing claims the 787-10 will burn 25% less fuel than the 777-200ER, A330-300 and A340-300 and have 10% lower cash-operating costs and 13% lower fuel burn than its nearest competitor, the 314-seat A350-900. Although the 787-10’s range will be 1,100nm (2,037km) less than the A350-900’s 8,100nm (15,000km) capability, Boeing calculates the 787-10’s nine more seats give it an edge in the critical area of seat-mile economics. In a claim to AIR International, the company said the 787-10 will be “the most fuel-efficient medium- and long-haul jet ever developed”, adding that despite not having the range of its competitor the aircraft, it will still be able to fly “90% of the world’s twin-aisle routes”.

The group of customers with whom Boeing consulted during the concept phase was evidently convinced by the business case. At Paris, Boeing announced 102 commitments from five customers (see panel), including some from those involved in the consultations. Air Lease Corporation Chief Executive Steven Udvar-Hazy praised the 787-10’s “ideal size, capabilities and economical operating costs”. He also backed up Boeing’s claim that the 787-10 would offer better seat-mile costs than the A350-900: “The -900 has a little more range, but this has lower fuel burn,” he commented. Udvar-Hazy also predicted that the 787-10 will be one of the best-selling commercial jetliners “for decades ahead”. There are solid grounds for making such a claim – the combined replacement market for 777200ERs, A330-300s and A340-300s, at which the 787-10 is targeted, amounts to 1,264 aircraft (split between 432 777-200ERs, 624 A330-300s and 218 A340-300s).

Ramp-up? Boeing stated that the location of final assembly for the 787-10 “will be addressed later”. It has two existing Dreamliner assembly sites at Everett, outside Seattle in Washington, and at North Charleston in South Carolina. The company refused to elaborate on if or when it would ramp-up its current monthly output of 10 787s, but said the Dreamliner production system “has room for growth” to take account of an influx of potential 787-10 orders. Judging by the variant’s early orders success and the potential market, a future production increase would come as little surprise.

Boeing 787-10 Specifications Wingspan: 197ft (60m) Length: 224ft (68m) Height: 56ft (17m) Cruise speed: Mach 0.85 (492kts/913 km/h) Maximum take-off weight: 553,000lb (250,836kg) Cargo volume: 6,187ft3 (175m3) Range: 7,000nm (12,964km) Engines: General Electric GEnx-1B or RollsRoyce Trent 1000 TEN rated at 76,000lb (340kN) Source: Boeing

Boeing 787-10 Orders (at July 2013) Both Images Boeing

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Tiger Meet Henri-Pierre Grolleau

A French Perspective

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or the second time in a row, the NATO Tiger Meet took place at Ørland Main Air Station, Norway. The Armée de l’Air (French Air Force) deployed five single-seat and two two-seat Rafales and 89 personnel from BA113 Saint-Dizier and BA118 Mont-de-Marsan to take part in what is now one of the largest training exercises in Europe.

Logistical Manoeuvre The deployment to Ørland represented a complex logistical manoeuvre that required thorough planning for

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participating air forces. An initial meeting was held at Ørland in December 2012 and each country expressed its needs to the Royal Norwegian Air Force (RNoAF): dimensions of the required aircraft apron, number of vehicles, fuel and lubricant quantities. Two months before the start of the exercise, a final conference was attended by representatives of all nations to finalise details. “The Armée de l’Air now has a good understanding of the Rafale, and we are able, depending on the number of aircraft within the detachment, to precisely define the

amount of personnel, support equipment and spare parts to be deployed,” explained the logistics coordinator in charge of the French Tiger Meet detachment. “Seventy tonnes of equipment was sent to Ørland, including a hydraulic bench, two spare engines and two spare radar sets. With such a wide array of supplies, we could have faced any type of technical failure.” Transporting such a large quantity of equipment to Norway was a major undertaking and a convoy of ten vehicles, nine heavy trucks and a command vehicle for

the commander of the column, departed BA113 Saint-Dizier for a 2,000km (1,250 mile) drive via Kiel (Germany), Göteborg (Sweden) and Valset (Norway). The group carried seven 6m (20ft) containers, lighting equipment, five external ground power units, two MB20 tractors to tow support equipment, and one Sovam ammunition loader used to remove and re-fit drop tanks during configuration changes. Two military airlifters, a Belgian ERJ145 and an Armée de l’Air Transall C-160, brought additional equipment and most of the support staff to Ørland.

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TIGER MEET 2013 MILITARY

Henri-Pierre Grolleau reports from Ørland Main Air Station in Norway on this year’s NATO Tiger Meet

Reliable Norwegian Support To facilitate the visit of their guests, the Norwegians published an extremely useful guide that described all the facilities and services available at Ørland. According to all French engineers and pilots alike, the quality of the support provided by the RNoAF during this year’s Tiger Meet was just outstanding. “Our hosts reacted at once each time we faced a problem and their maintenance operation centre was extremely efficient,” stressed the French logistics

coordinator. “They were remarkably fast and they answered in less than five minutes: if we needed a tractor to tow a Rafale, it showed up immediately. If we required a forklift to move something heavy, it would be there in no time. This was a true advantage, as we did not lose any time, and we could rapidly solve any issue.” The Armée de l’Air engineers were able to use hangar space in an RNoAF F-16 maintenance bay – a decisive advantage in a country where the weather can change extremely rapidly, even in the middle of June.

EC 1/7 Training Objectives The Rafales deployed to Ørland were assigned to Escadron de Chasse 1/7 ‘Provence’ on its first participation in a Tiger Meet since the squadron took over the prestigious tradition of Spa 162 ‘Tigre’, the fighter flight which had been part of EC 1/12 ‘Cambrésis’ until that squadron disbanded in March 2012. To mark the occasion, EC 1/7 decided to paint single-seat Rafale C107 in full Tiger markings, a process that took over three weeks. Each year, the Brigade d’Aviation de Chasse (BAC or

Fighter Brigade) of the French Air Force’s Commandement des Forces Aériennes (CFA or Air Forces Command) publishes detailed training objectives for each unit, and EC 1/7 had been ordered to put the emphasis on air-defence/air-superiority. “Over the course of the last few years, we have conducted a very large number of air-to-ground missions, during training sorties and combat operations, and it is high time that we devote more time to air-to-air training again,” explained Lt Col Damien Rouillé, Officer Commandant EC 1/7 and Commander of the French Detachment at Ørland. “The

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transferred to the Rafale from other fighter types and who need to build up confidence and gain experience on their new mount. Our goal is to confront them with a large, multinational environment and to validate new tactics with a large number of participants.” The first women pilot to fly the Rafale in the French Air Force was among the detachment, which also included a number of aircrews from EC 2/30 ‘Normandie-Niemen’.

CEAM Evaluations The experts of the Centre d’Expériences Aériennes Militaires 3 (CEAM or French Air Force Evaluation Centre) had deployed young pilots [deployed to Ørland] to Norway with two Rafale B need to practise their air-to-air fighters to carry out a number combat skills in a complex tactical of trials in a complex tactical environment. These officers environment. The CEAM is busy were chosen because they will introducing the Rafale’s new AESA stay with the squadron for a few (active electronically scanned more years. We also selected array) radar into service. “We other aircrews who have recently had decided to deploy the AESA

Ørland Main Air Station Located at the tip of an isolated peninsula, at the entrance of Trondheim fjord, Ørland Main Air Station is a huge and well-equipped air base that accommodates the Royal Norwegian Air Force’s 138th Wing and numerous units. • 338 Skvadron, equipped with modernised F-16AM/BM fighters. Assigned to the NATO reaction force, this squadron is always ready to deploy anywhere in the world at short notice. • A detachment of 330 Skvadron which operates Sea King Mk43B rescue helicopters to provide SAR coverage in that area of Norway. • Ørland routinely accommodates a detachment of NATO AWACS aircraft as a forward operating base. • Air-defence is provided by a unit equipped with the NASAMS II (Norwegian Advanced Surface-to-Air Missile System), a system capable of firing a dedicated variant of the acclaimed AIM-120 AMRAAM (Advanced Medium Range Air-to-Air Missile). In the future Ørland will become Norway’s main operating base for the F-35A Lightning II. The RNoAF has ordered 52 F-35s, with deliveries to be spread between 2015 and 2024. According to the latest information published by the RNoAF, the first F-35A aircraft should arrive in Norway in 2017.

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to Ørland to test it in a realistic combat environment, against a wide range of fighter types each presenting various radar cross sections,” revealed Commandant Damien G, Commander of the CEAM Detachment at Ørland. “We wanted to push the radar to its limits and to verify the interoperability of the latest standard of the Link 16 that now equips the Standard F3.3’ Rafales with a wide range of other fighters.” CEAM specialists also took advantage of the deployment to trial a new software variant for the Damocles targeting pod during air interdiction and close air support missions. CEAM’s two B-model Rafales flew terrain-following (TF) sorties, either relying on their terrainfollowing radar or their digital terrain system. The goal of the trial was to test the TF system over a different type of mountainous landscape and to check the quality of the 3D digital database used by the French Air Force. The CEAM was allocated 60 hours of flight time during the Tiger Meet, not including the transits to and from Ørland.

Huge Training Range Norway offers NATO pilots a perfect training environment that is ideal for low-, mediumand high-level mission profiles. Thanks to the nation’s extremely low population density, highspeed low-level sorties can be organised without any disturbance to the public, and the country is not criss-crossed by airways like, for example, France, Germany and Italy. The training range used during this year’s Tiger Meet was 250

nautical miles long and 110 nautical miles wide (463 x 204 km). “Modern radars see targets at increasing distances and current missiles offer longer and longer engagement ranges,” noted Lt Colonel Rouillé. “In France, we find ourselves flying in areas which now prove to be too tight for efficient training. As a result, we are constantly looking for new opportunities to augment that training. Here, the training area is huge and we can ‘play full’ without any restrictions. For instance supersonic flying over sea and land is permitted, allowing pilots to reproduce interception geometries that cannot be replicated in France.” EC 1/7 mainly flew sweep, detached escort and strike missions from Ørland. “The Tiger Meet offered extremely valuable training,” stressed Damien Rouillé. “We needed, however, to carefully debrief sorties in order to accurately determine what went on during the flight and to find out who won the fight. Very strict kill criteria were in use to precisely assess the results of missile firings, but without revealing the exact range of the various missile types in service with the different air forces.”

Complex Scenario Tiger Meet has become an extremely complex exercise, with a sophisticated scenario and today is one of the largest training exercises in Europe. Daily activity is split into two phases: a massive COMAO (combined air operation) in the morning, launched against a strong Red Air opposing force, and in the afternoon numerous, smaller waves to exercise-specific skills, dissimilar air combat training

TIGER MEET 2013 MILITARY

1&2 Rafale B323, one of two assigned to the CEAM’s EC 5/330, is painted in this striking tiger colour scheme.

All images Henri-Pierre Grolleau 3&4 Tiger tails belonging to BR127 ‘Le Tigre’ a squadron within EC 5/330 ‘Côte

d’Argent’ (left) and SPA162 ‘Tigre’ assigned to EC 1/7 ‘Provence’ (right). 5 Tiger Meets tend to bring out the true spirit of the NATO tiger community.

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between Rafales or F-16s, or between Gripens and F/A-18s, for example. During the exercise takeoffs were spread over an hour, and the first aircraft recover just 20 minutes after the last departures. On average, the morning wave includes about 16 Red Air interceptors (simulated by some of the Tiger units) and anything up to 40 Blue Air fighters which have to carry out a raid deep into enemy territory. With just one taxiway and a single runway at Ørland, aircraft have to taxi out in a very precise order if a complex reorganising of the battle-plan is to be avoided. Blue Air fighters, ‘the friendlies’ in standard NATO parlance, usually took off first to join the tankers or the various holding patterns before pushing through the simulated FLOT (forward line of own troops). “Our Rafales usually flew out in the middle of the stream and, thanks to their outstanding range with either three 1,250-litre [275 gallons] drop tanks or two 2,000-litre [440 gallons] fuel tanks, they landed last after spending 90 to 105 minutes airborne,” said Commandant Damien G. “No other aircraft there could compete with us in terms of endurance. When we flew Red Air missions, simulating the enemy, we were airborne much longer than the F-16s or the F/A-18s.”

Link 16, AWACS and Electronic Warfare An event such as the Tiger Meet could not be organised without the use of datalinks, and most participants were fitted with Link 16 terminals. “Thanks to the Link 16, we exchange our respective positions and we share our radar

tracks,” said Damien Rouillé. “This proved to be a decisive advantage when more than 40 fighters were taking part in the same raid: we all knew where the friendly fighters were and the risk of blue-on-blue fires drops significantly.” Nowadays, no major combat operation or exercise can be organised without AWACS support and two NATO E-3s had deployed to Ørland from their base at Geilenkirchen in Germany, to control Blue Air assets (Red Air interceptor guidance was carried out by ‘Brandy’, the local control and reporting centre). Two electronic warfare aircraft, a Falcon 20, belonging to 717 Skvadron of the RNoAF (normally based in Rygge), and a Learjet 36A of the German company GFD, were in charge of conducting offensive electronic warfare (EW) missions: jamming Red Air interceptors’ radars and disrupting Red Air radio communications. The Learjet was fitted with two external jammer pods (a three-band AN/ALQ-119 and a low-band equivalent) and an internal comms jammer. Red Air radio transmissions were severely hampered by intrusions and noise jamming, both extremely disturbing and effective, according to pilots the author spoke to. With the advent of the Link 16, communications jamming is nevertheless becoming less and less effective. Fighters were cleared to dispense chaff and flares, but some restrictions were in place regarding chaff as great care was required not to decoy air traffic control radars. To create an even more realistic tactical environment, the Royal Norwegian Navy engaged a Fridtjof Nansen-class 5

frigate, HNoMS Helge Ingstad, and a Skjold-class stealth fast patrol craft, HNoMS Gnist. The two ships, extremely mobile and heavily armed with anti-aircraft missiles, helped contribute to an increased threat level for the fighters. Exercises such as the Tiger Meet help forge remarkably strong relationships between various NATO squadrons which helps increase the overall efficiency of NATO air forces during combat operations. Germany will host next year’s NATO Tiger Meet and advance planning has already started. 4

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Revamq The regional airline market is undergoing major changes, as Mark Broadbent reports

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HOP!

“T

he times they are a-changing,” sang Bob Dylan. That’s certainly the case with regional airlines today. Network carriers are restructuring their regional feeders, independent regionals are launching new business models, older and more expensive aircraft are being retired and regional aircraft manufacturers are planning new types.

New Order

US Majors The regional airline landscape is also being shaken up across the Atlantic. With their desire to cut costs after progressing through Chapter 11 bankruptcy protection, the majors have all looked for better CPAs. During 2012 Pinnacle Airlines, itself in Chapter 11, shut its Mesaba and Colgan Air units which flew services for Delta

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Rudi Boigelot

Regional airlines for many years saw stable long-term growth. European network carriers purchasing or holding large stakes in regional airlines and North American ‘majors’ like American Airlines, United and Delta signing capacity purchase agreements (CPAs) with regionals like Pinnacle Airlines, Republic Airways Holdings (RAH) and SkyWest

Airlines, meant regionals became big players in air transport, feeding their parent or partner airline’s hubs. There was significant growth in regional airline capacity and passenger numbers. In Europe capacity grew by 9% year-on-year in 2003-2009, according to figures from the European Regions Airline Association (ERA), and in North America passenger traffic nearly doubled in just five years (from 82 million in 2000 to 163 million in 2005), according to US Regional Airlines Association (RAA) data. More recently, this stability has gone. Fuel prices have increased and economic turmoil has dampened air travel demand in Europe and the US as consumers become more price-conscious. In Europe low-cost carriers (LCCs) have increasingly lured passengers away from regionals. The big Gulf airlines taking international transfer traffic to their hubs in the Middle East has also had an impact. ERA figures show that in Europe in 2012, regional airline passenger growth shrank by 4.3% and revenue passenger kilometres (a measure of passenger traffic per flight) fell by 6.4%. The industry recognises this new order is a structural shift rather than a short-term trend. Simon McNamara, ERA’s Director-General, told the association’s recent conference in Edinburgh that the regional airline business was “an industry reducing in size and adapting to a new business environment”.

In Europe this new order is leading several network carriers to restructure their regional operations. Lufthansa in early 2013 launched a ‘new’ Germanwings (see Lufthansa’s Reinvented Low-Cost Airline, February, p78) by consolidating its regional feeders into a single brand. In March, Air France followed suit with its new HOP! subsidiary which combines three units: Regional, Brit Air and Airlinair. HOP! now flies all Air France pointto-point services from the French regions to Paris-Orly and 32 flights into Paris-CDG. One reason why these airlines have unified their regional operations under a single brand is to make things clearer to customers. But the real purpose is to cut costs in a climate where those wider factors of increased competition and dampened demand make maximising revenue a priority. This is reflected by the plan to consolidate HOP!’s fleet on Embraer E-Jets and ATR42/72-500 turboprops. Its network will also be streamlined and scheduling, administration, sales and engineering management centralised. HOP! is a vital part of the Air France-KLM Group’s Transform 2015 restructuring to cut €2 billion in costs by the middle of the decade.

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Connection and United Express. Delta also closed Comair while Republic Airways Holdings (RAH) started a cost-cutting programme at its Chautauqua Airways subsidiary. The visual impact of these cuts is the steady disappearance of 50-seat regional jets (RJs) like the CRJ100 and CRJ200 with which regionals grew during the 1990s and 2000s. The rising fuel prices and weakening demand have seen 50-seat RJ per-seat operating costs increase to the point that, in the words of Patrick Edmond, an analyst at e2consult,

they became an “an out-and-out toxic asset” with big fuel and maintenance liabilities. As Sydney-based airline industry analysts CAPA point out, the fact that regional feeders had 50-seat RJs at all “was largely a by-product of scope clauses in US mainline carrier pilot contracts that prohibited the operation of aircraft larger than 50 seats”. With the US majors now having new labour contracts due to Chapter 11, these clauses have been relaxed, enabling airlines to move to larger, more efficient RJs. The majors aren’t holding back in stripping

1 BMI Regional satisfies a business market by linking regional UK airports together and connecting ‘secondary’ UK airports with destinations in Western Europe. Tim de Groot/AirTeamImages 2 Encore, a subsidiary of Canada’s Boeing 737-equipped WestJet, will start Q400 services from Calgary and Toronto to remote communities in British Columbia this year. Mathieu Pouliot/AirTeamImages

50-seat RJs from their regional networks. Delta, for instance, will by 2014 operate only 125 – as recently as 2008, it had more than 500. Replacing them will be 117-seat Boeing 717s, leased from Southwest Airlines, and new 76-seat Embraer E175s. Other North American majors and their regional feeders are similarly moving to larger types. Sky Regional Airlines, one of four Air Canada Express operators, is currently receiving 12 E175s from mainline Air Canada. And RAH recently ordered 47 E175s which it will use for American Eagle services under its CPA with American. 2 In Europe, too, the trend is to use larger aircraft because of their superior per-seat operating costs. It’s noticeable that Air France was quick to announce that HOP! would dispense with 50-seat CRJ100s and Embraer ERJ-145s and 70-80 seat CRJ1000s in deference to E-Jets. Germanwings meanwhile will phase out the CRJ200s, ATR42-500s and Fokker 100s it will inherit from the former Lufthansa Regional partners. And although it plans to operate 22 exEurowings CRJ900s, these 86-seaters will only form a small proportion of the fleet which will be dominated by significantly larger Boeing 737s and Airbus A319s/A320s.

Thin Routes A consequence of the cost-cutting and move to larger aircraft is network carriers dropping ‘thin’ routes – those with small passenger loads – from their regional schedules. Industry body Airports Council International says 27 small cities in the US have, since 2010, completely lost air links to

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REGIONAL AIRLINES COMMERCIAL major hubs. In Europe, the trend has seen several airlines go out of business. As part of its regional restructuring the Lufthansa Group in 2011 and 2012 respectively terminated its agreements with Contact Air, which provided services into Munich and Stuttgart, and OLT Express Germany, which operated flights for Lufthansa Group subsidiary Swiss International Air Lines. Both have since ceased operations. Lufthansa has also terminated its agreement with Augsburg Airways on routes into Munich – and that airline will close down too in October 2013 when the agreement ends. Augsburg, Contact and OLT lost out because they provided too little feed at a time when network carriers want maximum passenger traffic.

The Right Strategy?

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Will these restructurings work? CAPA believes the restructuring of regional feeder flights is an understandable move, but it doesn’t think it will be easy for the network carriers. “The creation of HOP! may catalyse some improvements, but has the challenges of establishing a new brand in a crowded market – with a product that, at first blush, does not seem radical enough,” CAPA said in a report called Airlines In Transition. On Germanwings, the consultancy said: “It remains to be seen whether it can cope with the rapid increase in its operations over the next two years.” More generally, CAPA said: “The current initiatives by major legacy carrier groups to address LCC competition on short-haul [routes] look unlikely to reverse their decline in market share, but they may at least slow it. The LCCs have proved too nimble and innovative, being the first and largely still the only carriers to take full advantage of EU liberalisation by establishing bases all over Europe. None of the [network] carriers has sought to do that in any serious way and it is probably too late now. Moreover, the cost gap, while narrowing, is probably still too great.”

3 & 4 Flybe, Europe’s largest independent regional is currently implementing a cost-cutting plan involving schedule streamlining, the removal of seven aircraft from service and job losses in the UK. Dave Sturges/AirTeamImages (3) and Simon Willson/AirTeamImages (4)

5 Germanwings is set for a rapid increase in its operations over the next two years. Steve Flint/AirTeamImages 6 Rex has become Australia’s secondlargest domestic carrier flying services linking small communities in New South Wales, Victoria, South Australia and Tasmania. Simon Gregory/AirTeamImages

Independents The regional airline business consists of more than just feeders serving network carriers. There are independent regionals which aren’t owned by a major network airline, nor contracted to one, and which operate pointto-point flights with their own brand. Augsburg, Contact and OLT closing down shows how difficult it is for independents 5 to survive when they don’t have feeder contracts with a network carrier. This is even 6 more starkly seen in North America, where according to Flightglobal data independents now constitute just 4% of regional airline flights. Even Flybe, Europe’s largest independent regional with its own strong brand, is currently implementing a costcutting plan involving schedule streamlining, the removal of seven aircraft from service and job losses in the UK. But independents can have success. Paradoxically, because the regionals which feed network carriers are moving out of thinner routes, some independents are finding opportunities in meeting demand on

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point-to-point routes. Peter Oncken, Chief Executive of Austrian independent InterSky Airlines, which flies Bombardier Dash 8 Q300 and ATR72-600s from Friedrichshafen to cities in Germany, Austria and Switzerland, recently told Low Fare & Regional Airlines magazine that airberlin abandoned the KarlsruheHamburg service “not because this route was economically unsuccessful but because it didn’t make any sense for their network, because they’re now very hub-oriented”. This allowed InterSky to take over a service which has steady demand from business travellers. This approach, providing essential services where there’s demand for reasons of business connectivity or geographical necessity, arguably harks back to regional airlines’ origins – and it’s a model other independents are finding success with. Humberside-based Eastern Airways and the newly ‘re-independent’ BMI Regional both satisfy business markets in linking regional UK airports together and connecting ‘secondary’ UK airports with destinations in Western Europe. In Australia, Rex has become the country’s second-largest domestic carrier flying services linking small communities in New South Wales, Victoria, South Australia and Tasmania with Adelaide, Melbourne, Sydney and Townsville. WestJet in Canada will this year do something similar with its new Encore subsidiary flying Bombardier Dash 8 Q400s from Calgary and Toronto to remote communities in British Columbia. Another Canadian independent, Porter Airlines, has carved a successful niche operating point-to- 1

1 Austrian independent airline InterSky took over the former airberlin service between Karlsruhe and Hamburg because the route has a steady demand from business travellers. HAMFive/AirTeamImages 2 Flybe, Europe’s largest independent regional currently operates a fleet that includes 45 Dash 8 Q400s. Tom Kool/AirTeamImages

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point services into the downtown Billy Bishop Toronto City Airport. Given the trend towards larger aircraft, it may seem counter-intuitive that independents are finding success with smaller types – Rex uses 30-36-seat Saab 340s and BMI and Eastern operate the very same ERJ-145s that HOP! will phase out. But because a service was too small for a feeder doesn’t mean it still can’t be served successfully. Many independents recognise this type of specialisation is a way to survive. But being independent and flying services for network carriers isn’t always mutually exclusive. Although Flybe is independent it’s also diversified into US-style contract flying – its Flybe Nordic division now flies Finnair’s domestic services. Independents know they can’t afford to pigeonhole themselves.

Innovation This pragmatism reflects a wider recognition among regional airline executives that flexibility and innovation is critical to the future. Maurizio Merlo, Chief Executive of Swiss independent Darwin Airline, said in a panel discussion at the ERA Conference that regionals “need to change behaviour and open minds”. This wasn’t simply a reference to routes and destinations. Merlo’s Darwin and Albanian independent Belle Air last year signed a partnership which will see the airlines share operational costs by pooling their fleet of 14 aircraft (six Saab 2000s, two ATR 72-500s, three Airbus A319s and three A320s) and collaborating on maintenance

and sales. Merlo and Abi Xhelo, Belle Air’s Chief Executive, both said independents must seek similar closer practical cooperation and cost savings on big-ticket items like maintenance, sales and purchasing if they want a sustainable future. KLM Cityhopper Managing Director Boet Kreiken told the conference that innovation also requires regionals working more closely with air traffic management (ATM) companies and airports to minimise delays and improve connections between airports and customers’ onward destinations. “Speed is essential in this industry,” Kreiken observed, believing this factor to be an important differentiator for regionals. The European Single European Sky initiative and the Federal Aviation Administration’s NextGen programme to make airspace use more efficient in order to cut noise, pollution and delays are seen by the industry as important in this regard.

New Aircraft Away from the airlines, change is also coming to regional aircraft themselves. Reflecting regionals’ desire for more fuel-efficient aircraft as they retire smaller types, Embraer, ATR and Bombardier are all working on concepts for larger types featuring new technologies. Embraer is developing a second-generation E-Jet family featuring Pratt & Whitney geared turbofan engines, composites, a new wing and a fully-digital cockpit. It’s expected to formally launch the aircraft later this year. Teal Group consultant Richard Aboulafia told AIR

International he thinks Embraer “looks set to dominate [the RJ] market for decades to come”. His view is that ”Bombardier looks set to gradually exit the regional jet segment… the CRJ does not lend itself to re-engining, and the market is clearly stating that it wants new engines”. The Canadian manufacturer hasn’t so far commented about its long-term plans for the CRJ. Meanwhile ATR is seeking approval from its shareholders EADS and Finmeccanica for a 90-seat turboprop. An artist’s impression of the proposed design presented at a press conference earlier this year showed winglets, a T-tail and eight-bladed propellers. Aboulafia feels wider issues at ATR’s parent companies might delay this aircraft’s development, which ATR has already stated would take around five years: “As a new design it’s going to be expensive, and EADS doesn’t seem interested. Finmeccanica too has serious concerns and distractions elsewhere, although they certainly want to move forward.” Aboulafia thinks Bombardier, which has seen its Q400 outsold by ATRs in recent years, could benefit. “The Q400 could seize the large prop market before ATR gets going,” he said. “The Q400 is more readily upgradeable and stretchable than the ATR72.” The manufacturers’ moves will be keenly observed as they look to remain in step with regionals’ needs. But those needs are changing. Whether independent or linked to a network carrier, regional airlines increasingly realise they need to be flexible and that means the evolution of recent years is likely to continue.

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An exclusive interview with the boss of the Italian Air Force as it celebrates its 90th anniversary – by Riccardo Niccoli

Working for t 1 In 2012 the Italian MoD leased a Gulfstream III/AML from Lockheed Martin for a period of two years to assess the capability of the system. Lockheed Martin 2 Italy has signed contracts for 96 Typhoons (from Tranche 1, 2 and 3A), but the singleseat Tranche 1 aircraft will be retired from AMI service, and possibly offered on the export market. Riccardo Niccoli 3 A 6° Stormo Tornado IDS-MLU seen taking-off from Trapani AB for a Unified Protector mission armed with two 1,000lb GBU-32 JDAM precision-guided munitions. Troupe Azzurra 4 The T-346A advanced jet trainer will enter operational service with the 61° Stormo in 2014. Troupe Azzurra 5 Generale di Squadra Aerea (Air Marshal) Pasquale Preziosa, chief of the Italian Air Force Air Staff since February 2013. Troupe Azzurra

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his year the Aeronautica Militare Italiana (AMI, Italian Air Force) celebrates its 90th anniversary. To find out how the AMI is responding to financial challenges and how it will develop in the future, AIR International spoke to the AMI’s Chief of the Air Staff, General Pasquale Preziosa.

AIR International: This is a very difficult period for the Italian armed forces and the whole country, given shrinking budgets. How are you facing the current challenges? General Preziosa: This is a complex question and the

answer isn’t simple. Our references are, as always, the United Nations, NATO and the European Union. All the countries that are NATO members have common problems such as the economic and financial crisis, and all have to manage a security and defence system compatible with the resources that governments today allocate to their armed forces. As a result the ‘pooling and sharing’ concept has been developed by the EU and NATO, who call it ‘Smart Defence’. This model means that those who have the capability to put assets at the disposal of other partners must do it. For example, the AMI is

contributing to the security and to the air defence of countries near Italy, such as Slovenia and Albania. Then there are the Baltic and Iceland NATO air policing missions. Another recent example of pooling and sharing is our co-operation with the RAF in the deployment of Typhoons to the LIMA 2013 exhibition in Malaysia, thanks to our KC-767A tankers. We found an agreement with no problems. The UK had a need for tankers for the mission and Italy made them available. In recent years, the AMI has been involved in real operations such as the ISAF mission in Afghanistan and

ITALIAN CHIEF OF THE AIR STAFF MILITARY

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Operation Unified Protector over Libya. What have been the main lessons you’ve learned from these operations? In the past 20 years the AMI has always been in the front line in peacekeeping operations. From 1989, when we took part for the first time in a Red Flag exercise at Nellis AFB, we started to build up the capabilities to operate

our munitions were common to those of other forces deployed, and there was the possibility of exchanging them in case the logistic support was unable to provide resupply on time. Another big lesson from Afghanistan and Libya has been the need for precision bombing. We moved in that direction because there was a need to

these two fundamental capabilities have been fully implemented and today are part of the knowhow of our air force. In order to have a very high precision capability there must also be available a really effective C4I and ISTAR network. The precision of the weapons is determined by the information, so the military intelligence on

capabilities will remain fundamental. Surveillance in the areas of operations, quick analysis and quick information distribution to all the command and control centres will be required capabilities. Electronic warfare has for a long time been one of our excellences and it now also concerns the cybernetic level. We are in the cybernetic

the targets is essential. We operate in the theatres to make our homeland safe and secure. When the threats touch our boundaries, then it’s too late. It’s necessary that crises are faced and managed far away and where they arise, so the capability to project the forces is a must. Intelligence and precision engagement

era and the chances of war in this environment are real.

The AW101 is the new CSAR helicopter scheduled to enter AMI service in 2015 with 9° Stormo at Grazzanise AB, replacing the AB212ICO. AgustaWestland

in complex environments in packages of 50 to 100 aircraft, such as those during the first Gulf War and later, continuing into Libya. During this time we’ve learnt two things. First, we must always be ready to deploy and, second, it’s always necessary to be interoperable. For example, in the first Gulf War

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avoid collateral damage. During our latest campaign in Libya we didn’t have collateral damage; failures of the weapons were really low, and the precision was very high. We received congratulations from our allies because of the high level of precision and zero collateral damage. I’m very satisfied because

One of the most important activities for an air force is to commit operational units to complex national and international exercises. This requires high expense and we know that the available funds are reducing. How is the AMI

ITALIAN CHIEF OF THE AIR STAFF MILITARY reacting to this? By optimising whenever possible. To have the same operational and training output with reduced resources, it’s necessary to give priority to the resources destined for training activity. In recent years we’ve seen an increasing and widespread use of simulators. These are effective and it’s

have responsibilities. This is a challenge, but in this kind of challenge there are no options. We offer to our country all that we have and the parliament can and must decide what our country will be in the future. I am a technician, like a surgeon in an operating theatre with my team and the instruments the hospital gives

allow us to implement their decisions. We are a tool of the citizens, and they express their will through the parliament. We can only receive direction from them, as we have done in the past and will do in the future. The operational squadrons seem satisfied with Typhoon. How will the AMI evolve the

a short time: I can’t go to the supermarket now and find what I will need in 20 years. The Typhoon could also have, in the future, air-to-ground capabilities, but for us the F-35 will replace the Tornado and the AMX. Both of those aircraft were conceived 30-plus years ago. Now, like a family changing its old car, we need to introduce

necessary today to invest resources in them to attain lower operational costs in the future. The security and the safety of our skies, where thousands of aircraft fly every day, is the first, fundamental mission of the air force. The second is to take part in security missions launched outside the national boundaries. Italy is part of the G8, and we

me. If my instruments are adequate, the patient will have a good chance of recovery. If my instruments are obsolete, ineffective and unreliable, I will do my best but the risks for the patient will be high. Today, I think good sense is necessary. We can only forward proposals [about equipment]. The parliament and the government

Typhoon’s capabilities in the future? The Typhoon completely satisfies our requirements for air defence. It was born as an air superiority fighter and in this role it’s really outstanding. In the future, we’ll have additional capabilities. We started 10 to 15 years ago to think to the future. No aircraft can be produced in

a new aircraft. For a long time we wanted to select a fifthgeneration aircraft and the only one available is the F-35. The Typhoon is a fourth-generation aircraft but the combination of the Typhoon and F-35 – we can’t give up the air defence role the Typhoon undertakes – will give us the capability to deploy a security level adequate for what

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we think will be our future needs. The future force structure will be arranged in relation to the resources that will be available. Our target was to replace the 235 Tornado and AMX aircraft with 109 new F-35s, a number we believed to be right to maintain specific capabilities. Last year the defence minister cut this number by 30% and now the replacement of the old 235 aircraft will be only 75 F-35s. For sure this isn’t a huge quantity for a G8 country. However, there is the possibility of acquiring more F-35s in the future, even in ten years. The F-35 programme represents a large share of the future budget of the AMI. How is the programme progressing? Part of the F-35 programme’s

importance for Italy is that, with the country having an important aviation industry, Italy must be able to gain important offsets. I think the schedule and the arrangements of the programme, as made by our predecessors, have been well conceived. The aircraft will not be acquired off the shelf. We’ve taken part in the programme since the beginning and we’re now committed to 75 aircraft, really a minimum quantity. With our industry building the wing boxes, and with the MRO&U and 40-year support for the aircraft, we can realise a strong offset. In our country there are also some 50 small and medium industries that participate in the programme. For each euro spent we should be able to have a return up to 1.5 to 2 euros.

There is a view that the Typhoon is an ‘old’ programme and, in a time of reduced budgets, some observers have raised the possibility that the Typhoon could be grounded to save the F-35. What’s your opinion of this view? To define the Typhoon as ‘old’ is completely wrong. It’s an extraordinary aircraft which boasts very high operational capabilities, but it’s still in a development phase. I think the Typhoon is today a consolidated programme. It will be necessary to constantly upgrade and improve it, as it was for the Tornado, the AMX and the F-104. We are trying to offer, on the export market, the Typhoons from Tranche 1 but we’ll maintain the Tranche 2 and 3 machines because

they have all the capability and interoperability, and all the other features we consider necessary. I see the Typhoon and the F-35 both growing in relation to what the country can afford. Although the AMI, defence ministry and industry are certain to proceed with the F-35, if the programme were to be cancelled by the US administration, does the AMI have a ‘plan B’? We think the F-35 is the most efficient solution to meet the operational challenges in an unstable world. As a fifthgeneration aircraft it can’t be compared to or replaced by others. Its multi-role, stealth technology and sensors will be able to sustain an effective capability for the next 50 years. 1 The F-35 is the most important acquisition programme for the Italian Air Force, which is due to acquire 60 F-35As and 15 F-35Bs. Lockheed Martin 2 The AMI transport fleet is heavily involved in supporting the Italian contingent in Afghanistan. Troupe Azzurra 3 The AMI will receive 13 HH-139 SAR helicopters to replace HH-3F Pelicans. Riccardo Niccoli 4 The AMI supports the ISAF mission in Afghanistan with a small force of AMX fighters for close air support and reconnaissance missions. Troupe Azzurra

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In addition the F-35 will be able – in a really innovative way thanks to its ISR capability – to support the Protezione Civile or other civilian agencies’ missions. The recent statement of the Chief of Procurement (who affirmed that the F-35 is a landmark programme for the next 20 years, and that it will be protected against the economic crisis) is, I think, important. The AMI has always sustained operations even when [capability] gap problems arose. If there is a gap, it’s necessary to fill it and assess the market – as in the past [for example, when the AMI leased Tornado F3s from the RAF] – and lease assets that are able to provide the necessary capabilities. These ‘plan Bs’ are, in the long term, expensive. When you acquire a

gap-filler, and later you buy what you really need, you realise at the end that the costs are much higher. Both the Typhoon and the F-35 have been proposed, accepted and approved by the state. We are proceeding along the route that’s been cleared. The AMI transport and support component, including the KC767, C/KC-130J, and C-27J, seems in good shape. What can you tell us about the new EC-27 JEDI and the MC-27J? We have good operational feedback on the EC-27 JEDI. This is a capability that’s been developed in-house with the help of our aviation and defence industry, and appears to be a sound project. In the field, in Afghanistan, according to the latest reports, it’s performing

very well. It provides a very high level of protection to the convoys on the ground because, flying high, it can provide a wider cone of effectiveness than those of other systems. It’s a sophisticated asset. It will be upgraded according to future threats. The MC-27J is making good progress. This is an aircraft that can be considered one of the capabilities that are necessary in future conflicts. I also believe it’s an asset that will prove to be quite interesting for other air forces. What about the introduction into service of the new Gulfstream G550 Conformal Airborne Early Warning (CAEW) aircraft? The programme is proceeding and is destined to fill a gap we

have, especially in operational theatres where airspace control is very important and particularly for those who operate on the ground. It’s a fundamental asset for command and control and it’ll give us a high level of security for ground forces in the future forms of conflict. Will the G550 have other electronic warfare capabilities besides the standard airborne early warning functions? They have residual capabilities, because it’s very difficult to find an aircraft that can do everything. The G550 CAEW can collect data, but for their management and processing it’s necessary to have dedicated assets, with dedicated payloads. Currently we’re operating a Lockheed Martin platform as a test. We’ll

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1 Italy is due to receive 60 F-35A Lightning IIs. Lockheed Martin 2 The AMI has acquired six MQ-9A Reapers which were first committed to combat operations over Libya during operation Unified Protector. Troupe Azzurra 3 KC-767A tankers form the core of the AMI’s air-refuelling and strategic transport capabilities. Troupe Azzurra 4 The Alenia Aermacchi MC27J is a multi-role aircraft designed for special operations. Alenia Aermacchi 5 An MQ-1C Predator inside a shelter at Herat, Afghanistan. 1

see the result of these trials, and we’ll decide how to proceed in the future in this specific electronic information gathering and management sector. The helicopter force is undergoing modernisation with the introduction of the AW139 and the future arrival of the AW101. What’s the current situation with the latter programme? We had about 70 AB212s and HH-3Fs which are being replaced by a dozen AW139s. They are search and rescue helicopters, but of course there’s also a combat SAR (CSAR) aspect, which in the past was performed by the HH-3F. The future CSAR platform will be the AW101, which will have specific equipment to operate in support of aircrews downed in hostile territory. The helicopters will 5

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Troupe Azzurra

also have an in-flight refuelling capability. The number of these AW101s is quite limited: we’re talking a dozen. With this solution, which will be available in 2015, we’ll have a minimum capability with a helicopter of high quality – and we’re counting much on quality. Can you provide an update on the introduction of the T-346? What about the future of the MB339? And considering the budget problems, what will be the future of the Frecce Tricolori aerobatic team? We need to review all the aircraft we use, bearing in mind the introduction into service of the T-346. We have to plan the end of the operational life of the MB339 with the introduction of the new aircraft, which will allow us to maintain the very high levels of flying training that we

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reached. We plan to deploy 15 T-346s, all of which have now been funded. Training Phase 4, which today is assigned to the MB339CD, will be consolidated in the next years. The MB339A and CD will soldier on; but we have to work on this, because aircraft near the end of their life become less sustainable. We’re also thinking about the successor to the SF260, considering the number of pilots we will have to build up in the future. If there were a higher number of students to train, some from other countries, maybe the school at Lecce [where the M346s are based] would need more aircraft. The fact that today there are fewer training opportunities abroad could give our country the opportunity to offer flying training. In order to do this, we have to invest, and we need funds. We’ll study new

possibilities but the Eurotraining programme seems to have lost initiative. This doesn’t mean we aren’t working on the programme. On the contrary, the pooling and sharing and Smart Defence concepts are the keys to the future. The aircraft for the Frecce Tricolori will be maintained: the MB339 doesn’t have to stop flying tomorrow. We still have time to think about the future of our national aerobatic team. What’s the current situation with the ATR-72MP, the planned successor to the Atlantic in the maritime patrol role? The ATR-72MP programme is proceeding very well and the scheduled timings will be met – we don’t think we’ll have a gap between its introduction and the phase-out of the Atlantic. The

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ATR-72MP will be a good asset that will give results. Of course, it will need time to be fully developed and to reach its full capability, but we’re confident the aircraft will be introduced into service by 2015. What is the future of unmanned systems and the development of their operational capabilities in the AMI? This is an example of looking and thinking well in advance about what’s needed in the future. In 2000, I was Chief of the Office of the-then Chief of the Air Staff, Gen Fornasiero. It was he who suggested that the air force should invest in the [General Atomics MQ-9] Predator [which the AMI now operates]. At that time, the Predator was not well known, and many believed it wasn’t

a good choice. There were many studies into manned and unmanned aircraft and few people were able to look at the future. Fornasiero said: ‘Let’s invest in this capability; we’ll need it in the future.’ The suggestion was acted upon because UASs, in current and future conflicts, are an indispensable tool. Today, special forces would have a lower level of safety without the situational awareness provided by the Predators, and we can’t afford that. The air force believed and invested in this asset, and today we can say that, in Europe, we have a very high level of knowhow and capability. We’re able to fly in controlled and uncontrolled airspace and we’re at the forefront in terms of flight safety and airworthiness. We’re able to fly even over our country – with some limitations,

of course – and UASs have become fundamental in the theatres. We’re also offering our knowhow to other forces in Europe like France and Germany. Again, these are the concepts of pooling and sharing and Smart Defence in action. The AMI has [made] a request [to the US government] to arm the Predators but it seems the main obstacle comes from the United States. We’ve asked [the US government] more than once for permission to arm these aircraft. We’ll insist on it as Italy has shown itself to be a reliable ally. Of course [the US] Congress, like all parliaments, wants to deepen aspects of its so-called ‘disclosure policy’ towards some other countries. I believe that, from the technical side, there’s a positive attitude from the US Air Force, but the answer must come

from the political side. We’re confident that, in the end, the reply will be positive. What’s the vision you want to realise, or at least aim at, during your period in command? My targets are quite simple: let the AMI have in the future – and I am speaking of 15 to 20 years – the necessary capabilities to be relevant and so provide security for our citizens at home and participate effectively in multi-force and multi-national environments. We have to continue to work hard and to look forward, as our predecessors did in the past. But I can only make propositions and suggestions: the final decisions are with the parliament and the government – we’re only an instrument at the service of the citizens.

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Queuing up to Land? Bruce Hales-Dutton presents the first of a two-part feature on the UK’s future airport policy and its ongoing debate

UK FUTURE AIRPORT POLICY COMMERCIAL

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Latest Chapter The day after Cameron’s ministerial reshuffle the government announced the appointment of a high-powered commission under Sir Howard Davies, a former chairman of the Financial Services Authority, to consider the

need for additional hub airport capacity. It’s due to produce recommendations for shortterm action by the end of 2013 with a final report scheduled for 2015, after the next general election. It’s the latest chapter in a story which began 60 years ago. In a White Paper published in 1953 the government said the capital needed three main airports. Heathrow, opened in 1946, was thought able to handle forecast traffic except during summer peaks. A second was therefore needed to serve as the main alternative and to take peak traffic with a third kept in reserve. From a list of four, all government-owned, Gatwick was selected as the second and Blackbushe in Hampshire, the third. But Stansted, Essex, was also earmarked for training and possible supplementary use. Blackbushe closed in 1960 and the House of Commons Estimates Committee recommended moving Stansted up the list. An inter-departmental committee subsequently called for it to become London’s third airport. This would have to be as big as Heathrow to handle the traffic forecast by 1970. A public inquiry opened at Chelmsford but its terms of reference restricted it to local issues. The inspector conducting it recommended a wider study to include issues like ground and air traffic and national as well as regional planning matters. Another White Paper, published in 1967, concluded that Stansted was the best location for the third London airport. But by this time the level of opposition dictated a new approach. In May 1968 President of the Board of Trade Anthony Crosland announced the appointment of a Commission of Inquiry under a High Court judge, Mr Justice Roskill. By April 1970 the commission had held 74 quasi-judicial hearings at which 150 witnesses were examined and 350 proofs of evidence and written submissions submitted. A range of sites was whittled down to four: Cublington, Buckinghamshire; Foulness, Essex; Nuthampstead, Hertfordshire; and Thurleigh, Bedfordshire. They were then subjected to a rigorous cost-benefit analysis. Yet when the commission’s report was published, in January 1971, it offered not one but two sites. Six of the seven members recommended Cublington, but in a minority report eminent town planner Professor (later Sir) Colin Buchanan said Foulness was the best option. Edward Heath’s Conservative government accepted that it offered the best compromise between planning and environmental factors. This wasn’t the industry’s view. According to the nationalised British Airports Authority, Foulness was the most “disadvantageous” of the four sites because of its relative inaccessibility and safety issues arising from its proximity to a Ministry of Defence firing range. “These views were shared by the airlines,” the BAA noted in its 1971/1972 annual report.

Environmental Airport The offshore site now known as Maplin Sands was set to house the world’s first “environmental airport” by 1980. No further development would take place at Heathrow, Gatwick, Stansted or Luton. The latter two might even close.

Despite its misgivings the BAA had to make the best of things. Its chairman, Nigel (later Sir Nigel) Foulkes, noted that Maplin “is urgently needed both for environmental reasons and to meet the growth pressures on Heathrow and Gatwick which will be enormous by the late 1970s – the classic ‘quart into a pint pot’ problem.” He added: “I cannot stress too strongly the need to get out of the talking stage and into the field of action.” But two years later the picture had changed completely and Foulkes found himself embracing a new policy. “The cancellation of Maplin,” he wrote, “and the sharp decline in leisure traffic in 1974 confronted the BAA with the need to devise a new medium-term plan for the south-east while playing its part in helping the government to develop a national and regional policy for air transport.” Harold Wilson’s Labour administration, which had ousted Heath’s in the February 1974 General Election, decided that the quadrupling of oil prices which followed the Yom Kippur War had depressed expectations of air traffic growth. It also seemed that the new wide-bodied jets had shifted the airport pressure point from runways to terminals. “Maplin wasn’t the right place,” recalls aviation consultant Laurie Price. “Cancellation probably saved the government and the airlines a lot of money. But at the time the hub concept hadn’t really been understood and deregulation wasn’t yet with us.” By the late 1970s, though, air traffic was again growing strongly and Heathrow was coming under pressure. To relieve it, in 1977 the government announced a ban on wholeplane charters at Heathrow and that airlines new to London would have to use Gatwick. Even more controversial was the decision to transfer some airlines already based at Heathrow to Gatwick. Based on the volumes of interline traffic generated, it was decided to shift Iberian and Canadian services, but the men from the ministry had got it wrong. The airlines and governments concerned reacted strongly and retaliatory action was threatened. The idea was quietly dropped by Margaret Thatcher’s incoming government. Ironically, three decades later Heathrow and the other airports operated by the now privatised BAA found themselves acquired by a consortium led by a Spanish construction company.

Pivot to Stansted The traffic distribution rules made other airlines unhappy too. Some of the new operations resulting from the renegotiated Bermuda II air services agreement with the United States were flown by airlines new to London. Carriers like Delta and Braniff were disgruntled to find themselves at Gatwick rather than Heathrow. British Caledonian was also confined to Gatwick but rivals like British Airways and – thanks to a fortunate technicality – British Midland were enjoying access to Heathrow. “It was a nonsense,” snorts Laurie Price, who was then involved in BCal’s airport planning. The Labour government’s 1978 White Paper set out the next stages of airports policy. Subject to a public inquiry there would be a fourth terminal at Heathrow with a second at Gatwick a further possibility. Stansted was earmarked for modest development and

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Steve Norris/AirTeamImages

eafy Kew in West London seems an unlikely battleground but that’s just what it could be in two years’ time. Standing amid the exotic blooms at the Royal Botanical Gardens it’s not hard to see why. Directly above the hothouses a steady stream of aircraft, landing gear extended, heads for Heathrow airport just 17 miles (27km) away. This is part of the Richmond Park constituency of Conservative MP Zac Goldsmith, a man who’s pledged to fight any further expansion of the world’s premier international airport. In April, Goldsmith organised a rally attended by 3,000 people, eight local MPs, two MEPs and the capital’s mayor, Boris Johnson. They heard an uncompromising declaration from Goldsmith: “We have one message – no ifs, no buts, we will stop Heathrow expansion!” That, Goldsmith promises, was a taste of what ministers can expect if they put Heathrow expansion back on the agenda. He insists: “They must understand that, whether before or after the next election, we simply will not let this happen.” Nearly a decade earlier, when the Conservatives were in opposition, Goldsmith was deputy chairman of the party’s Quality of Life Policy Group. In a 542-page report published in September 2007, it called for major airport development to be abandoned and “tested against the challenge of climate change”. This was the signal for the post-war political consensus on airport policy to be turned on its head. For the findings were to form the basis of official Conservative policy and, after the 2010 General Election, were enshrined in Labour’s Coalition Agreement with the LiberalDemocrats. And soon afterwards the Labour Party, which in government had approved a third runway at Heathrow, made it unanimous among the three main parties. The switch was complete. But some Conservative backbenchers found difficulty in reconciling it with the party’s traditional support for business. So too did the Chancellor of the Exchequer. In autumn 2012 The Observer noted: “George Osborne now firmly believes that if the UK really wants to build an economy that can properly connect with the rest of the world it needs more airport capacity.” His colleague, transport secretary and west London MP Justine Greening, had campaigned against Heathrow and it was now clear she’d have to go. The Times summed up the Prime Minister’s dilemma: “Mr Cameron has an airport policy he does not believe in but which his transport secretary is a passionate defender of. He and George Osborne want to be able to drop their opposition to a third runway at Heathrow by the next election; Justine Greening said she would always oppose it.”

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regional airports would play a more central role. After four years of study there was a feeling of anti-climax. But there was nothing halfhearted about the Thatcher government’s approach. In December 1979 Trade Secretary John (later Sir John) Nott set out the new adminstration’s strategy. Heathrow’s fourth terminal would go ahead but subject to a ceiling on air transport movements, while plans for a new terminal at Gatwick would go before a public inquiry. Nott also made it clear that the dithering over the site of the third London airport was over. “The time is long overdue,” he declared, “for a settlement of the airports question for a much longer period so that demand can be met if it develops into the next century. Years of indecision, decision and counter-decision reflect no credit on this country’s capacity to make difficult but necessary choices.” With Maplin ruled out the BAA would bring forward proposals for a new terminal 2 at Stansted for up to 15 million passengers a year. For the longer term it would “define and apply for the safeguarding of an additional authorities called for greater use to be made area of about 2,500 acres” for another runway of regional airports. More credible, though, and additional terminal capacity if needed in was the case for a fifth terminal at Heathrow, the 1990s “or beyond”. supported by local authorities opposing To avoid hardship, owners of houses or Stansted and by Heathrow’s major customer, farming land would be able to sell their British Airways. It came as a considerable property to the BAA at market prices should embarrassment to the BAA. Paul Le Blond, they want to move. This policy was later to who was a member of its planning team, become controversial as the BAA built up a recalls: “These alternatives did come as substantial property portfolio using, it was something of a surprise to us but the fifth claimed, “carrot and stick” tactics. terminal proposal meant we were opposing But this was as nothing compared to the development at one of our own airports. It controversy stirred by the public inquiry which wasn’t a pleasant position to be in.” Now a opened in September 1981. It soon became consultant, he adds: “We were confident we apparent that the debate wasn’t confined had a good case for Stansted and that we had to Stansted. A consortium of northern local presented it well. The same couldn’t be said

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for much of opposition.” The case for a fifth terminal was the subject of a consecutive public inquiry also conducted by Graham Eyre QC. The BAA was fearful that further development at Heathrow might appear an attractive and plausible alternative to Stansted in what had become a politicallycharged atmosphere. In the end Eyre accepted the BAA’s view, believing Stansted to be the only site capable of being ready in time to meet the need. But he called for strict limitations on Stansted’s growth: there would be no second runway. The fifth terminal should be the option for the future. The debate moved into a new phase as

UK FUTURE AIRPORT POLICY COMMERCIAL the government wrestled with the politics generated by Eyre’s findings. The hostility voiced by the objectors gathered strength as they lobbied MPs in advance of a Commons debate in January 1985. A late-night rebellion by 70 Conservative MPs resulted in a massive defeat for the government. The following day’s Times reported the cabinet’s view that the development of Stansted was “dead”. But the vote had been on a technical motion, not a confidence one, and there were suggestions that, in fact, the cabinet supported Eyre’s recommendations. Margaret Thatcher was said to have read every word of his report. Transport secretary Nicholas Ridley had to find a compromise. On June 5, 1986 he announced that Stansted would be developed, but in phases. The first would enable the airport to handle up to eight million passengers a year. A rise to 15 million would require Parliamentary approval and expansion to a capacity of 25 million would mean another public inquiry. The BAA’s planning team was “over the moon”, according to Paul Le Blond. “Clearly Stansted was never going to be a four-runway airport but we felt we could eventually develop it to the full potential of its single runway.” It was all falling into place: Heathrow’s fourth terminal opened in 1986 and Gatwick’s

Stephen Byers announced the go-ahead in November 2001 and when the terminal opened in 2008 the airport was subject to an annual limit of 480,000 flights. It was the culmination of a policy that had produced four new terminals for the previously state-owned London airports. But no new runways. Yet there were new runways built during this period, notably at Manchester – opened in 2001 – and one constructed over a disused dock: London City Airport brought a new concept to the capital from 1987 but no relief for Heathrow.

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In 2003 Alastair Darling, transport secretary in Tony Blair’s Labour government, published a White Paper that was intended to provide a blueprint for Britain’s major airports up to 2030. A key element was the addition of new runways, including a third at Heathrow. It might have seemed an incisive new policy with echoes of 1979 but, in reality, times were changing. Air transport had been substantially deregulated and yet another restriction was lifted in 2008. The EU-US Open Skies agreement not only consigned Bermuda II to the dustbin of history but also swept away the last vestiges of the traffic distribution rules. Gatwick-based Virgin Atlantic had, in

1 In December 1979 Trade Secretary John (later Sir John) Nott set out the Thatcher adminstration’s UK airport strategy. Plans for a new terminal at Gatwick would go before a public inquiry. Eleven years later the North Terminal opened at Gatwick.GIP 2 Planning

of Heathrow’s Terminal 5 began in 1988. The site used for the new building was a disused sewage works at Heathrow’s western end. Terminal 5 opened in 2008.

Europix/AirTeamImages 3&4 Should Heathrow

eventually get a third runway, much of the adjacent village of Sipson looks set to be flattened and remains on the political agenda. Tom Allett 5 On June 5, 1986 Transport secretary Nicholas Ridley announced that Stansted would be developed. Five years later the Queen declared Stansted’s new £400 million Norman Foster-designed terminal open in March 1991. Manchester Airports Group

North Terminal in 1988. The Queen declared Stansted’s new £400 million Norman Fosterdesigned terminal open in March 1991.

Terminal Five Demand continued unabated, however. The government had ordered the BAA to sell off the property it had acquired in response to an instruction issued only six years earlier. But Eyre had pointed the way forward. Planning therefore began in 1988 for a fifth terminal on the site of a disused sewage works at Heathrow’s western end. Cue yet another public inquiry: it opened in May 1995 and sat for a record 525 days. Transport secretary

1991, been permitted to join BA in operating transatlantic services from Heathrow in competition with United and American. Now carriers like Continental and Delta were no longer confined to Gatwick. Their swift move around the M25 was a clear indication of airline preference. The signs, though, had been there for years in the form of increased load factors for Heathrow flights with yields 15% to 20% higher than at Gatwick. If history provides any lessons, perhaps in this case it’s this: airport capacity is most needed where the airlines see the greatest opportunities for meeting passenger demand. And that’s not necessarily where governments want it to be.

Tom Kool/AirTeamImages

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MILITARY EXERCISE FRISIAN FLAG

Never Change a Winning Formula This year saw the French Air Force return to Frisian Flag, one of Europe’s most important annual exercises. Kees van der Mark reports

he Royal Netherlands Air Force’s (RNLAF’s) annual Frisian Flag event is one of the few European large-scale multinational air exercises left – others having been discontinued for various reasons. It’s popular with air forces throughout the continent because all the ingredients for an effective

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exercise are there – a lot of different aircraft types, all with their own characteristics; a variety of participating countries, both NATO and Partnership for Peace (PfP) members; and the incorporation of lessons learned from earlier conflicts, including the most recent in realistic scenarios. What’s more, there’s ample opportunity for pilots to share knowledge and discuss tactics. Further advantages include the fact that the exercise base, Leeuwarden AB, is close to a vast training area over the North

Sea with few restrictions – while its assets include simulated yet realistic ground threats. Last but not least, it’s cheap, since there’s no need to spend money on transits across the Atlantic for exercising in North America. The RNLAF’s 323 Tactical Training, Evaluation and Standardisation (TACTES) Squadron has hosted Frisian Flag for more than 20 years. From talking to pilots from participating air forces, AIR International learned that the organisation skills, professionalism, facilities and hospitality of 323 Squadron and

its home base are widely appreciated. “Frisian Flag is well organised and the support we get from the RNLAF is great,” said one of the participants. “This is not basic training, this is simulating real war and very good modern warfare. Exercises like these also give us an excellent opportunity to get to know each other better and learn about each other’s capabilities, which is certainly useful for future international operations and exercises.”

Assets Last year’s Frisian Flag was the biggest ever, and the 2013 event – held from April 15 to 26 – was only marginally smaller. Twice a

Leeuwarden-based 322 and 323 TACTES Squadrons hosted the exercise and participated in the daily missions with eight F-16AMs. Four are seen here joining the KDC10 tanker over the North Sea before commencing the fight. All Images Kees van der Mark

MILITARY EXERCISE FRISIAN FLAG day, 42 jets took to the skies to fly in large-scale combined air operations (COMAO) packages, supported by tankers, an AWACS, jammers and a slow-moving C-130 Hercules (see panel for details on participating aircraft). Weather conditions enabled 18 of the planned 19 missions to go ahead as scheduled, with only the afternoon mission on April 18 cancelled, due to strong winds. Missions were largely, but not exclusively, flown over the North Sea in reserved areas in Dutch, German and Danish airspace. Ground-based assets were at various locations in northern Germany. These included a real, fully working Russian-built SA-6 Gainful surface-to-air missile (SAM) system of the German Bundeswehr and RNLAF-operated ‘smoky SAMs’ combined with inflatable decoy targets – among them SA-8 SAM systems – from Dutch company AEC Air Support. Joint Tactical Air Controllers (JTACs) from special forces within the Royal Netherlands Army guided the jets to their targets during close air support (CAS) operations. Dynamic targeting was also part of the exercise and, when needed, the JTACs re-tasked the jets in the air to take out the SAMs. such targets.

Organisation As in previous years, the Dutch tri-service National Datalink Management Cell (NDMC) deployed to Leeuwarden for the duration of the exercise to control and co-ordinate operations with the Link 16 datalink system, which was used by all participants except the Swedish and French jets. All aircraft carried global positioning system (GPS) trackers to reconstruct a ‘God’s eye view’ during the mass debriefs. “In these debriefings, we look closely at whether we executed the mission as planned or not,” said Capt Jos, an F-16 pilot within 323 TACTES Squadron and this year’s Frisian Flag supervisor. “If not, what went wrong and why did that happen? And if we did [succeed], exactly how did we do it? Either way, we learn a lot from analysing the missions afterwards. You can really see our skills and cooperation improve over these two weeks. At the end of this exercise, we all work together smoothly, like an orchestra playing Beethoven’s Fifth Symphony.” Frisian Flag missions were

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either offensive counter air (OCA), including time-sensitive missions, or defensive counter air (DCA). All were flown under a high threat level and included air defence, elimination of static and dynamic targets, protection of high-value air assets like AWACS and tanker aircraft and escort and protection of a slow-moving C-130H Hercules. Usually, several 1 of these roles were combined in a single mission.

Ageing F1s After five years’ absence, the Armée de l’Air (French Air Force) returned to Frisian Flag. The AdlA had taken part in earlier events with Mirage 2000Ns (2001), Mirage F1CRs (2002) and Rafale B/Cs (2008). This time the French contingent at Leeuwarden was bigger than ever, comprising a 117-strong team – 25 pilots, 82 technicians and 10 support personnel – and nine jets: four Mirage F1CRs from BA118 Mont-de-Marsan-based Escadron de Reconnaissance (ER, reconnaissance squadron) 2/33 ‘Savoie’, plus four Mirage 2000Cs and a single Mirage 2000B from Escadron de Chasse (EC, fighter squadron) 2/5 ‘Ilede-France’ at BA105 OrangeCaritat. ER 2/33 is the last AdlA Mirage F1 squadron – its remaining F1CRs and a handful of F1Bs are scheduled for retirement in 2014. In Frisian Flag, the ageing jets were primarily used for air-to-ground missions but they also carried out a few DCA sorties. Although originally built as reconnaissance platforms, the F1CRs at Leeuwarden came without their PRESTO recce pods. In recent years the AdlA has deployed F1CRs to Afghanistan and Mali as ground attack assets, since the variant has strike as its secondary mission. For this purpose it retains one of the original two DEFA 553 30mm cannons and is capable of carrying a wide range of bombs. The use of the gun, Mk82 general-purpose bombs and guided bombs like the GBU12, GBU-16 and GBU-22 was simulated during Frisian Flag as live armament is not part of the exercise. In spite of their age, the F1s’ serviceability during the exercise was impressive. Interestingly, despite being the only participating unit not to take along a spare aircraft to Leeuwarden, ER 2/33 didn’t lose any sorties due to an aircraft breaking down.

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Mirage 2000 Ops Since BA102 Cambrai in northern France closed, and its last squadron disbanded, last year, EC 2/5 is the only operational AdlA unit left flying the original air defence version of the Mirage 2000. Another operational squadron, EC 1/2 at Luxeuil-Saint Saveur AB, flies the modified Mirage 2000-5F. At Frisian Flag the Mirage 2000B/Cs were tasked as multirole fighter-bombers, although not within a single mission as with, for instance, the F-16s. Capt Joan Dussourd, one of 13 Mirage 2000 pilots present at Leeuwarden, explained: “Most of our sorties in this exercise are air defence-related, but we’re also tasked with air interdiction

system, the latest weapons or a designation pod. That’s why we’re limited in our possibilities, but despite that our aircraft is still a pretty effective platform.”

Mirage Still Has It The captain, who opined that in dogfights the 2000C is still a good match for aircraft like the F/A-18 Hornet, added: “Most participants are equipped with Link 16. Within the AdlA, the Rafales, Mirage 2000-5Fs and 2000Ds all have this datalink, but we don’t. Therefore it’s hard for us to have full situational awareness [SA], to know who is where and who is hostile or friendly. So we have to rely on the information supplied by the controllers and

1 Swedish Gripens were the only participating aircraft from a Partnership for Peace nation. 2 Mirage 2000Cs from BA115 Orange-Caritat-based EC 2/5 ‘Ile-de-France’ were first-timers in the exercise. 3 Jamming was undertaken by a LearJet 36A from Skyline Aviation during the first week of the exercise. 4 Belgian F-16A FA-110 has tail art to mark the squadron’s 70th anniversary. 5 The C-130H of 334 Squadron was usually the first aircraft to taxi for takeoff. 6 Ground crew service a Mirage F1CR from ER 2/33 ‘Savoie’. 7 The air picture of the morning mission on April 17. 8 German and Dutch fighter controllers working together in the Red Hawk Deployable Command and Reporting Centre.

and CAS missions. At home, we conduct QRA [quick reaction alert] missions and we act as an OCU [operational conversion unit]. We also train young pilots to become four-ship leaders. “Since late 2011, when we phased out the Matra Super 530D air-to-air missile [AAM], we only use the Matra Magic 2 – which we call Fox 2 – in air combat. We don’t actually fly with the MICA AAM or Fox 3, but we do train in the use of this missile, in particular when flying Red Air missions with simulated Russian-built AA-12s. We’re assigned to Red Air in about 30% of our missions in Frisian Flag, the balance being Blue Air missions. Sometimes we’re split up, with two jets acting as Red Air and the other two as Blue Air in a single mission. The F1s and other participating aircraft do the same every now and then. That is another interesting aspect of this exercise: all participants take turns in providing Red Air and Blue Air assets, including support aircraft.” Capt Dussourd revealed: “For air-to-ground missions, we rely on GBU-12 [laser-guided] and Mk82 bombs and our two DEFA 30mm cannons. There are not many CAS-tasked aircraft left in France that have guns, but they can be very useful in some situations, as our recent operations in Mali have proven. Of course, our aircraft is old when compared to the Rafale and we don’t have a helmet-mounted cueing

Flag all operated from their home bases. “It would have been nice to have the AWACS here at Leeuwarden, especially for faceto-face briefings and debriefings, but we simply don’t have enough parking space available,” said exercise supervisor Capt Jos during the event. “There are currently some 60 fighters parked on the air base, not counting another ten to 15 jets in maintenance. Having the E-3 over here would mean we have to give up parking spots for as many as six jets.” The tankers supporting the exercise used two tanker tracks over the North Sea: the Shell track in the south-west corner of the exercise area and the Esso track situated north of the Dutch TRAs,

for planning KDC-10 missions within 334 Squadron, explained: “Last year, we flew afternoon missions only as it seemed impossible to have the aircraft transit to and from the tanker track and have it turned around in between the AM and PM wave.” But this year, tight planning and minimising the stay in the tanker track made it possible to support both the morning and afternoon missions. To get the most out of the KDC-10 support, Lt Blaauw was present at Leeuwarden during the first week of Frisian Flag 2013 when he planned the KDC-10 missions in close co-operation with the exercise staff, a move that contributed to more efficient use of the tanker.

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use comms to get a picture. It will be no surprise that participating in Frisian Flag is challenging for us, but we’re very proud that we can – and still able to work in such a big mission without getting lost. It proves our training is efficient and that we can still be a technically capable member of a COMAO.” The EC 2/5 pilots prepared for their participation by focusing on several aspects in their training that differ from normal operations at Orange, mainly using the 8 base’s Mirage 2000C simulator. These included the use of MICA AAMs, flying in air-to-ground configuration with additional wing tanks and getting to know NATO regulations and procedures. “We took a number experienced former Cambrai pilots to this exercise, but also younger pilots,” explained the captain. “We were even given the chance to bring along a pilot who is yet to be declared combat-ready. in Danish airspace. A RNLAF For some pilots this was their first KDC-10 tanker of 334 Squadron big exercise, and for them it’s a flew air-to-air refuelling (AAR) very good opportunity to learn a missions from its home base at lot about related aspects such as Eindhoven twice a day. Both an ATO [air tasking order] cycle KDC-10s have recently been or how a mission commander subject to a cockpit upgrade prepares and leads such large and programme (CUP). The second complex missions.” one departed to Woensdrecht AB for the upgrade soon after the first Supporting Players returned to Eindhoven AB in the The Geilenkirchen, Germanycourse of 2012. Consequently, based E-3A Sentry of the NATO there was a single tanker available Airborne Early Warning and during both the 2012 and 2013 Control Force (NAEW&CF) and Frisian Flag events. the tankers supporting Frisian Lt Edward Blaauw, responsible

KDC-10 Flights During the morning mission of April 25, AIR International was on board KDC-10 T-235 Jan Scheffer, callsign ‘TEXACO 53’, to witness the efficiency of its operations. The aircraft took off from Eindhoven at 08:41 local time, arriving in the Shell tanker track some 25 minutes later. A total of 12 F-16AMs joined the tanker soon after take-off from Leeuwarden, the first four showing up at the tanker’s port wingtip at 09:27. As planned, ten Dutch

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FRISIAN FLAG 2013 PARTICIPANTS FLYING FROM LEEUWARDEN AB Country

Type

Unit

No. available

Belgium

F-16AM/BM

349 Sqn

7/1

6

France

Mirage F1CR

ER 2/33

4

4

Mirage 2000C/B

EC 2/5

4/1

4

Germany

EF2000GS

JaBoG 31

7

4

Netherlands

F-16AM

322 & 323 TACTES Sqn

10

8

F-16AM

312 & 313 Sqn

5

4

Norway

No. in missions

C-130H

336 Sqn

1*

1

LearJet 36A

Skyline Aviation

1 **

1

Falcon 20ECM

FEKS/717 Skv

1 ***

1

Sweden

JAS 39C/D

F21

8/1

6

Poland

F-16C/D

31.BLT

5/1

4

* participated April 18-24

** participated April 15-19

*** participated April 22-26

FLYING FROM OTHER BASES Country

Type

Unit

Home base

No.

Remark

Germany

A310 MRTT

FlBschftBMVg

Köln-Wahn

1

April 16/ 22/23/25 only

NATO

E-3A

NAEW&CF

Geilenkirchen

1

Netherlands

KDC-10

334 Sqn

Eindhoven

1

USA

KC-135R

351st ARS

Mildenhall

1

and two Belgian F-16s had been topped off by 10:06 before commencing the fight and the KDC-10 returned to base soon after, touching down again at Eindhoven at 10:36. The mission had lasted just one hour and 55 minutes, and it took less than 40 minutes to refuel a dozen jets. The tanker was back in the air again at 12:38 for the afternoon mission. “Normally we have a turnaround time of up to two hours in between AAR missions,” said Lt Blaauw. “Here we achieved a record time of just 49 minutes. For Frisian Flag 2012, we flew nine missions, transferring 333,500lb (151,273kg) of fuel to the jets. This year we managed to execute 18 missions and supply 571,000lb (259,001kg)

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April 23 only

of fuel. We had 19 missions scheduled, but one didn’t go ahead because an entire afternoon wave was cancelled; plus we didn’t offload fuel during another mission due to a technical issue with the refuelling boom.” A further four tanker missions were carried out by a Luftwaffe Airbus A310 MRTT (Multi-Role Tanker Transport) operated by 2.Lufttransportstaffel (air transport squadron) of the Flugbereitschaft des Bundesministeriums der Verteidigung (FlBschftBMVg, the special air mission wing of the German defence ministry) based at Köln-Wahn. In total, the double drogue-equipped tanker supplied almost 56,000lb (25,401kg) to Eurofighters, Gripens, Mirage 2000s and F1CRs. In addition, a

US Air Force KC-135R Stratotanker of the 351st Air Refueling Squadron (ARS) based at RAF Mildenhall, Suffolk, supported the exercise with a single mission on April 23. Like the KDC-10, it only refuelled F-16s. Unlike the large AWACS and tankers, the much smaller jets equipped for electronic warfare (EW) operated from Leeuwarden. These included a LearJet 36A from Groningen Eelde-based company Skyline Aviation in the first week of the exercise and, in the second week, a Royal Norwegian Air Force Falcon 20ECM from the Forsvarets Elektronisk Krigføring Støttesenter (FEKS – Air Force Electronic Warfare Support Centre)/717 Skvadron at Rygge AB. Both specialise in jamming communications as well as radars. According to Capt Dussourd they did a “pretty interesting job in jamming the communications, broadcasting music on our frequencies instead. We asked the guys from Skyline if they could play some AC/DC songs for us.”

Tactical Deliveries Another participant in Frisian Flag was one of the RNLAF’s shortfuselage C-130Hs, which operated from Leeuwarden between April 18 and 24. After extensive refurbishment by Marshall Aerospace at Cambridge in the UK – which included a digital cockpit, Link 16 and provision for night-vision goggles (NVGs) – two former US Navy EC-130Qs were delivered to Eindhovenbased 336 Squadron in 2010 to join two C-130H-30s in service

since 1994. The latter were also retrofitted with the new cockpit in a similar CUP, which was finished in November 2012. The Hercules was integrated in the Frisian Flag scenario as a slow-moving air asset, but for 336 Squadron it was much more than that. “We flew ten tactical delivery missions, roughly half of them as part of the Blue Air package and the other half as a Red Air asset,” said Capt Dingeman, a tactical co-pilot with the squadron. “One Frisian Flag mission was cancelled due to strong winds, but we still took off and flew a training sortie because our limits allowed us to. During the other nine missions, we were embedded in an air package. We carried out our own assignments within the scenario, with six simulated airdrops – sometimes using SATBs [simulated airdrop training bundles] – and four tactical air landing operations [TALOs] scheduled during the exercise. In some cases our assignment was prioritised and the package was built around it, while other missions saw our sortie integrated in a combined mission focusing on OCA and CAS operations. Working in a package forced us to take many aspects in the world around us into account, which was essential for the success of our assignment but much more challenging for our crew than just delivering a load autonomously.” Capt Dingeman explained that operating out of Leeuwarden “allowed us to participate in the mission planning process, which was very useful”, adding: “By working so closely together with dissimilar platforms like fast jets,

EXERCISE FRISIAN FLAG MILITARY 1 Volkel-based 312 and 313 Squadrons operated four F-16AMs from Leeuwarden for the duration of the exercise, enabling the pilots to plan, brief, debrief and exchange experiences face-to-face with the other participants. 2 Maj Peter Karthaus of the German Luftwaffe commanded the Red Hawk Deployable Command and Reporting Centre at Leeuwarden. 1

we learned a lot from their way of operating, and vice-versa for the fighter pilots. That’s essential for us, since our level of vulnerability is largely dictated by their support during these tactical missions. After all, the jets, working together with ground forces including JTACs, can influence the situation on the ground. We are highly dependent on the JTACs during our weapons deliveries.”

Dutch Herk Ops One of the C-130 sorties, on April 19, saw G-988 Willem den Toom, callsign ‘ANGEL 51’, assigned to Red Air and repositioned to Wittmundhafen AB in northern Germany. It remained there until receiving the go-ahead for a TALO with combat off-load at Schleswig-Jagel AB, further north. In the end, the transport never reached Schleswig-Jagel as it was ‘shot down’ by Blue Air fighters halfway, emphasising the high threat level in the exercise. “Fortunately we managed to survive during several other sorties, despite the hostile environment, which I felt to be very rewarding,” said Capt Dingeman. “Most of the time, we got close escort from fighters, including Belgian and Dutch F-16s and French Mirage 2000s. When tasked with such missions in the real world, we would need the support of a package of 20 to 30 aircraft as well as air controllers to do the job properly. “This exercise was also an ideal opportunity to test our Link 16 system in operational circumstances, which we did for the first time with support from

the NDMC. Flying such complex missions with high threats also gave us a chance to improve our mission capabilities, including the use of the self-protection suite. Unfortunately, we did not fly with the ECM pods this time.” The self-protection suite comprises an AN/ALQ-213 electronic warfare management system (EWMS), Terma ACMDS (advanced countermeasures dispenser system), AN/ALR-69 radar warning receiver (RWR), two AN/ALQ-131 electronic countermeasure (ECM) pods and an EL/M-2160 missile warning system (MWS), KvdM. “Nowadays, we concentrate more on the tactical aspects of our operations as a result of a revised tasking, and so we’ll increase training for this mission in the future,” explained Capt Dingeman. “That’s why exercises like Frisian Flag – and also Cerberus Guard [see the report elsewhere in this issue], where we operate fully integrated in a scenario with either other aircraft or ground forces like the Air Manoeuvre Brigade or special forces – are important to us. After all, we need to train regularly if we want to be able to conduct these kinds of missions in the real world; for instance, as part of the NATO Response Force [NRF].”

Red Hawk Another first in this year’s Frisian Flag was the presence of the German Luftwaffe’s Deployable Command and Reporting Centre (DCRC), callsign ‘Red Hawk’. Based at Holzdorf/Schönewalde, south of Berlin, Red Hawk can

deploy at short notice and operate as an independent CRC – with identical systems to, and providing exactly the same command and control (C2) services as, a fixed CRC. “We’re here exclusively for Frisian Flag, to paint an air picture for the participating air crews – including tactical information about the opponents – using datalink and voice,” explained DCRC detachment commander Major Peter Karthaus. “Since this is an exercise and not the real thing, we took our time to deploy and build it all up, starting in late March, well in advance of the start of Frisian Flag. Because of the support we get from the host base, we’ve set up a camp here that’s relatively small, just 70 metres long, comprising 18 containers and tents. When we have to operate fully independently, this can be extended to 240 metres. We’re able to bring along everything we need, and almost all containers are NBC (nuclear, biological and chemical)-resistant, enabling our people to stay in there for six weeks when needed.”

can do everything we can do in Nieuw Milligen. But a real benefit of working at Leeuwarden is that we can debrief face-toface with the aircrews. Another interesting aspect of Frisian Flag is that Dutch, German and Danish airspace is integrated into one big exercise area.” The DCRC received its input from the RNLAF’s two mediumpower radars at Wier (near Leeuwarden) and Nieuw Milligen, plus additional radars in Germany and Denmark and, when flying, the NATO E-3A Sentry.

2014 The next Frisian Flag is scheduled for the first two weeks of April 2014. Details about participants (aircraft and ground assets) have yet to be announced – but it seems likely that several air forces taking part this year will again show up at Leeuwarden, together with one or more there in 2010 and 2012. Given the success of the exercise and its popularity among pilots, it is probable the concept will see only minor changes next year, if any. Frisian Flag’s motto could rightfully be to ‘never change a winning formula’.

Fighter control Frisian Flag is normally supported by controllers from the RNLAF’s own Air Operations Control Station (AOCS) in Nieuw Milligen, callsign ‘Bandbox’. This year 12 RNLAF controllers joined their 80 German colleagues, the Dutch and German controllers working closely together in the DCRC at Leeuwarden. One of the RNLAF controllers, Capt Richard, said: “Here, we

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Andy Martin/AirTeamImages

COMMERCIAL LATIN AMERICAN AIRLINES

Andreas Spaeth

Latin America’s A Jigsaw P Latin America is a booming air transport market. With Avianca-TACA and Copa joining the Star Alliance and LATAM choosing oneworld, a new order is taking shape. Andreas Spaeth reports

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Edwin Chai/AirTeamImages

LATIN AMERICAN AIRLINES COMMERCIAL

Andreas Spaeth

M

ost people consider Asia to be the world’s most important aviation growth market but another – often overlooked – high-potential region is Latin America. Decades ago, the region was regarded as a no-go zone in aviation.

Simon Gregory/AirTeamImages

’s Airline w Puzzle

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COMMERCIAL LATIN AMERICAN AIRLINES “Historically it was true that a number of airlines were unreliable and had poor safety and business practices,” says Nawal Taneja, aviation professor at The Ohio State University. “However, the situation has changed dramatically in the past decade for most of the large carriers.” A good example of this is LAN Airlines from Chile, which now has a presence in half a dozen countries in South America. “LAN’s brand, with ’multiple production units’, is an incredible success,” adds Taneja.

Alliances LAN Airlines completed a takeover of Brazilian rival TAM on June 22, 2012, creating LATAM Airlines Group, the world’s second-largest airline by market value after Air China. Executives expect the deal to yield up to US$700 million in annual cost savings within four years. “We will focus on Brazil and we will introduce important changes in the local airline market,” says LATAM Group Chief

Executive Officer (CEO) Enrique Cueto. “There are great opportunities stemming from stimulating demand and enforcing a disciplined use of capacity, something that hasn’t happened in years.” LATAM expects to generate additional revenues and cost savings between US$170 million and US$200 million in the first year of the merger. The combined carrier flies to 150 destinations in 22 countries, stretching from the Chilean capital Santiago to Frankfurt in Germany and Sydney, Australia. During a oneworld meeting in Hong Kong on March 7, 2013 LATAM announced it had chosen oneworld as its alliance. The decision means TAM Airlines will become a oneworld member joining LAN and 11 other member airlines. TAM will leave Star in the second quarter of 2014 creating a gaping hole for Star in the fast-growing Latin American market. IATA data shows Latin American traffic increased 9.4% in the first few months of 2012 – higher than the 7% growth recorded in Asia-Pacific and 6.2 percentage points higher than the 3.2%

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increase in North American traffic. Industry experts predict an annual average traffic growth of 7% for the next 20 years, prompted by a growing middle-class population which has doubled to over 180 million people in Latin America in the last 15 years. TAM is the market leader on international routes from Brazil, with strong links to Europe and serving, among others, LondonHeathrow, Paris-CDG, Madrid and Frankfurt. It’s also one of the dominant players in Brazil’s domestic market, the biggest in Latin 2 America. By making the jump from Star to oneworld solidifies oneworld’s dominance 3 in the region, leaving Star a distant second. Nevertheless, in late June 2012 Star gained another foothold in Latin America when Panama’s Copa Airlines and the recently merged Avianca-TACA joined the alliance in ceremonies held in Panama City and Bogotá, Columbia. Conversely, the consequences for oneworld would have been devastating if LAN had left and joined TAM in Star. LAN and its affiliate carriers are currently the only South American members of oneworld. There was talk of the International Airlines Group (IAG) – owner of oneworld’s British Airways and Iberia – and AMR Corp, which owns another key oneworld member American Airlines, offering an equity exchange to LAN in order to cement the Chilean carrier’s footing in the alliance. American Airlines is Latin America’s most important international carrier, with a market share of 23% in November 2011, followed by United (17%), Delta (8%), Air FranceKLM (7%), Iberia (6%) and US Airways (5%). Latin American carriers play only a minor

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LATIN AMERICAN AIRLINES COMMERCIAL

1 By 2014 Copa Airlines plans to operate a total of 94 aircraft including 26 Embraer E190s. Cesar Bedila/AirTeamImages 2 TAM Airlines operates a fleet of eight Boeing 777-300ERs including PT-MUF (c/n 38887) which was delivered in September 2012. Daryl Morrell/AirTeamImages 3 Since LAN Airlines received its first Boeing 767 in 2004. The carrier has operated 47 of the type of which 39 remain in service. One of the retiredd aircraft, CC-CDP (c/n 27597), is now operated by Caribbean Airlines. Andres Contador/AirTeamImages 4 TAM Airlines A319 PT-TMA (msn 4000), one of 28 in service, seen departing Rio de Janeiro - Santos Dumont Airport, Brazil. Renato Serra Fonseca/AirTeamImages

role on international routes to the region overall. Foreign carriers now control seven out of ten international seats to and from the region, with five of these controlled by North American airlines, excluding intra-Latin America flights. Meanwhile, Latin America remains a weak area for SkyTeam. Aeromexico and Aerolíneas Argentinas are currently the alliance’s only members in Central and Latin America. Compared to LATAM and Avianca-TACA, Aerolíneas is a comparatively weak airline as the Argentinean government continues to reverse the carrier’s fortunes after it re-nationalised the airline in 2008. In order to improve its Latin American footprint, in 2011 SkyTeam member Delta Air Lines made a US$100 million investment in Brazil’s Gol and secured a seat on the unaffiliated carrier’s board. Gol continues to maintain publicly it intends to remain outside an alliance, but Delta’s influence could eventually sway the carrier into joining 4 SkyTeam. Securing Gol, the second largest airline group in Brazil after TAM, would give SkyTeam some 27% share of the Latin American market and three of the region’s six major airline groups (Aerolíneas Argentinas and Aeromexico being the other two).

level of frequency and the decision to stick to operational efficiency as the primary strategy have enabled Copa to generate high and constant profit margins.” Visiting Copa’s headquarters in Panama City, one finds a very self-aware management. “Our hub at Tocumen Airport is a goldmine for Star Alliance,” boasts Joe Mohan, Copa’s Commercial and Planning Vice President. “The hub concept wasn’t common in Latin America until now. Ten years ago, if you wanted to go from Medellin in Colombia to San José in Costa Rica, you had to travel all the way up to Miami and then go back down.” Now, with more than 2,900 city pairs served from Panama, Copa’s CEO Pedro Heilbron says: “We are among the bestconnected countries in the world, we bring together markets that need a hub.” But services linking Panama to Europe are few – only KLM has a daily MD-11 flight to Amsterdam, Iberia a five-times weekly service

to Madrid with A340s and German holiday operator Condor serves the destination from Frankfurt. “We have the geographic advantage of a hub at sea level, without any constraints, and we offer the right capacity,” says Joe Mohan, pointing out an important difference to Star’s other new regional hub in Bogotá which lies 8,530ft (2,600m) above sea level. Lufthansa board member Stefan Lauer promised, during the ceremonies welcoming Copa and Avianca-TACA to Star, that his carrier will fly to Panama “within the next one to five years” now that the airline can use Copa as a powerful regional feeder. “Panama is exciting and on our list,” says Lauer. “Currently, however, the origin and destination traffic flow is relatively weak and we are discussing a code-sharing to Miami with Copa to start with.” Panama currently has Latin America’s fastest growing economy with 10.5% GDP growth in 2011 and 10.2% last year. While Latin

Copa Growth It’s worth taking a closer look at both Copa and Avianca-TACA, both lesser-known carriers outside South America. “Copa has incredible financial success, year after year,” comments Nawal Taneja. “Remarkably efficient connections in Panama City, a high

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COMMERCIAL LATIN AMERICAN AIRLINES

America as a whole saw an increase in GDP of 4.6% in 2011 and 3.6% in 2012. Copa is keeping up with the fast pace. “We grew from 62 aircraft to 83 during 2012,” states Pedro Heilbron. The mainstay of the fleet is its 59 Boeing 737-800s. By 2014 the carrier plans to operate a total of 94 aircraft, 26 Embraer E190s and 68 Boeing 737-700s and –800s. In 2011 Copa pushed through a 22% capacity increase. Following Continental Airlines’ acquisition of a stake in Copa in 1998, the airline operator moved its brand image close to Continental’s and subsequently that

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of United, with which Continental was merged. “We have a United look and feel, while we are maintaining our own identity,” explains Joe Mohan. He added that Copa doesn’t plan to fly to Europe: “We want a disciplined growth, mostly to underserved markets in our region.” Copa generally plays down the fact that Avianca-TACA, its biggest regional competitor, is now part of the same alliance. “We are still competing with TACA as hard as ever, but through the alliance we both have more passengers, it should be good for both to be in Star,” states Pedro Heilbron.

Avianca-TACA Almost at the same time as LAN and TAM joined forces Columbia’s Avianca – the second-oldest airline in the world after KLM – merged with El Salvador’s TACA, itself a conglomerate of regional airlines. Both joined Star simultaneously at the end of June 2012. Avianca has undergone a remarkable re-invention. In the 1980s the carrier was one of the worst in the world for high accident rates. Nawal Taneja says the airline is a testament to the radical changes in the aviation industry in Latin America, with

Avianca’s former livery featured bright and vibrant colours which were relevant to the South America continent. The colour scheme shown in this photo is being replaced by a new livery unveiled in early May which is designed to integrate TACA Airlines within Avianca Holdings.

customers now perceiving Avianca-TACA as a coherent and upmarket brand. The airline took its last steps of integration on June 27, 2012, a week after joining Star. “We offer a single product experience for the customers of Avianca, TACA and AeroGal [an Ecuadorian affiliate airline of the group],” says Avianca-TACA Chief Operating Officer Estuardo Ortiz. The separate brands have been retained up to now but, in the first half of 2013, the TACA and AeroGal brands disappeared as the group consolidates under the Avianca title. Only now does the carrier’s management feel it can appear as one truly

unified product. “Even between Avianca and TACA, 40% of each A320 differs, [it was] only in July 2012 we received the first A320 that is up to our identical standard of the future,” says Ortiz. But despite streamlining the outside of the new carrier’s aircraft, the inside will remain somewhat fragmented. AviancaTACA operates on no less than seven Airline Operating Certificates (AOCs), comprising Avianca and Tampa Cargo of Colombia, AeroGal, TACA International, LACSA of Costa Rica, TACA Peru and Aviateca of Guatemala. “We would love to have only one AOC, but

for that a regional international standard would be needed [which] is unfortunately not a possibility for Avianca-TACA,” explains Ortiz. “However our new platform solves this, at least commercially.” And Ortiz is convinced that the merger was the right thing to do: “We are far stronger now as Avianca-TACA than we would have been on our own.” In the period between the merger being initiated and December 2011, the merger produced savings of US$219 million. Ortiz hopes Avianca-TACA will benefit from “the full synergy potential, mostly in network streamlining” in time. One fairly rapid benefit of the merger was substantial passenger growth, from 17.5 million in 2010 to 20.4 million in 2011. With four hubs (Bogotá, San Salvador, San José and Lima), Avianca-TACA primarily connects the Americas, the only exception being two flights to Europe – Madrid and Barcelona in Spain. Ortiz says London-Heathrow and Frankfurt were both on the agenda, however “the European economic crisis has influenced the timing of our expansion in Europe, that now has to wait.” In the Americas Avianca-TACA is a force to be reckoned with, serving 100 destinations in 24 countries, including 21 in Colombia alone. The biggest touch point with other Star carriers is Bogotá, which is served by Air Canada, Lufthansa, United and Copa. El Dorado Airport is currently undergoing a radical transformation. All the 1950s passenger terminal buildings were torn down and replaced by a brand new complex, run by a private consortium investing US$1 billion, which opened in October 2012. “Bogotá urgently needs bigger, better and more sophisticated infrastructure, the market is much bigger than the current facilities allow it to be,” says Ortiz. Avianca-TACA has already improved fleet harmonisation. At the end of 2009 the carriers operated a combined 135 aircraft of 11 different families or types. Just two years later that had been streamlined to three jet families and the same number of turboprop types for regional operations. The mainstay of the jet fleet is the A320 family with 90 aircraft currently, plus 12 E190s for shorter routes and eight A330s for long-haul operations. In January 2012 the airline ordered 51 A320neos and the first four of 12 Boeing 787-8s are expected by March 2014. “The 787 is very important for our strategy, we’ll use it for new routes like Tokyo-Narita from Lima or San Salvador, Bogotá is too restricted due to its altitude,” explains Ortiz. Other Asian destinations are affected by “natural geographic constraints even for the 787”, admits the COO. “We want to develop them through the alliance with Los Angeles as an efficient gateway.” Avianca-TACA holds another trump card for Star. The carrier has a sizeable presence in Brazil through Avianca Brasil, the former Ocean Air, currently operating Fokker 100s and A320 family jets. “It’s 5.5 million passengers a year is not a small number,” says Avianca-TACA’s Chief Financial Officer Gerardo Grajales. With TAM leaving Star next year, Avianca-TACA is a Brazilian solution for the alliance. It seems the final pieces in Latin American’s airline jigsaw puzzle haven’t been laid yet.

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MILITARY EXERCISE CERBERUS GUARD

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T

he Dutch 11 Air Manoeuvre Brigade (11 AMB) – which combines the Royal Netherlands Army’s 11 Air Mobile Brigade and three squadrons of the Defence Helicopter Command (DHC) – gained its combat readiness status in October 2003. Since then, many of its components have been deployed away from home – mainly in Iraq and Afghanistan – and exercises have been kept relatively small due to other training priorities.

Air Assets With 1,100 army and air

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Cerber

Kees van der Mark repo

force personnel participating, Cerberus Guard was a battalionlevel exercise. In this case, 11 Infantry Battalion (Air Assault) operated with helicopters of the DHC, including two AH64D Apaches, two CH-47D/F Chinooks and a single AS 532U2 Cougar Mk2, all home-based at Gilze-Rijen. DHC’s contribution was modest because its crews and helicopters were also involved in other training commitments simultaneously. Helicopters participating in CG 2013 used the Deelen AB as a FARP (forward arming and refuelling point). Participation of two US Army Europe UH-60 Black Hawks,

scheduled to fly from Deelen as dedicated medical evacuation (medevac), was cancelled lastminute. DHC Chinooks partially took over the medevac mission, acting as casualty evacuation (casevac) helicopters. A new aspect to this year’s event (over previous 11 AMB exercises) was the precise role of tactical fixed-wing transport aircraft, which were fully integrated in each exercise scenario from the beginning. As a result, a C-130H-30 from Eindhoven-based 336 Squadron flew 22 missions to and from the former Twenthe AB within an eight-day period. Toward the end of the exercise, a German

Luftwaffe Transall C-160D (also operating from Twenthe) dropped over 100 paratroops who were tasked with seizing a rebel stronghold.

The Exercise Cerberus Guard began on March 18, when a Chinook dropped a reconnaissance party in the surroundings of the former Twenthe AB under the cover of night. A large air assault on Twenthe airfield took place on March 20. This involved the Hercules, two Chinooks (including a CH-47F[NL] on the type’s operational debut in an 11 AMB

EXERCISE CERBERUS GUARD MILITARY 1 A CH-47D Chinook kicks up sand and debris as it lands in a field. All images Kees van der Mark 2 C-130H-30 G-273 ‘Ben Swagerman’ takes off from the former Twenthe AB during a Cerberus Guard re-supply mission. 3 Cerberus Guard marked the first operational use of the new CH-47F(NL) in an 11 AMB exercise in the Netherlands.

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Mark reports on Cerberus Guard, a Dutch Air Manoeuvre Brigade exercise exercise in the Netherlands) and a Cougar. Four hundred infantry soldiers and their equipment were airlifted in. The C-130 conducted two TALOs (tactical air landing operations) on the main runway of the disused air base, while guided by 11 AMB and Belgian pathfinders located in the airfield’s control tower. The Hercules delivered additional combat troops the next day. In the days that followed, the ground forces carried out patrols around villages in the Twente region. Their work also involved contacting local governors as part of the socalled comprehensive approach,

in which political, diplomatic and economic efforts are combined with military operations. There were several confrontations with National Freedom Movement (NFM) rebels (a fictitious group used for the exercise scenario), and Apaches were scrambled almost daily to provide air cover. Chinooks also assisted in the fight against NFM rebels, for instance by delivering a part of a temporary bridge and airlifting soldiers during raids on rebelcontrolled locations.

Hercules Ops Following capture of the former Twenthe AB, the Hercules

conducted three shuttle flights each day for seven consecutive days, to resupply the battalion running the forward operating base (FOB) there. “Everything that is needed here, is airlifted from Eindhoven,” said Sgt Dick Houps, one of two members of Eindhoven-based 940 Squadron responsible for on- and offloading cargo and passengers. Maj Brian, a C-130 co-pilot and a qualified NATO evaluator, set up a temporary mission planning cell (MPC) within 336 Squadron that was first used during Cerberus Guard. “When we operate on a tactical level, the MPC is called upon to

prepare the complex missions thoroughly and supply the latest information to the aircrew that they need to conduct their mission safely and successfully – if necessary by satellite communication link while en route. The MPC is staffed with specialists in the field of operations, navigation, intelligence and tactics. During Cerberus Guard, the MPC has more than proven itself and in my opinion should get a permanent status, now that our squadron is focussing more on tactical operations due to revised tasking, which is likely to include assignment to the NATO Response Force from 2015.”

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Pieter Bastiaans provides an update on French Army Light Aviation and its participation in exercise Marne 2013

he Armée de Terre (French Army) exercise Marne 2013 typified the current approach of combined operations. It also underlined how the Aviation Légère de l’Armée de Terre (ALAT - French Army Light Aviation), France’s flying soldiers, are currently undergoing a transformation in their equipment. Marne 2013 took place under the control of the Division Aéromobilité (DIV AERO, or Aviation Division) of the Commandement des

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Forces Terrestres (CFT, Land Forces Command). The 3e Régiment d’Hélicoptères de Combat (3 RHC - the 3rd Combat Helicopter Regiment) from ALAT was the primary beneficiary of the exercise as it undertook final predeployment preparations before the unit headed to Mali to support Opération Serval. Marne 2013 took place in and around the former US air base of Chaumont-Semoutiers which nowadays is home to the French Army’s 61st Artillery Regiment with its Sagem Sperwer tactical unmanned aerial vehicles.

Combined Ops As a result of lessons learned from operations in Afghanistan, it is now common practice in the French Army to operate in Groupement Tactique Interarmes (GTIAs, or combined arms battle groups) which typically consist of four combat companies. The composition of the GTIAs varies – they can be focused on armour, infantry or helicopter assets. Marne 2013 involved a helicopterfocused GTIA which had 18 Aérospatiale SA342 Gazelle reconnaissance and light attack helicopters, ten Aérospatiale SA330 Puma support helicopters and two Eurocopter EC665 Tiger HAP attack helicopters at its disposal. The GTIA also had 800 ground troops and 150 vehicles including a number of tanks and armoured personnel carriers.

Objectives According to 3 RHC’s commander, Colonel Frédéric Turquet, the main objectives of the exercise were “to have my unit certified before deployment and to integrate UAS into airmobile operations”

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by setting up procedures for data distribution and airspace deconfliction between manned and unmanned aircraft. “Manned-unmanned teaming is becoming important,” said Col Turquet, revealing that the Sperwer UAS often works in support of Tiger helicopter operations in Afghanistan. He added: “Also important during the exercise was the initial deployment into Chaumont, the integration of helicopter and ground forces into a combined arms battle group and the validation of the organisation and command structure of the unit.”

Live firing Live firing with HOT anti-tank missiles was performed during the exercise at the vast Mailly training area. Missions were flown both day and night. Units from the 3 RHC, which is stationed at Étain-Rouvres in Lorraine, also demonstrated their ability to evacuate civilians as part of a non-combatant evacuation operation. Various attack and escort missions were flown by the Tiger and Gazelle helicopters while reconnaissance, medical

EXERCISE MARNE 2013 MILITARY evacuation (medevac) and forward arming and refuelling point (FARP) operations also formed part of the exercise. Despite the age of some of the Puma and Gazelle helicopters involved, availability was excellent during Marne 2013 thanks to the tremendous efforts of the regiment’s maintenance personnel.

ALAT structure ALAT now has three helicopter regiments: 1 RHC at Phalsbourg, north-west of Strasbourg; 3 RHC at Étain-Rouvres and 5 RHC at Pau in southern France. The latter unit is co-located with the 4e Régiment d’Hélicoptères de Forces Spéciales (4 RHFS 4th Special Forces Helicopter Regiment) and is part of the French Special Operations Command. The 4 RHFS is 3 equipped with Tiger HAPs, Eurocopter EC725 Caracals, 1 Puma support helicopters at Chaumont. All images Pieter Bastiaans 2 A Sperwer tactical unmanned aerial vehicle Aerospatiale AS532 Cougars, on its launch catapult. 3 Gazelles leaving a forward arming and refuelling point. 4 Two Tiger HAPs were involved in SA330 Puma and SA341/342 exercise Marne 2013. Gazelles. Five ALAT Pumas Cougars. There are 92 Pumas serve alongside two Armée de currently in service, 90 will be Tigers and Gazelles still in ALAT service, 44 of which L’Air (AdlA) SA330s as part of used in the reconnaissance role The 1 RHC will also be the first have been upgraded with radar the Groupement Interarmées until 2020. These helicopters recipient of the new Tiger HAD, warning receivers, additional d’Hélicoptères (Interservice will be upgraded with digital an upgraded version of the Tiger communications and enhanced Helicopter Group) at Villacoublay communications and a Dillon HAP (of which 40 are in service navigation equipment. Thirty-six near Paris, where they provide Aero M134D 7.62mm mini-gun. with ALAT). Just as the HAP has of these upgraded machines are air transport for France’s Some will also be fitted with progressively replaced ALAT’s expected to remain in service specialised counter-terrorism a laser designator in order to SA342 Gazelle Canon and Mistral until 2020. unit, Groupe d’Intervention de la guide the Hellfire missiles of the variants in the anti-tank mission There are 26 Cougars currently Gendarmerie National (GIGN). Tiger HAD. in recent years, so the Tiger HAD being upgraded with Eurocopter The 1 RHC, 3 RHC and 5 RHC By 2020, the Hélicoptère will succeed the Gazelle Viviane at Marseille-Marignane where are each made up of a Bataillon Interarmées Léger (HIL - Light HOT version in the fire support they will receive improved d’Hélicoptères de Manoeuvre Interservice Helicopter) should and suppression role. defensive aids, an electro-optical/ et d’Assaut (BHMA - Manoeuvre be introduced into ALAT service. The Tiger HAD has more infrared sensor pod and digital and Assault Helicopter Battalion), This four-tonne helicopter will be powerful 1,341shp (1,000kW) communications. Meanwhile, a Bataillon d’Hélicoptères de acquired to replace not only the Enhanced MTR390 engines, 1 RHC is set to receive France’s Reconnaissance et d’Attaque ALAT’s Gazelles but the AdlA’s improved ballistic protection and first frontline NHIndustries NH90 (BHRA - Reconnaissance and Aerospatiale AS555 Fennecs and AGM-114 Hellfire missiles. In all, Tactical Transport Helicopters Attack Helicopter Battalion) and the Aéronavale’s (French Naval 40 Tiger HADs are on order, the (TTHs) sometime this year, once a Bataillon d’Appui Aéromobile Aviation’s) Aerospatiale Dauphin/ first of which is scheduled to be personnel have completed (BAA - Airmobile Support Panther variants. Colonel Turquet handed over soon to the joint their training at the Joint NH90 Battalion). indicated that his unit is not Franco-German Tiger training Training Centre at l’École d’ALAT currently preparing for the advent facility at Le Luc. (EALAT – Army Aviation School) of any new type as he expects his Support helicopters This isn’t the end of the at Le Luc in southern France. A regiment to continue operating Tactical transport is provided Gazelle in ALAT service, total of 68 NH90 TTHs are on some of the older equipment by SA330 Pumas and AS532 however. Of the 153 examples order for ALAT. for the time being. 4

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nless a breakthrough occurs soon, 21 new Alenia C-27J Spartan tactical airlifters that the US Department of Defense (DoD) has already paid around $1.6 billion for will go into open storage in the Arizona desert later this year. At least six of these are direct from the factory. The Spartan story is a sordid tale of petty inter-service rivalry between the US Army and the US Air Force and the compounding effects of the budgetary crisis now flogging the DoD and the US military. But this tale need not end in the traumatic prospect of new aircraft wastefully cocooned in rows at the Davis-Monthan AFB storage facility in Arizona. By creatively applying aspects of other successful collective operating schemes, such as the NATO C-17-equipped Heavy Airlift Wing (HAW), these bought and paid for Spartans can economically and effectively serve multiple agencies of the US Government for many years to come, including their originally intended operator, the Army National Guard (ARNG).

Joint Army National Guard and Air National Guard crews operated two C-27Js out of Kandahar from July 2011 to June 2012, where they resupplied isolated forward operating bases and combat outposts throughout Afghanistan. The aircraft flew 3,200 missions, including 71 airdrops, moved 1,400 tons of cargo and transported 25,000 passengers. Senior Airman Corey Hook/US Air Force

Multi-Agency Airlift Capability A Multi-Agency Airlift Capability (MAAC) programme could use the 21 C-27Js to build a contractoroperated airlift fleet serving the needs of federal agencies on a fee-for-membership basis, similar to NATO’s HAW, which provides strategic airlift capability to 12 member nations of the consortium. US Government agencies could buy and reserve annual flying hours in five-year blocks. Most flying hours would go to the Army National Guard to replace ageing C-23 Sherpas, the original intent for the C-27J buy. Another potential DoD member agency is the US Special Operations Command (USSOCOM), with requirements for a modern, costeffective platform to support a range of training in the US. On the civilian side, the US Forest Service, part of the Department of Agriculture, would get another big share of hours to employ C-27Js as smokejumper platforms, as water bombers using the Modular Airborne Firefighting System (MAFFS) and for related support airlift during the annual fire season. Other potential US Government agencies that could benefit from periodic airlift include: • Department of Homeland

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Security to support the Federal Emergency Management Agency and US Customs & Border Patrol (CBP) • Justice Department to support federal law enforcement agencies (FBI, US Marshals Service and ATF) • Department of State to support diplomatic missions in challenging regions, such as Africa.

Concept of Operation While remaining US Government property, the aircraft would be operated by a contractor selected from a competitive bid process for an initial ten-year renewable agreement, to include all maintenance, training and support. There are any number of US companies that could take on the job, including Evergreen International Aviation, Southern Air, Lynden Air Cargo, DynCorp International and AAR Corporation. Aircrew – normally two pilots and a loadmaster/flight engineer per flight – would be provided

by the contractor to standards established by an MAAC management board that would include representatives from each member agency. As the largest stakeholder, the ARNG would be lead agency and act as ‘chairman of the board’. Flight operations and management would be the responsibility of the Operational Support Airlift Agency (OSAA), a field operating agency of the ARNG responsible for providing “leadership, command & control, direction and guidance for the ARNG’s fixed wing community”. This includes: “providing safety, training, standardization, readiness, maintenance and resourcing oversight for 80 separate units and the approximately 700 personnel assigned”. OSAA has four Regional Flight Centers (RFCs) at Fort Belvoir outside Washington, DC; Fort Richardson, Alaska; Fort Lewis, Washington; and Fort Hood, Texas, from which aircraft execute domestic and worldwide missions in support of DoD unified commands, homeland

security missions and national contingency requirements. OSAA currently controls most of the army’s fixed wing light transport fleet, amounting to some 170 C-12, C-23, C-26, and UC-35 aircraft. In March, the army issued a request for information for a new future utility aircraft (FUA) to replace the C-12 Huron and C-26 Metroliner fleet in the operational support airlift role. The anticipated winner is the Beechcraft C-12W, a version of the Beechcraft 350ER with a cargo door and a convertible cabin that is now entering service with the US Marine Corps. MAAC C-27Js would complement the ARNG OSAA fleet with the ability to carry outsize cargo or up to 60 passengers, and to execute cargo airdrop and airborne training operations. Aircraft would have to operate from around six regional sites which are currently C-23 bases or OSAA RFCs. Most would have three aircraft assigned. A designated training base would have one or two

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Candidate MAAC Bases Six MAAC main operating bases (MOBs), each with three C-27Js committed to member agency support operations could be located at: Fort Hood RFC, Texas; Fort Richardson RFC, Alaska; Fresno AVCRAD, California; Groton AVCRAD, Connecticut; Jefferson City AVCRAD, Missouri, and Pope Field/Fort Bragg, North Carolina. In addition, the US Forest Service base at Missoula, Montana and other locations would be designated forward operating bases able to receive and support C-27Js as required. All MOBs would have to be capable of performing all mission types for any agency, though certain bases would specialise in specific missions, such as Fresno and Richardson for Forest Service support and Pope for special operations training support.

Spartan’s Future

cannot accept C-130s. Ironically, reducing employment of valuable Chinooks on logistics missions and providing short-field airlift beyond C-130 capabilities were both core requirements of the original Army Future Cargo Aircraft (FCA) programme approved by the DoD in 2005. Thereafter the US Air Force became alarmed at the prospect of army-operated Spartans and moved to take full control of FCA in a repeat of the late 1960s, when the air force grabbed the army’s fleet of hard-working de Havilland Canada CV-2B Caribous during the Vietnam War. By 2006 heavy US Air Force lobbying had transformed an army programme based on that service’s requirements into the Joint Cargo Aircraft (JCA) programme with the air force as the lead service. Shortly after the first C-27Js were delivered to the army in 2008 the air force delivered the coup de grace to JCA by assuming full control of the programme and transferring it to the Air National Guard. By

Jim Dorschner examines the potential for the US Government using C-27J Spartans in a multi-agency programme

additional airframes, making it possible to have one or two in maintenance at any given time, and include a contractoroperated C-27J simulator and other training devices. While aircraft at each base would generally concentrate on member agency mission requirements in their region, aircraft would be available to deploy or surge nationwide to support major events, such as the fire season, national contingencies, natural disasters or other emergency situations. MAAC C-27Js with appropriately certified civilian contractor crews would also be able to deploy overseas, including combat zones as required, particularly for ARNG missions and for the Department

of State, though could not be employed for combat tasks such as those requiring penetration of defended airspace or assault landings. More importantly, the range of support missions performed by MAAC Spartans would reduce demands on military airlift aircraft.

Effective Return The original US Army requirement that led to the procurement of the C-27J by the DoD was to replace 42 C-23 Sherpas operated by four ARNG Aviation Classification Repair Activity Depots (AVCRADs) and the Alaska ARNG in the light airlift role. The AVCRAD mission involves supporting aviation maintenance operations with

timely delivery of critical spare parts and components. AVCRAD Sherpa detachments and those in Alaska also provide general airlift as directed by OSAA and support airborne sustainment training. Importantly, many of the army missions undertaken by C-23s would otherwise require CH-47 Chinook helicopters and other high-demand platforms that are more expensive to operate; the use of which degrades helicopter fleet readiness. According to the original plans for fielding the C-27J, this year the ARNG has begun to withdraw C-23s from service, with all 42 slated to retire by 2016. The first to go are from the Alaska ARNG, which requires a fixed wing airlifter able to operate from austere, short-field locations that

early 2012, the US Air Force used budget pressures to force elimination of the type entirely, including cancellation of further deliveries beyond 21 aircraft, and the type’s withdrawal from service. While the US Air Force has offered all 21 aircraft for transfer to other government agencies, including the US Forest Service the costs to other agencies of obtaining and operating C-27Js on their own is probably prohibitive. However, under the MAAC contractor-operated concept outlined here, C-27J capability can be made available and affordable to multiple US Government agencies, while offering an effective return on the considerable investment already made in the aircraft by American taxpayers.

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Chris Kjelgaard reports on the efforts Lufthansa makes to ensure it gets its passenger experience right

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n the highly competitive world of international air travel every full-service airline must be mindful of the service experience it offers its passengers. For decades Lufthansa has been admired for the excellence of its technical standards and capabilities – demonstrated by the fact that Lufthansa Group’s maintenance and technical arm, Lufthansa Technik, is the largest and most capable company of its kind in the world. Lufthansa’s pre-eminence in the technical sphere isn’t surprising considering the engineering excellence for which Germany has long been known. Little wonder, too, that Germany’s biggest airline is applying the same degree of scientific rigour – along with €3 billion (£2.57 billion) over three years – to what it calls ‘product development’ to improve ground and in-flight services and the standards it offers to passengers. Understanding what satisfies its paying

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passengers – particularly those travelling in its high-value First Class and Business Class cabins – and making them want to book again is vital for an airline with the size and scale of Lufthansa. Every year it carries some 75 million passengers – 64,000 of them unaccompanied minors – and issues 70 million checked-baggage tags. The carrier offers its First and Business Class flyers a network of 568 airport lounges throughout the world: 58 of them its own, 350 operated by partner airlines, including those in the Star Alliance, and 160 operated by third-party contractors. Lufthansa has more than 118,000 employees and operates 1,900 flights a day.

Brand Research The most basic task for an airline in undertaking a product-development exercise

is analysing its branding: in other words, understanding how the general public sees the airline and how they are influenced to book to fly on it. The most basic task for an airline undertaking product development is understanding how the general public sees its brand and how they are influenced to fly with the carrier. In order for an airline to remain healthy and grow, it has to understand its brand clearly and where necessary improve its image to attract new business. Lufthansa’s brand research, carried out by focus groups and market research surveys, revealed a challenge that would leave it at a disadvantage if left unaddressed in a world where Asia is becoming the predominant continent for origin-and-destination air traffic – people there, and in the Pacific Rim nations, who flew Economy Class with the airline indicated they weren’t sure of their welcome if they travelled with Lufthansa. They saw the

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‘Nonstop You’ Accordingly, Lufthansa developed a new branding concept, ‘Nonstop You’, to convey to customers the airline’s focus on getting them to, through and from the airport

quickly, ensuring they arrive at their destinations with the minimum of inconvenience and disruption. Not only does the carrier use the ‘Nonstop You’ branding in its advertising but, according to Mösch, Lufthansa has also adopted it internally to emphasise to staff that the airline’s product is all about improving the passenger experience by making booking, check-in and travel simple and more convenient – particularly following delays and cancellations. With this in mind, Lufthansa decided to spend the €3 billion its board allocated for 2012-2015 passenger service development in four key areas. Spending on new premium-class seats and on refurbishing and upgrading its airport lounges represented a key area of investment. Improving

the in-flight entertainment systems on its aircraft was a second. Upgrading its general standards of inflight and airport service was an important third. Offering new interactive services and technologies, both on the ground and on board its aircraft, was fourth.

Checking In It was particularly important, says Erik Mösch, for Lufthansa to develop new boardingpass and bag-drop procedures to “give passengers the opportunity to decide for themselves when, where and how they check in.” This has involved developing some innovative technologies. One was the idea of Lufthansa itself

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big German carrier as focusing on business travellers and offering little for people flying for leisure or personal purposes. Erik Mösch, Lufthansa’s director of product management, airport and passenger services, says it was an important finding. The research also showed that, to grow, Lufthansa would increasingly have to attract leisure and private travellers: concentrating purely on its traditional strengths as a business-travel airline wouldn’t be enough to sustain it in years to come.

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Nathan Zalcman/AirTeamImages

checking passengers in automatically in advance with the passengers’ explicit approval with the passengers’ explicit approval and with the airline assuming the risk of the passenger not turning up for the flight. Another was to store boarding passes online and update them automatically with gate changes or other alterations to flight details. By doing this, Lufthansa could ensure passengers could use their smartphones or tablets in order to check in whenever they wanted and stay abreast of any late changes to the timing or gates for their flights. Following the results of the research, some of Lufthansa’s product development spending went into creating a family-friendly image. This included developing check-in and other services specifically for families, including child-friendly areas with graphics of brightlycoloured cartoon characters and even checkin screens positioned so that children could see the process for themselves. An important aim was to make it easy for a family to be able to book and select seats so that they could sit together on the aircraft.

Bag-drops Another innovation was the development of new, easy-to-use baggage tags. Using radio frequency identification devices (RFIDs) as tags was an existing application capable of further development. It could even offer permanent passenger ID for a given bag along with reprogrammable destination information so that its RFID tag could be reprogrammed every time its owner checked in for a flight. But bag-tag RFID technology faces a problem. Because few airlines have adopted the technology, airports don’t have the economic incentive to invest in the expensive

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scanners needed. To get around this issue, Lufthansa developed a new generation of self-bag-drop kiosks. The airline’s research over many years showed passengers wanted such facilities to avoid having to queue to check-in their hold baggage. Lufthansa’s initial attempts, around ten years ago, at developing selfbag-drop kiosks at its three largest domestic destinations – Frankfurt, Hamburg and Munich – weren’t very successful. The carrier’s research showed that passengers at Frankfurt and Hamburg found the machines too complicated and slow to use. So Lufthansa launched a series of experiments that tracked the eye movements of volunteers while they used different combinations of screen graphics and touchscreen buttons on bag-drop machines. The experiments were designed, firstly, to find out how best to show the baggagetag process on the machine’s screen for passengers to be able to input identity and destination data quickly; secondly, to find out where best to locate the button passengers would touch to print the baggage tag at the end of the bag-drop process; and, thirdly, to determine the best wording to put on that button for the passenger to understand that touching it would print out the baggage tag. Erik Mösch says the results were unequivocal: the best place to put the touchscreen buttons was at the bottom right of the screen and the best command to use for the button to print out the baggage tag was ‘Confirm’. But these findings, while important, represented just one part of the process. The next step was for the machine to print or issue a baggage tag that could be scanned easily by a baggage-system tagreader regardless of the way the passenger might have bent or folded it.

Innovative Tags To solve this problem Lufthansa developed several innovative technologies. One was the Hometag, an A4-sized baggagetag which, printed out by passengers before going to the airport (an option the International Air Transport Association, IATA, has recently approved), contained one- and two-dimensional barcodes printed in different directions on several areas of the document. This meant that the tag, no matter which way the passenger folded it after printing, could be scanned successfully by the baggage system at the airport. An associated problem was to ensure the tag indicated clearly whether the bag was coming from, or going to, destinations in countries covered by the Schengen Agreement, a treaty between Germany, France, the Netherlands, Belgium and Luxembourg enabling passport-free movement between member countries. If the origin and destination were in Schengen member nations, bags would not require customs inspection and clearance but if the origin and/or destination were in a nonSchengen country, such as the UK or USA, the bag would have to go through Customs before and after the flight. Lufthansa therefore designed the Hometag (and others) so that, if relevant, they included a green stripe incorporating the letters ‘EU’ – which automatically indicated a bag’s origin and destination were in Schengen member countries. Lufthansa realised, however, that many people’s home printers produced only monochrome print-outs, and the green stripe would appear grey. So it was modified to include a pattern of stars that the system could read regardless of colour.Even more innovative was Lufthansa’s

LUFTHANSA PASSENGER SERVICES TECHNOLOGY Lufthansa

1 Another Lufthansa boarding technology is the use of boarding passes which have passengers’ photographs printed upon them. Lufthansa 2 Lufthansa has been using mobile boarding passes since 2008. Ingrid Friedl/Lufthansa 3 A female passenger puts her Lufthansa Miles & More frequent-flyer programme card into a check-in machine. Dominik Mentzos/Wunderman, Frankfurt 4 This line of Lufthansa automated check-in kiosks is at Stuttgart Airport. Ulrich Fauth/Lufthansa

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creation of a tag within a holder, which bag-drop machines could issue. When a passenger folds the tag around the handle of a suitcase or bag, one end chemically bonds itself to the other. No sticky surfaces are involved and so the passenger need not peel back any pieces of wax paper. Lufthansa now has 19 new bag-drop machines at Frankfurt Airport which feature the new screen design and commands and issue the new chemical-bond tags.

Managing Delays

Lufthansa continues to invest in expanding its social media teams, which Erik Mösch says are online around the clock to offer advice and support to customers. Late in 2012 the airline began full-time monitoring of, and participation in, Flyertalk and Vielflieger – two popular online forums for flyers, particularly those affected by “operational irregularities”. Its social media staff normally respond within 2

In enhancing its passenger service, Lufthansa decided it needed to improve management of what it calls “operational irregularities” – delays and cancellations. The first step was to require staff to ensure the last flight of the day on a given route would, if at all possible, not be cancelled. A second move was to provide passengers who gave the airline their contact details in advance – as 60% of Lufthansa’s customers now do – with automatic flight status updates on their smartphones or other personal electronic devices. Wherever possible, the airline’s aim is to rebook passengers automatically and alert them of delays and cancellations by e-mail or – in the case of First and Business Class passengers – by personal phone calls in advance. The messages and calls also tell them to click on a lufthansa.com link 4 (embedded in the e-mails they’ve been sent) to find out the details of their new itineraries, or else are offered the opportunity to reconfirm their bookings for the next day. Lufthansa can now reach between 20% and 60% of affected passengers this way, says Mösch. Until recently the airline could only rebook passengers on its own flights at line stations. However this situation is rapidly changing as more stations achieve the capability to rebook customers on partner carriers such as codeshare or alliance partners, and even on competing airlines. Passengers rebooking online are served on a first come, first served basis which does not recognise the fare they paid or cabin class they are flying in. But Lufthansa ground agents rebooking passengers ask them about their status and give rebooking priority to First Class and Business Class passengers. Lufthansa has a global network of 2,600 customer service agents in call centres serving 24 national markets and 30 languages. The agents handle 10 million calls a year related to delays and cancellations. The centres are operated by four contractors, one of which, GDS Group, is a Lufthansa Group company.

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three hours to a comment posted on either forum, but when a query is posted regarding a delay or cancellation their target is one hour. Lufthansa also ensures all feedback from passengers by e-mail, letter or via social media receives a response – by a personal phone call wherever possible (about 40% of the time, at present). Mösch says passengers prefer this level of personal service. Computer programmes apply statistical analysis to all passenger comments to show the numbers of customers affected by a problem and their classification by cabin class or frequent-flyer status. Since November 2012 Lufthansa has been able to direct all passenger comments to relevant departments within the airline and then tell each passenger what action has been instigated as a result of his or her comment. Lufthansa receives about 30% of its passenger comments by e-mail, 30% by letter, 10% to 15% via social media platforms and the rest by telephone or face-to-face communication.

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Comments received online are likely to increase in proportion to the numbers of passengers checking-in electronically. By 2015, Lufthansa estimates that more than 70% of its passengers will check in online, via smartphone or via its automated service. Another 15% will check in at airport (or remote location) self-operated kiosks and only about 10% will check in at airport counters. To reflect this trend Lufthansa’s IT department is now controlling much of the airline’s product development activity, according to Erik Mösch. The evolution is in line with Lufthansa’s ‘Nonstop You’ concept to ensure the only stop passengers have to make on their way through the airport to the aircraft is at the security checkpoint.

Lounges As long-haul Business Class cabins and service become more luxurious throughout the industry, airlines such as Lufthansa increasingly need to maintain a significant

difference between their ‘very high-fare’ First Class service and their merely ‘highfare’ Business Class offerings. Lufthansa creates some of that differential by offering the separate, highly-luxurious Senator Lounge and associated ground services exclusively for First Class passengers – the lounges for Business Class passengers, while comfortable, are not quite as plush. Since 2009 Lufthansa’s product development has included significant investment in new designs for the Senator and Business airport lounges (the first refurbished lounge opened in 2012). Both classes use a similar palette of restrained, earth-toned colours, fabrics, woods and other materials, but in different proportions which were “very carefully thought through”, according to Mösch. The overall effect is that the Senator lounges are more bright and airy. They are certainly far more private. According to Dorothea von Boxberg – Lufthansa’s director of passenger experience design business and

LUFTHANSA PASSENGER SERVICES TECHNOLOGY Ismael Jorda/AirTeamImages

Emirates) first class passengers don’t have the luxury of an in-flight shower. Nevertheless, First Class passengers – particularly in Lufthansa’s A380s –enjoy a high degree of privacy. Each individual suite sits within a shell and large side-panels can be raised to shut off any view of its interior from other suites. In the A380, Airbus has installed a layer of sound-insulating material between the outer wall of the forward fuselage and the inner wall to make the First Class cabin quieter. Soundproof curtains developed by Lufthansa Technik protect First Class passengers from noise coming from other parts of the cabin. Sound-insulated floors (involving several layers 1 of carpeting), developed by Lufthansa Technik and transport design firm PriestmanGoode, “make footsteps virtually inaudible” in First Class, according to Dorothea von Boxberg. Lufthansa’s R&D has paid off, she says – the airline’s passenger satisfaction surveys show that almost every First Class passenger likes the new cabin.

1 Lufthansa’s new intercontinental Business Class seats have large in-flight entertainment screens for each passenger. Note the considerable pitch between each seat row and the extensive amount of personal storage space each passenger receives. Images 1, 2 and 3 Pixomondo/ Lufthansa 2 This is a computer graphic image of a First Class suite on a Lufthansa Airbus A380. 3 For the First Class cabins of Lufthansa’s A380s, Airbus has installed a special layer of sound-insulating material between the outer wall of the forward fuselage and the inner wall to make the cabin quieter for passengers. 4 Lufthansa’s research has shown that its passengers prefer a double-paired, V-configured arrangement of Business Class seats with the heads far apart and the feet much closer together. Jens Goerlich/FRALMD

Business Class Changes

premium – market research shows the attributes its First Class passengers value above all else are privacy and quiet.

New First Class Research also drove Lufthansa to develop a new in-flight first class product – the airline’s aim is to be the market leader in offering a quiet cabin with more humidity to maximise comfort (where the aircraft type allows: the design of the Boeing 747-8I does not allow for high cabin humidity). Its research also led Lufthansa to aim for a positioning among the top airlines for offering perfect service in First Class and a competitive standard in terms of in-flight entertainment content and facilities. The focus on comfort includes the cabin crew placing mattresses for first class passengers on their beds when their seats are fully-reclined. The cabin also includes bigger bathrooms which many homeowners would be proud of, although (unlike

During a three-year development period, Lufthansa used feedback from around 3,000 passengers to identify which parts of the new long-haul Business Class product were most important – and discovered they wanted seats that recline to become fully-flat beds at least 195cm (76.75in) in length, a quiet cabin, adequate privacy and a reasonable amount of storage space. They also said Business Class should be the same throughout every aircraft in Lufthansa’s long-haul flee, featuring a high degree of seat comfort, a calm and quiet cabin environment, adequate privacy and a reasonable amount of private storage space. Lumbar support and longitudinal seatadjustment were regarded as vital attributes of the new seats but passengers didn’t particularly care for electronically-controlled functions such as an in-seat massager and armrests. Comfortable cushions and plenty of shoulder width were very important, as was a big swing-out table. As with Swiss, another airline in the Lufthansa Group, Lufthansa decided to provide an adjustable air-cushion mattress in each Business Class seat. One finding from the airline’s ‘seat clinic’ focus group was that direct aisle access was not seen as vital. Business Class passengers preferred a V-shaped arrangement of two seats together, with the seat backs (and passengers’ heads) far apart and the passengers’ feet closer together. Most other airlines’ Business Class seat layouts are substantially different to this arrangement. An important reason why Lufthansa hasn’t adopted the staggered 1-2-1, 2-2-1 seat layout in Business Class (which is becoming increasingly common among European carriers, including Swiss), is that it operates a variety of widebodyaircraft types, says Dorothea von Boxberg. “The plan is for a common Business Class [configuration] in the next generation” of aircraft, perhaps starting in two or three years’ time.

2

3

4

Catering From face-to-face focus groups and online surveys, Business Class passengers indicated

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FlyNet Dorothea von Boxberg says 20% of Lufthansa’s passengers are now using its FlyNet broadband wireless internet service, in operation since 2010. Even First Class passengers have to pay for FlyNet, because it is provided by a third party. Passengers can use it to view the internet via their phones or other devices and the service also offers live news and sports programming on the seat-back screens aboard some aircraft. Lufthansa is gradually equipping more aircraft with this capability. Soon FlyNet will add GSM-standard mobile phone services, enabling passengers to send SMS or MMS messages. Initially passengers won’t be able to make voice calls from their mobiles but von Boxberg says the carrier could change this if IFE surveys indicate the majority of passengers want the facility. 1

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Lufthansa has decided to introduce a longhaul Premium Economy cabin in mid-2014 and is currently researching the amenities and comfort standards it should be offering. It already knows that providing better facilities in bathrooms (such as razors and soaps) is an important differentiator, but is as yet undecided over which seat layout it should adopt. Von Boxberg explains that one idea is to offer wider seats than in Economy Class, slightly more personal storage space and generally only eight-abreast seating per seat row (or seven-abreast in slightly narrower widebodies). Another concept is Economy Plus, which would offer standard economy seats with more seat pitch between the rows. The food-and-beverage offering could be another differentiator. Lufthansa is still discussing which of the two approaches it should adopt. But since the carrier already operates large Business Class cabins on most long-haul flights, von 2 Boxberg reckons it is more likely to adopt the Economy Plus approach. If research 1 Part of the Lufthansa Lounge at New York’s into its new offering is as thorough as the John F. Kennedy International Airport looks out directly on to the ramp area of Terminal 1. rest of its recent efforts have been, the new 2 This is a view of a seating area in the Lufthansa cabins should find favour with customers Lounge in New York JFK’s Terminal 1. Bildarchiv, whichever layout is chosen.

FRA CI/C/Brian Friedman

nustyR/AirTeamImages

that a revamp of meals and presentation was necessary. New menus were created and the meal trays were redesigned to improve their appearance. Lufthansa also focused on upgrading the quality, quantity and presentation of its Business Class appetisers and main courses, the presentation of the dishes and on improving the range of beverages offered. The research found that North American Business Class passengers wanted a hot dish as part of their second, pre-landing meal and enjoyed the ‘Soup&Salad’ concept Lufthansa introduced on its routes to the USA and Canada in July 2012. The carrier recently upgraded its Business Class meal service to the USA by offering side salads, teas and a wider selection of soft drinks. One of Lufthansa’s suppliers has developed lightweight, thermally-insulated galley trolleys for the airline. Made of composite materials, the trolleys are 40% lighter than traditional aluminium-frame versions and require far less dry ice to keep their contents cold. Von Boxberg says Lufthansa is the only customer for the trolleys and so far their Canadian producer has manufactured 34,000.

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Ten Krasimir Grozev and Alexander Mladenov look at China’s new attack helicopter, the CAIC Z-10

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he Changhe Aircraft Industries Corporation (CAIC) Z-10 is China’s first attack helicopter. It made its public debut at last year’s Airshow China at Zhuhai after a protracted development, test and evaluation programme that lasted almost a decade, and is part of China’s strategy to introduce advanced capabilities previously unseen in its military. Full-scale production has been launched at CAIC’s factory in Jingdezhen and it’s believed that by early 2013 around 60 examples had been

taken on strength by the Chinese People’s Liberation Army Air Force (PLAAF).

Russian Involvement Recently it was confirmed the Z-10’s (‘Z’ denoting Zhishengji, or helicopter) development had substantial early involvement from the Russian design bureau Kamov. This was revealed by Sergey Mikheev, Kamov’s long-serving designer general, during the HeliRussia show in Moscow. Until then it was widely believed that, apart from

the supply of the engine, rotor and transmission system, the Z-10 was a Chinese design. This continues a Chinese tradition of purchasing foreign helicopter equipment and technologies. Back in the 1980s China acquired SA341 Gazelles from Aerospatiale, which led to it licence-producing other products from the French company – the AS365 Dauphin (under the local designation Z-9) and the SA321 Super Frelon (designated the Z-8). Co-operation with the West abruptly ended after an arms embargo and economic sanctions

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