Air International 2013-12

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INTERNATIONAL

DECEMBER 2013 Vol.85 No.6

SR-72 The New Blackbird?

Lockheed Martin’s Mach 6 Cruiser

Project Dowran Iran’s F-4 Upgrade Mud Mover Boeing’s F-15E Strike Eagle Long-lived Utility Bell’s 407GX in Detail

airberlin

Confident Under Pressure

S3’s SOAR

Swiss Space Shuttle

JF-17 Thunder Pride of Pakistan

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Precision Strike for Typhoon AIR International’s Mark Ayton provides a profile of the Raytheon Paveway IV precision-guided bomb Above: An RAF Typhoon T3 assigned to No.17(R) Squadron (the former Typhoon Operational Evaluation Unit) loaded with four inert Paveway IV practice bombs. Jamie Hunter Main: This shot shows the Paveway IV’s ‘birdie head’ seeker, canards, hardback, lugs, and tail planes. Raytheon UK

T

he Paveway I laser-guided bomb was first used in combat by the US during the Vietnam War. Paveway is derived from the term ‘precision avionics vectoring equipment’ (PAVE) the name used for systems that control the speed and direction of an aircraft. PAVE was adopted by the US Air Force as an identifier of various weapon systems including, what is probably, the most familiar name ever given to a type of bomb. Many variants of the Paveway family remain in service with the United States, the UK and other Allied nations. But guiding a bomb with a laser becomes ineffective when the target is obscured by cloud and sometimes dust. Those limitations have been overcome by installing a GPS-aided inertial navigation system (GAINS) on Paveway weapons to accurately determine the position of the weapon throughout the flight and hence provide an all-weather, day-night guidance capability. The GPS-feed allows corrections to be made to remove any drift out of the inertial measurement unit. GAINS was first installed on Raytheon’s 1,000lb (454kg) Enhanced Paveway II bomb which entered RAF service in 2001. This was the first bomb to be employed in combat by Typhoon FGR4s over Libya during Operation Ellamy in 2011. In 2003, the UK Ministry of Defence issued a systems requirement document for a bottoms-up weapon under a project called Precision Guided Bomb.

Raytheon won that competition with its 500lb (227kg) class Paveway IV, which was developed specifically for the MoD’s requirements. The RAF’s lead platform for Paveway IV was the Harrier GR9, when it entered frontline service in Afghanistan in November 2008. The Tornado GR4 followed in 2009 and work continues toward a release-toservice on the Typhoon FGR4 which is expected in 2014. Raytheon’s integration work culminated with a guideddrop from a Typhoon in December last year.

Paveway IV

Raytheon’s design had to deliver one standard weapon that could be carried on four aircraft types: Harrier GR9, Tornado GR4, Typhoon FGR4 and the F-35 Joint Strike Fighter. Using Paveway IV’s unique universal hardback enables the weapon to be loaded on all four aircraft types. Sway brace pads on the hardback provide a full interface with all designated aircraft types. Each Paveway IV is delivered with bale lugs and mace lugs, which enable RAF armourers to build and configure the weapon at the forward deployed base for carriage by either Tornado or Typhoon and in the future for the F-35. 34

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Components

Electronic Fuse

A Paveway IV weapon comprises various components, and from front to tail these are a laser detector, colloquially called the birdie head, which sits on two floating gimbals. The detector aligns to the wind which is the velocity vector of the weapon. When the weapon is falling, regardless of manoeuvre or angle of attack, the detector remains fixed upon the target. The next component aft of the detector is the cowling that fits over the GAINS, which is part of the ECCG (enhanced computer control group), and then there’s the CAS (control actuation system), a pneumatically driven system (powered by gas) that gets charged immediately after release from the aircraft. The system comprises two pairs of canards that steer the weapon through either full deflection or trail commands from the guidance system, often referred to as a bang-bang control. Solenoids pressurise the canards which bang into the required position. When the control command is complete the solenoid is closed and the canards return to their trail position. The moving canards displace and drive the pitch, at a given number of degrees per second, to steer the weapon as it works through the guidance loop. Because the CAS uses a minimum number of parts (a gas bottle, a couple of valves and piping) the weapon’s guidance is very reliable. Aft of the ECCG is the warhead, the main part of the weapon, which forms its primary structure. Developed specifically for Paveway IV, the warhead has two main features; the capability to penetrate hardened targets, such as bunkers, and is ‘insensitive’ to fire and bullets. In the event that the bomb ignites in an accident situation it will burn out and neither detonate or propel itself thanks to its insensitive munitions features, which include the ability to vent. Positioned immediately behind the warhead is the fuse made by Thales Missile Electronics in Basingstoke.

The fuse was designed to withstand the forces imposed upon the bomb when penetrating a hardened target, which is why it contains no mechanical moving parts. Consider the physics of a small firing pin and how it would become a big mass when suddenly subjected to high acceleration forces. So the design of the fuse allows it to survive the same penetration and force as the warhead. It continues to function throughout the delay used in post-impact detonation. Paveway IV is the first air-to-surface weapon on which the guidance section and the fuse have been fully integrated and the two communicate with each other throughout the bomb’s flight to the target. Without this ‘smart’ fuse the weapon’s different modes of operation can’t be selected and adjusted by the pilot.

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Combat Air Control

Paveway IV was designed as a combat air control weapon. This means the bomb can be employed to suit the conditions of different targets during the mission. Target information can be updated at any time and transmitted to the weapon. What’s more, a Paveway IV can be employed using one of three detonation modes: • Height of burst, which allows the altitude at which the bomb detonates above the ground to be selected. • Point impact where the bomb detonates on impact. • Post-impact delay in which the bomb detonates a set time after it has penetrated the target. The pilot can select any of the modes while airborne. For example if he or she is directed to a target area and the forward air controller calls for a strike using height of burst, that’s the mode selected for releasing the weapon. In a strike using height of burst detonation, the guidance section knows the bomb’s exact orientation and speed throughout its flight to the target. Even flying a different trajectory than pre-planned, the guidance section corrects for that, the bomb comes through a set point, the antenna signals to the fuse with the time remaining, the fuse counts down and detonates on command. The pilot doesn’t have to worry about the timing because the weapon does that for him, all he selects is the preferred mode and the time in milliseconds required. Paveway IV is also capable of coming in to the target at a specified impact angle from 30 to 90° and on a particular impact heading. But the launch aircraft has to be in a given position in the sky, so Paveway IV automatically generates cuing information for the pilot via implementation of LARs (launch acceptability regions). The weapon uses its position and the target location, the target constraints input by the pilot, and the attack orientation to calculate an in-range LAR and an in-zone LAR. Both are projected in the HUD to show the pilot his or her position relative to the LARs and when he or she is in range to release and hit the target. The aircraft has to be within the in-range LAR for the weapon to reach the target. The release position can be from anywhere within the area for the 35

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06 BREAKING NEWS 10 GENERAL NEWS Boeing launches the 777X and takes large orders at Dubai - as does Airbus. Piaggio’s unmanned HammerHead takes to the air, Dassault’s mystery SMS revealed as the Falcon 5X, BAE Systems flies the Taranis UCAV in secret, Airbus Military looks at the potential of the C295 as a firefighter, the AgustaWestland AW189 gets it largest single order to date and South Korea eyes former US Navy Lockheed S-3B Vikings.

First RAF RC-135W arrives in the UK, Angola buys Flankers, Mozambique rebuilds its air force, PC-12s in Afghanistan, the Netherlands says ‘yes’ to F-35A and partially reverses cuts, Lineage 1000E unveiled, second Airbus A350XWB flies, FlyNonstop stops, Aeroflot launches Aurora, Norway selects AW101, Bell 429WLG announced, Taiwan’s first Sky Eagles, and a new Chinese ‘Dragon’ emerges.

tion t gif See pa t this Christm al ges as. 39 for d 38 and etails.

LEADING NEWS STORIES

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Rick Burgess outlines the christening of the USS Gerald R. Ford, and the maiden flight of the MQ-8C Fire Scout.

SR-72 THE NEW BLACKBIRD

Lockheed Martin is developing a successor to its legendary SR-71. Mark Broadbent reports on the SR-72.

BLACK BOMBER, RAPID RAPTOR AND ARMY ANXIETY Despite crippling budget cuts, the US air Force is proceeding with its Long-Range Strike Bomber. Robert F Dorr sheds light on the proposal.

A CHRISTENING, A MAIDEN FLIGHT AND A FINAL DEPLOYMENT

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IRAN’S PHANTOMS

Babak Taghvaee details the Project Dowran upgrade for Iran’s F-4 Phantoms.

48 Features

40 THE PRIDE OF PAKISTAN

The JF-17 Thunder is maturing in Pakistan Air Force service, as Tomislav Mesaric reports.

THE NORDIC NICHE 48 DEFENDING

Finnair still has its niche of direct flights to Asia from Scandinavia but for how long? Andreas Spaeth investigates. Roberto Yáñez and Alex Rodríguez outline the latest Tactical Leadership Programme in Spain.

ON HER MAJESTY’S SERVICE 58 VOYAGER:

Following an exclusive visit to AirTanker

Editor Mark Ayton [email protected] Sub Editors Sue Blunt, Carol Randall

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BELL 407: LONG-LIVED UTILITY SUCCESS

Rafael Treviño profiles the Bell 407 and focuses on the latest civil incarnation of this utility helicopter, the GX.

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MUD MOVER

Robert F Dorr reports on the 25-year career of the US Air Force F-15E Strike Eagle and the advances being made for its future.

84 UNDER PRESSURE

Airberlin is confident in its business model, despite being under pres-

News Editor David Willis [email protected] Marketing Assistants Shaun Binnington & Charlotte Davies

Designer Dave Robinson Production Manager Janet Watkins

Commercial Director Ann Saundry

Production Controller Danielle Tempest

Managing Director & Publisher Adrian Cox

Subscriptions/ Mail Order Manager Roz Condé

Executive Chairman Richard Cox

Marketing Manager Martin Steele

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sure. Andreas Spaeth explains.

88 THE SWISS SPACE SHUTTLE

S3 wants to put Switzerland on the map in the emerging world of commercial spaceflight, as Mark Broadbent finds out.

92 AUSTRALIA’S TROJANS

Despite early teething problems, the Royal Australian Air Force’s C-130J-30 Hercules operated by No.37 Squadron has developed into a valuable workhorse, as Nigel Pittaway discovers. FRONT COVER: Lockheed Martin’s SR-72. Lockheed Martin LEFT INSET: Danijel Jovanovic/AirTeamImages MIDDLE INSET: Swiss Space Systems RIGHT INSET: Mr Alan

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52 SHARPENING SKILLS

at RAF Brize Norton, Ian Harding concludes his two-part account of the RAF’s brand new Voyager tanker.

Advertisement Manager Ian Maxwell [email protected]

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Breaking News

The New B Above: The SR-72 will have a

distinctive delta planform. Below: A diagram of the SR-72’s Turbine-Based Combined Cycle engine.

T

he SR-71 Blackbird is an aviation icon. The Mach 3-capable reconnaissance aircraft set speed and altitude records that still stand. During one 1974 flight, a Blackbird flew from New York to London in less than two hours and, in 1976, another travelled from London to Los Angeles in under four. Now, 15 years after the Blackbird’s last flight at the end of its five-year reactivation in the 1990s, Lockheed Martin’s famous Skunk Works division has revealed that it’s working on a successor – the SR-72.

This unmanned aircraft will travel at hypersonic speeds, cruising at Mach 6 – six times the speed of sound (around 3,600mph or 5,800km/h), twice as fast as the Blackbird. Artists’ impressions reveal a striking planform of sharply swept-back delta wings blended into a hump-backed fuselage

Speed The high-altitude reconnaissance role formerly provided by the Blackbird is now undertaken by unmanned systems and satellites. But the former have speed limitations and the latter are

governed by the laws of orbital mechanics. The Blackbird was not similarly encumbered. Its speed and altitude capabilities meant it could fly whenever, wherever – giving the United States a very flexible intelligence, surveillance and reconnaissance (ISR) platform. Hypersonic aircraft – classed as those that travel at more than Mach 5 – are seen as the way to restore speed and flexibility to ISR. The US Air Force (USAF) wants such capabilities: it plans to have a hypersonic ISR aircraft in service by around 2030. Lockheed Martin told AIR International: “The SR-72 could fill gaps in coverage of fast-reaction intelligence. Potentially dangerous and increasingly mobile threats are emerging in areas of denied or contested airspace and in countries with sophisticated air defences and detailed knowledge of satellite movements. The SR-72 could operate in an instance where there are no communication and navigation satellites, and would be able to penetrate denied areas.” The company also envisages a secondary strike role for the SR-72: “A hypersonic ISR/strike platform would enable a new capability, what we call ‘unavoidable ISR’, because the adversary would have no time to react or hide due to the speed.”

Engine Technology The SR-72 will achieve hypersonic speeds through a Turbine-Based

TURBINE-BASED COMBINED CYCLE PROPULSION

Combined Cycle (TBCC) engine system. “The SR-72 will feature twin nacelles. Each of these propulsion systems will include a fighter-class turbojet engine and a Dual Mode Ramjet (DMRJ) to reach Mach 6,” Lockheed Martin told AIR International. “The turbine engine will propel the aircraft at lower speeds, and then turn off around Mach 3 to allow the DMRJ to take over. “Unlike turbine engines, DMRJs do not have rotating compressors to compress the air. Instead, they compress air moving at supersonic speeds through a contracting inlet, which decelerates air so that it can be burned in the engine combustor. The DMRJ initially operates in ramjet mode, then transitions to scramjet [supersonic combustion ramjet] operation, as the vehicle accelerates to hypersonic speeds.”

‘Thrust Chasm’ Combining supersonic and ramjet technologies in a single propulsion system has for decades been a challenge. That’s because there’s a gap – what Lockheed Martin terms a ‘thrust chasm’ – between the turbine engines’ upper performance limit of Mach 2.5 and the critical Mach 3-3.5 point where a ramjet takes over propulsion. But now Lockheed Martin says that it’s Skunk Works division, following a seven-year collaboration with Aerojet Rocketdyne (which designed the engines that powered the Apollo programme’s Saturn V rocket and the Space Shuttle), has made a major technological breakthrough. “We have developed a method to integrate an off-theshelf turbine with a scramjet,” Lockheed Martin told AIR International. “The ‘thrust chasm’ has been bridged between the upper Mach limit of turbine engines and the low Mach limit of a scramjet.” The details on how the TBCC achieves this haven’t been disclosed, but the company says the engine will make the SR-72 an “affordable, near-term hypersonic aircraft”.

Hypersonic Research The SR-72 stems from a number of hypersonic research projects in which Lockheed Martin was involved. One of these was the Defense Advanced Research Projects Agency (DARPA)’s Falcon Hypersonic Technology Vehicle 2 (HTV-2), which assessed aerodynamics, guidance, controllability and aerothermal

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Please send all news correspondence [email protected]

w Blackbird

Breaking News

Lockheed Martin is developing a successor to its legendary SR-71. Mark Broadbent reports on the SR-72

The SR-72 will cruise at Mach 6 and be powered by a Turbine-Based Combined Cycle engine. All images Lockheed Martin

effects on aircraft components at hypersonic speeds. The subsequent HTV-3X programme provided further important steps. This developed the methodology for a TBCC engine and, said Lockheed Martin, achieved the decisive step of producing “a controllable low-drag aerodynamic configuration capable of stable operation from take-off to subsonic, transonic, supersonic, and hypersonic to Mach 6”. HTV-3X was set to lead into an unmanned hypersonic demonstrator called the Blackswift, which would have been jointly produced by Skunk Works, ATK and Boeing in collaboration with DARPA, but that was cancelled in October 2008 as part of Fiscal Year 2009 budget cuts. “The small, Mach 4-capable turbines were the technical issue that held back the programme,” said Lockheed Martin. “They were not ready and even if they were, the technology would need to be scaled up at the cost of billions of dollars.” Nonetheless, HTV-3X and HTV-2

greatly advanced Lockheed Martin’s understanding of hypersonic technologies. The company says the subsequent crucial breakthrough of integrating an off-the-shelf turbine with a scramjet allows for the practical application of hypersonic technology and “is the key to affordability”.

Towards the SR-72 So, what happens next? “The first step to get to the operational hypersonic aircraft is the highspeed strike weapon (HSSW), a US hypersonic missile programme taking shape under the USAF and DARPA,” explained Lockheed Martin. “[This] will demonstrate the technologies…for a high-speed missile [and] would be transitional to the aircraft. Think of it as a smallscale expendable demonstrator.” A HSSW demonstration is planned for 2018. The company says this will be an important milestone because it will “provide flight data necessary to deflect the ‘giggle factor’ that surrounds

Please send all news correspondence [email protected]

hypersonic technology. This would prove that a hypersonic demonstrator doesn’t have to be expensive. Our approach will cut the costs by an order of magnitude... the hypersonic missile would prove that there’s only an incremental cost compared to a subsonic missile. [It] would provide the confidence needed in the customer community to proceed with a flight research vehicle and, ultimately, the SR-72.”

Thermal Management There will clearly be much development work to build up to the HSSW demo and what will follow. “The most significant technical hurdle facing the SR-72 is thermal management,” said Lockheed Martin. The HTV-2 and HTV-3X programmes have already provided important lessons in this area. “Skin friction at Mach 6 is immense and generates incredible amounts of heat,” the company pointed out. “There are two

potential options to deal with the thermal stress of sustained high-speed flight: one is having a cold structure similar to the tiles on the Space Shuttle, the other is a warm structure using materials like titanium. We prefer the warm structure and have a lot of experience with [those], with the SR-71 for example.” But Lockheed Martin’s message is that it has an advanced understanding of hypersonics and that an affordable hypersonic platform is within reach. It told AIR International: “As of now, there are no technologies to be invented. We are ready to proceed – the only thing holding us back is the perception that hypersonic platforms are always expensive, large and exotic.” It may yet be some way from reality, but the so-called ‘son of Blackbird’ captures the imagination. Its futuristic design and technologies and, simply, the fact that it will fly at Mach 6, all mean the SR-72 will be making headlines for years to come.

AI.12.13

5

Breaking News

Large Airliner Orders at Dubai

Boeing Launches 777X at Dubai

The Boeing 777-9X and 777-8X (at rear) were officially launched on November 17 with commitments from four airlines. Boeing

On the first day of the Dubai Airshow, November 17, Boeing launched its 777X – with 259 commitments from four launch customers. Etihad Airways has placed firm orders for 25 (17 7779Xs and eight 777-8Xs) and options and purchase rights for 12 more. Emirates committed to purchasing 115 777-9Xs and 35 777-8Xs, plus purchase rights for another 50, and Qatar Airways has signed a letter of intent for up to 50 777-9Xs. A Lufthansa deal for 34 777-9Xs was revealed on September 19 when the airline announced its widebody

replacement plans (see 777-9X for Lufthansa, November, p20). The 777X family comprises the 350seat 777-8X with a range of more than 9,300nm (17,220km), designed to compete with the Airbus A3501000; and the 777-9X, able to fly 8,200-plus nm (15,185km) carrying 400 passengers. Powered by the GE Aviation GE9X and featuring a composite wing with a longer span than the current generation of 777s, tipped with a raked winglet, the 777X will be 12% more fuel efficient than any competing airliner, according to the manufacturer.

It will be given a formal name as development progresses. All previous Boeing jet airliner designs have ‘added ten’ to 707, the 787 Dreamliner being the latest (717 was originally allocated to the KC135 Stratotanker and the 720 was originally known as the 717020 – before 717 was reissued to the MD-95 when Boeing acquired McDonnell Douglas). If the progression is continued the 777X will become the 797. Production is scheduled to begin in 2017 and the first aircraft will be handed over in 2020.

HammerHead Takes to the Skies Piaggio completed the first full flight of the P.1HH HammerHead mediumaltitude long-endurance unmanned air system on November 14 at Trapani-Birgi AB. The technology demonstrator completed a 12-minute sortie over the Mediterranean around 12 miles (19km) from the base, flown by a pilot at a ground control station, with the landing gear remaining down throughout the flight. A maximum altitude of 2,000ft (610m) and speed of 170kts (315km/h) were recorded. The test, undertaken by Piaggio and Selex ES, its partner on the HammerHead project, with support from the Aeronautica Militare Italiana (Italian Air Force), evaluated the navigation system and the aircraft’s manoeuvring in both manual and automatic flight modes. It was conducted primarily to confirm the operation of the remote Selex ES vehicle control and management

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His Highness Sheikh Ahmed Bin Saeed Al-Maktoum, Emirates Airline and Group Chairman and Chief Executive, and Fabrice Brégier, Airbus’ President, were present at the signing of an order for 50 Airbus A380s for Emirates at the Dubai Airshow on November 17. The deal takes the airline’s orders for the aircraft to 140, of which 38 have been delivered; the 39th was present at the airshow. The order is the first for A380 this year. Emirates also placed a commitment at the show to order 150 Boeing 777Xs (see left). Three more Middle East airlines placed large orders on the first day at Dubai. Etihad Airways signed for 40 Airbus A350-900s, ten A350-1000s, 10 A320neos, 26 A321neos and a single A330-200F freighter. It also became a launch customer for the Boeing 777X, with a commitment for 17 777-9Xs and eight 777-8Xs, plus options and purchase rights for a further 12; and placed a firm order for 30 787-10s plus 12 options and purchase rights – which, when added to 41 7879s due to be delivered, will make Etihad’s the largest Dreamliner fleet. Its recent contract includes the 1,000th Dreamliner ordered since the type was launched in April 2004. The carrier also contracted for one 777 Freighter and placed options for a further pair on November 17. Meanwhile, in addition to committing to 50 Boeing 7779Xs, Qatar Airways signed for five Airbus A330-200F freighters and has taken options on a further eight. If all are firmed up, previous commitments to the type will lead to a fleet of 16, of which three are already in service. FlyDubai also announced a commitment for up to 100 Boeing 737 MAXs and 11 737800s on November 17.

Taranis Flown The Piaggio P.1HH HammerHead technology demonstrator during its first flight on November 14. Piaggio Aero

system and the ground control station. Low-speed taxi trials of the HammerHead started on February 14 at Decimomannu, Sardinia, four days before the programme was announced at IDEX in Abu Dhabi. On August 8 the technology demonstrator completed a short flight along the length of the runway at Decimomannu before being transported under a CH-47C Chinook and by Italian Navy warship

to Trapani in early October. Details of the maiden flight were revealed on November 17, the opening day of the Dubai Airshow. Certification is expected before the end of 2014 and the aircraft is planned to enter service in the second half of 2015. The Italian Air Force, the lead customer, is seeking to acquire ten with an initial operating capacity in 2016 or 2017. Piaggio meanwhile envisages a market for 190 HammerHeads.

The BAE Systems Taranis unmanned combat air vehicle (UCAV) technology demonstrator has made its first flight. The UK Ministry of Defence (MoD) revealed in a written submission to the UK Parliament’s Defence Select Committee on October 25 that “flight trials took place in 2013” – but did not disclose details about where and when or how many times it has flown. BAE Systems has previously used the Royal Australian Air Force’s Woomera Test Range in South Australia for flight trials of unmanned air vehicles and Taranis is understood to have operated from there. The MoD said it would provide further information on the programme at a future date. Mark Broadbent

Please send all news correspondence [email protected]

15

NEWS BY NUMBERS

AW189S FOR GULF HELICOPTERS Gulf Helicopters of Qatar ordered 15 AgustaWestland AW189s on November 18, the single largest order to date for the type. The deal firms up a preliminary contract signed in early 2012. The helicopters will be delivered between 2014 and 2017 and used to support offshore energy production.

Breaking News

Falcon 5X Breaks Cover

20

VIKINGS FOR SOUTH KOREA More than 20 former US Navy Lockheed S-3B Viking aircraft are being sought by the Republic of Korea to bolster its maritime surveillance, anti-shipping and antisubmarine warfare capabilities. They would be acquired under the third phase of the Maritime Patrol Aircraft programme, following two batches of Lockheed P-3C/ CK Orions. The Vikings would be cheaper to acquire than additional Orions or new Airbus Military C295s, Lockheed Martin SC-130J Hercules or Boeing P-8 Poseidons, the alternatives considered. Only two S-3Bs remain airworthy with the US Navy as test aircraft and NASA’s Glenn Research Center in Ohio operates one. More than 100 remain stored at Davis-Monthan AFB, Arizona.

GOT A NEWS STORY, PHOTO OR FEATURE ? AIR International is keen to hear from readers who have news stories, photos or features of modern civil and military aviation for inclusion in the magazine. Please contact AIR International at the following address [email protected]

An artist’s impression of the Dassault Falcon 5X, unveiled in Las Vegas, Nevada, in late October. Dassault Aviation

“A new benchmark for the creative use of advanced technology in business aviation... A game-changer, an allnew, ultra-efficient, most advanced technology and largest Falcon jet yet.” So said Dassault CEO Eric Trappier, when revealing the Falcon 5X at October’s National Business Aviation Association’s Convention in Las Vegas, Nevada. In 2006 the French manufacturer started design studies for the aircraft, which was then known as ‘SMS’ (for Super Mid-Size) and intended to rival the Bombardier Challenger 300, Gulfstream G250 and Embraer Legacy 600. When the market for mid-size/super mid-size business jets slowed two years later, the company revised its thinking and began work on a large cabin business jet which has now emerged as the 5X, the largest member of the Falcon family to date. The bulk of the 5X’s airframe is a conventional semi-monocoque aluminium structure with composites

used in the tail unit, engine nacelles and secondary items such as fairings. The wing design is all-new, and is the first in the Falcon range to incorporate winglets from the outset. Power comes from two 11,450lb st (50.93kN) Safran-SNECMA Silvercrest turbofans. The flight deck features Honeywell’s EASy all-digital cockpit, with sidestick controls and an Elbit Systems head-up display combining enhanced vision and synthetic vision systems. The 5X’s passenger cabin, while five inches (127mm) shorter than that in Dassault’s current top-of-range 7X, is 8in (203mm) larger in diameter than any previous Falcon, providing 14% more volume, more headroom and greater width than the 7X’s. The jet will accommodate up to 16 passengers in a three-compartment cabin which includes an aft area for up to six, with full flat berths for overnight flights. It will have 28 oval-shaped cabin windows, the largest ever fitted to a Falcon, and all

passenger seats will have Wi-Fi and facilities for using iPads and iPhones as inflight entertainment monitors. Cabin altitude will be maintained at 6,000ft (1,829m) at the aircraft’s maximum operating altitude of 51,000ft (15,545m). Performance predictions include a balanced field take-off length of 5,250ft (1,600m), maximum operating Mach number of M0.90, and range at M0.80 with eight passengers, three crew and NBAA IFR reserves of 5,200nm (9,630km), enabling it to fly non-stop between New York and Tel Aviv, Israel; London and Tokyo, Japan; or Beijing in China to Minneapolis. Components for the prototype Falcon 5X are under construction at several Dassault plants. Maiden flight is scheduled for the first quarter of 2015, with certification in late 2016 and first customer deliveries in mid-2017. The aircraft is expected to sell for $45 million in 2013-value dollars. Mike Jerram

Firefighting C295 A firefighting modification for the Airbus Military C295 recently conducted a flight test from the manufacturer’s airfield at San Pablo in Seville, Spain. The C295 prototype (EC-295, c/n P-001) was noted making a test flight on October 17, returning an hour later with the rear emergency door and newly-installed under fuselage hatches open. Five days later the company announced it had begun waterbombing trials at a site near Cordoba. Further tests are planned to evaluate the aircraft’s potential in the firefighting role. Antonio Muñiz Zaragüeta

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AI.12.13

7

NEWS REPORT

Fat Albert’s F Farewell Ian Harding reports on the retirement of the C-130K Hercules from RAF service

A

ffectionately known as ‘Fat Albert’, the Lockheed C-130K Hercules proved to be a dependable tactical transport that supported UK operations around the globe during a distinguished career spanning almost 50 years. In keeping with the type’s dependable service record the last C-130Ks assigned to No.47 Squadron continued to support operations from Brize Norton up to the type’s final out of service date at the end of October 2013.

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Building up the Lyneham Transport Wing Lockheed built 66 C-130K Hercules C1s for the RAF between 1966 and 1969. The first aircraft, XV176 (c/n 4169), made its maiden flight at the company’s Marietta plant in Georgia on October 19, 1966. The first RAF unit to fly the Hercules was No.242 Operational Conversion Unit based at RAF Thorney Island, Hampshire, in August 1967, followed by the first operational unit, No.48 Squadron based at RAF Changi, Singapore, that October. Four further squadrons stood up in the UK within a year – No.24 and No.36 at RAF Fairford, Gloucestershire, and

No.30 and No.47 (the type’s final unit) at RAF Lyneham, Wiltshire. By 1971, No.24 and No.36 had relocated to the Hercules fleet’s ‘spiritual’ home at the Wiltshire base. A fifth unit, No.70 Squadron, also moved there from Cyprus during 1975, operating the Hercules as part of the Lyneham Transport Wing. Marshall of Cambridge converted 30 Hercules C1s to C3 configuration in the 1980s. The modification work involved inserting two extension plugs into each aircraft’s fuselage: a 100-inch (2.54m) plug aft of the cockpit and another, 80 inches (2.03m) long, at the rear of the fuselage. A further six C1s were converted to tankers following the Falklands War and designated Hercules C1Ps.

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NEWS REPORT

s Fond

By the time flying operations ceased at Lyneham on September 30, 2011, all RAF C-130K and C-130J aircraft had relocated to the RAF’s tactical transport hub at nearby Brize Norton.

Herculean Final Mission Appearance at RAF Northolt’s night photo-shoot was the prelude to the C-130K’s final operational mission. After the retirement of XV295 and XV303 on October 22, 2013, the final two aircraft, XV177 and XV214, flew a series of local missions from Brize Norton. For the type’s final operational low flight (OLF) on October 25 the two aircraft, call signs ‘Reynard 1 and 2’, took off from Brize mid-morning for an epic mission lasting for more than six hours. During that time the pair flew

over many locations linked with the C-130K, including Cambridge, Colerne, Filton, Thorney Island, RAF Valley in Anglesey, RAF Lossiemouth in Morayshire and their former ‘principle’ home , RAF Lyneham. Just before 17.00, XV177 and XV214 conducted a final flypast over Brize Norton before landing on runway 26. Fittingly, the sun came out as both aircraft taxied to their respective parking bays. After shaking hands with the crew members, Wg Cdr Graeme Gault, Officer Commanding No.47 Squadron, said: “It’s a fantastic aircraft, and on this last sortie we took the aircraft around all the places that have been poignant in its history. It’s done a lot over the years, so it’s very sad to see it go.”

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Taking centre stage in a night photo-shoot at RAF Northolt, West London, on October 17, was the RAF’s sole surviving Hercules C1, XV295. Five days later XV295 departed RAF Brize Norton, Oxfordshire, for St Athan airfield in South Wales for storage. The event was organised by Phil Dawe and station commander Gp Capt Andy Bacon to support the rebuilding of Northolt’s famous Battle of Britain Sector Operations Building (Building 27), now renamed the Sir Keith Park Building. Ian Harding

On October 29, XV177 and XV214 departed Brize for the last time, bound for St Athan. No official announcement on the fate of the four Hercules has been made.

THE FINAL FOUR RAF C-130Ks XV177

Hercules C3A

delivered on December 19, 1966

XV214

Hercules C3A

delivered during November 1967

XV295

Hercules C1

delivered on March 8, 1969

XV303

Hercules C3A

delivered on May 5, 1968

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UK Boeing RC-135W Rivet Joint ZZ664 touches down at RAF Waddington, Lincolnshire, on November 12. Crown copyright/Senior Aircraftman Blake Carruthers

RAF Rivet Joint Arrives On November 12 Boeing RC-135W Rivet Joint ZZ664 (c/n 18773, ex 64-14833) touched down at RAF Waddington, Lincolnshire, on its delivery flight from the United States. The aircraft departed Majors Field in Greenville, Texas, where it was modified from a KC-135R Stratotanker, for Bangor in Maine, before crossing the Atlantic. The aircraft is the first of three for the RAF acquired under the Airseeker programme that will be assigned to No.51 Squadron in the electronic intelligence gathering role, reinstating a capability lost when the last of the British Aerospace Nimrod R1s was retired in June 2011. The aircraft was rolled out in May following conversion and flew in late July (further to Airseeker Programme Advancing, July, p8). Acceptance trials will be completed at RAF Waddington before it enters service in October 2014, half a century after the airframe was ordered by the US Air Force as a KC-135A. The second RC-135W will be delivered in November 2014 and the third in November 2016, with the type achieving its full operating capability between mid-2017 and early the following year. While old, the airframes will be equipped with the latest standard of signals and electronic interception and processing equipment currently installed in the US Air Force’s RC-135V/W Rivet Joint fleet. ZZ664 is fitted with Baseline 10.2, while ZZ665 will have Baseline 11 and ZZ666 Baseline 12. They will return to the United States every four years for an 18-month overhaul and upgrade, during which the latest baseline standard will be installed. By the time ZZ666 is delivered, ZZ664 should be having Baseline 13 installed and No.51 Squadron will operate with two different versions of the system in the aircraft at any one point. RAF crew have accumulated more than 32,000 flight hours in over 1,800 sorties on US Air Force RC135V/Ws at Offutt AFB, Nebraska.

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‘Dambusters’ Last Stand

On November 2, No.617 Squadron ‘Dambusters’ took over the Panavia Tornado GR4 detachment at Kandahar airfield in Afghanistan from No.12(B) Squadron, to support Operation Herrick. The handover marked the beginning of the unit’s final four month operational deployment, during which it will provide armed overwatch and aerial reconnaissance for allied forces in

Afghanistan. The unit will return to RAF Lossiemouth, Morayshire, to disband when the deployment is completed. Under current plans, the ‘Dambusters’ will reform in 2016 at RAF Marham, Norfolk, as the RAF’s first frontline unit equipped with the Lockheed F-35B Lightning II (see Two Tornado GR4 Squadrons to Disband, September, p8). Ian Harding

Capable Eagles at RAF Leeming

Typhoon FGR4 ZK329/‘FH’ of No.1(F) Squadron and Mirage 2000N 369/‘125-AG’ of Escadron de Chasse 2/4 together during Exercise Capable Eagle. Crown Copyright/Sergeant Ralph Merry

A corner of RAF Leeming in North Yorkshire was transformed into Deployed Operating Base (DOB) ‘Dragonia’ during Exercise Capable Eagle, a Combined Joint Anglo-French Expeditionary Force. It was occupied between October 7 and 17 by eight RAF Eurofighter Typhoons from No.1(F) Squadron at RAF Leuchars, Fife and four Armée de l’Air (French Air Force) Dassault Mirage 2000Ns from Escadron de Chasse 2/4 ‘Lafayette’ (EC.02.004) from Base Aérienne 125 at Istres le Tube in southern France. More than 700 British and French personnel were based at RAF Leeming as part of the exercise. Capable Eagle was the air component of Joint Warrior 132, a biannual, multinational, triservice military exercise. This year it was led for the first time by a joint team of French and British air commanders, strengthening cooperation and training between the nations at a strategic level. Other participants included: RAF Lossiemouth, Morayshire

(housing a French Navy Dassault Atlantique 2, Canadian Lockheed CP-140 Aurora, Cobham Dassault Falcon 20s and Royal Navy British Aerospace Hawk T1As); and RAF Leuchars, Fife (No.100 Squadron Hawks, usually based at RAF Leeming). Air-to-air refuelling was provided by an Istres-based Boeing C-135FR Stratotanker from Groupe de Ravitaillement en Vol 2/91, deployed to RAF Mildenhall, Suffolk, for the duration, and RAF Airbus Military Voyagers of No.10 Squadron and No.216 Squadron’s Lockheed TriStars at RAF Brize Norton, Oxfordshire. The tankers provided support to the aircraft operating from RAF Leeming, as well as Panavia Tornado GR4s and EC 01.002 Mirage 2000F-5s flying missions from RAF Marham, Norfolk and Luxeuil in eastern France respectively. Wing Commander Mike Bracken, the head of Expeditionary Air Wing Operational Training led the exercise planning. “Over the last 18 months we’ve been tasked to re-engage with contingency operations for the RAF,

and in doing so we have looked at the Expeditionary Air Wing concept and tried to reinvigorate a training process to enable our people to face contingency in [any] operational environment they are given.” The deployment of the Typhoons to RAF Leeming was a major feature of the exercise. According to No.1(F) Squadron’s Officer Commanding, Wg Cdr Mark Flewin, “we’ve been involved in a diverse range of mission sets from close air support to air interjection to defensive counter air.” Concerning the French deployment, he added: “We planned together, we swept them in to allow them clear passage to their target and then we protected the four Mirages on their way out.” French Air Force commander Lt Colonel David Marty said: “It is great experience to fly with our RAF allies and it has deepened our understanding of how we fly and fight together. Our training modes are similar so there is no specific adaptation required for joint participation in this sort of exercise.” Ian Harding

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Europe

ASMP-A Tested A French Navy Dassault Rafale takes off from the flight deck of the Charles de Gaulle aircraft carrier with an inert ASMP-A air-to-ground nuclear missile on its central fuselage weapons station. MBDA

The Armée de l’Air (AdlA, French Air Force) has completed a test launch of an inert version of France’s new MBDA ASMP-A (Air-Sol Moyenne Porte-Amélioré, or Upgraded Air-toSurface Medium-Range) mediumrange air-to-surface nuclear missile. The test was performed on

September 23 with the weapon being launched from a Dassault Mirage 2000NK3 combat aircraft belonging to Escadron de Chasse (EC) 2/4 ‘La Fayette’ at BA702 Avord in central France. The launch took place at the Direction Générale de l’Armement’s (DGA -

General Armaments Directorate) missile test facilities at Biscarosse, on the Atlantic coast. The purpose of the test was to validate the missile’s technical and operational capabilities. A previous test was performed on June 19, 2012 involving a Dassault

Netherlands and Belgium Plan Joint QRA The Netherlands and Belgium will jointly monitor Benelux airspace from 2016. Meeting in Brussels on October 23, Dutch defence minister Jeanine Hennis-Plasschaert and her Belgian counterpart, Pieter de

Crem, signed a letter of to implement the plan. to the Dutch Ministry of formal treaty should be soon. The LoI builds on the

intent (LoI) According Defence a completed Ministerial

Declaration of the Benelux Defence Ministers of April 18, 2012, after which the Dutch and Belgian air forces stated that there were no technical or operational barriers to the collaboration. Luxembourg’s

Exercise Nube Griz 2013

EF-18M Hornet C15-41/‘15-28’ carrying inert AGM-88 HARM and IRIS-T missiles on approach to Albacete AB on October 8 during Nube Griz. The aircraft still carries the 25th anniversary markings applied in 2010. Roberto Yáñez

Nube Griz, the Ejército del Aire’s (Spanish Air Force’s) annual air defence exercise, ran during the second week of October, with units from all three Spanish armed forces taking part. Albacete AB hosted a number of detachments, including McDonnell Douglas EF-18M Hornets from Ala 12 and

Ala 15; Eurofighter Typhoons from Ala 11 and Ala 14; CASA C212ECM Aviocar and Falcon 20ECMs from 47 Grupo; Airbus Military CN235s from Ala 35; Boeing AV-8B+ Harrier IIs from the Armada’s (navy’s) 9th Escuadrilla; and Fuerzas Aeromóviles del Ejército de Tierra (the Spanish

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army’s airmobile force) Eurocopter EC135T2+s and Boeing CH-47D Chinooks from Colmenar Viejo. Also participating in the exercise were army air defence units equipped with Roland and NASAMS (Norwegian Advanced Surface-to-Air Missile System). Roberto Yáñez

Rafale F3 aircraft from EC1/91 ‘Gascogne’ based at BA113 Saint Dizier in north-eastern France. In October 2009, the first AdlA unit was declared operational with the ASMP-A, this unit being EC3/4 ‘Limousin’, which flies Mirage 2000NK3 aircraft from its base at BA125 Istres on France’s Mediterranean coast. The ASMP-A replaces the earlier ASMP, which has been operational in AdlA and Marine Nationale (French Navy) service since 1986. The ASMP in turn replaced the AN22 and AN53 free-fall nuclear bombs in service from the 1960s. The introduction of the ASMP-A is part of a wider modernisation of France’s nuclear deterrent, including the Marine Nationale’s nuclear submarines equipped with new ballistic missiles. The ASMP-A’s specifications, such as its explosive yield, are classified, although unofficial sources report that the weapon has a range of up to 500km (270 nautical miles), and between 50-300 kilotons of explosive power in a selectable yield warhead. Tom Withington

airspace will also be protected by the arrangement. The Netherlands and Belgium each maintain a pair of F-16 Fighting Falcons 24 hours a day, seven days a week for QRA. Bob Fischer

Dutch Parliament Approves F-35 Acquisition A majority in the Dutch Parliament on November 6 approved the acquisition of 35 Lockheed Martin F-35A Lightning IIs for the Koninklijke Luchtmacht (Royal Netherlands Air Force, RNLAF) to replace its current F-16 MLU Fighting Falcon fleet. The new aircraft are in addition to two F-35A test aircraft already delivered to participate in the operational test and evaluation (OT&E) programme at Edwards AFB, California, from early 2015. Current plans envisage eight F-35As delivered annually from 2019 to 2022, with the final three entering service in 2023. At the same time, the RNLAF’s F-16 fleet will gradually be reduced from 61 in 2019 to 55 in 2020, 45 in 2021, 34 in 2022 and 24 in 2023, before being withdrawn from service in 2024. Most of the F-35s will be operating from Leeuwarden and Volkel, while another five will be used for pilot training in the US. Kees van der Mark and Bob Fischer

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Europe

Dutch Defence Cuts Partially Reversed In an effort to have its latest defence plans approved by parliament, the Dutch coalition cabinet – which currently has a majority in the lower, but not the upper, house – revised some of the measures announced on September 17 (see Dutch OK F-35, Cut RNLAF, October, p12). In a letter dated October 25, Dutch defence minister Jeanine HennisPlasschaert told the parliament in The Hague that structural cuts in the annual defence budget of €348 million were reduced by €115 million, enabling some installations earmarked for closure to remain open and various assets to stay in service. An important revision for the Koninklijke Luchtmacht (Royal Netherlands Air Force, RNLAF) is that Leeuwarden AB will not become a deployed operating base as of January 1, 2015, but will keep its status as a main operating base. The reduction of the F-16 Fighting Falcon fleet from 68 to 61, however, will go ahead as planned. The revised plans also include the acquisition of a Boeing CH-47 Chinook simulator, which will improve the operational availability of 298 Squadron’s fleet of 11 CH-47Ds and three CH-47Fs (the other three CH-47Fs are assigned to the Joint Netherlands Training Detachment at Fort Hood, Texas). The Koninklijke Marine (Royal Netherlands Navy) will see its joint logistic support ship HNLMS Karel Doorman enter service in 2015 after all, instead of being sold immediately after completion as announced in September. The vessel will have a large helicopter deck and hanger space to accommodate up to six NHIndustries NH90 NFHs or Boeing AH-64D Apaches, or two Chinooks. Kees van der Mark

1

Pilatus PC-7 Turbo Trainer L-02 (c/n 539, ex HB-HLV) received special markings for the 25th anniversary of 131 EMVO (Elementaire Militaire Vlieger Opleiding, elementary military pilot training) Squadron, celebrated on October 10 at its home base, Woensdrecht AB. The unit took delivery of ten PC-7s (L-01 to L-10, c/n 638 to 647) between January 26 and September 14, 1989; a further three (L-11 to L-13, c/n 610 to 612) were added on July 11, 1997, in response to a need for more pilots. The aircraft were repainted from their original yellow, red and white colours to the current black with yellow in 2005/2006. Arnoud Schoor/Dutch MoD via Kees van der Mark

Final C295M for Poland Delivered Airbus Military C295M 028 (c/n S-104) completing a test flight at San Pablo Airport, Seville in Spain, on October 28. The transport, the fifth of five ordered for the Polish Air Force in mid-2012 (see Five Additional C295s For Poland, August 2012, p9), was delivered along with the fourth on November 2, taking the total number for Poland to 17. Antonio Muñiz Zaragüeta

under contract to the Interior Ministry.

BOMBARDIER 415 FOR SPAIN Spain’s agriculture, food and environment ministry ordered a single Bombardier 415 amphibious firefighting aircraft on October 17 for $37 million, including spares, engineering support and optional equipment. The aircraft was registered as C-GWEQ (c/n 2090) on September 3 and was due to be delivered as AIR International went to press. The Spanish Government previously received three B415s plus 16 Canadair CL-215Ts (two of which have been destroyed). Five CL-215s are operated by the Compañia de Extincion General de Incendios SA

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RNLAF’s 131 EMVO Squadron Marks 25th Anniversary

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15

ATLANTIQUE 2S TO BE UPGRADED

NEWS BY NUMBERS

French defence minister Jean-Yves Le Drian has signed a contract to begin the upgrade of 15 of the Marine Nationale’s (French Navy’s) Dassault Atlantique 2 maritime patrol aircraft in early October. Under the €400 million project Dassault Aviation and Thales, in partnership with DCNS and Service Industriel de l’Aéronautique, will modernise the aircraft to enable them to fly until at least 2030 – the current out of service date – and possibly beyond. A new

6

mission suite, tactical mission systems and sensors, including an L-3 Wescam MX-20 electrooptical/infrared turret, will be installed. The first is due to re-enter service in 2018 and the last in 2023.

Kieran Velon

F-35AS FOR NORWAY The Norwegian defence budget proposal for 2014 includes funding for six Lockheed Martin F-35A Lightning IIs as part of the country’s planned procurement of 52. Norway had previously approved funding for ten. David C Isby

Upgraded Aviojet The first upgraded CASA C101EB Aviojet (E25-31) was redelivered to the Ejército del Aire’s (Spanish Air Force’s) Academia General del Aire (Ala 79) at Murcia-San Javier AB on October 30. The aircraft was modernised by the Maestranza Aérea at Albacete AB. Seven modifications are being implemented on the fleet while structural components prone to corrosion or fatigue are replaced as required. The work extends the service life of the Aviojet beyond 6,000 flight hours.

12,000

HEAVY AIRLIFT WING FLIGHT HOURS One of three Boeing C–17A Globemaster IIIs with the 12-nation Heavy Airlift Wing (HAW) at Pápa AB in Hungary passed the fleet’s 12,000 flight hour on November 13 during a combined mission for Finland, Sweden and Norway. The HAW was launched on July 2009 and declared fully operational in November 2012. It has carried some 36,220 tonnes and more than 47,000 passengers, and the Globemasters are expected to accumulate 3,165 flight hours in 2013.

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5

NEWS BY NUMBERS

T-50S FLYING

Russia & CIS

Deliveries of Su-30SM Under Way

The fifth prototype of the Sukhoi T-50 has made its first flight at the Komsomolsk-onAmur factory in Khabarovsk Kray in the hands of test pilot Roman Kondratiev. The fighter was airborne for 50 minutes on October 27 to confirm stability and undertake propulsion checks. It is due to join the other four T-50s at Zhukovsky, outside Moscow, after completing its initial factory tests. The prototypes have flown more than 450 flights since the first on January 29, 2010. David C Isby

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SU-34S TO BE DELIVERED IN 2013 Fourteen Sukhoi Su-34 Fullback bombers are to be delivered to the Russian Air Force by the end of 2013. Four were ferried to their base at Morozovsk, Rostov Oblast, on October 23. A further 16 will be delivered by the end of 2014, from the new production line at the Novosibirsk factory, part of the Sukhoi holding company. David C Isby

Russian Bases Upgraded

Plans to enhance existing operational air bases are continuing in Russia. New runways are under construction at Russian Air Force bases at Aktyubinsk and Privolzhskiy (Astrakhan Oblast), Engels (Saratov Oblast), Korenovsk and Krymsk (Krasnodar Kray), Chkalovskiy (Moscow Oblast) and Chkalovsk (Kaliningrad Oblast). Work is planned to start soon on a new runway at Baltimor airbase near Voronezh. Russia is planning to double the numbers of aircraft based at Kant, near Bishkek, Kyrgyzstan. Taxiways and support facilities there will also be expanded and new Volvo fuel tanker vehicles have been delivered. Russian Tupolev Tu-95SM Bear-H bombers based at Engels recently deployed to Kant for an exercise, but it is unconfirmed if a detachment will be established there permanently. Russia will repair and make operational the Arctic airstrip on Graham [Greem] Bell island in Franz Josef Land – built on sandy soil some 900km (560 miles) south of the North Pole. In the 1980s Mikoyan-Gurevich MiG-31 Foxhound interceptors were forward deployed to the strip, which was abandoned at the end of the Cold War. The runway at the civilmilitary Rogachevo (Amderma-2) airfield on Novaya Zemlya has been repaired, while the airfield at Temp on Kotelnyy island was re-opened on October 29. On that day an Antonov An-72 became the first aircraft to land on it for 30 years. David C Isby

The fifth to seventh production Sukhoi Su-30SMs for the Russian Air Force arrived at Domna AB on November 11. A total of 14 are due to be delivered to the base by the end of the year to form the first operational unit with the type. Among those that will be assigned to the unit are the two (at least) currently at Lipetsk, ‘56’ (c/n 10MK51005) and ‘57’ (c/n 10MK51006), the third and fourth production aircraft. Su-30SM ‘56’ is pictured arriving at Lipetsk in late October. Sergy Aleksandrov

Blackjacks Return to Venezuela Two Russian Air Force Tupolev Tu-160 Blackjack strategic bombers, based at Engels in the Saratov Oblast, landed in Maiquetía International Airport in Venezuela on October 28 following a 13-hour flight. The bombers (RF-94115 Vitaliy Kopylov and RF-94104 Alexander Golovanov) were escorted part of the way by Royal Norwegian Air Force F-16 Fighting Falcons from Bodø when they passed by Norway and Two

Tupolev Tu-95MS Bear-H bombers acted as communications relays for the flight. The Tu-160s flew over the Caribbean, the eastern Pacific and along the south-western coast of the North American continent to arrive in Venezuelan airspace. An Antonov An-124 heavy-lift transport and an Ilyushin Il-96-300 also flew to Maiquetía International Airport with support equipment and personnel. The bombers flew on to Managua in Nicaragua on October 30, crossing

into Colombian airspace. On the flight back to Venezuela two days later they again entered Colombian airspace and were intercepted by a pair of IAI Kfir fighters, which escorted the Tu-160s until they were outside its territory. They returned to Engels on November 5, refuelling over the Norwegian Sea from Ilyushin Il-78s. Two Tu-160s conducted a similar flight to Venezuela in September 2008. David C Isby

More Kazakh C295M Orders Airbus Military is to deliver an additional pair of C295M tactical transports to the Kazakhstan Air Defence Force. The firm contract was signed with Kazspecexport, a state company belonging to the Ministry of Defence of Kazakhstan. The manufacturer announced on October 24 that the aircraft would be delivered in 2014 and 2015. Both are included in a memorandum of understanding (MoU) signed in February 2012 for up to eight C295Ms, two of which were firm orders, plus six options (see Two C295s for Kazakhstan, April 2012, p5). The first two C295Ms were delivered to Kazakhstan in early January this year.

ASW Exercise Pacific Fleet anti-submarine warfare aircraft held a two-week training exercise at Yelizovo AB in Kamchatka Kray in October. The exercise included Tupolev Tu142 Bear and Ilyushin Il-38 May aircraft. David C Isby

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Air and Space Defence Troops Curl

Antonov An-26 Curl RF-36009 (c/n 4304) is operated by the Voyska Vozdushno-Kosmicheskoy Oborony (Air and Space Defence Troops), an independent branch of the Russian military. The aircraft has a small, nonstandard pannier under the centre fuselage. The force was formed on December 1, 2011, and replaced the Kosmicheskie Voyska Rossii (Russian Space Forces), with responsibility for operating military satellites and launch facilities as well as air and missile defence. Sergy Aleksandrov

Military An-148 Completes Tests The military version of the Antonov An-148 has completed manufacturer’s trials in readiness for six customer demonstration flights. The fourth production An-148100 airliner was modified to military standards for the tests. David C Isby

New Su-25UTGs Russia is planning to order “several” new Sukhoi Su-25UTG Frogfoots for use in aircraft carrier training. The aircraft will be built to current Su-25UTG configuration, but may incorporate Su-25SM/SM3 variant upgrades. David C Isby

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NEWS COLUMN

by Robert F Dorr The US Air Force is proceeding as quickly as it can with its Long Range Strike-Bomber (LRS-B). Officials acknowledge that a competition has been launched. Boeing and Lockheed Martin have announced a partnership to build the aircraft. Otherwise, almost no details about LRS-B have been announced. Pentagon officials won’t even say whether they’ve opened a programme office or conducted an analysis of alternatives, which is usually the first step in a competition for a new warplane. Public documents reveal that the air force wants 80 to 100 LRS-B bombers and would like the first to become operational in the mid-2020s, with a fixed-price ceiling of $550 million per aircraft. The service received $300 million for LRS-B in the fiscal year that began on October 1, 2012 and has received an undisclosed amount of additional funds since then. The new bomber will employ stealth, will be manned, and will be developed to the extent possible from existing technologies. Just about everything else about LRS-B is ‘black’, meaning even the existence of information is, itself, classified. The industry partnership was announced on October 25, 2013, with Boeing as the lead contractor and Lockheed Martin as the ‘primary partner’. The two companies – the two largest US defence contractors – pooled resources for an earlier effort to produce a Next Generation Bomber, which was set aside when new requirements were established in 2010. It remains unclear whether Northrop Grumman will weigh in with a separate proposal or whether the Boeing-Lockheed team

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will move ahead without a competitor.

Rapid Raptors A plan that originated with F-22 pilots at Joint Base Elmendorf-Richardson, Alaska, has streamlined and simplified the process of deploying Raptors overseas on short-notice, short-duration operations during a crisis. Officials were looking for ways to reduce the amount of logistics needed to put the fighters into the field. They also wanted ways to enable the F-22 to operate from smaller airfields with limited resources. Planners recognise that large airfields, such as Andersen AFB, Guam or Kadena AB, Japan, are vulnerable to ballistic missile attack and that an ability to disperse small cells of fighters to unpredictable locations could be vital in a ‘peer’ war with a modern nation-state like China. The rapid Raptor deployment began with pilots at a bar scratching notes on a napkin. With enemy missile forces putting airfields at risk and anti-access/area-denial threats making it more difficult

to operate in a high-density combat environment, the pilots wanted to reduce the logistics ‘tail’ that accompanies F-22s when they span oceans – supplies, spare parts, weapons, materials used to maintain the Raptor’s stealth properties. Under the no-frills rapid Raptor scheme, four F-22s move overseas accompanied by a single C-17 Globemaster III carrying a tailored maintenance package and key ground-support personnel. The arrangement cuts through planning, logistics and overhead and gives the air force an option of placing its superfighter at a location where adversaries wouldn’t traditionally expect it. Rapid Raptor was tested during an exercise in Alaska and then used in a real-world situation when F-22s deployed to Al Dhafra AB in the United Arab Emirates in early 2013.

Tell it to the Spartans The US Air Force is finding it difficult to dispose of aircraft it doesn’t want, some examples have yet to leave the assembly line. The C-27J Spartan twinturboprop, tactical airlifter has been around a long time. It received its out-of-sequence ‘J’ suffix under a longdefunct arrangement where Lockheed Martin was the prime contractor and wanted a term parallel to that of the C-130J Super Hercules. L-3 Communications is the prime contractor today, partnered with Italy’s Alenia. After wresting the programme away from the US Army in a shameless turf battle, the air force wanted to buy 78 C-27J Spartans, later reduced its requirement to 38, paid for 21, and then decided to cancel the programme. Included among the airframes already paid for, but later deemed unwanted are at least

TSgt Dana Rosso/US Air Force

Black Bomber, Rapid Raptor and A

four that have yet to be built and that are scheduled for delivery by December 2014. The Pentagon decided in November that seven of the C-27Js would be transferred to US Special Operations Command. Three of these are now at Pope Field, Fort Bragg, North Carolina and are expected to go to an Air Force Special Operations Command unit along with the four on Alenia’s production line in Turin. There is speculation that AFSOC could convert all seven into MC-27J gunships (see A Gunship from Italy, May 2013, p40-41). Other C-27Js are expected to go to the US Coast Guard and the US Forest Service, the latter for fire-fighting duties, but legal and administrative hurdles haven’t been overcome and the aircraft are going to the Aerospace Maintenance and Regeneration Center at Davis-Monthan AFB in Tucson, Arizona in the interim. The US Army’s Golden Knights parachute demonstration team needs replacements for its two C-31As – military versions of the Fokker F27 – but the

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NEWS COLUMN

d Army Anxiety

C-27J is larger than what is required and probably won’t be offered to the team.

Army Aviation Struggle The US Army is struggling with budget uncertainties in Washington – so familiar, now, to everyone trying to do military planning – and trying to pave the way for a new family of aircraft, interchangeably called Joint Multi Role (JMR) or

Future Vertical Lift (FVL). The army is looking for a faster aircraft with increased range and payload that can operate in higher altitudes and in hotter temperatures than current AH-64 Apaches, UH-60 Black Hawks and CH-47 Chinooks. Maj Gen Kevin Mangum, commander of the US Army Aviation Center of Excellence at Fort Rucker, Alabama, told reporters last April that speed is of the essence. The goal, Mangum said, is to develop

C-27J 08-27013, a former Ohio Air National Guard aircraft operated by the 179th Airlift Wing based at Mansfield Lahm municipal airport, arrived at David-Monthan on August 7, 2013. The aircraft is currently awaiting a parking allocation for Type 1000 storage, which requires the airframe to be kept in near-active condition. Other C-27Js, the first of which (serial number 09-27021) arrived on July 23, have been retired from Maryland, Michigan, and the US Army. Matthew Clements

an aircraft that can fly at 230 knots (425km/h), much faster than current helicopters which have top speeds ranging from 90 to 145 knots (166 to 268km/h). On October 2, the army issued agreements to four companies to develop technology demonstrators in what it calls the Joint MultiRole Technology Demonstrator (JMR-TD) Phase 1. The agreements give the four teams until June 30, 2014 to complete preliminary design of their rotorcraft, at which time the army will select two to be built as demonstrators to fly in 2017. AVX Aircraft and Sikorsky, which is partnered with Boeing, are both offering gyrocopter-like designs with immobile vertical rotors and separate rear-mounted propellers. AVX is working on a coaxial-rotor, ducted-fan compound helicopter. The Sikorsky-Boeing candidate will be a coaxial rigid-rotor, pusherpropeller design drawing from experience with Sikorsky’s X2 technology demonstrator, while Bell is offering its V-280 Valor tilt-rotor, and Karem Aircraft is

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proposing a different tilt-rotor design. Critics say the army’s aviation plan for the future lacks focus and that leaders need to narrow their requirements. With the exception of the UH72 Lakota, which was a commercial, off-the-shelf (COTS) procurement, the army has not had a successful programme for a new aircraft type since it established a separate aviation branch (equal to infantry and artillery) in 1981. Two programmes that were far less ambitious than JMR/ FVL – the RAH-66 Comanche attack helicopter and the ARH-70 Arapaho armed reconnaissance helicopter – reached an advanced stage of development before being scrapped under circumstances that raised serious questions about army leadership. Mangum, who wasn’t involved in those projects, told reporters the army is “anxious to get it right this time”. The V-280 Valor, which Bell calls “the future of vertical lift”, was unveiled in the form of a full-scale mock-up on October 21 and may be the best defined of the JMR/FVL candidates. Bell also calls the Valor a “third generation” tilt-rotor: unlike the V-22, whose engines tilt along with the rotors, the engines of the V-280 remain fixed horizontally, while the rotors and drive system tilt. In the company designation, the ‘V’ means ‘vertical’ while the 280 refers to a objective cruising speed of 280 knots (518km/h). Partnered with Boeing on the V-22, Bell is now competing against Boeing with the V-280 (although the Valor fuselage will be assembled by Spirit Aerosystems, which is linked to the nowdefunct Boeing presence in Wichita, Kansas). The manufacturer is promoting the V-280 vigorously.

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US Government Crisis Raising Questions About Future of Airpower The 17-day US Government shutdown in October has left unanswered questions about its impact on the future of US airpower. It came on top of budget sequestration that, under the terms of the Budget Control Act of 2011, requires half of all automatic budget cuts to come from the Department of Defense (DoD). Industry and the DoD are now concerned that sequestration is likely to continue, unaffected by the agreement restarting government operations on October 17. Cutbacks and rising costs have a potential to reduce force structure (by up to 50% by fiscal year 2021 according to some estimates) while cutting readiness and efforts to modernise (see Cuts May Force

US Air Force to Retire Whole Fleets, November, p5). Service officials have told Congress that if a continuing resolution is left in place for a year, rather than the normal sequence of a budget followed by authorisation and appropriation bills, the impact will be “devastating”. The continuing resolution approved in October to provide funding for the US Government through to January 2014 prohibits production quantities of aircraft being increased from the levels approved during fiscal year (FY) 2013. This will limit production for more than 20 major programmes, including the Boeing P-8A Poseidon maritime patrol aircraft, which had been planned to increase from 13 to 16 a year.

California ANG Bids Farewell to the Fighting Falcon

The last Lockheed Martin F-16C Block 32 Fighting Falcon assigned to the 194th Fighter Squadron (FS), 144th Fighter Wing, California Air National Guard (ANG) left Fresno-Yosemite International Airport on November 2. Painted with a stylised rendition of the unit’s emblem on its black tail, the aircraft (87-0301) was flown by the 194th FS’s commander, Col Sean Navin, for its final sortie. The unit has re-equipped with the McDonnell Douglas F-15C/D Eagle, transferring its F-16s to the 162nd Fighter Wing at Tuscon, Arizona. MSgt David Loeffler/Califonia Air National Guard

C-27Js in Demand Requests for transfer of the USAF’s Alenia C-27J Spartans to other US services are currently being evaluated by the US Department of Defense. US Special Operations Command (SOCOM) will receive seven to replace its C-41As (C212-200 Aviocars). Four are already based at Pope AAF and were due to be turned over to SOCOM during November. The other three are due to be transferred from Davis-Monthan AFB between December and February 2014. The US Coast Guard has offered to take all 21 C-27Js and convert them for maritime surveillance missions. The US Forest Service has requested seven for conversion as firefighting tankers. Unconfirmed reports suggest the aircraft are also sought by foreign military services.

Its terms would also prevent the implementation of any new multiyear production agreements, including those for variants of the Lockheed Martin C-130J Hercules and Northrop Grumman E-2D Advanced Hawkeye carrierborne early warning and control aircraft. The US Air Force may have to cancel four or five of the 19 Lockheed Martin F-35A Lightning IIs it had planned to buy in FY 2014 (while the US Navy will lose one F-35B and one F-35C). Meanwhile, Lieutenant General Michael Moeller, the chief of the Air Staff’s strategic plans and programmes, said the budget crisis could do “irreversible damage” to the Boeing KC-46A tanker programme. A report from the non-governmental Bipartisan Policy Center estimated

that, if it is left in place, sequestration may eventually require the USAF to reduce its tactical aircraft fleet structure from 1,493 to 1,157, while its senior officials have said the cuts in their service may amount to up to 550 aircraft. In addition, the navy could be reduced to seven or eight aircraft carriers. The report said “the impact of the defence sequester… will double in fiscal [year] 2014 and triple in fiscal 2015 compared to fiscal 2013”. One change approved is that in FY 2014 the US Air Force Thunderbirds and US Navy Blue Angels flight demonstration teams will resume displays, albeit with a limited schedule. Flyovers and airshow static display participation by other units, however, will still be barred. David C Isby

EMARSS Transferred to Army Aviation PEO The US Army’s Boeing MC12S Enhanced Medium Altitude Reconnaissance and Surveillance System (EMARSS) will be developed by the service’s Aviation Program Executive Office (PEO) at Redstone Arsenal, Alabama. Responsibility for EMARSS was transferred from the Intelligence, Electronic Warfare and Sensors PEO on October 1. EMARSS is a modified Beech 350 twin turboprop configured for signals intelligence and multi-spectral intelligence, surveillance and reconnaissance. The programme is currently limited to four engineering and

manufacturing development (EMD) aircraft, intended for deployment to Afghanistan. Further orders are expected, Congress having approved the fifth and sixth EMD aircraft in fiscal year 2013; the army wants to acquire 24. Of the four current aircraft, two are currently being tested by Boeing at the Aberdeen Proving Ground in Maryland (see Two EMARSS Begin Tests at Aberdeen, October, p15) and the other pair is completing conversion at Boeing’s Wichita factory in Kansas. The US Army has yet to formally take delivery of any MC-12Ss. David C Isby

‘Hurricane Hunters’ to Receive T56 Upgrade

Lockheed WP-3D Orion N42RF (c/n 5622, ex BuNo 159773) of the National Oceanic and Atmospheric Administration (NOAA), visited King County International Airport/Boeing Field, Washington, on October 19. The WP-3D weather research platforms will become the first aircraft to receive the Allison T56 Series 3.5 enhancement. Developed by Rolls-Royce, the modification has demonstrated 10% reductions in fuel consumption during tests on a Lockheed C-130 Hercules. The first WP-3D to be upgraded will re-enter service in early 2015. The administration’s two WP-3Ds (the other being N43RF, c/n 5633, ex BuNo 159875) are based at MacDill AFB, Florida. Joe G Walker

David C Isby

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North America

Lightning Launches Live AMRAAM Lockheed Martin F-35A Lightning II 07-0744/‘ED’ (b/n AF-6) of the 461st Flight Test Squadron, 412th Test Wing, completed the first live-fire launch of a guided air-to-air missile over a military test range off the Californian coast on October 30. Operating from the unit’s base at Edwards AFB, California, the jet launched an AIM-120 advanced medium-range air-to-air missile (AMRAAM). Paul Weatherman/Lockheed Martin

Upgraded B-1B Enters Service As AIR International went to press the first Rockwell B-1B Lancer bomber equipped with the Integrated Battle Station (IBS) was due to enter service. IBS, part of the wider SB-16 (sustainment block) upgrade, installs four multifunction flight displays in place of monochrome units for the pilots, NATO-standard datalinks and a central integrated test system. It has undergone 12 months of tests at Edwards AFB, California, and Dyess AFB, Texas (see IBS Upgraded Lancer, December 2012, p12). Boeing will supply IBS kits for installation at Tinker AFB, Oklahoma, and the whole fleet is

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F-35A TRAINING SQUADRON CREATED

due to be equipped by 2019. Full-size fatigue testing of the B-1B undertaken by Boeing currently supports the 19,900-hour design service life predicted for the bomber (further to B-1B Fatigue Tests Commence, October 2012, p18). The testing will run through 2015. The predicated service life will enable heavily utilised B-1Bs to fly until approximately 2040, while those with an average rate of use could be flown until 2060 or later. By comparison, the Boeing B-52H Stratofortress has a service life of 27,700 hours, which will enable the type to remain in service for another 25 years. David C Isby

operates the world’s largest fleet of tactical aircraft, including former Royal New Zealand Air Force Douglas A-4K Skyhawks and Aermacchi MB339CBs as well as single and twoseat MiG-21s and Aero L-39 Albatros acquired from other sources. They are used by test pilot schools and to provide adversary services to the DoD. David C Isby

NEWS BY NUMBERS

The US Air Force stood up its initial Lockheed Martin F-35A Lightning II formal training unit, the 61st Fighter Squadron, at Luke AFB, Arizona, on October 25. The squadron will start training F-35A instructors this year and its first class of operational pilots in 2014. Six squadrons equipped with 144 F-35As at Luke AFB will eventually fulfil most of the air force’s Lightning II training requirements. David C Isby

25

MIG-21S FOR DRAKEN INTERNATIONAL Draken International, based at Lakeland Linder Regional Airport, Florida, has acquired 25 former Polish Air Force Mikoyan-Gurevich MiG-21bis/UMs. The aircraft were transported to the US where they are being reassembled. The company

LC-130Hs Depart for Antarctic

Three Lockheed LC-130H Hercules of the 139th Airlift Squadron, 109th Airlift Wing, New York Air National Guard deployed to Antarctica in October in support of the annual Operation Deep Freeze. The first (73-3300, c/n 4508, ex BuNo 159129) left Stratton Air National Guard Base at Schenectady County Airport, New York, on October 18, with another pair following four days later. Three more will deploy before the end of the year. The transports will support the National Science Foundation’s Antarctic missions into February 2014. MSgt William Gizara/New York Air National Guard

‘Warlocks’ Still Operating MZ-3A

300,000

COMBAT HOURS FOR MC-12W The USAF’s fleet of Beechcraft MC12W Liberty intelligence, surveillance, reconnaissance (ISR) aircraft has flown 300,000 combat flight hours, it was announced on October 8. In 2012 MC-12Ws flew 20,016 sorties – 24% of all US Air Force combat sorties and 73% of ISR flights in Afghanistan. Despite the record, the MC-12W has been identified as one of the types that may be removed from the service’s inventory because of budget cuts. David C Isby

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American Blimp MZ-3A BuNo 167811 being prepared for an orientation flight from its home base on November 6. Operated by Scientific Development Squadron 1 (VXS-1) ‘Warlocks’ from NAS Patuxent River, Maryland (further to American Blimp MZ-3A with the ‘Warlocks’, August 2011, p12), it was formally accepted into US Navy service on October 26, 2011, but was due to be withdrawn and stored in February 2012. But the following month the decision was reversed, enabling it to be used in a research programme lasting three to six months – the blimp has however remained in service ever since as a testbed for sensors for intelligence, surveillance and reconnaissance systems and a science and technology platform. John F Williams/Naval Air Systems Command

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A Christening, a M and a Final Deplo by Rick Burgess A crowd of thousands of shipyard workers, sailors and their families joined dignitaries at the Huntington Ingalls Industries’ Newport News Shipbuilding (NNS) shipyard in Newport News, Virginia, on November 9, 2013, to witness the christening of the first of a new class of aircraft carrier, USS Gerald R. Ford (CVN 78). Susan Ford Bales, daughter of former US President Gerald R. Ford, smashed a bottle of champagne against the bow as she named the ship for her father, who served on the light aircraft carrier USS Monterey during World War Two.

Seventy Percent Construction of the US Navy’s next nuclear-powered aircraft carrier (CVN) is 70% complete at the NNS yard. Rear Admiral Thomas Moore, the navy’s programme executive officer for aircraft carriers, speaking to reporters during a November 5 teleconference, said the ships of the Ford class will serve for 94 years from 2016 to 2110. CVN 78, the lead ship and the first carrier built after the tenship Nimitz class, is expected to serve 50 years, 23 before a four-year refuelling and 23 years beyond. The last Nimitzclass carrier will leave the fleet in 2057. Moore said the ceremonies were delayed by four months to enable the shipyard to complete more of the ship in the convenience of the graving dock. The ship, currently at 77,000 tons, could not accept any more weight until it was launched the following week from the graving dock, in order for it to clear the dock’s lip. Moore said that at 77,000

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tons, CVN 78 is “the heaviest we’ve ever launched”. After launch, the carrier was moved to a pier to begin a 27-month outfitting period, after which it is scheduled to be commissioned during the second quarter of fiscal year 2016. The six phased-array antennas of the ship’s dualband radar have been installed on the island superstructure and the below-deck components of the new-design EMALS (electromagnetic aircraft launching system) catapults and the advanced arresting gear are already in place. Moore put the cost of CVN 78 at $12.9 billion, compared to an original estimate of $10.5 billion. He estimated the next carrier, USS John F. Kennedy (CVN 79), will cost $1.2 billion less than CVN 78 because of lessons learned in processes and of the technology already developed. Because the ship’s crew and air wing is 900 to 1,200 fewer personnel than the 5,500 of a Nimitz-class carrier, Moore expects $4 billion savings in crew costs over the life of the ship. He said the labour for CVN 78 will total 50 million man-hours, compared to the 40 million used to build the Nimitz-class ships. CVN 79 is expected to require 43 million to 44 million manhours to build.

MQ-8C Fire Scout Completes First Flight

The newest version of the navy’s Fire Scout vertical take-off unmanned aerial vehicle (VTUAV), the Northrop Grumman-built MQ-8C, completed its first flight on October 31 – 18 months after its development contract was awarded. The first of two developmental MQ-8Cs flew for seven minutes over the controlled range at Naval Base Ventura County, Point Mugu, California, followed by another shortly afterwards. The Navy-Northrop Grumman test team had intended one flight, but when landing they noticed an imbalance in one of its two weight-on-skid switches. The engines were shut down to allow technicians to adjust the switches, and a second flight was conducted for nine minutes. The MQ-8C combines the MQ-8B’s avionics and mission systems in a different, larger Bell 407 airframe, with additional fuel tanks and an uprated engine. The greater size enables the Fire Scout to fly 150 nautical miles (240km) to a radius from a ship and maintain an eight-hour orbit, said Capt Patrick Smith, the US Navy’s Fire Scout programme manager, in a November 1 teleconference with reporters. The MQ-8C has twice the endurance and three times the payload of the MQ-8B while using the same control system and datalinks. A fully fuelled MQ-8C weighs 6,000lb (2,721kg) compared to the MQ-8B at 3,200lb (1,451kg). The MQ-8C uses more than 80% of the software developed for the MQ-8B, said George Vardoulakis, vice president for medium-range tactical systems for Northrop Grumman. The MQ-8C was initiated

by an urgent needs statement from US Africa Command for a longer-endurance VTUAV. The concept already had already been developed by Northrop Grumman in its Fire-X programme, which flew in 2010 and gave the MQ-8C a head start in development. “A lot of [the MQ-8C success] has to do with Northrop Grumman’s forwardleaning investment of its own,” Smith said. The navy plans to procure two developmental MQ-8Cs and 28 production aircraft. The focus of the next series of flights is envelope expansion and validation. Payload integration is scheduled for December and January Dynamic interface testing will follow on a tilt table, a platform that simulates the roll of a shipboard helicopter pad. Deployment on a frigate is scheduled for late 2014, followed by deployment on a littoral combat ship in 2016. Production of the 30 MQ-8Bs ordered by the navy is nearing an end, with the last

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NEWS COLUMN

a Maiden Flight ployment HMLA-467 Completes Last Active-Duty Deployment of the UH-1N Huey

Service members, crew, their families and distinguished guests bow their heads as Navy Capt Jerome Hinson gives a benediction during the Gerald R. Ford’s (CVN 78) christening ceremony. Mass Communication Specialist 1st Class Patrick Grieco/US Navy

two yet to be delivered from the Northrop Grumman facility at Moss Point, Mississippi. Smith said the MQ-8B will deploy in 2014 on the Littoral Combat Ship USS Fort Worth. In early November, an MQ-8B will operate from Fort Worth with Helicopter Sea Strike

Squadron 35. The MQ-8B has made seven deployments over three years aboard frigates, as well as a deployment to Afghanistan. Its full-motion video is used to track pirates and shipping, as well as high-value targets at sea or on land.

The return of the USS Kearsarge Amphibious Ready Group (ARG) to the US east coast during the first week of November marked the final active-duty squadron deployment of the UH-1N version of the famous ‘Huey’ helicopter. Marine Light Attack Helicopter Squadron 467 (HMLA-467), based at Marine Corps Air Station Cherry Point, North Carolina, sent a detachment of UH-1N and AH-1W helicopters as part of Marine Medium Tiltrotor Squadron 266 (Reinforced) with the ARG to the areas of operations of the US Fifth and Sixth Fleets. When the detachment returned home on November 5, the event marked the end of the UH-1N in the active-duty marine corps and its replacement by the new UH-1Y Venom version. HMLA-467 has already begun transition to the UH-1Y. The only reserve HMLA squadron, HMLA-773, still flies the UH-1N. The squadron has two UH-1Ns on deployment off West Africa aboard a Royal Netherlands Navy amphibious transport dock ship. Upon return, it will mark the final deployment of the UH-1N.

VFA-122 Gives Up Legacy Hornets

A US Marine Corps UH-1N Huey assigned to Marine Light Attack Helicopter Squadron 467 (HMLA-467), lands on the flight deck of the USS Kearsarge (LHD 3) during the type’s final active-duty squadron deployment. Sgt Christopher Stone/US Marine Corps

The navy’s west coast strike fighter readiness squadron has retired its F/A-18C/D Hornet aircraft and now is solely equipped with F/A-18E and F/A-18F Super Hornets. Strike Fighter Squadron 122 (VFA-122) ‘Eagles’, based at Naval Air Station (NAS) Lemoore, California, added legacy Hornets to its fleet three

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years ago when sister squadron VFA-125 was deactivated. Hornets have been flown from Lemoore for 33 years. F/A-18 Hornet training continues with VFA-106 ‘Gladiators’ at NAS Oceana, Virginia, and Marine Fighter Attack Training Squadron 101 (VMFAT-101) ‘Sharpshooters’ at Marine Corps Air Station Miramar, California.

VP-16 Takes P-8A Poseidon on Maiden Deployment The Boeing-built P-8A Poseidon maritime patrol aircraft embarked on its first major deployment on December 1, 2013, when Patrol Squadron 16 (VP-16) ‘War Eagles’ departed Naval Air Station Jacksonville, Florida, for Naval Air Facility Kadena, Okinawa, Japan. Boeing delivered the 12th production P-8A on October 25 and expects to deliver one more before the end of 2013. Boeing is on contract to build 37 P-8As in the first four low-rate initial production lots. The navy plans to purchase 117 P-8As.

Navy Awards Contract for exForrestal Scrapping The US Navy has awarded a contract for 1 cent to All Star Metals LLC of Brownsville, Texas, for the towing, dismantling and recycling of ex-USS Forrestal (AVT 59). Forrestal, the first ‘supercarrier’, was decommissioned on September 11, 1993, after more than 38 years of service. The navy expects to award contracts for the scrapping of two additional conventional carriers, ex-USS Saratoga (CV 60) and ex-USS Constellation (CV 64).

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Vampire Specials EA-6B Prowler BuNo 163886/’AJ500’ of VAQ-134 ‘Garudas’ is the squadron’s CAGbird. Matthew Clements

Final Prowler De VX-9’s F/A-18E Super Hornet BuNo 166857/’XE111’ was unveiled in its new colour scheme at NAWS China Lake in November. Paul Ridgway

VAQ-134 deployed all five of its assigned aircraft to NAS Fallon in October. Matthew Clements

EA-6B Prowler-equipped Electronic Attack Squadron 134 (VAQ-134) ‘Garudas’ made the type’s final air wing detachment to NAS Fallon, Nevada, during October. VAQ-134 is assigned to Carrier Air Wing 8 (CVW-8) and will embark aboard

Prior to the unveiling of XE111, VX-9 already had one colour bird – F/A-18F Super Hornet BuNo 166791/’XE260’ – which features a green fin band outlined in white with the squadron’s ‘XE’ tail code inset. Paul Ridgway

Air Test and Evaluation Squadron 9 (VX-9) ‘Vampires’, based at NAWS China Lake in California, recently unveiled its latest colour bird, F/A-18E Super Hornet BuNo 166857/’XE111’. The paint scheme features a glossy black fuselage, vampire bat artwork on the outer fin surfaces, a series of blue bands outlined in red with white stars inset, five large grey stars on the top of the fuselage and the squadron’s nickname on

the side. The scheme was designed by VX-9’s AM2 Clifford Craft who submitted it in a contest run by the squadron. The bat represents the squadron’s nickname, ‘The Vampires’, and the stars represent the respective squadron numbers for VX-4 (four stars on stabilisers and fins), VX-5 (five stars on the wings and on top of fuselage) and VX-9 (nine stars on the forward fuselage and

F-5 Tiger-equipped Fighter Composite Squadron (VFC-13) ‘Saints’ based at NAS Fallon, Nevada, celebrated its 40th anniversary as a US Navy fighter squadron on September 1. The unit was commissioned as Fleet Composite Squadron 13 (VC-13) at NAS New Orleans, Belle Chasse, Louisiana, on September 1, 1973, with F-8H Crusaders. The original composition of the squadron combined the personnel, aircraft and equipment of VSF-76 and VSF-86, both of which were disestablished on August 31, 1973. The unit has always provided fleet squadrons with adversary training and has flown various models of the A-4 Skyhawk and F-5 Tiger. Today, VFC-13 operates a fleet of F-5Ns and a sole F-5F Tiger aircraft. F-5N BuNo 761544 is currently painted in the lizard colour scheme shown. The aircraft wears the legend ‘1973-2013 40 Years’ on the tail and side number 40 to celebrate the anniversary. Matthew Clements

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fuel tank). Aircraft 111 and other speciallymarked aircraft assigned to VX-9 were all painted by the squadron’s corrosion control shop. Since VX-9 was formed in June 1993 by the amalgamation of VX-4 and VX5, this latest paint scheme is the one that most closely replicates VX-4’s all-black F-14D Tomcat BuNo 164604/’XF1’, known as ‘Vandy 1’, which made its final flight in July 2004. Paul Ridgway

Fire Ta Former US Navy EC-130Q BuNo 161495 at McClellan Field in Sacramento, California, on August 28 awaiting final approval as an air tanker. After spending ten years on display in Racine, Wisconsin, it was obtained for conversion to the firefighting mission

Saints’ Anniversary Tiger

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by th and o Tanke with a delive the fi air ta

North America

Team Ocho at NAS Fallon

er Detachment

Despite the US Government shutdown it was business as usual at NAS Fallon during October as Carrier Air Wing 8 (CVW-8) ‘Team Ocho’ undertook a detachment to NAS Fallon, Nevada. The training was in preparation for an upcoming deployment aboard the

er

for on

USS George H.W. Bush (CVN 77) to the US Navy 5th and 6th Fleets’ areas of responsibility. CVN 77 is due to deploy in February 2014 and will relieve the USS Harry S. Truman (CVN 75) which is currently forward-deployed. NAS Fallon is the only facility in the US

Navy where an entire CVW can conduct comprehensive training while integrating every element of the air wing into realistic battle scenarios prior to a sea-based deployment. CVW-8 squadron CAG-birds seen at Fallon for the detachment were: Left: MH-60S BuNo 167901/’AJ610’

the USS George H.W. Bush (CVN 77) in February 2014 for the Prowler aircraft’s final cruise with the US Atlantic Fleet. Prior to joining CVW-8 the ‘Garudas’ were assigned to CVW-17 and the USS Carl Vinson (CVN 70).

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E-2C Hawkeye Group 2 BuNo 164353/’AJ600’ of Carrier Airborne Early Warning Squadron 124 (VAW-124) ‘Bear Aces’ based at NS Norfolk, Virginia. The squadron acquired its nickname as a result of its crews’ directing numerous interceptions of Soviet Tu-95 Bear bombers during a deployment to NAS Keflavik, Iceland, in 1981.On August 19 that year, two F-14A Tomcats under the control of VAW-124 intercepted and shot down two Libyan Su-22 Fitter fighter aircraft over the Mediterranean. The US Navy aircraft were all assigned to CVW-8 operating from the USS Nimitz (CVN 68) which was under way in the Gulf of Sidra. In June 1985, VAW-124 provided tracking of hijacked TWA Flight 847 as it crisscrossed the Mediterranean while deployed with CVW-8 on USS Nimitz. Jim Dunn

of Helicopter Sea Combat Squadron 9 (HSC-9) ‘Tridents’ based at NS Norfolk, Virginia. HSC-9 traces its history back to Helicopter Antisubmarine Squadron 3 (HS-3) which was established on June 18, 1952, at NAF Elizabeth City, North Carolina, equipped with the Piaseki UH-25B helicopter. Jim Dunn

Right: F/A-18E BuNo 166776/’AJ100’

of Strike Fighter Squadron 31 (VFA31) ‘Tomcatters’ based at NAS Oceana, Virginia, touches down on Fallon’s 14,005ft-long runway 31L. The stylish colour scheme includes the CVW-8 badge on the inner tail fin and ‘Felix the Cat’ artwork on the outside fin surfaces. VFA-31 is the second-oldest continuously active US Navy squadron. Matthew Clements Left: F/A-18F Super Hornet BuNo

166663/’AJ200’ of Strike Fighter Squadron 213 (VFA-213) ‘Black Lions’ based at NAS Oceana, Virginia, seen landing at NAS Fallon. VFA-213, formerly F-14 Tomcat-equipped Fighter Squadron 213, transitioned to the F/A-18F in May 2006, becoming the first fleet squadron to fly APG-79 AESA radar-equipped Super Hornets.

by the Coulson Group, which also owns and operates Martin Mars fire bombers. Tanker 131, N130FF, is now equipped with a 3,500-gallon internal retardant delivery system, and is expected to be the first in a series of new civilian C-130 air tankers. Jim Dunn

Matthew Clements

‘Bat Rack’ P-3C

Arriving at the Aerospace Maintenance and Regeneration Center at DavisMonthan AFB, Arizona, on October 1, was P-3C BuNo 158206. The aircraft was painted in this heritage scheme for the Centennial of Naval Aviation in 2011 to represent EP-3B ‘Bat Rack’ aircraft of the 1960s. The airframe was last operated by Patrol Wing 10 at NAS Whidbey Island, Washington. Matthew Clements

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AI.12.13

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Asia & Australasia

Indian Navy Hawks Enters Service

HAL Hawk Mk 132 IN032, one of 17 that will be delivered to the Indian Navy. Indian Ministry of Defence

The Indian Navy inducted the first four of its Hindustan Aeronautics Limited (HAL)-assembled Hawk Mk 132 Advanced Jet Trainers into service during a ceremony at INS Dega, near Vishakhapatnam in Andhra Pradesh, on November 6. The first five of 17 aircraft for the navy had been handed over by HAL at Bangalore on September 23 (see Indian Navy Receives its First Hawk, November, p10).

The Chief of the Naval Staff, Admiral D K Joshi, noted during the ceremony, which included a flypast of other Indian Navy aircraft, that with the forthcoming induction of the aircraft carriers INS Vikramaditya, INS Vikrant and others, “the AJT is expected to play a pivotal role in moulding the future generation of fighter pilots, who would be in the forefront of our carrier-centric operational philosophy”. Nigel Pittaway

Australian Spartan Flight Imminent The Royal Australian Air Force’s (RAAF’s) first Alenia Aermacchi C-27J Spartan is nearing completion in Turin, Italy, and was set to make its maiden flight as AIR International went to press, two months ahead of schedule. The aircraft (A34-001, c/n NC179) will then be ferried to L-3 Communications’ facility in Waco, Texas, for completion under a Foreign Military Sales arrangement with the US Government. It is due to be handed over to the RAAF in

P-1 Cleared for Flight Japan has cleared the Kawasaki P-1 maritime patrol aircraft to restart flight operations. The type was grounded following a transient flame-out of all four engines during a test flight on May 13 (see P-1 Grounded and Deliveries Halted, August, p21). The aircraft suffered what the defence ministry termed ‘unstable combustion’ in its four IHI Corporation XF7-10 engines during a descent over the Pacific Ocean

RAAF Starts Growler Training The first Royal Australian Air Force pilot destined to fly the Boeing EA-18G Growler has begun training with the US Navy’s Electronic Attack Wing, US Pacific Fleet (CVWP) and Electronic Attack Squadron One Two Nine (VAQ-129) at NAS

Whidbey Island, Washington. Flt Lt Sean Rutledge is the first of an eventual six aircrew (pilots and electronic warfare officers) to start training in the US ahead of delivery of Australia’s first Growler in 2017. “Training with CVWP is essential

to our ability to establish a credible airborne electronic attack capability,” said Wing Commander Paul Jarvis, Deputy Director EA-18G Transition Team. “We’ve started early as there is an awful lot to learn between now and

Indian Globemaster Delivered via RAF Brize Norton The fourth Boeing C-17A Globemaster III for the Indian Air Force (CB-8004, b/n F261 ex 11-0104) left Long Beach, California, on October 19 on its delivery flight to Hindon, near Delhi. It transited through RAF Brize Norton, Oxfordshire (where it is seen on October 21) using the call sign IFC3413. Boeing will deliver another Globemaster to India before the end of the year and the remaining five on order during 2014. Paul Kyte

Korean Tanker Programme South Korea’s Defense Acquisition Program Administration (DAPA) plans to launch a competition next February to acquire four airto-air refuelling aircraft. The arms procurement agency has allocated 6.9 billion won ($6.6 million) to

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conduct the competition, with a view to receiving the aircraft between 2017 and 2019. Competitors are expected to include the Airbus Military A330 MRTT and Boeing KC-46A, as well as a proposal from Israel

July 2014, although along with two others (A34-002 and A34-005) it will remain in the US for training (updating Australian C-27J Buy Approved, October, p20). The first aircraft due to arrive in Australia (A34-003 and -004) will be delivered to No.35 Squadron at RAAF Base Richmond, New South Wales, in March 2015. Final operating capability for the transport will be achieved towards the end of 2017. Nigel Pittaway

Aerospace Industries based on second-hand Boeing 767s. A DAPA spokesperson said evaluation would be conducted between March and May, with a successful bidder to be selected by the end of 2014. Nigel Pittaway

and a September 27 announcement by the ministry said the incident was caused by the inability of the engines’ fuel nozzles to deliver an adequate supply. Following modifications by the manufacturer to the five aircraft currently built, the type was expected to resume flying during November. The P-1 is scheduled to achieve an initial operational capability in fiscal year 2015. Nigel Pittaway

when we begin flying our own EA-18G in 2017.” Australia is acquiring 12 EA-18Gs which will be operated by No.6 Squadron from RAAF Base Amberley, Queensland. Nigel Pittaway

IJT Problems Remain

Hindustan Aeronautics Ltd (HAL) is continuing to experience problems with its HJT-36 Sitara Intermediate Jet Trainer (IJT), almost ten years after its first flight – which may lead to the aim of achieving initial operational clearance by the end of 2013 being postponed to 2014. HAL has brought in BAE Systems as a consultant to help address problems with the IJT’s stall and spin characteristics. Other tests, including crosswind and climactic testing, will run concurrently. The fifth limited service production (LSP-5) IJT joined the test programme in September. Indian Air Force plans were for HAL to produce 12 LSP aircraft followed by 73 production examples, which were to be delivered from 2012. The IJT was scheduled to begin replacing the HAL HJT-16 Kiran trainer from 2014, but the delay in testing will postpone this by three to four years. The Kirans have, on average, only some 20% of their service life remaining, and may have to be withdrawn before the IJT is fully ready to take over the intermediate training role. David C Isby

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3

NEWS BY NUMBERS

ISR PC-12S ARRIVE AT KABUL The first three Pilatus PC-12/47E intelligence, surveillance and reconnaissance (ISR) aircraft to be supplied to Afghanistan have arrived at Kabul. The first (YA1378ET, c/n 1378, ex N378NX) was delivered in late September; N383NX (c/n 1383) followed in October and N357NX (c/n 1387) in early November. A total of 18 will be operated by the Afghanistan Air Force’s Special Missions Wing (see Modified PC12/47Es for Afghanistan, December 2012, p15). They are equipped with a Sierra Nevada multi-spectral sensor suite and were ordered under a Foreign Military Sales deal announced on October 16, 2012. David C Isby

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SU-30MKI SQUADRONS The Indian Air Force plans to have 13 full squadrons and a further unit half equipped with Sukhoi Su30MKI Flankers by 2017, with 18 to 20 aircraft each. David C Isby

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SCRAMBLES BY JASDF FIGHTERS In the third quarter of 2013 the Japan Air Self-Defense Force scrambled fighters 80 times in response to Chinese aircraft activity in or near its airspace. Scrambles due to Russia activity increased to 105, up from 31 in the previous quarter. David C Isby

Asia & Australasia

Bersama Lima 2013

Republic of Singapore Air Force Lockheed Martin F-16D Block 52 Fighting Falcons of 140 Squadron arriving at Kuantan AB in Malaysia on November 7 for the start of Bersama Lima 2013. Malaysian Ministry of Defence

A major Five Power Defence Arrangement exercise, Bersama Lima 2013, began on November 7 involving aircraft from the Royal Malaysian Air Force (RMAF), Royal Australian Air Force (RAAF) and the Republic of Singapore Air Force (RSAF). The exercise, which was due to run for two weeks, included the first cross-deployment of Malaysian and Singapore fighter aircraft since 1998. The RSAF deployed five Lockheed Martin F-16C/D Fighting Falcons from 140 Squadron at Tengah to RMAF Kuantan, supported by a 122 Squadron Lockheed C-130H Hercules. The RMAF meanwhile sent five BAE Systems Hawk Mk

208s to Changi Air Base (East) in Singapore. Malaysian Armed Forces Chief Tan Sri Zulkifeli Mohd Zin said the cross-basing was “aimed at enhancing ties and understanding among members of the RMAF and RSAF”. The RAAF contributed No.3 Squadron McDonnell Douglas F/A-18A Hornets, a No.2 Squadron Boeing E-7A Wedgetail, No.33 Squadron Airbus KC-30A Multi-Role Tanker Transport (MRTT), No.92 Wing Lockheed AP-3C Orions and a No.32 Squadron Beechcraft King Air 350 – representing the first time the RAAF has deployed to an exercise with a full complement of

integrated air support. No.3 Squadron’s CO, Wing Commander Tim Alsop, explained: “This year we have brought an integrated fighting package, including the KC-30A MRTT to keep us in the fight longer, and the E-7A Wedgetail which will provide greatly increased battlespace awareness. This is the first time we’ve had this level of support on a Malaysian deployment.” Bersama Lima 2013 also involves personnel from the UK and New Zealand and was due to take place in various locations over the Malaysian Peninsular and South China Sea. Nigel Pittaway

Major Exercises Under Way in New Zealand Transport aircraft from five countries descended on RNZAF Base Ohakea in New Zealand in early November for two major New Zealand Defence Force exercises, Kiwi Flag and Southern Katipo. The former, held at Ohakea, is a tactical flying training

exercise for fixed-wing aircraft and the latter, centred upon Timaru on the South Island, is a field training activity. Aircraft taking part included Royal New Zealand Air Force Lockheed C-130H Hercules from No.40 Squadron based at Whenuapai;

Upgraded Indian Mirage 2000 Flown

The first Indian Air Force Dassault Mirage 2000H Vajra to be upgraded completed its first flight at Istres le Tubé on October 5. The aircraft is the first of two (2000H KF-103 and two-seat 2000TH KT-207) modernised in France by Dassault Aviation and Thales, with the balance to be completed by Hindustan Aeronautics Limited in India. The upgrade adds a glass cockpit, electronic warfare systems and a helmet-mounted display. The existing radar is replaced with the Thales RDY-2 multi-mode unit and India has also contracted MDBA

to integrate the Mica air-to-air missile with the fleet. India confirmed plans to upgrade 51 Mirage 2000s on July 16, 2011 (see 51 Indian Mirage Upgrades, August 2011, p16), comprising 39 2000Hs and 12 2000THs. The loss of two 2000THs on February 24 and March 5, 2012, reduced the operational fleet to 49 aircraft. On September 23, 2012, it was revealed that a pair of second-hand two-seaters were being sought, which will also be upgraded (see Attrition Replacement Mirage 2000s Sought by India, December 2012, p15). Nigel Pittaway

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a Royal Australian Air Force C-130J-30 from No.37 Squadron at RAAF Base Richmond, New South Wales; Republic of Singapore Air Force C-130H from 122 Squadron at Paya Lebar; US Marine Corps KC-130J and US Air Force Boeing

C-17A Globemaster III; and an Armée de l’Air Armée de l’Air (French Air Force) Airbus Military CN235M from BAN Toutouta, New Caledonia. Kiwi Flag began on November 6 and was due to run until November 29. Nigel Pittaway

RAAF F-35A Assembly Advancing

The first Lockheed Martin F-35A for the Royal Australian Air Force (A35-1, c/n AU-1) is now in final assembly and due to be rolled out on July 1 next year. AU-1 began the fuselage ‘mate’ process at Fort Worth, Texas, on October 7, marked by a ceremony attended by Head of New Air Combat Capability Air Vice-Marshal Kym Osley. The second aircraft (A35-2, AU-2) will be rolled out on August 1 and both will be delivered to Luke AFB, Arizona, in early 2015 to support pilot and maintenance training. Initial operating capability for the F-35A in Australia is set for late 2020, by which time the first of three F/A-18A/B Hornet squadrons, No.3 Squadron, will have completed conversion and been declared operational. Lockheed Martin/Beth Groom

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23

Iran’s Phantoms

NEWS REPORT

T

Babak Taghvaee reports on the Project Dowran upgrade for Iran’s F-4s

he Islamic Republic of Iran Air Force (IRIAF) is one of the last operators of the McDonnell Douglas F-4 Phantom, along with the Hellenic Air Force, Japanese Air Self Defense Force, Republic of Korea Air Force and the Turkish Air Force. Iran’s F-4Ds, F-4Es and RF-4Es, their armament systems and avionics are quite old compared to those of other air forces, which have all modernised their fleets. Following a modernisation programme called F-4E 2020, Turkey intends to keep its F-4Es flying until the end of the decade, and Iran is also improving its Phantoms with a series of weapons and avionics improvements. The IRIAF still operates approximately 70 Phantoms out of the 177 F-4Es, 32 F-4Ds and 16 RF-4Es delivered to the country between 1967 and 1979. Around 50 aircraft are reportedly airworthy at any one time, with the others usually under programme depot maintenance, periodical inspections or modernisation.

Mavericks Following a US$57 million deal between Iran and the United States in 1972, some 2,500 Hughes AGM-65A Maverick air-to-ground missiles were delivered to the IRIAF from 1973 to 1975. The IRIAF had plans to acquire AGM-53A Condor air-to-surface missiles and AGM-65B Mavericks for use by the F-4Es and its F-14As, but after the Islamic Revolution of 1979 negotiations stopped. The AGM-65A therefore became the sole air-to-ground armament for Iran’s F-4s. They were used during the Iran-Iraq War against Iraqi battle tanks and trucks, Iraq Navy Osaclass missile boats during Operation Pearl Morvarid in 1981 and to attack vital Iraqi infrastructure such as bridges, as well as the oil terminals at Al-Bakr and Al-Oumayyah. The Maverick was effective against unprotected Iraqi targets such as the tankers and gun boats. But due to the short range of the AGM-65A, the F-4s had to fly close to their targets, increasing their vulnerability to enemy fire. And the IRIAF found that the missile was ineffective for anti-shipping missions against large battleships with powerful air defences.

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Chinese Source Part-way through the Iran-Iraq War, Iran looked to China as a source of weapons. Between 1986 and 1987 the Iranian Navy received, seven HY-2 Silkworm missiles and a handful of C-801 surface-to-surface missiles for initial evaluation. Subsequently 50 HY-2s and 100 C-801s were ordered to be used for coastal defence systems in the Strait of Hormuz. Deliveries started in 1988, the same year as a further 100 HY-2s were ordered. These missiles were all delivered by 1994. Iran subsequently ordered 100 more C-801s and 340 C-802s (the successor to the C-801) for the navy, then in 1992 it purchased 25 C-801K air-to-surface variants of the C-801 for use by the IRIAF. This was followed by an order for around 100 extended range air-launched C-802As. A few of these missiles were delivered directly from China, but others were assembled by Babaee Industries in Iran between 1998 and 2010. With the co-operation of a group of technicians from the China Hai-ying Electromechanical Technology Academy, Iran began integrating C-802As onto its Phantoms under a programme called Project Qaem. An F-4E (serial 3-6634, c/n 4674) from the 61st Tactical Fighter Squadron (TFS) became the first Iranian Phantom to receive this upgrade. A control computer was designed by the Chinese to translate both input and output data for the C-801K to the Phantom’s Westinghouse AN/APQ-120 fire control radar. Two launchers were designed and manufactured and carried on the outboard pylons of an F-4E. Finally, after the delivery to the IRIAF of the first C-802As in January and February 1997, ground tests were undertaken before the clearance to carry the missile was gained in the spring of that year.

Live-fire tests began a few weeks later on June 3, 1997, when the first C-801K was launched from an F-4E against a dummy target (an empty oil tanker) in the Persian Gulf. A second test followed three days later. With the US Navy Fifth Fleet operating in the region, the tests led the US Clinton administration to begin working on sanctions against China over the supply of C-801Ks and C-802s to Iran. The IRIAF was planning to modify more F-4Es to carry C-801Ks and C-802s but China elected to decrease its cooperation due to US pressure. The IRIAF decided to continue Project Qaem without Chinese assistance. Three other F-4Es, one from the 61st TFS and two others from the 91st TFS, were modified to launch C-801Ks and C-802s. Their modifications were undertaken during their scheduled program depot maintenance at the TFB-1 Phantom Maintenance Centre. The work on the three aircraft was complete by 2005. This led to live tests of four C-802s by the two 61st TFS aircraft and took place in the Persian Gulf that year.

Domestic Upgrades While these programmes were under way, the poor quality of maintenance meant the Phantom fleet’s combat readiness fell to 30% at the end of the century. This resulted in the IRIAF undertaking its own domestic upgrades to improve the F-4Es. Most of these activities focused on adopting new armaments for missions, such as air interception, ground attack and anti-shipping. In the air-to-ground role this led to the development of free-fall bombs, such as the KITE 2000 and, later, the Qader, Qased, Sattar and Zoubin precision laser-guided munitions and their related Type 99 laser designator pod. For the air-to-air role, the Fater (a development of the AIM-9J Sidewinder with an AIM-9P seeker) was developed. In the

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NEWS REPORT

Right: F-4E Phantom 3-6541 of the 91st TFS

prior to take-off for a test flight over the Semnan missile test range on January 19, 2012 to integrate the C-802A and AN/APQ-120 radar.

All images Babak Taghvaee Below left: F-4E 3-6649 loaded with a C-801K

missile at Mehrabad on September 25, 2013. During a ceremony at the IACI facility that day, domestic production of air-launched C-801K and C-802A missiles was officially announced by the Minister of Defence. Below middle: F-4E Phantom 3-6541 prior to a test flight from Mehrabad loaded with a C-802A missile. Below right: During an IRIAF exercise at Tabirz in September 2008 F-4E 3-6634 (c/n 4674) launches an R-73E Vympel missile.

late 1990s work also began on integrating the Russian Vympel R-73E Archer infra-red guided air-to-air missile onto the Phantoms, under a programme called Project Fallah. Iran had acquired 350 R-73Es from the-then USSR in 1989. They were delivered in 1990 and 1991, and were initially used for the IRIAF’s MiG-29s. The modernisations in the late 1990s also included IRIAF technicians upgrading the Phantom’s fire control radar system. After a three-year development period, two computers and a control panel were designed and installed in a 31st TFS F-4E that had been selected as a testbed. The first tests were unsuccessful, but development work continued – with a second 31st TFS F-4E joining the programme – until 2008 when acceptable test results were finally achieved.

Project Dowran Abbas Dowran was a war hero and one of the IRIAF’s bravest F-4 pilots of the Iran-Iraq War, usually volunteering for the most dangerous missions during the conflict. On July 21, 1982, he was tasked with one of the most important missions against Iraq – an attack on the Al-Dourah oil refinery. He and his weapons system operator (WSO), Mansur Kazemian, flew F-4E 3-6537 (c/n 4165) from the 31st TFS. They departed Noujeh AB (formerly Shahrokhi AB) towards Baghdad and flew through several layers of Iraqi air defences, including SA-2 Guideline and Crotale surface-to-air missiles, to successfully attack Al-Dourah. However, the F-4E was hit by an SA-2 at 0600 local time. Dowran ejected his WSO from the stricken Phantom – Kazemian became a military prisoner – but Dowran elected to remain in the aircraft and it crashed to the ground. During the 2000s, when the IRIAF decided to launch a more comprehensive modernisation

project for its Phantoms with new avionics and armaments and incorporating the weapons upgrades already under way, it decided to the name the project after Dowran. The programme began in 2008 after the IRIAF accepted a proposal from Iranian Aircraft Industries (IACI) to upgrade the F-4Ds and F-4Es in two phases. Phase I of Project Dowran covers the installation in the front and aft cockpits of Chinese multi-function displays (MFDs), produced under licence by IACI, to show engine performance and armaments system status. The instrument panel in the aft cockpit has a second MFD giving flight management system data and a moving map integrated with GPS. Phase I also includes integration of a new indigenous UHF/VHF radio system, a Chinese-designed tactical air navigation system, chaff/flare dispensers and digitalised AN/ALR-46 radar warning receivers. Phase II includes additional weapons, among them a new Iranian-produced semiactive air-to-air radar-guided missile. The work to integrate the Vympel R-73E Archer infrared guided air-to-air missile, which initially started in the late 1990s under Project Fallah, was also incorporated into Project Dowran. IACI is also making new launchers for the C-801s and C-802s and adaptors for existing APU-73 missile launchers (designed for the R-73 missile) on the inboard pylons of the F-4Es. Furthermore, Project Dowran Phase II incorporates Chinese-developed avionics systems including: a head-up display and new fire control system, self-defence and navigation systems, all from China’s Shenyang F-8IIM Finback multi-role fighter.

Modified Aircraft IACI has now undertaken some of the Phase I modifications on a handful of F-4s. First to

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undergo the upgrade was a 31st TFS F-4E (serial 3-6556, c/n 4333), the aircraft which was already being used for Project Fallah to integrate the R-73E onto the Phantom. It arrived at the IACI’s facility at Mehrabad near Tehran on December 30, 2008. In addition to the modification under Phase I, the aircraft also received a new radio. After successful ground tests it undertook its first flight by 31st TFS test pilots in March 2011. Artwork was subsequently painted on its intakes to show its modernised status. The Phase I upgrade of the second Phantom an F-4D (serial 3-6714, c/n 3564) was completed in March 2012. The third modernised jet was 91st TFS F-4E serial 3-6634, the same aircraft that was previously modified to carry the C-802 under Project Qaem. This jet was also the first to receive the Phase II upgrade and was delivered back to its unit in March 2013. Work on four more Phantoms – an F-4D from the 101st TFS, two 91st TFS F-4Es and a 61st TFS F-4E respectively – is now under way. The target is to complete the Phase I and Phase II upgrades of the IRIAF’s entire F-4D and F-4E fleet by 2020. On September 25, 2013, a ceremony was held in the ‘Dowran’ hangar at the IACI’s facility at Mehrabad. Iran’s Minister of Defence, Brig General Hossein Dehghan, was present at the ceremony to officially announce that the C-802As and C-801Ks are now being licence-produced by Iran under the names Qader and Nasr respectively. One of the two 91st TFS F-4Es next in line for the Project Dowran upgrade – incidentally another machine that was modified to carry C-801K and C-802A during Project Qaem in the 1990s – undertook a live test of a C-802A in July 2013 as the weapons integration element of Project Dowran continues.

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25

Africa

Spartans for Chad Soon

Tanzania Government F28 in the Netherlands

The Force Aérienne Tchadienne (Chad Air Force) has ordered two C-27J Spartan transport aircraft from Alenia Aermacchi, which will deliver the first in mid-December (further to Two Spartans for Chad, November, p4). Training of flight crew and technicians is currently under way. Alenia said that the first aircraft is mostly complete, with avionics and other systems yet to be installed, while the second was due at the C-27J final assembly line at Caselle in Turin. Chad explored the purchase of C-27Js or Lockheed Martin C-130J Hercules several years ago, opting for the cheaper C-27J, as it can land at more, smaller airstrips than the larger C-130J. It is believed the new transports will replace two Antonov An-26s that entered service in 1994. They will also complement its single C-130H-30 Hercules, which it has flown since November 1989, and was overhauled by OGMA in Portugal in 2007. Guy Martin

At Fokker Services’ facility in Woensdrecht on October 24 was Fokker F28-3000 5H-CCM (c/n 11137) of the Tanzania Government Flight Agency. The aircraft arrived in the Netherlands three days earlier for scheduled maintenance. It has been operated by the Tanzania Government ever since it was delivered in November 1978. Kees van der Mark

Indian Flankers for Angola The Força Aérea Nacional de Angola (National Air Force of Angola) has bought 18 former Indian Air Force Sukhoi Su-30 Flanker combat aircraft. The sale was concluded by Russian Deputy Prime Minister Dmitry Rogozin during a visit to Angola between October 7 and 9. According to reports in the Russian newspaper Vedomosti (‘the Record’), the $1 billion deal includes spares and maintenance for Russian hardware already in service with Angola’s armed forces, including Mil Mi-17 helicopters. The ten Su-30MKs and eight Su30Ks were originally delivered to the Indian Air Force between May 1997 and December 1999, being retired

in 2006 and returned to Russia after replacement by more advanced Su30MKIs. They were sent to Belarus in 2011, where they remain stored by the Irkut Corporation at Baranovichi. They were offered to several countries before Angola, including Vietnam, Sudan and Ethiopia (see Indian ‘Flankers’ for Ethiopia?, August, p5). In June, Rosoboronexport deputy general director Alexander Mikheyev said that if a customer is willing to buy the Su-30s, the Russian arms export agency was ready to repair, upgrade and deliver them within four to six months. At that time, four ex-Indian Su-30s were being refurbished. Guy Martin

Congolese Air Force CN235 in Service

Force Aérienne Congolaise (Congolese Air Force) CASA CN235M-10 TN-228 (c/n C009, ex N833CA) at its home base at Brazzaville-Maya-Maya Airport on October 25. The transport was one of two previously operated by the Botswana Defence Force Air Wing that were replaced by new CN235M-300s. Both were initially stored at Lanseria in South Africa, with one (5V-MBM/N820CA, c/n C008, ex OG1) due to go to the Togolese Air Force (see Togolese Air Force Acquires CN235, September 2012, p23), although it never entered service with it. TN-228 was delivered to the Congo by March. Benoît Denet

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Mozambique Rebuilding its Air Force

Hawker 850XP FAM-002 was recently delivered to the Mozambique Air Force. It visited Lanseria in South Africa on October 25. Michael Flebbe

The Força Aérea de Moçambique (FAM, Mozambique Air Force) is in the process of introducing several new aircraft types into service to rebuild its combat capability. Six Mikoyan-Gurevich MiG-21bis Fishbeds and two tandem-seat MiG-21UM Mongol-Bs are being overhauled by Aerostar of Bacáu, Romania. Mozambique operated MiG-21bis until 2004, but it is unconfirmed if the overhauled examples are those previously noted derelict at Beira and Maputo or from another source. The existence of the deal was revealed after a MiG-21UM crashed at Bacáu on August 27. Aerostar has also supplied an Aero L-39ZO Albatros advanced trainer, in which Mozambique pilots were flying in Romania in early November. Two Aerostar R40S Festival light sport aircraft were delivered and

reassembled in Mozambique by October for service as primary trainers with the Escola Prática de Aviação (EPA, School of Practical Aviation) at Maputo. Pilot and ground crew training at the EPA has been assisted by Portuguese advisors. Brazil has also offered to transfer three second-hand Embraer T-27 Tucano basic trainers to Mozambique, which would bridge the gap between the Festivals and Albatros for the FAM’s prospective pilots. The FAM has also recently taken delivery of a Hawker 850XP business jet. The aircraft (FAM002, c/n 258750, ex N1776A) was cancelled from the US civil register on September 18, after it was sold by trustee Strong Tower Services. It had left Fort Lauderdale Airport, Florida, on its delivery flight ten days earlier. David C Isby and David Willis

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NEWS BY NUMBERS

LEBANESE ARMED CARAVANS DELIVERED The United States officially handed over a second Cessna AC208 ‘Armed Caravan’ to the Lebanese Air Force on November 6. ATK Systems modified a second-hand Caravan built in 2007 under the terms of a contract announced on January 13, 2012 (see One Additional Caravan for Lebanon, March 2012, p20). The work equipped it for surveillance and strike roles armed with the AGM-114 Hellfire air-to-surface missile. It arrived in Lebanon in mid-August and joins the first aircraft, delivered in April 2009, at Beirut International airport (further to CN235 Gunship and Lebanese ‘Armed Caravan’ Programmes Advance, August, p22).

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JETSTREAMS FOR BOLIVIA A pair of British Aerospace Jetstream 3101s will enter service with the Fuerza Aérea Boliviana (Bolivian Air Force). One of the aircraft (FAB-045) had been delivered by October.

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ADDITIONAL T-6C+S FOR MEXICO The Fuerza Aérea Mexicana (Mexican Air Force) has ordered a second batch of six Beechcraft T-6C+ Texan II armed trainers to replace Pilatus PC-7s. They will be delivered to a training base in northern Mexico later this year. Details of the order were announced by Beechcraft on October 24. The first batch of six, ordered in January 2012, was delivered in August and September of that year (see Mexican T-6C+ Trainers Delivered, October 2012, p23). The T-6C+ is distinguished from the basic C model by having underwing hardpoints and Esterline CMC Cockpit 4000 digital avionics. David C Isby

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ZLIN 242LS FOR MEXICAN NAVY The Fuerza Aeronaval (Mexican Naval Air Arm) has ordered ten Zlin 242Ls from Zlin Aircraft of the Czech Republic. Five will be delivered by the end of this year, with the others due to enter service next year. All will be operated by Escuela de Aviación Naval (Naval Aviation School) at BAN La Paz, Baja California Sur, as basic trainers. The deal was revealed by the manufacturer on October 31. Mexico received its first batch of ten Zlin 242Ls in 2001 and put the type into service in May of the following year; seven or eight remain operational. Zlin is also offering the aircraft to Argentina, Chile and Peru.

Rest of the World

Upgraded Saudi Sentry Emerges Royal Saudi Air Force Boeing E-3A Sentry 1803 (c/n 23417) has begun taxi tests at King County International Airport/Boeing Field, Washington, following a year of upgrades at the airfield. The Saudi fleet of five is having Radar System Improvement Program components installed. The airborne early warning and command and control aircraft is seen during one of the tests on November 6. Joe G Walker

Tanker-Transport Hercules Ordered for Saudi Arabia Lockheed Martin has received a contract to build two KC-130J Hercules for the Royal Saudi Air Force. The tanker-transports are being acquired via a Foreign Military Sales (FMS) programme worth approximately $181 million. It was announced by the US Department of Defense on October 18,

F-15I Upgrade The Israeli upgrade programme for its 25 two-seat Boeing F-15I Ra’am fighters will add a second mission computer to integrate the new systems installed. The new unit handles the additional systems in the aircraft, leaving the original in place to manage those installed when delivered. The F-15Is have been upgraded incrementally since delivery and are now capable of delivering Boeing Small Diameter Bomb and Rafael Zanit/Spice precision-guided munitions. The upgrade package is understood to be a scaled-down version of that originally proposed before Israel decided to procure two squadrons of Lockheed Martin F-35 Lightning IIs. Few details have been released on the scope of the work, although the air force says it will allow the aircraft to undertake ‘larger scale’ missions. Depot 22 at Hatzerim AB is responsible for upgrading the fighters, assigned there to 69 Squadron. David C Isby

Qatar’s Mirage Det

Four Dassault Mirage 2000-5s of the Qatar Emiri Air Force deployed to Tanagra AB in Greece for training with the 114 Combat Wing of the Hellenic Air Force (HAF). The deployment took place between September 12 and October 11. In addition to extensive training with the HAF, live firing of both radar-guided Mica and infrared Magic II air-to-air missiles was conducted at the NATO Missile Firing Installation in Crete and over another similar facility off the neighbouring island of Zakynthos. David C Isby

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but had been finalised 15 days earlier. Work is due to be completed by April 2016. The deal makes the kingdom the 16th nation to order the secondgeneration Hercules. Saudi Arabia has a declared requirement for up to 25 C-130Js, including five tanker-transport

variants. A FMS for the 25 aircraft was announced in November 2012 (see C-130Js for Saudi Arabia, December 2012, p18) and included spare powerplants, Link 16 multifunctional information distribution systems, training and logistical support, worth up to $6.7 billion.

Lavi Assembly Advances

The first Alenia Aermacchi M-346 Lavi for Israel has entered final assembly at the manufacturer’s facility at Venegono Superiore in Italy. Work to combine the three major components of the aircraft’s structure started in early November. The aircraft (build number D0001, c/n 0019) is the first of 30 due to be delivered to the Israel Air and Space Force from mid-2014 to replace Douglas TA-4 Ahits. Israel ordered the advanced trainer in February 2012 (see M-346 Master Selected by Israel, April 2012, p4). Alenia Aermacchi

Mirage F1s for Argentina Argentina’s Government has approved purchase of 16 Dassault Mirage F1M fighters from Spain (further to Spanish Mirage F1Ms for Argentina?, October, p13). The deal was announced in a message, signed by the Chief of the Cabinet, Juan Manuel Abal Medina, which

accompanied the 2014 budget submission. An initial payment for the procurement will be 715.9 million pesos, with total costs of 1.2 billion pesos ($217 million). The Mirages are estimated to have a further ten years of service life. David C Isby

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Unmanned Aerial Systems

US Moves Djibouti UAVs

MQ-8C Fire Scout Begins Flight Trials

The prototype Northrop Grumman MQ-8C Fire Scout (BuNo 168455) made its maiden flight at Naval Base Ventura County, California, on October 31. For further details see pages 18 and 19 in this issue. Northrop Grumman/Alan Radecki

The US military has recently moved its unmanned aerial vehicle (UAV) operations from Camp Lemonnier in Djibouti to a small airfield near the capital (also called Djibouti) after concerns were raised by the local authorities over crashes. In late 2010, the US dispatched eight General Atomics MQ-1B Predators to the small African nation and turned Camp Lemonnier into a full-time base for the UAVs. They have been used to strike targets in Yemen and Somalia. Five incidents involving Predators since the beginning of 2011 resulted in Djiboutian officials requesting that the American military halt UAV flights from the site. As a result, operations have moved to Chabelley airfield. Guy Martin

Marines Conduct Further Predator Electronic Attack Test The US Marine Corp’s Cyber/ Electronic Warfare Coordination Cell has conducted a test using a General Atomics Aeronautical Systems Predator B in the electronic attack role from MCAS Yuma, Arizona. The manufacturerowned airframe was equipped with a Northrop Grumman produced system that allowed it

3

MORE GLOBAL HAWKS FOR US AIR FORCE

NEWS BY NUMBERS

The US Department of Defense has contracted Northrop Grumman to supply the US Air Force with three additional RQ-4B Block 30 Global Hawks. Details of the $144 million deal were announced by the manufacturer on November 8. It covers the advanced procurement of long lead-time items for the air vehicles, including three enhanced integrated sensor suites and three Airborne Signals Intelligence Payloads (ASIP), as well as two new ASIP kits to be retrofitted on RQ-4s already in service. Work is scheduled to be completed by 2015. Mark Broadbent

4

ADDITIONAL UAVS FOR THE NETHERLANDS? As part of its Battlefield 2.0 vision, the Dutch Ministry of Defence is looking at a requirement for mediumaltitude long-endurance unmanned aerial vehicles. Four of a yet-tobe-determined type will be ordered next year. They will be used to improve intelligence, surveillance and reconnaissance coverage and free up other platforms currently used in

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to be integrated with the Marine Aviation Command and Control (C2) network, which controlled the aircraft’s electronic warfare payload. According to General Atomics, the combination was used against “simulated targets located hundreds of miles north at Naval Air Weapons Station China Lake [in California]”. those roles. The General Atomic Aeronautical Systems Predator B may be under consideration for the acquisition, while the ministry has mentioned Leeuwarden AB as the possible base for the fleet. Bob Fischer

The test was undertaken on October 22 during a Weapons and Tactics Instructor (WTI) course and the results are being analysed by the Marines to determine the effectiveness of the air vehicle and payload combination in the electronic attack role. It followed an initial demonstration of the system carried out by the US

Marine Corps, General Atomics and Northrop Grumman during a WTI course held on April 12. That trial saw the Predator used to suppress enemy air defences in support of tactical strike aircraft. The recent trial increased the complexity of the target and introduced the C2 network to direct the electronic attack. Mark Broadbent

Emergence of a New Dragon

10

ANKAS ORDERED BY TURKEY Ten Turkish Aerospace Industries Anka medium-altitude, longendurance unmanned air vehicles were ordered by the Savunma Sanayii Müstefarlıgı (Undersecretariat for the Defence Industry) on October 25. In addition to the air vehicles, the order includes ground control stations, with deliveries due to be completed by 2018. The deal is the first order for the UAV.

24

REAPERS ORDERED General Atomics Aeronautical Systems recently received a $377.4 million order to provide 24 MQ-9 Block 5 Reapers, shipping containers and initial spares and support. The deal was announced by the US Department of Defense on October 18 as an extension of fiscal year 2013 Reaper production. Work is due to be completed on July 29, 2016.

The new Chinese unmanned air vehicle – either a new programme or a radical redesign of the Xianglong. Chinese Internet

In early November clear images and a short video of a new Chinese military unmanned air vehicle began to appear on the internet. The aircraft features a ‘boxed wing’, a feature previously associated with the Xianglong (Soaring Dragon) developed by 611 Aircraft Design Institute, Guizhou and Chengdu Aircraft. Images of a large blackpainted UAV, which may have been a technology demonstrator or mockup for the Xianglong programme, first appeared in mid-2011 (see New Chinese UAVs, August 2011, p24). The relationship between the Xianglong and new UAV has not been confirmed, as the recent images show a significantly

different aircraft than that revealed in 2011. It has a smaller wingspan and a shorter, re-profiled fuselage, with a ‘chine’ around its nose extending from the leading edge of the wings. Unlike what was reported to be the Xianglong demonstrator, which had a single fin and traditional tailplanes, the latest images are of an aircraft with outwardly cantered twin tails and ventral strakes. The rear ‘boxed wings’ have a high degree of anhedral and are joined to the mainplanes at a ‘Küchemann Carrots’-like fairing, while the earlier aircraft’s wings were linked by near vertical sections at the end of the rear forward-swept wings.

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Business Aviation

Initial Wheels Up King Air 350i Delivered

Beechcraft Corporation delivered the first King Air 350i to Wheels Up during a ceremony October 21, the day before the opening of the National Business Aviation Association Convention in Las Vegas, Nevada. As reported in the September issue (see Wheels Up Places Record King Air Order, p30), the membership-based private ownership operator has ordered up to 105 King Air 350is valued at $1.4 billion, including support services. The aircraft (N800UP) is the first of 35 scheduled for delivery by mid-2015, including a further eight that will be handed over by year’s end. Mike Jerram

New Citation X is Fastest Civilian Jet: Official In October Cessna completed all high-speed certification flights on the new-model Citation X, validating its maximum operating speed of Mach 0.935 (617mph/1,147km/h), thus confirming the manufacturer’s claim that it is the world’s fastest civilian aircraft. Cessna Senior VicePresident of Engineering Michael

Thacker said that “responses from the high-speed certification testing were well within the expected performance envelope [and] while these are the results our engineers fully anticipated, this final round of testing went so smoothly that they were completed in fewer flights and hours than planned.”

Return of the Eclipse

The Eclipse 550 is an improved version of the 500, incorporating many of the features originally envisaged for the earlier type. Eclipse Aerospace

Eclipse Aerospace unveiled the first new production Eclipse 550 at the National Business Aviation Association Convention in Las Vegas, Nevada, between October 22 and 24. Claiming it to be “the only sub-$3 million dollar jet aircraft in active production worldwide,” Eclipse Chief Executive Officer Mason Holland announced that

“all development, flight test and certification plans have been completed and final acceptance from the Federal Aviation Administration is in process, and upon receipt, deliveries to customers are planned to begin within a few weeks.” The single-pilot certified Eclipse 550 includes, as standard

More than 1,300 hours have been flown in the aircraft’s test programme for FAA certification, which is expected in early 2014. The Citation X has a range of 3,242nm (6,004km), enabling it to fly non-stop between such city pairs as New York-London, Dubai-Singapore, or Panama CitySão Paulo, Brazil. Mike Jerram

equipment, a dual and redundantchannel flight management system, anti-skid brakes, and a full-situation independent standby display. Synthetic vision and enhanced vision systems to aid situational awareness for the pilot, and autothrottles – a first in the light jet market – to further reduce pilot workload, according to the manufacturer. The aircraft’s two Pratt & Whitney Canada PW610F jet engines give a maximum cruising speed of 430mph (692km/h) at altitudes of up to 41,000ft (12,497m) while burning 59 US gallons (223 litres) of fuel per hour, “making the Eclipse 550 the most fuel efficient twin-engine jet in production today,” according to the builder. Mike Jerram

Sovereign Gains Winglets

The maiden flight of a Cessna 680 Citation Sovereign fitted with Winglet Technology’s Elliptical Winglets took place on October 19 at Wichita’s Mid-Continent Airport, Kansas. Launch of the upgrade programme was announced several days later at the National Business Aviation Association Convention, Las Vegas, Nevada, as a joint venture between Winglet Technology and the Cessna

Cessna 680 Citation Sovereign (N605CS, c/n 680-0001, ex N681CS) is the testbed for Elliptical Winglets, which are due to enter service in 2015. Cessna

Service Center network. In addition to the winglets, a 350lb (159kg) maximum take-off weight increase to 30,650lb (13,903kg) will also be

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incorporated. The launch customer is Anderson Air of Vancouver, British Colombia, which has ordered sets for its three Sovereigns.

Improvement for the Lineage and Legacy

Embraer Executive Jets has unveiled the Lineage 1000E as its top-of-range executive jet. The new ‘E’ model has extended range, increased from 4,400nm (8,149km) to 4,600nm (8,519km) with eight passengers aboard (or can carry a higher payload for the same range); greater fuel efficiency; and the latest generation in-flight entertainment, enhanced cockpit options, and a distinctive exterior design. At its maximum range, Embraer says the 1000E “will operate exceptionally well at restrictive airports like Aspen, Colorado, where flights to Gander [Canada] will become viable, and at Teterboro Airport, New Jersey, from which destinations as far away as Vancouver, Canada, Quito, Ecuador, or Los Angeles, California, will be well within reach, [while] its steep approach capability enables it to operate into and out of London City Airport to reach destinations such as Kuwait.” In the cabin the aircraft has new seats, electric doors, new galley and cabinet designs, automatic tables, and Honeywell’s Ovation Select digital entertainment and cabin management system, which can be controlled from each seat, or wirelessly via an iPad. A fully integrated media centre concentrates multiple devices and video inputs such as Blu-ray players, iPod docks and HDMI or USB ports, and delivers high definition video and 5.1 surround sound on larger, slimmer displays. On the flight deck the Lineage 1000E offers optional autoland, similar to that aboard the Embraer 190 airliner, and Embraer’s Enhanced Vision System. The Brazilian manufacturer has also announced a 200nm (370km) range increase for the Legacy 450, which will now be able to fly 2,500nm (4,630km) with four passengers. The aircraft’s fuselage has been extended to provide more cabin space. Hong Kong-born actor and philanthropist Jackie Chan, star of numerous martial arts movies, has been named as launch customer for the Legacy 500 executive jet in China, with delivery scheduled for 2015. He was the first Chinese customer for the Legacy and is Embraer Executive Jets’ Brand Ambassador. Mike Jerram

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29

Commercial

Full Stop for FlyNonstop

Embraer 190-100LR PH-FNS (c/n 19000616) was the sole airliner operated by FlyNonstop. It was parked at the carrier’s base, Kjevik Airport in Kristiansand, Norway, on October 30, the day before the carrier declared itself bankrupt. Glenn Bøhn Melhus

FlyNonstop of Kristiansand, Norway, declared itself bankrupt on October 29 after several attempts to secure additional funding failed. The carrier said its total debt at the time of the bankruptcy was NOK53.7 million ($8.8 million). Its board was determined to halt operations in August, but owner Espen HenningOlsen continued with efforts to attract investors until operations ceased.

FlyNonstop was announced in October 2012 and began operations on April 25. It introduced several new routes from Kristiansand, in southern Norway, of which London City and Dubrovnik were among the more successful. The company also served Ålesund, and was due to start a link between London and Bodø. At its peak during

Air Congo MA60

Xian MA60 TN-AJF of Société Nouvelle Air Congo at Brazaville-Maya-Maya Airport in the Democratic Republic of Congo on October 25. The aircraft was handed over to the airline on June 20 (see One MA60 Delivered to the Congo, August, p28) and is understood to be its fourth MA60. The other three (TN-AHL, -AHN and -AHO, c/ns 04-05, 04-06 and 04-08) were delivered in 2006 and 2007. Benoît Denet

ASKY Q400 in Burkina Faso

Bombardier DHC-8-402Q ET-AQE (c/n 4428, ex C-GRUC) is one of approximately five of the regional turboprops operated by ASKY Airlines, based at Lomé-Tokoin Airport in Togo. The carrier began services on January 15, 2010, after being formed by Ethiopian Airlines, which holds a 40% stake. The Q400 is seen on October 14 at Ouagadougou Airport in Burkina Faso, one of 22 destinations served by the company in west and central Africa. ET-AQE was delivered to Ethiopian Airlines on December 10, 2012, and is leased to ASKY. Benoît Denet

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the summer period FlyNonstop managed to fill 69% of its seats, but the average load over its short life was approximately 45%. The airline used a single Embraer 190 leased for eight years from CIT Aerospace, which was operated by Dutch carrier Denim Air. On November 1 it was flown to Exeter International Airport, Devon, for storage. Glenn Bøhn Melhus

MC-21 Renamed The Irkut MC-21 twin-jet airliner will be known as the Yak-242 when it enters series production, Russian Deputy Prime Minister Dmitry Rogozin announced recently. He revealed a revival of the Yak-242 designation during a visit to the Irkut factory where the aircraft will be manufactured. It was initially used for a derivative of the Yak-42 tri-jet airliner, which was planned but not developed. The 150 to 210-seat MC-21 was designed to compete with the Airbus A320 and Boeing 737. It currently has 241 orders and is due to make its first flight in 2015. Mark Broadbent

Initial Air Namibia A330s Delivered Air Namibia received its first Airbus A330-200 (V5-ANO, msn 1451) during a ceremony at the company’s Toulouse facility on September 25. It is the first of two A330s being leased for 12 years from US lessor Intrepid Aviation, and will replace Air Namibia’s leased Airbus A340-300s, which have been in operation since 2006. The second aircraft (V5ANP, msn 1466) was due to be delivered as AIR International went to press. The aircraft are outfitted with a two-class cabin with 214 economy class and 30 business class seats Theopoltina M Namases, Managing Director of Air Namibia, said: “The high efficiency and low operating costs of the A330 makes it a perfect fit into our fleet. With an aircraft we know to be both reliable and comfortable it will offer the best flight experience to our passengers.” Air Namibia currently flies four Airbus A319s on regional routes, as well as two A340-300s on its flagship service from Windhoek to Frankfurt, Germany. The carrier took delivery of two new A319-100s in December last year. Fleet renewal is part of the carrier’s turnaround strategy – the new aircraft are expected to reduce fuel costs by 13%, saving up to N$8.5 million per month. The new aircraft will give the airline’s fleet an average age of six years, making it one of the youngest in the region. Its average fleet age was 18 years in December 2010. Guy Martin

Avianca ATR 72-600 Deliveries

ATR 72-600 F-WWEC (msn 1114) conducting a test flight at ToulouseBlagnac in France on October 23. The regional airliner was delivered to Avianca of Colombia as HK-4955 on November 2, the second of three on order. The third (HK-4956, msn 1116, ex F-WWEE) was handed over five days later. Olivier Gregoire

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Commercial

Chinese Budget Carriers to Bloom A new wave of low-cost carriers (LCCs) is set to emerge in China as the country reforms its air travel market to make it easier for budget carriers to start operations. The South China Morning Post reports that Hainan Airlines and Shanghaibased Juneyao Airlines will start LCC operations in Chongqing and Guangzhou respectively, although no timescales for the beginning of services for either has been announced. Civil Aviation Administration of China (CAAC) administrator, Xia Xinhua, told the Beijing Youth Daily that the country’s government will build a dedicated LCC terminal at Beijing’s new airport, scheduled to open in 2018, and encourage airports in other major Chinese cities to do the same. The government states it will also introduce market reforms to reduce operating costs for LCCs. China’s only LCC currently is Spring Airlines, which was recently granted permission by the nation’s authorities to fly the direct routes from its Shanghai base to Taipei and Kaohsiung, although in 2012 China Eastern announced that it would take a 33% stake in the proposed Jetstar Hong Kong, the latest unit of Australian carrier Qantas’ LCC. According to Chinese media reports there is untapped demand for low-cost air travel in China, where LCCs constitute less than 5% of the market. Mark Broadbent

Lion Air Group Receives 100th 737 Next-Generation

Indonesia’s Lion Air Group took delivery of its 100th 737 Next-Generation airliner from Boeing on November 4. The aircraft, 737-9GPER PK-LOF (c/n 38741), is one of 67 Dash 900ERs now operated by the company’s main Lion Air unit, the largest low-cost carrier in the country. It is pictured at King County Airport/Boeing Field two days after being handed over. Lion Air also flies 19 737-800s, with the group’s other 14 737NGs operated by Batik Air, Thai Lion Air and Malindo Air. The Lion Air Group also holds firm orders for 201 737 MAX airliners plus 150 options. Joe G Walker

Assembly of Prototype MRJ Begun The Mitsubishi Aircraft Corporation (MITAC) has started assembling the first flight-test MRJ regional airliner. The mid-fuselage section of the aircraft arrived at Mitsubishi Heavy Industries’ Nagoya Aerospace Systems Works in October from the Tobishima Plant, also located in Aichi Prefecture on the island of Honshu. The other main

sections, including the wings, will be delivered before the sections are joined and electrical wiring, hydraulic and other sub-systems are installed. MITAC recently delayed the MRJ’s first flight to the second quarter of 2015, the third major delay to the aircraft which was originally due to fly in 2012 (see MRJ Maiden Flight

Postponed, October, p29). Service entry with launch customer All Nippon Airways is now expected in the second quarter of 2017. US regional carrier SkyWest Airlines’ president, Brad Rich, has said his company may cancel its order for 100 MRJs (with a further 100 options) if delays continue. Mark Broadbent

Low-Cost Long Hauls from the Philippines Philippine budget carrier Cebu Pacific Air (CEB) has begun long-haul services, connecting its main base in Manila with Dubai in the UAE. The carrier previously confined itself to domestic and regional Asian routes using a 45-strong fleet of Airbus A320s, A319s and ATR 72s. The scheduled non-stop service to Dubai began on October 7 with a pair of new Airbus A330-300s, the first of eight on lease. With an all-economy

configuration of 436 seats, arranged nine abreast at a seat pitch of 30in (760mm), they have the highest seat count of any scheduled A330 operator. CEB wants its A330s to have the lowest cost per seat on the routes it flies, enabling it to offer fares 35% lower than other carriers’. It claims its promotional fares will be up to 80% lower. The attraction of Dubai for CEB lies with the large numbers of migrant Filipino workers who travel to the

Gulf region for contract employment. CEB initially competed on its new Dubai route with Emirates and other full-service carriers from the Gulf. On November 6, national carrier Philippine Airlines (PAL) joined the fray, launching its own low-cost Dubai service and using its low-cost offshoot, PAL Express, to operate the flights with brand new 414-seater A330-300s – which include 39 premium economy seats. Guy Neville

Air Serbia Begins Operations The first airliner for the new Serbian flag carrier, Air Serbia, arrived at Belgrade-Nikola Tesla Airport on October 19. Airbus A319-131 YU-APC (msn 2621, EI-EYA) was escorted on the final leg of its delivery flight from Düsseldorf in Germany by a pair of Serbian Air Force Mikoyan MiG-29 Fulcrums. It had been in Düsseldorf for pre-delivery work by airberlin technik. It then flew the carrier’s inaugural service, to Abu Dhabi, on October 26. Air Serbia is 49% owned by Etihad Airways of the United Arab Emirates, the Serbian Government holding the majority share (see Jat Becomes Air Serbia, September, p4). David C Isby

Air Serbia Airbus A319-131 YU-APC approaching Runway 26 at Stockholm-Arlanda on November 8 after flying from Belgrade. Stefan Sjögren

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AI.12.13

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Commercial

An-124 Revival Russia and Ukraine have agreed to restart Antonov An-124-100 Ruslan heavy-lift transport production. The Ukrainian Government approved a draft intergovernmental agreement on October 25. Production is expected to start between 2015 and 2020 and Russian sources estimate a market for 40 to 100 new production An-124s. Ukraine’s Antonov and Russia’s United Aircraft Company (UAC) are entering a joint venture to produce the aircraft, while Ukraine’s Motor Sich will build the D-18 powerplants. Work share is expected to be 74% to 26% in Russia’s favour, with final assembly at UAC’s Ulyanovsk facility. David C Isby

Airberlin ‘Returns’ Niki’s Embraer 190s

Embraer 190-100LR D-ARJF (c/n 19000420, ex OE-IXF) of Niki at Düsseldorf Airport in Germany on October 19, while it was operated by airberlin. Niki is a subsidiary of airberlin. Airberlin flew three of Niki’s ERJ-190s from March 2011, returning the airliners in September, October and November. D-ARJF served the German carrier from March 11 until November 5, when it adopted its previous Austrian registration. Marcus Steidele

Second A350XWB Joins Flight Test Programme The second Airbus A350XWB prototype completed its first flight on October 14 from ToulouseBlagnac, France. The five-hour sortie was flown by test pilots Frank Chapman and Thierry Bourges, who were joined by test flight engineer Gérard Maisonneuve and three flight test

engineers, Tuan Do, Robert Lignée and Stéphane Vaux. A350-941 (F-WZGG, msn 003) was equipped with a heavy flighttest equipment installation and will be used for high-altitude, hot and cold weather tests. Three more flight test A350s (msns 2, 4 and 5), due to join the programme over

the next 12 months, are currently at different stages of assembly on the Toulouse-Blagnac final assembly line. Final assembly recently started on msn 5, which will carry out the early long-haul flight trials and be outfitted with a passenger cabin. Airbus says it should fly in the spring of 2014.

COMMERCIAL ORDERS Airbus Customer JetBlue SAS VivaAerobus ATR Customer Garuda Boeing Customer Aerolíneas Argentinas Korean Air Lines

El Al Southwest Airlines Unidentified Unidentified Unidentified Bombardier Customer CDB Leasing COMAC Customer Industrial Bank Financial Leasing Irkut Customer Ilyushin Finance Company IrAero VEB-Leasing Viking Air Customer Air Seychelles

Aircraft A321ceo A321neo A330-300 A350-900 A320ceo A320neo

Number 23 (8 converted from existing A320ceo order) 30 (10 converted from existing A320neo order) 4 (firms up MoU) 8, plus 6 options (firms up MoU) 12, purchase agreement 40, purchase agreement

Date October 29 October 29 October 3 October 3 October 21 October 21

Aircraft ATR 72-600

Number 5, plus 10 options

Date October 1 (undisclosed order at Paris Air Show, June)

Aircraft 737-800 747-8I 777-300ER 787 737-900ER 737 MAX 8 737 MAX 737 (unspecified) 787 (unspecified)

Number 15, purchase agreement 5 (firms June 18 purchase agreement) 6 (firms June 18 purchase agreement) 1 2 (firms purchase agreement) 20 (conversion of existing 737NG orders) 42 26 2

Date October 21 October 24 October 24 October 24 October 24 November 7 October 23 November 5 November 5

Aircraft CS100 CS300

Number 5, plus 5 options (previously undisclosed July 8, 2012) 10, plus 10 options (previously undisclosed July 8, 2012)

Date October 18 October 18

Aircraft C919

Number 20

Date October 29

Aircraft MC-21-300 MC-21 MC-21

Number 22 (exercised options) 10 30

Date August 27 August 28 August 27

Aircraft Twin Otter 400

Number 3

Date October 29

Key: MoU – Memorandum of Understanding, Compiled by Mark Broadbent

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The firm aims to receive the A350-900’s type certification in the second half of 2014. By midNovember both prototypes had flown more than 100 combined test sorties and logged 500-plus flight hours. Airbus says the flight test programme will require a total of 2,500 flight hours. Mark Broadbent

Aegean Cleared to Buy Olympic The European Commission (EC) has cleared Aegean Airlines to acquire Olympic Air. After conducting what it called an “in-depth investigation”, the EC ruled that Olympic Air’s financial difficulties would force its closure “in the near future” if it was not purchased by Aegean. The EC said that if Olympic went out of business, Aegean would be Greece’s, “only significant domestic service provider…thus the merger causes no harm to competition that would not have occurred anyway”. Aegean has long had an ambition to take over Olympic; the recent go-ahead for the purchase came two years after the EC blocked its previous attempt to acquire the flag carrier. The EC had originally highlighted that the airlines competed on 17 routes and it judged that a purchase would have a negative impact on competition. The airlines now compete directly only on two routes, removing the original objection. Greece’s economic crisis and the resulting decline in demand for flights have impacted both Olympic and Aegean. Olympic has not made a profit since being privatised in 2009 and its losses have increased. Aegean has also suffered losses, although in the first half of 2013 it posted revenues of €278.6 million and says it is on course to reduce its debt this year. Mark Broadbent

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Commercial

CS100 Tests

The Bombardier CSeries CS100 has moved into the product certification testing phase it was announced on October 30. Flight Test Vehicle 1 (FTV-1, C-FBCS, c/n 50001) completed its fourth flight the previous day. Bombardier said it would soon begin supplying customers with test data about the aircraft’s in-flight performance and that the second flight test aircraft (FTV-2, C-GWYD, c/n 50002) would fly “within weeks”. The company’s target is to certify and deliver the first CS100 one year after the first flight, at the conclusion of a 2,400 hour flight test campaign. Bombardier President and CEO Pierre Beaudoin insists the CSeries is on schedule and a 27-day gap between FTV1’s third and fourth test flights was planned. Mark Broadbent

Golden Myanmar A320 Deliveries

Recently delivered Airbus A320-232 XY-AGT (msn 2128, ex P4-PAS) is the second of its type for Golden Myanmar Airlines. It arrived for maintenance at London Southend Airport, Essex, on September 23 from Bournemouth Airport, Dorset, where it was painted in Golden Myanmar’s livery, and is seen departing on October 14 on delivery via Dubai. It was previously operated by Air Astana. The carrier’s first A320 (XY-AGS, msn 1407, ex EI-EUE) was delivered on December 19, 2012. Keith Burton

Aurora Launched by Aeroflot Aeroflot has launched a new subsidiary called Aurora Airlines. The airline aims to improve travel connectivity to the most easterly parts of the country and, according to Aeroflot, “contribute to Russia’s Far East social and economic development”. Aurora began operations with a Boeing 737 and on November 6 received the first of three new Airbus A319s it was due to receive by the end of the year. During 2014 the airline will add a further four A319s to the fleet and by 2018 it plans to have 40 aircraft connecting 128 destinations

around Russia and serving 2.4 million passengers per year. In addition to narrowbodies, Aurora will also operate 50 to 78-seat turboprops and smaller 20-seaters of undisclosed types, with the latter being used for services to more remote communities. Aurora was created by merging the operations of two existing carriers – SAT Airlines and Vladivostok Avia – within the Aeroflot Group. The new carrier is 51% owned by Aeroflot, with the remaining 49% possessed by federal district governments in the Far East. Mark Broadbent

Flybe Restructures UK regional carrier Flybe is to cut 500 more jobs as it continues a re-structuring programme. Announcing its first-half results, the airline said the cuts are part of a plan of ‘immediate actions’ designed to make further cost savings. It did not disclose where the job losses would fall, but they are additional to the 600 posts slashed at the airline since last year. Further ‘immediate actions’ include rationalising the route network and cutting surplus capacity. Earlier this year Flybe announced it was closing its Gatwick hub to save £7 million

Tenax Takes 50th Bombardier 415 Built at North Bay

On November 3 Bombardier delivered the first Model 415 Superscooper to be acquired by an American operator. The water bomber (C-GUZF, c/n 2089) was handed over at the Canadian manufacturer’s North Bay facility in Ontario, Canada, to Tenax Aerospace of Ridgeland, Mississippi, and will be operated by Aero-Flite of Kingman, Arizona, under contract to the US Forest Service from December. The B415 is the 50th built at North Bay, where production moved after 39 had been built at the Dorval plant at Montréal-Pierre Elliott Trudeau International Airport, Quebec. Aero-Flite currently operates three earlier Canadair CL-215s for the US Department of the Interior’s Bureau of Land Management in Alaska as well as two owned by the Minnesota Department of Natural Resources. Andrew H Cline

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this year and £26 million per year from 2014. Plans to cut £40 million in the current financial year and £45 million in 2014-15 were on track, the carrier stated. For the first time in many years, Flybe will not receive any new aircraft in 2014. It has deferred delivery of 14 new Embraer 175s from 2014-17 to 2017-19. Flybe posted a rise in firsthalf fiscal year 2013-14 revenues to £351.1 million, up from £340.8 million in the same timeframe last year, and £13.8 million in profits for the period compared with a £1.6m loss the previous year. Mark Broadbent

SAS Retires its Last MD-80

Scandinavian Airlines (SAS) has retired its last three McDonnell Douglas MD-80s. The last service on October 26 was a special twohour charter flight undertaken in MD-82 LN-RMM Nora Viking from Stockholm, which performed flypasts over Aalborg and Billund airports and the Storebælt and Øresund bridges, before landing at Copenhagen. Once the most numerous operator of the MD-80 family in Europe – SAS flew 66 of the type at its height – it had entered service with the airline in 1985. Rising fuel prices, fleet operating costs, and the introduction of new Airbus A320 family aircraft and the airline’s more recent cost-cutting plan, led SAS to progressively phase out the MD-80. Four were sold to an undisclosed buyer last year (see Four SAS MD-82/87s Sold, November 2012, p27) and the remaining 19 were gradually withdrawn during the course of this year. Mark Broadbent

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Bell Wheels Out New Model 429

Bell 429WLG prototype C-FCTA was unveiled at Las Vegas, Nevada, on October 22. Bell Helicopters

At October’s National Business Aviation Association (NBAA) Convention in Las Vegas, Nevada, Bell Helicopter introduced the new Model 429WLG. The suffix indicates it has a wheeled landing gear in place of the skids used on earlier versions. “Offering a wheeled landing gear option builds on our ongoing efforts to innovate our current products as we introduce new ones,” said Danny Maldonado, Bell Helicopter’s Executive VicePresident of Sales and Marketing.

“We have listened to several customers who have needed the manoeuvrability of this option for their missions. The Bell 429WLG can land in a larger number of environments and conditions, providing operators of all mission profiles with additional flexibility. Its taxiing capability is ideal for both repositioning in limited spaces and situations that require ground taxi, such as positioning closer to fixed-base operators [so that] both flight crews and passengers can

Peruvian Police Accepts EC145

The four Eurocopter EC145s for the Peruvian National Police Force’s Aviation Unit at Donauwórth prior to delivery, headed by PNP-128 (c/n 9621). Eurocopter/Charles Abarr

The Peruvian Interior Ministry has accepted the first of four Eurocopter EC145s to modernise the fleet of its National Police Force’s Aviation Unit. A handover ceremony took place in Lima, Peru, on November 4. The new aircraft will be used for public security and

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disaster relief missions. The $36.7 million deal for the helicopters was announced in January 2013. The remaining three will be handed over before the end of 2013. More than 500 EC145s have been delivered, and the type serves with 26 police forces worldwide. Mike Jerram

save time and effort getting where they need to go.” In addition, the elimination of the skids has reduced drag and increases the helicopter’s cruising speed to 152kts (281km/h). Bell modified the first production standard Bell 429 (C-FCTA, c/n 57001) as the prototype 429WLG. Rio Iruya of Buenos Aires, Argentina, was announced as the first customer for the 429WLG at the NBAA Convention. The company will use it for corporate and VIP transport. Mike Jerram

Dauphins for Lithuania

The Lithuanian Air Force has ordered three Eurocopter AS365N3 Dauphins for a countrywide, roundthe-clock search-and-rescue (SAR) service. The deal was announced on October 25 and is worth 180 million litas ($72 million), including pilot and technician training and three years of maintenance support. In addition to SAR duties, the Dauphins will be used to monitor environmental conditions, the state of crops, and plant diseases in the country, as well as marine pollution. All three will be delivered in 2015, replacing Mil Mi-8 Hips with the air force, and joining EC120s, EC135s and EC145s currently used by the Lithuanian Border Guard for security and law enforcement. Dauphins have been delivered to 300 customers in 69 countries, and 200 of them serve in the SAR role. Worldwide, the Dauphin fleet has accumulated more than five million flight hours. Mike Jerram and David C Isby

Production AW189 Flies as Sales Accrue

AgustaWestland recently completed the maiden flight of the first production AW189 from its Vergiate facility in Italy. The helicopter (I-RAID, c/n 49007) made its first flight on October 10 and will be delivered before the end of the year, after the award of its type certificate by the European Aviation Safety Agency. It will be handed over to Bristow Helicopters to support that company’s contracts flying workers to offshore energy production platforms. Two other AW189s are currently being assembled at Vergiate. A second production line will be created at Yeovil, Somerset, initially to build the 11 AW189s also due to be delivered to Bristow Helicopters for use in the UK’s new search and rescue (SAR) service (see 11 AW189s Ordered by Bristow, September, p41). The British line will be responsible for building AW189s for SAR, of which a market of 200 is envisaged by the manufacturer throughout the production life of the helicopter. The company has also been in talks with Embraer about a Brazilian assembly facility, possibly at the AgustaWestland Do Brasil plant in São Paulo. More than 80 AW189s had been sold by the start of November. Recent orders have came from the Avincis Group (two, to be operated by Bond Offshore Helicopters) on September 25, while on the same day the lessor Milestone Aviation Group announced a multi-aircraft, multi-year framework agreement for an undisclosed number of AW139, AW169 and AW189s, which the manufacturer states is its largest civilian helicopter ever. Also in September, Sino-US Intercontinental Helicopter Investment, the Chinese distributor for the AgustaWestland range, ordered 20 helicopters, comprising an undisclosed quantity of AW109 GrandNew, AW119Kx, AW139 and AW169s, as well as AW189s.

Please send all news correspondence [email protected]

Rotary Wing

Indian AW101 Dispute Continues

The Indian Defence Ministry has issued AgustaWestland with a final ‘show cause’ notice for cancelling its contract to acquire 12 AW101 helicopters in VVIP configuration. Issued on October 21, the step is the latest in a series of escalating moves and counter moves between the Indian Government and the manufacturer, following allegations of bribery in the selection process (further to India Suspends AW101 Purchase Over Bribery Allegations, March, p4). Three AW101 have been delivered so far (see Three AW101s Delivered to India, February, p30), but the Rs4,670 crore (€556 million) contract remains frozen. AgustaWestland had earlier asked for arbitration under the Indian Arbitration and Conciliation Act and had 21 days from the date of the show cause notice to respond. This was extended by 15 days, until November 26 (after AIR International went to press). Nigel Pittaway

2

US ARMY AH-64E BATTALIONS The US Army is currently equipping its second Boeing AH-64E Apache Guardian attack helicopter battalion, the 1-25th Aviation Battalion at Fort Carson, Colorado. By October, 43 AH-64Es had been delivered to the US Army, all part of a low-rate initial production order for 51. Total AH-64E production in 2013 will comprise 52 helicopters – 30 for the US Army and 22 for international customers (primarily, if not solely, Taiwan). The first AH-64E battalion, the 1-229th Aviation, based at Fort Lewis, Washington, has received its full allocation and was expected to achieve initial operational capability in November. David C Isby

2

MORE SEAHAWKS FOR BRAZIL Sikorsky has received a Foreign Military Sales (FMS) order worth $86.8 million to produce an additional pair of Sikorsky S-70B Lot II Seahawks for the Marinha do Brasil (Brazilian Navy). The sale was announced by the US Department of Defense in October 30 and work is expected to be completed by June 2017. Earlier FMS deals for Brazil covered the production of four helicopters in December 2009 (see Four S-70Bs For Brazilian Navy, February 2010, p18), followed by another pair in June 2011 (see Two More S-70Bs For Brazil, August 2011, p34). The S-70B is designated MH-16 by the Brazilian Navy.

MRH-90 at Riverfire 2013

NHIndustries MRH-90 A40-010 (c/n 1191) was one of the Australian Army Air Corps helicopters participating in Riverfire 2013 in Brisbane, Queensland – the closing ceremony of the city’s annual festival, so called because of the large fireworks display held over the river. The Australian Defence Force performs air displays at the event, and this year’s – on September 28 – was the first time the MRH-90 participated, the helicopter having been commissioned into service in July. Roy RX

6

OSPREYS FOR ISRAEL

NEWS BY NUMBERS

Israel has been confirmed as the first export customer for the BellBoeing V-22 Osprey tiltrotor. US Defense Secretary Charles ‘Chuck’ Hagel announced during the annual Anti-Defamation League meeting in New York on October 31 that six will be sold to Israel. The aircraft will come from the next production batch and be delivered within two years. They will be modified to meet Israeli requirements, although the exact nature of the changes has not been revealed.

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MI-17V-5S DELIVERED TO AFGHANISTAN During October Rosoboronexport, the Russian arms export agency, delivered the last of a batch of 12 Mil Mi-17V-5 Hip-Hs ordered by the US Government for supply to Afghanistan. The helicopters were ordered in May by converting options placed in May 26, 2011 (see 12 More Mi-17Vs for Afghanistan, July, p32). The original May 2011 deal covered delivery of 21 helicopters that were handed over by mid-2012. The options were converted to firm orders in February 2012 involving two aircraft and the final ten in June 2012 (see 10 Additional Mi-17s for Afghan Air Force, September 2012, p42). All 12 were delivered in September and

Please send all news correspondence [email protected]

October. In July a further US Government contract for 30 Mi-17V-5s was announced (see 30 Mi-17s for Afghanistan, August, p36), raising the total that will be delivered to the Afghan military by the US Government to 63. The latest batch will be handed over in 2014. Afghanistan also received ten Mi-17V5s in 2010, taking the total currently on order or delivered to 73.

14

CHINESE SALES OF BELL HELICOPTERS Bell announced the sale of 14 helicopters at the 15th annual Aviation Expo China, held in Beijing between September 25 and 28. During the show, the company signed a contract with Reignwood Investments for the supply of 12 helicopters – ten 407s and two 429s – and sold two 407GXs to General Dynamics Aero Industry. Chris Jaran, Bell’s Managing Director China, said: “Our customers continue to diversify their operations and require aircraft that can meet multiple mission criteria. We customised General Dynamics’ Bell 407GXs with a multi-mission configuration so they can take full advantage of the aircraft’s capabilities.” Earlier, Bell announced the sale of one Bell 407GX each to the companies Nanying and Dayou and two 206L-4s to Jiangxi-Tianren. It also signed a memorandum of understanding with Reignwood Investments to explore business

opportunities in the growing Chinese market. Nigel Pittaway

60,000 HOURS PASSED BY AGUSTAWESTLAND MEDEVAC FLEET

American medevac operator TriState CareFlight’s fleet of helicopters has reached 60,000 flight hours in 11 years of operations. The 40-strong fleet includes 22 AgustaWestland AW119s and ten AW109 Powers, all configured with emergency medical services interiors. The company provides critical care transport services in the western United States from 35 bases in Arizona, Colorado, Idaho, Nevada, New Mexico, Oregon and Washington. Mike Jerram

100,000 DHRUV FLIGHT HOURS

India’s indigenous Hindustan Aeronautical Ltd Dhruv Advanced Light Helicopter reached 100,000 flying hours on October 9 during an early morning sortie flown by Lt Col Kapil Agarwal of the 301 Army Aviation (Special Operations) squadron. The helicopter that achieved the milestone (IA-3104) was operated by the Army Aviation Corps; others serve with other branches of the Indian military as well as those of Ecuador, Mauritius, Nepal and the Maldives. In addition to the 132 military Dhruvs in service, 12 are flown by civil operators. Nigel Pittaway and David C Isby

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Congolese Hind and Hips

Two Mil Mi-17V-5 Hip-Hs, a Mi-17 Hip-H and a single Mi-24 Hind of the Force Aérienne Congolaise (Congolese Air Force) at Brazzaville-Maya-Maya Airport on October 25. The Mi-17V-5s (on the right) are equipped with a rear loading ramp and have a rescue hoist mounted above the front door. The Mi-17 (possibly serial TN-368) wears a green and brown scheme, different from that on the example noted at Pointe Noire on June 25 (see Congolese Hip-H, August, p13), confirming that a minimum of two are in Congolese service. At least one Mi-24P Hind-F was delivered to the Congo from the Ukraine in 2005. However, the aircraft illustrated appears to be a Mi-24V Hind-E variant, with a nose-turret mounted machine-gun rather than the fixed cannons of the Hind-F, indicating further deliveries have occurred. It is armed with a rocket pod under the stub wing. Benoît Denet

RNLAF Apaches to Mali Four Koninklijke Luchtmacht (Royal Netherlands Air Force) Boeing AH-64D Apache Longbows from 301 Squadron will deploy to Mali to support the United Nations Multidimensional Integrated Stabilisation Mission in Mali (MINUSMA). The helicopters will be operated and supported by 120 personnel from Gilze-Rijen AB. The detachment is part of a

deployment of 380 personnel the Dutch Government announced on November 1 it would send to the African nation, after a request by the UN. In addition, a number of Dutch unmanned air vehicles will be used there. The contingent will arrive before the end of this year. The deployment will last at least until the end of 2015. Bob Fischer

Last British Flying Unit Leaves Germany

Rejuvenated Halo Delivered to Kazakhstan A Lynx AH7 departing Princess Royal Barracks, Gütersloh, one of the last three British military aircraft based in Germany. Army Air Corps

A Mil Mi-26T Halo heavy-lift helicopter was recently delivered by Russian Helicopters to the Kazakhstan Ministry of Emergency Situations. The aircraft (UP-MI601, c/n 34001212137, ex CCCP-06007) was ferried on delivery from Novosibirsk, the administrative centre of Novosibirsk Oblast in Russia, to Boraldai at Almaty in Kazakhstan on October 13. It was upgraded and overhauled by the Novosibirsk Aircraft Repair Plant after being stored at Konotop in the Ukraine with 535 Aviation Repair Plant for more than 20 years. In May 2012 it was transported to Novosibirsk from Konotop – more than 2,000km (1,243 miles) – carried externally by a UTair Mi-26T. A second modernised Halo is due to be delivered to the ministry. Russian Helicopters

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The last British military aircraft based in Germany left for the United Kingdom on October 11 when Westland Lynx AH7 XZ609 of 1 Regiment, Army Air Corps, took off from the Princess Royal Barracks, Gütersloh. The departure marked the end of a continuous presence in the country by British aircraft that began just before the end of World War II. The helicopter attempted to leave Gütersloh with two others a week earlier but was forced to return to base after suffering a technical problem. The final flight concluded 1 Regiment’s 20-year association with Gütersloh. The unit was formed in Lower Saxony in 1975 and its Lynx and Gazelle helicopters have deployed 17 times on operations, the most recent being Operation Protego

(London Olympic Games) and Operation Herrick 18 (Afghanistan). During its time in Helmand province, the regiment’s No.661 Squadron flew more than 1,000 hours and participated in more than 40 deliberate operations supporting UK forces and those from the US, Estonia and Georgia. Support involved providing protection to ground troops or convoys, identifying possible improvised explosive devices, firing points and countering insurgent movement and moving men and equipment around Helmand and beyond. During 2014 the regiment will rebase itself in the UK and convert to the AgustaWestland AW159 Wildcat AH1, forming part of the army’s new Aviation Reconnaissance Force. Ian Harding/ David Allen, Information Officer AAC

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Rotary Wing

AW101 Norway’s New Rescue Helicopter On November 8 the Norwegian Government announced negotiations will take place with AgustaWestland to provide it with new search and rescue helicopters. The AgustaWestland AW101 was selected in preference to the Eurocopter EC725, which was the other candidate shortlisted for the requirement (see AW101 or EC225 for Norway, August, p10). Other types evaluated were the NH Industries NH90 and the Sikorsky S-92, but both were eliminated earlier this year to leave AgustaWestland and Eurocopter in contention. A contract is expected to be signed by the end of the year for 16 AW101s, with options for a further six. The order will be worth approximately 17 billion krone ($2.74 billion) and the first AW101 is due to be delivered by 2017, with the replacement of the current Westland Sea King Mk 43B fleet by 2020. Like the Sea Kings, the helicopters will be owned by the Ministry of Justice and Public Safety, and operated by 330 Squadron of the Luftforsvaret (Royal Norwegian Air Force). Currently the unit operates 12 Sea Kings at Rygge, Sola, Florø, Ørlandet, Bodø and Banak. They have been in service since 1972. Glenn Bøhn Melhus

Philippine Air Force Orders AW109 Powers AgustaWestland has signed a contract with the Filippino Government for delivery of eight AW109 Power helicopters for the Philippine Air Force. The company announced the deal on November 6 and deliveries will begin in 2014. The helicopters, to be used for homeland security, armed reconnaissance and close support operations, will be equipped with a dedicated mission and equipment package, including a range of weapon systems. Filippino media quotes government sources that the value of the order is approximately P430.15 million (€7.5 million) per unit, which the manufacturer says includes initial logistics support and training for air and ground crews. The air force’s order is in addition to three AW109s ordered for the Philippine Navy on March 27 (see ASW for Filippino AW109s, April, p23). Nigel Pittaway

Algerian VVIP AW101

Conducting a test flight from AgustaWestland’s facility in Yeovil, Somerset, in early November was AW101 Mk 641 ZR350 (c/n 50249) destined for the People’s Democratic Republic of Algeria. Algerian titles are worn on the port side with English titles currently on the starboard. The aircraft is understood to be one of two on order configured for VVIP transport. It is due to become 7T-WVC upon delivery. Ian Harding

Taiwan Receives First Batch of Sky Eagles The first six Boeing AH-64E Sky Eagles (Apache Guardian) helicopters for the Republic of China Army arrived as sea cargo at the southern port of Kaohsiung on November 4. The helicopters were reassembled at Kaohsiung and flown to the army base at Tainan, where two made their local debut in front of VIP guests and local media on November 7. The nation was the first export

customer for the AH-64D Block III (later redesignated by the US Department of Defense as the AH64E Apache Guardian) with the local name Sky Eagle. The deal for 31 helicopters was finalised in 2008 and confirmed by Boeing in June 2011 (see Taiwanese AH64D Apache Longbows Ordered, July 2011, p19). Taiwanese crews began training on the type in the United States in November 2012

Mi-171E Delivered to Kazakhstan

Russian Helicopters’ Ulan Ude facility has delivered a new production Mil Mi-171E helicopter to Kazakhstan’s interior ministry. Aircrew and technicians for Kazakhstan are being trained at Ulan Ude. The Mi-171E variant is equipped for cold weather operations. Russian Helicopters

Malaysia Still Seeking ASW Helicopters The Chief of Malaysia’s Navy, Admiral Tan Sri Aziz Jaafar, has said that ‘at least’ six anti-submarine warfare helicopters are needed to ensure the force remains able to perform its role. Speaking at the Royal Malaysian Navy Air Unit’s silver jubilee celebrations at Lumut, Perak, on November 7, Admiral Aziz said the new squadron would be based at the Kota Kinabalu navy

Please send all news correspondence [email protected]

base in Teluk Sepanggar, Sabah. The Royal Malaysian Navy currently operates six AgustaWestland Super Lynx 300s and six Eurocopter AS555SN Fennecs from its base at Lumut, Perak on the Malaysian Peninsula’s east coast. Sikorsky has proposed the MH-60R Seahawk for Malaysia, while Eurocopter is understood to be offering a navalised version of the EC725. Nigel Pittaway

(see Taiwan Commences AH-64E Sky Eagle Training, January, p25). A further six will arrive in Taiwan in December. Deliveries will be completed with five additional batches by the end of 2014. The attack helicopter is expected to achieve its initial operational capability by next April, at the earliest, and the fleet will be based in northern Taiwan. Nigel Pittaway

and David C Isby

SAAF Rooivalks Heading for the Congo The South African Air Force is to send three of its 11 Denel AH-2A Rooivalk Mk 1F combat helicopters to the Democratic Republic of Congo as part of United Nations peacekeeping efforts. They will arrive before the end of the year to support the United Nations Organization Stabilization Mission in the Democratic Republic of the Congo (MONUSCO) and its Force Intervention Brigade (FIB) in executing its offensive mandate against M23 and other rebel forces. “The [three] aircraft will be deployed before year-end and will have full SA Air Force ground support and technical staff,” said Navy Captain Zamo Sithole, South African National Defence Force Joint Operations media liaison officer. At least one of 16 Squadron’s Rooivalks was seen painted white ahead of the UN mission – its first-ever combat deployment. South Africa has around 1,000 troops deployed in the DRC as part of MONUSCO and the FIB. Guy Martin

AI.12.13

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MILITARY JF-17 THUNDER

Pride of Pakistan The JF-17 Thunder is maturing in Pakistan Air Force service, as Tomislav Mesaric reports

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and technicians. When the JF-17 debuted at Farnborough International in 2010, the PAF had only one JF-17 unit – 26 Squadron ‘Black Spiders’, at PAF Base Peshawar – equipped with 20 aircraft. The training syllabus for the type had only recently been approved and the only weapons it could carry were generalpurpose bombs and the short-range PL-5EII missile. But the situation has changed. Today the JF-17 can carry the SD-10 radar-guided beyond-visual-range (BVR) missile for the airto-air role and a number of precision-guided weapons for air-to-ground missions. And the PAF now has a fully-operational frontline JF-17 unit at Peshawar: 16 Squadron ‘Black Panthers’ (26 Squadron is responsible for conversion training for pilots). “We’re about to [form] the third squadron but we still haven’t decided which one

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All images Mr Alan

ecent appearances at large trade air shows like Farnborough and Dubai have brought the Chengdu Aircraft Industry Corporation (CAC)/Pakistan Aeronautical Complex (PAC) JF-17 Thunder to the world stage. The joint Chinese-Pakistani aircraft’s displays, and exhibitions of its sensors and weapons, showed it to be comparable to other thirdgeneration combat fighters like the F-16 Fighting Falcon and MiG-29 Fulcrum. But what level of operational maturity has the jet reached in service with the Pakistan Air Force? After all, it has now been in frontline PAF service since April 2010. AIR International talked to the only people who can really answer that – the aircraft’s pilots

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MILITARY JF-17 THUNDER 1 A four-ship of JF-17s, each carrying a 1,000lb general purpose bomb. 2 The PAF displayed the JF-17 Thunder at the airshow at Izmir, Turkey in June 2011. 3 In 2010, the PAF painted JF-17 Thunder 09-111 in Pakistan’s national colours.

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that will be,” said Air Commodore Khalid Mehmood, the PAF’s JF-17 programme deputy chief project director. “We have around 40 JF-17s flying at the moment with a last few from Block 1 in the final stages of the assembly.”

National Pride The JF-17 is a matter of national pride in Pakistan. When its development started in the late 1990s the nation was subject to international trading sanctions over its nuclear weapons programme. Its economy was in dire straits and its air force had little modern equipment. At the same time, neighbouring India started recording unprecedented levels of economic growth and began one of the most comprehensive air force modernisation programmes in its history. Abandoned by the West, Pakistan turned to China. At the time, its Chengdu Aircraft Industry Corporation didn’t have a modern indigenous fighter design, but something that could be useful to the PAF: the FC-1 Xiaolong, a light fighter concept similar to the Northrop F-5 Tiger. The Chinese People’s Liberation Army Air Force (PLAAF), focused on the development of the more advanced J-10, had shown little interest in the FC-1 – so CAC was looking for a buyer. For Pakistan the opportunity to have a new modern fighter was not to be missed, CAC and the Pakistan Aeronautical Complex (PAC) striking a deal to develop the aircraft jointly. The terms were good for Pakistan – for $500 million it not only got a 50% share in the production of components and the complete final assembly line but also the chance to fully adapt the aircraft to the PAF’s

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requirements for a new combat aircraft. “Our pilots and engineers were responsible for 90% of the JF-17’s system architecture and cockpit design,” said Air Commodore Mehmood. “Their knowledge and experience was used in the design of the hands-on-throttle-and-stick [HOTAS] functionalities, switching layout and displays layout. They decided where particular information would be presented on the displays and how the display setup would change according to the mission scenario.”

Man-Machine Interface The JF-17’s cockpit resembles that of the Swedish Saab JAS39 Gripen: in the late 1990s the PAF seriously considered buying the Gripen and a team of pilots and engineers were sent to Sweden to thoroughly test it. “The Gripen was a great inspiration when we started with the development of the JF-17,” said Gp Capt Chaudhry Ahsan Rafiq of the JF-17 programme office. The JF-17’s three colour 200 x 150mm (8 x 6 in) multifunction displays dominate its cockpit, and the relatively small number of switches signifies an advanced level of automation in the man-machine interface. The symbology on the displays is similar to that used in the F-16, which the PAF also operates. “Why change something if it works?” said one of the PAF JF-17 pilots, who added that keeping the same symbology across the PAF’s fighter fleet significantly eases, and lowers the cost of, training – be it for pilots coming from flight training or more experienced officers converting from other types.

Flight Control System Another feature separating the JF-17 from second-generation fighters is its hybrid flight control system. Unlike mechanical flight control systems found in earlier types, which mean pilots are reluctant to push to the edge of the envelope, modern electronic flight control systems offer greater manoeuvrability. But developing such systems doesn’t come cheap – or at least not in the case of the JF-17’s development. “Cost control was a priority from the beginning so a much simpler, and thus cheaper, hybrid flight control system was chosen for the JF-17,” said Zhu Zeng, a CAC representative. “In comparison to modern electronic flight control systems it has only one electronic channel, for pitch. The other two, for bank and yaw, are mechanical. It was a minimum requirement to have the angle of attack and the g-forces, the two most important flight parameters in manoeuvring flight, under the control of a computer. However, technology advanced, so now we can offer a fully-digital flight control system that’s only 10% more expensive than the current hybrid one. It’s on the drawing board at the moment but if some prospective customer wants it we can have it certified in two years’ time.” As simple as it is, the hybrid flight control system is still a huge improvement over mechanical systems. “By knowing the computer will not allow me to exceed the angle of attack and g-force limits – 26 degrees or 8g, whichever comes first – I can fly this aircraft much more aggressively,” said one of the PAF JF-17 pilots who, at the time of our interview, had just converted from

JF-17 THUNDER MILITARY the Chengdu F-7 (the Chinese copy of the venerable MiG-21).

Proven Engine The engine chosen for the JF-17 was the Russian Klimov RD-93. As an adaptation of the RD-33 turbofan from the MiG-29 it lags behind its Western counterparts in terms of fuel consumption and time between overhauls, but its good build quality stemming from its Soviet origins gives it an excellent reputation for solidity and reliability, especially where an airfield’s infrastructure isn’t modern. “We’ve flown 7,000 hours with the engine and we haven’t had any problems,” said Air Commodore Mehmood. The engine is very robust. While it doesn’t have full authority digital engine control, a digital electronic engine control system (EEC) gives it carefree operation by making the decisions about engine management until the pilot intervenes. A further testament to its reliability comes from the ‘hot and high’ 2 trials conducted from an airfield at 7,000ft maintain. The hump at the inlet’s opening, to [2,133m] above mean sea level in ambient slow down the airstream entering the engine, temperatures of between 25 and 30°C (77has been designed to hide the face of the 86°F) where, according to reports, the JF-17 engine’s compressor blades, minimising the took off and landed with a full weapons load. JF-17’s already low radar signature. To further reduce the weight and complexity of the JF-17, Chinese engineers Weapons Flexibility also found a way to match the RD-93 The JF-17 affords the PAF flexibility in engine with a novel inlet design called the integrating new weapons and features divertless supersonic inlet (DSI). Compared the MIL-STD-1760 aircraft/store electrical to a traditional design, the DSI doesn’t have interconnection system on all its hardpoints. any moving parts so it’s lighter and easy to

This digital interface eliminates the need to rewire the aircraft every time a new weapon is added. “We can buy any weapon on the free market and integrate it on the JF-17 on our own and in-country,” said Air Commodore Mehmood. “We have a team of flight test engineers and pilots who form the flight test group as a separate unit so the whole process is done by the Pakistan Air Force.” With the PL-5EII missile being integrated onto the aircraft, Air Commodore Mehmood 3

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MILITARY JF-17 THUNDER was asked if a helmet-mounted sight (HMS) will become a part of any future upgrade. He confirmed the development of this capability for the aircraft is already under way. “We don’t have a definite time when we’ll end the process of integration but we [have started it] on the Block 1 aircraft.”

Sensors The JF-17’s primary sensor for air-to-air combat is the KLJ-7 radar developed by the Nanjing Research Institute of Electronic Technology. This is reportedly a scaleddown version of the KLJ-10 radar developed for the J-10 with a range that’s supposedly matched to that of the SD-10 missile, two of

which two are carried in standard air-to-air configuration. “We have the capability to carry four but we decided we don’t want to,” said the air commodore. “The JF-17 is a small aircraft and we decided we need fuel more than the extra two missiles.” In addition to two SD-10 missiles on outerwing stations, the JF-17’s standard weapons fit includes two PL-5EII missiles on wing-tip stations; two or three external 1000-litre (219 Imp gallon) fuel tanks on inner-wing stations; and an 800-litre (175 Imp gallon) tank on the centreline station beneath the belly. For self-defence the JF-17 is equipped with a fully-integrated electronic warfare system which, according to Gp Capt Ahsan,

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is not of Chinese origin. It comes with full ground support equipment – enabling the PAF to develop threat libraries and jamming techniques autonomously – and comprises a central control unit and four major subsystems: a radar warning receiver (RWR), missile approach warning system (MAWS), flare and chaff dispenser and a jammer. “Since it’s a small aircraft the jammer has to be carried externally,” commented Gp Capt Ahsan. At Airshow China in 2012 the JF-17 on display was presented with the Chinese KG300G jamming pod, but it is not confirmed if this is the type used by the PAF. According to the manufacturers’ brochure the pod is

JF-17 THUNDER MILITARY adaptable and can be integrated with other avionics such as RWRs and MAWSs. For air-to-ground combat the JF-17’s primary sensor is an inertial navigation/ GPS system which provides continuously computed release point (CCRP) and constantly computed impact point (CCIP) sight modes. These calculate the release and impact points in relation to the launch aircraft’s movement, the target’s movement and the gravity, velocity and drag affecting the weapon after release – and are critical to the accurate delivery of general-purpose bombs.

Precision Weapons For more complex scenarios, precisionguided munitions (PGMs) will be carried. “At the moment we’re using a combination of PGMs of different origins,” said Air Commodore Mehmood. At Airshow China 2012 the JF-17 was presented with the LT-2 laser-guided bomb and several of the LS-6 family of long-

range GPS and laser/GPS-guided bombs developed by the Luoyang Opto-electro Technology Development Centre (LOEC). Both the LT-2 and LT-6 consist of a tail unit with a guidance module and a mid-body strap-on section with foldable wings for additional range. According to company representatives the bomb’s route to the target can be pre-programmed so an attack can be executed from a stand-off distance. But the true value of these weapons comes from their compatibility with China’s satellite navigation system, the Beidou, which currently covers only China and neighbouring countries. But from 2020, when more than 30 satellites will be in orbit, the coverage will give China and its allies, including Pakistan, total independence from the American GPS system. For the anti-shipping role two C-802A missiles can be carried on the JF-17’s inner-wing stations – or, for the suppression of enemy air defence (SEAD) role, two Brazilian MAR-1s. At last year’s Airshow China the

jet was also presented with the CM-400AKG land attack missile but it is not known if the weapon is operational with the PAF.

Networking A light fighter doesn’t have the performance of, nor can it carry enough weapons to be, an air superiority fighter. But, when large numbers are networked and employed, they can give any enemy a run for its money. The Swedish Air Force was aware of that when it started developing the Gripen and the PAF is aware of it now with the JF-17. “[The security of] a datalink is a national matter,” said Gp Capt Ahsan. “We don’t want somebody else reading our information so we developed our own system for the JF-17. We’re now working to connect it with the Link 16 system we have on the AWACS and F-16 fleets.” The idea is, reportedly, to use strategically dispersed ground relay stations to translate and then retransmit signals between different systems. The current status of the programme is unknown.

Operational Employment

JF-17 squadrons are now fully qualified for quick reaction alert duties for air defence, according to Air

1 The hump at the JF-17’s inlet opening is designed to slow down the airstream entering the engine and to hide the face of the engine’s compressor blades as well as minimise the aircraft’s radar signature. 2 JF-17 09-112 fitted with two 1,000 litre underwing fuel tanks and an 800 litre tank on the centreline station. 3 This JF-17 is seen next to a hardened revetment, typical of a PAF air base. 1

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Commodore Mehmood. In the air-to-ground role the JF-17 has not seen combat in the Federally Administered Tribal Areas (FATA) in the north of Pakistan; but it has been extensively used in exercises, both PAForganised and in 2011’s Exercise Shaheen 1 held jointly with the Chinese. It was reported that during the latter exercise, PAF JF-17s flew dissimilar air combat sorties against PLAAF Sukhoi Su-27s. “We had a very good experience with the Chinese. We trained in all kinds of scenarios with all the capabilities they have and all we have, so it was very good,” said the air commodore.

place, so if there’s a problem the technician just has to open two or three panels and he’ll find all the components together.” According to Wg Cdr Ali, components that have to be checked at a higher frequency, for example every 100 hours, were strategically placed on the JF-17 so that when a technician opens a panel, they will be directly in front of them. Similarly the items likeliest to fail are also positioned for easy access. As a result, the maintenance turnaround time for the JF-17 is shorter than for the F-7 – even though there are more systems to check on the newer jet. Manpower too is reduced. Wg Cdr Ali said: “In an F-7 squadron we had 170 people working in maintenance while in the JF-17 squadron with 16 aircraft we have 120.

Two-seater? A two-seat version of an operational fighter can greatly assist in successfully converting pilots to the type. But for the PAF a twoseat JF-17 is completely out of the picture. “This aircraft is very easy to fly, even easier than the F-16, so we developed a training concept and won’t need a two-seater,” said Air Commodore Mehmood. “We’re not yet taking pilots for the JF-17 directly from the academy but we are taking young pilots from the F-7 squadrons and developing a full mission simulator with air-to-air, air-toground, electronic warfare, aerial refuelling and night-vision goggles capabilities.”

Maintenance What’s the JF-17 like to maintain? “Most of the problems on previous platforms like the F-7 were related to the location of the components,” said Wg Cdr Babar Ali, who now works in the JF-17 programme office after ten years as a senior technical officer. “We had to open a lot of panels to access and replace some components. On the JF-17 we’ve tried to gather all the important components of a particular system in one

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We’re using a single crew chief concept very similar to the F-16.” Scheduled maintenance is based on 100-hour checks. “Each check is a little bit more demanding than the previous one until the aircraft reaches 400 hours,” Wg Cdr Ali continued. “The 400-hour check is a bit more demanding than the basic 100-hour check while the 800-hour check is the most demanding. After the 800-hour check the aircraft continues operating until it reaches its designed service life.” According to CAC representatives, the JF-17’s service life is currently set at 3,000 hours but, as with many modern fighters, fatigue life depends on the use of the aircraft during its operational service. The engine is checked at 100 hours and Wg Cdr Ali says

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17’s logistics system, Wg Cdr Ali said it’s working well. “Every year we define logistics requirements based on our previous experience. Based on previous spare parts consumption trends we’re ordering in advance to have minimum surprises. Of course, you can’t completely eliminate surprises from the logistic system but you can minimise them. We’re doing that by assessing consumption trends and modifying our spare parts requirements twice a year. The reliability was unexpectedly high – above 95%.”

hurry. For now we’re just matching their retirement tempo.”

International Prospects

For PAC and CAC, selling the JF-17 to another overseas customer could create a significant return on investment. For China’s foreign policy, selling the aircraft would help the country broaden its influence, especially in resource-rich African countries which are 1 A No.26 Squadron JF-17 loaded with a single 1,000lb general purpose bomb. either ineligible or simply cannot afford the 2 This JF-17 is painted in the darker two-tone more expensive F-16 or MiG-29. grey colour scheme more recently applied “[PAC] has joint sales and marketing to PAF Thunders. 3 A Klimov RD-93 engine agreements with the Chinese,” Air undergoes preparatory work before installation Production Commodore Mehmood said. “It doesn’t on a JF-17 at the PAC Kamra facility. 4 JF-17 Another big beneficiary of the programme necessarily mean we all have to sit together Thunder, build number SP34, in the final is the Pakistan Aeronautical Complex on every meeting but the Chinese side assembly hall at PAC Kamra’s production facility. will always be informed about what [PAC 1 (PAC) in Kamra. Thanks to the JF-17 Thunder it has grown in production is] negotiating and [PAC will] always the time between overhauls is 600 hours. On capacity from a 25% share in the know what they’re negotiating. PAC can reaching that point, the engine is overhauled production of a jet trainer (the K-8 provide everything from manufacturing and can fly for another 1,200 hours. Karakorum) to a 50% share in the to documentation and even help with the The JF-17’s comprehensive maintenance production of a jet fighter (the JF-17 induction of the aircraft in operational service.” and recording system records more than Thunder). “We started with a small preBefore any JF-17 sales contract is signed 600 parameters and, according to Wg Cdr production batch of eight aircraft, which there’s one big obstacle left – the Russian Ali, indicates to technicians the status of a were used to mature the company’s engine. If the fighter becomes too much component, so they know when to place production processes and for the of a competitor to its MiG-29, Russia a timely order for the new one. “I can assessment of operational capabilities can always veto JF-17 sales by simply give you an example: the fuel filter needs to fine-tune the aircraft,” explained Air not agreeing to supply additional RD-93 to be changed when it reaches a certain Commodore Khalid. “We found that engines. China is well aware of this and differential pressure level – in this case, some areas were not technician-friendly its Guizhou Aircraft Industry Corporation the figure one.” Technicians can therefore so we want to make them better. The (GAIC) has for some years been working observe the data and monitor how the engine and the airframe will remain the on an alternative engine for the JF-17, the differential pressure rises after each flight, same. As far as manufacturing tempo is WS-13 Taishan – the first flight of which, in giving them a clear indication of when the concerned it is going according to the air an FC-1, was in June 2007. filter has to be replaced. force’s plans, in line with their older types’ But according to Vasily Kashin from Asked about the maturity of the JFreplacement plans. So we’re not in a CAST, a Russian think thank that studies Russian technology transfers to China, this 4 work is far from over. “Chinese engines are still unsatisfactory in terms of reliability and service life,” he said. “The problem with the WS-13 is not in its design but in production technologies and materials used. The WS10 Taihang, a replacement engine for the J-10 which is significantly more mature than the WS-13, currently has a time between overhaul of only 300 hours.” Nevertheless representatives of the China National Aero-Technology Import and Export Corporation announced at Airshow China in 2012 that delegations from Bangladesh, Egypt and Myanmar were to test the WS13-powered FC-1 in China. Whether this is a sign of the WS-13’s maturity, or China and Russia simply reaching agreement over the delivery of RD-93s to export customers, only time will tell. The PAF also wants to acquire up to 250 JF-17s, Air Commodore Mehmood saying agreements are in place between CATIC and Russia over the supply of enough RD-93 engines to meet Pakistan’s requirement.

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COMMERCIAL FINNAIR

Defending the Nordic Niche Finnair is fighting high costs and new competition – it still has its niche of direct flights to Asia from Scandinavia but for how long? Andreas Spaeth investigates

Daniel Alaerts/AirTeamImages

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ue to Helsinki being on the north-eastern edge of Europe, Finnair has long reaped the benefits of the shorter flights from its base in the Finnish capital to Asian hub airports compared to those from other major European gateways. In recent months, however, a threat has emerged in Scandinavia that could have serious consequences for Finnair and its core Asian business. Low-cost carrier (LCC) Norwegian Air Shuttle has launched services with its brand new Boeing 787-8s from Stockholm and Oslo to Bangkok. “Why should one fly via Helsinki at all if, for example, Hamburg in Germany offers a much bigger passenger potential outbound to Asia?” Norwegian’s Chief Executive Officer Bjørn Kjos recently asked when talking to AIR International. “With an aircraft like the 787, there will be non-stop services from airports like Hamburg to Beijing in the future and I will

not rule out that at some point, Norwegian could offer such flights.” If this idea catches on with consumers, along with the further penetration into the market of more efficient 787s and Airbus A350s, long-haul flights could become a viable business model in the low-cost market, and Finnair’s lucrative niche could come under threat from the competition. In 2012 Finnair made a small profit (€49 million) for the first time since 2007. The first quarter of 2013, however, was disappointing – it made a net loss of €15.8 million, although this was an improvement on the €19.3 million loss in the same period in 2012. This has led to further cuts on top of those announced in 2011 that are designed to save €140 million in the airline’s annual operating costs by 2014. There will now be a further cost reduction of €60m per year and another drive to increase efficiency. “Seventy percent of our business is transfer traffic between Europe and Asia and vice versa – half of our current 8.7 million passengers a year are flying on our Asian routes,” explains Allister Paterson, Senior Vice-

President of Finnair’s Commercial Division, told AIR International in Helsinki.

Asian Focus Finnair has a 30-year history of flying to Asia. In 1983 it was the first airline granted rights to fly over the former Soviet Union non-stop to Tokyo, while all other carriers still had to take the long detour via Alaska. Beijing has been served since 1988. Currently, Finnair has 80 weekly frequencies to Tokyo, Nagoya, Osaka, Beijing, Shanghai, Chongqing, Hong Kong, Bangkok, Singapore, Delhi and Seoul in its timetable. “Due to Helsinki’s unique geographical location we are able to fly a round-trip within 24 hours to almost any Asian destination with just one aircraft, which increases the daily utilisation of our aircraft and optimizes flight schedules,” said Paterson. Finnair’s long-haul fleet, consisting of eight Airbus A330-300s and seven A340-300s, spends up to 20 hours per day in the air. “Only on the Singapore-route is that impossible, it is just too long,” notes Paterson. A fully-loaded A330-300 can only reach Bangkok, while the

FINNAIR FACTS AND FIGURES IATA code: AY ICAO code: FIN Ownership: State of Finland 55.8%, Skagen Global Verdirpapirfonds 5.3%, Local government pensions institution 5.3%, other shareholders 35% Founded: Winter 1923 Operations started: March 20, 1924 Employees: 6,000 Passengers carried: 2012 – 8.8 million, 2011 – 8 million Fleet: 9 Airbus A319s, 10 Airbus A320s, 8 Airbus A321s, 8 Airbus A330-300s, 7 Airbus A340-300s, 2 Boeing 757-200s Aircraft orders: 3 Airbus A321s, 11 Airbus A350-900s Hub: Helsinki Route network: 83 destinations; Finland (19), Rest of Europe (42), Asia (13), Australia (3), the Middle East (2) and North America (4) Profit: 2012 - $15 million, 2011 – ($122 million), 2010 – ($30 million) www.finnair.com 2

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seasonal destination Phuket is already at the furthest range limit for the twin-jet. Finnair’s Vice Chief Executive Officer Ville Iho told AIR International: “That means that in winter, we can’t always load the full 25 tons of freight, but we never leave passengers grounded. Of course Norwegian is new competition for us that we have an eye on, but that’s nothing dramatically new as charter carriers have done this for a long time and such point-to-point demand is always seasonal.”

Ideal Position Finnair is at ease with what it does because geography means that European travellers can save an average of two hours on their journey to Asia if they fly from Helsinki. “There are annually about 40 million passengers moving between Europe and Asia, half of them flying point-to-point. The rest have to connect, and Finnair offers perfect relations between 60 cities in Europe and 13 in Asia,” Paterson says. On any given day between 1,500 and 2,000 passengers are transferring to or from a long-haul flight in Helsinki. “And we monitor every single connection and achieve a 99.9% reliability at our transfers – there are days when there is not a single missed

FINNAIR COMMERCIAL connection,” claims Paterson. “With just 35 minutes of minimum connecting time between long haul and short haul, Helsinki is a very fast and reliable airport, also one of the top hubs in turnaround time for aircraft and one of the most cost-effective in Europe.” From 2015, Helsinki-Vantaa Airport will be connected to the rail network. A train trip to the main downtown station will take half an hour, and travellers will be able to reach St Petersburg in Russia within three hours – an important increase in the airport’s catchment area. Besides Asia, Finnair serves New York and Toronto. In July it joined the transatlantic alliance of British Airways, Iberia and American Airlines, enabling its codes to be placed on these other airlines’ routes across the Atlantic to New York in addition to co-ordinating schedules and sharing revenues. “That will lead to lower prices,” says airline industry veteran Paterson, who previously worked for Air New Zealand and who was part of an entirely new top management of Finnair that took office in early 2013. Since mid-June,

and expects to receive the first of its 11-aircraft order by the end of 2015. “Before that, there will be only a limited number of new long-haul routes we might introduce, while with the efficiency of the A350, new, even marginal routes become possible that would not be economically viable without it,” said Paterson, hinting at a further Asian expansion. Currently, the airline’s aircraft have an average age of 8.5 years, a number that will decrease when the A350s arrive. By the summer of 2013 only the eight A330s in its long-haul fleet had been retrofitted with new full-flat seats in business class. By the end of March 2014 the four A340-300s owned by the airline will follow suit, although three other leased A340s will be returned to their lessor. The two Boeing 757s in the fleet will be phased out too. They were used to operate holiday flights to the Canary Islands and to Dubai. They are to be replaced later this year by five Airbus A321ERs. “[The A321s will be] equipped with Sharklets [Airbus’ fuel-saving wingtip device for the A320 family] and extra fuel tanks as well as boast a maximum

Finland, although Norwegian has a strong presence in Finland. It currently flies to 29 destinations from Helsinki, mostly around the Mediterranean, but also to four Finnish cities. Finnair itself has executed a radical step to stem losses on its short-haul network. In October 2012 all of its 12 Embraer 190s, two out of nine Embraer 170s and 200 cabin crew were outsourced to a new company, Flybe Nordic, a joint venture between the British regional airline Flybe (holding 60%) and Finnair (40%). In addition, Flybe Nordic purchased the former Finncomm (Finnish Commuter Airlines) and now operates that airline’s fleet of three ATR42s and 12 ATR72s, seven of which fly for Finnair. “We are using the ATRs on domestic routes as well as to Stockholm-Bromma, Tallinn, Riga and St Petersburg,” says Iho. His colleague Paterson added: “For the customers on the Embraer flights, there is no change – it is still a Finnair product. We are very satisfied with Flybe Nordic, but we will not increase the offering for the time being.” Flybe Nordic is saving costs on salaries, using

1 1 A330-300 OH-LTM (msn 994) was delivered to Finnair in March 2009 and is one of eight in service with the Finnish carrier. Finnair 2 Finnair A340-300 OH-LQD (msn 921) is currently painted in a special colour scheme featuring poppies. Ruidi Boigelot/AirTeamImages

Finnair has been serving several new seasonal destinations, Xi’an in China, Vietnamese capital Hanoi (both three times a week) and Tel Aviv (twice-weekly). “For Xi’an it is the first time it has enjoyed a nonstop flight to Europe, there is also significant demand from this eight-million mega city, but unfortunately, as a small airline we can’t offer daily services right away,” says Iho. Bookings for the new destinations were dominated by private travellers (70%), as they are on the rest of Finnair’s network, with Japan being the second-most important market after Finland. “In summer, most demand is on the Japanese routes as well as to Hong Kong and China, while in winter the Bangkok flights are the most popular,” says Iho. As a result of its oneworld alliance partner, Japan Airlines, finally launching its postponed 787 flights from Tokyo to Helsinki July 1, 2013, Finnair has reduced its capacity from last year’s ten weekly Tokyo flights to daily, although thanks to the JAL flights the total seat number between Finland and Tokyo has only slightly changed.

Fleet Plans “We also evaluated the 787, but in the end the A350-900 made more sense,” Iho explains. Finnair was the launch customer for the type

take-off weight-increase of 4.5 tons,” explains Alan Pardoe, Airbus’ head of marketing communications. Airbus says the Sharklets will make the A321ERs 4% more fuel efficient than the six A321-200s Finnair previously operated and provide an increased range of “about 5,000km [3,106 miles].”

Short-haul Challenge While Finnair is well positioned on long- and medium-haul routes, European short-haul remains a problem. “Finland is a difficult market with long, thin routes, which has the advantage for us that LCCs are not very strong at all,” explains Iho. LCCs base part of their model on operating full aircraft but many routes in Finland and from there to neighbouring countries are thin (that’s to say, sectors where there is less demand). This is why both easyJet and airBaltic withdrew altogether from Finland. In answer to a question posed by AIR International at a press conference during the ITB Berlin tourism trade fair in March, airBaltic’s CEO Martin Gauss said: “Our Finland adventure was one of the main reasons for our whole company ending up in dire straits.” Even Ryanair only serves Tampere and Lappeenranta in

synergies in maintenance with Flybe’s facilities at its Exeter base and increasing daily aircraft utilisation. “If we were able to produce 10% cheaper fares that would be perfect, but we are not quite there yet,” says Iho. “We hope at least to be able to maintain the current European offering. Our strategy is to first stabilise and then expand.” Around 100 pilots, who are now flying the Embraer jets under the Flybe Nordic brand, are still employed by Finnair but they are flying longer and receive slightly lower salaries than before. “They will be retrained later to fly the A350s,” says Paterson. In April 2013, Finnair sold its 4.69% share in Norwegian Air Shuttle for €53m. Finnair bought the stake in 2007 through a share-swap when it sold a Swedish affiliate, FlyNordic, to Norwegian Air Shuttle. Since then the stake has increased in value through Norwegian’s growth, giving Finnair a healthy profit of €34m on its €19m investment six years ago. But with Norwegian Air Shuttle continuing to provide strong competition to Finnair’s short-haul network, not to mention competition on long-haul routes to Asia, this might be the one and only time Finnair benefits from Norwegian’s success.

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MILITARY NATO TACTICAL LEADERSHIP PROGRAMME

Sharpening Skills Roberto Yáñez and Alex Rodríguez report on the latest Tactical Leadership Programme in Spain

A Mirage 2000D equipped with an inert SAMP 250kg (500lb) laser-guided bomb takes off towards the NFZ (no-fly zone) training area programmed for September 27. The crisis in Syria kept the French contingent on-call to deploy during a large part of the course. All images Roberto Yáñez

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he Tactical Leadership Programme (TLP) is designed to develop NATO pilots and ground planners’ skills in preparing, conducting and debriefing missions in complex combined air operations. This is achieved through academic and flying courses held at the Ejército del Aire (EdA, Spanish Air Force) base at Albacete, 258km (160 miles) southeast of Madrid. The transfer of the TLP in July 2009 from its previous home at Florennes AB in Belgium to Albacete has led to great improvements in the flying aspects of the course thanks to the better weather and less congested airspace

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offered by the new location. Since the move to Spain, 16 TLP flying courses have taken place with an almost 100% mission completion rate. There have also been around 50 ground school courses attended by 1,200 pilots from across Europe. Each TLP flying course involves 800-plus personnel.

Multinational The TLP has been multinational since it was first held in January 1978, enabling the standardisation of tactics and procedures across participating air arms in readiness for real multinational operations. Just as importantly, it creates an opportunity for an exchange of experiences. It’s extremely demanding for the participating pilots – they must plan and

execute the day’s missions in a shorter time than they normally would when operating from their home base. Each TLP flying course also requires considerable effort from the TLP staff – a permanent facility at Albacete of personnel from member nations and invited countries which organises and co-ordinates each course – given how many are involved. The TLP’s demanding nature is valued highly by air forces which, year after year, send their best pilots to Albacete to sharpen their combat skills, readying them to take part in operations in an unpredictable world. The international nature of combat operations today means there’s a high degree of complexity in mission planning and execution. This calls for pilots and ground planners alike to be given high-quality

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MILITARY NATO TACTICAL LEADERSHIP PROGRAMME 1 The excellent weather at Albacete has boosted the number of missions flown during each course. During FC 2013-5, all planned missions were able to be executed, achieving a total of 760 flight hours during the 20-day course. 2 FC 2013-5 involved 24 aircraft assigned to the Blue Force and 14 in Red Air, the largest number of all the courses held in 2013.

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training to prepare them to succeed in the real world. These are all reasons why the TLP is held in such high esteem. For the course to take place, it is necessary for two conditions to be met. First, participants in the Blue Air Force (pilots that will graduate at the end of the course) need to number at least 18. Then there are the pilots who constitute Red Air (the pilots playing the ‘opposition’) and any other support. The second condition is that Blue Air must be able to execute four fundamental missions: suppression of enemy air defences, reconnaissance, air-to-air and air-to-ground. In addition to Blue Air and Red Air, other

aircraft are required for each TLP course, including airborne warning and control (AWACS) platforms, helicopters, transporters and air-to-air refuelling aircraft together with ground assets such as surface-to-air missile batteries and electronic warfare threat systems.

Real Time Although the TLP courses at Albacete follow the same general model used in Belgium, since the programme moved to Spain changes have been made resulting from the greater airspace available and the implementation of new technology.

3 The Turkish Air Force’s 142 Filo from Konya AB deployed two of its Fighting Falcons as part of the Red Air during the first half of the course. Here, F-16D 07-1016 taxies towards Albacete’s active runway equipped with a flight profile recorder pod, the in-flight component of the autonomous air combat manoeuvring instrumentation system. 4 Aeronautica Militare Italiana Piaggio P180M Avantis are regularly tasked to support TLP missions.

The most recent flying course, FC 2013-5, was important not just for the high number of participants but also because it saw the programme’s first use of the real-time monitoring system (RTMS) developed by the EdA’s Jefatura del Sistema de Mando y Control (Headquarters of the Command and Control System). The EdA placed the RTMS and its Link 16 database at the disposal of all the participants during the course. The joint use of the system, coupled with the real-time tracking of sorties from the ground, provided efficiency in the planning, execution and monitoring of missions and in facilitating

post-flight debriefings. The role played by the RTMS was judged by participants to have been a resounding success and a great step forward in the TLP’s capabilities. It will be used again in the courses next year.

AWACS Trio FC 2013-5 was also significant in being the first course with three different AWACS forces participating – an RAF Sentry AEW1 from Waddington, an Armée de L’Air (French Air Force) E-3F from BA702 Avord and an 3 E-3A from the NATO Airborne Early Warning Force at Geilenkirchen AB in Germany. The aircraft each operated from their home bases for the exercise. Although the experiences for the crews were satisfactory, operating the AWACS from Albacete would have made for more optimal use of these aircraft and better mission co-ordination, with crews being able to take part in mission planning in person. In future it is hoped that NATO will choose Albacete as one of the forward deployed sites for its AWACS force, which should yield benefits for both TLP participants and the training of NATO’s own AWACS personnel.

Blue and Red FC 2013-5 saw aircraft and crews from France, Italy, Poland, Spain, Switzerland, and Turkey form the Blue Force with Red Air made up of assets provided by France, Italy, Spain, Switzerland, Turkey and the United Kingdom (see panel). And for only the second time since TLP moved to Albacete, 4 included naval units. There are currently ten full-member nations operates and get used to its procedures. But in the TLP – Belgium, Denmark, France, with all three nations having participated in Germany, Greece, Italy, the Netherlands, TLP courses before, some of their assets Spain, the UK and the US, although other played a role in the Blue Air (see panel). air forces are invited to attend. Pilots from The US Air Force was due to send non-member nations get a certificate to F-15E Strike Eagles from the 494th Fighter mark their attendance instead of the course Squadron at RAF Lakenheath, but the diploma member nations’ crews receive. impact of sequestration cuts on the US Invites to TLP are appreciated and taken defence budget meant they couldn’t attend. up by non-member nations because of the Neither could the expected Aeronautica value the exercise provides. FC 2013-5 Militare Italiana (AMI, Italian Air Force) AMX included pilots from three such countries – participate, for budgetary and operational Poland, Switzerland and Turkey. Normally, reasons. The Armée de l’Air’s Mirage 2000s non-members provide resources for Red taking part were also on call in case tensions Air so that they can see first-hand how TLP escalated in Syria, but the call never came

and they participated fully.

Variety of Missions During the 20-day duration of FC 2013-5, all 15 planned missions were successfully conducted. There was great variety in the mission types, underlining the value of the course. In addition to familiarisation and tactical introduction sorties at the start of exercise, there were missions covering dynamic targeting, air interdiction, slow mover, ground-based air defence, close air support, counter aggression, offensive counter air, airfield air defence systems, anti-surface warfare (ASuW), no-fly zone, combat search

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MILITARY NATO TACTICAL LEADERSHIP PROGRAMME and rescue/personnel recovery (CSAR/PR) and a final tactical consolidation mission. The first two days of each TLP are devoted to ground school to show participating pilots the planning and objectives of the course. There are then two additional academic days to plan some of the more complex missions, such as the CSAR/PR and ASuW. FC 2013-5 involved the Royal Danish Navy command and support ship DMS Esbern Snare (L17) and was judged by the pilots graduating at the

end of the course as the best mission. The planners in the TLP staff who participated in the mission also received a high grade for their work.

Extra Training In 2014 there will be four courses. Two of these, in January and May, will involve night flying. Some countries have expressed interest in participating in so-called ‘second wave’ daytime training missions, in between the night operations, in conjunction with 2

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the EdA while their aircraft are deployed to Albacete. These would be under the control of the EdA’s Mando Aéreo de Combate (Air Combat Command), but because of time constraints the participating pilots would not be involved in the TLP night mission. Therefore, nations participating in ‘second wave’ missions will have to send additional pilots to fly the aircraft deployed to Albacete. So far France, the Netherlands and the United States, have expressed interest in doing so.

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More Members? There is the possibility that more countries may join the TLP. Formal invitations have been extended to Portugal, Norway and Sweden. Currently pilots attending the course have a minimum of 500 flying hours in the role they’ll fulfil during the exercise, experience in large-scale exercises or combat operations, be a flight leader and have a good command of the English language. Members must also contribute personnel to the TLP staff. These conditions, and the high cost of

sending assets and personnel to Spain at a time of reduced military budgets, mean several non-member countries which participate in the TLP – like Poland, Switzerland and Turkey – have decided not to become full members. However, organising additional but shorter courses with less restrictive participation criteria is also being assessed at the moment. Whatever transpires, the facilities at Albacete will continue to create an ideal venue for this most important of European multi-national exercises. 1 A French Mirage 2000-5F takes off on October 1 to take part in a combat search and rescue mission. The execution of each day’s missions took place between 1300Z and 1600Z. In the background are Ala 14 Mirage F1Ms retired by the Spanish Air Force in mid-2013. 2 This AMI KC-767A belonging to 14° Stormo from Pratica di Mare acted as a high-value air asset, enabling more complexity in the planning of missions within the COMAO. 3 The last week of FC 20135 saw the participation of a Spanish Navy SH-3D and an AB212 and an Ejército del Aire AS332B from 803 Escuadrón as well as this HH-3F from 15° Stormo at Cervia, Italy, for CSAR/personnel recovery missions. 4 A Blue Air pilot from the Polish Air Force’s 6 ELT based at PoznanKrzesiny AB salutes the camera before the first COMAO mission on September 12. On his shoulder is a patch commemorating participation in exercise Red Flag-Alaska 12-2.

TLP FLYING COURSE 2013-5 PARTICIPANTS French Air Force 4 x Mirage 2000D

BA133 Nancy

Blue

2 x Mirage 2000-5F

BA116 Luxeuil

Blue

2 x Mirage 2000C

BA115 Orange

Red Air

1 x E-3F

BA702 Avord

External

Italian Air Force 2 x EF2000

Trapani

Blue

2 x EF2000

Grosseto

Red Air

1 x HH-3F

Cervia

External

1 x P180M

Pratica di Mare

External

1 x KC-767A

Pratica di Mare

External

Geilenkirchen

External

Poznan

Blue

NATO 1 x E-3A AEW&CF Polish Air Force 6 x F-16C Block 52+ Royal Air Force 2 x Hawk

RAF Leeming

Red Air

1 x E-3D

RAF Waddington

External

Turkish Air Force 2 x F-16C/D Block 50

Konya

Blue

2 x F-16C/D Block 50

Konya

Red Air

Spanish Air Force 2 x EF-18MLU

Zaragoza

Blue

2 x F/A-18A

Gando

Blue

2 x F/A-18A

Gando

Red Air

2 x EF2000 Tifón

Albacete

Blue

2 x EF2000 Tifón

Morón

Red

1 x C295

Getafe

External

1 x AS332B

Cuatro Vientos

External

Spanish Navy 1 x SH-3D

Rota

External

1 x AB212

Rota

External

Swiss Air Force 2 x F-18C/D

Payerne

Blue

2 x F-18C/D

Payerne

Red Air

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Voyager On Her Majesty’s Service

Following an exclusive visit to AirTanker at Brize Norton, Ian Harding details the RAF’s brand new Voyager tanker and finishes his two-part report

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n the last issue the author covered No.10 Squadron’s transition to the Voyager multi-role tanker and its operational achievements to date and provided details of the aircraft and its major systems. That was an extensive feature but only half of a fascinating story. This concluding part covers training, maintenance and the all important role of the mission systems operator (MSO).

Training

‘Achieving Excellence Together’ is the banner under which the AirTanker training centre operates. Voyager training started at its Brize Norton hub in 2011 under the stewardship of AirTanker, which is responsible for all the training of pilots, MSOs, cabin crews and engineers. Air-to-air refuelling (AAR) is the main focus of training. Managing this delivery, including other training stakeholders, is Darren Cox,

who joined AirTanker as its technical training manager following a 28-year military training career, 17 years of which was spent as a Royal Marine. He is accountable to the Ministry of Defence and the Civil Aviation Authority. While most training is undertaken by AirTanker, some specific instruction is delegated to partner companies in the consortium. Thales, which provided the training centre, is responsible for all theoretical training

of personnel, Babcock all the motor transport and ground service equipment and Babcock CIS all the computer software required. The scale of the groundbased training effort is enormous. More than 250 courses had been conducted by the end of 2013. So far the peak delivery rate in one calendar month (based on a five-day week) is 1,900 training days. “We train everyone, ranging from A330-200

type rating for pilots, MSOs, cabin crews, engineers to third party providers, such as British Airways, which provides the cabin crew for both military and civil personnel,” Cox explained. “Training courses range from the European Union Operations [cabin crew] course which is standard, irrespective of what uniform people wear, to the Part 66 Basic Engineering Course for RAF personnel which is done by the City of Bristol

Geoff Lee

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RAF Brize Norton

College. Once qualified, AirTanker then takes Part 66-qualified engineers up to type rating. Every training course is checked regularly and updated in line with either military or CAA expectations and requirements.” Devices available for ground-based training include the part task trainer, an A330 touchscreen system used within the pilot course and a full flight simulator, which is certified to CAA level D standard and can be reroled as the military variant of Voyager in four to six hours. “So far, ten crews are towline trained and three are also trail trained,” Cox revealed. “In all, 20 pilots and ten MSOs are qualified. In addition, some instructors have been trained to ensure AirTanker and No.10 Squadron can sustain their own training requirements. While some instructors are squadron personnel, most are former military sponsored reservists (SRs) with experience of the VC10. “British Airways is responsible for our cabin crew training but this will come in-house by 2014. The only training events we can’t do here, due to a lack of bespoke facilities, are pool drills and fire training. All our civil cabin crew training is complete for 2013 but we have two RAF crews to train. Our training is geared to building operational capability for both the RAF and AirTanker.”

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Courses and Facilities

One of the company’s sponsored reservists, Flt Lt Mark Windle, outlined how initial training works at the centre: “It kicks off with the sponsored ground school followed by ten to 12 hours on one of the part task training units. This is the first cockpit training device a student ever uses; there’s no synthetic training involved. All the part task training units are kept in commercial flight mode but moves are afoot to get the military Voyager approved by the CAA. Once achieved, these units could then be retained in military mode. “That’s followed by another period of ground school here and more reinforcement of the technical training. During [the latter phase] we cover standard operating procedures for ten or eleven days following which trainees are familiar with the instruments and the checks required, and are ready for the simulator.” Master Aircrew Phil Chappell explained the mission systems operator equivalent: “MSO groundbased training takes place on a separate training station which normally contains an instructor and a trainee. Another station is available which enables instructors to programme and simulate a tactical environment.” The training event presented to AIR International during the visit illustrated a tanker and receivers joining it.

“It’s critical that new MSOs learn to move receivers around the tanker in the right order. If you don’t, you could end up with a mid-air collision. This facility here is only used for military training,” noted Chappell. Training of the first new crews started in January 2013, and they are now qualified on the Voyager. The training centre contains a number of classrooms which, depending on their size, can either take eight or 15 students. Each is configured in the same way and has its own CAA-accredited examination room.

Voyager Pilot Training Dave Hall served 17 years in the RAF, finishing as the

STANEVAL (standardisation and evaluation) pilot on the VC10 before a commercial career beckoned with Virgin Atlantic and latterly flying the A330 with Airbus Military. Now employed by AirTanker as an SR and deputy head of crew training, he is responsible for liaising with senior squadron personnel and instructors and overseeing the delivery of training for new RAF tanker pilots as they progress from the simulator to towline and trail training to becoming fully-qualified AAR pilots. Hall flies the Voyager in one of two roles, either as the aircraft captain or an instructor teaching RAF personnel. For new pilots, the AAR

training course involves seven simulator sessions, the last of which is a check to determine if the student has achieved the standard required for flying the Voyager. Successful trainees are then placed onto the AAR weekly timetable and fly around five missions with an instructor; the last sortie is a formal end-of-course check following which they are AAR-qualified. “We’re in a build-up phase right now as we increase the number of aircraft available,” Hall explained. “Ideally we’d roll trainees straight out of the simulator phase into a solid week’s flying, but until aircraft numbers increase they’ll do maybe two AAR

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Sponsored Reservists

Sponsored reservists (SRs) are employed by AirTanker and work alongside full-time RAF personnel to fly Voyager on frontline operations. Flt Lt Mark Windle was one of the first SRs to graduate from RAF Cranwell, Lincolnshire, on December 13, 2012, following a nine-month Reserve Officer Initial Training course. Prior to this, he completed his RAF general service knowledge training and basic recruit training at RAF Halton in Buckinghamshire. Flt Lt Windle is an experienced commercial pilot who has flown Boeing 737-200s, 737-800s, 737-900s and Dash 8-300s. He was also an instructor on the Boeing 737NG and Airbus A330 and worked as an examiner for the Civil Aviation Authority. His regular day job with AirTanker involves flying the civilian-registered Voyager (G-VYGG) but he also flies military Voyager KC2s and KC3s.

Above: Voyager KC2 ZZ331 undergoes post-flight maintenance on the flight line at Brize Norton. RAF Brize Norton Below: AirTanker’s hangar at RAF Brize Norton can hold two Voyager aircraft and has all of the company’s office spaces, as well as those occupied by No.10 and No.101 Squadrons, on the south side of the same building. AirTanker

flights, and some routine air transport tasking before returning for a couple more AAR flights. AAR training requires specific tasking unlike air transport flying.” Trail-specific training for Voyager can now be practised on the simulators, but real ops are required so the trainee can gain the required experience. As opportunities for this become available, Hall’s team identify the students who are ready for live flying. Those trainees are then given trail training courses in advance to minimise the time between the simulator and the actual trail.

Teaching Responsibility

“At this juncture, we’ll take any opportunity to train, but ideally it would be the most complex trail possible with plenty of receivers,” said Hall. “There’s a difference between normal towline flying and a trail. On a towline each receiver pilot is responsible for his or her own fuel state whereas on a trail, the tanker is responsible. In essence we’re teaching students that they’re leading the formation of fighters from A to B and therefore the fighters’ fuel load is now their responsibility. Having received the refuelling plan

from the tasking agency this should keep the receivers ‘legal’ in terms of being above the minimum fuel line. Trainees learn how they must adjust the plan in flight to cope with contingencies like bad weather, air traffic re-routing and fuel system failures. “During synthetic training, instructors replicate the role of the ARC [air refuelling controller, who plans the tasking for the crew to undertake] in the briefing stage and students are taught to execute and adjust the AAR plan autonomously. In addition, to undertake operational flights into

theatre, trainees must learn other military tactics as well as managing threat situations using Voyager’s defensive aids system. For this we work closely with the air force.” Hall’s extensive tanking experience means he’s well-placed to review the Voyager’s AAR capabilities against those of a ‘legacy’ tanker. “The A330 is an excellent aircraft and an easy choice for tanker conversion,” he said. “There’s never been a purpose-built tanker; the aeroplane has always been modified from another role. Considering the airliners that industry could choose for a

tanker, the A330 is the one that stands out as having the right combination of range, payload and fuel capacity. Its fuel capacity is huge so there’s no need to install extra tanks. This is the real beauty of this aeroplane. “The KC-10 is still arguably the best pure tanker because of its multi-system capability and large fuel load but it’s compromised as a transport aircraft because of the additional fuel tanks on the lower deck load. The TriStar similarly has no underfloor hold capability so pallets and baggage for a reduced number of passengers have to go upstairs. With

Future Strategic Tanker Aircraft

Agreed in 2008 and valued at approximately £13 billion, the Future Strategic Tanker Aircraft (FSTA) contract was awarded to AirTanker by the UK Ministry of Defence to provide the Royal Air Force with air-to-air refuelling, air transport and aero-medical evacuation capabilities, plus associated service and support infrastructure, over a 24-year period until 2035. Utilising Airbus A330-200 aircraft, the FSTA programme is a new model for the procurement of large capital and infrastructure projects and the services to support them. It’s notable in several ways, but primarily because the team comprises RAF personnel, sponsored reservists and civilian staff. AirTanker, a consortium comprising Cobham, EADS, RollsRoyce, Thales and Babcock, was charged with delivering a core fleet of nine aircraft (with options on five more). AirTanker’s hub is at RAF Brize Norton, Oxfordshire, where the aircraft serve with No.10 Squadron – which officially reformed on August 1, 2011 having disbanded in October 2005. In September 2013, No.101 Squadron became the second Voyager unit after the retirement of the RAF’s last VC-10.

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the Voyager, we have a tanker that carries almost as much fuel as a TriStar and its passenger or freight carrying capability is not compromised at all. The Voyager’s fuel burn efficiency is so good that after about three hours of flight, the available off-load exceeds that of a TriStar and, of course, it can be delivered to two fast jets simultaneously.”

Maintenance

All of the Voyager fleet’s maintenance and engineering, including its airworthiness activity, takes place at RAF Brize Norton under the stewardship of Paul Kimberley, AirTanker’s engineering director, and his team of mainly civilian personnel – which, currently 140-strong, will eventually total 180 people at the time of Voyager’s full-service delivery in mid-2016. Undertaking both civil and military operations, the Voyager has to meet CAA, European Aviation Safety Agency Part M (engineering) and Part 145 (maintenance), and Military Airworthiness Authority requirements. Part M covers configuration control, technical planning, reliability and maintenance programmes – what needs to be done, when and to what

standard. “As the design authority for the modified aeroplane, Airbus Military has integrated the A330 green aircraft requirements into a set of military requirements and come up with a maintenance programme for the modified aircraft,” Kimberley explained. “We then turn this it into an approved document; an engineering programme covering all maintenance requirements identified by Airbus Military, Airbus Industry and ourselves, based on our operating principles, which is then approved by the CAA. This sets the timetable

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for work that needs to be completed to meet Voyager’s airworthiness compliance schedule. The airworthiness requirements also cover the configuration of the aircraft, modifications made, repairs undertaken and overall serviceability.” Around 120 personnel are involved in this process – 85% of them maintain the aircraft and the remainder provide logistics support. Maintenance covers both line and ramp maintenance at Brize Norton and at forward operating bases (FOBs) plus hangar-based activity which currently involves the lighter elements of base maintenance and modifications, including installation of an additional defensive aids system turret.

C Checks

AirTanker will start to undertake base maintenance checks as it increases its capability. “It covers ‘block’ checks and what we call ‘C-checks’, which are heavier maintenance visits,” Kimberley outlined. Under the regulations there are two types of maintenance:

forward [base and line] and depth. Forward covers the scheduled and unscheduled maintenance that keeps the aircraft flying on a day-to-day basis, typically starting at the lowest pre- and postflight inspections and those undertaken on a daily and weekly cycle. Depth includes two cycles, A and C, each comprising eight checks – an A-check every 800 flying hours and a C-check every 18 months. Because the C-check has the higher maintenance requirements it has a 12-year cycle.” Some military checks, known as free ‘running tasks’, are not aligned with scheduled maintenance.

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These will be performed when they fall due, irrespective of the cycle or flying hours.

Daily Maintenance

“Typically we use a three-man despatch crew to depart or receive an aircraft,” said Kimberley. “To undertake airworthiness release of the aircraft, one will be a licensed engineer. Typically a team of three complete the preparatory work for the first morning flight, and if the aircraft returns for a transit flight in the afternoon they’ll do post-checks. We’ll use up to six people on post-flight activity following an AAR sortie because we

Maintenance and servicing of the Voyager’s Rolls-Royce Trent engines is undertaken by AirTanker although on-site Rolls-Royce field representatives provide technical and liaison support to Rolls-Royce at Derby. Similar support packages are in place with Airbus Military, Thales and Cobham for other major systems.

Mission Systems Operator

The MSO role is well defined and adds an extra capability to the flight deck. At the start of an air refuelling mission, the Voyager crew, including the MSO, first brief together. They review their

much fuel they will require. This is completely automated at the MSO station. MSO Phil Chappell takes up the story: “During the transit to/from the refuelling area, the MSO has no specific roles save processing any mission changes, which often happen, in which case they’ll brief the pilots as necessary. Once on station, the MSO will deploy the hoses out for refuelling. To do this he or she selects the power switches on and moves the trail/wind switches to trail which deploys the hoses. The system is completely automatic. “Receivers approach the tanker under air traffic

call signs ‘Knight 1 and 2’. I’ll clear Knight 1 on the right hose and Knight 2 on the left. The receivers will then move across. On either side of the pod is a three-light signal system [red, amber, green and, for night operations, infrared]. The MSO manually switches the red lights on to signal that the receivers are not yet cleared to make contact. We do this to stop them initiating contact until Voyager is stable and established in the turn. “They’ll call on boom ‘Knight 1 astern on the right, Knight 2 astern on the left’ and I will then clear each aircraft to the contact position and put the red light Left: Maintenance and servicing of Voyager’s Rolls-Royce Trent engines is undertaken by AirTanker at RAF Brize Norton. Rolls-Royce field representatives based at Derby provide technical support. Paul Ridgway Right: Voyager KC2 ZZ330 undergoing de-icing at RAF Brize Norton on a frosty night in January 2013. RAF Brize Norton Below middle: Master Aircrew Phil Chappell demonstrates the Voyager’s mission system operator training station. Paul Ridgway Below right: The mission system operator console has been designed to facilitate the air-toair refuelling role, including the management of the aircraft’s fuel systems. Paul Ridgway

Ian Harding

do a full inspection of the hose assembly which is 90 feet [27.4m] long. For this we use a modified access stand positioned at the aft end of the pod and trail out the hose. They carry out the inspections and walk it back in again, putting positive tension on it to achieve a tight wrap.”

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daily tasking sheet which sets out what aircraft they will refuel and when and where they will do it. The crew then move to their allotted aircraft, pilots do their checks and the MSO will set up the refuelling equipment and programme the tasking. The latter includes details about the receiver aircraft and how

control, and are handed over to the tanker boom frequency. The pilot is in command at this point and, when safe, clears them to join on the left-hand wing. Once in that position, receiver control is passed to the MSO who clears them astern of the hoses. Take for example a flight of two Tornados with

out on each hose. The red lights go off and the amber lights come on to signal contact has been cleared. At this point the MSO is watching them on the cameras, making sure they don’t damage the basket and that their acceleration rate into the hose is reasonable.”

TANKERS Essential to the Fight

Contact

Chappell explained further: “Initially, there’s contact on the probe which latches into the refuel coupling. The green light starts flashing, indicating contact but also that they’re not yet in refuelling range. They then push the probe in, approximately five to six feet,

TANKERS Essential to the Fight

and the system allows them to receive fuel, at which point they will see a steady green light. The refuel process is completely automated aboard the Voyager, ensuring the receiver gets the correct amount of fuel at the correct pressure. On the legacy fleet, the flight engineer has to be extremely careful

to keep delivery pressure within receiver aircraft limits, which is especially important for Typhoons which have a pressurised air fuel system. The pressure limit for both the Tornado GR4 and the Typhoon FGR4 is 50psi [50 pounds per square inch] but the fuel flow rate on Typhoon at around 350kg [771lb]

per minute is much slower than Tornado at around 700-750kg [1,543-1,653lb] per minute because it has a smaller bore pipe. A Typhoon requiring 3.5 tonnes of fuel will therefore be on the hose for around ten minutes.” In the Voyager, fuel is located in the wings, a centre tank and when required a trim tank in the rear of the aircraft. The system automatically controls the fuel balance to keep the trim in the right place, making the aircraft more fuel-efficient. The pilot selects a minimum amount of fuel aboard and the system monitors the amount of fuel dispensed. When it reaches the minimum level necessary to return the aircraft to base, the system stops refuelling. This is an impressive safety feature compared with legacy tankers where the flight engineer or navigator has to maintain a note of the fuel dispensed. At the end of the mission, the MSO prints out a detailed flight report from the on-board printer. “In terms of fuel carriage, the

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Mixed Manning

Voyager has the best of both worlds compared to legacy tankers, in that it carries a lot of fuel and has two hoses,” Chappell noted.

Safety

Walking around the MSO station, reviewing the console and the camera system in particular, it is clear that contact safety has the highest priority. Aside from the standard emergency AAR procedures in place to enable safe separation should something go wrong, the screens are set up in such a way that the MSO’s attention is fully focused on the receivers. “The top cameras are called panoramic cameras and give an arc view from wing tip to wing tip. Two inspection cameras allow the MSO to zoom in to look at the baskets,” explained Chappell. In terms of fuel dispense, we have an auto mode which will stop fuel flow when the receiver has received his or her allocated fuel. In manual mode we’ll keep giving fuel until the receiver is full. If we haven’t got any spare fuel [above that allocated for the receiver] we’ll probably refuel in auto mode. If we have lots of spare fuel then we can fill them up in manual mode. Voyager pilots also have a camera display on a screen in front of them and they can switch between any of the three panoramic cameras.”

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Another beneficial feature of the Voyager’s refuelling equipment is the length of each hose, 90ft (27.4m) long when fully extended. This, coupled with the increased distance between the wing pods, means that simultaneous refuelling is safer than on legacy tankers which have shorter hoses and a smaller wing. With receivers positioned further apart, the MSO is less concerned about aircraft hitting each other and can focus on ensuring that the first receiver has cleared the centreline before moving the next receiver in. This makes the whole refuelling process quicker and therefore more efficient. Chappell explained how the hose behaves when fully extended behind the aircraft: “To be honest there isn’t much difference from legacy tankers. Controlled by computers, the hoses are fairly stable but we have noticed that if we encounter turbulence they do bounce about a bit, but nothing thus far has stopped receivers making contacts. It’s early days and obviously a lot of Tornado and Typhoon pilots have never refuelled from a Voyager. On legacy tankers, it was difficult for the receivers to stay in contact in the turn because of the down wash from the tanker aircraft. On this aircraft they are further back and don’t seem to have encountered much of this problem, even

This is considered one of the key features within the AirTanker structure and its relevance is clear within maintenance. “Currently only 40 of the 140 personnel with maintenance are military, but from 2015 up to 100 will be embedded in our structure when we’re at full strength,” explained Paul Kimberley, AirTanker’s engineering director. “In addition, we will have 32 SRs plus a few who are civilian and therefore not allowed to deploy. All the military personnel and the SRs are allowed to deploy, which is important because our line maintenance is also required at forward operating bases. A benefit of a mixed team is that we can draw on civilian best practice using the experience of the civilian guys we’ve been recruiting from airlines operating the A330; and the military expertise when we’re operating this aircraft in a military role. There’ll always be some cultural differences but the important thing for me is that the people entering this programme really want to work on the aircraft and deliver the service.”

with maximum bank on, receivers have been able to stay in contact, which is quite an advantage.”

Positive Feedback

The Voyager itself cannot be refuelled – the aircraft has no probe or refuelling receptacle (an option taken up by Australia, Saudi Arabia and the United Arab Emirates), but the aircraft is receiving very positive comments from RAF pilots on towlines and trails even at this early stage. Hall explained: “From a tanker pilot’s perspective its handling characteristics are light years ahead of our legacy aircraft. The equipment available to monitor and manage systems is incredibly advanced in comparison. The flight deck is a much more comfortable working environment which means aircrew are less fatigued on long flights. I was on a trail to Al Minhad [in the UAE] recently where the ground temperature was 47°C [116°F]. The air-conditioned flight deck was extremely comfortable. In a VC10, the cockpit temperature could well have been over 60°C [140°F] which, in flying suits, is

Top left: AirTanker uses purpose-built gantries for maintenance. Paul Ridgway Below: Wearing temporary civil registration G-VYGD, Voyager KC3 ZZ333 takes off from RAF Brize Norton on July 22, 2013. Ian Harding

just horrible. “The Voyager’s flight deck systems are a lot easier to use and interpret. For example the FMS [fight management system] has additional functionality tailored

specifically to AAR missions. It accounts for planned fuel offloads and facilitating rendezvous procedures. If we modify the AAR route the FMS enables us to modify our fuel production to suit

TANKERS Essential to the Fight

Geoff Lee

Voyager’s Achievements

• Voyager 01 achieved ‘introduction to service’ on January 31,

the mission. Aboard legacy aircraft, aircrew made these calculations on paper, drawing lines on graphs, adjusting for wind, making measurements and calculating against tables. Now it’s all done for them with

two or three keystrokes on the FMS and it’s accurate every time and therefore safer. “Receiver pilots are also delighted thus far. On a recent trail involving Tornados, the pilots

TANKERS Essential to the Fight

commented that Voyager was the first and only tanker they’d ever refuelled behind where they hadn’t needed to be in reheat. The fuel they normally use during refuelling on a trail is considerable so the beneficial impact of accepting fuel from Voyager in ‘dry’ power is significant. The position of the hose means they are not in the tanker’s down wash as they are with legacy tankers. “Our legacy aircraft have served the RAF extremely well but they often relied on the skills and experience of the aircrew to get the best results. Voyager’s advanced systems have reduced aircrew workload and enhanced both tanking

2012, and undertook its first RAF flight on April 8, 2012. • Civilian registered Voyager 02 completed its proving flight to Reykjavik, Iceland on December 13, 2012, enabling AirTanker to secure its air operating certificate and operating licence from the CAA and commence ‘airline’ transport operations. • Aeromedical release to service obtained in April 2012. • First MoD passenger flight on January 5, 2013. • First RAF embedded engineers obtained their CAA licences during early 2013 having completed a two-year training programme qualifying them to service and maintain aircraft on the civilian register. • The MoD approved Tornado GR4 air-to-air refuelling on May 16, 2013. The first Tornado training sortie took place on May 20. • A Voyager participated in the Queen’s birthday flypast over central London on June 15, 2013. • AirTanker received its civilian extended range operations accreditation, ETOPS 180, from the CAA on June 28, 2013. The RAF is aiming to gain ETOPS clearance in line with the military aviation authority before the end of 2013. • Emergency AAR clearance for Typhoon received during July 2013. • Civilian registered Voyager 02 departed RAF Brize Norton for Akrotiri, Cyprus, on August 20, 2013 with AirTanker titles and logo applied. • AAR in-service date scheduled for mid-2014 with full service delivery mid-2016.

and transport capabilities [ie, more fuel carried, lower fuel burn and no compromise on passenger transport] making Voyager a more efficient and safer operational aircraft.

“Within the probe and drogue community, this is the premier tanker-transport in the world and certainly the most capable tanker the RAF has ever operated.”

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Bell 4 Rafael Treviño profiles the Bell 407 and focuses on the latest incarnation of this utility helicopter, the GX

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T

he Bell 407 is an extremely popular helicopter – more than 1,300 have been sold since its first flight nearly 18 years ago. Now, Bell Helicopter is offering the 407GX, an updated version of the fourblade utility helicopter,

featuring a glass cockpit with improved avionics and flying controls.

Military Failure to Commercial Success

The Bell 407 has a very long lineage. In 1960, along with 13 other companies, Bell responded to a US Army request for proposals for a new light observation helicopter (LOH). Bell’s D-250 was one of

407 BELL 407GX COMMERCIAL

Long-lived Utility Success

developed for the commercial market. Bell’s teams said there was a potential civil market for more than 500 helicopters worldwide within five years. When Bell was eliminated from the LOH competition, it immediately focused on developing a civil derivative. Much work was required to transform the OH-4A. The small fuselage required expansion to improve baggage space, not to mention changing its somewhat

unattractive looks to be more appealing to the commercial market. Indeed, the OH-4A had been nicknamed the ‘Ugly Duckling’ and one Bell designer was quoted as saying the helicopter was so ugly that “it probably lost the army competition on looks alone”. Clearly, this had to change if it were to succeed in the civil market. Consequently, a completely new teardropshaped fuselage was devised to produce a

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All images Hawker Pacific unless noted

three responses to make it to the selection phase, where it was re-designated the OH4A. Eventually, the Hughes OH-6A won the contest. However, Bell already had an alternative plan if it failed to win the LOH contract. Jim Atkins, then Bell’s Executive Vice President and destined to become President, had instructed the company’s design teams to assess the OH-4A’s suitability to be

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cabin featuring 16 cu ft (0.453m3) of cabin space – 33% more than found in average family cars of the period – which was teamed with a new turbine engine. The new helicopter was designated the Bell 206A and christened the JetRanger, the name a logical link to the company’s popular pistonpowered Model 47-J Ranger. The rest is history. From the ashes of the failed OH-4A bid there emerged the most successful civil helicopter of all time. The developments of the JetRanger and its larger LongRanger derivatives undertaken from the 1970s onwards successively refined and improved the helicopter’s performance and capabilities. With more than 7,300 built, it became one of the icons of rotary-wing aviation, performing in numerous civil and military applications worldwide. Ironically, the latter included the American military – the OH-6A’s limitations

meant the Bell design, in the form of the OH-58 Kiowa, was ultimately selected for the US Army.

systems technologies became more advanced. Therefore, a LongRanger III was modified with a wider fuselage and a new Rolls-Royce/Allison 250-C47B turbo shaft engine, managed by a FADEC (full authority digital engine control) system, to become a technologies demonstrator for an improved version of the helicopter. This demonstrator first flew on April 21, 1994, and the following January the company officially launched the Bell 407 programme at the 1995 Heli-Expo Show in Las Vegas, Nevada. The first Bell 407 prototype undertook its maiden flight on June 29, 1995 from the company’s Mirabel, Quebec facility, with further prototypes joining the test programme in July and November that year. Certification from Transport Canada and the US Federal Aviation Administration (FAA) was received in February 1996 ahead of the first customer delivery and the start of full production. By the end of 1997, more than 140 had been delivered. The Bell 407 was continuing the long-standing success of the JetRanger and LongRanger. Its market appeal has continued undiminished – with in excess of 1,300 Bell 407s sold.

Genesis of the 407

Rotors

The LongRanger series proved to be a successful addition to the JetRanger family – the first version of this larger (seven seats compared with the JetRanger’s five), stronger and more powerful variant was delivered to customers in 1975. It progressed through the LongRanger I, II and III models during the 1980s, which introduced various structural, systems and performance enhancements. Steady development culminated with the LongRanger IV, certified in 1992, which offered an increased gross weight from 4,150lb (1,882kg) to 4,450lb (2,018kg) and an engine up-rating to 490shp (365Kw). But Bell wanted to develop the helicopter even further as engine, structure and

Essentially the look of the Bell 407 remains the same as its forebears, but there are many important structural differences between the Bell 407 and the LongRanger from which it derived. The most radical of the changes is a fourblade main rotor, developed from that used in the OH-58D Kiowa upgrade for the US Army. It is 35ft (10.6m) in diameter and has an average blade chord of 255mm (10.75in). Both the blades and the rotor hub are manufactured from a glass fibre matrix/epoxy composite to provide a non-limited lifespan and a more comfortable ride. The blades also feature a Nomex core and nickel cadmium stainlesssteel abrasion strips to protect the leading 1

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edges and conductive paint for lightning protection. Metallic parts have almost been eliminated – even the steel ball bearings in the rotor assemblies have elastomeric replacements that require no lubrication. On top of the rotor hub is mounted a cruciform-shaped passive damping device, a Frahm damper, which holds four pairs of heavy gauge springs and a set of weights to reduce vibrations from the main rotor. The entire hub is covered by a convex fibreglass cover, aerodynamically shaped for noise and drag reduction and which also protects the Frahm assembly. This construction of the main rotor and hub contrasts to the allmetallic flying-hour-limited blades and hub in the LongRanger series. The use of the four-bladed rotor led to another visual difference in the 407 from its predecessors. The 407 prototypes initially flew with a horizontal stabiliser identical to that of the LongRanger series, but the new rotor changed dramatically the aerodynamic behaviour around the helicopter’s tail. This led to auxiliary vertical finlets, both offset by 5o, being added to improve the roll stability of the helicopter in forward flight. The 407’s tail rotor shares common features with the LongRanger, including an identical diameter (5.24ft/1.65m) and turn speed of approximately 2,500 revolutions per minute, but there are structural differences. In the LongRanger IV the tail rotor has a hinge-type hub with two interchangeable blades, pitch-controlled by the directional

pedals. By contrast, the 407 features a simplified aluminium yoke that embraces the blades like a grip. As with the main rotor, the 407’s tail rotor is a composite made of a Nomex core and fibreglass skin, in contrast to the honeycomb core and stainless steel skin on the LongRanger.

New Materials The 407’s fuselage is 8 inches (204mm) wider than that of the LongRanger giving more internal cabin space than the predecessor, with the cabin windows 35% larger. As with the rotors there is greater use of new composite materials in the forward, intermediate and rear sections of the fuselage. The forward fuselage is composed of two honeycomb panels connected together to form the floor. Another honeycomb panel is connected to an aluminium roof beam assembly creating the roof. Two bulkhead assemblies and a centre post connect the floor to the roof and there are two carbonfibre composite side-body fairings that hold the composite doors. The intermediate fuselage, which holds the engine, oil cooler assembly, equipment/ electrical shelf, tail rotor servo and baggage compartment, is made up of bulkheads, longerons and skins manufactured from carbon fibre composites. The left passenger door is hinged on a smaller size litter door in a way that allows both to be opened together to provide a larger free space for easier

loading of the helicopter. The rear section, comprising the tail boom, is a monocoque shell manufactured from carbon fibre composites. The tail boom skins have different thicknesses and use internal and external doublers for strength. At the end there is a teardrop-like faring which covers the gearbox. Attached to the top of the tail boom is the anti-torque system, the tail rotor driveshaft and its supporting bearings (which are covered by a long fairing), the tail rotor gearbox and assembly, the horizontal stabiliser and the vertical fin with tailskid attachment. Initially, the 407’s tail boom was similar in strength to the LongRanger series but experience has dictated its reinforcement and a life limit of 5,000 flying hours. Cyclical inspections are required daily, every 100 and 300 flying hours and annually (depending on the part number of the assembly).

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Landing Gear Bell uses a landing gear made of up to two aluminium alloy tube skids attached to the ends of forward and aft cross tubes. The forward cross tube has two strap assemblies that hold the tube to the fittings. The aft cross tube has a support rocking beam which reduces the possibility of ground resonance caused by the main rotor’s vibrations. Normally Bell delivers the helicopter with a standard low skid gear, which is better aerodynamically and causes fewer vibrations, but seems to dwarf the helicopter

1 The Bell 407GX has a glass cockpit featuring two 10.4-inch flat panel high-resolution LCD display screens. Nigel Pittaway 2 The 407’s fuselage is eight inches wider than that of the LongRanger, giving more internal cabin space than the predecessor as shown on Hawker Pacific’s GX demonstrator N407CE. Nigel Pittaway 3 Bell’s 407GX demonstrator N407GX shows the extent of the cabin windows which are 35% larger than the original 407 model. Roberto Yáñez

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COMMERCIAL BELL 407GX and lowers the distance of the tail rotor to the ground. Many operators prefer a high skid gear which is available optionally. Another alternative is an emergency float landing gear kit for over-water operations. In all cases, the skids have two fittings to install the wheels necessary for moving the helicopter on the ground and which are removed for flight. In the 407 the landing gear has a retirement life of 5,000 RIN (retirement index number). RIN refers to the sensitivity of some components to take-offs or run-on landings (defined as a landing involving forward ground travel by more than 36 inches/914mm). These components are assigned a maximum RIN number instead of a life limitation by flight hours. This number is based on the fatigue damage that results from take-offs and run-on landings. In the case of the landing gear, for example, each run-on landing adds one RIN to the previous total.

Improved Engine Aside from the structural changes, the 407 has an improved engine. The JetRanger and LongRanger families’ Allison 250 engines were replaced by the more powerful RollsRoyce/Allison 250-C47, designed to allow an increased maximum take-off weight (MTOW) and operate at higher altitudes. The engine gives the 407 a maximum of 630shp (469.7Kw) in normal cruise compared to the LongRanger III/IV’s 557shp (415.3Kw). Critically, the new engine also introduces FADEC software which helps control the engine’s fuel flow and power via the airframe-mounted electronic control unit and the engine-mounted hydro mechanical unit. These systems monitor numerous internal and external inputs to modulate the fuel flow and therefore control engine speed, acceleration rate, temperature and other parameters such as measured gas temperature, gas generator speed, power

BELL 407 SPECIFICATIONS Speeds at max gross weight Max speed:

140kts (259km/h)

Max cruise speed:

133kts (246km/h)

Range at VLRC:

330nm (611km)

Max endurance:

3.8 hours

Capacities Standard seating:

1+6

Maximum seating:

1+6

Standard fuel:

127.8 US gallons (484 litres)

Auxiliary fuel:

19 US gallons (72 litres)

Cabin volume:

85ft3 (2.4 m3)

Baggage compartment volume:

16ft3 (0.45m3)

Weights Empty weight:

2,738lb (1,242kg)

Standard internal gross weight:

5,000lb (2,268kg)

Optional internal gross weight:

5,250lb (2,381kg)

External gross weight:

6,000lb (2,722kg)

Useful load (standard):

2,262lb (1,026kg)

Useful load (optional):

2,512lb (1,139kg)

Max external load (cargo hook limit);

2,646lb (1,200kg)

turbine speed, main rotor speed and oil and ambient pressures. The engine also provides control and monitoring systems for fault detection and automatic start, the latter providing automated control of fuel flow during engine starts. There are also automatic protection functions which help ensure the engine’s limits aren’t exceeded. All these features are completely different to the LongRanger versions where the efficient operation of the engine relied on the pilots. At a customer’s request, Bell provides the 407 with additional FAA-certified hover capability both in ground effect and out of ground effect to enable the engine to operate above its minimum specification. The additional capability is provided through a supplemental type certificate, with no changes required for aircraft or engine hardware or software, except for an instrument panel to display generator load limits. In comparison to the LongRanger IV’s three interconnected bladder-type fuel cells made of rubberised fabric, the 407 employs two non-self-sealing, crash-resistant bladdertype fuel cells, permitting a larger fuel volume of a combined 108.5 gallons (493.4 litres) compared with the LongRangers’ 93.2 gallons (424 litres). Auxiliary fuel tanks are available as options.

The 407GX In short, the 407 has introduced many improvements to the long-running JetRanger/ LongRanger. The latest variant, unveiled in early 2011 and which received certification later that year, is the 407GX which features even more modifications. A major structural change to the model is new doors with more windows for increased visibility purposes such as sight-seeing flights. They can also be retrofitted to the baseline 407. Beyond this cosmetic change, and

The Bell 407 attack helicopter demonstrator N407AH on the ramp at Alliance Airport, Texas. The aircraft is based at the company’s XWORX facility at Arlington, Texas. Michael Keaveney

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BELL 407GX COMMERCIAL

while maintaining the 407’s essential characteristics, the 407GX is significant because of a new glass cockpit featuring two 10.4in (266mm) flat panel highresolution LCD display screens. These are interchangeable for primary flight display (PFD) or multi-function display (MFD) modes, on which the pilot can easily and quickly select the information formats. In addition to the new glass cockpit, a major avionics improvement is the Garmin G1000HTM which is an integrated flight control system that presents flight instrumentation, position, navigation, communications and identification information to the pilot at a glance for greater situational awareness, simplicity and safety. The new LCD screens and avionics mean the flight deck panel looks completely different to the standard 407. The only old gauges remaining are the standby airspeed indicator and altimeter, which are placed on top of the two LCDs. The power situation indicator (PSI), in the lower left-hand corner of the PFD, provides a one-stop shop for power indications and limits. The displays accept both NTSC and PAL format composite video signals from external sources. An interesting novelty included on a standard configuration 407GX is a tail rotor camera, which permits pilots to ‘check their six’ while the helicopter is on the ground with rotors turning, just to ensure that nobody is approaching the tail rotor. There are also optional imaging devices such as forward-looking infrared and thermal imaging systems for para-public operations. When working in PFD mode, the screens display all major flight parameters (such as attitude, altitude and vertical speed) in an intuitive, easy to scan layout. Primary and inset screens can be user-selected to display a variety of additional functions including

pathway-in-the-sky, flight path vector, synthetic vision, helicopter terrain awareness system, and traffic information system (TIS). In MFD mode, the screens display options in the standard configuration G1000HTM flight deck avionics system, including system status, checklists, flight planning, maintenance and engine pages, power assurance screen, navigation map, TIS, engine and transmission information, fuel status and calculated range. Optional features include weather information through an XM satellite datalink (in North America) or Iridium voice/data transceiver (worldwide) and Garmin’s GTS800 traffic advisory system. Fourteen communications antennas distributed around the helicopter enable the functions.

Sales Prospects Bell believes the avionics changes in the 407GX will help keep the design at the forefront of the market and maintain its appeal with civil and military operators worldwide: corporate, emergency services, pleasure-flying, transport, para-public and oil and gas companies. On December 21 last year Bell announced it had signed an agreement with air medical transport company Air Methods to supply 20 Bell 407GXs to transport critically ill and injured patients throughout the United States. Bell will hope this is an indication of yet more market success for this long-lived model.

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MILITARY F-15E STRIKE EAGLE

Robert F Dorr reports on the 25-year career of the F-15E Strike Eagle and the advances being made for its future

D

on’t ask anyone in the US Air Force to explain the periodic rotations of six to eight F-15E Strike Eagles into Camp Lemonnier at Djibouti International Airport in the Horn of Africa. “I can’t explain that,” a veteran F-15E

squadron commander told AIR International. But even without details of F-15E operations against insurgents in Yemen and Somalia – or at least readiness to help in the event of another flash-mob terror attack like the one that overwhelmed the US consulate in Benghazi, Libya, on September 11, 2012 – the mere presence of these robust warplanes in Africa is a reminder of the extent to which US air power relies on the venerable and

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F-15E STRIKE EAGLE MILITARY vaunted Strike Eagle. The F-15E is big, expensive, complex, costly to operate and the direct opposite of the ‘lightweight fighter’ some Pentagon analysts sought in the 1970s. Rarely has anyone been as right as General William Creech, who championed development of the multi-role Strike Eagle, and perhaps never has anyone been more wrong than the self-styled whizz kids of the ‘lightweight

fighter mafia’ of the day. Size matters. The F-15E has the heft, the reach, the ordnance load and the flexibility to perform almost any military mission – whether it’s eyeball-to-eyeball counterinsurgency (attacking a pick-up truck) or strike (going after North Korea’s airfields). If the Pentagon brass had listened to the analysts who demanded no-frills, ‘hot rod’ fighters, the US Air Force would not have

219 Strike Eagles in its inventory today (of 236 built). America’s ability to reach out with a diverse portfolio of accurate and deadly ordnance would be weakened. On December 11, 2012, the US Air Force proclaimed that it had reached the 26th anniversary of the first flight of an F-15E. This was a reference to the maiden flight of the first production-standard F-15E (serial number 86-0183) on December 11, 1986, attired in

F-15E Strike Eagle 86-0184/’ET’ of the 40th Flight Test Squadron based at Eglin AFB, Florida, loaded with a single GBU-53/B SDB II. Jim Haseltine

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MILITARY F-15E STRIKE EAGLE

Paul Ridgway

soon-to-become familiar gunship grey and flown by test pilot Gary Jennings, who told AIR International the flight was “routine”. A year later and stepping a year backward, ceremonies marking the 25th anniversary of the entry into service of the Strike Eagle followed on April 12, 2013. This time, it wasn’t clear which event was being highlighted. The first operational Strike Eagle (serial number 86-0186) was delivered to Luke AFB, Arizona, in April 1988 by Lt Col 1 Stephen Lane. Both celebrations highlighted the past achievements and future potential of the aircraft conceived by the McDonnell Aircraft Corporation, and the richly talented fighter factory built up in St Louis, Missouri, by the legendary James McDonnell. Today, the company is named Boeing and the F-15E – an aircraft for which no replacement is currently funded or, for that matter, even in sight – is being refurbished for net-centric, digital age warfare.

Upgrade and Improve...

Paul Ridgway

“I think big, tough and sturdy was the way to go,” said former Capt Douglas Mast, who logged about 800 hours in the F-15E from 2005 to 2011 and is now an industry analyst. “They got the design of this aircraft exactly right. It’s going to continue to serve in its dualrole capacity – air-to-air and air-to-surface – but in the years ahead you’ll see a lot of changes under the skin. They’re going to use modern technology to upgrade and improve everything that went into the Strike Eagle.” The basics will always be the basics. The F-15E is a twin-engine, twin-finned, tandem two-seat warplane with a pilot in the forward cockpit and a weapons systems officer, also called a combat systems officer, in the aft. 2 Two Pratt & Whitney F100-PW-220 or -229 turbofan engines with afterburners power the Strike Eagle. Lest anyone doubt it’s a real powerhouse, the F-15E was among the first American operational aircraft whose engines’ thrust exceeded loaded weight of the aircraft, permitting it to accelerate even while in vertical climb. Former USAF chief of staff Gen John Jumper told the author of this article it “rankled” him that he had to operate a fleet US Air Force

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5 6 1 F-15E Strike Eagle 88-1708/’SJ’ of the 335th Fighter Squadron based at Seymour Johnson AFB, North Carolina – loaded with live ordnance – departs Nellis AFB, Nevada, on a Green Flag mission. The aircraft is carrying two 2,000lb GBU-31 JDAMs and two 500lb GBU-12s. Bruce Smith 2 F-15E Strike Eagle 90-0257/’WA’ assigned to the 17th Weapons Squadron based at Nellis AFB, Nevada, landing at its home station. It is loaded with two 3,000lb AGM-130 powered stand-off weapons carried on the underwing stores pylons. Paul Ridgway 3 F-15E Strike Eagles taxi in at Joint Base Balad, Iraq, after an Operation Iraqi Freedom mission. SSgt Tony R Tolley/US Air Force 4 F-15E Strike Eagle 92-0366/’OT’ assigned to the 422nd Test and Evaluation Squadron based at Nellis AFB, Nevada, prior to a test mission of the AIM-120 AMRAAM missile. Paul Ridgway 5&6 F-15E Strike Eagles carrying two different targeting pods – an AN/ AAQ-28 Litening III (left) and an AN/AAQ-33 Sniper. Paul Ridgway

with two engine types. Some 134 F-15Es, with intermittent serial numbers from 860183 to 90-0232, were built with the 24,000lb (106.7kN) afterburning thrust Pratt & Whitney F100-220 turbofan; the remaining 92 built, numbered intermittently from 90-0233 through 98-0135, were manufactured with the 29,000lb (129kN) afterburning thrust F100-PW-229 IPE Increased Performance Engine (not ‘Improved’ performance, as widely reported). Having two versions of the engine in the fleet has always been

something of an inconvenience and outfitting all with the more powerful -229 has always been a goal, but consolidation of Strike Eagle powerplants has never been given a high enough priority to become reality. Also part of the basics is the M61A1 six-barrelled 20mm rotary cannon with 500 rounds of ammunition. For air-to-air duty, the F-15E can haul four AIM-9X Sidewinder infrared-guided missiles and four AIM-120D AMRAAM radar-guided missiles or, simply, eight AMRAAMs.

Viewed today from the outside, an F-15E is little changed over several decades, but the inside of the aircraft is constantly changing and programme officers are hoping for the finances to continue. In the short-term future, improvements to the F-15E platform are likely to be determined not by technology but by funding, or lack of it. Money, not science, may determine progress with new F-15E radars, radios and helmets, to say nothing of a structural integrity programme aimed at

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MILITARY F-15E STRIKE EAGLE 1 Airmen load an AN/AAQ-33 Sniper targeting pod onto a Strike Eagle at Eglin AFB, Florida. Paul Ridgway 2 Airmen assigned to the 336th Aircraft Maintenance Unit load a 2,000lb GBU-31 JDAM onto an F-15E Strike Eagle. Senior Airman Buzanowski/US Air Force

3 Airmen load a live AIM-120C AMRAAM onto the underwing pylon of a Strike Eagle prior to a missile shot over the Gulf of Mexico range flown from Eglin AFB, Florida. Paul Ridgway

hugely increasing the flying hours that can be put on the airframe. The sequester – the term for $487 billion in defence savings mandated by legislation over the next ten years – is having an impact on every part of the US military, and the F-15E Strike Eagle community is no exception. Before the sequester struck, the F-15E fleet was given new systems fit for the 21st century with the AN/AAQ-33 Sniper XR advanced targeting pod replacing the original AN/AAQ-13 and AN/AAQ-14 LANTIRN. Front and aft cockpits were upgraded with multi-purpose cathode ray tube displays for improved navigation, weapons delivery and systems operations. Moreover, the F-15E was tested, updated and certified with a new generation of weapons – the Joint Direct Attack Munition (JDAM), Joint Air-to-Surface Strike Missile (JASSM) and, as discussed below, the Small Diameter Bomb (SDB). The fiscal uncertainty of the sequester hangs heavily over the air force’s plans for a major investment in the new Raytheon AN/ APG-82(V)1 active electronically-scanned array (AESA) radar to replace the AN/APG-70 also manufactured by Raytheon. The APG82 combines the processor of the APG-79 used by the F/A-18E/F Super Hornet and the antenna of the APG-63(V)3 AESA – and the Pentagon says it will “greatly enhance the F-15E’s ability to detect and very accurately locate ground targets”. The APG-82’s AESA technology relies on numerous small solid-state transmit and receive modules. The standard radar, the APG-70, is a mechanically scanned array and the same system the first Strike Eagle had when it rolled out of the St Louis factory doors. At press time, testing and integration was continuing but the threat of tightened purse strings was ever present. Like the rest of the air force, the F-15E community has suffered an even worse consequence of the mandatory spending cuts – the sequester. In April the air force announced that 17 combat squadrons were being grounded. The stand-down order was expected to save 44,000 flying hours – or, to put it another way, remove that number of hours from the combat readiness training crews are receiving. In the F-15E

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community, four flying squadrons were grounded from April 9 to at least September 30. They were the 336th Fighter Squadron (FS) ‘Rocketeers’ at Seymour Johnson AFB, North Carolina; the 391st FS ‘Bold Tigers’ at Mountain Home AFB, Idaho; and the 492nd FS ‘Madhatters’ and 494th FS ‘Black Panthers’ at RAF Lakenheath in the UK. Nothing like this has occurred in the history of US air power so its impact on an entire nation’s ability to wage war could not be predicted or measured. Col Jeannie Leavitt, commander of the 4th Fighter Wing at Seymour Johnson AFB, pointed out that “combat skills and proficiency are perishable and take time to be regained”, and said the stand-down “will have a significant impact on... overall readiness and ability to support contingencies around the world”. Leavitt might have mentioned morale. Unable to strap into their cockpits, pilots and back-seaters will shift their focus to ground training, flight simulators and academic training. Maintainers will do little more than ensure proper storage of aircraft. Thousands of seemingly minor issues in the daily lives of everyone associated with the Strike Eagle were impacted. For those still flying, corresponding stand-downs of air-refuelling tanker units may have an effect on readiness. Seymour, Mountain Home and Lakenheath

F-15E STRIKE EAGLE MILITARY

Paul Ridgway

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are the three principal F-15E bases and the locations where the most attention is focused on the anniversary of the aircraft, upgrades for it and the impact of the sequester. In earlier years, there was a fourth, Elmendorf AFB, Alaska (where the author of this article flew over Mount McKinley in the back seat of 90-0242). Each of these bases has about a quarter of a century of close kinship with the F-15E. But, unlike the F-22 Raptor which has made comparatively few deployments to select locations, Strike Eagles can turn up just

about everywhere, with Camp Lemonnier being only one of the more unusual locations. To fulfil test and developmental responsibilities and to hone tactics, F-15Es live in small numbers at Edwards AFB, California, Eglin AFB, Florida, and Nellis AFB, Nevada. During combat operations in Libya, in which an F-15E (serial number 91-0304) was lost on March 21, 2011 to an equipment malfunction – a critical weight imbalance caused by failure of a right pylon pressure regulator – Lakenheath-based Strike Eagles were staging out of Aviano AB, Italy (the crew survived although a botched rescue attempt gravely wounded friendly locals who were trying to help). For almost a decade, Strike Eagles deployed regularly to the massive Al Udeid AB near Doha, Qatar, which has become a US anchor point for Middle East operations and was vital to the war in Iraq. Thanks to the Obama Administration’s muchtouted ‘pivot’ toward Asia and the Pacific, Strike Eagles often pull temporary duty at

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MILITARY F-15E STRIKE EAGLE

GBU-31 JOINT DIRECT ATTACK MUNITION The Joint Direct Attack Munition is a guidance set that converts 2,000lb-class (907kg) unguided free-fall bombs, Mk84 [GBU-31(V)1], BLU-109 [GBU-31(V)3] and BLU-119 [GBU-31(V)5] warheads into accurate adverse weather guided munitions for use on conventional strike environments to destroy fixed and moving targets. The guidance set consists of a tail kit, which contains an inertial navigational system (INS) and a global positioning system (GPS), a set of aerosurfaces and an umbilical cover that allows the JDAM to improve the accuracy of unguided, general purpose bombs in any weather condition. A JDAM is also fitted with a selective availability anti-spoofing module and anti-jamming equipment to allow the munition to navigate using GPS in environments containing active GPS jamming.

F-15E Strike Eagle 88-1668/’SJ’ of the 336th Fighter Squadron taxies out from the massive ramp at Seymour Johnson AFB, North Carolina. Jim Haseltine

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GBU-28E/B ENHANCED PAVEWAY III The GBU-28E/B is designed for penetrating hard and deeply buried targets. It is a 5,000lb-class (2,260kg) conventional munition that uses a 4,500lb (2,041kg) penetrating BLU-113/B or BLU-113A/B blast/fragmentation warhead. The munition is fitted with a WGU-36E/B laser guidance unit and incorporates GPS/INS, selective availability anti-spoofing module and impact angle control capability. A GBU-28E/B weighs 4,800lb (2,177kg), measures 19ft 1in (5.82m) in length and has a 14.50 inch (368mm) diameter warhead.

F-15E STRIKE EAGLE MILITARY

AGM-130 POWERED STANDOFF WEAPON The AGM-130 powered standoff weapon is derived from the GBU15, extensively modified to a precision-guided weapon used against high value fixed targets at enhanced standoff ranges, during adverse weather, day or night. It features inertial navigational system/global positioning system, man-in-the-loop capabilities and has a propulsion section for enhanced standoff capability. There are two versions: the AGM-130A model utilises the Mk84 warhead and the AGM-130C uses the BLU-109 penetration warhead. Both versions have advanced control sections and switchable datalinks for horizontal target attack profiles. The datalink pod transmits command signals to the weapon and receives a video signal from it. The command signal allows the weapons system operator to control and redirect the weapon during flight to its target. There are two guidance sections for day and night extended capability: TVGS (television-guided section) and IMIRS (improved modular infrared sensor). The AGM-130 is a 3,000lb-class (1,360kg) standoff weapon fitted with strakes (canards), wings and control surfaces, uses a solid propellant rocket motor, that measures 13ft 2in (4.03m) in length and different warhead diameters: 18 inch (457mm) for a Mk84 or 16 inch (406mm) for a BLU-109.

GBU-53/B SMALL DIAMETER BOMB II The GBU-53/B Small Diameter Bomb II (SDB II) has a highperformance, agile airframe fitted with an autonomous search, acquire, track and defeat tri-mode seeker. It fuses millimetre-wave radar, un-cooled IIR and digital semi-active laser sensors on a single gimbal. Each primary attack mode has a subset mode. The integrated seeker can ‘peer’ through storm clouds or battlefield dust and shares targeting information between all three modes, enabling the weapon to engage fixed, moveable or moving targets at any time of day and in adverse weather conditions. SDB II can fly more than 40 nautical miles (46 miles/74km) against a mobile target. The GBU-53/B is equipped with a Rockwell Collins dual band (Link 16 and UHF), two-way datalink which enables target updates and re-targeting to be sent to the weapon in flight. Status reporting allows the F-15E weapons system operator, a Joint Terminal Attack Controller (JTAC) or a third party to control the weapon post-launch. The warhead can destroy armoured targets, yet minimises collateral damage because of its small explosive footprint. The GBU-53/B has lugs fitted to the bottom of its fuselage and is loaded upside down on the pylon: an F-15E Strike Eagle can carry 28 weapons. On July 17, 2012, the crew of a US Air Force F-15E 86-0184 assigned to the 46th Test Wing based at Eglin AFB, Florida, operating from Holloman AFB, New Mexico, released a GBU-53/B, which acquired, tracked and guided to a moving target using its trimode seeker and scored a direct hit. A joint Raytheon-US Air Force team has conducted more than 80 live fires to date across the entire target set.

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MILITARY F-15E STRIKE EAGLE Osan AB, Korea; Kadena AB, Okinawa; and Andersen AFB, Guam, where two F-15Es took over a job normally performed by the F-15C model and intercepted a pair of Russian Tupolev Tu-95 Bear reconnaissance aircraft on February 12. Despite its size and weight (about 88,000lbs/39,916kg when fully loaded, or four times what the ‘lightweight fighter mafia’ envisioned), the F-15E has a gentle footprint and a slow landing speed, thanks to the broadness of its 43ft (13.10m) wing and the grasp of its ‘barn door’ dorsal speed brake. This means the Strike Eagle can operate from a shorter, rougher runway than many jets – and might show up anywhere.

Strike Eagle Weapons The ‘things under wings’ that make the Strike Eagle so potent are many and diverse – so that space permits only a glimpse, here,

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at the changing dynamics of F-15E ordnance deployment. One way to think about F-15E weapons developments is to remember that US forces in recent years have been focused on close air support (CAS) and counterinsurgency (COIN), but are now shifting to the Pacific ‘pivot’ with its resuscitated emphasis on ‘near peer’ warfare – a conflict with a developing nation state. For both types of fighting, technological advances are aimed at enabling an F-15E to engage the largest possible number of ground targets. With the 250lb

(113kg) GBU-39/B Small Diameter Bomb Increment I (SDB I) and GBU-53/B Small Diameter Bomb Increment II (SDB II), a single crew in a single aircraft can engage up to 28 targets with the GBU-53/B. The GPS-only SDB I, with glide wings that extend after launch, can reach out up to 60 miles

(96km) or more. They’re especially effective against fixed, hardened targets including soft skinned vehicles and structures, armour, point emplacements, offshore platforms, runways, aircraft shelters and surface-toair missile batteries. Strike Eagles began testing the SDB I in 2005, and introduced it to combat in Afghanistan from October 2006. Although operational worldwide, it ran into

teething troubles. In the early days of combat employment, the SDB I experienced reliability problems – hardware component failures – and was pulled from the combat zone, but an expert told AIR International: “They’ve overcome the SDB I issues.” Now found at all F-15E bases, the SDB I is expected to be replaced for most uses by the SDB II. The GPS- and seeker-equipped SDB II, also a 250lb bomb, is different, and the image by photographer Jim Haseltine that appears in this feature is the first to be published

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F-15E STRIKE EAGLE MILITARY anywhere. The weapon is intended for mobile targets including fast-moving insurgent groups, vehicles and heavy armour. Its first flight was announced on May 1, 2009 and on July 17, 2012, an F-15E used an SDB II for the first time to engage and hit a moving target during a flight test at the White Sands Missile Range in New Mexico. The SDB II should make its debut combat

deployment with the F-15E but, if funding permits – that ‘big if’ which is so much a part of the present-day Strike Eagle story – it will eventually be in wider inventory and is deemed crucial to the air-to-ground capability of the controversial, costly F-35 Lightning II Joint Strike Fighter. As one insider put it: “It’s by far the smallest weapon in the arsenal on the F-15E but it would get lots of visibility in either a counter-insurgency or a near-peer war – you could use a ton of those in a modern war and you could stand off from your adversary’s denial systems because the glide wings give it so much reach.” The list of other Strike Eagle ordnance items is too long to enunciate here. It includes JDAM, the AGM-158 JASSM

(Joint Air-to-Surface Stand-off Missile) and – a weapon rarely observed in recent years – the AGM-130 stand-off missile. If priorities change from COIN/CAS to near peer warfare, expect to see more AGM-130 ‘shoots’ as part of training in the near future.

Fighter Future Now that the sequester has arrived, it’s not clear where the money will come from for an ongoing programme to extend the service life of the F-15E or the closely related F-15C and F-15D models. Structural integrity is a concern throughout the US Air Force, where airmen are

operating aircraft older than ever before, with the average fighter now 23.5 years of age. All aircraft in the F-15 series were initially expected to have an equivalent flight hour (EFH) lifetime of 8,000 air hours. Several airframes in the Strike Eagle community passed that mark long ago. The first F-15E to log 10,000 EFH was 890487, flown on January 13, 2013 at Bagram, Afghanistan, by Capt Ryan Bodenheimer and Capt Erin Short. This airframe, by coincidence, has a unique claim to fame: during Operation Desert Storm in January 1991, flown by Capt Tim Bennet and Capt Dan Bakke, it used a 2,000lb (907kg) GBU-10 laser-guided bomb to destroy a flying Iraqi Mi24 Hind helicopter – the only air-to-air victory for any F-15E so far (never mind that the cost of the bomb may have been higher than the

sticker price on the helicopter). It’s simply not known, given the sequester, how long Boeing can continue its work on full-scale fatigue test certifications to push allowable EFH on each F-15E to reach 32,000. Officials say that this quest will almost certainly be halted in mid-stride because of funding uncertainty. So what does that mean for the premier multi-role warplane in service, an aircraft its adherents say can defeat any other while performing almost any mission? Based on interviews and web postings, it’s clear that plenty of people on the air staff, at Air Combat Command and at the three principal Strike Eagle bases would like to see more ambitious refurbishing of existing airframes and, though it defies official policy, a restart of production of new ones. New-build aircraft derived from the current F-15SA for Saudi Arabia (first

flown on February 20), the proposed F-15SE Silent Eagle from Boeing, or a different, notional Boeing design as displayed in the form of a scale model at a conference in Orlando, Florida, last February 24 offer three potential options. Until recently, it was heresy for anyone at Boeing to talk about a resumption of Strike Eagle production for US forces. That’s because Boeing had about a 35% stake in the F-22 Raptor and Pentagon policy is to seek next-generation aircraft rather than improved versions of current designs. Now that Raptor production has concluded, Boeing has no similar interest in the F-35 and would welcome an opportunity to compete with it. So existing F-15Es continue to fly and fight around the world, and the possibility exists that we may yet see new examples emerging from the assembly plant. That would be a boon for F-15E crews, who genuinely love their aircraft and see a bright future ahead for it.

1 A Strike Eagle fitted with an AN/AAQ-33 Sniper targeting pod and an AN/ AAQ-13 LANTIRN navigation pod. Paul Ridgway 2 Armed for the air-to-air role, an F-15E loaded with an AIM-9 Sidewinder and an AIM-120 AMRAAM. The missiles are each carried on an LAU-128A/A guided missile launcher. Paul Ridgway 3 The AN/AAQ-33 Sniper Advanced Targeting Pod made its operational debut on January 7, 2007, on an F-15E Strike Eagle assigned to the 494th Fighter Squadron based at RAF Lakenheath. Senior Airman Lynne Neveu/US Air Force Both images Jim Haseltine

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COMMERCIAL AIRBERLIN

Under Pressure T

airberlin is confident in its business model, despite being under pressure. Andreas Spaeth reports

he long-haul business class cabin in airberlin’s 14 Airbus A330s is currently being modernised. Six have been completed so far, with a further five due to receive a new interior, including upholstery, by the end of 2013 (the three other A330s in the fleet will be kept in all-economy configuration for leisure routes). The fact this upgrade is happening just two years after the A330s last received new cabins vividly illustrates the change airberlin is currently undergoing. The modernisation is one result of investment by Etihad Airways, the United Arab Emirates’ national carrier that with a 29.2% stake is the largest single shareholder in the German airline. Etihad has invested €500 million since it bought its stake in late 2011, making airberlin part of its equity alliance of airlines worldwide which also includes Aer Lingus, Jet Airways in India and Virgin Australia. Airberlin is bigger than its parent company: Germany’s

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second and Europe’s seventh-largest airline, it carried 33 million passengers in 2012. Etihad, by comparison, transported slightly more than ten million passengers last year. But airberlin has its problems, with debts of over €700 million – the result of it absorbing the costs of acquiring several other airlines, including charter carrier LTU, Austria’s NIKI, former British Airways subsidiary dba and Swiss charter carrier Belair. From 2008 to 2011 airberlin made losses and in 2012 only posted a narrow €7 million profit. There have been major changes in the airline’s top management. Long-time CEO Joachim Hunold was replaced in September 2011 by Hartmut Mehdorn, the former boss of Deutsche Bahn railways. It was Mehdorn who grasped the grave situation facing airberlin, and he was instrumental in bringing Etihad aboard: but it was reportedly unhappy with airberlin’s performance, prompting another management change, Wolfgang Prock-Schauer taking the helm in January 2013. The 56-year-old Austrian – formerly CEO of Jet Airways in India and, more recently, former bmi British Midland in the UK

– is, with his modest demeanour, rather the opposite of his larger-than-life predecessor. “I don’t have a big ego and don’t want to maintain a high profile: the company has to be in the foreground,” Prock-Schauer told AIR International.

Leaner In the first half of 2013, airberlin accumulated losses of €196.5 million before taxes (EBIT), worse than the same period the previous year when the losses were €178.7 million. “Our goal is still to reach breakeven on an EBIT base by the end of 2013, becoming profitable in 2014,” says Prock-Schauer. “I am optimistic we can achieve that. And it has to be on a profit margin that won’t lead into losses at the slightest headwind.” Although airberlin’s seat-mile costs are double that of Ryanair, one of its major competitors, Prock-Schauer insists that, “our costs are good compared with legacy carriers and we don’t have any burdens with pension payments”. The priority remains, however, to make airberlin leaner and more cost-efficient. “We have to get smaller and

Timo Breidentstein/AirTeamImages

COMMERCIAL AIRBERLIN 1 Airberlin operates a fleet of ten Bombardier Q400s including D-ABQD (c/n 4234). Jan Ostrowski/AirTeamImages 2 Airberlin cabin crew wear smart navy blue uniforms and red hats. 3 The German carrier applies branding to various places on its aircraft. Andreas Spaeth

Partnership

“We’re strategically developing our network together with Etihad,” says Prock-Schauer, who explains that the emphasis of airberlin’s route development lies here rather than developing partnerships through oneworld, which he calls “a marketing club for things like frequent flyer programmes and lounges. For our business, Etihad is much more dynamic than oneworld.” This view appears to be borne out by the numbers. In the first half of 2013, bookings almost quadrupled for airberlin on the nearly 100 routes it now flies under codeshares with Etihad. By comparison, in the same period, bookings for codeshares with its oneworld partners only doubled. The close co-operation between airberlin and Etihad is underlined by the fact that the Etihad Guest frequent flyer programme is now linked to airberlin’s Topbonus scheme, which was set up in December 2012 as a separate unit within its business to create what it calls a “global loyalty management scheme”. It has 1 since sold 70% of Topbonus to Etihad for €200 million. Could airberlin become a marionette of 2 been strengthened. They each now offer more weekly connections, totalling 15,063 Etihad, becoming more or less dependent compared to 10,612 in 2012. The daily on the Gulf airline? “That will never happen. utilisation rate of the airline’s fleet has only Airberlin will always be airberlin; our brand minimally increased, from 11.2 to 11.4 hours. is much too valuable to abandon,” counters The mainstay of the fleet (including NIKI’s Prock-Schauer. Etihad praises its German and Belair’s aircraft) are currently 61 Airbus partner: “Airberlin has an enormous potential A320 family aircraft and 51 Boeing 737-700s that Etihad would have never been able and -800s. to reach on its own,” Peter Baumgartner, Etihad’s Chief Operating Officer, told AIR Business Model International. Etihad is feeding about 200,000 Some analysts say a weakness in airberlin’s extra passengers into airberlin’s network. In business model is that it has too much turn airberlin generates 100,000 extra guests, variety in its product offerings – it operates as Etihad calls its customers. “The revenue domestic flights in Germany, scheduled of this partnership already lies 30% above and charter flights to leisure destinations, our expectations,” enthuses Baumgartner. European scheduled services and both This has been fuelled by 42 weekly flights scheduled and charter long-haul services. between Germany and Abu Dhabi by both The airline is also part of the oneworld carriers, with 80% of passengers going alliance, which it joined in 2012, but 3 it’s hardly on an equal footing with the focus on our core hubs and our global route sophisticated offerings of the giants in network.” the alliance like American Airlines, British This process is already happening under Airways or Cathay Pacific, which are focused the airline’s ‘Turbine’ programme to slash on long-haul premium routes. operating costs and gain €400 million in Prock-Schauer dismisses the criticism. savings by the end of 2014. Airberlin’s fleet “We have 31% business travellers and 40size was 170 aircraft in 2011. That dropped 45% leisure passengers, with the difference to 156 in 2012 and will be 143 by the end of being package [holiday] tourists. This is a 2013 after the recent sale of 13 Boeing 737s good, almost equal, division which means to a Chinese finance company. The airline’s a mitigation of risk. It makes no sense to assets are shrinking too – it now owns just be more focused on any segment: we keep 21 of the aircraft it operates. It has also flying everybody from businessmen to closed five smaller hubs, leading to the loss grandmothers.” of 900 jobs. Airberlin has decided to serve Its route network has shrunk considerably intercontinental routes year-round instead too. Instead of 523 routes a year ago, during of only seasonally as before. “Our core summer 2013 the airline served 438 routes [long-haul] destination is North America, (albeit with a 14% increase in frequency). with four main US airports – New YorkComparing 2013 to 2012, capacity has been JFK, Chicago, Miami and Los Angeles reduced from 45.1 million available seats per – being served as well as six leisure year to 41.7 million, the number of flights destinations, Fort Myers plus five in the has been cut from 270,489 to 250,406 and Caribbean,” explains Prock-Schauer. The available seat kilometres are down from 62 only eastbound long-haul destinations are billion per year to 60 billion. The aim is to Abu Dhabi and Phuket in Thailand (via Abu create higher seat load factors and yields. Dhabi), although airberlin benefits from The ‘Turbine’ consolidation has meant having its ‘AB’ flight code placed on Etihad airberlin’s principal hubs at Berlin-Tegel and flights to Australasian destinations under Düsseldorf (which also handle its longthe terms of the code-sharing that is part haul traffic with the A330 services) have of the investment deal.

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AIRBERLIN COMMERCIAL beyond the Gulf. The co-operation with Etihad doesn’t extend to the charter market – still one of airberlin’s most important revenue sources – but airberlin customers flying to Phuket have to stop at Abu Dhabi instead of flying non-stop as before. “We’re currently undergoing a fundamental change from being a mainly [charter] carrier to providing a worldwide network together with our partner,” Prock-Schauer says. Airberlin is set to become even more closely aligned with Etihad in the future. Both carriers have ordered the Boeing 7874 9. Etihad has ordered 41, with deliveries starting in late 2014 and airberlin expects to 5 receive the first of 15 around 2018. “We’re aligning our [787] cabin with Etihad, flying a standardised product with the same seats, [although] Etihad might put three classes on board compared to our two-class product,” reveals Prock-Schauer. The seats and IFE systems will also be the same on Etihad and airberlin Dreamliners. Other examples of the co-operation between the carriers are airberlin pilots flying for Etihad; and joint pilot training.

4 Airberlin has a fleet of 50 Boeing 737s including 15 of the 700 series. Boeing 737-700 D-AGEC (c/n 36118) was delivered in March 2009. Felix Gothwald/AirTeamImages 5 Swiss-registered Airbus A319 HB-IOX (msn 3604) is one of eight in service with airberlin. Dominik Spuller/AirTeamImages

New Airport

AIRBERLIN FACTS AND FIGURES IATA code: AB ICAO code: BER Ownership: Etihad Airways 29.21%, ESAS Holding 12.02%, Hans Joachim Knieps 5.48%, Others 53.29% Founded: April 1979 as Air Berlin USA, German-owned and based since 1992 Operations started: April 28, 1979 Employees: 8,979 Passengers carried: 2012 – 33.3 million, 2011 – 35.3 million Fleet*: 8 Airbus A319s, 27 Airbus A320s, 12 Airbus A321s, 14 Airbus A330-200s, 15 Boeing 737700s, 35 Boeing 737-800s, 10 Bombardier Q400s On order: 11 Airbus A320s, 47 Boeing 737-800s and 18 Boeing 787-9s Hubs: Berlin-Tegel, Düsseldorf, Palma de Mallorca Route network: 174 destinations including 19 in Germany Profit: 2012 – $9 million, 2011 – ($588 million), 2010 – ($140 million) www.airberlin.com Note: *includes Belair, members of the airberlin group and those operated for airberlin by TUIfly, Germania and LGW.

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A milestone for airberlin in the near future will be the opening of the German capital’s new airport, Berlin Brandenburg International (known as ‘BER’ after its International Air Transport Association code). It was supposed to open in June 2012 but construction problems, management issues and political interference have plagued its development, delaying its commencement four times. It’s now due to open on a limited basis in spring 2014, although some reports say full operations at the airport won’t start until 2015. BER’s CEO is airberlin’s former boss Mehdorn – who, when in charge of the airline, started a lawsuit against BER’s operators over the delays. For ProckSchauer, being forced to keep operating from the outdated and crowded Tegel is a burden and hampers business. “The postponed opening of BER has caused damage to airberlin, although I can’t attach a concrete sum to it,” he says. Moving operations to the larger and more modern BER, and the arrival of the 787s, will present potential for airberlin. “Currently we have a 45% market share in Tegel – in BER 6 it will be 50%, a very nice percentage to establish a network,” says Prock-Schauer. “After Paris and London, Berlin is the thirdbiggest incoming destination city in Europe, meaning a big market potential.” Despite Berlin’s status as an important business and leisure destination, the comparatively low purchasing power of the city’s residents (a disparity once referred to by Berlin mayor Klaus Wowereit when he characterised its people as “poor, but sexy”) is thought to turn away airlines that feel there is a limited market for premium long-haul travellers originating from the city. That doesn’t deter Prock-Schauer, who aims to position airberlin to feed long-haul passengers from Scandinavia and Poland into BER. And having managed Jet Airways in India through the worst of the country’s downturn in the late 2000s, he isn’t scared of a challenge.

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S3 wants to put Switzerland on the map in the emerging world of commercial spaceflight, as Mark Broadbent finds out

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witzerland. Its very mention brings to mind a host of clichés about cheese, chocolate, cowbells, clocks and knives. Now a company based in Payerne near Lake Neuchatel wants to make a name for the landlocked central

European country in something rather more advanced: space.

Barriers to Space Commercial spaceflight is becoming a big business. Various companies worldwide are designing new spacecraft to transport cargo and people into orbit. Many of these are spaceplanes – craft (like the NASA Space Shuttle) that can re-enter Earth’s atmosphere

and land like a conventional aircraft, rather than a rocket that requires launch pads and retrieval. Swiss Space Systems (S3) wants a slice of this market. Its aim is to become the world leader in putting small satellites – classed as weighing up to 250kg (551lb) – into orbit. According to S3, there’s a big pent-up demand: it says there are many countries and organisations, such as research agencies

S3 SUB-ORBITAL SPACEPLANE TECHNOLOGY

An artist’s impression of S3’s Airbus A300 and SOAR launch system in flight. All images S3

and universities, that want to put satellites into space but simply can’t afford to because of the high costs of developing, or buying access to, launch systems and infrastructure. S3’s answer to this problem is novel: have a small unmanned sub-orbital spaceplane (SOAR) ride piggyback atop an Airbus A300 from which it can then be launched to climb to the edge of space – where it can launch payloads into orbit before returning through

Earth’s atmosphere and landing back on the ground just like a conventional aircraft, ready to be used again. Ex-Swiss Air Force test pilot Pascal Jaussi came up with the concept. In collaboration with partners across Europe – including some major names from the aeronautical and space industries – the idea was refined over two years before S3 was officially inaugurated at Payerne in March 2013. The company has

bold ambitions: it plans to open a spaceport at Payerne in 2015, start test flights in 2017 and put the first paying customers’ payloads into orbit in 2018.

Flight Stages So if we fast-forward a few years, how would a typical S3 launch work? The customer’s payload will be installed into the SOAR before the spaceplane is mounted on the

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top of the A300. There will then be five flight stages (see SOAR’s Five Stages Of Flight). The first will be take-off where the A300, with the SOAR riding piggyback, departs the operating airport and climbs to 33,000ft (10,058m). The second stage (launch) will involve the SOAR being released from its mothership in the stratosphere. Stage three will be boost, where the SOAR will use its own rocket power to climb to the edge of space, some 262,000ft (79,857m) up. Once this height is attained, the fourth phase – upperstage – will start when the payload is automatically released from SOAR using a satellite dispenser. S3 says this dispenser is designed to be able to handle different types of spacecraft, affording the company the opportunity to launch quite different types of aircraft during a single launch. This will precede the final step, Delivery, where the payload will

be sent to its final orbit some 700km (420 miles) above Earth. In the meantime, the A300 and SOAR will have both landed back at their launch airport.

Space for All S3’s view is that, because this launch method won’t involve the launch-pads and recovery systems traditionally associated with rockets, it will be far cheaper to send payloads into space. This, it believes, will bring spaceflight into the financial reach of those research organisations and smaller countries. “We’ll be a cheaper alternative because of the flight system we’re developing and the reusability of the Airbus and the SOAR,” S3 founder and Chief Executive Jaussi told AIR International. “We’ll also be more flexible because we don’t need a large infrastructure, we can operate quickly and we only need a base

SOAR’S FIVE STAGES OF FLIGHT

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1 The upperstage launcher that will be used to deliver satellites into orbit. 2 An artist’s impression of the SOAR spacecraft. It uses technology developed by Dassault with its VEHRA hypersonic research programme. 3 A graphic showing the flight stages of the A300/SOAR launch system.

where the A300 can be operated from.” Reflecting this model is the company’s slogan, ‘space for all’. S3 says costs will also be minimised by the spaceplane using standard fuels – and, like the NASA Space Shuttle, it will glide back to Earth. The company says this method would cost in the region of $10 million per launch, “up to four times less [expensive] than it is at present”. An S3 statement says: “We are building the most economic and ecological model available today. Nothing is lost on a flight. The main components used during the flight 3 are reusable and we intend to develop ground operations known from aviation such as inspection, repair and equipment replacement activities.”

Partners The concept and the promised cost savings are clearly appealing, but what about the practicalities? After all, S3 has set itself a large challenge by committing to developing, manufacturing, certifying and operating SOAR within just five years. To make the project a reality, S3 has signed agreements with a number of partners. The SOAR spaceplane’s components will be built by Sonaca, with Dassault producing its on-board avionics and flight control system. Deimos Space is responsible for producing the guidance, navigation and control systems as well as mission analysis. UK company Meggitt will manufacture the sensors and Belgian technology firm Space Application Systems (SAS) the software while Stanford University will undertake systems optimisation. Technical advice is being provided by the ESA (European Space Agency), the Von Karman Institute, Université catholique de Louvain and the

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S3 SUB-ORBITAL SPACEPLANE TECHNOLOGY

Swiss Space Center. Swiss chronographer Breitling is on board as the project’s main sponsor while Payerne city council has given an enthusiastic endorsement to S3 building a spaceport at Payerne. At the company’s inauguration ceremony in March, the city’s mayor praised the boldness of the S3 concept and said it would provide a boost to the local economy. In addition to serving as the company’s headquarters, the spaceport will house the assembly of the SOAR spaceplanes. It is also hoped that regulatory approval will be given to allow the first test flights in 2017 to be undertaken from the Swiss airfield. “These partners, technical advisers and sponsors all contribute to our project with technical support, material support, financial support and human resources,” Jaussi said, adding that a large part of S3’s overall budget of 250 million Swiss Francs ($268 million) is “already covered by private investors and our partners”.

More Partners? This level of collaboration and investment is clearly significant in ‘de-risking’ the S3 project and ensuring it actually becomes a reality rather than a pipedream. Crucially, though, the partners are not just contributing technical and financial support but, in Jaussi’s words, “the heritage of alreadydeveloped and certified technologies”. For example, development of the SOAR spaceplane is feeding off Dassault’s longstanding research and development (R&D) work into lifting bodies, which began as far back as the 1980s with its Hermes programme. Dassault will directly input R&D work from VEHRA, a research programme that in the 2000s studied exactly what S3 wants to do – putting a reusable hypersonic

vehicle into low-earth orbit to launch satellites. The SOAR project will also benefit from Dassault’s expertise in unmanned flight control systems, which it has built up as part of its leadership of the European nEUROn unmanned combat air vehicle technology demonstrator. Jaussi says companies like Dassault putting their own R&D into the project will allow it to “save time” and enable the project to meet regulatory requirements more readily. The certification of the A300 and the SOAR spaceplane, and working with industry bodies on practicalities such as how the project will fit into air traffic management, are S3’s main priorities. “We’re working in collaboration with suborbital rule makers at the European Aviation Safety Agency,” Jaussi told AIR International. “We have already taken part in several workshops and meetings in Brussels to work on the development of these rules.” The company is also collaborating with Switzerland’s Federal Office of Civil Aviation on regulatory issues.

Plans The next goal in S3’s schedule comes in 2014, when it plans to undertake a test launch of the mock-up SOAR vehicle. The spaceport at Payerne is expected to be completed in 2015, with the first SOAR spaceplane being built there in 2016 ahead of the first test flight a year later. After regulators certify the launching systems, operational flights will begin. But just because there’ll be a spaceport at Payerne doesn’t mean S3 flights will launch from there. There would of course be major effects on air traffic management if flights were to be undertaken in European airspace. “We have different opportunities

regarding the test flights location,” Jaussi explained to AIR International. “We’ve signed a memorandum of understanding with Spaceport Malaysia and we’re also discussing with Morocco, so we also have the opportunity to have a safe launch over the sea. This would mean the shuttle assembly will be done in Payerne and the operations conducted in Malaysia and Morocco. We’re currently discussing further partnerships with other countries.” What interest has S3 received from the market so far? “We’ve already secured a contract for four launches in 2018 and have other advanced discussions with potential clients,” Jaussi revealed. The company plans to undertake 12 launches in 2019 and 24 in 2020, Jaussi adding: “We anticipate a large demand because the market for small satellites is already mature – and still growing – and because of the exceptional flexibility, increased security and price we will offer our clients.” S3 is clearly confident about its project and potential. “We want to make space accessible through fast and recurrent access opportunities,” Jaussi said. “We don’t want to talk for all space companies, but we do believe it’s important to democratise access to space.” The company’s pursuit of that aspiration in the next few years as one of the flagships of the European presence in the growing market of commercial spaceflight will be followed with great interest.

VIDEO LINK Readers can watch a video showing a rendering of the A300/SOAR launch sequence by visiting this web address: www.youtube.com/watch?

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Trojans Australia’s

Despite early teething problems, the Royal Australian Air Force’s C-130J-30 Hercules has developed into a valuable workhorse, as Nigel Pittaway discovers

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No.37 SQUADRON ROYAL AUSTRALIAN AIR FORCE MILITARY

de Havilland Canada DHC-4 Caribou, and will complement the C-130J-30, which is expected to remain in service until 2030. Two RAAF C-130J-30s are currently deployed to the Middle East Area of Operations (MEAO), operating from Al Minhad AB in the United Arab Emirates. This detachment, originally based at Al Udeid AB in Qatar, began in February 2003 as part of Coalition operations in Iraq and has since continued in support of Australia’s deployment in Afghanistan. Responsibility for the detachment originally alternated between the C-130H and the newer

Hercules, but since the middle of 2008 it has been the exclusive preserve of the C-130J-30, and no timeline for withdrawal has been announced. Besides Afghanistan, the C-130J-30 fleet has been kept very busy supporting Australian Defence Force operations and exercises at home and abroad. It has participated regularly in Humanitarian Assistance and Disaster Relief (HADR) operations throughout the region. Initially, the C-130J-30 fell short of the capabilities expected from it when it entered service in the late 1990s. However,

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Cpl David Gibbs/RAAF

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ollowing the premature retirement of the Royal Australian Air Force (RAAF) Lockheed Martin C-130H Hercules fleet at the end of last year, the 12 C-130J30s of No.37 Squadron now form the backbone of Australia’s tactical airlift capability. They will continue to do so until the arrival of the Alenia C-27J Spartan in 2015. The Spartan, will fill the battlefield airlift role left vacant by the 2009 retirement of the venerable

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1,2&4 No.37 Squadron celebrated its 70th anniversary with a two-ship flight over Sydney Harbour, the Blue Mountains, and a paradrop over the Londonderry drop zone near Richmond on July 17. Nigel Pittaway 3 A member of an RAAF air load team marshals a forklift into position behind a C-130J to remove an aircraft pallet of stores at Momote airfield, Manus Island. Sgt W Guthrie/RAAF 5&6 Maintenance reforms carried out on the RAAF’s fleet of 12 C-130J Hercules have increased the availability of aircraft by eight per cent, the equivalent of an extra C-130J being available for missions. Cpl David Gibbs/RAAF 7 Australian Aerospace is one of the prime contractors responsible for through-life support of the C-130J, and contributed significant work to reviewing how the C-130J maintenance is planned and conducted, leading to these reforms. LAC

the type is now displaying a higher level of maturity, its reliability is improving and ongoing software upgrades are expanding its capabilities. The aircraft is earning a reputation as a worthy successor to the revered C-130H.

Trials and Tribulations The C-130J-30 was acquired to replace the Vietnam-era C-130E fleet, which had served with No.37 Squadron since its purchase in the late 1960s. The J model is the latest

chapter of the RAAF’s long Hercules story, which began with the purchase of 12 C-130As in 1958 and progressed through the ’E and ’H variants. A contract for the 12 C-130J-30s was signed in December 1995 with deliveries planned for between 1997 and 1998. However, Lockheed Martin struggled with the flight testing and certification of the new glass-cockpit aircraft and the first delivery date was delayed to November 1998. In the event, even this proved optimistic and the

David Said/RAAF

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No.37 SQUADRON ROYAL AUSTRALIAN AIR FORCE MILITARY first aircraft (A97-464) only arrived at RAAF Richmond, which is west of Sydney and has been the home of Australia’s numerous Hercules over the years, on September 4, 1999. The delay caused a shortfall in airlift capability as unplanned maintenance had to be carried out on the C-130E fleet. Australia was an early customer for the C-130J-30 and the RAAF suffered many of the same teething problems with software as the Royal Air Force, albeit to a lesser extent as the British aircraft performed tactical operations from the outset. One problem was that although on the outside the C-130J-30 looked like the Hercules the RAAF understood so well, its modern systems were more complex and personnel initially failed to take this into consideration. Initial operational test and evaluation was very slow due to the combination of aircraft complexity and immaturity. It wasn’t until December 2001, two months after the 12th and final aircraft had been delivered, that the C-130J-30 was formally accepted into operational service by the-then Chief of the Air Force, Air Marshal Angus Houston.

therefore taken in late 2003 to expand the C-130J-30’s operations into the tactical arena. The aircraft were fitted with an interim electronic warfare self-protection (EWSP) system and after a work-up period, No.37 Squadron deployed two aircraft to the MEAO in September 2004. This, greatly relieved the burden on its sister squadron. The responsibility of providing tactical airlift as part of the detachment rotated between No.36 Squadron’s C-130Hs and No.37 Squadron’s C-130J-30 deployments until the ‘H was withdrawn from theatre in the middle of 2008. Desert operations soon revealed several shortcomings with the newer Hercules. The sand coating of the high-pressure turbine blades of the Rolls-Royce AE2100 engines became so thick that it blocked vital cooling passages and led to the premature removal of the engines for overhaul and required a re-design of the exhaust.

The ‘J Goes to War The first operations flown by the C-130J-30 were strategic logistics flights, transporting personnel and equipment from one established RAAF base or airport to another. The tactical aspect of airlift operations was left to the tried and tested C-130H, then in service with No.36 Squadron. However, the Australian government’s decision to join the US-led coalition in Iraq in 2003 soon saw the aircraft deploying on operations. The C-130J-30s were given the responsibility of maintaining the strategic transport link between Australia and the MEAO base at Al Udeid, while No.36 Squadron C-130Hs flew tactical flights from there into Iraq during Operation Iraqi Freedom in March 2003. The strain of maintaining a constant two (and occasionally three) aircraft C-130H deployment so far from home soon became apparent in terms of airframe wear and tear and personnel fatigue. A decision was

(AME) role, since the Vietnam War and. RAAF aircrews and AME personnel continue to train extensively for these. It was 37 Squadron’s C-130J-30s that repatriated dozens of badly burned and injured civilians to Australian hospitals after the terrorist bombing of a Bali nightclub in 2002. Sadly they had to repeat their efforts after a second attack in 2005. In between, the C-130J-30s were busy supporting HADR efforts on Sumatra after the 2004 Boxing Day tsunami and later evacuated Australian civilians from Cyprus to Turkey following their escape from the fighting in Lebanon. Flood relief flights were undertaken in Papua New Guinea after Cyclone Guba in 2007 and earthquake relief in Indonesia in 2009. In early 2011 two aircraft assisted at home with the evacuation of the Cairns Base Hospital as Cyclone Yasi approached the city. The squadron then played a major role in the subsequent flood relief operations throughout Queensland. Just weeks after Yasi, the Hercules were in action again, providing relief to the people of Christchurch in New Zealand following the devastating earthquake there in February 2011.

Mixed Fleet

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Other problems included the rapid erosion of the Dowty composite propeller blades, and reliability issues with components such as engine mounts and the propeller gearbox. All these issues have now been resolved.

HADR Ops In between these combat operations, HADR operations have continued at (sadly) regular intervals. The RAAF Hercules fleet has conducted HADR operations, including for the all-important Aeromedical Evacuation

In May 2006, Australia signed letters of offer and acceptance with the US government for the supply of an initial four Boeing C-17A Globemasters. These would be operated by No.36 Squadron, which would relocate from Richmond to RAAF Base Amberley, southwest of Brisbane. The consequence of this was that No.36 Squadron’s C-130Hs moved across to join 37 Squadron’s C-130J-30s. A dual ceremony at Richmond on November 17, 2006 bade farewell to No.36 Squadron and welcomed the consolidation of Australian Hercules operations into 37 Squadron. This made it the largest flying unit in the RAAF with 12 C-130J-30s, eight C-130Hs (four of the original 12 C-130Hs were permanently withdrawn from use around this time) and around 670 personnel. The remaining C-130Hs were withdrawn from service, as a government cost-cutting measure, in December 2012.

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MILITARY No.37 SQUADRON ROYAL AUSTRALIAN AIR FORCE Phil Cullinan/RAAF

Since then, No.37 Squadron has maintained the MEAO deployment, which moved from Al Udeid to Al Minhad in 2009. February 2013 marked ten years of RAAF C-130J operations, during which time the fleet has transported an estimated 220,200 passengers and 43,000 tonnes (94.8 million pounds) of cargo. As part of the wider Project AIR 8000 – the Australian Defence Force’s airlift ‘blueprint’ for the future – there was an intention to add two further C-130J-30s to the fleet, but the subsequent purchases of two more C-17As have seen these plans dropped, meaning the dozen C-130J-30s at Richmond will continue as the backbone of RAAF airlift operations for years to come.

Ongoing Improvement

TROJANS CELEBRATE 70 YEARS As they celebrate their 70th anniversary in 2013, No.37 Squadron aircraft and personnel are a common sight around Australia. Their ‘Trojan’ radio call-sign is often the first indication that help is on the way during times of national crisis. And it’s not just Australians who have benefited from the unit’s assistance, as it has a long record of humanitarian efforts throughout the Asia-Pacific region. Although the squadron has not enjoyed a continuous history, it was formed at RAAF Base Laverton (now part of RAAF Williams) in Victoria on July 15, 1943 in response to the demand for more airlift capability to support operations against Japan in the South-West Pacific theatre. The first aircraft on strength was the Lockheed C-60A Lodestar and initial operations established a courier service from Melbourne (then home to RAAF Headquarters) to airfields in the west and north of Australia and New Guinea. Wounded troops were flown back to Australia from New Guinea, which began an association with the Aeromedical Evacuation (AME) role which continues to this day. By early 1945, sufficient numbers of Douglas C-47 Dakotas had been acquired from US sources to begin re-equipping the squadron. Courier flights were by then being flown to bases as far afield as Morotai in the Dutch East Indies (today part of Indonesia). Following the Japanese surrender, 37 Squadron repatriated Australian prisoners of war from Singapore. By 1946 it had relocated to Schofields, west of Sydney, to join No.36 and No.38 Squadrons within No.86 Transport Wing. The three squadrons began a thriceweekly courier service to Japan in support of the British Commonwealth Occupation Forces (BCOF), but the work transferred to Qantas in 1947 and 37 Squadron was subsequently disbanded in February 1948. In the early 1960s the RAAF began a major modernisation plan which would see modern aircraft such as the Dassault Mirage III, Bell UH-1 Iroquois and Lockheed P-3B Orion replacing legacy platforms by the end of the decade. Part of this restructure was the purchase of 12 C-130E Hercules, to augment the C-130A which had been in service since 1958 replacing the venerable Dakota in the airlift role. No.37 Squadron was selected to receive the C-130E and re-formed at RAAF Richmond in February 1966. Thus began an association with the Hercules and Richmond that has endured to the present time. The squadron’s relationship with the AME role was also quickly re-established when it began operating a courier service to Vung Tau during the Vietnam War to repatriate Australian wounded. The squadron has continued its humanitarian operations and Australian Defence Force support throughout the past 47 years, including relief efforts after Cyclone Tracy devastated Darwin on Christmas Eve 1974. It converted to the C-130J-30 in 1999 and absorbed the C-130H operations of No.36 Squadron in 2008. “The squadron has undergone significant changes recently, especially in view of the retirement of the C-130H Hercules last November,” said Wg Cdr Darren Goldie, the current Commanding Officer. “We are now expanding the airlift roles that we perform with the C-130J, which will allow us to continue transporting Defence personnel and cargo to some of the toughest environments on earth. It is an honour not only to lead No.37 Squadron on this anniversary, but also to be a part of this transition into a new era.”

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Australia is a member of the international C-130J Users Group (JUG) and has continuously modernised its fleet with a series of hardware and software upgrades under the JUG Global Project Arrangement (GPA). These have incrementally expanded the ’J’s capabilities and reliability since its service introduction. Because the aircraft is electronic, most of these upgrades have been to the software and although the development and testing of the regular ‘drops’ is a complicated and time-consuming process for Lockheed Martin, the eventual upload into the aircraft is a straightforward process. The latest software iteration is known as Version 6.1. This is largely concerned with avionics upgrades to prepare for the implementation of international Global Air Traffic Management (GATM) and Terrain Avoidance regulations later in the decade. The first aircraft to undergo the 6.1 upgrade was completed in August 2012 and, following operational test and evaluation, achieved initial operating capability (IOC) in October and service release the following month. The upgrade was installed across the rest of the C-130J-30 fleet at Richmond in the second half of 2012, with the work being undertaken during routine maintenance. The installation was carried out by technical teams from the Air Lift Systems Project Office (ALSPO), Lockheed Martin and Australian Aerospace, which is the C-130J-30 maintenance provider. The upgrade changes the selection functions of three or four switches on the flight deck and significantly enhances the way information is processed and presented to the crew. This has already had a major impact on aircraft performance. For example, just before Christmas 2012, one 37 Squadron C-130J-30 performed the highest ever maximum weight take off of an Australian Hercules, when it departed Richmond carrying aid to Fiji in support of Cyclone Evan relief operations. The work to improve the C-130J-30 continues. A radar warning receiver (RWR) is currently being installed to the fleet to add to the EWSP fit. This will be completely integrated on all aircraft by the end of 2014. This capability is not part of the JUG GPA process but is being delivered under a related project, AIR 5416 Phase 4B/1, aimed at enhancing the C-130J-30’s RWR capabilities beyond those previously fitted to the C-130H fleet.

No.37 SQUADRON ROYAL AUSTRALIAN AIR FORCE MILITARY 1 C-130J-30 A97-450 over Sydney Harbour during a two-ship flight on July 17 staged to mark No.37 Squadron’s 70th anniversary. Nigel Pittaway 2 Wg Cdr Darren Goldie, Commanding Officer of No.37 Squadron. Nigel Pittaway 3 Sqn Ldr Ben Poxon (left) and Flt Lt Brad Drew run through pre-flight checks in a C-130J Hercules cockpit before they depart the Delamere range airstrip during Exercise Aces North 2013. LAC Dan Pinhorn/RAAF

Night Vision Although the C-130J-30 has shouldered responsibility for tactical airlift in the MEAO since 2008, much of the Special Forces support work in Australia was performed by the C-130H. This was especially the case with regard to operations requiring night vision goggles (NVGs). The impending retirement of the C-130H resulted in a flurry of activity during 2012 to prepare the C-130J-30 for tactical night operations under a role enhancement programme. Although the aircraft isn’t yet capable of completely filling the hole left by its predecessor’s retirement, the feeling within the RAAF is

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that modern operations have evolved to the point where the possession of many of those capabilities is no longer significant. The burden of being the RAAF’s major tactical airlift provider between the retirement of the C-130H and the introduction of the C-27J has recently been somewhat alleviated by changes to the maintenance regime. Regular tasking had previously been predicated on eight of the 12 aircraft being available at any given time, with the other four undergoing some form of maintenance. But a new programme, funded and developed by Australian Aerospace and supported by Lockheed Martin, extends

the maintenance interval for each aircraft from 30 weeks to 38 weeks. The fact that the airframes can work for longer between maintenance sessions is the equivalent of having a ninth aircraft on line for daily operations.

Evolution Assuming that the C-130J-30 retires on schedule in 2030 and isn’t replaced in the meantime by another aircraft, Lockheed Martin’s evergreen workhorse will have served 80 years in the RAAF across four variants. In the meantime there is work to be done in ensuring the Hercules evolves

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MILITARY No.37 SQUADRON ROYAL AUSTRALIAN AIR FORCE 1 C-130J-30 A97-450 over the Blue Mountains during a twoship flight on July 17 staged to mark No.37 Squadron’s 70th anniversary. Nigel Pittaway 2 An RAAF loadmaster watches a C-130J Hercules engine start up prior to leaving Momote airfield, Manus Island. Sgt W Guthrie/RAAF

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to stay relevant in the modern operational environment. Air Commodore Gary Martin, Commander of the RAAF’s Air Lift Group, says that a defined upgrade path is already in the pipeline. “The next upgrades for the C-130J are software blocks seven and eight, which are programmed to occur between 2014 and 2019. [We are] also bringing the large aircraft countermeasures [LAIRCM] to the aircraft. That then gives us a highly manoeuvrable aircraft, well tried and tested, and still capable of conducting all of the required tactical activities, both regionally and in the prolonged activities we are undertaking in Afghanistan.” Predictions that the C-130H’s early retirement will dramatically accelerate the fatigue life of the C-130J-30 are rejected by Air Cdr Martin, who points out that the C-130H’s withdrawal was planned to happen in 2015 anyway. He goes on to say that the availability of a figurative ninth C-130J-30 due to the new maintenance schedule obviates any additional fatigue accrual in the meantime. Rolls-Royce has also just completed a 12-month study into RAAF fleet fuel burn and the data is now under analysis.

The aim of this is to optimise various flight profiles to save fuel. Eventually, the installation of software version 7.0 will result in a fundamental change to the flight management computers, changing the way information is processed by the aircraft’s flight management system and how it is presented to the crew on the dual head-up displays. Either later this year or early in 2014 the first aircraft will fly back to the US for upgrade by Lockheed Martin, and the remainder of the fleet will be completed at Richmond by the end of 2016. Version 7.0 will be followed by version 8.0, which will provide further upgrades to the GATM system to comply with evolving international regulations. This will be implemented somewhere around the end of the decade. “It will be a quantum step for us,” says Air Cdr Martin of the forthcoming software improvements. “Once [crews] are trained on an aircraft with version 7.0 [they will] not fly a 6.1 aircraft. The change to the flight management computers significantly increases the depth of information.” Meanwhile, work continues within the international JUG framework to develop

further improvements. The Northrop Grumman AN/AAQ-24(v) LAIRCM system will be integrated into the fleet under Project AIR 5416 Phase 4B.2, with an IOC planned towards the end of 2016, subject to budgetary considerations. “We are looking at the way the US Air Force has integrated the system, which is aerodynamically more efficient than the RAF method,” says Air Cdr Martin. “It will give us the full sequence of Flares, LAIRCM and RWR. It will be a full countermeasures system which will take us through to ‘Life of Type’ [the aircraft’s retirement date].” Although it has had a frustrating career at times, the C-130J-30 will soon, with some justification, be recognised as best of breed. Furthermore, it will continue to be the mainstay of Australia’s airlift force. If disaster strikes somewhere in the AsiaPacific region, the C-130J-30 and the men and women of 37 Squadron will be there to help. Australia’s Hercules will remain a common sight at airfields supporting such operations, continuing the sterling work previously performed since 1958 by the C-130A, ’E and ’H. You can’t get a better testimonial than that.

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