AirForces Monthly 2013-01

January 2013 ISSUE 298

RAF RAPTOR: TEN YEARS OF INTEL CAPTURE

Officially the World's Number One Military Aviation Magazine | www.airforcesmonthly.com

Aircraft Profile: F-22A

STEALTH FIGHTER THE HIGHS AND LOWS OF A CONTROVERSIAL FIGHTER Postcards from...

Switzerland Japan

Force report

CROATIAN AF exercise report

ZLOT 2012

F-35: Make or break in 2013

ARMOURED WORKHORSE Sukhoi's Su-25 Frogfoot

BEING VIGILANT AT SYERSTON Flying with Air Cadets

Exclusive

SWISS AIR FORCE CHIEF SPEAKS TO AIR FORCES MONTHLY JANUARY 2013 £4.50

THE MOST COMPREHENSIVE AIR ARMS INFORMATION AVAILABLE

ORDERS OF BATTLE

INVENTORIES

Brought to you by the team, AirForces Intelligence allows users to research and analyse its unique online database, providing: • • • • • •

SORTABLE

COMPREHENSIVE AND ACCURATE DATA PROFILES FOR OVER 380 AIR ARMS IN 199 COUNTRIES MULTI-SERVICE OPERATIONS USER-FRIENDLY MULTI-WINDOW DESIGN SECURE ONLINE ACCESS DOWNLOADABLE EXCELTM REPORTS

Whether your background is in military analysis, the defence industry, maintenance, repair and overhaul or research, this is the answer to all your information needs. Essential for: • • • •

RESEARCH AND ANALYSIS THREAT ASSESSMENT COMPETITIVE COMPARISON DEVELOPING NEW MARKET OPPORTUNITIES

If you want to find out more about how AirForces Intelligence can transform your organisation:

DOWNLOADABLE

email: [email protected] or call: +44 (0)1780 755131 Alternatively order online by visiting our website:

361/10

www.AirForcesIntel.com ARTICLES

361 AFI.indd 2

twitter.com/airforcesintel

12/09/2011 11:42

CONTENTS CONTENTS JANUARY

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

56

NEWS 5 6-9 10 - 13 16 - 19 20 - 21 23 24 - 25 28 29 - 30 31

Headlines UK Europe North America Latin America Russia and CIS Middle East Africa Asia Pacific Australasia

36 US Sequestration: “Shooting Ourselves in the Head”

Blair Watson considers the impact of impending sequestration of US Government finances on the defence budget, especially that of the air force.

38 Being Vigilant in Notts Gliders and sailplanes are among

the most numerous types in the Royal Air Force’s inventory. AFM’s Jerry Gunner went to RAF Syerston to find out why.

42 RAPTOR – Bringing home the goods Peter R Foster and AFM look at the history and future of the RAF’s main reconnaissance tool, the RAPTOR pod.

Cover Feature 48 F-22A Raptor In AFM’s latest aircraft profi le, Tom Kaminski examines the US Air Force’s first stealth fighter.

56 Lightning II: No Shocks Now? Andrew Brookes reviews the F-35 programme as a crucial year approaches with US defence cuts

looming (see page 36).

60 Time for T-X Now that the US Air Force has released key performance parameters for its required advanced jet trainer, Ben Montgomery looks at the force’s T-X project.

66 Hips in a hurry Dr Jakub Fojtik describes a project for training Afghan and US helicopter crews on Mi-17 helicopters at Pardubice in the Czech Republic.

68 Armoured Workhorse Alexander Mladenov assesses the latest developments in the Sukhoi Su-25 Frogfoot programme.

76 Switzerland Meets the Gripen

Northrop F-5 Tiger replacement programme and its choice of Saab's Gripen NG, which made its fi rst visit to the country in October.

80 Leader’s legacy Georg Mader spoke to the retiring Swiss Air Force commander, Lt Gen Markus Gygax.

FREE DVD! Subscribe to AirForces Monthly and claim your FREE Hellenic F-16 Cockpit DVD worth £12.49. See pages 14 and 15 for more details.

AFM reviews Switzerland’s

Regulars 4

Editorial

32 Attrition

Military aviation accidents.

35 Deployments and Contracts 84 Force Report: Croatian Air Force and Air Defence

biggest and most important field training exercise in Polish military aviation.

to the Swiss Alps to report on the action from the annual AXALP exercise.

91 Exercise Report: Exercise VOLCANEX 2012

94 Postcard from… Japan

VOLCANEX was held at the disused airfield of VouziersSéchault in France. Joris van Boven was there for AFM.

Alan Warnes visited the Mediterranean nation and tells how the Croatian Air Force and Air Defence is facing up to the 21st Century.

92 Exercise Report: Noble Mariner 12

90 Exercise Report: ZLOT 2012

93 Postcard from… Switzerland

Krzysztof Kuska visited the

www.airforcesdaily.com

Jim Winchester went to sea with the French Navy.

AFM’s editor Gary Parsons went

A selection of stunning images from the autumn airshow season in Japan.

95 Gallery

AFM readers' topical images from around the globe.

96 Ops Board

In response to readers’ demands, we present the first of a new regular monthly feature – AFM’s guide to exercises and

airshows in months to come in the UK and around the World. Feel free to contact the editor if you know of one we haven't listed!

98 And Finally… Down at the Nook

Alyson M Elwood profiles RAF Donna Nook on England’s east coast, where seals bask on the sand as Typhoon and Tornado jets practise their craft.

Find us on

Facebook facebook.com/AirForcesMonthly

#298 JANUARY 2013

3

Season’s greetings to all our readers around the world. Don’t forget to follow Santa on-line at www.noradsanta.org. US Air Force/TSgt Brian Davidson

AFM is moving! Don’t worry, we’re not going far – just two weeks into the future, that’s all. As we go into 2013, your favourite magazine will be on sale in the UK on the third Thursday of the month, instead of the first. There are a number of factors behind the change, but primarily it will separate us from our sister magazine, Combat Aircraft Monthly, which will continue to be on sale on the first Thursday – this way you’ll only get two weeks between a fix of the best modern military news and features! As well as moving to a new Editor: Gary Parsons Assistant Editor: Jerry Gunner MILITARY NEWS TEAM: World Air Forces Correspondent: Alan Warnes Military News Editor: Dave Allport Military News Analyst: Steve Rush Editor’s Secretary: Julie Lawson Group Art Editor: Steve Donovan Assistant Group Art Editor: Lee Howson Production Editor: Sue Blunt Sub editor: Norman Wells Advertising Manager: Ian Maxwell Production Manager: Janet Watkins Marketing Manager: Martin Steele Mail Order Subscription Manager: Roz Condé Group Editor-in-Chief: Paul Hamblin Commercial Director: Ann Saundry Executive Chairman: Richard Cox Managing Director & Publisher: Adrian Cox

4

#298 JANUARY 2013

slot, we’ll continue evolving the magazine – tell us what you like and what you really want to read about as we venture into our 26th year. Yes, AFM is 25 years old with the April issue, and we’re planning to mark the occasion with a special bumper issue. I can still recall the excitement of seeing the very first AFM that hit the shelves in early 1988 – as well as reminding me I’m getting old, it’s remarkable to see how much both military aviation and the magazine has changed since then. Copies of AirForces Monthly can be obtained each month by placing a standing order with your newsagent. In case of difficulty, contact our Circulation Manager. Readers in USA may place subscriptions by telephone toll-free 800-676-4049 or by writing to AirForces Monthly, 3330 Pacific Ave, Ste 500, Virginia Beach, VA23451-9828. We are unable to guarantee the bonafides of any of our advertisers. Readers are strongly recommended to take their own precautions before parting with any information or item of value, including, but not limited to, money, manuscripts, photographs or personnel information in response to any advertisements within this publication. Postmaster: Send address corrections to AirForces Monthly, Key Publishing Ltd, c/o Mail Right International Inc. 1637 Stelton Road B4, Piscataway NJ 08854. Printed in England by Warners (Midlands) plc, Bourne, Lincolnshire. AirForces Monthly (ISSN 0955 7091) is published monthly by Key

In those days you got just 64 pages for £1.40, the equivalent of £3.20 in today’s money or 5p a page - proof that at today’s price AFM is even better value for money! We’ll be back on January 17 with the February issue, but in the meantime have a great Christmas and New Year.

GARY PARSONS EDITOR Publishing Ltd and distributed in the USA by Mail Right Int., 1637 Stelton Road B4, Piscataway, NJ 08854. The entire contents of AirForces Monthly is a copyright of Key Publishing Ltd and cannot be reproduced in any form without permission. The Editor is happy to receive contributions to AirForces Monthly. Please note that all material sent to the Editor is forwarded at the contributor’s own risk. While every care is taken with material, the publishers cannot be held responsible for any loss or damage incurred. All material rates available on request. Submitted material (especially illustrations) should have the contributor’s name and address clearly marked and a stamped addressed envelope should be enclosed if it is required to be returned. All items submitted for publication are subject to our terms and conditions, which are regularly updated without prior notice and are freely available from Key Publishing Ltd or downloadable from www.keypublishing.com. All digital imagery should be at least 300dpi

Above: Lockheed Martin's F-22A Raptor - now out of production, we profile the US Air Force's premier fighter on pages 48 - 55. Key - Gary Parsons and 10 x 8 inches (25.4cm x 20.3cm) in size and submitted on a CD/DVD with thumbnail prints to the Editor at Key Publishing Ltd, PO Box 100, Stamford, Lincolnshire, PE9 1XQ, UK. CD/DVDs will not be returned unless accompanied by a stamped addressed envelope. Telephone: +44 (0)1780 755131 Fax: +44 (0)1780 757261 Subscription: [email protected] Website: www.keypublishing.com Distributed by Seymour Distribution Ltd, 2 Poultry Avenue, London, EC1A 9PP. Tel: +44 (0)20 7429 4000 Fax: +44 (0)20 7429 4001

www.airforcesmonthly.com

NEWS HEADLINES

For daily news stories visit www.airforcesmonthly.com e-mail the news team at: [email protected]

Investigators probe EADS bribery claims Austria may cancel EADS/Eurofighter-deal, if fresh corruption allegations are substantiated

P

OLICE IN Bavaria raided

European Aeronautic Defence and Space Company NV (EADS) offices on November 7, 2012, as part of an investigation into whether bribes have been made during the Eurofighter jet sales process in Austria. The HQ of Cassidian and the Eurofighter GmbH office together with other premises in Switzerland and Austria were also raided Prosecutors in Vienna and Munich suspect that around the time a contract was signed with Austria for 18 Tranche 2 Block-8 Eurofighter Typhoons, in July 2003, €128m had been made available by EADS Deutschland GmbH to an Italian individual. He is alleged to have distributed the money to Austrian lobbyists and arms dealers. Investigation documents allege that a complex network of shell-companies had been set up by EADS to bribe businesses as well as civil servants and officials. A total of 18 named individuals are being investigated. An investigation order from the Munich attorney, seen by AFM, reads: “In fact these [amounts] were bribes agreed upon to influence civil servants in the allocation of a contract to deliver combat aircraft to the Republic [of Austria] … in favour of Eurofighter GmbH at a later date.” Vienna district attorney Michael Radasztics, who launched fresh investigations into the case in mid-2011, maintains the €128m – ostensibly intended to kick-start investments in Austria, agreed by EADS as part of the Eurofighter deal – may have been used to bribe Austrian decision-makers. The money was included in EADS/Eurofighter’s calculations when they established the price for the Austrian deal. Investigations into Italian financier, Gianfranco Lande, led to the corruption allegations – that had been circulating for some years – resurfacing. Lande was jailed for nine years by a Rome court, in July 2012, for his involvement in a €170m fraud involving hundreds of investors. He told investigators that EADS assigned at least €84m to

www.airforcesdaily.com

Above: If it is proved that corrupt practices were involved in Austria's acquisition of 15 Eurofighter Typhoons, one of the consequences could be that the jets would be returned to the manufacturer leaving the country without a fighter force. Eurofighter

now-dissolved London-based shellcompany ‘Vector Aerospace LLP’, [not to be confused with Vector Aerospace, an industry-leading provider of maintenance, repair and overhaul services for fixed- and rotary-wing aircraft] for it to distribute bribes in Austria related to the Typhoon deal. He also named particular individuals at EADS and Eurofighter-GmbH, as well as two Austrian arms dealers who Lande claimed had used Vector Aerospace LLP to bribe officials. Two days after the police searches, an MoD spokesman announced that the Eurofighter contract included a ‘get-out clause’ or ‘code of conduct’ in case of bribery. Austria’s Minister of Defence (MoD), Norbert Darabos, has since written to state prosecutors asking what the legal implications would be if the bribery allegations are proved. An Austrian Government report released in October alleges that Darabos did not adequately include the finance and economy ministries in negotiations when he renegotiated the contract from 18 to 15 basic Tranche 1 airframes; six of which were second-hand German Air Force Block-2s. Finance Minister Wilhem Molterer has said that he was only informed after the negotiations had been concluded, saying that the Finance Ministry was not involved; this would be contrary to Austrian law. In response, Darabos stated that he,

"naturally informed Molterer on the negotiations over the course of many discussions." Prof Andreas Kletec´ka of the University of Salzburg is one of two experts on compensation rights consulted by the Austrian parliament in 2007 when the deal was being set up. He told AFM that the ‘code of conduct’ only covered actions of Eurofighter GmbH and its subsidiaries, not actions of shareholders like EADS or those of third parties hired by EADS: “Neither the Eurofighter shareholders, such as EADS, nor others, such as contractors, are covered by that definition of ‘bidder’,” according to the professor. That definition will be critical in deciding who, if anybody, to prosecute for corruption. Of particular interest to investigators are the 200%-offset-agreements (meaning Austria will get two Euros back in business for every one it spends) connected to the contract. Reinhold Mitterlehner, Austrian minister in charge of economic affairs, has been responsible for the agreements since 2008 and is on record saying in an interview with the Upper Austrian News that in the light of the investigations he was “sure the deal was not clean”. His ministry has engaged an external auditor to check all the EADS-offset deals signed from 2006. AFM has seen an audit-paper covering 2003-2008. It shows that €2.3bn was linked to off-set agree-

ments affecting 1,065 contracts and involving 251 companies; 81 agreements were rejected by the auditors of the ministry. The potential scandal could have far-reaching consequences for Austria’s defence. The country’s constitution requires an air defence component of its armed forces. Zeltweg air base is home to the Eurofighter fleet; €160m has been spent updating its infrastructure to accommodate Typhoon. In a November 16, 2012, press release the MoD said: “If the contract is really cancelled, the 15 jets would have to be returned to Bavaria and new or interim platforms for the legallyrequired air-surveillance would have to be acquired.” EADS Deutschland has hired ‘ETHIC Intelligence’, a certification agency specialising in ‘anti-corruption compliance programmes’, to conduct a review of its anti-corruption rules; the results will be published in the spring. A bigger problem for EADS would be the effect of a corruption conviction in Austria or Germany. That would bring into play the US Foreign Corrupt Practices Act, which concerns companies seeking to do business in and with the USA. If there is bribery by companies, officials or individuals representing those companies, even outside the US, then the company or its subsidiaries in the US may be subject to the legislation. GEORG MADER

#298 JANUARY 2013

5

NEWS UNITED KINGDOM RN Lynx Deploys on French Frigate for Anti-Piracy Operations UK MINISTRY of Defence officials announced on November 14 that, as part of the initiative for the UK and French Armed Forces to work more closely together, Lynx HMA8SRU ZD252 ’321-WL’ and 12 UK personnel from 815 Naval Air Squadron (NAS)/217 Flight, based at Royal Naval Air Station (RNAS) Yeovilton, Somerset, would deploy with the French La Fayette Class Frégate Légère Furtive (Light Stealth Frigate) Surcouf (F711) as part of Operation Atalanta, off the Horn of Africa. The Lynx arrived at the ship in Toulon harbour on November 5 and before the Surcouf deployed at the end of November, the detachment of Royal Navy personnel underwent a four-week training period that included an exercise to assess the warship’s operational capabilities. Flight Commander Lt Mike Curd said: “To be given the opportunity to spend an entire deployment operating with the French Navy is fantastic and my team is very excited, not only to be contributing to counter-piracy operations in the Indian Ocean, but also to be doing it in such unusual circumstances.” Lt Curd and helicopter pilot Lt Chris Southworth are part of a team comprising senior maintenance rating Chief Petty Officer Matthew Eccles and seven aircraft engineers, along with two Royal Marines snipers. Their training for this deployment included a 15-week French language course to prepare them for life on board the French vessel. The Commanding Officer of the FS Surcouf, Capitaine de Frigate Hughes Laine, said: “I am very pleased to welcome 217 Flight to Surcouf and look forward to having the world-renowned capability of the Lynx Mk 8 at my disposal for the deployment.” The Lynx and personnel of 217 Flight will be away over Christmas and the new year, returning to RNAS Yeovilton in March 2013. This deployment falls under the terms of the Anglo-French Treaty signed at the Lancaster House summit in November 2010.

6

#298 JANUARY 2013

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

847 NAS Trains for Afghanistan Ops at El Centro

Above: An 847 Naval Air Squadron Lynx AH9A, ZF537, over a dusty landing zone on October 26 at Naval Air Facility El Centro, California, during pre-deployment training for operations in Helmand province, Afghanistan. MOD Crown Copyright/PO (Photo) Mez Merrill

AGUSTAWESTLAND Lynx AH9A helicopters from the UK Fleet Air Arm’s 847 Naval Air Squadron are currently deployed away from their base at Royal Naval Air Station Yeovilton, Somerset, to the California desert. The unit is operating from US Naval Air Facility El Centro in southern California for the final stages of training, prior to its third deployment in four years to Helmand province, Afghanistan, which will start in January 2013. Aircrew and engineers spent the first 48 hours getting acclimatised to conditions at El Centro – where the average high in November is 33˚C (over 90˚F) and temperatures can hit a scorching 44˚C (112˚F) – before pre-deployment and mission-

specific training. They have also familiarised themselves with the extremely inhospitable desert environment. Although El Centro is below sea level, the Colorado Desert (named after the river which flows about 50 miles to the east) and the nearby Santa Rosa and San Jacinto Mountains, means conditions are similar to those 847 will face in Helmand. The squadron has now fully converted to the Lynx AH9A, although the helicopters are still owned by the Army. The upgraded variant has new, more powerful engines that provide an all-year-round capability. Extreme temperatures do not affect the newer variant as much its predecessor.

II(AC) Squadron Returns from Afghanistan PERSONNEL FROM the Royal Air Force’s No II (AC) Squadron returned home to RAF Marham, Norfolk, on November 20 after completing a deployment to Afghanistan in support of Operation Herrick. Equipped with the Tornado GR4, the unit had been deployed to Kandahar, Afghanistan, for the last 4½ months as part of the 903rd Expeditionary Air Wing. During the deployment, the Squadron flew more than 2,000 hours in support of UK and Coalition forces. Tt handed over its Operation Herrick duties on November 17 to IX(B) Squadron, also from RAF Marham.

Two More RAF VC10s Withdrawn from Service

Above: Royal Air Force/101 Squadron VC10 C1K XV106 'W' departs from RAF Brize Norton, Oxfordshire, for the final time on November 7, heading for Bruntingthorpe Airfield, Leicestershire, and the scrapman’s axe. A second C1K, XV108 'Y', was also flown into Bruntingthorpe on the same day to be scrapped. Rick Ingham

A FURTHER two Royal Air Force BAC VC10s were retired on November 7, when VC10 C1Ks XV106 ‘W’ and XV108 ‘Y’ were flown from their base at RAF Brize Norton, Oxfordshire, to Bruntingthorpe Airfield, Leicestershire, to be scrapped.

It leaves just six of the type remaining in service with 101 Squadron at Brize Norton - they comprise C1K XR808 ‘R’; K3s ZA147 ‘F’, ZA148 ‘G’, ZA149 ‘H’ and ZA150 ‘J; plus K4 ZD241 ‘N’. The VC10s are due to be replaced by the new Airbus Military Voyager, but

because of already wellpublicised delays with that aircraft’s development, it is currently unclear when the final VC10s will be retired. The previously quoted out-of-service date of March 2013 for the type now seems almost certain to slip.

www.airforcesmonthly.com

NEWS REGION UNITED KINGDOM UK Currently Operating 335 UAVs in Afghanistan DETAILS HAVE been revealed about the exact number of unmanned air vehicles (UAVs) operated in Afghanistan by the UK armed forces. The information was provided by the Parliamentary UnderSecretary of State, Ministry of Defence, Lord Astor of Hever, in a written answer in the House of Lords on October 30. It was confirmed that five General Atomics MQ-9A Reaper Remotely Piloted Air Systems (RPAS) remain operational in Afghanistan flown by the RAF’s No 39 Squadron based at Kandahar, but remotely piloted by crews at Creech Air Force Base, Nevada. The aircraft are to be supplemented by a further five to be operated by 13 Squadron, which officially re-formed at RAF Waddington, Lincolnshire, on October 26. Following earlier government reports that eleven Army Elbit Hermes 450 RPASs had been lost in Afghanistan, it has been confirmed by Lord Astor that nine of the type are still operational in the country. He also confirmed that also currently operating in Afghanistan to support UK operations are: 239 Lockheed Martin Desert Hawk III smallunmanned aircraft systems, 64 Prox Dynamics PD-100 Black Hornet nanocopter UAVs and 18 Honeywell RQ-16A Tarantula Hawk ducted-fan vertical take-off and landing micro UAVs.

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

Second RAF F-35B Delivered to Eglin AFB

Above: The second UK F-35B Lightning II, ZM136 (BK-02), takes off from Naval Air Station Fort Worth Joint Reserve Base, Texas, on October 19 for its ferry flight to Eglin Air Force Base, Florida. Lockheed Martin/Neal Chapman

DELIVERY OF the second UK Lockheed Martin F-35B Lightning II Joint Strike Fighter, ZM136 (BK-02), to Eglin Air Force Base, Florida, was completed on October 19. The aircraft left Naval Air Station Fort Worth Joint Reserve Base, Texas, at approximately 0806hrs CDT

flown by RAF pilot Sqn Ldr Jim Schofield for the 90-minute ferry to Eglin. It joins the first UK F-35B, ZM135 (BK-01), which arrived at Eglin on July 23 for operational test and evaluation. Also delivered to Eglin at the same time was the eleventh US Marine Corps F-35B, 168312

RAF Typhoon R2 Upgrade Complete

Typhoon FGR4 ZJ932 'DB' (c/n 0105/BS023) returns to RAF Coningsby on November 23 on delivery from BAE Warton. The aircraft is the final example to be re-enter frontline RAF service as part of the R2 upgrade programme. Glenn Beasley

First Tranche 3 Typhoon Now in Final Assembly THE FIRST Tranche 3 Eurofighter Typhoon moved onto BAE Systems’ final assembly line at its factory in Warton, Lancashire at the end of October. The fuselage, wings and undercarriage had been married up and the aircraft wheeled into its bay for the next stage of assembly. The aircraft, BS116, is the 116th production single-seat Typhoon FGR4 for the Royal Air Force. Over the next few months, the fin and foreplanes will be fitted and all the systems installed. Tranche 3 capability represents the next significant milestone in the evolution of Typhoon. Under the Tranche 3A contract, signed in 2009, 112 aircraft have been

8

#298 JANUARY 2013

Above: The first Tranche 3 Typhoon, BS116, an FGR4 for the RAF, is seen here in final assembly on the production line at Warton, Lancashire. BAE Systems

ordered for the four European partner nations of Germany, Italy, Spain and the UK, with 40

destined for the Royal Air Force. Deliveries of Tranche 3 aircraft are expected to start later in 2013.

‘VM-11’ (BF-16), flown by USMC Major Adam Levine. They are the 15th and 16th F-35s to be ferried to Eglin this year. A total of 22 of the type are now at the base, comprising nine US Air Force F-35As, eleven USMC F-35Bs and the two UK F-35Bs.

RAF Re-forms 13 Squadron as Reaper Unit A FORMAL ceremony was held at RAF Waddington, Lincolnshire, on October 26 to re-form 13 Squadron to operate RAF General Atomics MQ-9A Reaper Remotely Piloted Air Systems (RPAS) based at Kandahar, Afghanistan. The unit will become the first to operate the RPAS from the UK, using ground control stations at Waddington. As part of plans to improve and sustain UK Reaper operations until 2015, 13 Squadron will be the second RPAS squadron in the Royal Air Force (the other is 39 Squadron, currently operating from Creech Air Force Base, Nevada, USA). UK Reapers are integral to the RAF’s airpower capability, complementing manned aircraft squadrons. Their primary role is to provide intelligence, surveillance and reconnaissance (ISR) for allied forces with additional armed support if required. RAF Waddington was selected as the location for UK Reaper Ground Control Stations as it is the RAF’s intelligence, surveillance, target acquisition and reconnaissance (ISTAR) hub, providing a range of manned ISTAR aircraft for operations.

www.airforcesmonthly.com

RAF Puma HC2 Programme Update A TOTAL of 21 of the 24 Royal Air Force Puma HC1 helicopters that are due to be upgraded to Puma HC2 standard have now been inducted into the Life Extension Programme (LEP), which is being undertaken by Eurocopter. The figure was confirmed on November 13 by Phillip Dunne, Minister for Defence Equipment, Support and Technology, in a written answer to a question in the House of Commons. He also confirmed that over 100 hours of flight testing have now been completed on the LEP programme since the first HC2, XW232, reflew at Marignane, France, on June 21, 2011. Initial qualification was achieved last July, enabling hand over to the Ministry of Defence of the first HC2, XW216, on September 12 at the Eurocopter facility at Oxford-Kidlington Airport, Oxfordshire. This helicopter has now been delivered to QinetiQ at Boscombe Down, Wiltshire, to conclude test and evaluation of the upgraded variant. The first production standard HC2 made its maiden flight on

Above: RAF Puma HC1 XW237 is seen here outside the Eurocopter UK facility at Oxford-Kidlington Airport, Oxfordshire, on July 7 after being stripped there in readiness for HC2 conversion. The helicopter was then transported by road to Eurocopter ‘s Brasov facility in Romania, where the upgrade on these helicopters is being undertaken. Nigel Howarth

September 18 at Eurocopter’s facility in Brasov, Romania. Dunne also acknowledged that there have been some delays to aspects of the project and work is under way to understand whether this will impact on fielding plans. He said that it is currently expected that the initial aircraft will be fielded for training by mid-2013 and that the capacity and capability of the Puma HC2 force will then be incrementally expanded over

the subsequent two years. He also stated that the cost of the LEP is forecast to be within its approved level of £339 million. RAF Puma HC1s Scheduled to go through the LEP programme are as follows: XW199, XW204, XW209, XW212, XW213, XW214, XW216, XW217, XW219, XW220, XW224, XW229, XW231, XW232, XW235, XW237, ZA935, ZA936, ZA939, ZA940, ZJ954, ZJ955, ZJ956 and ZJ957.

UK Government Confirms TriStar Out-of-Service Date ROYAL AIR Force (RAF) Lockheed TriStars are to be retired from service in March 2014, three months later than previously planned. The out-of-service date was confirmed in the House of Commons on October 31 by Minister for Defence, Equipment, Support and Technology, Philip Dunne, in answer to a question from Scottish Nationalist Party MP Angus Robertson. Dunne said the cost of extending the TriStar's service life is around £3.6 million, but it was not

currently possible to determine additional operating costs. The RAF TriStars are flown by 216 Squadron at RAF Brize Norton, Oxfordshire and comprises one TriStar K1 (ZD951), four TriStar KC1s (ZD948, ZD950, ZD952 and ZD953), two TriStar C2s (ZE704 and ZE705) and one TriStar C2A (ZE706). A ninth aircraft, TriStar K1 ZD949, has been in open storage with Marshall Aerospace at Cambridge Airport since its last flight on November 5, 2010. It

had been a pattern aircraft for a proposed avionics upgrade and arrived for conversion at Cambridge on November 17, 2007. After completion, more than 100 hours of flight-testing were undertaken during 2010, but a dispute arose over the contract and it was not redelivered. With the original 2015-2016 out-ofservice date brought forward to the end of 2013 by the Strategic Defence and Security Review on October 20, 2010, the upgrade was abandoned.

Three MC-12Ws Transit Through RAF Lakenheath THREE US Air Force Hawker Beechcraft MC-12W Liberty intelligence, surveillance and reconnaissance (ISR) aircraft arrived at RAF Lakenheath, Suffolk, on October 18 from Naval Air Station Sigonella, Sicily, en route home to the USA from Afghanistan. They departed again the following morning for GlasgowPrestwick Airport, Scotland, prior to making the Atlantic crossing. The three aircraft comprised 09-0624 (callsign ‘Crow 01’) and 09-0655 ‘Boss Mary’ (‘Crow 02’) from the 4th Expeditionary Reconnaissance Squadron (ERS) ‘Crows’ at Bagram

www.airforcesdaily.com

Air Base and 09-0684 ‘Lonely Lion’(‘Raven 02’) from the 361st ERS ‘Ravens’ at Kandahar Airfield. All carried various mission markings under the cockpit.

Above: The third of the USAF MC-12Ws to arrive at RAF Lakenheath, Suffolk, on October 18, 09-0684 ‘Lonely Lion' (callsign 'Raven 02'), from the 361st Expeditionary Reconnaissance Squadron 'Ravens,' prepares to land. Colin Johnson

RAF Begins Chinook HC4 Pre-Deployment Training IN PREPARATION for the first deployment to Afghanistan of the RAF’s upgraded Chinook HC4, operational training on the type has now commenced in the USA. To date, seven RAF Chinooks have been modified to the new HC4 configuration and accepted back by the Ministry of Defence, with 12 helicopters having been inducted into the upgrade line. Initial Operational Capability with the HC4 was declared in June and the new variant was used in the massive UK security operation around the Olympic Games earlier this year. Under Project Julius, all 46 RAF Chinooks are to be modernised with a new glass cockpit that will improve capability and flight safety. This involves converting 32 Chinook HC2s and six HC2As, which will then, respectively, be designated HC4 and HC4A. The remaining eight helicopters, HC3R models, will be re-designated HC5s after modification. The HC2s are being upgraded first, followed by the HC2As, whilst the HC3s will be the last to be modified. The first HC4 conversion, ZA677, reflew at Fleetlands on December 9, 2010. Work on the upgrade is being undertaken under sub-contract to Boeing by Vector Aerospace at its Fleetlands facility in Gosport, Hampshire. An adapted Thales TopDeck Cockpit Display System and Mission Avionic System is at the heart of the modernisation. A third crew member seat is also added and the Honeywell T55-714 engines replaced by T55-L714As, giving around 20% more power, whilst also increasing fuel efficiency and reducing maintenance. Also due to supplement the existing fleet are 14 newproduction Chinook HC6s, which are currently in production at Boeing. These will also have the Julius cockpit to maintain commonality across the fleet. They have been allocated serials ZK550 to ZK563 inclusive and initial deliveries are scheduled for late 2013. Service entry is anticipated in May 2014, with all deliveries due to be completed by December 2015.

#298 JANUARY 2013

9

NEWS EUROPE

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

Poland’s Plans DURING EXERCISE ZLOT 2012 (see page 90), Generał Lech Majewski, the Commander-inChief of the Polish Air Force, highlighted his main goals to be achieved by Polish military aviation over the next ten years. The most important of these include finishing the transition to the Link-16 system and further upgrading the MiG-29 fleet (the first aircraft should be ready for test flights by February 28). Acquisition plans include purchasing mediumaltitude long-endurance (MALE) class UAVs (around the year 2018), combat search and rescue (CSAR) helicopters, a Multi-Role Tanker Transport (MRTT)-type, new VIP and special missions helicopters, a surveillance aircraft and a new advanced trainer. The general also said plans to modernise the Su-22 Fitter fleet were unlikely to go ahead. During 2012 Polish pilots flew more than 44,000 hours (the highest total for a decade) and next year the allocation of flight hours is being increased to 46,000 with the aim of improving overall skill levels. KRZYSZTOF KUSKA

French DGA Shipborne UAV Trials THE FRENCH Defence Procurement Agency (DGA, Direction générale de l’armement) has recently conducted successful sea trials of D2AD, an automatic take-off and landing system for rotary wing UAVs. D2AD is a demonstrator, designed and built by DCNS and Thales, which were awarded the contract in late 2008. About 30 take-offs and landings were performed aboard the French Navy frigate Guépratte from late September to early October off Toulon. D2AD comprises a ‘flight’ segment made up of a beacon and a deck harpoon aboard the UAV, and a ‘ground’ segment composed of sensors located on the ship’s aviation deck, a ship motion-predictor system and a guidance system for the UAV. D2AD does not depend on satellite guidance systems and can be adapted to fit different types of UAVs or naval platforms.

10

#298 JANUARY 2013

Dutch Delay F-35 Purchase

Above: Lockheed Martin test pilot Al Norman flies F-35A AN-1 (KLu serial F-001) on its inaugural flight on August 6. Unusually the first flight was not accompanied by the usual fanfare from the manufacturer. Lockheed Martin

F

OLLOWING A general election in the Netherlands on September 12 that produced no clear winner, a coalition government led by Prime Minister Mark Rutte, was sworn in on November 5. One of its main policies is an austerity package aimed at saving €16bn (£13.27bn) from the national budget by 2017. On October 29 the government announced that it will freeze defence spending at present levels until 2017. The coalition has also launched a complete review of Dutch defence spending; its findings will be announced by the end of 2014. Only then will a decision be made on the acquisition of a new fighter aircraft to replace Holland's F-16s, with a purchase contract due to be signed in 2015. The Netherlands is one of two Tier 2 members of the JSF programme (the other is Italy) and as such can expect to reap financial rewards from involvement in the programme; in particular it is hoped that a European maintenance hub for the type will be established in the Netherlands, defraying some of the purchase and

continuing support costs of the F-35 fleet. Despite a decision in the Dutch Parliament in July to cancel further involvement in the Operational Test and Evaluation (OT&E) phase of the F-35 programme, the new government has decided to continue. A contract to procure a single F-35A from Lot 3 of the LRIP (low-rate initial production) batch was awarded on June 2, 2009. An option to acquire a second Lot 4 LRIP F-35A for OT&E was agreed under a contract on November 19, 2010; it is expected to fly in March. In an October 24 report, the Dutch court of audit, the Algemene Rekenkamer, found that the €4.05 billion available to buy an F-16 replacement was not only insufficient for the 85 originally planned, or the 68 that would be needed to replace F-16s on a one-for-one basis, but that it probably would not even cover the 56 that the Dutch MoD says is the minimum required to fulfil Dutch commitments to NATO. The report stated that there would need to be “fundamental decisions…on other weapons systems, which might also affect the navy and the army”. It went

on to say that “the Ministry of Defence will have to apply half its total capital expenditure budget for seven years to order 68 JSF aircraft and for nine years to order 85.” The report stressed that immediate withdrawal from the programme would bring no financial advantage to the Netherlands, but neither did it recommend continuing Dutch involvement beyond the nation’s current contracted obligations. Cancelling F-35, which is unlikely to be in service with the Koninklijke Luchtmacht (Royal Netherlands Air Force/KLu) before 2019, would incur further costs beyond the cancellation penalties. The KLu’s F-16 would need upgrades to keep them viable until another platform could be ordered, built, delivered and brought up to operational capability. The Finance Ministry has tasked the Algemene Rekenkamer with establishing the Operating and Support (O&S) costs of replacing the F-35 with another type. The October 24 report showed that estimated O&S costs for a fleet of 85 F-35A fighters had increased from €2.9 billion in 2001 to €14.2 billion in 2012, without Parliament ever being informed of the increase.

Third French Army NH90 Caïman Delivered NH INDUSTRIES handed over the third NH90 Caïman to the French Aviation Légère de l’Armée de Terre (ALAT – Army Air Corps) on November 9 at the Eurocopter facility in Marignane, France, where it was built. It will be based at the École d’ALAT (Army Aviation School) at Le Luc-Le Cannet des Maures, where it will be used for intensive flight crew training by the Centre de Formation Interarmées NH90 (CFIA NH90 – Interservices NH90 Joint Training Centre).

Above: Personnel pose for the camera in front of the 3rd ALAT NH90 during its delivery ceremony at Marignane on November 9. NHI

www.airforcesmonthly.com

Unhappy Heer

Netherlands Seeks AIM-9X-2 Sidewinder Block II Purchase

Above: Every year the German Army (Heer) shows its capabilities during a brigade-scale Information and Display Exercise (ILÜ) at Munster and Bergen training grounds. The 2012 event was held over nine days in late September/early October where Sikorsky CH-53GS Stallion 84+34 was seen wearing ‘smiley’ and ‘unhappy’ faces, the aircrew’s way of expressing their dismay at plans to transfer German rotary wing aviation to the Luftwaffe (German Air Force). Patrick von Krienke

US Force Set Up in Poland A CEREMONY was held on November 8, at the 32nd Baza Lotnicza Taktycznego (Tactical Air Base) Łask, Poland, to mark the establishment of a small, but permanent, US Air Force detachment at the airfield, which will support multinational aviation training and exercises. The detachment’s ten personnel will regularly be joined by up to 200 visiting airmen and their aircraft, conducting quarterly training rotations. These detachments, which will begin in 2013, will rotate alternately every three months between Łask, Poznan´ -Krzesiny and Powidz air bases. The personnel in Łask will provide continuity for US personnel rotating in and out of Poland. USAF F-16 Fighting Falcon and C-130 Hercules units will form the core of the US presence. Each rotation will involve a minimum of two weeks’ flying and two of the four annual rotations will include F-16s. Personnel assigned to the detachment, that will be designated 52nd OG Det 1 (with the motto ‘Razem Silniejsi [Stronger Together]), will report to the 52nd Fighter Wing/52nd Operational Group, based at Spangdahlem Air Base, Germany.

www.airforcesdaily.com

Nordic Countries Plan to Pool Tactical Transport Aircraft FIVE NORDIC defence ministers have agreed to pool their nation’s tactical transport aircraft. At a meeting on November 5-6 in Skagen, Denmark, a Letter of Intent was signed by Denmark, Finland, Iceland, Norway and Sweden that will lead to enhanced cooperation on tactical air transport. These countries are looking at also pooling command and control capacities, setting up joint training systems and common maintenance and

support systems. Currently, the Royal Danish Air Force and Royal Norwegian Air Force each have four C-130J-30 Super Hercules, the Finnish Air Force has three C295Ms and the Swedish Air Force eight Tp 84s (C-130Hs), all of which would be pooled under the new proposals. Although Iceland does not own any tactical transport aircraft, it has agreed to contribute funds to buy additional jointly-owned examples.

A POSSIBLE Foreign Military Sale to the Dutch Government of 28 AIM-9X-2 Sidewinder Block II all-up-round missiles was notified to US Congress on October 16, by the US Defense Security Co-operation Agency (DSCA). Including associated equipment, parts, training and logistical support, the proposed deal is worth an estimated $60 million. The contract will also cover 20 CATM-9X-2 captive air training missiles, two AIM-9X-2 NATM special air training missiles, two CATM-9X-2 Block II missile guidance units, two AIM-9X-2 Block II tactical guidance units, two dummy air training missiles, containers, missile support and test equipment, provisioning, spare and repair parts, personnel training and training equipment, publications and technical data, US Government and contractor technical assistance and other related logistics support.

News brief FRANCE PLANS to purchase 14 Airbus Military A330 MultiRole Tanker Transport (MRTT) aircraft for the Armée de l’Air (French Air Force), according to French Defence Minister Jean-Yves Le Drian. He made the statement during a visit to the Airbus Military Conversion Centre in Getafe, Spain, on October 19. France is seeking to replace a similar number of C-135FR Stratotankers.

French Air Force Retires Final Mirage F1CT

Above: The final Mirage F1CT in Armée de l’Air (French Air Force) service, 226 '118-QS' from Escadron de Reconnaissance 2/33 (ER.2/33) 'Savoie’, touches down at Châteaudun after its final flight from Mont-de-Marsan on October 16. Armée de l’Air/D Arnaud

THE LAST operational Armée de l’Air (French Air Force) Dassault Mirage F1CT, 226 ‘118-QS’ from Escadron de Reconnaissance 2/33 (ER.2/33) ‘Savoie’, was retired on October 16. It flew from Base Aérienne (BA) 118 Mont-deMarsan to BA279 Châteaudun to enter storage with Entrepôt de

l’Armée de l’Air 601 (EAA601) – Air Force Storage Facility 601. The pilot for the Mirage’s last flight was Capitaine Mathieu Delattre, who has accumulated more than 5,000 flying hours. ER.2/33 will continue to operate from Mont-de-Marsan, but will be equipped with the two-seat

Mirage F1B and the Mirage F1CR reconnaissance variant. The Mirage F1CT was a tactical variant of the Mirage F1C fighter and first entered Armée de l’Air service in 1992. A total of 55 were delivered, all of which were converted from earlier Mirage F1C-200 variants.

#298 JANUARY 2013

11

NEWS EUROPE

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

Heavy Airlift Wing is Fully Operational THE STRATEGIC Airlift Capability Heavy Airlift Wing (SAC HAW) reached full operating capability on November 14, according to its commander, Col Keith P Boone, in a statement made to the SAC steering board and NATO Airlift Management Organization Board of Directors at a meeting in Tallinn, Estonia. The SAC is a co-operative effort of 12 nations: Bulgaria, Estonia, Finland, Hungary, Lithuania, the Netherlands, Norway, Poland, Romania, Slovenia, Sweden and the United States. Its operational arm, the HAW, is stationed at Papa Air Base, Hungary and flies worldwide missions with Boeing C-17A Globemaster III aircraft. The HAW was formally activated on July 27, 2009, and reached initial operational capability on May 25, 2010. Since the delivery of the first aircraft in July 2009, the three HAW C-17As have flown more than 8,000 flight hours, delivered more than 24,000 tons of cargo, and moved more than 32,000 passengers for the SAC nations across six continents.

First Spanish-Built NH90 Nearly Ready to Fly

Above: The first Spanish-built NH90, GSPA03 (c/n 1264), undertakes ground tests on October 16 at Albacete. It is expected that the helicopter will be delivered to the Spanish Army in the second half of 2013. Roberto Yáñez

Delivery of First HH-139A to Gioia del Colle

Above: The first AgustaWestland HH-139A that will start re-equipping Aeronautica Militare Italiana (AMI – Italian Air Force) combat search and rescue (CSAR) unit 84° Centro SAR was delivered to Gioia del Colle Air Base, Italy, on October 12. The unit left its former base, Brindisi-Casale, on September 6 and became fully operational again at Gioia del Colle on September 10. AMI

French Army Gazelles Withdrawn from Afghanistan

Swedish Maritime Administration Orders Seven AW139s THE SJÖFARTSVERKET (Swedish Maritime Administration or SMA) announced on October 16 that it is to acquire seven new AgustaWestland AW139 search and rescue (SAR) helicopters. The SMA is the Swedish government agency responsible for maritime and aeronautical SAR services in Sweden. The new rescue helicopters will be used for SAR operations both at sea and over land. They will fly from five SMA helicopter bases in Sweden, at Göteborg, Norrtälje, Ronneby, Visby and Umeå, where the crews are kept on 15-minute standby around the clock, throughout the year. The new helicopters will gradually replace the existing fleet of Sikorsky S-76A/Cs from mid-2013 through to the end of 2014.

Cassidian Wins Spanish Air Force Maintenance Contract

Above: French ALAT Aerospatiale SA342M Gazelle Vivian 3964 'GAV' is loaded onto an Antonov An-124 at Kabul International Airport, Afghanistan, on the night of October 6 for its return flight to France. French Ministry of Defence

AS PART of the steady disengagement of its troops in Afghanistan, the four Aviation Légère de l’Armée de Terre (ALAT – French Army Air Corps) Gazelles in theatre have now been flown home. On the night of October 6-7, all four were loaded onto an Antonov An-124

12

#298 JANUARY 2013

at Kabul International Airport and flown back to Base Aérienne 125 Istres-Le Tubé, France, before rejoining their unit at Pau-Uzein. French ALAT Gazelles operated with BATHELICO (the Bataillon d’Hélicoptères – Helicopter Battalion) in Afghanistan for the

last five years. During that time, the Gazelles completed almost 7,000 flying hours, undertaking 5,000 escort, intelligence and support missions, by day and night in support of French battalions engaged in the Kapisa and Uzbeen valleys, between Kabul and Nijrab.

CASSIDIAN HAS been awarded a four-year contract to maintain Airbus A310 and Boeing 707 aircraft belonging to the Ejército del Aire (EdA - Spanish Air Force) at Cassidian's facilities at Getafe near Madrid. The aircraft fall under the operational command of the EdA’s Group 45 and Group 47. The A310s are used by VIPs for official travel, while the Boeing 707s are used for transporting troops, air-to-air refuelling and reconnaissance missions.

www.airforcesmonthly.com

Bulgarian Hinds Set for Life Extension THE BULGARIAN Ministry of Defence (MoD) issued an open tender on November 7 for the overhaul and service life extension of its fleet of six Mi-24V Hind-E helicopters. The project foresees a four-year framework contract between 2013 and 2016 at a cost of BGN 25 million (€12.78 million). It is probable that the work will be performed by Sofiabased TEREM-Letetz maintenance, repair and overhaul company, controlled by the Bulgarian MoD. The upgrade will provide an additional service life of 1,000 hours or seven years. The six Hinds have been grounded since January 2010. The 1986-built aircraft are serials 146 (msn 150721), 140 (150722), 141 (150723), 142 (150724), 143 (150725) and 144 (150726). Previous plans to upgrade the fleet with NATO-compatible avionics for day/night ops resulted in a contract between the Bulgarian MoD and Elbit Systems of Israel in January 2005, but this was terminated by mutual consent two years later. The work will not include an avionics upgrade and because their systems will not be compatible with other members’ IFF (Identification Friend or Foe) equipment, the aircraft will not be suitable for overseas deployment as part of a NATO-led coalition. KRASIMIR GROZEV/ALEXANDER MLADENOV

Belgian OCU Celebrates 25 Years

Above: To celebrate 25 years as the Operational Conversion Unit (OCU) for the Belgian Composante Aérienne (Belgian Defence - Air Component) Lockheed Martin F-16 fleet, F-16BM serial number FB-24 of 10 Wing at Kleine Brogel Air Base was painted in this special colour scheme designed by Johan Wolfs in early November. The same aircraft, the last two-seat F-16 delivered to Belgium, wore a commemorative scheme ten years ago to celebrate the 15th anniversary of the OCU. Jos Schoofs

Hungary's Gripen Show of Force A SERIES of exercises on November 11 gave the Hungarian Air Force the opportunity to fly its entire fleet 14 of Saab JAS-39 Gripens in formation together. Pilots flying JAS-39C single-seat

jets carried out a four-v-four beyond-visual-range sortie using Link-16, another two-ship formation played the ‘bogey’ for the two-jet Quick Reaction Alert force and both twin-seat

JAS-39Ds flew precision approach radar approaches at Kecskemét airfield, all at the same time. The Hungarian Gripen fleet reached a total of 8,000 flight hours in October. ISTVAN TOPERCZER

More Guardia Civil EC135s

Above: The Spanish military police, Guardia Civil, received two new Eurocopter EC135P2+s at the end of October. Both helicopters – serials HU26-18 '09-312' (c/n 1007, ex EC-036) and HU26-19 '09-313' (c/n 1031, ex EC-031) – were assembled at the Spanish Eurocopter plant at Albacete. Seen here during a test flight on October 23 is '09-312'. Roberto Yáñez

Hawaiian Gulfstream in the Netherlands Exercise Cross Landing in Romania

Above: Anonymous-looking US Navy Reserve C-20G Gulfstream IV 165152/‘152’ (c/n 1201, ex N431GA) from Fleet Logistics Support Squadron VR-51 ‘Windjammers’ based at MCAS Kaneohe Bay, Hawaii, was a rare visitor to the Netherlands in early November. Operating from NAS Sigonella in Italy, the aircraft visited GroningenEelde Airport twice, on November 4 and 7/8, in support of a US supply ship docked in the Eemshaven Harbour. Kees van der Mark

www.airforcesdaily.com

Above: A Romanian Air Force IAR 330 Puma, together with a Hungarian Air Force Mi-17 and Mi-8T, took part in the search and rescue Exercise Cross Landing close to the Hungarian-Romanian border between October 9-10. Ten years ago Hungary and Romania signed a military agreement on mutual assistance in disaster response and this was the fifth Cross Landing exercise held since 2002. Istvan Toperczer

#298 JANUARY 2013

13

GIVE A...

t h at l a s t s a l l y e a r rou n d

SAVE *

£34!

WORLD'S NO1 MILITARY AVIATION MAGAZINE

AirForces Monthly is the world’s leading modern military aviation magazine featuring the world’s air forces, their conflicts, weaponry and exercises. It includes the hottest world news, superb photography and in-depth reporting. Now with bigger discounts on 24 issue subscriptions

O T H E R T I T L E S AVA I L A B L E F R O M K E Y P U B L I S H I N G THE GLOBAL AIRLINE SCENE

SAVE £13

Airliner World is the world’s favourite commercial aviation magazine featuring the latest news, reviews of airlines, airports, and aircraft, details of new leases, colour schemes, deliveries and airline preservation from around the world.

THE MONTHLY FOR ALL SCALE MODELLERS

SAVE OVER £7

Airfix Model World is your complete guide to the world of scale modelling, making it essential reading for modellers with all levels of experience. Focusing on model aircraft, it also features cars, ships, sci-fi, space, armour and figures.

THE PAST, PRESENT AND FUTURE OF FLIGHT

SAVE OVER £9

Now with a fresh new look and the very best photography, plus all-new sections to help you get the most out of your hobby. Aviation News brings you the past, present and future of flight.

AT THE HEART OF AVIATION HERITAGE

SAVE £10

Britain’s biggest selling aviation magazine devoted to aviation history and heritage, FlyPast features global news, restoration projects, museum collections, the current airshow scene and superb photography.

MILITARY VEHICLES FROM THE BATTLEIELD

SAVE £9

Featuring everything from Jeeps and Land Rovers to Tanks, Armoured Cars and Artillery, Military Machines International is a truly international magazine providing the best coverage of military exercises, show reports and regular news items from right around the globe.

BEST IN MILITARY & COMMERCIAL AVIATION

SAVE OVER £11

AIR International is dedicated to the best in modern military and commercial aviation. It includes all the latest news reports, air exercise reports, airline profiles and much more!

3 E A S Y WAY S T O O R D E R ONLINE www.keypublishing.com/xmas12

729 AFMI Xmas Subs.indd 14

PHONE UK: 01780 480404 Overseas: +44 1780 480404

POST Christmas Subscriptions, Key Publishing Ltd, PO Box 300, Stamford, Lincs, PE9 1NA, UK

22/11/2012 14:26

CHRISTMAS WITH KEY PUBLISHING PAYERS DETAILS WORLD'S NO1 FLIGHT SIM MAGAZINE

SAVE £4.99

From the most detailed instrument-only simulator to fast-paced combat sims and everything in between, PC Pilot is your one-stop shop for Flight Simulation! Each issue includes a FREE CD, exclusive news stories, in-depth features, tutorials and reviews.

TODAY'S GATEWAYS TO THE WORLD

SAVE £6

Airports of the World covers all the latest news and features on the global airport scene. Reporting on airports large and small around the world, it includes articles on both major city hubs and smaller regional airports plus leisure and low cost airports.

A HISTORY OF CONFLICT

SAVE OVER £8

As the UK’s best selling military history title, Britain at War is dedicated in exploring every aspect of Britain’s involvement in conflicts from the turn of the 20th century through to modern day.

Title .................First name ............................................ Surname .................................... Address ........................................................................................................................ ...................................................................................................................................... Postcode ......................... Country .............................................................................. Email address ............................................................................................................... Please complete to receive news updates and offers from us by email.

DELIVERY DETAILS

(IF DIFFERENT)

Title .................First name ............................................ Surname .................................... Address ........................................................................................................................ ...................................................................................................................................... Postcode ......................... Country .............................................................................. Email address ............................................................................................................... Please send Gift Card 

SPECIAL OFFER 

Title

(PLEASE TICK)

Frequency

SUBSCRIPTION PRICE

Number of Issues

UK

Europe

USA

R.O.W

AirForces Monthly



Monthly

24

£74.00

€108.00

$124.00

£90.00

AirForces Monthly



Monthly

12

£41.00

€61.00

$69.00

£51.00

AIR International



Monthly

12

£41.00

€61.00

$69.00

£51.00

Airfix Model World



Monthly

12

£39.90

€59.00

$65.00

£49.00

Airliner World



Monthly

12

£41.00

€61.00

$69.00

£51.00

Airports of the World



Bi-monthly

6

£21.00

€31.00

$35.00

£26.00

Aviation News



Monthly

12

£40.00

€59.00

$65.00

£49.00

FlyPast



Monthly

12

£41.00

€61.00

$69.00

£51.00

Britain at War



Monthly

12

£41.50

€61.00

$69.00

£51.00

Military Machines



Monthly

12

£42.00

€59.00

$89.00

£54.00

PC Pilot



Bi-monthly

6

£24.95

€43.00

$42.00

£35.00

Further discounts available on two year subscriptions – visit www.keypublishing.com/xmas12 for details.

AirForces Monthly subscriptions are also available by easy Direct Debit Just £9.50 quarterly plus FREE gift!

READERS IN THE USA MAY PLACE ORDERS BY: TELEPHONE TOLL-FREE: 800-676-4049

Visit www.keypublishing.com/xmas12 for details

PAYMENT DETAILS

OR FAX: 757-428-6253

I enclose a cheque for £/$ ................................. made payable to Key Publishing Ltd Please debit my Mastercard  Visa  Maestro (UK Mainland only)  for £ / € / $ ........................

WRITE TO: Christmas Subscriptions, 3330 Pacific Ave, Ste 500, Virginia Beach, VA 23451-9828

Issue number

Expiry date

(Maestro only)

ALTERNATIVELY, ORDER ONLINE: www.imsnews.com/xmas12 QUOTING/ENTERING CODE: XMAS12

Signature ..................................................................................... Today’s date ............. ...... ................................................. ---/12

OFFER CLOSE DATE: 28 February 2013 PLEASE QUOTE: XMAS12

*Direct Debit UK only. Payments are accepted by Direct Debit, Cheque, Postal Order, Credit Card and US Dollar Check. Payments by credit or debit card will be shown on your statement as Key Publishing Ltd. Key Publishing will hold your details to process and fulfil your subscription order. Occasionally we may wish to contact you to notify you of special offers on products or events. If you do not wish to receive this information please tick here  or mention when calling. *Saving based on a 2-year subscription compared with newsstand price. Please note: Free gift is only available on Direct Debit when taking out a minimum 2 year subscription. Should you cancel your subscription earlier then an invoice will be raised for the full price of the gift.

729 AFMI Xmas Subs.indd 15

22/11/2012 14:27

NEWS REGION NORTH AMERICA Apache Block III to be Officially Designated AH-64E THE LATEST variant of the Apache Longbow attack helicopter, the AH-64D Block III, will be designated the AH-64E. Announcing the change at the annual Association of the US Army meeting in Washington DC on October 24, US Army Col John Lynch, TRADOC (Training and Doctrine Command) Capability Manager, said that the decision was taken because the Block III is essentially a new helicopter. He explained that it has significantly more capability than the previous AH-64D Block Is and Block IIs that it will ultimately replace. Improvements to the AH-64E include a composite rotor with a refined aerofoil shape and a better drive train that together increase speed by 25kts (46km/h). The helicopter can also fly higher and has greatly improved open architecture avionics over its predecessors. Flight controls and flight management systems have also been upgraded and mission capabilities expanded. In addition it has the ability to control unmanned air vehicles. From Lot 4 production, Link-16 connectivity will also be incorporated and then retrofitted to earlier production examples.

For For daily daily news news stories stories visit visit www.airforcesdaily.com www.airforcesdaily.com e-mail e-mail the the news news team team at: at: [email protected] [email protected]

Boeing Delivers Fifth Production P-8A Poseidon

Above: The fifth production P-8A Poseidon, 168432 (c/n 40812), leaves Seattle, Washington, on November 2 on its delivery flight. Boeing

BOEING DELIVERED the fifth production P-8A Poseidon aircraft, Bu No 168432 (c/n 40812), to the US Navy on November 2. It is one of 24 low-rate initial production (LRIP) long-range anti-submarine warfare, anti-surface warfare, intelligence,

surveillance and reconnaissance aircraft that Boeing is building for the US Navy as part of contracts awarded in 2011 and 2012. The next three Poseidons are undergoing mission systems installation and checkout in

USAF Orders Ten More Reaper UAVs GENERAL ATOMICS Aeronautical Systems has been awarded a $125 million contract by the US Air Force for ten MQ-9 modified Block 1 unmanned air systems. Work on production of the aircraft is due to be completed by November 28, 2014.

The US has provided funding for 48 MQ-9s under the Fiscal Year (FY) 2011 budget, while a further 48 were sought under the FY12 Overseas Contingency Operations budget request and 24 more have been requested in FY13 funding.

US Military Aids Hurricane Sandy Relief Efforts

Above: Three C-27Js, all from different units, are seen here at Akron-Canton Regional Airport, Ohio, on November 3, where they were being prepared to support the Superstorm Sandy relief efforts of the New York National Guard in Brooklyn, New York. In the foreground is 09-27021 from the Mississippi ANG/186th Airlift Wing (AW)/153rd Airlift Squadron (AS) at Meridian-Key Field Regional Airport. Behind, to its left, is 08-27013 from the Ohio ANG/179th AW/164th AS at Mansfield-Lahm Municipal Airport, whilst on the right is 09-27017 from the Maryland ANG/135th Airlift Group/135th AS at Baltimore/Glenn L Martin State Airport. Air National Guard/Tech Sgt David Speicher

LARGE NUMBERS of US military aircraft and helicopters were deployed to the east coast of the USA to assist with relief efforts in the aftermath of Hurricane Sandy that struck on October 29. Aircraft and helicopters from all branches

16

#298 JANUARY 2013

of the US armed forces were involved and more than 7,600 National Guard personnel also assisted. Amongst them, having previously only undertaken operational missions in Afghanistan, until they were

withdrawn from there earlier this year, the US Air Force Air National Guard's C-27J Spartans have now undertaken their first domestic operational missions, in which they are supporting Hurricane Sandy relief and clear-up efforts.

Seattle and two more are in final assembly at the Boeing factory in Renton, Washington. Boeing will deliver its sixth production P-8A to the Navy, which plans to purchase 117 of the type, in early 2013.

US Army Orders 34 More Lakotas EADS NORTH America announced on November 14 that it has been awarded an $181.8 million US Army contract exercising an option for an additional 34 Eurocopter UH-72A Lakota helicopters. This brings orders to date to 312 out of a planned total US Army procurement of 347 Lakotas by 2016. EADS North America has already delivered 243 Lakotas from its American Eurocopter facility in Columbus, Mississippi, where up to five aircraft per month are produced. The same production line would produce the company’s armed Lakota derivative, the AAS-72X+, for the Army’s Armed Aerial Scout helicopter programme, if the type is selected. Aircraft deliveries under the latest contract option will begin in September 2013. The contract also includes eight engine inlet barrier filter kits.  In addition, 24 of the aircraft on this contract will receive the Security and Support (S&S) Battalion mission equipment package (MEP), procured under a separate contract action.

www.airforcesmonthly.com

VMA-211 Returns Home from Afghanistan MARINE CORPS Air Station (MCAS) Yuma, Arizona-based Marine Attack Squadron 211 (VMA-211) ‘Avengers’ has returned home after an eventful six-month deployment to Afghanistan. An initial contingent of 30 marines from the 200 VMA-211 personnel in Afghanistan arrived back on September 22, with the main body of the squadron returning home on November 1. Tragedy had struck the unit on the night of September 14, when VMA-211’s commanding officer Lt Col Christopher ‘Otis’ Raible, together with Marine Aviation Logistics Squadron 13 electronics technician Sgt Bradley Atwell, were killed during an insurgent attack on Camp Bastion. During the attack, six of VMA-211’s AV-8Bs were destroyed and two others badly damaged. An initial two replacement aircraft were quickly flown in, arriving at Camp Bastion on September 18, followed by a further six on September 26.

First QF-16 Delivered to Tyndall AFB

Above: US Air Force QF-16C Block 30 85-1569 'QF-005', arrives at Tyndall Air Force Base, Florida, on November 19 from Boeing's conversion facility at the Cecil Commerce Center in Jacksonville, Florida, flown by retired Colonel Michael MacWilliam. All six of the development QF-16s are due to be delivered to Tyndall by the end of December for testing and trials with the 53rd Weapons Evaluation Group. It still wears its park code number, AAFG0635, from its time in storage. USAF

A MILESTONE in the US Air Force QF-16 programme was reached on November 19, when the first of these new Full Scale Aerial Targets was delivered by Boeing to Tyndall Air Force Base, Florida, for testing. The aircraft, QF-16C Block 30 85-1569 ‘QF-005’, arrived at Tyndall at around 1230hrs after being flown by retired Colonel Michael MacWilliam from

Boeing’s conversion facility at the Cecil Commerce Center in Jacksonville, Florida. Trials with the 53rd Weapons Evaluation Group/82nd Aerial Targets Squadron at Tyndall are primarily intended to ensure that the systems on the new drones are fully compatible with the Gulf Range Drone Control System. All six development QF-16s are scheduled to arrive

at Tyndall before the end of the year for testing, which is expected to last for six months. Low-rate initial production of the QF-16 is due to commence in Fiscal Year 2014, with initial operational capability planned for the third quarter of 2015. The US Air Force ultimately plans to acquire up to 126 QF-16s to replace the current QF-4 Phantom drone fleet.

Northrop Grumman Flies Larger Firebird OPV ISR Platform NORTHROP GRUMMAN has commenced flight testing of a two-seat production variant of its Firebird optionally piloted vehicle (OPV) at Mojave, California, where it was built by Scaled Composites. The new aircraft, N241PR (c/n 00001), designated the RO2 Firebird, made its maiden flight from Mojave on November 12 with a six minute sortie during which it climbed to 3,880ft (1,180m) and reached a speed of 100kts (185km/h). The aircraft is powered by a single Lycoming TEO-540E piston engine, driving a pusher prop. The two-seat configuration has been incorporated at the request of an unspecified

Above: Northrop Grumman's production standard Firebird OPV, N241PR, which made its maiden flight on November 12 at Mojave, California. Northrop Grumman

customer, giving the option of having a co-pilot and/or sensor systems operator. An initial production contract will see manufacture of two Firebirds per year for the next five years. On November 19, Garmin International Inc announced

that it has been selected to supply the avionics suite for the aircraft, which is designed for intelligence, surveillance and reconnaissance (ISR) missions. The Firebird is equipped with a tailored version of Garmin’s latest touchscreen-controlled

integrated flight deck system, based on Commercial Off-theShelf technology. Northrop Grumman unveiled a smaller, single-seat prototype Model 355 Firebird, N355SX (c/n 001), on May 9, 2011, also designed, built and tested by Scaled Composites at Mojave. It was demonstrated under US Army sponsorship at the US Joint Forces Command Exercise Empire Challenge 2011, which took place from May 23-June 3, 2011, at Fort Huachuca, Arizona. In total 12 different payload options have been tested on the OPV.  US Special Operations Command has expressed an interest in the type.

USMC Dedicates Medal of Honor F/A-18B

Left: During a dedication ceremony at Marine Corps Air Station Miramar, California, on November 2, Marine Fighter Attack Training Squadron 101 (VMFAT-101) 'Sharpshooters' F/A-18B Hornet 162885 '222', was unveiled after being specially painted in this impressive scheme to honour four recent Medal of Honor recipients. MCAS Miramar/Lance Cpl Alison J Herman

www.airforcesdaily.com

#298 JANUARY 2013

17

NEWS REGION NORTH AMERICA Boeing Begins KC-46A Tanker Refuelling Boom Production MARKING A shift from design activities to production, Boeing has begun assembling the first refuelling boom for the US Air Force’s KC-46A next-generation aerial refuelling tanker aircraft in the KC-46 Boom Assembly Center that opened at Boeing Field in Seattle, on October 16. “We’re pleased that this facility opened on schedule,” said Maureen Dougherty, KC-46 Vice President and Programme Manager for Boeing. “The KC-46A will feature a modernised fly-by-wire boom based on the proven system on the US Air Force’s KC-10 tanker, which will give it advanced refuelling capabilities, allowing it to refuel any fixed-wing receiver aircraft any time and on any mission.” Production of the KC-46 begins next summer in Boeing’s Everett, Washington, factory. The aircraft will be a 767-2C variant of the commercial 767-200ER airliner. Boeing will build 179 KC-46As to begin replacing the US Air Force’s ageing KC-135 tankers. On September 12 Boeing opened the first KC-46 Tanker System Integration Laboratory (SIL) at Boeing Field in Seattle for testing and risk reduction.

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

USS Enterprise Ends Final Deployment

Above: The crew of US Navy Strike Fighter Squadron 211 (VFA-211) 'Checkmates' F/A-18F Super Hornet 166813 'AB-211', waves the flag as the squadron returns home to Naval Air Station Oceana, Virginia from deployment on the USS Enterprise (CVN 65) on November 3. US Navy/Mass Communication Specialist 3rd Class Antonio P Turretto

THE WORLD’S first nuclearpowered aircraft carrier, the USS Enterprise (CVN 65), arrived at its home port, Naval Station Norfolk, Virginia, for the final time on November 4 after 51 years of service. The last aircraft from her Carrier Air Wing 1 (CVW-1) had flown off to their home bases the previous day. CVW-1 began its final deployment aboard the carrier on March 11 and on May 1 launched its first missions over Afghanistan in support of Operation Enduring Freedom. A total of 9,875 sorties were completed, of which 2,241 were combat sorties, totalling more than 26,000 flight hours.

During this period, 8,755 arrested landings were performed, 56 bombs were dropped on targets and 27 strafing runs were undertaken using more than 5,800 rounds of 20mm ammunition. Of the embarked CVW-1 units, the F/A-18Cs of the Marine Fighter Attack Squadron 251 (VMFA-251) ‘Thunderbolts’ and C-2A Greyhounds of Fleet Logistics Support Squadron 40 (VRC-40) ‘Rawhides’ left the ship on October 30. On the following day US Navy Helicopter Anti-Submarine Squadron 11 (HS-11) ‘Dragon Slayers’ also left the ship with its seven SH-60F Seahawk

First Aerial Release of AMRAAM from F-35A

Above: Lockheed Martin F-35A Lightning II AF-01, flown by US Air Force pilot Major Matthew 'Fuze' Phillips, drops an AIM-120 AMRAAM from its internal weapons bay for the first time on October 19. This was AF-01's 255th flight and its 434th test event. Lockheed Martin/Matt Short

THE FIRST aerial weapons release of an AIM-120 AMRAAM (Advanced Medium-Range Airto-Air Missile) from a conventional take-off and landing (CTOL) F-35A Lightning II took place on October 19.

18

#298 JANUARY 2013

Flown by US Air Force Major Matthew ‘Fuze’ Phillips, F-35A test aircraft AF-01 jettisoned the instrumented AIM-120 over the China Lake test range in California from an internal weapons bay.

This was the second in-flight weapons release in three days for AF-01, as it dropped a 2,000lb (907kg) GBU-31 BLU-109 Joint Direct Attack Munition (JDAM) on October 16 (see News, p15, AFM December 2012).

helicopters, arriving home in a ‘V’ formation at NAS Jacksonville, Florida. In addition, the EA-6B Prowlers of Electronic Attack Squadron 137 (VAQ-137) ‘Rooks’ departed the carrier for NAS Whidbey Island, Washington. On November 3 the Virginiabased F/A-18F Super Hornets of Strike Fighter Squadron 11 (VFA-11) ‘Red Rippers’, F/A-18Es of VFA-136 ‘Knighthawks’ and F/A-18Fs of VFA-211 ‘Checkmates’ returned to NAS Oceana and the E-2C Hawkeyes of Carrier Airborne Early Warning Squadron 123 (VAW-123) ‘Screwtops’ all returned to their base at NAS Norfolk.

USAF HC-130J and MC-130J Declared Mission Capable THE LOCKHEED Martin HC-130J Combat King II and MC-130J Commando II aircraft was certified in October as “Effective, Suitable and Mission Capable” by the US Air Force Operational Test and Evaluation Center according to a Lockheed Martin release on November 1. The USAF is re-equipping the HC, MC and AC-130 gunship fleets with new C-130J variants. The HC-130J is the personnel recovery/combat search and rescue aircraft for Air Combat Command and the MC-130J the Special Operations tanker aircraft for Air Force Special Operations Command. Lockheed Martin is contracted to supply 27 MC-130Js and 15 HC-130Js. Certification was received in October.

www.airforcesmonthly.com

‘Green Knights’ Become First Operational F-35B Squadron A CEREMONY was held at Marine Corps Air Station Yuma, Arizona, on November 20 to formally re-designate Marine All-Weather Fighter Attack Squadron 121 (VMFA(AW)-121) 'Green Knights’ as Marine Fighter Attack Squadron 121 (VMFA-121), thus becoming the US Marine Corps’ first operational unit with the F-35B Lightning II. Previously, as VMFA(AW)-121, the unit had flown the F/A-18D Hornet and was based at MCAS Miramar, California. In a ceremony held on September 28 the unit had transferred from Marine Air Group 11 (MAG-11) at Miramar to MAG-13 at Yuma, ready for F-35B operations. The unit now forms part of the 3rd Marine Air Wing at Yuma. The first F-35B for VMFA-121, 168717 ‘VK-15’ (BF-19), arrived at Yuma on November 16. This aircraft acted as a backdrop for the official re-designation ceremony. After the formal ceremonies had concluded, a further two F-35Bs arrived at Yuma to join the squadron, giving the unit an initial three aircraft with which to commence tactical operational training.

New BACN-Equipped EQ-4B Global Hawk Delivered to USAF

Above: Northrop Grumman workers pose in front of BACN-equipped EQ-4B Global Hawk 04-2020 'BB' (c/n AF-13) at the company's facility in Palmdale, California. The manufacturer announced that the aircraft had been delivered to the US Air Force on September 7. Northrop Grumman

A NORTHROP Grumman EQ-4B Global Hawk unmanned aircraft carrying the Battlefield Airborne Communications Node (BACN) was delivered to the US Air Force’s 9th Reconnaissance Wing at Beale AFB, California, on September 7. BACN bridges and

extends voice communications, relaying them between distant platforms out of radio-reach of each other, and shares info from numerous sources using a suite of computers and radio systems. It has also been installed on two other EQ-4B Global Hawk aircraft

New Attempt to Replace 'Marine One' US Air Force Request for Proposals was issued US NAVAL Air Systems Release Combat by NAVAIR on November 23 Command (NAVAIR) has comfor the Presidential Helicopter menced moving forward with a Rescue Helicopter Replacement (VXX) programme. new attempt to find a replaceRFP The aim is to acquire 23 ment helicopter for the ageing VH-3D Sea Kings and VH-60Ns currently flown by the US Marine Corps to transport the US President. A Draft

operational helicopters, three engineering and manufacturing development (EMD) helicopters and four flight test articles.

Boeing EMARSS Makes First Flight

Above: Boeing's EMARSS Risk Reduction Prototype (ERRP) for the US Army's Enhanced Medium Altitude Reconnaissance and Surveillance System (EMARSS) takes-off on its maiden flight on October 6 from Middletown, Delaware. Boeing

BOEING COMPLETED the first flight of the Enhanced Medium Altitude Reconnaissance and Surveillance System (EMARSS) Risk Reduction Prototype (ERRP) aircraft on October 6, saying it was a “critical step required to support a comprehensive US Federal Aviation Administration [FAA] flight test programme”. A Hawker Beechcraft King Air 350ER has been modified to replicate the design of the

www.airforcesdaily.com

and three E-11A Bombardier Global Express BD-700s, while a fourth E-11A is currently being converted from a Bombardier Global 6000. One of the EQ-4Bs, 04-2017 (AF-10), was destroyed in a crash in Afghanistan on August 20, 2011.

EMARSS aircraft's external fuselage. The Boeing team conducted return-to-flight maintenance checks during the 70-minute flight over Middletown, Delaware. "First flight is a huge accomplishment, and I’m particularly grateful to Summit Aviation for their hard work in modifying the aircraft," said Randy Price, EMARSS programme manager for Boeing. "As we

analyse what we learned, we’ll continue lowering risk and improving performance, which ultimately will benefit US Army warfighters who will use EMARSS' near real-time intelligence, surveillance and reconnaissance capabilities." The FAA flight test programme will validate the prototype's flight and handling qualities before a Supplemental Type Certification is granted.

A REQUEST for Proposals (RFP) for a new US Air Force combat rescue helicopter (CRH) was posted on the Federal Business Opportunities website on October 22, signalling the official launch of this highpriority USAF acquisition programme. Responses to the RFP must be submitted before 1500hrs on January 3 to the programme office at WrightPatterson Air Force Base, Ohio. The contract should be awarded on September 28, 2013 and is expected to span 14 years, assuming all options to purchase are exercised. The CRH requirement is for 112 aircraft. Nine will be procured under the engineering and manufacturing development phase, followed by 18 low-rate initial production helicopters prior to full-rate production of the remaining 85. The RFP includes specific factors for assessing the capabilities and risks inherent in each offer and identifies four goal requirements: hover performance, combat radius, payload and cabin space.

#298 JANUARY 2013

19

NEWS LATIN AMERICA Colombian Air Force Adds Two 737-400s

US-BASED AAR Corporation announced on November 8 it has sourced and is modifying two Boeing 737-400 aircraft for the Colombian Air Force (Fuerza Aérea Colombiana – FAC). The contract is worth $31 million to the company. One of the aircraft is being converted from a passenger configuration into a combination passenger/freighter (combi) and the second into a freighter-only configuration. To perform the cargo conversions, AAR is working with cargo conversion provider Pemco. Once completed, the aircraft will be delivered to the Comando Aéreo de Transporte Militar at Base Aérea Militar 7 Bogotá-El Dorado, where they will be flown by Grupo de Transporte 81’s Escuadrón de Transporte 811. The unit is the FAC’s main transport squadron and already flies seven C-130B/H Hercules, three CN235M-100s, four C295Ms (with a fifth on order), two Boeing 727s, a KC-707 and a KC-767.

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

Venezuela’s First Two Shaanxi Y-8s Delivered

Above: The two Venezuelan Y-8s, one wearing temporary delivery registration B-218L, are seen here at Kunming, China, after departing from the Shaanxi factory on November 8 to begin their delivery flight. via Chinese internet

DEPARTING FROM the Shaanxi factory in China to commence their delivery flight on November 8 were the first two of eight Shaanxi Y-8 transports obtained by the Venezuelan Military Aviation (Aviación Militar Bolivariana) to supplement its Hercules fleet. After speculation regarding the order, China’s AVIC Xi’an Aircraft Industry Group Co confirmed on June 2, 2011, that Venezuela

had finalised a contract for the purchase of eight Y-8s. The aircraft have had several modifications to suit Venezuelan requirements, including changes to the cockpit layout, avionics system, lighting and power distribution systems. Their delivery flight routed across Africa and then via Brazil before finally arriving at Base Aérea El Libertador, Palo Negro, Aragua, on November 15 to join Grupo

Chilean AF F-16s Train with Texas Air National Guard

Above: Three FACh F-16C/D Block 50Ms behind their KC-135E tanker during the non-stop flight from Iquique to Kelly Field, Lackland Air Force Base, Texas on October 20. FACh

A DETACHMENT of three Chilean Air Force (Fuerza Aérea de Chile – FACh) F-16C/D Block 50Ms were deployed on October 20 to Kelly Field, Lackland Air Force Base, Texas, to undertake joint training with F-16C/Ds of the US Air Force/Texas Air National Guard’s 149th Fighter Wing/182nd Fighter Squadron ‘Lone Star Gunfighters’. The FACh aircraft comprised two F-16Ds and one F-16C from I Brigada Aérea/Grupo de Aviación No 3 at Base Aérea Los Cóndores, Iquique. Support for the 3,975nm

20

#298 JANUARY 2013

(7,500km) non-stop flight from Iquique to Kelly Field was provided by a FACh KC-135E from II Brigada Aérea/Grupo de Aviación No. 10 at Santiago, which undertook several airto-air refuellings of the F-16s en route. Ground crew and maintenance personnel were also on board the KC-135E. The detachment was seen off by the Commander-in-Chief of I Brigada Aérea, General de Brigada Aérea Arturo Merino Núñez. On arrival at Kelly Field, the crews were welcomed by Colonel

John Kane, commanding officer of the 149th Fighter Wing, who said “we are proud to have this Chilean delegation at our base” before wishing them success with the detachment. The actual joint training sorties took place between October 23 and 25, involving not only the FACh F-16s but also the KC-135E. Missions on the first day included practice air combat manoeuvres with the 149th Fighter Wing F-16s. This was the first time the FACh had undertaken a detachment of this kind.

Aéreo de Transporte 6. A further three Y-8s were to be delivered to Venezuela in December, followed by the final three in January.

Advanced Mission Avionics for Brazilian Navy EC725s CASSADIAN, THE defence and security division of EADS, announced on November 6 that it has joined forces with Brazilian systems specialist Atech of São Paulo to equip the new EC725 helicopters of the Marinha do Brasil (Brazilian Navy) with an advanced mission management system. As part of the procurement of 50 EC725s by the Brazilian Armed Forces, Eurocopter and its Brazilian subsidiary, Helibras, signed a contract with Atech and Cassidian to develop and manufacture the tactical data management system (TDMS) for eight Brazilian Navy helicopters. The €40 million contract will be completed in 2017. The TDMS is based on Cassidian’s SAMSARA mission management system, which processes sensor data from different sources to build a comprehensive tactical situation picture while also controlling weapon and self-protection systems. It will be manufactured by Atech, which will also perform the system integration under the supervision of the new Helibras Engineering Centre and support ground and flight tests at the Helibras site in Itajubá, Brazil. In-service support will also be provided directly by Atech.

www.airforcesmonthly.com

HMLA-467 Hueys End Detachment Martillo in Guatemala A FOUR-AIRCRAFT detachment of US Marine Corps UH-1N Hueys has now returned home to the United States after a roughly two-month detachment to Guatemala to support Operation Martillo. The four UH-1Ns came from Marine Light Attack Helicopter Squadron 467 (HMLA-467) ‘Sabers’, part of Marine Aircraft Group 29, 2nd Marine Aircraft Wing, based at Marine Corps Air Station Cherry Point, North Carolina. They were shipped into Guatemala on August 27, arriving at Guatemala City/La Aurora International Airport on board a US Air Force Reserve Command C-5 Galaxy. In addition to the four HMLA467 Hueys and their crews, which were flown under the control of US Marine Corps Forces, South, for the duration of the operation, Detachment Martillo included approximately 200 marines from various units of the II Marine Expeditionary Force. The four ‘Sabers’ UH-1Ns undertook over 250 detection

News briefs THE MEXICAN Air Force (Fuerza Aérea Mexicana) has decided to retire its fleet of eleven IAI Arava 101-A light transport aircraft once the new fleet of six Airbus Military C295M medium transport aircraft is fully operational. They will be withdrawn from use by early 2013.

Above: One of the four US Marine Corps' Detachment Martillo UH-1N Hueys from Marine Light Attack Helicopter Squadron 467 (HMLA-467) ‘Sabers’ is loaded onto a US Air Force Reserve Command C-5 Galaxy on October 12 at Guatemala City/La Aurora International Airport for shipment home to MCAS Cherry Point, North Carolina. USMC/Captain Greg Wolf

and monitoring missions in support of Guatemalan law enforcement agencies and naval forces during their stay in the country. Colonel Rob Rauenhorst, the Detachment

Martillo officer-in-charge, said: “We saw an immediate impact in trafficking patterns along established routes after we started flying our helos.” Flying every mission in the helicopters was

Brazilian Army’s First Upgraded Panther K2 Flown

SANTIAGO RIVAS

The Brazilian Air Force’s aerobatic team, Esquadrão de Demonstração Aérea (EDA), also known as Esquadrilha da Fumaça, is to replace its Embraer T-27 Tucanos with the new EMB-314/A-29B Super Tucano. The first examples, serialled FAB 5964 and 5965, will be delivered to the unit in the new year. SANTIAGO RIVAS

On October 11 the Congress of Guatemala approved a loan for up to $170 million for the purchase of six Embraer EMB-314 Super Tucanos for the Fuerza Aérea Guatemalteca (Guatemalan Air Force), together with four ground radars and a command and control centre. Negotiations for the contract with Embraer will follow. SANTIAGO RIVAS

www.airforcesdaily.com

Above: The first of a planned 34 modernised Brazilian Army Panther K2s is seen here undertaking an initial test flight on October 24. Helibras

EUROCOPTER’S BRAZILIAN subsidiary, Helibras, says it flew the first AS365K/HM-1 Pantera to be upgraded to Pantera K2 standard for the Exército Brasileiro (Brazilian Army) on October 24. It was scheduled for delivery in December. Improvements include installation of a full glass cockpit, new Rockwell Collins Proline 21 digital radio

communications systems and a four-axis autopilot. Replacing the existing powerplant with the Turbomeca Arriel 2C2CG, including full authority digital engine control (FADEC), will provide a 40% increase in power. The helicopters will also be rewired and be fitted with a new gearbox, tail rotor, altimeters and weather radar.

Peruvian Air Force Orders 20 KAI KT-1 Woong-Bees KOREAN AEROSPACE Industries (KAI) officials revealed on November 6 that the company has sealed a deal with Peru for the purchase of 20 KAI KT-1 Woong-Bee turboprop trainers for the Fuerza Aérea del Peru (FAP - Peruvian Air Force). Under

the terms of the $200 million contract, KAI will manufacture the first four KT-1s for the FAP while the remaining 16 will be assembled locally by KAI and Seman Peru, a state-run company controlled by Peru’s defence ministry.

a bilingual Guatemalan liaison officer who relayed information to the Guatemalan authorities responsible for conducting any interdictions and apprehensions of suspicious vessels.

Sikorsky Expands Military Black Hawk Support in Colombia SIKORSKY AIRCRAFT announced on November 1 that it has expanded its support of the Colombia Armed Forces Black Hawk fleet by opening an office in Bogotá. The company is also opening South America’s first Black Hawk training centre in Melgar, Colombia, in early 2013. Colombia currently operates nearly 100 Black Hawks – the world’s fourth-largest fleet of the type and the largest procured to date through the US Foreign Military Sales (FMS) system. The aircraft perform a variety of missions including search and rescue, medical evacuation, disaster relief, anti-drug and counterinsurgency operations. South America’s first Black Hawk flight training centre will feature the region’s only fullmotion, high-fidelity, FAA Level D equivalent Black Hawk simulator. The centre will provide pilot and flight crew training for the Colombian Armed Services and Sikorsky military customers throughout Latin America.

#298 JANUARY 2013

21

NEWS OPINION

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

Ungoverned Spaces O

F COURSE, ‘ungoverned spaces’ are mostly locations on the ground, but the sky over a country can also be ungoverned, creating problems. Reports have emerged in the last few weeks that Iran and North Korea are using Iraqi airspace to conduct supply flights into Syria to help prop up the Assad regime in Damascus. While diplomatic sources have sought to play this down, it does highlight an important issue for Iraq; with the American drawdown, the combat air power provided has been lost. It is a gap in capabilities that the Iraqi Air Force (IqAF) urgently needs to address. Despite a deal being arranged with the Americans to supply F-16 aircraft for the IqAF, the airspace over Iraq is largely ungoverned. According to American figures, the IqAF is only able to muster 158 aircraft, including 89 helicopters and 69 fixed-wing. The first F-16 deliveries are not scheduled until the second half of 2013, which is allowing other countries freedom of manoeuvre in Iraqi airspace. Syria and Turkey are now routinely sending fighter jets over

the Iraqi border to attack refugee camps established in Northern Iraq. Syria has been trying to intercept supply lines used by the rebels opposed to the Damascus regime to smuggle equipment and explosives into the country and the Turkish Air Force has been similarly active against PKK camps in Iraq. With the Iraqi Security Forces struggling to contain an emergent al Qaeda, their resources are simply not up to conducting operations in its northern territories. Ironically it was these very same areas that were used by al Qaeda-affiliated groups to smuggle weapons, people and equipment down a chain of safe houses along the Tigris and Euphrates rivers. With the problems in Syria, that supply

chain has gone into reverse. Iraq, however, is not the only country with a problem of an ungoverned airspace. As NATO and its allies start their drawdown from Afghanistan, it will face a similar problem. Senior members of the Kabul

‘With the Iraqi Security Forces struggling to contain an emergent al Qaeda, their resources are simply not up to conducting operations in its northern territories’ administration have already gone on record about the nascent state of their air force, which will urgently need some ground attack capability if it is to conduct effective military operations against the Taliban. Aircraft, such as the A-10 Thunderbolt II, originally designed to operate against mass tank formations on the German plain, have shown great versatility over Iraq and Afghanistan in support of ground troops. Rather than retire one-third of the A-10 force, Washington might like to consider donating it to the

It has become fashionable in counter-terrorism circles to speak of the problem of ‘ungoverned spaces’, remote and inaccessible locations where, since 9/11 terrorists have found sanctuary to plan and train for their next attacks. Dave Sloggett investigates Afghan Air Force. While it could not secure the skies over the country, it would not leave the Afghan Security Forces devoid of air cover as the type’s range and payload make it ideally suited for the counter-insurgency mission. The situations in Iraq and Afghanistan also illustrate a much wider problem; as al Qaeda franchises spread across sub-Saharan Africa from their original locations in the Yemen and Somalia, the ungoverned air spaces of many other countries will have to be secured. In the short term the task of tackling terrorists as they seek to hide in an ever-wider geographic area will fall to unmanned aerial vehicles (UAV) such as the Reaper. While UAV operations are controversial and deliver many media headlines, they remain a proven and effective way to maintain the pressure on trans-national terrorist groups. But it can only be a stop-gap measure – as the images of September 11, 2001 remind us, any state can be attacked in new and frightening ways. That should be a sobering thought for any political leader minded to cut back his air afm force.

Should the US Government donate surplus A-10s to the Afghan Air Force? Under current plans 100 are to be mothballed as five fighter squadrons are cut from the US Air Force and Air National Guard. US Air Force/Master Sgt Ben Bloker

22

#298 JANUARY 2013

www.airforcesmonthly.com

NEWS RUSSIA & CIS

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

Ukrainian Frogfoot Upgrade

Above: MiGremont, which is carrying out the upgrade of Ukrainian Air Force Su-25 Frogfoots at the Zaporozhye State Aviation Repair Factory (ZDARZ), has redelivered the first Su-25M1 to be painted in a new ‘pixel camouflage’ scheme. This particular aircraft is the fifth single-seat Su-25 to be returned and takes the total number of upgraded Frogfoots to six (the Ukrainian AF has already received four Su-25M1s and one Su-25UBM1). The aircraft left the plant on September 28 for 299 brTA (brigada taktichnoyi aviatsiyi – tactical aviation brigade) at Kul’bakino. The upgrade is intended to offer increased accuracy for air-to-ground weapons delivery at night or in poor weather conditions and features a combined GLONASS/GPS SN-3307 satellite navigation system integrated with a new ASP-17BTs8-M1 optical sight. Dr Séan Wilson

Russia Seeks to Deploy Il-38s for Anti-Piracy Missions

RUSSIAN DEFENCE Minister Anatoly Serdyukov revealed after a meeting of the RussianFrench Security Council in Paris on October 31 that he has requested permission to deploy two Russian Navy Il-38 May maritime patrol aircraft to France’s Base Aérienne 188 ‘Colonel Emile Massart’/Camp Lemonnier at Djibouti’s Ambouli Airport. These would be used to assist with anti-piracy missions in the Gulf of Aden. Russian Navy vessels, usually led by destroyers, have been in use in the region on a rotational basis since 2008, assisting the international anti-piracy mission to escort commercial ships from various countries through the waters off Somalia. Russia says having the two Il-38s based in Djibouti would significantly enhance the effectiveness of these operations. Camp Lemonnier houses a permanent detachment of French Air Force Mirage 2000s and SA330 Pumas, together with French Army Pumas and Gazelles. In addition, the US Air Force maintains a detachment of HC-130N/Ps and regular F-15E Strike Eagle deployments. US Marine Corps CH-53Es are also operated from the base and Japan and the US Navy both have P-3C Orion detachments there as well.

www.airforcesdaily.com

First Ka-52K for Russian Navy Mistral Ships in 2013 KAMOV GENERAL designer Sergei Mikheyev announced on October 30 that the first batch of navalised Ka-52K attack helicopters for the Russian Navy’s Mistral-class amphibious assault ships will be manufactured and delivered next year. “By the time the first Mistral enters service in 2014, we are ready to make as many helicopters as the defence ministry will order,” he said. He added that prototypes of this naval version of the Ka-52 are now under construction at the Progress Aviation Company plant at Arsenyev in the Russian Far East. The Ka-52K will feature a modified version of the Zhuk-A phased array radar and folding rotor blades for stowage aboard ship

while the fuselage and on-board systems will receive anti-corrosion treatment. The variant will also be capable of carrying and launching anti-ship missiles. Russia and France signed a $1.2 billion contract in June 2011 for two French-built Mistral-class ships, the Vladivostok and Sevastopol, the deal also including transfer of sensitive technology. The Mistral class is capable of carrying 16 helicopters, four landing vessels, 70 armoured vehicles and 450 personnel. The air wing aboard will normally consist of eight Ka-52Ks and eight Ka-29/31 Helix assault/transport helicopters. The ships are being built by DCNS and STX shipyards in St Nazaire, France.

Antonov Plans to Fly An-178 in 2014 ANTONOV’S PRESIDENT and chief designer, Dmytro Kiva, says the company is aiming to fly a prototype of its new An-178 cargo transport in 2014. In a statement on October 24, he said design work is now under way and the aircraft will be able to carry 99 fully-equipped soldiers or 18 tons of cargo. It is intended to be suited to both military and civil customers. The aircraft is the latest design in the An-148 family of high-wing, twin-jet aircraft and is being based on the larger An-158 passenger airliner. It will use the same wing and tail section as the An-158. The type is intended as an An-12 replacement, filling the gap between An-24/C-27-sized aircraft and the larger C-130 Hercules. Its cargo compartment will be larger than the An-12’s and will also be pressurised. It will also be faster and have greater range, but still able to operate from unpaved runways.

Newly Upgraded MiG-29UB Trials Aircraft

Above: Seen here taxiing out for take-off at Zhukovsky Air Base, Russia, on November 16 is rarely seen MiG-29UB Model 9-53 '139 Blue', which is used as a MAPO MiG trials aircraft at the Russian Ministry of Defence's 929 State Flight Research Centre V P Tchkalov at Akhtubinsk Air Base in the Astrakhan region. After being newly refurbished and upgraded, the aircraft has only recently returned to flying status. Of note in the background is the second Sukhoi T-50 prototype, '52 Blue', being prepared for another test flight. Vyacheslav Babaevskiy

#298 JANUARY 2013

23

NEWS MIDDLE EAST Saudi Arabia Seeks 20 C-130J-30s and Five KC-130Js A PLANNED Foreign Military Sale to the Kingdom of Saudi Arabia of military equipment including 20 C-130J-30 Super Hercules and five KC-130J air-to-air refuelling aircraft was revealed on November 9 by the US Defense Security Co-operation Agency (DSCA). Also included in the contract would be 20 additional spare Rolls-Royce AE2100D3 engines, 25 Link-16 Multifunctional Information Distribution Systems (MIDS), support equipment, spare parts, personnel training and associated equipment, manuals and technical data, US Government and contractor technical assistance and other related logistics support. The total estimated cost of the deal is $6.7 billion.

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

Three New Israeli AH-64D Saraf Attack Helicopters Delivered

Above: A new shipment of three Boeing AH-64D Saraf (Serpent) helicopters for the Israel Air and Space Force’s ‘Hornet Squadron’ arrived at Ramon Air Base, Israel, on board an Antonov An-124 heavy transport aircraft on October 18, 2012. The new helicopters – serials 113, 789 and one unidentified – are remanufactured older model Israeli AH-64A Petens (Pythons). AISO

Third Saudi A330MRTT Now in Full Colours

Above: The third Royal Saudi Air Force Airbus Military A330MRTT, MRTT012, has joined the other two – which were handed over to the RSAF in November 2011 and July 2012 – in full RSAF colours and is now test flying at Getafe, Madrid, where it is seen on October 22. This aircraft, to be serialled as 2403, will be delivered in December 2012 – the other three aircraft on order should be delivered by 2014-2016. Roberto Yáñez

UAEAF’s 20th AT-802U Delivered

Left: The 20th United Arab Emirates Air Force (UAEAF) Air Tractor AT-802U Border Patrol Aircraft destined for the United Arab Emirates Air Force (UAEAF), N2089U (c/n 802-4021), lands at Malta International Airport on November 16 during its delivery flight to the UAE. Malcolm Bezzina

Iranian Su-25 Frogfoot Fires on USAF Predator in International Airspace AN IRANIAN Sukhoi Su-25 Frogfoot belonging to the Islamic Revolutionary Guard Corps Air Force (IRGC AF) is said to have fired at least twice on an unarmed US Air Force General Atomics MQ-1 Predator Remotely Piloted Air System (RPAS) in international airspace over the Persian Gulf just before 0450hrs EDT on November 1. Pentagon Press Secretary George Little released the information on November 8 following press enquiries. Secretary Little said it was not disclosed at the time because the military does not comment on classified surveillance missions.

24

#298 JANUARY 2013

The Predator was claimed to be about 16 miles (26km) off the Iranian coast conducting a routine monitoring flight when the Iranian Sukhoi intercepted it and opened fire. He added that this was the first time an unmanned US aircraft has been fired on in international airspace over the Persian Gulf. Secretary Little told a Pentagon briefing: “Our aircraft was never in Iranian airspace. It was always flying in international airspace. The internationally recognized territorial limit is 12 nautical miles off the coast and we never entered the 12 nautical mile limit. “The United States has

communicated to the Iranians that we will continue to conduct surveillance flights over international waters over the Arabian Gulf [the Pentagon’s name for the Persian Gulf] consistent with long-standing practice and our commitment to the security of the region.” He added: “We have a wide range of options from diplomatic to military to protect our military assets and our forces … and will do so when necessary.” Secretary Little said that once the Predator came under fire, it began to move further away, but the Iranian aircraft continued to pursue it “for some period of time,

before letting it return to base”. He declined to say where the Predator was operating from. He said that no other US aircraft were nearby to respond to the attack and that he believes Iran was deliberately trying to shoot the RPAS down. Iran’s Minister of Defence Ahmad Vahidi, commenting on the incident, said that an “unidentified aircraft” entered Iran’s airspace over the Persian Gulf at the time but was “forced to flee following Iranian armed forces’ timely, smart and firm act”. The Pentagon said that the US had made a formal complaint to Iran via the Swiss Embassy in Tehran about the incident.

www.airforcesmonthly.com

UK and UAE to Strengthen Defence Ties FOLLOWING BRITISH Prime Minister David Cameron’s visit to the United Arab Emirates on November 5, a joint communiqué was issued the next day by the UK and UAE affirming a joint commitment to strengthen cooperation, particularly in the areas of aerospace and defence. The communiqué stated that the two countries aim to strengthen their defence ties by continuing to develop joint plans for the security of the UAE and wider Gulf region; increasing joint exercises and training; and investing in the British military presence in the UAE. It is also planned to establish a defence industrial partnership that involves close collaboration, based around the Eurofighter Typhoon and a number of other new technologies. The two countries will work more closely on developing mutually beneficial business links; the UAE investing in British infrastructure and the British investing in the Middle East nation’s aerospace, ICT, service ventures, communications, munitions and capability sectors. Although not specifically mentioned in the communiqué, Downing Street officials said that this co-operation is also to include permanent basing of RAF jets in the UAE. It is understood that Al Dhafra or Al Minhad air bases are being considered as a location for a permanent UK strategic base for RAF Eurofighter Typhoons. Further sales of the Eurofighter Typhoon were high on the Prime Minister’s agenda during his visit to the Middle East – the UAE having previously shown interest in buying up to 60 of the type. Mr Cameron went to Al Minhad Air Base and spoke to RAF Typhoon crews participating in an exercise there. From the UAE Mr Cameron flew to Saudi Arabia which is also considering a further substantial Typhoon order; the Royal Saudi Air Force has already signed a contract for 72. Another potential customer in the region is the Royal Air Force of Oman, which is seeking to order 12 Typhoons.

www.airforcesdaily.com

Saudi Land Forces Black Hawks on Exercise in Corsica

Above: Royal Saudi Land Forces UH-60L Black Hawk serial 29172 maintains a low hover as personnel fast rope to the ground in Corsica during the joint Saudi-French Exercise Tigre 2, which was held on the island from October 1-18. French Ministry of Defence

A JOINT exercise, Tigre 2 (Tiger 2), organised by French and Saudi Arabian Special Forces, took place on the French Mediterranean island of Corsica, between October 1-18. Exercise scenarios

were played out across the whole of the mountainous island. Helicopters used to provide mobility for Special Forces troops included Sikorsky UH-60L Black Hawks from the Royal Saudi Land

Forces and French Eurocopter EC725R2 Caracals. The exercise, which took eight months to prepare, involved almost 1,000 soldiers, including 600 French and Saudi commandos.

Saudi Arabia Orders F-15S to F-15SA Conversion Kits BOEING WAS awarded a contract on November 2 for 68 F-15S to F-15SA conversion kits for the Royal Saudi Air Force (RSAF) F-15S upgrade and the procurement and installation of four base stand-up kits. The $4 bil-

lion firm-fixed-price, cost-plusfixed-fee and cost reimbursable no fee Foreign Military Sales (FMS) contract modification awarded through the US Air Force includes Country Standard Time Compliance Technical

Order (CSTCTO) development, CSTCTO integration and testing plus fabrication of trial kits to support validation and verification activities. Work is expected to be completed by December 31, 2019.

Israeli ‘Flying Tiger Squadron’ 45th Anniversary Markings

Above: Israel Air and Space Force’s McDonnell Douglas A-4N Ahit (Eagle, the Israeli name for the McDonnell Douglas Skyhawk) serial number 102, the flagship of the ‘Flying Tiger Squadron’, has been painted with special tail art to mark 45 years of Israeli operations with the type. The Flying Tiger Squadron was activated at Hatzor Air Base in December 1967 and moved to Hatzerim Air Base in 1969. AISO

#298 JANUARY 2013

25

MAIL ORDER >

DVDS

>

CDS

>

BOOKS

>

>

MODELLING

>

OFFERS

RAF 2013 Special

Farnborough Airshow DVD Bundle Pack This superb DVD bundle pack features the best action from the last two Farnborough International Airshows. Featuring stunning displays from the likes of the F-22 Raptor, Airbus A380, Vulcan XH558, Boeing F-18A Super Hornet and many more. This is the perfect way to re-live the 2010 and 2012 airshows! Combined running time: 240 mins. Region-Free DVDs. Subscribers call for your £2 discount.

Code: DVD550

FLIGHT SIMS

Produced by Key Publishing and featuring articles written with and by RAF personnel, RAF 2013 is a 132page special magazine that provides behind the scenes insight into the aircraft, equipment and people of one of the world’s premier air forces.

N EW

MAGAZINES

Subscribers call for your £1.00 discount

ONLY £19.99

Code: RAF13

ONLY £4.99

2012 DVD - £14.99 - Code DVD513

Air Superiority 2013 Calendar The Air Superiority 2013 sixteenmonth calendar features modern military aircraft from around the world, captured in flight by awardwinning photographer John M. Dibbs. Razor-sharp, unretouched air-to-air photography puts you in the sky with these contemporary combat aircraft—you can almost hear the roar of their jet engines as they fly past the photographer. Each calendar starts from September 2012.

ONLY £10.49

Code: M135

USS JFK DVD

ONLY £12.49

Code: DVD310

Code: DVD364

F-16 Mission Afghanistan DVD

ONLY £8.99

Code: DVD366

F-4 Phantom Vol.1 Book

Strap on your very own F-16 Fighting Falcon and experience the visual spectacle of the air war over Afghanistan! Witness the daily challenges that face the brave men and women (both in the air and on the ground) from training sorties in the USA to actual deployment and live operations in Afghanistan!

Code: DVD352

Fly in the cockpit with AirUtopia as they climb aboard the legendary Boeing KC-135R Stratotanker for an air to air refuelling exercise! The KC-135R is the USAF’s main tanker aircraft allowing American forces to reach any conflict, anytime. The highly trained 3-man crew offers their unique perspective of what it takes to complete a successful mission.

ONLY £12.49

ONLY £13.99

Designed originally as a carrierborne interceptor armed only with missiles, its beginnings were so promising that the USAF adopted it as a tactical fighter ands was quickly followed by an impressive number of other air forces around the world which explains why certain examples are still in service today. This volume details US Navy and US Marine Corps versions of the aircraft. 80 pages, softback.

Code: B372

Code: DVD419

F-14 Tomcat Book The roots of the F-14 Tomcat, one of the most respected fighter aircraft of the last few decades, can be found in the tradition of inter-service rivalry that exists between the US Air Force and the US Navy. With this first volume, Frédéric Lert presents the Navy career of this legendary aircraft.84 pages, softback.

This is Night Stalkers - the amazing story of the Stealth aircraft that for nearly a decade held a secret trump card for America. Fly with the F-117A, the B-2 Stealth Bomber and the SR71 Blackbird and learn all about their incredible stealth systems.

“Fast Jets” is a display of the classic military aircraft from around the world including the Lockheed SR-71, the F-111, the world’s best all-weather aircraft and the first in service to feature pivoting swing wings, and the RAF’s Harrier, which has proved to be the world’s most survivable aircraft. Running time 90 mins, Region 2 DVD*

ONLY £12.49

Go where few have been before... on board the super carrier USS John F. Kennedy during the first wave of attacks during the Gulf War. AirUtopia cameras were the only ones there! You’ll feel like you’re on board as you watch this live action production with numerous unbelievable takeoffs and landings, both day and night. Witness the intensity and the afterburners! A must see for all military aviation fans!

Night Stalkers DVD

Fast Jets DVD

ONLY £8.99

KC-135R Cockpit DVD

ONLY £13.99

Code: B370

F-4 Phantom Vol.2 Book With more than 5000 examples built, some of them under license, the McDonnell F-4 Phantom is considered as one of the most characteristic fighters of the sixties and seventies. this second volume dedicated to the Phantom presents the versions providing the USAF and the Air Forces of several foreign countries including Israël, Japan, Western Germany and Egypt. 80 pages, softback.

ONLY £15.99

Code: B373

For more great gift ideas visit us at: www.keypublishing.com/shop

818 AFM Xmas MO DPS.indd 26

23/11/2012 12:15

Join AirUtopia in the cockpit of one of the world’s premier fighter aircraft flown by the Hellenic Air Force in the skies over the Aegean Sea. This superb DVD features spectacular formation flying, multiple camera angles and pilot commentary.

ONLY £12.49

Enjoy a rare and historic look into one of the most distinctive shapes in the sky - the A-7 Corsair II! Having entered service during the Vietnam War, this mighty warbird soldiers on in the capable and trustworthy hands of the airmen proudly serving Greece and the Hellenic Air Force. Includes commentary from real-life A7 pilots! Region-free DVD, Running time 60 minutes.

ONLY £12.49

Code: DVD50

Code: DVD511

This superb DVD bundle pack features the best action from the last two RAF Waddington International Airshows. Featuring stunning displays from the Korean Black Eagles, USAF F-16 Thunderbirds display team, Eurofighter Typhoon, Tornado GR4 Role Demo and many more. This is the perfect way to re-live the 2011 and 2012 airshows! Combined running time: Over 4 hours.Region-Free DVDs.

ONLY £19.99

Code: DVD511 2012 DVD - £15.99 - Code DVD552

AirForces Monthly Binder

F-16 Fighting Falcon Book

Falklands Special Created by the team behind Britain at War magazine, The Falklands 30th Anniversary Special provides a 132-page timeline of events - in the air, in the sea and on the ground - during the conflict between British and Argentinian forces. Complete with ‘then and now’ photographs of the most iconic battlesites, original paintings and unique images, The Falklands 30th Anniversary Special tells the story of the Falklands War as never before.

ONLY £6.99

Waddington Airshow DVD Bundle Pack

A-7 Corsair II DVD

Mirage 2000-5 Cockpit DVD

Code: FALK

Invest for the future with these AirForces Monthly binders. Perfect for preserving your collection for years to come.

llustrated history of the formidable F-16, one of the world’s leading fighter-bombers. A multirole jet fighter aircraft originally developed by General Dynamics for the United States Air Force, the F-16 has been in service for an incredible 36 years, with no sign of retiring. 80 pages, softback.

ONLY £13.99

ONLY £8.50

Code: B374

Code: AFMBINDER

Postage and Packaging ORDER VALUE

UK & BFPO

Europe

USA

Rest of World

2nd Class

1st Class

Surface Mail

Airmail

Surface Mail

Airmail

Surface Mail

Airmail

Up to £10

Free

£3.99

£1.99

£3.99

£2.99

£4.99

£3.99

£5.99

£10.01-£19.99

Free

£4.99

£2.99

£4.99

£3.99

£5.99

£4.99

£6.99

£20.00-£34.99

£2.99

£5.99

£3.99

£8.99

£4.99

£9.99

£5.99

£10.99

£35.00-£49.99

£3.99

£6.99

£4.99

£12.99

£5.99

£13.99

£6.99

£14.99

£50.00-£99.99

£4.99

£7.99

£5.99

£16.99

£6.99

£17.99

£7.99

£18.99

£5.99

£10.99

£6.99

£22.99

£7.99

£23.99

£8.99

£24.99

£100+

All prices correct at time of going to press. Terms and conditions apply, see www.keypublishing.com/shop for full details.

VISIT: www.keypublishing.com/shop

How to Order 

TELEPHONE: (UK) 01780 480404 (OVERSEAS) +44 1780 480404 Monday to Friday 9.00am until 5.30pm

MAIL ORDER FORM PAYER’S DETAILS



Item code



COMPLETE/PHOTOCOPY THE FORM BELOW AND FAX TO: (UK) 01780 757812 (OVERSEAS) +44 1780 757812

Quantity

Title ................... First name ......................................... Surname ......................................................................

Price

COMPLETE THE FORM AND POST TO: Key Direct PO Box 300 Stamford Lincs PE9 1NA, United Kingdom 818/12

PAYMENT METHODS

Payments are accepted by cheque, Postal Order, Credit Card and US Dollar check. Payments by credit or debit card will be shown on your statement as Key Publishing Ltd and debited in UK Sterling. Use local currency as a guide as prices are subject to currency exchange rate fluctuations. I enclose a cheque/check for £ ........................ or US $........................... made payable to Key Publishing Ltd

Address ........................................................................ .....................................................................................

Please debit my Mastercard  Visa 

Postcode ............................ Country ............................

Maestro (UK Mainland only) 

Email address .....................................................................................

Issue number*

Please complete to receive news updates and offers from us by email.

DELIVERY DETAILS

Expiry date

M M Y Y

(IF DIFFERENT)

*Maestro only

Title ................... First name ......................................... Surname ...................................................................... Address ........................................................................ ..................................................................................... Postcode ............................ Country ............................

818 AFM Xmas MO DPS.indd 27

Sub Total P&P Grand Total £

Signature ............................................................... Today’s date ........................... Key Publishing will hold your details to process and fulfil your order. Occasionally we may wish to contact you to notify you of special offers on products or events. If you do not wish to receive this information please tick here  or mention when calling.

23/11/2012 12:11

NEWS AFRICA

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

Fourth Egyptian Air Force C295M Test Flying

Above: Seen test flying on November 5, 2012, from Seville-San Pablo Airport, Spain, was C295M 1193/SU-BRU (c/n S-094), callsign ‘CASA 94,’ the fourth of the type ordered for the Egyptian Air Force. Egypt had initially ordered only three C295Ms under a contract that was announced by Airbus Military on October 29, 2010. A new contract for the fourth aircraft was subsequently signed on March 23, 2012. The first of the initial three, SU-BRP (c/n S-083), was delivered on November 18, 2011, while the second, VIP-configured SU-BRQ (c/n S-084), followed on December 6, the same year. The third, SU-BRR (c/n S-085), was delivered on December 16, 2011. Antonio Muñiz Zaragüeta

France Donates Aircraft to Burkina Faso for Border Patrol BRIGADIER GENERAL Nabéré Honore Traore, Chief of the General Staff of the Burkino Faso Armed Forces, has revealed that France has supplied three Humbert Aviation Tétras ultra-light aircraft to his country. They will be used by the Armée de l’Air de Burkina Faso (Burkino Faso Air Force) to monitor the northern border with Islamistoccupied northern Mali. They were handed over by France’s Ambassador to Burkina Faso, Général de Corps d’Armée Emmanuel Beth, on October 18, 2012, in a ceremony at Base Aérienne 511 Ougadougou. Also donated by France were five military vehicles, plus a stock of spare parts. Estimated total value of the equipment and aircraft is 555 million West African Francs ($1.1 million). France has also trained pilots and taught mechanics maintenance techniques for the Tetras. The Tétras ultra-lights are seen as being particularly suited to operations in the Burkina Faso border region – because of their ability to land on small, un-prepared strips – and are precisely what the country needs for aerial reconnaissance missions in the north, according to Brigadier General Traore.

28

#298 JANUARY 2013

First A-29 Super Tucano for Mauritania EMBRAER DEFENSE and Security delivered the first light attack and advanced training A-29 Super Tucano turboprops to the Force Aerienne Islamique de Mauritanie (Mauritanian Islamic Air Force) on October 19, 2012. The hand over took place at a ceremony held at the company facility in Gavião Peixoto, São Paulo, Brazil. The aircraft will be used for border surveillance missions. An order from Mauritania for an unspecified number of A-29A Super Tucanos was announced on March 28, 2012. In the interim, Mauritania had

acquired five second-hand, older model Embraer EMB-312F Tucanos from the Armée de l’Air (French Air Force) for counterinsurgency missions. After refurbishment in France, the first pair was delivered in early September 2010, followed by a second pair in late June the following year. It is assumed that the fifth and final example has also been delivered, although this has not been confirmed. One of the aircraft was subsequently lost on August 21, 2011, in a crash that killed the pilot.

Botswana Defence Force PC-7 Mk II Deliveries ALTHOUGH NOT publicised, Pilatus has started delivery of five PC-7 Mk IIs to the Botswana Defence Force-Air Wing (BDF-AW). The first three aircraft, OD1/HB-HMF (c/n 685), OD3/HB-HMH (c/n 687) and OD5/HB-HMJ (c/n 689), left the factory at Stans-Buochs, Switzerland, on October 3, 2012, to start their delivery flight. This leaves OD2/HB-HMG (c/n 686) and OD-4/HB-HMI (c/n 688) to be delivered. The order for these aircraft, valued at $43.35 million, including a simulator, was signed on April 13, 2011. They will enter service with Z7 Squadron at Thebephatshwa Air Base, Molepolole, replacing the surviving older model PC-7 Turbo Trainers operated by the unit, and re-using the same serials as some of those aircraft.

News brief UNITED NATIONS officials revealed on November 21 that the five Ethiopian Air Force Mi-35P attack helicopters that had been deployed in Sudan since February 2010 have returned home. The helicopters were operating in support of the United NationsAfrican Union Mission in Darfur (UNAMID).

Su-25 Frogfoots for Congo

Above: Two Sukhoi Su-25 Frogfoots seen at the Zaporozhye State Aviation Repair Factory (ZDARZ) in Ukraine, in September, were at the time destined for Mali. However, since then they have been repainted in darker camouflage and were test flying in November in Congolese Air Force markings as FG-505 and FG-506. They will join four already in DRC service. Dr Séan Wilson

www.airforcesmonthly.com

NEWS ASIA PACIFIC Chinook Likely to be New Indian Heavy-Lift Helicopter INDIAN DEFENCE sources stated unofficially on October 29, 2012, that the CH-47F Chinook is the preferred option for an Indian Air Force (IAF) requirement for 15 new heavy-lift helicopters. The type had been competing with the Mil Mi-26 Halo, which has been in IAF service for the last 25 years. Defence officials have said that the CH-47F offer was the lowest in both initial acquisition and life-cycle costs. Although there had been suggestions that the IAF may have gone for the Mi-26 because of its familiarity with the type, the more modern CH-47F, already proven at high-altitude in Afghanistan, proved to be the favourite. Negotiations are now expected to start shortly to finalise a firm order – expected to be worth around $1 billion – with Boeing.

News brief

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

Shenyang J-31 Makes Maiden Flight

Above: The Shenyang J-31 stealth fighter prototype, 31001, on its first flight. Via Chinese internet

THE MAIDEN flight of the new Shenyang J-31 stealth fighter prototype, serial number 31001, took place on October 31, 2012, when the aircraft lifted off at 1032hrs local time. After a flight of 11 minutes the aircraft landed back at the Shenyang factory

airfield and deployed its drag ’chute. Two Shenyang J-11BS multi-role fighters flew as chase aircraft. The day before, the prototype undertook high-speed taxi tests, lifting the nose wheel off the runway before slowing down

Royal Thai Air Force Consolidates F-5 Operations

A CONTRACT for 18 Pilatus PC-12/47Es for the Afghan National Army Special Operations Forces was awarded to Sierra Nevada Corporation through the US Air Force on October 16. Work on the $218 million Foreign Military Sales contract is expected to be completed by July 31, 2015. The aircraft will be uniquely modified for their Special Forces role before delivery.

Vietnamese Navy’s First Twin Otter Handed Over

The first Vietnamese Peoples' Navy Viking DHC-6 Twin Otter Series 400, C-GUVT (c/n 867), returns to Victoria, British Columbia, Canada, on October 9, after painting at Spokane, Washington. The Canadian test registration had been temporarily taped over military serial VNT-775. The aircraft arrived in Canada on October 9, 2012, and was officially handed over to the Vietnamese Navy in a ceremony at Victoria on November 8. Tim Martin

www.airforcesdaily.com

again and stopping. The aircraft has previously been reported as designated the J-21, but the serial 31001 would suggest it is being referred to as the J-31. A proposed export version has been dubbed the F-60.

A CEREMONY was held on October 11 to mark transfer of the final Royal Thai Air Force (RTAF) Northrop F-5B/Es from 7 Wing/701 Squadron at Thailand’s Surat Thani air base to 21 Wing/211 Squadron at Ubon Ratchathani. The move consolidated all F-5 operations at one base, thus reducing maintenance/operational costs. The final three Royal Thai Air Force Northrop F-5s to be flown to Ubon are pictured at the ceremony to mark the move. They comprise, from left: F-5B B.Kh.18k-5/25 '70131'/740779 plus F-5Es B.Kh-18Kh-11-21 '70145' /76-1674 and B.Kh-10-21 '70144'/76-1673, all still wearing the markings of their former unit, 701 Squadron. Royal Thai Air Force

Refurbished C-130H Returned to Philippine Air Force NEWLY REFURBISHED Lockheed C-130H Hercules, serial 4704, was redelivered to the Philippine Air Force (PAF) on October 17, when it flew in to Manila from Mojave, California. The aircraft had just completed a $4.6 million overhaul, undertaken by NAE Systems, at Mojave. Until arrival of the additional aircraft, the PAF had just one airworthy Hercules. The type is operated by the 222nd Airlift Squadron as part of the 220th Airlift Wing at Mactan-Benito Ebuen Air Base, Cebu which is where the remainder of the fleet remains stored.

#298 JANUARY 2013

29

NEWS ASIA PACIFIC Italy Fully Operational With NH90 in Afghanistan ITALY’S TASK Unit Nemo achieved full operational capability with the NHIndustries NH90 in Afghanistan on September 25. Five Italian Army Aviation NH90s were flown to the province of Herat where the first, MM81531 'EI 214', arrived on August 20 and the last on September 22. The arrival of the type has strengthened Task Force Fenice, the army aviation battalion supporting Italy’s troop contingent in Regional Command-West of ISAF. The nucleus of Task Unit Nemo is formed by personnel from 7th Army Aviation Regiment ‘Vega’, backed by personnel from the 26th Special Operations Helicopter Unit. The NH90s will eventually replace the Agusta-Bell AB205s that still operate as part of TF Fenice. The type’s first operational mission was on August 28. Before deployment to Afghanistan the NH90s were brought up to an ‘enhanced initial operational capability’ (IOC+) configuration before deployment by the addition of extra ballistic protection and two Dillon Aero M134D 7.62mm Gatling guns. PIETER BASTIAANS

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

Four More Cessna 208Bs Delivered to Afghan Air Force

Above: The next four Cessna 208B Grand Caravans for the Afghan Air Force lined-up on the ramp at Glasgow-Prestwick Airport, Scotland. They arrived from Gander, Newfoundland on October 18, on their delivery flight to Shindand Air Base. Colin Gordon

A FURTHER four Cessna 208B Grand Caravans have been delivered to the Afghan Air Force after arriving at GlasgowPrestwick Airport on October 18, 2012. They had left Newton CityCounty Airport, Kansas, two days

earlier for CFB Goose Bay, Canada, but due to bad weather diverted to Sept-Iles Airport, Quebec, from where they left the next day for Gander, Newfoundland. They flew direct from Gander to Prestwick and departed the next day for Ankara, Turkey, en

Last Production Q-5 Delivered to PLAAF Indian AF Personnel A FINAL assembly and delivery ceremony was held on October 25 at the Jiangxi Hongdu Industry Group Corporation for the final Q-5 Fantan attack aircraft to be delivered to the Chinese People’s Liberation Army Air Force (PLAAF). The prototype Fantan made its maiden flight on June 4,

1965, after development by China’s Nanchang Aircraft Manufacturing Corporation earlier in the decade. The Q-5 entered production in 1968 and since then it has been developed in various versions, becoming one of the mainstays of the PLAAF for very many years.

Final Korean Peace Eye 737 AEW&C Delivery

Above: The fourth and final Boeing 737-7ES Peace Eye AEW&C aircraft for the Republic of Korea Air Force (ROKAF), 65-329 (c/n 35329, ex N963SS), seen on September 9, 2012, outside the Korea Aerospace Industries facility in Sacheon where it was completed. It was delivered on October 24. KAI

SOUTH KOREA’S Defense Acquisition Programme Administration (DAPA), announced on October 24 that the fourth and final Boeing 737-7ES Peace Eye airborne early warning and control aircraft for the Republic of Korea Air Force (ROKAF), 65-329 (c/n 35329, ex

30

#298 JANUARY 2013

route to their final destination at Shindand Air Base, Afghanistan. Aircraft involved in the latest delivery comprised: N2037G/ (YA22401) c/n 208B-2401; N2039B/ (YA22404) c/n 208B-2404; N2001P/ (YA22398) c/n 208B-2398 and N20049/(YA22399) c/n 208B-2399.

N963SS), has now been delivered. This marks completion of a $1.6 billion programme to boost the ROKAF’s surveillance capabilities that began in 2006. The first ROKAF Peace Eye 737 was delivered on August 1, 2011, to Gimhae Air Base, followed by the second on December 13 and

third on May 17, the following year. Only the first aircraft was modified by Boeing in the US, with the remaining three converted in-country by Korea Aerospace Industries at its facility in Sacheon, under the supervision of Boeing personnel.

in US for C-17A Training

THE INDIAN Air Force (IAF) has begun sending airmen to Joint Base Charleston, South Carolina, to receive instruction from the 373rd Training Squadron Detachment 5, on how to operate the ten Boeing C-17A Globemaster IIIs it has ordered. “The Indian Air Force purchased the C-17s and they need the training because these airmen are going to be the ones standing up the initial C-17 unit (in India). We were nominated to be the schoolhouse that teaches them,” said instructor Tech Sgt Paul Higgins. IAF Junior Warrant Officer Prakesh Chand, said: “We are learning the basics of the aircraft as well as the technical manual, which is quite helpful in learning the part numbers and other technical aspects of the C-17.” Higgins added: “We teach across the board. Every speciality we have on the C-17, we are teaching here. We have electrical environmental, communication, navigation and general crew chief functions, just to name a few.” The IAF expects to receive its ten C-17s from June 2013. The type is expected to replace the IAF’s Il-76 fleet, but will be flown by a new unit, 81 Squadron, which will be formed at Hindon Air Force Station, Ghaziabad.

www.airforcesmonthly.com

NEWS AUSTRALASIA Components for First Australian F-35A in Production NORTHROP GRUMMAN announced on November 5 that it has started to manufacture components for the RAAF’s first Lockheed Martin F-35A Lightning II, A35-001 (AU-1). Chief of the Air Force, Air Marshal Geoff Brown, watched the first RAAF F-35A centre fuselage being manufactured as part of low-rate initial production Lot 6 during a visit to Northrop Grumman’s F-35 production facility, located in Palmdale, California, on November 2, 2012.

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

RAAF C-130H Retires in Style

Above: Royal Australian Air Force (RAAF) Lockheed C-130H Hercules A97-005 was rolled out on November 12, 2012, at RAAF Base Richmond, New South Wales, after being painted with special tail art to mark the type’s retirement from service, scheduled for November 30. The impressive scheme features the silhouette of a C-130H superimposed, appropriately, over a sunset. The base of the tail carries ‘34 Years of Serving Australia’ titles and the crests of the two units that operated the type in the RAAF, 36 Squadron (Stallion) and 37 Squadron (Globe/Winged Water Carrier). Australian Defence/LAC David Said

Sixth RAAF C-17A Arrives in Australia

Above: RAAF Boeing C-17A Globemaster III A41-211 lands at RAAF Base Amberley, Queensland, following its delivery flight from the USA. Australian Defence/Cpl Casey Smith

ARRIVING AT Royal Australian Air Force (RAAF) Base Amberley, Queensland, on November 6, at the end of its delivery flight from the USA was Boeing C-17A Globemaster III A41-211 (F-251, USAF/12-0211), the sixth of the type for the RAAF. The aircraft had been handed over at the Long Beach factory in California on November 1, after its maiden flight there on October 25. The Australian Government announced its intent to buy a sixth airlifter during the arrival ceremony for the RAAF’s fifth C-17A on September 23, 2011.

The contract was awarded last June and Boeing delivered the aircraft less than five months later, due to the “strong cooperation among the Australian and US governments working with the Boeing team,” said the company. It will join the other five RAAF C-17As operated by 36 Squadron at Amberley. The RAAF had originally purchased four of the type, which were delivered between 2006 and 2008. With an urgent requirement for additional airlift, a fifth example was ordered in April 2011 and swiftly delivered on September 14.

Indonesian Air Force Surveiller at Exercise Albatross Ausindo EXERCISE ALBATROSS Ausindo (AUStralia-INDOnesia) is one of several regularly scheduled exercises conducted between the two countries, focusing on areas of mutual operations, including maritime patrol and air combat. Albatross Ausindo 2012 was a combined air force maritime surveillance exercise involving a series of surveillance aircraft missions flown by both countries. This was the eleventh exercise and featured an RAAF AP-3C Orion from 10 Squadron at RAAF Base Edinburgh, South Australia, and a TNI-AU Boeing 737-2X9

Surveiller from Skwadron Udara 5 based at Ujung Padang/Lanud Hasanuddin, Sulawesi. The exercise comprised maritime surveillance and search and rescue sorties. Officer Commanding RAAF No 92 Wing, Group Captain Craig Heap, said the exercise was designed to enhance the relationship between the two air forces: “Australia remains committed to working with Indonesia through exercises such as Albatross Ausindo, where we share techniques and practices that will deliver more effective maritime surveillance in the region.

Above: Tentara Nasional Indonesia–Angkatan Udara (TNI-AU – Indonesian Air Force) Boeing 737-2X9 Surveiller maritime reconnaissance aircraft AI-7303 arrived at RAAF Base Darwin, Northern Territory, on October 15, 2012. The aircraft and its crew participated in Exercise Albatross Ausindo, which ran from October 15 to 19.

Australia Defence/Navy Imagery Unit-North/ABIS/James Whittle

Jordanian Il-76 at Perth

Jordanian International Air Cargo (JIAC) Il-76MF 361/JY-JID passed through Perth International Airport, Western Australia twice recently on its way to and from Melbourne, Victoria. On its first visit, on October 25, 2012, it landed on runway 03 at 0900hrs, departing in the afternoon. It returned for a fuel-stop two days later before leaving for Colombo, Sri Lanka. On each occasion it used the callsign RJZ361. JIAC is a branch of the Royal Jordanian Air Force, which explains the use of an RJAF callsign – the usually-worn civilian registration, JY-JID, has been painted out and replaced with the military serial 361 for this flight. Richard Siudak

www.airforcesdaily.com

#298 JANUARY 2013

31

ATTRITION JANUARY

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

ACCIDENT REPORTS D: May 31, 2012 N/U: USAF/325th FW/43rd FS T: 02-4037 ‘TY’

Above: Tanzanian People’s Defence Force-Air Wing K-8 Karakoram JW9129 seen after its landing accident on October 23, 2012, at Dar es Dalaam. JWTZ

D: Oct 23 N/U: Tanzanian People’s Defence Force-Air Wing T: K-8 Karakoram S: JW9129 One pilot was killed and another injured in an accident at Dar es Salaam-Julius Nyerere International Airport, Tanzania, at 1030hrs. The pilot apparently lost control on take-off for a training flight and the aircraft veered off the runway. The two crew, captains Deogratiusi Magushi and Feruzi Kwidika,

ejected, but Captain Magushi was killed when his parachute failed to deploy and he fell onto the tarmac near a warehouse. The second crew member, Captain Kwidika, escaped with minor injuries and was taken to Lugalo Military Hospital for treatment. The K-8 remained on its undercarriage after the crew had ejected and continued to roll forward, colliding with a container. There was damage to the nose section but little other harm to the airframe.

D: Jan 3, 2011 N/U: USAF/15th RS T: MQ-1B Predator S: 99-3061 After completing 18 hours of a tasked surveillance mission, the UAV was destroyed when it crashed at 0605hrs Zulu, in remote desert terrain west of Kandahar Air Base, Afghanistan. The Accident Investigation Board determined that failure of the front bearing in alternator number one led to voltage spikes which severed the satellite link temporarily and then loss of battery power which led to the UAV’s electronics progressively shutting down.

and, specifically, catastrophic failure of the No 3 cylinder, resulted in depletion of the oil system and subsequent engine seizure. The UAV glided for about 30 miles (48km) before making a forced water landing, 3 miles (5km) offshore. Although not specified, it is assumed the Predator was operating from Camp Lemonier, Djibouti.

D: Jan 14, 2011 N/U: USAF/432nd Wing T: MQ-1B Predator S: 08-3228 The UAV, carrying two missiles, crashed into the Gulf of Aden off Djibouti at 1617hrs Zulu, whilst returning to an undisclosed base approximately 9½ hours after take-off and being flown by a crew from the 3rd Special Operations Squadron. The Accident Investigation Board determined that engine failure

A trainee pilot failed to advance the aircraft to military power during take-off and prematurely retracted the undercarriage, causing a previously unreported mishap at Tyndall Air Force Base, Florida, according to an accident report released on November 15. Without enough thrust during the touch-and-go training, the F-22 settled back to the runway and skidded along the ground to a stop, causing $35 million in damage to the jet. The pilot exited the Raptor with minor injuries. The pilot had recently transferred from another aircraft type and was on his second training flight after ten simulator training exercises and more than 100 hours of academic training at the time of the incident, according to the Air Force. The squadron at Tyndall was part of Air Education and Training Command at the time of the crash, but has recently transferred to the authority of Air Combat Command. D: Oct 30 N/U: Russian AF/6980th Air Base T: Su-24M Fencer S: The nose cone detached and the aircraft control system failed during a routine training flight, before the jet crashed at 1256hrs in the Chelyabinsk region. The aircraft had unsuccessfully attempted an emergency landing

D: Oct 28 N/U: Chad Government T: Beech 1900D T: TT-ABB (c/n UE-406) The aircraft sustained substantial damage in a landing accident at Bir Kalait, Chad, when, according to a statement by the Chad Government, it “missed landing on the runway” while transporting President Idriss Deby Itno. The President and all other occupants escaped injury. The undercarriage collapsed and all the propeller blades separated, puncturing the fuselage sides when the aircraft hit rough ground. The President was travelling to Bir Kalait to participate in the Forum for the Development of Peace in the Borkou-Ennedi-Tibesti Region.

Above: Chad Government Beech 1900D TT-ABB seen following its landing accident at Bir Kalait on October 28, 2012. Chad Government

back at its base at the 6980th Air Base at Chelyabinsk-Shagol, following which the two crew manoeuvred the aircraft away from populated areas before ejecting safely. The Fencer crashed near the village of Etkul, 42 miles (67km) from the airfield, and all Su-24 operations at the airfield were suspended after the crash, pending investigation into the cause.

Above: Seen here is Spanish Air Force/Ala 23 F-5M AE9-025 ‘23-15’, which was written-off in a crash on November 2 at Badajoz/ Talavera la Real. Roberto Yáñez

D: Nov 2 N/U: Spanish Air Force/Ala 23 T: F-5M S: AE9-025 ‘23-15’ An instructor was killed after the engine failed following take off at 0947hrs from Badajoz/ Talavera la Real Air Base and the aircraft crashed. The crew

attempted to make a brief circuit to land again, but the aircraft crashed just 300ft (100m) from the perimeter fence. The student pilot, Lt Sergio Santamaria de Felipe, ejected just before impact but was seriously injured, while the instructor, Comandante Ángel

Álvarez Raigada, did not eject until after the aircraft hit the ground. He was found dead near the aircraft. Crash debris had spread onto the first half of the runway, causing various other Ala 23 F-5s that were still in the air to divert to Albacete and Morón Air Bases.

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

32

#298 JANUARY 2013

www.airforcesmonthly.com

D: Nov 7 N/U: Sudanese Air Force T: An-24/26? bomber

Above: Wreckage of the Peruvian Air Force/Esc 513 MB-339AP seen following its crash on November 8.

D: Nov 8 N/U: Peruvian AF/Esc 513 T: MB-339AP Two crew ejected safely before the aircraft, from Grupo Aéreo 51/Escuadrón Aéreo Avanzada 513 at Pisco, crashed, following a technical problem during a

training flight from Pisco. It crashed at kilometre 19 [a milestone mark] of the Pisco to Paracas highway, in the Santa Elena region, and then hit the perimeter wall of a disused factory, about 20 minutes after take off.

Above: Algerian Air Force C295M 7T-WGF, which crashed on November 9 in France, is seen here on June 1, 2011, whilst visiting Ostend, Belgium. Wim Houquet

D: Nov 9 N/U: Algerian Air Force T: C295M S: 7T-WGF There were no survivors and the aircraft was destroyed in a crash at around 1545hrs in France while en route back to Algeria from Paris-Le Bourget Airport. It came down in fog, in an uninhabited area close to the village of Trélans, near St Germain-du-Teil, Lozère. Local

police said 60 firefighters from the local area were dispatched to the crash site, where the wreckage was still burning in an open field at 1730hrs. The Algerian Defence Ministry said that five military personnel and one official from the Algerian National Bank were on board the aircraft, which was transporting paper for bank notes back to Algeria. Six bodies were recovered from the crash site.

D: Nov 4 N/U: Syrian Arab Air Force T: MiG-23 Flogger Syrian rebels claimed to have shot the aircraft down as it was returning to base after bombing positions – including a mosque and other targets – in the Al Konsurwa zone of Mayadin city in the eastern province of Deir ez-Zor. The rebels reported the fighter jet was brought down by antiaircraft artillery on the outskirts of the city. The fate of the pilot was not reported.

D: Nov 6 N/U: USAF/56th RQS T: HH-60G The helicopter, from the 56th Rescue Squadron at RAF Lakenheath, Suffolk, made a precautionary landing at 1634hrs in a field near Santon Downham, Suffolk, 5 miles (8km) east of base, due to smoke in the cockpit from a failed windshield wiper motor. The six personnel on board the helicopter, which was on a routine training mission, were unhurt and repairs were completed in six hours.

www.airforcesdaily.com

Sudanese rebels claimed they shot down this aircraft after it had undertaken air strikes on various targets in the Nuba mountains in South Kordofan state. The Sudan People’s Liberation Movement North (SPLM-N) stated they had hit the aircraft at around 1700hrs with heavy machine gun fire as it flew at relatively low altitude. They continued firing until they saw the wing burning, although it was reported to have flown on for a further 30 miles (50km) before crashing much further south, near Jau, still in South Kordofan, but close to the disputed border with South Sudan. Local residents said the wreckage was burning all night. There has been no independent confirmation of the shoot down. D: Nov 10 N/U: Russian AF T: Su-24M Fencer-D The aircraft was destroyed after a landing accident at 0140hrs at the 6970th Air Base at Morozovsk. Reports indicate that the brake parachute detached as it was landing and it skidded off the runway and came to rest 1,300ft (400m) beyond the end of the airstrip. The crew ejected safely.

D: Nov 10 N/U: Turkish Army T: S-70A-28 S: 10992 All 13 Gendarmerie Special Forces soldiers and four crew members on board the helicopter were killed when it crashed while on a mission against Kurdish rebels. It came down in heavy fog on Herikol mountain in the Pervari district, Siirt province, where the Kurdistan Workers’ Party (PKK) rebels are particularly active. D: Nov 14 N/U: Moroccan military T: Unidentified helicopter The helicopter crashed in the Guelmim area of southwestern Morocco. Eight of the 11 people on board were killed immediately in the crash, while another one died later in hospital. A further two other occupants were taken to hospital, but their condition was not reported. The cause of the crash was not known. D: Nov 21 N/U: Egyptian AF T: MiG-21 The aircraft crashed in an agricultural area north of Aswan, killing the pilot. No further details were reported.

Above: Wreckage of the Iranian Army Bell 214 is seen here near Mashad, with an Iranian Red Crescent Mi-17 Hip in the background, following its crash there on November 14. MEHR/Nima Najafzadeh

D: Nov 14 N/U: Islamic Republic of Iran Army T: Bell 214 Ten people were killed – including victims of a previous minibus crash – when the helicopter struck high-voltage power lines in thick fog in northeastern Iran and crashed. The helicopter, on lease to the emergency services, was

carrying injured patients from the minibus crash to a hospital in Mashad when it came down. The dead included four crew members, five people injured in the minibus accident, and a medic from the emergency services. Eight were killed immediately, while the remaining two died later in hospital.

#298 JANUARY 2013

33

ATTRITION JANUARY

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

ACCIDENT REPORTS D: Nov 22 N/U: Pakistan AF T: Mirage The aircraft crashed during a routine training mission on the Thal firing range near Kot Shakir, Hussainabad, killing the pilot, Sqn Ldr Bilal Bari, after apparently catching fire in midair, according to eye witnesses.

Above: US Navy/VX-30 S-3B Viking 160147 ‘700-BH’, seen here on May 15 at Naval Air Station (NAS) Point Mugu (Naval Base Ventura County), California, was involved in a Class A accident there on November 14. Matthew Clements

D: Nov 14 N/U: US Navy/VX-30 T: S-3B Viking S: 160147 ‘700-BH’ One of only three operational Lockheed S-3B Vikings remaining in the US Navy inventory suffered Class A damage at Naval Air Station (NAS) Point Mugu (Naval Base Ventura County), California. It hit a flock of birds at 1410hrs on take off at the departure end of Runway 21 at Point Mugu. The Viking’s nose cone separated D: Nov 21 N/U: Yemen Air Force/115 Squadron T: An-26 S: 420 An engine fire occurred before the aircraft crashed into an empty market near the capital Sana’a, killing all ten personnel on board. The aircraft, from 115 Squadron at San’aa, was on a training flight and made a forced landing as it attempted to return to base. The crew tried to put the aircraft down in an open area but instead it hit the abandoned Al-Hasaba marketplace, about 5½ miles (9km) south of Sana’a International Airport on the extended Runway 18 centreline. It was destroyed by the crash and the post-impact fire. D: Nov 22 N/U: Czech AF / 21.zTL / 212.slt T: L-159A Alca 6061 The aircraft crashed at around 1730hrs in central Bohemia, killing the pilot. The L-159A came down in an open field between the villages of Krechor and Radovesnice ˇ while returning to Cáslav Air

and was sucked into one of the engine intakes, causing significant damage that has been classed as repairable. The S-3B was officially retired from operational service on March 31, 2009, following the deactivation of the last front line unit, Sea Control Squadron 22 (VS-22) ‘Checkmates’ at NAS Jacksonville, Florida. However, three S-3Bs were retained for trials use with VX-30 at Point Mugu, where they continue to serve. Base from a training flight and the pilot was found dead in the wreckage. Shortly after the accident, a spokesman for the General Staff, Jana Ruzickova, said that Chief of Staff Petr Pavel and Czech Air Force Commander Jiri Verner were en route to the accident site.

D: Nov 22 N/U: Venezuelan AF T: 2 x OV-10 The two aircraft collided in mid-air at around 1200hrs and crashed near El Libertador Air Base, Palo Negro, killing the pilot of one of the Broncos, instructor Major Rafael Martin, although the other three crew survived after ejecting and were taken to a nearby military hospital. The aircraft were undertaking a practice flypast for the Air Force Military Aviation Day on November 27. D: Nov 24 N/U: Indian AF/101 Squadron T: MiG-21 The aircraft crashed 18 miles (30km) from its base at Naliya Air Force Station, Gujarat, during a routine sortie. The pilot ejected safely, suffering only minor injuries. D: Nov 24-25 N/U: Syrian Arab AF T: 2 x Mi-8/17 Two helicopters, believed to be resident Mi-8/17s, were claimed to have been destroyed by

Above: Wreckage of the Republic of Korea Air Force/Black Eagles T-50B Golden Eagle is seen here following its crash on November 15, 2012. Yonhap News Agency

D: Nov 15 N/U: ROKAF/Black Eagles T: T-50B Golden Eagle Sqn Ldr Wan Hee Kim from the 239th Special Flying Squadron/Black Eagles display team was killed when his aircraft crashed shortly after take off from Wonju Air Base, South Korea. The T-50B struck a mountain in Hoengseong but Kim failed to eject in time and his body was later found in the cockpit. A parachute was found partly deployed outside the wreckage, suggesting he may have tried to eject at the last minute, although this may have been due to the force of impact. Syrian rebels when they took control of the Marj al-Sultan military helicopter base, east of Damascus. Additional material from: Ardu Mevlutoglu, Scramble/Dutch Aviation Society and Roberto Yáñez.

Above: Wreckage of the USAF/325th FW/43rd FS F-22A Raptor is seeh here the day after its crash at Tyndall Air Force Base, Florida, on November 15. USAF/Lisa Norman

D: Nov 15 N/U: USAF/325th FW/43rd FS T: F-22A Raptor The aircraft crashed at Tyndall Air Force Base, Florida, at 1530hrs, on land a quarter of a mile (0.4km) east of the drone runway.

The pilot ejected safely and was being treated by personnel from the 325th Medical Group at the base. Nearby Highway 98 was closed for a short time as a safety precaution while a hazardous materials team could check the road. The

cause of the crash is still under investigation, but 325th Wing Public Affairs officials stated that, despite initial media speculation, there are no indications that the life support system played any role in the crash.

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

34

#298 JANUARY 2013

www.airforcesmonthly.com

For daily news stories visit www.airforcesdaily.com e-mail the news team at: [email protected]

NEWS DEPLOYMENTS & CONTRACTS

Langley Raptors Return from Kadena

‘Flyin’ Razorbacks’ A-10Cs Return Home from Afghanistan

Above: US Air Force/1st Fighter Wing/27th Expeditionary Fighter Squadron F-22A Raptor 08-4161 'FF' arrives back home at Joint Base Langley-Eustis, Virginia, on October 13 from Kadena, Japan, where the unit's aircraft had undertaken an elevenweek deployment. US Air National Guard/Master Sgt Carlos J Claudio Below: US Air Force/Colorado Air National Guard F-16C 87-0268 'CO' from the 140th Wing/120th Fighter Squadron 'Cougars' departs from Buckley Air Force Base, Colorado, on October 21 for a three-month overseas deployment to an unspecified location. USAF/Tech Sgt Wolfram M Stumpf

‘Cougars’ F-16s Depart for Three-Month Overseas Deployment

Above: US Air Force/Arkansas Air National Guard A-10C Thunderbolt II 80-0188 'FS'/'City of Fort Smith', the 188th Fighter Wing flagship, from the 184th Fighter Squadron (FS) ‘Flyin' Razorbacks’, flies off the wing of a KC-135R Stratotanker from RAF Mildenhall, Suffolk, over Egypt on October 12 whilst en route home to Fort Smith, Arkansas, from a deployment to Bagram Air Base, Afghanistan. USAF/Staff Sgt Austin M May

Military Aircraft Deployments Date

Unit

Type

Location and Notes

September 22

USMC/VMA-211

8 x AV-8B

Camp Bastion, Afghanistan, returned home

October 12

USMC/HMLA-467

4 x UH-1N

Guatemala, returned home

October 13

USAF/27th EFS

12 x F-22A

Kadena, Japan, returned home

October 17

USAF/184th FS

10 x A-10C

Bagram, Afghanistan, returned home

October 28

USAF/192nd AS

3 x C-130H

Departed for Kuwait

November 1

USAF/120th FS

F-16Cs

Departed for unknown location

New Contract Award Summary Air Force

Company

Number and Type

Contract Date

Delivery Date and Notes

Peruvian AF

KAI

20 x KT-1 Woong Bee

November 6

Not announced

Swedish Maritime Administration

AgustaWestland

7 x AW139

November 20

2013-2014

USAF

General Atomics

10 x MQ-9A Reaper

November 5

By November 2014

USAF

Lockheed Martin

7 x MC-130J

October 23

By July 2015

USAF

Lockheed Martin

4 x HC-130J

October 23

By July 2015

USAF

Lockheed Martin

1 x C-130J-30

October 23

By July 2015

USMC

Lockheed Martin

1 x KC-130J

October 23

By July 2015

US Army

Sierra Nevada

1 x Beech 300

October 30

May 2013

US Army

Sikorsky

? x UH-60M and HH-60M

November 16

By June 2014

US Army

EADS N America

34 x UH-72A Lakota

November 14

From September 2013

US Army

Bell

? x UH-1H-II Huey II

November 1

By December 2013

www.airforcesdaily.com

#298 JANUARY 2013

35

US Sequestration

Tough times lie ahead for President Obama, who has only has a few weeks to get Congress to agree to anti-sequestration measures. Copyright United States

Government works

US Sequestration Sequestration effects

Throughout 2012, US news organisations have reported on the possible impact of sequestration, including: A significant contraction of the economy, with as many as 2.14 million Americans, including 108,000 DoD employees, losing their jobs. The US Air Force “would be forced to slash funding for its KC-46 aerial tanker programme by $99.5 million next year, a move lawmakers conclude would slow the crucial engineering and development phase”, quoted a Defense News report in October. The US Air Force would cut $33.7 million in 2013 from its Next-Generation Bomber programme and probably more, later in the decade. The army would be forced to buy at least eight fewer Sikorsky Black Hawks and reduce Boeing Chinook helicopter purchases by five. Lockheed Martin’s F-35 fighter programme would lose $1 billion in 2013 alone and procurement would be initially reduced by four jets. A smaller number of Joint Strike Fighters would be procured after 2013 due to funding cuts. The navy would buy at least seven fewer Boeing EA-18G electronic warfare and F/A18E/F Super Hornet aircraft and shrink its procurement of P-8A Poseidons.

36

#298 January 2013

“Shooting ourselves in the head”

P

art of the US Budget Control Act (BCA) 2011, due to come into effect on January 1, will reduce funding for the Department of Defense (DoD) by $500 billion between 2013 and 2022. Spending on American military operations will also decrease because of the legislation. The potential half-billion dollar defence funding reduction, called ‘sequestration’, is now less than a month away – unless new laws to halt it are enacted. Under sequestration, the US Treasury will appropriate funds if they exceed the amount originally agreed by Congress in its Budget Resolution – prompting automatic spending cutbacks across the board for agencies hoping to receive the money. The huge funding shrinkage would, according to current law, be in addition to $487 billion less for America’s armed forces in the nine years to 2021. In late 2011, Secretary of Defense (SecDef ) Leon Panetta told lawmakers that the effects of sequestration on top of the $487 billion cuts would be “devastating” for the DoD and akin to “shooting

Blair Watson considers what impact impending sequestration of the US Government finances will have on the defence budget, especially that of the air force ourselves in the head.” He also called sequestration a “goofy, meat axe scenario.”

Sequestration genesis

Sequestration stems from a very “inconvenient” truth: the US Government has become technically bankrupt during the past decade. Online US Treasury data shows that during three-quarters of the Bush Junior presidency (from 2002 to 2007), deficits averaged $494.4 billion and skyrocketed to $1.438 trillion during his last year in office. When he and his administration left Washington in January 2009, the federal debt had reached $10.63 trillion. The US subprime credit “tsunami” had wiped out trillions of dollars of wealth and millions www.airforcesmonthly.com

“The United States can afford defence cuts”

The F-35 programme could be hit hard if sequestration takes effect – at risk is the F-35B Short Take-Off and Vertical Landing variant as many observers consider the US Marine Corps does not need such a technologically complicated aircraft. Lockheed Martin

of jobs, the American economy was in worse shape than during the previous dozen recessions, and the military was mired in two very expensive wars. Despite the worsening government fiscal situation – the national debt now exceeds $16 trillion and is mushrooming at $21 billion per week, enough to buy 105 Boeing KC-46 air tankers – polling has revealed that the majority of Americans (six in ten) are not “willing to pay more in taxes to reduce the federal deficit”, according to a June 2011 Bloomberg survey. The latest repor t from the US O ffice of Management and Budget (OMB) shows that the Treasury will have to borrow at least another $6.44 trillion between Fiscal Year 2013 and FY2022 alone to pay the government’s bills. Critically, the OMB’s deficit estimates are based on the rosy assumption the economy will grow steadily at an average of three percent annually over more than a decade, which has never happened in American history.

by boosting federal revenues, which was opposed by Republicans. As the spring of 2011 gave way to summer and the debt default date of August 3 approached, a major political drama developed. Canadian-British author, broadcaster, and journalist Gwynne Dyer explained in his August 1, 2011, syndicated column that “basically the Republicans [said] ‘we’ll blow up the world economy unless you [Obama] give us exactly what we want’, and the president said, ‘OK’ [ie, he conceded to their demands].” How close to defaulting on its debt did the US Government come? One day. Dyer noted that the Republicans “were certainly ready to accept a default as the lesser evil [compared to a tax increase], since they believed that the immense economic damage it caused would ultimately be blamed on Obama, and cause him to lose the 2012 election.”

The debt drama that lead to sequestration

From the political duel emerged the BCA 2011, which included various mechanisms to deal with the debt, including a Joint Select Committee on

US federal law stipulates that the national debt cannot exceed a limit established by Congress, which has raised the ceiling 22 times since 1981, from $985 billion to the current $16.4 trillion. In February 2010, the cap was increased to $14.3 trillion to accommodate federal indebtedness expanding at a rate of $27.83 billion per week, enough to buy three Gerald R Ford-class, nuclearpowered, super aircraft carriers. Eleven months later, Treasury Secretary Timothy Geithner warned lawmakers that the debt ceiling could be reached as early as March 2011. He urged members of Congress to increase the limit to avoid a debt default that would, he said, cause, “catastrophic economic consequences that would last for decades.” While many members of Congress were accustomed to raising the debt limit and had repeatedly done so during their political careers, the far-right-wing element of the Republican Party – Tea Partiers, in particular – refused to support such action. For them, the solution to the problem of the growing federal debt was simple: chop spending as much as required – 37 percent or $1.4 trillion – to balance the books. The Democrats maintained a tax increase on wealthier Americans was needed to reduce the deficit www.airforcesdaily.com

'Super-committee' failure and election year politics

In a New York Times opinion editorial in September, Lawrence Korb, a senior fellow at the Center for American Progress and a former assistant SecDef in the Reagan Administration, argued that “the US can afford defence cuts, without undermining national security.” He noted that “sequestration, with its sudden, indiscriminate cuts, is not the best way to reduce the defence budget. But similarly sized cuts, made carefully and strategically, could reduce our deficit without harming national security.” He suggested halting the purchase of F-35Bs and F-35Cs for the marine corps and navy, respectively, “in favour of the cheaper, yet still effective F/A-18 E/F”, and buying half the 1,636 F-35A jets the Pentagon plans to purchase. The change “would save $28.67 billion through 2017.” He also indicated that no more V-22 Osprey tilt-rotor aircraft should be bought because they have “long been hampered by cost overruns and technical problems.” The result would be savings of “at least $10 billion to $12 billion in the next decade.”

Deficit Reduction. The group – often referred to as the “super-committee” – comprised six Democrats and an equal number of Republicans and had a mandate to find $1.2 trillion in strategic spending cuts over a decade. They did not succeed, and issued a statement on November 21, 2011, that said: “After months of hard work and intense deliberations, we have come to the conclusion that it will not be possible to make any bipartisan agreement available to the public before the committee’s deadline.” Its failure triggered the sequester countdown.

No deal now, but maybe later

The political landscape of the US is set to be unchanged for the next four years following the re-election of President Obama on November 6, the Senate retaining a Democrat majority and the House of Representatives in Republican hands. Congress has to decide before it adjourns for the Christmas break how to handle the sequester and create and pass a new law to delay, reduce or cancel it. According to news reports, postponement afm by a few months is the probable outcome.

Above: Another major project at risk of slippage due to budget cuts is the US Air Force’s KC-46 tanker, intended to replace 179 ageing KC-135s in the next ten years. Boeing won the contest from Airbus Military with an aggressive bid, which many consider to be risky enough without programme delays. Boeing

#298 January 2013

37

RAF SYERSTON

Being Vigilant in Notts Gliders and sailplanes are among the most numerous types in the Royal Air Force’s inventory. AFM’s Jerry Gunner went to RAF Syerston to find out why

R

AF SYERSTON, situated high above the River Trent in Nottinghamshire, was used as a bomber base during the Second World War and until very recently it looked as if not much had changed since its Lancasters flew away for the last time. The airfield was dominated by two enormous steel hangars erected in 1942 when the first concrete runway was laid down. Those Bomber Command boys would not recognise the place now. Over the past couple of years the old wartime hangars have been demolished and other buildings, condemned because of structural failings, have been replaced. In their place are modern structures. Plans are afoot to reopen one of the closed runways not used for many decades. So what is all this for? Is Syerston the future home of one of the RAF’s squadrons of F-35 Joint Strike Fighters? Not quite. The historic base is the headquarters of the RAF’s Central Gliding School (CGS) and also the base for two flying units, 643 and 644 Volunteer Gliding Squadrons (VGS).

38

#298 JANUARY 2013

Air Cadet Aims

Cadet The three main aims of the Air to: are ) (ACO ion nisat Orga tical interest • Promote and encourage a prac among in aviation and the Royal Air Force young people useful in the • Provide training which will be Services and civilian life and • Encourage the spirit of adventure good and rship leade of ities qual develop citizenship.

Above: RAF Syerston from the air. The building site is where one of the original 1940s vintage hangars stood. It is now the location of the aircraft repair facility and paint shop. Courtesy Templeman Design Ltd. Below: This brand-new building is the glider maintenance workshop.

www.airforcesmonthly.com

Above: RAF Syerston seen from the passenger seat of Robin DR400-180R Remorqueur G-BSSP. The aircraft is owned by Soaring (Oxford) Ltd and used as a glider-tug. Crown copyright/MoD Left: The streamlined lines of the Viking help give the glider its excellent endurance.

value. All the government-sponsored cadet organisations offer adventure training, rock climbing, hiking, camping, firearms and drill training but only the ACO offers youngsters from the ages of 13 to 20 the opportunity to fly.

Getting flying

Bringing aviation to the public

The Air Cadet Organisation (ACO) is made up of the Air Training Corps (ATC) and the Combined Cadet Force (RAF) – or CCF (RAF). The ATC is the RAF’s own cadet force. It is divided into six regions across the UK and in total there are over 900 ATC squadrons assigned to 36 wings. There are Combined Cadet Forces for all three armed services but the 200 or so CCF (RAF) units provide air-minded youngsters with extracurricular activities at independent and state schools across the country. In these days of cost-cutting it might be supposed that such organisations would be firmly in the sights of the bean-counters at Whitehall, but apparently not. Wing Commander John Leighton, Officer Commanding (OC) RAF CGS at RAF Syerston, told AFM the annual budget for the whole organisation is in the region of £32 million but for the gliding part it is only £4.5 million – which is very good

Wg Cdr Leighton explained that, unlike his colleagues at nearby RAF Cranwell who run courses with a specific air force-orientated goal, the VGSs’ output, while hard to measure, performs a vital role in society. “It’s amazing, we send 1,500 people solo a year, which is far more than any other flying training organisation with the possible exception of the Chinese. We also do about 15,000 induction courses – gliding experiences for cadets – per year who have got a positive message about the RAF. “It’s something completely different for young people and they really enjoy it. They come out at eight o’clock in the morning, 13-and-a-half years old, and they’re soon in the thick of it, clipping cables onto aeroplanes and holding wingtips. They develop teamwork and leadership. Flying a glider is not a thing you can do on your own – noone gets into the sky unless they are part of a team. “It’s all about getting people into the sky; it leads into the Prime Minister’s ‘Big Society’ and youth development. The ACO has just been given sufficient funding to expand to 50,000 cadets, [that’s] another 5,000 cadets whom we can give a life experience they wouldn’t normally get. Every weekend across the country people volunteer to teach people flying.” It’s easier to see the benefits to society in financial terms when Wg Cdr Leighton points out: “To get someone to go solo in a glider costs around £500, whereas to keep a young person in prison for a

Above: Vigilant T1 ZJ967/SM gets airborne from Syerston in the hands of a ‘holding’ pilot getting in some valuable flying hours. Noise abatement procedures are very much in force – Vigilants are the third most complained about aircraft in the RAF! All images Key – Jerry Gunner unless otherwise stated

www.airforcesdaily.com

Gliders and motor-gliders

Two types form the fleet of the CGS and equip the 27 VGSs. Private contractor Serco gives operational support while Soaring (Oxford) Ltd, a Grob dealership, takes care of the aircraft fleet, which includes Vigilants, Vikings and a single Robin DR400-180R Remorqueur, registration G-BSSP, used as a glider-tug at Syers ton.

No 22 (Training) Group RAF Cranwell Unit name

Aircraft Type

Base

HQ Air Cadets - RAF Syerston Air Cadet CGS HQ

Vigilant T1/ Viking T1

RAF Syerston

611 VGS

Viking T1

RAF Honington

612 VGS

Vigilant T1

Dalton Barracks, Abingdon

613 VGS

Vigilant T1

RAF Halton

614 VGS

Viking T1

MDPGA Wethersfield

615 VGS

Viking T1

RAF Kenley

616 VGS

Vigilant T1

RAF Henlow

618 VGS

Vigilant T1

RAF Odiham

621 VGS

Viking T1

Hullavington Airfield

622 VGS

Viking T1

Trenchard Lines, Upavon

624 VGS

Vigilant T1

RMB Chivenor

625 VGS

Viking T1

Hullavington Airfield

626 VGS

Viking T1

RNAS Predannack

631 VGS

Vigilant T1

RAF Woodvale

632 VGS

Vigilant T1

RAF Ternhill

633 VGS

Vigilant T1

DCAE Cosford

634 VGS

Vigilant T1

MoD St Athan

635 VGS

Vigilant T1

RAF Topcliffe

636 VGS

Vigilant T1

Swansea Airport

637 VGS

Vigilant T1

RAF Little Rissington

642 VGS

Vigilant T1

RAF Linton-on-Ouse

643 VGS

Viking T1

RAF Syerston

644 VGS

Vigilant T1

RAF Syerston

645 VGS

Vigilant T1

RAF Topcliffe

661 VGS

Viking T1

RAF Kirknewton

662 VGS

Viking T1

RM Condor, Arbroath

663 VGS

Vigilant T1

Kinloss Barracks

664 VGS

Vigilant T1

Newtownards, County Down

Abbreviations. RM = Royal Marines. MDPGA = Ministry of Defence Police and Guarding Agency. RNAS = Royal Navy Air Station. DCAE = Defence College of Aeronautical Engineering. MoD = Ministry of Defence

#298 JANUARY 2013

39

RAF SYERSTON year costs around £28,000.” The wing commander, himself an ex-cadet, pointed out that the ACO is not a recruiting organisation for the RAF, but around 40% of officers and 50% of all aircrew (including pilots, navigators and engineers) in the RAF now are ex-cadets. Research shows that they do better in basic training and stay in the service longer than their colleagues. When Sir Peter Harding was Chief of the Air Staff (CAS) between 1988 and 1991, he, all his group commanders and all of the RAF aerobatic display team were ex-cadets and the CAS today, Sir Stephen Dalton, is also an ex-cadet. Wg Cdr Leighton added: “For those that stay in the organisation there is the opportunity to go on to teach other young people to fly who will potentially go solo. There are very few organisations where that level of responsibility is given at that age.” Another advantage that Wg Cdr Leighton ascribes to the ACO is the outlook it imbues in young people. “We give people air-mindedness. We had a visit from the Albanians a few weeks ago led by an air force general. In Albania they don’t have any airmindedness, nobody thinks of aviation as a career in Albania – it’s like us thinking of a career on Mars; it’s unthinkable. Because of that they have to buy-in people from overseas for anything to do with aviation and because of that nobody considers doing engineering as a career. Of the thousands of people who get involved in the air cadets in this country, some may be prompted to go on to a career in aviation, even if they don’t want to be pilots.” The CGS has 26 personnel including 14 gliding Instructors (GIs), three of whom are regular officers. These comprise, as well as the OC, the Chief Instructor, who holds squadron leader rank, and his deputy, a flight lieutenant. The other 11 are reserve (RAFVR) officers. They are assisted by 12 civil servants mostly engaged on administration

Viking

The Viking T1, as the RAF calls the Grob G103 Twin II Acro high-performance two-seat sailplane, forms the larger part of the fleet with 81 examples. It is fitted with a T-tail and a fi xed undercarriage comprising a nose wheel and a fi xed six-inch main gear fitted behind the centre of gravity. Airbrakes are fitted to the upper wing surfaces and effective ailerons provide an impressive roll response. Made of glass reinforced plastic (GRP – fibre glass), it is designed for training and simple aerobatic flying. The Viking can be launched either by winch or by a tug aircraft. Launched with a winch, which is routine at all VGSs, the glider will typically achieve around 1,000ft (300m) above airfield level. Normal launch speeds are between 55 and 60 knots; once trimmed after launch the aircraft is usually flown at 50 knots. Approach to land is normally flown at 55 to 60 knots, dependent on wind conditions, and the glider is able to land with a crosswind component of up to 11 knots. Vikings are certified for a limited number of aerobatic manoeuvres including loops, chandelles and lazy eights. The aircraft is very manoeuvrable with a maximum speed of 119 knots.

Viking T1 ZE678/YN flying over the Second World War-vintage control tower and signal square at RAF Syerston. Crown copyright/MoD

Vigilant

Station Commander for RAF Syerston, Wing Commander John Leighton. Crown copyright/MoD

tasks. The CGS reports to 3 Flying Training School (FTS) at RAF Cranwell, of which Syerston is officially a satellite. Its remit is to train and standardise all glider and motor gliding instructors in the 27 VGSs spread across the UK. To accomplish this, examiners from the CGS visit each VGS every year and recertify at least 50% of its instructors. In 2009 the 27 VGSs between them boasted 747 active staff, comprising 270 officers, 20 NCOs, 296 civilian gliding Instructors and 156 flight staff cadets – all volunteers. Volunteering is at the heart of the organisation: although there are some full-time RAF officers involved in the organisation (especially in the senior ranks to provide the necessary influence to get things done), at the grass-roots level of the VGS nearly everything will be done by volunteers. People who started off as cadets and have progressed to glider pilots can go on to become instructors themselves, as AFM’s guide at RAF Syerston, Pilot Officer Wes Tierney, has done. Wes, who is colour-blind, was unable to join the RAF as aircrew but with encouragement from the ACO devoted himself to the air cadets and now has a full-time role at Syerston with 644 VGS as an instructor. He flew solo at 17 and was instructing at 18. He explained that two-thirds of the cadets given flight training by the 27 VGSs each year go solo, usually at the age of 16. After that, cadets progress to advanced glider training with the opportunity to become instructors. This is proper RAF flying with the ‘book’ being followed to the letter and with the same structure and patter used throughout the RAF.

Be a future Red Arrows leader!

As Wg Cdr Leighton says: “We don’t do any aptitude tests before we teach people to fly. Some students you can see straightaway will be leading the Red Arrows in a few years’ time. All we need is a basic machine to give basic instruction and what we’ve got is perfect for the job to get somebody into the sky and in control of an aeroplane at the age afm of 16 – literally with their life in their hands.” Vigilant T1 ZZ193/SR taxis to the runway with an RAF officer on ‘holding’ at the controls. R/L160BT variable-pitch two-bladed propeller. The ACO also has 65 Vigilant T1s, another Grob The aircraft, which cruises at 117 knots with a product. Based on the G109B motor-glider, fuel-burn of 12 to 15 litres per hour, has been in the RAF’s aircraft differ from the basic design service for many years and is coming to a crucial with the inclusion of an additional throttle in period in its service life. It is funded until 2015: the cockpit and an increase in the maximum this does not mean that the airframes will then take-off weight. The extra throttle is provided for have to be withdrawn, but simply that they will use by the trainee pilot in the left-hand seat and need to comply with airworthiness and other crithe cockpit layout is designed to give him or her teria specified by the Military Aviation Authority the familiar military configuration of right-hand (MAA). Being made of GRP the Vigilant does not stick and left-hand throttle arrangement. have a fatigue life – the airframe doesn’t rust or Sixteen of the VGSs around the country include suffer from fatigue. Small structural parts of the Vigilants in their inventory and the type is also glider will need replacing but in theory it could based at Syerston with the CGS for training go on forever. instructors and to provide flying experience for A study is currently being conducted to see RAF pilots assigned to 16(R) Squadron at RAF what is needed to keep these aircraft going. Cranwell; and others who are ‘holding’ pending They only have one component with a fatigue being assigned to operational squadrons. The life, the wing spigots – metal pieces joining the Vigilant is powered by a Grob 2500E1 horizonwing’s main spars together inside the fuselage tally-opposed four-cylinder air-cooled engine which are easily replaced. providing a direct drive to a Hoffman Ho-V62

40

#298 JANUARY 2013

Three Vigilants at Syerston have been named after members of the MacRobert family, continuing a tradition begun in the Second World War when Lady Rachel MacRobert donated £25,000 to purchase a Stirling bomber to commemorate her three sons killed while flying. Sir Alasdair died in a flying accident in 1938, Sir Roderic was killed in action flying a Hurricane in 1941 and Sir Iain died serving with the RAF on June 30, 1941. Several aircraft have since been named ‘MacRobert’s Reply’. The first Short Stirling to bear the name was serial N6086 of XV Squadron and the current title holder is a Tornado GR4 with XV(R) Squadron at RAF Lossiemouth in Moray.

www.airforcesmonthly.com

RAF RAPTOR

RAPTOR Bringing home the goods

Right: Tornado GR4 ZA401 from IX(B) Squadron gets airborne during early October on a RAPTOR training sortie from RAF Marham. Mark Ranger Below: Official RAF release of RAPTOR imagery taken over Afghanistan. The distance and altitude of the Tornado have not been released.

Crown copyright/MoD

42

#298 JANUARY 2013

www.airforcesmonthly.com

Peter R Foster and AFM look at the history and future of the RAF’s main reconnaissance tool, the RAPTOR pod, carried by the Tornado GR4

“A major deficiency we had in the Libyan campaign was the lack of human intelligence on the ground. So we relied a lot more on imagery intelligence”

C

OMMENTING ON the employment of the Reconnaissance Airborne Pod for TORnado (RAPTOR) system in an RAF news article in late 2011, Group Captain Peter Squires, then commanding officer of 906 Expeditionary Air Wing, stated: “A major deficiency we had in the Libyan campaign was the lack of human intelligence on the ground. So we relied a lot more on imagery intelligence.” RAPTOR was employed by the RAF Tornado force during Operation Ellamy over Libya, as well as Operations Telic and Herrick before it in Iraq and Afghanistan respectively. Developed and manufactured by Goodrich, it is one of the world’s most advanced reconnaissance systems and comprises the DB-110 reconnaissance pod and the Goodrich Intel System used to process imagery data gathered by the pod. RAPTOR was described as a key element in the mission to enforce UN resolutions to protect the people of Libya.

Plugging the ISTAR gap

RAPTOR was born out of a capability gap identi-

www.airforcesdaily.com

fied through lessons learned from the first Gulf War in 1991 - the need for a stand-off reconnaissance, day/night, real-time system that could be downlinked to people on the ground. There was hardly any breathing space between Operation Granby in 1991 and the introduction of Operation Southern Watch over Iraq in 1992, and as a stop-gap measure the UK Ministry of Defence (MoD) purchased the VICON 18 Series 601 GP(1) pod under an urgent operational requirement (UOR) to fulfil the medium-level requirement. Equipped with 450mm long-range oblique photography (LOROP) cameras, these pods were initially used by Jaguar and Harrier. However, when Tornado initially took up duties on Southern Watch, it took with it the TIALD (thermal imaging and laser designation) pod to support the in-house Tornado Infra-Red Reconnaissance System (TIRRS). While the GP(1) pod was a very effective system in terms of cost and value for money, it only worked effectively at 6 to 8 miles – but in RAPTOR the RAF was looking for a 40-mile-plus stand-off capability. The real push for the operational requirement

began in 1993 – a number of studies were carried under the applied research programme, ARP 2E, within the Defence Research Agency (DERA) which looked at various options for a LOROP day/ night system. The technology was at a relatively early stage and at that time there was only one night, long-range infrared camera flying, and that was on the American U-2. A day-only variant of that system, but with a long focal length, had been acquired for use by the Canberra PR9s of 39 (1 PRU) Squadron. It was in 1996 that the final specification was decided on and released for tender under Service Requirement (SR) (Air) Operational Emergency (OE) 1368. A number of companies including Thomson in France, El Op in Israel and Recon Optical and Hughes in the United States were considered. The Hughes system came out on top and was selected in 1997 to fulfil the requirement that was ultimately to become RAPTOR. As far as the RAF was concerned it was a very complex programme deeply interwoven with the Tornado mid-life upgrade package.

#298 JANUARY 2013

43

RAF RAPTOR

Here, the RAPTOR’s doors are open to allow the telescope to capture imagery. It can operate at speeds up to Mach 1.1. Peter R Foster

Complex design

Development of the system began with the concept of being able to transition to real-time operations, a forerunner of time-sensitive-targeting – in other words, the ability to datalink either to forward force elements or back to a deployed headquarters. Datalink technology was therefore the driver and the dominant technology (next to that of the focal planes). The main problem lay in image stabilisation: if that could be overcome it would provide an exceptional, rather then just an adequate, imaging system. Although the RAPTOR’s electro-optical (EO) elements are very important, they are relatively easy to produce. They have to be made out of material that never changes size – the trick is to project a pixel onto the ground and hold it long enough to be able to get the signal back onto the focal plane: the key is to stabilise that pixel to avoid smearing and jittering of the image. The design and manufacture of the pod was therefore a major part of the development of RAPTOR. Although most of the components were industrial-grade, they had to be able to withstand extremes of temperature. Anti-vibration mounts were fitted to protect equipment, although ‘g’ is not such a problem in electronics because of its fairly slow onset; some components are susceptible, such as spinning discs, but the introduction of mini-discs reduced both gyroscopic and ‘g’ effects. RAPTOR has its own autonomous environmental conditioning system provided by a ram scoop along the left hand side of the pod which drives air turbines to provide cooling: this was forced on the design as the Tornado is hungry for electric power and did not have a lot to spare. RAPTOR’s EO/IR medium-level capability is datalinked for direct exploitation in the datalink ground station (DLGS) cabins.

RAPTOR innards

Built around the Goodrich DB-110 dual-band sen44

#298 JANUARY 2013

sor, RAPTOR delivers high-definition imagery in the visible and infrared bands at both medium and long ranges. Capable of fully autonomous operation, it has an altitude operating range of between 10,000 and 50,000ft (3,050m and 15,240m). Its 11-inch (280mm) aperture telescope has focal lengths adjustable to fit application with a nominal 110 inches (3.39m) visible and nominal 55 inches (16.76m) IR. The system has a 180-degree field of view across the line of flight, plus a 20-degree field of view along line of flight. Panoramic scanning and two-axis line-of-sight stabilisation systems mean it can operate at a ground speed range of Mach 0.1 to 1.1. Autonomous operation of the DB-110 system is controlled by the pod’s reconnaissance management system (RMS) situated in the aft compartment between the camera and the aft datalink module. Imagery itself is displayed on the Tornado’s TVTAB (cockpit video) display enabling the Weapons Systems Officer to verify target acquisition or conduct tasks such as battle damage assessment. The imagery recording is stored on a 45GB digital tape within the pod itself. The entire pod weighs some 2,200lbs (1,000kg).

RAPid Development

RAPTOR first flew in February 2001 although a DB-110 in a demo pod first took to the air back in 1997 on Tornado GR1 ZA326 from Boscombe Down in Wiltshire on a limited flight envelope, purely to ensure it could be flown and take pictures. The RAPTOR pod was designed in conjunction with QinetiQ at MoD Boscombe Down in Wiltshire, and Pod number 2 was the first to actually take to the skies – Pod 1 had been used as the build-qualification article. Test flying was initially undertaken at BAE Systems’ facility at Warton in Lancashire, but with the build-up of tension in the Gulf in 2002 the programme was accelerated. At that point, development flying was transferred to RAF Marham, where Squadron Leader Dave Postlethwaite of II(AC) Squadron took charge of the RAPTOR project – a role the squadron retains today. No II(AC) Squadron initially flew under a test clearance and undertook an interim acceptance in October 2002 when the system was deployed to the Gulf.

‘Best thing since sliced bread’

In the Operation Telic debrief in June 2003, the Air

Above: The bulky RAPTOR pod considerably reduces ground clearance on the Tornado, the main reason it can’t be used on Typhoon. Crown copyright/MoD

www.airforcesmonthly.com

Officer Commanding 1 Group, Group Captain Greg Bagwell, commented that RAPTOR was “a quantum leap in surveillance and reconnaissance capability of the Tornado”. Four pods were taken to theatre and used operationally ahead of the system’s official acceptance into squadron service. This was “not an ideal way to introduce the pod”, said the Group Captain, “but the risks were worth taking”. The imagery supplied by RAPTOR is one of the things that persuaded the Chief of Staff of the US

“A quantum leap in surveillance and reconnaissance capability of the Tornado” Air Force, General T ‘Buzz’ Moseley, into getting back into the ‘tactical recce’ game. At that time all the Americans had was the Tactical Airborne Reconnaissance Pod System (TARPS) on the F-14 Tomcat and a small pod carried by US Navy and US Marine Corps F/A-18 Hornets. They produced nothing like the quality of imagery supplied by RAPTOR. This subsequently saw the DB-110 sensor undertake trials on Predator Unmanned Aerial Vehicles from Creech AFB, Nevada. Eight RAPTOR pods were built and delivered to the RAF initially for use solely with II(AC) and XIII Squadrons. However, the Tornado mid-life update for GR4 and the down-declaring of TIRRS (which rendered the GR4A designation obsolete) gave the then entire Tornado fleet a common ability: RAPTOR can be carried on any jet as most of the control software is contained within the pod. There is no special equipment other than an umbilical which connects the pod to the aircraft. During 2007 the RAF completed a six to nine-month cycle of fitting pods to every Tornado GR4, checking that everything

Above: Tornado GR4 ZG709/120 over Iraq in 2009. RAPTOR proved its worth in Operation Telic between 2003 and 2010. Peter R Foster

worked as planned. TIRRS was fully withdrawn in 2006 and RAPTOR evolved to fill the gap.

Ongoing Development

On July 5, 2007 the RAF deployed a squadron of Tornado GR4s to China Lake Naval Weapons Center in California under Exercise Empire Challenge 07, an intelligence, surveillance, target acquisition and reconnaissance (ISTAR) exercise. One of the tasks was the operational evaluation (OPEVAL) of RAPTOR as part of the final acceptance procedure into the RAF inventory – and declaration of full operational capability five years after it was first deployed operationally. No IX(B) Squadron took four RAPTOR pods, some fitted with a solid-state recorder, a new component replacing the original tape system. Also deployed was a detachment of analysts from the Tactical Imagery Intelligence Wing (TIW) at RAF Marham, who were able to

exploit the imagery datalinked to the DLGS. This was then presented to the exercise commanders and intelligence agencies from Australia, Canada, the UK and the US.

Operation Ellamy

Unlike the manner in which RAPTOR has been used over both Iraq and Afghanistan in the strategic role (as well as for high-definition reconnaissance, particularly in the war on improvised explosive devices, or IEDs), in Operation Ellamy over Libya it was ‘back to basics’ in a more tactical application. TIW personnel were justifiably proud of the quality of intelligence their analysts and the Tornado crews had provided to the Combined Air Operations Centre (CAOC). Given the short notice and the lack of good reliable intelligence on the ground, airborne ISTAR assets became the major players in the overall campaign.

Tactical Imagery Intelligence Wing (TIW) The established concept of relatively small reconnaissance intelligence centres as integral parts of individual squadrons started to become untenable following the second Gulf War, where the tempo of operations and increase in reconnaissance data, as well as the emphasis moving from low to medium level, began to overwhelm the units. TIW formed in April 2002 by combining II(AC), XIII and 39 (1 PRU) Squadrons’ Reconnaissance Intelligence Centres (RIC) and was in an embryonic state at the beginning of the second Gulf War in 2003. In July 2003, 41(F) Squadron’s RIC, also became part of TIW. Today TIW is a Force Element within 1 Group, which confers a similar status to that of a flying squadron. It is responsible for the processing and exploitation of fast-jet electro-optical imagery on deployed operations, exercises and routine training. The imagery comes from the RAPTOR pod on the Tornado GR4 and the Litening pod carried on both Typhoon FGR4 and Tornado GR4. TIW is also responsible for providing specialist training of all Imagery Analysts (IA) within 1 Group. The wing is split into two squadrons: Operations and Capabilities. Within the Operational Squadron are three Imagery Intelligence Flights assigned to various recce platforms; and a tasking cell that interfaces with collection, collation and intelligence requirements management (CCIRM) within the MoD. The Capability Squadron delivers that capability to the Operational Squadron through its IA Support Flight, Engineering and Mobility Flight, Photographic Engineering Section and Geo Support Section. No 7010(VR) Squadron

www.airforcesdaily.com

Above: Released TIW imagery of an airfield in Libya after coalition attacks on the base. Peter R Foster Royal Auxiliary Air Force forms the strategic reserve for the wing. Traditionally, TIW was considered to be part of the role known as tactical reconnaissance or ‘tac recce’. As traditional tasking and reporting has evolved to provide a much broader, more complex and often more dynamic set of questions, the term ‘Combat-aircraft ISTAR’ better describes the role of TIW and the aircraft that collect the imagery. The intelligence, surveillance and reconnaissance (ISR) and imagery-intelligence (IMINT) provided by TIW is complementary

to that offered by JARIC, the National Imagery Exploitation Centre (which has kept its acronym from the former Joint Air Reconnaissance Intelligence Centre), and Airborne Stand-Off Radar (ASTOR). Operation Telic in Iraq proved the concept and although the embryonic TIW was at full stretch during this period it has been able to build upon the lessons learnt to produce a far more effective and coherent system today. Wing Commander Andy Hetterley currently heads the TIW at RAF Marham.

#298 january 2013

45

RAF RAPTOR The more versatile Litening can be downlinked via Remote Optical Video Enhanced Receiver (ROVER) to troops on the ground, but the definition provided by RAPTOR is significantly better. During Ellamy such an immediate requirement was not necessary, given that recce sorties were tasked specifically by CAOC following intelligence from other sources: therefore all analysis was carried out postsortie back at the TIW headquarters.

Operation Herrick – still there in Afghanistan

In Afghanistan today, the Tornado’s job is as much about intelligence-gathering as it is fighting. RAPTOR is the platform of choice for observing areas ground troops can’t reach and planned sorties are flown several times a week, the imagery still eagerly sought by the US forces in theatre. “A lot of that imagery is used for finding places where IEDs have been set, observing the pattern of life for an area, detailed analysis – entrances, exits, that kind of thing,” said Wing Commander Jim Mulholland, the Officer Commanding 31 Squadron, which was in theatre early in 2012. “If you then add on top of that the Litening pod, which we have for targeting but which also has a recce capability, it adds another aspect. The quality of imagery from Litening is a significant jump in capability from what we had four or five years ago, and allows us the fidelity to do the task that is now required.” Sorties of up to five hours are normal and are conducted at around 20,000ft (6,100m), well out of the way of any potential small-arms fire. “We can identify people on the ground – whether they’re male, female, adult or child,” TIW intelligence analyst SAC Simon Emmott told the British Forces Broadcasting Service last September. “We can identify different makes and models of vehicles – we can pull out detail such as a washing line in a compound.” The TIW personnel at Kandahar work long shifts of between 12 and 18 hours, but the results are worth it. Recently three car bombs in Kabul were prevented

Above: The RAPTOR pod is seen to advantage on this shot of Tornado GR4 ZA406 with 'Shiny Two' Squadron nose bars. The pod is carried on the left-hand under-fuselage stores station. Peter R Foster

from exploding thanks to the work of the TIW staff. A team of two squadron personnel tend to the RAPTOR pods’ needs in between sorties with two or three hours of preparation required between each mission. No II(AC) Squadron was deployed to Kandahar until early November 2012, when IX(B) Squadron took over. Recently the Tornados have been providing support to Afghan National Security Forces operating in the north of the country, a role that is likely to grow as responsibility for security passes from International Security Assistance Force (ISAF) troops to those of the Government of the Islamic Republic of Afghanistan.

Survivor

RAPTOR is undoubtedly a major factor in the ongoing survival of the Tornado force – it couldn’t have been carried by Harrier and can’t be by Typhoon. An alternative needs to be developed for Typhoon and F-35, or possibly a new unmanned aerial system. But by March 2015 the Tornado force will have been reduced from 40 Force Elements at Readiness (ie, aircraft available at any one time) to just 18, suggesting just three squadrons will remain by then through to the type’s out-of-service date of 2019. But until that time, Tornado and afm RAPTOR will still be scanning from the sky.

The effect of coalition bombing in Iraq – here, a destroyed MiG-25 lies crumpled outside its hardened aircraft shelter. RAPTOR imagery would have been essential in planning such raids. Yves Debay

46

#298 JANUARY 2013

www.airforcesmonthly.com

2013

W•N

NEW

• NE

EW•

Produced by Key Publishing and featuring articles written with and by RAF personnel, RAF 2013 is a 132-page special magazine that provides behind the scenes insight into the aircraft, equipment and people of one of the world’s premier air forces. FEATURES INCLUDE AIR POWER Discover the RAF’s vision of air power, through control of the air, attack, ISTAR and air mobility.

OLYMPIC AIR SEC U R I T Y The inside story of how the RAF provided aerial security for the London 2012 Olympics, using Typhoon fighters and sniper-armed helicopters.

TORNADO AT 30 After three decades in service, the RAF’s Tornado is at the pinnacle of its capability, offering unmatched precision air power.

JUST

750/12

9 9 . £4

SAR IN AC TION Behind the scenes on the dramatic MV Swanland and Elgin rig rescues.

AND MUCH MORE!

JUST £4.99 FREE P&P*

Available from

and other leading newsagents from November 29

*FREE P&P valid on UK and BFPO orders up to a value of £19.99 EU £1.99, USA £2.99, ROW £3.99. Postage charges may vary depending on total order value.

OR

Call UK: 01780 480404 Overseas: +44 1780 480404





Free P&P* when you order online at www.keypublishing.com/shop

Monday to Friday 9am-5:30pm

SUBSCRIBERS CALL FOR YOUR £1.00 DISCOUNT SUBSCRIBERS CALL FOR YOUR £1.00 DISCOUNT SUBSCRIBERS CALL FOR YOUR £1.00

750 RAF 2013 FP.indd 99

29/10/2012 14:19

AIRCRAFT PROFILE F-22A RAPTOR

‘The tooling that was used to build the aircraft has not been disposed of, but placed in storage at the US Army’s Sierra Army Depot in Herlong, California’

Lockheed Martin’s F-22A may now be out of production, but it’s still the fighter to beat. Key – Gary Parsons

48

#298 JANUARY 2013

www.airforcesmonthly.com

Raptor F-22A

Tom Kaminski profiles the US Air Force’s first stealth fighter, production of which ended in mid-2012

W

HEN THE US Air Force named Lockheed’s YF-22 as the winner of its Advanced Tactical Fighter competition in 1991, it planned to acquire 648 of the stealthy aircraft. However, as a result of worldwide political changes and numerous defence studies, including the 1993 Bottom-Up Review and the 1997 Quadrennial Defense Review, the programme was restructured several times with final procurement resulting in a fleet of just 187 F-22As. Publicly, the air force requirement called for the production of 243 Raptors providing it with a force that would be capable of meeting demands with a “moderate level of risk”. By mid-2009 the battle to provide the necessary funding had come to a close and the decision was finally made to end production. The tooling that was used to build the aircraft has not been disposed of, but placed in storage at the US Army’s Sierra Army Depot in Herlong, California. The US Air Force then committed to spending $7 billion over a five-year period to upgrade the fleet. Lockheed Martin delivered the final F-22A in May 2012 providing the air force with enough Raptors to meet operational demands with a “high level of risk”.

Major Dave 'Zeke' Skalicky puts his F-22A Raptor through its paces at the Royal Internationl Air Tattoo in 2010. Key - Gary Parsons

www.airforcesdaily.com

#298 JANUARY 2013

49

AIRCRAFT PROFILE F-22A RAPTOR

Above: The F-22A Combined Test Force conducted the first supersonic AIM-9X launch from F-22A serial 91-4006 over the US Navy’s Pacific Sea Test Range near Point Mugu, California on July 30, 2012. The Raptor is assigned to the 412th Test Wing’s 411th Flight Test Squadron. Lockheed Martin/David Henry

F-22A Raptor Units – October 2012 Unit

Unit

Base

Code

Air Combat Command (ACC) – JB Langley-Eustis, Virginia USAF Warfare Center (USAFWC) – Nellis AFB, Nevada 53rd Wing 53rd TEG

Eglin AFB, Florida

57th Wing USAFWS

OT

422nd TES Nellis AFB, Nevada Nellis AFB, Nevada

WA

433rd WPS

Ninth Air Force (9AF) – Shaw AFB, South Carolina 1st FW 1st OG

JB Langley-Eustis, Virginia

FF

Tyndall AFB, Florida

TY

27th FS 94th FS

Above: Ground crew prepare to load cannon ammunition on to a Raptor. US Air Force/ MSgt Carlos Claudio

According to data provided by the Government Accountability Office, the USAF spent $67.3 billion on designing, acquiring and building 195 F-22As between 1991 and 2010. The F-22A was in fact the service’s most expensive fighter aircraft to date and the final four aircraft reportedly had a ‘fly-away’ cost of $153.2 million each. The fleet of fifth-generation fighters achieved full operational capability (FOC) with the 1st Fighter Wing (FW) at Langley Air Force Base (now Joint Base Langley-Eustis), Virginia, in December 2007, but nearly five years later it has not flown a single combat mission. Raptors assigned to each of the three operational wings have, however conducted numerous deployments in support of Air and Space Expeditionary Force rotations in the Pacific region since the first of these began in February 2007.

The Raptor should be the USAF’s most capable fighter – its stealth, super cruise, integrated avionics and sensors combine to make it the only US fighter able to operate in high-tech anti-access and area denial (A2/AD) environments that include advanced integrated air defence systems, but its lack of a common datalink has limited its capability to communicate with other airframes thereby limiting its effectiveness. Well publicised continuing oxygen supply problems have seriously impeded pilot training. The aircraft was grounded as a safety precaution in early May 2011 following 12 separate instances of pilots reporting hypoxia-like symptoms and only returned to the air in late September 2011. The fourmonth stand down was lifted even though the safety issue was not fully resolved and perform-

325th FW 325th OG

43rd FS

Air National Guard (ANG) Units – JB Andrews-NAF Washington, Maryland 192nd FW 192nd OG

JB Langley-Eustis, Virginia 149th FS

FF

(See Note 1)

Twelfth Air Force/ Air Forces Southern (12AF/AFSOUTH) – Davis-Monthan AFB, Arizona 49th Wing 49th OG

Holloman AFB, New Mexico 7th FS

HO

(See Note 2)

Tenth Air Force (10AF) – NAS JRB Fort Worth/Carswell Field, Texas Air Force Reserve Command (AFRC) Units – Robins AFB, Georgia 301st FW

NAS JRB Fort Worth/Carswell Field, Texas

44th FG

301st FS

Holloman AFB, New Mexico (See Note 3)

HO

477th FG

302nd FS

JB Elmendorf-Richardson, Alaska (See Note 4)

AK

926th Group 706th FS

Nellis AFB, Nevada (See Note 5)

Air Force Materiel Command (AFMC) – Wright-Patterson AFB, Ohio Air Force Test Center (AFTC) – Edwards AFB, California 412th TW 412th OG

Edwards AFB, California

ED

411th FLTS

Pacific Air Forces (PACAF) – JB Pearl Harbor-Hickam, Hawaii 15th Wing 15th OG

JB Pearl Harbor-Hickam, Hawaii 19th FS

HH

(See Note 6)

Eleventh Air Force (11AF) – JB Elmendorf-Richardson, Alaska 3rd Wing 3rd OG

JB Elmendorf-Richardson, Alaska

AK

90th FS 525th FS

Air National Guard (ANG) Units – JB Andrews-NAF Washington, Maryland 154th Wing 154th OG

Above: The AIM-9 weapons rail in the port-side weapons bay of F-22A 08-4171. Tom Kaminski

50

#298 JANUARY 2013

JB Pearl Harbor-Hickam, Hawaii

HH

199th FS

Notes: 1. Associate unit operates and maintains aircraft assigned to the 1st FW. 2. Aircraft to relocate to Tyndall AFB, Florida, under the 325th FW. 3. Associate unit operates and maintains aircraft assigned to the 49th Wing. Unit will relocate to Tyndall AFB, Florida. 4. Associate unit operates and maintains aircraft assigned to the 3rd Wing. 5. Associate unit operates and maintains aircraft assigned to the 53rd and 57th Wings. 6. Active associate unit operates and maintains aircraft assigned to the 154th Wing.

www.airforcesmonthly.com

Below left: Airmen watch as an F-22 Raptor taxis toward a refuelling station on the flightline at Kadena Air Base, Japan. The pilots, maintainers and F-22s are assigned to the 525th Expeditionary Fighter Squadron at Joint Base ElmendorfRichardson, Alaska. They deployed to Kadena AB in 2011 to test their capabilities in a new environment. US Air Force/Airman 1st Class Maeson L Elleman Left: Brothers in arms. An F-22A wearing special marks for Tyndall AFB’s 325th Operations Group formates with 09-5001 ‘EG’, an F-35A assigned to Eglin AFB’s 33rd FW 58th FS. The two types are planned to be at the cutting edge of USAF power for decades to come. US Air Force/MSgt Jeremy Lock Below: As Major Henry ‘Schadow’ Schantz rolls out at Long Island MacArthur Airport, the F-22’s thrust-vectoring nozzles can clearly be seen. Tom Kaminski

ance limitations were imposed because a root cause had not been officially identified. Up to then the investigation had centred on three things: the aircraft’s on-board oxygen generating system's (OBOGS) ability to deliver adequate breathing air, the pilot’s life support equipment, and associated contamination problems within the environmental control system.

Post-introduction development

As originally designed the baseline aircraft, now considered as Increment 1, was intended as an air superiority fighter. A modernisation programme, the Raptor Enhancement Development and Integration contract was awarded to Lockheed Martin in March 2003

and was expected to last seven years and cost around $4 billion. The Global Strike Basic capability was first fielded with the baseline Block 20 Raptors, and by 2009 all of the operational aircraft had been upgraded to Increment 2 configuration. Among the capabilities added by Increment 2 is the ability to deliver Joint Direct Attack Munitions (JDAM) while the aircraft flies at supersonic speed, and Intra-Flight Data Link (IFDL) upgrades that provide enhanced connectivity with other Raptors. The IFDL provides Raptor pilots with an encrypted voice and data communications channel giving the ability for two or more F-22As to automatically share

information, such as target and system data. Follow-on Test and Evaluation (FOT&E) associated with Increment 2 was completed in August 2007 and deliveries of production aircraft began on May 6, 2008 when serial 06-4117 was accepted into service. Although development of the more capable Increment 3.1 was already under way, it was not incorporated into aircraft on the production line and fielding is now being carried out via a retrofit programme. Increment 3.1 provides the F-22A’s Northrop Grumman APG-77 radar with advanced air-ground capabilities, including a Synthetic Aperture Radar ground mapping capability. It also has additional electronic attack and threat geo-location capabilities that allow it to locate enemy

radars. Additionally, it provides the capability to deliver up to eight 250lb (113kg) GBU-39/B small diameter bombs (SDB 1) from a pair of BRU-61/A bomb racks installed in the aircraft’s weapons bay. The upgrade allows a pilot to manually designate two separate ground targets simultaneously and deliver two SDBs against each. The first ‘ripple release’ of four GBU-39s was carried out by the F-22 Combined Test Force at Edwards AFB, California, on May 19, 2010. FOT&E of Increment 3.1 began in January 2011 and although delayed as a result of the fleet grounding was completed in the November. It was initially fielded by the 3rd Wing at Joint Base Elmendorf-Richardson, Alaska, when the 525th Fighter

Live GBU-39 small diameter bombs (the yellow bands give it away, inert rounds have blue bands) are positioned for installation on F-22A serial number 10-4195, at Hill AFB, Utah, on August 4, 2012. Operated by the 525th Fighter Squadron at Joint Base Elmendorf-Richardson, Alaska, the Raptor was the last of 195 Raptors built by Lockheed Martin. It was deployed to the Utah base for participation in the Combat Hammer weapon system evaluation programme. US Air Force

www.airforcesdaily.com

#298 JANUARY 2013

51

AIRCRAFT PROFILE F-22A RAPTOR Squadron (FS) received its first modified aircraft (serial 06-4115) that month. During April 2012 the 3rd Wing conducted the first largescale exercise with Increment 3.1 when eight live and 12 inert JDAMs were delivered on target coordinates that were self-generated by upgraded aircraft over the Joint Pacific Alaska Range Complex near Eielson AFB, Alaska. Elmendorf F-22As employed GBU-39 SDBs for the first time during a Combat Hammer exercise on the Utah Test and Training Range in early August. Operating from Hill AFB, Utah, the detachment, which included pilots from the Air Force Reserve Command’s 302nd FS and the active component 525th FS, was the first unit to employ the GBU-39, which had previously only been delivered by test pilots. The 525th FS subsequently achieved initial operational capability (IOC) with the upgraded aircraft. Last April six Raptors assigned to the 49th Fighter Wing at Holloman AFB, New Mexico deployed to Al Dhafra Air Base, United Arab Emirates, which is around 200 miles (320km) from the Iranian border. The Holloman aircraft were all Increment 2 variants – while capable of air-to-ground operations they are limited to striking up to two targets using a pair of satellitecorrected, inertially-guided 1,000lb (454kg) JDAMs.

‘The upgrade allows a pilot to manually designate two separate ground targets simultaneously and deliver two SDBs against each’

Upgrading the fleet

Although the Department of Defense (DoD) decided to terminate F-22A production, it committed to a plan that will update the fleet at a cost of around $11.7 billion. Ultimately the Common Configuration Program (CCP) will provide the USAF with two basic variants of the Raptor via a series of vehicle and software upgrades. Under the CCP, the early Block 10 Production Representative Test Vehicles (PRTV) and Block 10 and 20 aircraft from Low Rate

52

#298 JANUARY 2013

Above: The Raptor banks away from a tanker with its air-to-air refuelling receptacle doors still open. US Air Force/MSgt Jeremy Lock Top: An F-22 Raptor from the F-22 Combined Test Force from Edwards Air Force Base, California, performs a ripple release of four GBU-39/B Small Diameter Bombs from its right main weapons bay at Mach 1.6 and 26,000ft (7,900m). Even with four bombs there is still room in the weapons bay for an AIM-120 AMRAAM. Lockheed Martin/David A Henry Below: An F-22A flies with its stealth cousin, the F-35A from the same manufacturer. The two types will form the backbone of the US Air Force by 2020. Lockheed Martin

Initial Production (LRIP) Lots 1, 2 and 3, comprising Raptors 4010 through 4044, are being upgraded to a common Block 20 configuration. This will provide the fighters with additional computer memory, faster processors and new power supplies that enable the increased processing capability. Additionally 39 Block 20 aircraft from Lots 3 and 4 will be brought up to the Block 30/35 configuration. Whereas the upgraded Block 20 fighters could subsequently be modified to the later standards, the US Air Force estimates that to do so would cost around $700 million. Currently, however, the service does not have a requirement to update these aircraft beyond Block 20. According to congressional testimony provided in May, the final Raptor fleet will include 139 combat-coded Block 30/35s, 32 training Block 20s, 12 development test/operational test Block 20/30/35s and two pre-block test aircraft. The US Air Force

www.airforcesmonthly.com

will spend an additional $9.7 billion to incorporate the Increment 3.1 and 3.2 upgrades on the fleet and another $2 billion will be expended to complete structural and reliability modifications associated with the Structures Retrofit Plan and Reliability, Availability and Maintainability Maturation Program that began in 2006. Increment 2 fighters are currently capable of deploying the Raytheon AIM-9M Sidewinder third-generation all aspect air-to-air missile and AIM-120C Advanced Medium-Range Air-toAir Missile (AMRAAM); however; planned upgrades will add the high-angle off-bore sight AIM-9X and AIM-120D missiles along with capability to independently retarget up to eight SDBs against eight separate targets. The future Increment 3.2 upgrade will be accomplished through a series of smaller packages. Development of Increment 3.2A, which is primarily a software enhancement, began in November 2011. Scheduled to undergo operational testing in 2013, with fielding following in 2014, it will provide the aircraft with additional electronic protection, improved communications and combat identification and targeting capabilities. Affecting both hardware and software, Increment 3.2B will enter engineering, manufacturing and development this December and will be implemented from 2016. Retrofits will start in 2017 and will be fielded in 2018. Capabilities include IFDL and enhanced stores management system improvements, upgraded geo-location and electronic protection capabilities, as well as AIM-9X and AIM-120D integration. As part of that effort, in 2012 the F-22 Combined Test Force and 411th Flight Test Squadron at Edwards AFB, California, conducted the first supersonic AIM-9X launch from a Raptor when a missile was fired by F-22A 91-4006 at a speed of Mach 1.2 on July 30. Whereas the Block 35 aircraft has eight weapons buses, the earlier Block 20 and 30 models had only a single weapons bus. As part of Increment 3.2B the Block 30/35 aircraft will receive modifications that will provide both with a single software configuration. Increment 3.2C has not yet been fully defined, but the US Air Force intends to add open-architecture hardware and software. Earlier plans to incorporate the F-35’s Multifunction Advanced Data Link (MADL) into the Raptor have been deferred until that system's devel-

www.airforcesdaily.com

Above: Two Raptors close-up on a tanker before taking on fuel. External fuel tanks are rarely carried – they degrade the aircraft’s stealth capability. US Air Force/MSgt Jeremy Lock Left: All the pilot can do is sit and watch as the boomer manoeuvres the refuelling probe into the receptacle behind the cockpit. US Air Force/MSgt Jeremy Lock Below: The refuelling receptacle, in the centre of the aircraft behind the cockpit, can be seen in this image. US Air Force/Staff Sgt Christopher Hubenthal

F-22 PROCUREMENT Qty

Block Lot No. No.

MDS

Serial

MSN

Notes

YF-22

87-0700/0701

3996/3997 (2)

F-22A-1-LM

91-4001/4002

4001/4009 (9)

F-22A-1-LM

91-4003

2

(See Note 3)

F-22A-10-LM

91-4004/4009

10

(See Note 4)

F-22A-10-LM

99-4010/4011

4010/4011 (2)

10

PRTV

F-22A-10-LM

00-4012/4017

4012/4017 (6)

10

PRTV II

F-22A-10-LM

01-4018/4027

4018/4027 (10)

10

LRIP Lot 1

F-22A-10-LM

02-4028/4040

4028/4040 (13)

10

LRIP Lot 2

Block 10

F-22A-20-LM

03-4041/4061

4041/4061 (21)

20

LRIP Lot 3

Block 20

F-22A-20-LM

04-4062/4083

4062/4083 (22)

20

LRIP Lot 4

Block 20

F-22A-30-LM

05-4084/4107

4084/4107 (24)

30

LRIP Lot 5

Block 30

N22YF/N22YX (see Note 1) 1

EMD

(See Note 2)

(See Note 5)

F-22A-30-LM

06-4108/4130

4108/4130 (23)

35

Lot 6 FRP

Block 35 (See Note 6)

F-22A-30-LM

07-4131/4151

4131/4151 (21)

35

Lot 7 FRP

Block 35 (See Note 7)

F-22A-35-LM

08-4152/4171

4152/4171 (20)

35

Lot 8 FRP

Block 35

F-22A-35-LM

09-4172/4191

4172/4191 (20)

35

Lot 9 FRP

Block 35

F-22A-35-LM

10-4192/4195

4192/4195 (4)

35

Lot 10 FRP

Block 35

(197) Notes 1. YF-22A N22YF displayed at Air Force Flight Test Center Museum at Edwards AFB, California. 2. Serial 91-4001 GIA at Hill AFB, Utah. Serial 91-4002 GIA at Tyndall AFB, Florida. 3. Serial 91-4003 displayed at National Museum of the USAF at Wright-Patterson AFB, Ohio. 4. Serial 91-4004 GIA at Hill AFB, Utah, Serial 91-4005 GIA at Langley AFB, Virginia. Serials 91-4006, 91-4007 and 91-4009 active 411th FLTS Edwards AFB, California. Serial 91-4008 written off March 25, 2009 at Edwards AFB, California. 5. Serial 00-4014 written off December 20, 2004 at Nellis AFB, Nevada. 6. Serial 06-4125 written off November 26, 2010 in Alaska. 7. Serial 07-4132 assigned to the 411th FLTS.

opment is completed. The air force has also given consideration to providing the F-22A with a service life extension programme from 8,000 flight hours to 10,000 or 12,000 hours.

Oxygen deprivation

Between April 2008 and May 2011, 14 F-22A pilots experienced physiological incidents in which they reported symptoms including disorientation, dizziness and nauseous feelings in flight. Although each incident was investigated, a root cause could not be determined in ten of those cases. In June 2011, the Secretary of the Air Force ordered a formal study be carried out to examine the fighter’s life support systems, undertaken by the US Air Force Scientific Advisory Board (SAB) at Wright-Patterson AFB, Ohio. The SAB’s seven-month study looked at the aircraft’s OBOGS and its environmental control system. Although the SAB was unable to determine the source of the oxygen problems, several related shortcomings were discovered and the air force was provided with 14 recommendations for correcting the problem. Among the initiatives that were put into place were

#298 JANUARY 2013

53

AIRCRAFT PROFILE F-22A RAPTOR comprehensive aircraft and life support system inspections and the development and installation of an automatic back-up oxygen supply. In the six months that passed between the Raptor’s ‘return to flight’ release and the SAB study last March, the F-22A fleet completed over 7,000 sorties. During that period, the measures that had been implemented allowed eight in-flight oxygenrelated incidents to be resolved safely. However, in response to continued complaints from pilots, on May 15 the Secretary of Defense ordered that F-22 flights remain “within proximity of potential landing locations” so pilots could land quickly if they experienced a lack of oxygen. Additionally, an altitude restriction of 44,000ft (13,411m) was placed on the aircraft. Whereas the SAB study primarily surveyed the aircraft and its systems, subsequent investigations looked at the pilot’s life support equipment. As a result, the service discovered that a valve was restricting airflow to the vest that forms the upper half of the pilot’s pressure garment (or g-suit), which inflates to stop blood from pooling in the torso and cause pilots to black out during high-g manoeuvring. The air force subsequently made two changes that appear to have solved the hypoxia problem - the first was to order pilots not to wear the pressure vest during high-altitude missions and secondly a canister filter was removed from the oxygen delivery system, increasing the volume of air flowing to pilots. On July 20, the US Air Force advised the Secretary of Defense that the service was “confident the root cause of the symptoms is the supply of oxygen to pilots and not the quality of oxygen”. Four days later, the air force announced a partial lifting of the A line of Raptors prepares to depart. Although the type has been in service for over a decade, it has yet to fire a shot in anger. Lockheed Martin

54

#298 JANUARY 2013

Above: This Block 30 jet is assigned to the 49th Wing at Holloman AFB, New Mexico. It wears special marks as the ‘Boss Bird’ of the 44th Fighter Group, one of two USAF Reserve squadrons that fly the Raptor. The 44th was activated on April 9, 2010. US Air Force/Senior Airman Brett Clashman

Below: A First Fighter Wing F-22A is put through its paces at an airshow in the United States. Lockheed Martin/Andy Wolfe

“...confident the root cause of the symptoms is the supply of oxygen to pilots and not the quality”

restrictions placed on its F-22A fleet. It also released its plans for a “phased approach” to retrofitting hardware. Although the fighters were allowed to resume long-duration flights for deployments, deliveries and repositioning, the restrictions still required that the aircraft remain less than 90 minutes from a usable runway. Additionally the fighters must be accompanied by tanker aircraft so that if necessary they can fly at lower, less fuel-efficient altitudes. Once the oxygen system and upper half of the pilot's pressure garment have been retrofitted, the remaining restrictions are likely to be rescinded. As part of the aircraft retrofit, the Raptors will be equipped with an automatic back-up oxygen system - thus far, the US Air Force has awarded Lockheed Martin a $19.2 million contract associated with the installation of 40 automatic back-up oxygen systems (A-BOS). The Secretary of Defense recently directed the air force to accelerate the fielding of the A-BOS into the fleet - intended to provide 60-70 minutes of back-up oxygen to ensure a safe recovery, the system is equipped with two oxygen storage bottles with a total capacity of 286 cu in (4.68l) and can be activated either manually or automatically in the event of a rapid depressurization or environmental control system shutdown. Under the expedited schedule, the first operational aircraft will be retrofitted in January 2013, with the first squadron complete by spring and the entire fleet equipped with the system by June 2014. According to the DoD the most recent safety measures that were ordered for the Raptor fleet have had no impact on operational effectiveness. According to Maj Gen Charles Lyon, Air Combat Command’s chief of operations: “The path to resuming normal flight operations hinges on the successful development, testing

www.airforcesmonthly.com

DEPLOYMENTS

Just days after the flight restrictions were eased, eight F-22As from the 1st Fighter Wing travelled from Joint Base Langley-Eustis, Virginia, to Kadena Air Base in Japan, where they arrived on July 28. The Pacific Air Forces Theater Security Package deployment was viewed as the first step towards a return to normal operations for the Raptor fleet. As a safety precaution the fighters flew to Japan under altitude restrictions. Subsequently active duty and reserve personnel from Joint Base Elmendorf-Richardson, Alaska's 3rd Wing's 90th FS and 477th Fighter Group's 302nd FS deployed to Andersen AFB, Guam, as a Theater Security Package. The F-22As arrived at the Pacific base on September 13, marking the first time since 2011 that the Elmendorf Raptors had returned to the Pacific Theater of Operations. Additionally, four Raptors flown by the Hawaii Air National Guard’s (ANG) 199th FS and active duty personnel from the associate 19th FS completed their initial training deployment between July 30 and August 9 at Hill AFB, Utah, participating in the Combat Hammer air-to-ground weapons evaluation programme. and fielding of the modified upper pressure garment valve. This modification will ensure adequate oxygen flows to the pilot while providing protection in the highaltitude and high-g environments where the F-22 flies.” In addition to the steps taken to mitigate the problems F-22 pilots will be trained on how to physiologically react to oxygen issues.

Fleet Consolidation

In July 2010 the USAF announced its intention to consolidate the operational Raptor fleet at four primary bases in order to enhance flexibility. The Hawaii ANG, which received its first two Raptors in July 2010, welcomed its final group of four F-22As in September 2012 when the fighters arrived at Joint

Above: Raptor at rest. Bomb bays and weapons pylon bays have been left open on this parked 94th FS jet. Tom Kaminski Right: Speed is what the F-22A is all about… Tom Kaminski Below: A line of Raptors at their Tyndall AFB, Florida home. US Air Force/Dan

Hawkins

Base Pearl Harbor-Hickam. The deliveries marked the last planned fielding for the Raptor fleet. Both Hawaii ANG and active air force personnel assigned to the 15th Wing’s 19th FS fly and maintain the Raptors flown by the Guard’s 154th Wing and 199th FS. Operations are divided in a 75-25 split, with the ANG undertaking the larger share of flying and maintenance duties. The Hawaii ANG, achieved IOC on November 9 2012; it has a full complement of 20 jets and 36 pilots, 27 (ANG) and nine (USAF) respectively. The Air Force Reserve Command's (AFRC) 477th Fighter Group reached a milestone at Joint Base Elmendorf-Richardson, Alaska on September 9 when it achieved FOC with the Raptor.

This means that the group and its 302nd FS are ready to execute wartime tasking. Activated in October 2007, the unit operates and maintains F-22A fighters assigned to the active component’s 3rd Wing. It had achieved IOC earlier in September 2008. AFRC does not 'own' any aircraft. Not considered a formal fielding, the final move planned for the Raptor fleet includes the assignment of a squadron to the 325th Fighter Wing at Tyndall. Transferred from Air Education and Training Command to Air Combat Command on October 1, the Wing had previously only been tasked as the F-22A Formal Training Unit. Although that mission will still be carried out by the 43rd FS as part of the air force’s F-22

fleet reorganisation, the wing will gain a second combat-coded F-22 squadron that will relocate from Holloman AFB, New Mexico. Holloman's 44th Fighter Group and its 301st FS will also move to Tyndall. The F-22As currently assigned to the 49th Wing's 7th FS were scheduled to begin arriving at Tyndall in January 2013, but this has now been put on hold because of the freeze on aircraft and personnel movements brought about by budgetary constraints. Speaking in October, Col Andrew Croft, commander of the 49th Wing at Holloman, announced that the Raptors are expected to remain there and will continue to conduct training flight missions for afm about another 18 months.

Raptors hunt by flying higher than their prey and swooping down on them. Lockheed Martin

www.airforcesdaily.com

#298 JANUARY 2013

55

F-35: BOLT FROM THE BLUE

Andrew Brookes reviews the F-35 programme as a crucial year approaches with US defence cuts looming

Lightning II No Shocks Now?

I

T IS well known that the Lockheed Martin F-35 Lightning II is a fifth-generation, supersonic warplane combining advanced stealth with speed and agility plus fully-fused sensor and networkenabled capabilities. It is being manufactured in three versions with major degrees of commonality (100% when it comes to the avionics and propulsion). There is the conventional take-off and landing (CTOL) F-35A, the short take-off and landing (STOVL) F-35B and the F-35C carrier variant (CV). The F-35A aims to meet or exceed the performance of the F-16 while offering greater range, stealth and lower operating/support costs. The F-35C is strengthened for US Navy carrier operations. In between comes the STOVL F-35B, powered by a new 45,000lb/ft thrust engine powerful enough to hover the aircraft and transition smoothly to supersonic performance. After toying with the idea of buying the F-35C, in May 2012 the British Ministry of Defence (MoD)

56

#298 JANUARY 2013

Above: The second UK F-35B, ZM136/BK-02, takes off from Naval Air Station Fort Worth Joint Reserve Base on October 19 for delivery to Eglin Air Force Base in Florida. Sqn Ldr Jim Schofield was at the controls for the 90-minute ferry flight. Lockheed Martin

www.airforcesmonthly.com

I

Over an Atlantic test range, Lockheed Martin test pilot Dan Levin flies F-35B test aircraft BF-02 with external weapons pylons and a centreline 25mm gun pod. Weapons testing has been the recent focus of the F-35 programme. Lockheed Martin

Above: F-35A AF-04 achieved the type’s first in-flight refuelling mission in 2012. US Air Force Lt Col George Schwartz piloted the test aircraft fitted with external weapons pylons and two inert AIM-9X missiles. Internally, the jet was carrying two Joint Direct Attack Munitions and two advanced medium-range air-to-air missiles. The two-hour mission tested the flying qualities of the aircraft while manoeuvring with external weapons. Lockheed Martin Below: F-35B BuNr 168059/BF-08 on a test flight from Lockheed Martin’s facility at Fort Worth in Texas. The first F-35Bs are due at MCAS Yuma by the end of 2012 to begin forming the first USMC squadron, Marine Fighter Attack (VMFA) 121. A total of 16 F-35Bs are expected at the base within the next year. Lockheed Martin

confirmed the STOVL variant as its preferred choice for future naval operations. The UK is paying $3.8 billion towards the development of the F-35, which includes a $2 billion contribution to the systems development and demonstration (SDD) phase. The latter will provide UK-specific development activity, such as British weapons carriage, integration of the aircraft on the Queen Elizabeth-class carriers and other unique requirements such as a UK-specific airworthiness and safety case. On January 26, 2010 Sqn Ldr Steve Long became the first British activeduty service pilot to take to the skies in an F-35 Lightning II. “What this aircraft really gives the Royal Air Force and the Royal Navy is a quantum leap in airborne capability because of the sensor suite it carries,” he said. “An F-35 pilot will have an unprecedented level of situational awareness about what’s going on in the airspace around him or her, and also on the battlefield or ocean below. Not only that, the F-35 will plug into coalition battlefield networks and be able to pass that picture on to all other players in the network.”

Where Are We Now?

In September 2012 the incoming deputy director for the F-35 in the Pentagon, Maj Gen Christopher Bogden, US Air Force, fiercely criticised the management of the Lightning II project. After a career in complex acquisition programmes, most recently involving the KC-46 tanker, Bogden described the dismal relationship between the Pentagon’s joint program office and prime contractor, Lockheed www.airforcesdaily.com

Martin, as “the worst I have ever seen”. General Bogden is not the first officer to wonder if the F-35 project is ‘do-able’. In essence, there is a huge technical challenge of melding three different aircraft for three different roles into one, not to mention the additional low-observable and helmet integration challenges. There is also the complexity of nine partner nations co-operating on a $400-billion programme. It was therefore timely that Steve O’Bryan, Vice President Integration and Business Development for Lockheed Martin, should visit London from Dallas-Fort Worth in the middle of October. His message was threefold: air power is the key to military capability; the air supremacy we currently enjoy is perishable – and the Lighting II is central to maintaining it for the next 50 years. As for the UK, it is the only ‘Level 1’ partner alongside the US, meaning it has a large workshare with strong economic advantages. The fact that the F-35 is multi-capable means it can replace a number of aircraft in an air force’s inventory. For example, it will replace the AV-8B, F/A-18A/B/C/D and EA-6B in the US Marine Corps (USMC) order of battle, with consequent infrastructure savings of around $1 billion annually. And it will take half the number of air transport sorties to deploy F-35 than it takes with the US Air Force’s F-16. Lockheed Martin is developing the F-35 with its principal industrial partners, Northrop Grumman and BAE Systems. Around 15% of every F-35 will be made in the UK. BAE Systems is responsible for the

F-35’s aft fuselage, fuel system and crew escape and life support systems and is investing £150 million in F-35 factories and plant. British Harrier expertise was factored into the design of F-35B and currently 130 UK companies are involved. Martin-Baker is typical of these. It has spent around £30 million of its own money to design and test the ejection seat to be fitted on every F-35 – which will fire out any pilot weighing between 103lb (47kg) and 240lb (109kg) while operating between 0-550kts (0-1,018km/h). The flight control system for landing and the electrooptics are but two examples of world-beating UK technology. All these contracts were awarded on delivering best value, rather than as traditional offset agreements. Currently, four F-35s roll-off the mile-long production line every month and the aim is to ramp up to one a day. The price of each aircraft has dropped by 48% and it is projected to fall another 10% a year until 2017 when the cost of a new F-35 will equate to a new F-16. Lockheed Martin envisages 25 years of production coupled with an in-service life of 30 years. At its peak, the F-35 programme will be worth over £1 billion a year to the UK.

Testing Times

The F-35 schedule rolled-out the STOVL version first, the initial five aircraft being F-35Bs. Currently there are six F-35s at Edwards Air Force Base (AFB) in California, nine at Naval Air Station (NAS) Patuxent River in Maryland and a further 20 at Eglin AFB in Florida. The second UK F-35 flew down to Eglin #298 JANUARY 2013

57

F35: BOLT FROM THE BLUE on October 19 and the 112th F-35 is being assembled at Fort Worth as this is written in late October. F-35Bs will be delivered to Yuma from November 2012 to stand up the first US Marine Corps squadron, and the UK will benefit from the pressure exerted by the USMC on the whole programme. In Steve O’Bryan’s words, “this is most definitely not a paper programme”. The STOVL version is 50% ahead of its flight test schedule. It has been flown to +7g, been above 40,000ft (12,200m) and is beating the low-observable requirement. On April 5 an F-35B completed in-flight refuelling while configured with external weapons and one has gone to sea for a two-week detachment on the USS Wasp. On October 22, F-35A test aircraft AF-01 completed the first aerial weapons release of an AIM-120 over the China Lake test range from an internal weapons bay. This was the second in-flight weapons release in quick succession, the same aircraft having released a 2,000lb GBU-31 BLU-109 Joint Direct Attack Munition (JDAM) three days earlier. The F-35 is proving to be a highly reliable aircraft, performing well ahead of schedule in some areas of the programme. But in November 2011 a Pentagon study team identified major areas of concern that remained to be addressed in the F-35: the helmet-mounted display system did not work properly; the fuel dump sub-system posed a fire hazard; the integrated power package was unreliable and difficult to service; the F-35C’s arrester hook did not work; there were classified “survivability issues”, which probably meant stealth; wing buffet was worse than previously

Above: A regular day at Eglin - the sortie rate is increasing each week as new aircraft are delivered. US Air Force/Major Karen Roganov

Above: The helmet has been a bugbear of the programme until now over ‘latency’ issues with its projection of images from cameras mounted around the aircraft. Designed by Rockwell Collins and Elbit Systems, the helmet allows pilots to essentially ‘see through’ the aircraft. Lockheed Martin Below: A view of tomorrow’s flightlines: F-35A crew chief Staff Sgt Darron Cothran (left) and a Lockheed maintainer from the 58th Aircraft Maintenance Unit at Eglin AFB pull the chocks on the jet before taking-off for a local training mission over the Emerald Coast. US Air Force/Master Sgt Jeremy T Lock

reported; the airframe was unlikely to last through the required lifespan; the software development was behind schedule; and the aircraft was in danger of going overweight or, for the F-35B, not being properly balanced for STOVL operations. Most of these issues would be common to the development of any cutting-edge military aircraft and many of them have already been fixed. There are 1,500 computers onboard an F-35 and the biggest challenge relates to the software underpinning the aircraft’s awesome capabilities. There are 9.4 million lines of code in the F-35, compared with 2.2 million on a fully operational F-22A. No fourth-generation aircraft has even 1 million lines. Lightning IIs are now test flying with 87% of their software and 200 extra software engineers have been assigned to the project. Over 94% of software is working in the lab and the final 6% will prove to be the most challenging. However, it will be resolved, because so much of the F-35 mission depends on software. In the jargon, this is a ‘risk and watch area’. Stealth has been designed-in from the beginning – it cannot be retrofitted or painted on as an afterthought. Lighting II will have low-emission radar and avionics, low-observable seams and seals and completely buried engines with ducts designed to trap energy. It even has a reduced engine nozzle signature when exiting the combat zone. Slimming efforts have focused on deleting weight from the right spots – around 290lb (130kg) has been taken off over the past few months and excess weight is no longer a concern. However, it will be monitored throughout the F-35’s life, and the philosophy is

On October 16, F-35A AF-01 completed the first in-flight weapons release, from the left internal weapons bay, of a 2,000-pound GBU-31 BLU-109 Joint Direct Attack Munition (JDAM) over the China Lake test range. The flight was conducted by US Air Force Major Matthew Phillips. Here the jet is being prepared for the test. Lockheed Martin

58

#298 JANUARY 2013

www.airforcesmonthly.com

‘for every new pound on, one pound must come off.' Fortunately, software upgrades don’t weigh anything. Much has been made of the difference in payload between the STOVL F-35B and the conventional carrier-borne F-35C, but the concern is unjustified. The F-35B carries 14,000lb (6,360kg) of fuel as against 20,000lb (9,090kg) on the F-35C, but the ’B can deploy closer to shore or nearer to front lines, reducing distance and time to the target and the need for tanker support. The F-35C also has to come back with much bigger fuel reserves because it is more likely to have to divert. Moreover, the F-35B pushes out 45,000lb/ft thrust as against 32,000lb/ ft for the F/A-18 – it can do Mach 1.6 and accelerates more quickly than the bigger-winged F-35C. Everything is a trade-off.

How Much is Enough?

The projected international market for F-35 Lightning IIs originally totalled around 3,100. Of these, the UK originally intended to buy up to 150 for the Royal Navy and RAF, but this was reduced during the 2010 Strategic Defence and Security Review (SDSR) to an initial buy of seven or eight to be delivered during 2015, 2016 and 2017. The 2015 SDSR will give a clearer idea of total UK F-35 procurement, although the Secretary of State for Defence, Philip Hammond, has hinted at an initial 48-aircraft order in the future. As for the weaponry, AIM-9X is integrated and MBDA’s Meteor advanced medium-range air-to-air missile is following suit. The UK aspires to fit Meteor internally, but such a programme needs international

Above: Although intended as an F-16 replacement, the F-35 is substantially bigger than the Fighting Falcon, as this image illustrates. US Air Force/Samuel King Jr Below: US Marine Corps F-35B Lightning II 168719 (BF-21) ‘VK-01’ takes off for its maiden flight from Naval Air Station Fort Worth Joint Reserve Base, Texas, on October 24. The aircraft was the first for VMFA-121 and was delivered to Marine Corps Air Station Yuma, Arizona, in November. Lockheed Martin/Jack Noble

support to spread the development costs. The longterm UK aim is to fit Storm Shadow and Spear 3 (a development of the dual-mode Brimstone) missiles on its F-35s. The F-35 may be a single-seat fighter, but it is not designed for a single-seat war. Lockheed Martin’s chief test pilot has pronounced the F-35 “very easy to fly” because, in between the pressures of take-off and landing, the pilot is given time to think about what he or she brings to the battle. The optimum F-35 pilot of tomorrow will be someone who can readily process information and data, meaning the RAF and RN will need to train people to deal with the broad strategic picture rather than just their bit of sky. With an F-35 wingman 20 miles away, close formation tactics will no longer apply. Flying the F-35 will demand a whole new mindset – there will be no call for ‘derring-do’ – the F-35 avionics won’t

allow a pilot to misuse the aircraft. As there is no head-up display, the helmet-mounted display will be crucial. There are six cameras around the aircraft and a pilot will be able to see all around, including vertically below, via the helmet display. Steve O’Bryan has a vision. “Imagine 3,100 F-35s from at least 11 nations able to fly off different platforms to penetrate different defence systems – each F-35 with twice the range of the aircraft it replaced and supported by a single training and logistics pipeline. This is truly fifth-generation coalition operations.” After considerable expenditure and problems, the F-35 programme is picking up momentum. The UK will find that the aircraft is going to be a winner, both for the military and industry. The UK has engaged in four inter-state conflicts over the past three decades: if and when the next one comes along it will afm need the F-35.

Above: A USMC F-35B takes off from Eglin AFB in Florida where the 33rd Fighter Wing, the international training unit for all F-35 operators, is based. Six pilots destined for the first USMC squadron, VMFA-121, have been trained here over the past year. Lockheed Martin

www.airforcesdaily.com

#298 JANUARY 2013

59

T-X: a new trainer for the usaf

Time for T-X Now that the US Air Force has released key performance parameters for its required advanced jet trainer, Ben Montgomery looks at the force’s T-X project

T

he T-X competition is potentially one of the largest upcoming procurement programmes in military aviation – but it is also one of the least spoken about. Initiated in 2003, it is under the care of the United States Air Force’s (USAF) Air Education and Training Command (AETC) and is tasked with finding a suitable replacement for the long-serving Northrop T-38C Talon. Although no decisions have been made, several competitors are preparing to offer products for the US Air Force’s next generation trainer.

Long in the Talon

The Northrop T-38 Talon has been the primary

trainer of the USAF for the last 53 years, preparing pilots to fly several generations of front line fighter and bomber aircraft. In 1989 the USAF proposed a new plan for training future pilots taking the fighter/bomber and tanker/transport routes. Under this plan, the Beechcraft T-1A Jayhawk was ordered for the tanker/transport stream, and a new aircraft was planned to replace the T-38A. However, due to budget constraints (and the retirement of the T-37 as the lead-in trainer), the T-38A was re-evaluated to be airworthy until at least 2020 and the aircraft was upgraded through the Pacer Classic programme.

Above right: The T-X programme is intended to replace the USAF’s fleet of Northrop T-38 Talons, which are becoming very long in the tooth. Curt Jans

Right: Alenia Aermacchi is promoting a new version of its M-346 Master advanced trainer, which is now entering service with the Italian Air Force. Dubbed the T-100, it will be tailored to meet the needs of T-X. Alenia Aermacchi

60

#298 January 2013

www.airforcesmonthly.com

KPPs

The current training schedule for students selected for the fighter/bomber route is a 26-week course, with around 380 hours of ground-based training, 32 hours in flight simulators and 119 hours of flight instruction on the T-38 (approximately a 25/75% split of ground/flight hours). The final aircraft T-38 left the production line in 1972, and with an average fleet age of more than 50 years, the T-38 is an old aero-

www.airforcesdaily.com

plane. As increasing numbers of Lockheed Martin F-35A Lightning IIs enter service, the analogue T-38 will be unable to provide the training necessary to fully prepare student pilots to fly the future USAF fifth-generation digitally-controlled fast jet fleet. The insufficiencies of the current T-38C are not just limited to systems and avionics – which could potentially be upgraded – but to airframe deficiencies as well, which are either impossible (structurally or economically),

In October the air force released its draft key performance parameters (KPP) for T-X with the main points being: • an operational availability of no less than 64.7%; • an ability to sustain 6.5g for no less than 15 seconds using no more than 15 degrees nose-low attitude at 80% fuel weight betw een an altitude of 10,000 and 20,000ft (3,050 - 6,100 m); • able to attain a minimum of 7.5g and an onset rate of 3g per second; • able to acheive at least a 12° per second instantaneous turn rate with a sustained turn rate of 9°; • manoeuvrable at greater than 20° angle-of-attack; • equipped with enough fuel for visual range dog-fighting and be able to mak e dry contacts with an aerial refuelling tanker; • able to simulate a wide range of air-to-air and air-to-surface weapons including the AIM-120 and Small Diameter Bomb; • in possession of simulated rada rs, datalinks, radar-warning receivers, situationa l awareness displays and a full glass-cockpit similar to the Lockheed Martin F-22 Raptor and F-35 Lightning II.

#298 JANUARY 2013

61

T-X: A NEW TRAINER FOR THE USAF

A strong contender is the KAI T-50 Golden Eagle, which has had the input of Lockheed Martin since inception. American manufacture will play a big part in determining the winner of T-X. Lockheed Martin

or impractical to solve. The T-38C has never had an air-to-air refuelling (AAR) capability, and so training with KC-135 and KC-10 tankers has been left to twin-seat variants of the front line aircraft that students go on to fly. There are no twin-seat variants of the F-22A and F-35A so under the current training system air-to-air refuelling training takes place on an interim training aircraft or synthetically. Currently, F-16Ds from Luke AFB are used to provide a stop-gap between the T-38C and the F-22A, and are capable of aerobatic manoeuvres at high-g, whereas the T-38C is limited to a maximum of 5g, significantly below the 9g+ limits of the Raptor and Lightning II. In addition, the T-38C fleet has suffered several accidents in recent years, with at least two partially attributed to structural issues. The loss of T-38C 65-10372 (with both crew killed) on April 23, 2008, at Columbus AFB was attributed to mechanical problems and T-38A 68-8153 on May 21, 2009, at Edwards AFB to a combination of maintenance issues and rudder fatigue. Over its service lifetime the T-38 has gone through several upgrade programmes to extend the life of the airframe – most notably the Propulsion Modernization Program (PMP) and the Pacer Classic (PC) series. Pacer Classic is the air force programme to extend the T-38’s structural life and has so far (under PC I and PC II) replaced items such as wing spar reinforcements, canopy, ejection seats, and fitted the aircraft with newer avionics, including head up displays (HUD). With PCs I and II completed, PC III is ongoing and aims to replace major structural components within the forward and centre fuselage sections, including the replacement of longerons, bulkheads, formers, internal skins and structural floors of the airframe of 125 T-38s. The estimated first delivery of a postmodification aircraft is in the fourth quarter of 2014 and PC III is expected to extend the life of the upgraded T-38C even further to at least 2026. 62

#298 JANUARY 2013

Enter T-X

Even with structural and airframe modifications, the USAF realises the day will come when the T-38 has outlived its usefulness. The T-X programme was created to ensure that a suitable advanced jet trainer aircraft is found to replace the T-38. The programme is likely to be one of the most profitable for decades for aircraft manufacturers, with a potential initial order of 350 aircraft for the USAF and the possibility of light attack and naval derivatives further down the line. As expected, several major design houses have been working up to offer their aircraft for the competition. The USAF issued the initial RFI in 2009, following a structural assessment of the T-38 after the fatal crash at Columbus AFB, calling for an initial operating capability (IOC) in FY2017, comprising both the aircraft and support from simulation and ground-based training programmes.

Despite the clear need for a trainer to support the growing 5th Generation fleet, the USAF has been slow to offer industry a clear definition of the parameters and requirements that the new aircraft must meet – indeed, the 2013 Department of Defence budget (unveiled in February 2012) postponed the IOC date from FY2017 to FY2020. As budgets are coming into play in military acquisition policy more than ever, the USAF is having to streamline wherever possible – and has not included the $35.3 billion over 20 years T-X programme within its ‘top three’ future aircraft programmes (the F-35A, KC-46A and the ‘Future Bomber’). As a lower priority project, the T-X programme has had a budget cut of approximately 70% between 2013 and 2016. It is even possible that in a bid to keep the price down, the USAF may opt for aircraft owned and maintained by contractors, helping to save funding for higher priority projects.

Above: The modern cockpit of the M-346 is typical of all the contenders. However, T-X will need to replicate both F-22 and F-35A cockpits. Alenia Aermacchi

www.airforcesmonthly.com

Contenders T-50 Golden Eagle

One of the major contenders for the T-X programme is Lockheed Martin (LM) (in conjunction with Korea Aerospace Industries – KAI) offering a version of the T-50 Golden Eagle. Currently in service with the Republic of Korea Air Force in both trainer (T-50) and light attack (TA-50) versions, and under order from the Indonesian Air Force, LM has noted that despite its international sales, the T-50 was partially designed with the T-X programme in mind. It has a fully digital cockpit (already certified by the FAA under DO-178B) and is capable of sustained high-g operations (to at least 8g) and night vision imaging system (NVIS) operations – fulfilling several of the expected key parameters of the T-X programme. However, it does not currently have an air-to-air refuelling capability (Cobham Aviation has developed a refuelling probe for the aircraft, although this is not of immediate use to the USAF which uses the flying boom method), which may be problematic if the air force revises its decision of only requiring AAR in the simulator part of the T-X training system. LM has also looked at the possibility of re-engining the existing T-50 platform (which uses the General Electric F404) with a version of the General Electric F414. Rolls-Royce also came forward to offer the EJ200 (as used in the Eurofighter Typhoon) to T-X competitors, although no public announcements have been made. It is likely most are waiting for the USAF to define the requirements of the competition more clearly before selecting the powerplant for their designs.

Hawk AJT

While currently lacking a union with a major US manufacturer, BAE Systems is offering the Hawk 128 for the T-X competition, as the Hawk Advanced Jet Training System (AJTS). BAE has entered the US aviation market before, in collaboration with Boeing, to provide 223 T-45C Goshawk trainers (derived from the BAE Hawk) to the US Navy, with the last aircraft being delivered in 2009. As Boeing is looking to develop an internal response to T-X, BAE has teamed with L-3 Link Simulation and Training, who will work with BAE

Above: Definitely an outsider is AVIC’s L-15 Falcon from China. No doubt it will be cheap, but the need for longterm programme support and cutting-edge technology may be its downfall. Chinese internet

to integrate the Ground Based Training System of the Hawk AJTS with existing US Air Force systems. BAE also hopes to negate the ‘home team’ advantage held by LM and Boeing by opening a facility in the United States where the Hawk AJTS would be produced, although the location is yet to be determined. The Hawk was displayed to the US Air Force at the 2011 Randolph Air Force Base Open House and Air Show. Two RAF Hawk T2s were flown to the USA to be displayed as part of the Advanced Jet Trainer package. Northrop Grumman also announced a partnership with BAE at the event, taking on the manufacturing role. The Hawk has lower performance than the other competitors in some areas, and especially in the amount of sustained g it can pull. However, as the aircraft itself is physically smaller, it should be cheaper in many of the low demand flight phases – giving an overall cost saving. BAE’s logic is that the aircraft is to be used to train pilots, rather than give the most high performance experience possible. By building on 35 years of Hawk experience, BAE believes that its product holds significant value as a tried, tested and optimised training system. The

Hawk AJTS also offers the ability to configure the cockpit instrumentation to simulate the aircraft that student pilots will go on to fly and this is currently being successfully used by the RAF, which uses the Hawk T2 to train student pilots to fly the Eurofighter Typhoon (see AFM December 2012 issue). As with the T-50, the Hawk currently cannot be refuelled in flight.

T-100 Master

BAE’s fellow European manufacturer Alenia Aermacchi is planning to offer its M-346 Master trainer, branded as the T-100 Integrated Training System (ITS) – so named because Alenia believes it to be twice as capable as Lockheed Martin/ KAI’s T-50, and also to invoke the memory of the century series fighters such as the F-102, 104 and 106. Like BAE Systems, Alenia Aermacchi is planning its offering within the United States under the control of Alenia North America (ANA), to help it hold a competitive edge against the US entries. The T-100 ITS system will offer both aircraft and ground-based training – with the ground training segment capable of network-

‘Despite the clear need for a trainer to support the growing 5th Generation fleet, the USAF has been slow to offer industry a clear definition of the parameters and requirements that the new aircraft must meet’ BAE Systems hopes its success with introducing the Hawk T2 into service with the RAF will win the day with the USAF, which has kept a close eye on the military flying training system introduced at RAF Valley in early 2012. BAE Systems

www.airforcesdaily.com

#298 JANUARY 2013

63

T-X: A NEW TRAINER FOR THE USAF ing with existing training software such as that used for the Hawker Beechcraft T-6A Texan II, in use with the USAF, and the US Navy as the T-6B. ANA has stated that the T-100 Integrated Training System (of which the aircraft itself is only one part) was designed with transition to the F-35 in mind, and has some systems commonality with the F-35 ITS. Particularly of note are that students are able to build tolerance to high-g, use NVIS, and learn to manage datalink systems, all before moving to the F-35 or F-22. Alenia already has a reasonably solid work relationship with the US military, having provided both the G222 (as the C-27A) and now the C-27J Spartan (under a partnership with L-3 Link). ANA is also in partnership with Boeing as Global Aeronautica to provide systems integration for the Boeing 787.

Boeing

Boeing is unique among the competitors in being the only one so far known to be designing a new aircraft for the competition. Although the company is being secretive about its proposed design, concept sketches indicate that it may be of a single-engine V-tail configuration. The costs of developing a new aircraft will be far higher than those of updating existing aircraft, and this may cause problems for Boeing’s design if, as expected, low cost is one of the driving factors of the procurement programme. However, cost savings would be matched against performance gains, and a bespoke aircraft design would be able to precisely fulfil all of the requirements that the USAF lays down for its desired T-X solution, whereas the existing solutions from other competitors may fall below the bar in some areas.

L-15 Falcon

Perhaps the most unlikely contender for the T-X programme comes in the shape of the Aviation Industry Corporation of China (AVIC), in partnership with US Aerospace. According to US Law firm Luce Forward (which is representing the USAF in dealings with AVIC), the bid is likely to see the corporation offer the Hongdu Aviation Industry Corporation’s (HAIC) L-15 Falcon for the competition. The L-15, similar in looks to the Yak-130 and M-346 (Yakovlev reputedly assisted HAIC in the aircraft’s design), is a contender for the People’s Liberation Army Air Force’s next generation trainer programme. The aircraft would be offered to the American air force essentially as a baseline civil aircraft, which would be upgraded to the relevant standard with US-furnished equipment, including an avionics suite and fire control system. For a country that prides itself on buying from its own, it remains to be seen how well a potential bid from its largest economic rival is received.

An updated Talon?

One of the less publicised options for the T-X competition may see Northrop Grumman bidding for a major overhaul of the T-38C, in an attempt to further extend its service life and provide a very low-cost solution. Turkish Aerospace Industries is upgrading the Turkish Air Force’s T-38As to T-38M standard, which includes ground-based training systems and flight simulators – as would be required by T-X – and reduces the workload on the Turkish F-5 fleet, which is used for follow-on fighter training.

Choices

Conventional thinking says that AETC is likely to order a new aircraft system – but this has not ruled out stand-alone simulator vendors from the competition. In 2010, AETC sent a team of analysts to the major simulator industries (as well as touring the leading airframe designers at the same

time), and sent an RFI for the potential provision of 30-50 simulator systems to the USAF. Based on current rates of simulator consumption by worldwide military forces, this represents almost a full year’s worth of sales. In addition to the requirement for a trainer aircraft, the USAF could also be viewing the T-X venture as a means of procuring a next generation light attack aircraft – both for itself and for export opportunities. The idea of using training aircraft as a basis for a light-attack platform has been proved viable by many aircraft – notably the Embraer Super Tucano, BAE Hawk and the existing USAF T-38 (still flown on combat duties around the world as the single-seat F-5 Tiger). The ability to sell the aircraft to foreign forces may well see the overall cost of the programme for the US Air Force drop, because production lines would be open for longer and the cost per airframe fall, as well as providing extra jobs (likely to be within the US). However, no requirement has yet been laid down for the option to convert (or consider converting) the T-X winner into a light attack platform – for now, the air force seems to be concentrating on the immediate requirement alone. In 2011, AETC presented the Pentagon’s Cost Assessment and Program Evaluation office with the results of the T-X Analysis of Alternative (AoA). As the AoA contains commercially sensitive data from each of the contenders bidding for the programme, the results and recommendations have not been released. It remains to be seen which competitors will make any shortlist (indeed, the Hawk is the only airframe currently to have been directly displayed to AETC – the T-50, T-100 and L-15 have not been exhibited inside the USA), or indeed if the programme will continue to go ahead as planned. Clearly, whichever company is awarded any contract will have secured potentially one of the most profitable procurement afm contracts on the market.

‘In addition to the requirement for a trainer aircraft, the USAF could also be viewing the T-X venture as a means of procuring a next generation light attack aircraft – both for itself and for export opportunities’

KAI’s T-50 was displayed in the UK for the first time in 2012 as the Republic of Korea Air Force’s display team, the Black Eagles, displayed at RAF Waddington and RAF Fairford in the summer. Key – Gary Parsons

64

#298 JANUARY 2013

www.airforcesmonthly.com

new military aviation website

f

ee 24r hou r trial*

From the AirForces Monthly News Team, it’s the NEW online military aviation news channel and reference resource. Available by subscription only, members receive access to exclusive online content, including: Breaking News Reports

Searchable Attrition Database Going Back to 2000

Insider Reports, Video and Photos

Exclusive Articles and Features

Combat Ops, Exercises and Training

Air Force Reports and Independent Surveys

Access to all this exclusive content starts from £4.99 £4.99, with further discounts on longer term subscriptions.

To t a k e a d v a n t a g e o f t h i s o f f e r, r e g i s t e r n o w a t :

822/12

w w w. a i r f o r c e s d a i l y . c o m

it’s military aviation at your fingertips! *Terms and conditions apply, see website for details. Offer valid until 28 February 2013.

AVAILABLE 20 DECEMBER FEATURING: Air Force One The VC-25s/Boeing 747s used by the US President - some of the most famous aircraft in the world.

Concorde How you could experience a tour of one of British Airways’ supersonic airliners that now resides in New York.

Upper Heyford F-111s A former base commander describes his time in charge of the 20th Tactical Fighter Wing.

And much more! 820/12

ONLY £4.10

Available 20 December from

ALTERNATIVELY, ORDER DIRECT: *Poster only available from UK and Ireland newsagents or when ordering online

Order online with FREE P&P* at

www.keypublishing.com/shop *FREE P&P UK & BFPO only on orders up to £19.99: EU £1.99, USA £2.99, ROW £3.99. Postage charges may vary depending on total order value.

Also available on

www.airforcesdaily.com

and all leading newsagents

OR

Call UK 01780 480404 Overseas +44 1780 480404 Lines open 9.00am - 5.30pm GMT

also available for PC & MAC from

Search: Aviation News

#298 JANUARY 2013

65

AFGHAN AIRCREW TRAINING

Hips in a hurry

T

HE MIL Mi-8/17 Hip family of helicopters is well known worldwide for its robustness and excellent performance. These workhorses are at the core of newly re-established air forces in Afghanistan, Iraq and other similar countries where they are perfectly suited to the ‘hot and high’ conditions they fly in. This simple design has not changed much since the Mi-8 prototype made its maiden flight in 1961. It is very reliable, easy to fly and able to absorb rough handling. It is also very easy to maintain with a prescribed system of maintenance checks and overhauls every 1,000 to 2,000 flying hours. A Hip is probably the most suitable helicopter to operate in Afghanistan, as it’s said that not much more than grease, a hammer and a spanner are necessary to keep it flying. That is why they have been selected for Iraq and Afghanistan, despite their obsolescent avionics equipment. In Afghanistan a helicopter is sometimes the only available means of transport – it can supply people, food and medicine, oil and diesel, building materials and arms. After the expected withdrawal of coalition forces in 2014, the importance of helicopters will increase.

Dr Jakub Fojtik describes a project for training Afghan and US helicopter crews on Mi-17 helicopters in the Czech Republic

Initial Afghan training

When the International Security Assistance Force (ISAF) mission in Afghanistan began, Afghan helicopter crews started to be trained in several different countries. Elementary training was mostly undertaken in the US. Crews then trained to fly the Mi-17 at Fort Rucker, Alabama, or in the UK at MoD Boscombe Down in Wiltshire as part of Project Curium. Some pilots also underwent training at the Kremenchug Flight College in the Ukraine, but due to language barriers it was not a preferred option. Meanwhile plans to establish a training centre in Afghanistan were dropped due to the high deployment of helicopters locally.

Above: The full flight simulator (FFS) has a 180-degree wrap-around screen, but is not a full motion device.

Why train in the Czech Republic?

The Czech Republic has a history of training foreign pilots –African and Arabian aircrew from various countries trained there on MiG-21s during the 1970s and 1980s. But new laws ended the tradition after the withdrawal of Soviet Forces from Czechoslovakia in the early 1990s. In 2010 the Czech Parliament approved a change in the law to enable the training of coalition forces and its allies. The Centrum Leteckého Vycviku (CLV – Centre of Air Training) at Pardubice Air Force Base Above: The cockpit procedure trainer at Pardubice. Below: Maintenance of the Hips is undertaken in the CLV workshops. All images by the author

66

#298 JANUARY 2013

www.airforcesmonthly.com

FLYING FROM THE HIP

A student during a training mission. All students wear blue CLV uniforms while at the training centre.

Compared to Western helicopters, the Mi-17 is easy to fly. The pilot has to overcome the initial shock of looking at hundreds of switches and instruments – most of which (for example, a major part of the ceiling panel) are controlled by the flight engineer, who also helps to start or switch off the engines. The pilot’s seat is fully adjustable for a comfortable position, no matter how tall the occupant. Because of its wheeled undercarriage and large shock-absorbers, the helicopter is inclined to swing during the takeoff and landing. The flight deck affords excellent visibility and the handling during flight is very easy, although reactions seem a bit ‘lazy’ – and not designed for excellent manoeuvrability. Because it has a trimming device, moving the cyclic stick is easy. The autopilot is very simple and helps to keep direction or climb with accuracy. Flying in hot conditions can be uncomfortable as almost all Hips lack air-conditioning, and the only way to keep cool is with a small blower or an open window!

had been created to train Czech Air Force pilots and is equipped with eight Z-142 piston-engine aircraft, seven L-39 jet trainers, two L-410 transporters, seven Mi-2 light helicopters and three Mi-17 transport helicopters. For training on the Mi-17 the centre now offers PC-equipped teaching rooms, a cockpit procedure trainer plus a full flight simulator (at Ostrava Airport). After compiling a detailed training syllabus and conducting several months of tough business negotiations, NATO selected the Czech offering over candidates from other countries and the first Afghan trainee pilots arrived in August 2010.

The first course

After the contract negotiations it was necessary to solve several minor issues – clothing, medical treatment and Muslim halal meals, for example. The initial course consisted of Afghan crews: eight pilots and four engineers. All had flight experience, having had elementary training in the US – which also meant there was no problem with the language, the whole course being in English. It began with a theoretical phase, consisting of technical knowledge, Mi-17 construction, helicopter systems and an introduction to the Czech Republic way of flying. Engineers focused on more detailed familiarisation with the Mi-17’s systems, including specific items such as the LPG-150 winch operation.

Cockpit procedure training (CPT) was next. The simulator consists of touch-screen displays imitating instrument boards and panels as well as the view from the helicopter’s cockpit. The CPT’s software enables switching between different variants of helicopters (Mi-17 or Mi-171Sh, for example), so the pilots are trained on the type they will later fly in Afghanistan. They learn procedures such as turning engines on, taxiing and taking-off plus emergency drills in the event of engine failure or low hydraulic fluid pressure.

In the real cockpit

After CPT training pilots go to the full flight simulator at Ostrava, which is classified as ‘Full Mission’ by its Russian manufacturer. ‘Classic’ flight training is conducted, including instrument flying, emergency procedures and practising ‘dusty’ landings. Crews

sometimes have difficulty in transitioning from Western helicopter types to the Mi-17 – in the former the pilot sits on the right, but on the left in Russian types. The air training centre owns three Mi-17 Hips. All have undergone a general overhaul in the past few years, during which the avionics were upgraded to civilian standards. The intensive flying course is reflected by a high-pressure environment for engineering personnel who have to complete all scheduled maintenance in time to avoid any delays to training.

From the customer’s view

Despite a few teething troubles, the initial course passed to the satisfaction of all parties; the pilots expressed satisfaction with the course and afm especially with the instructor team.

Above: The cockpit of the FFS (left) can be compared to the real thing (right). Below: A Czech Air Force Hip takes to the air during a training sortie for an Afghan student.

www.airforcesdaily.com

#298 JANUARY 2013

67

SU-25 FROGFOOT

Armoured

Workhorse Alexander Mladenov assesses the latest developments in the Sukhoi Su-25 Frogfoot programme

L

AST MAY, the Su-25 programme in Russia was given a major boost when former Russian Air Force (RuAF) chief Col Gen Alexander Zelin, currently an adviser to the Russian defence minister, said the service’s new-generation attack aircraft will be based on the Sukhoi Su-25UB twoseater. According to Zelin, the restart of the production of this new Frogfoot derivative with its vastly improved nav/attack suite and r e f i n e d airframe has already been included in the state armaments procurement programme in Russia, but this has yet to be confirmed. The new two-seat Frogfoot derivative is going to be produced at the Ulan-Ude Aviation Plant (U-UAP), which is controlled by Russian Helicopters Holding Company, the traditional manufacturer of all two-seat versions of the Frogfoot. The enhanced, all-digital nav/attack suite of the new-build Frogfoot will feature a dedicated weapons system operator in the rear seat to manage the complex mission equipment; as Col Gen Zelin noted, two pairs of eyes are better than one. The aircraft is set to employ new – still undisclosed – digital targeting and communication systems and precision-guided weapons while retaining the earlier versions’ features for lowaltitude close air support (CAS) operations, such as extensive armour protection and the ability to operate from unprepared airfields. The announcement has put an end to speculation that the obsolete Su-25 would be replaced in RuAF service by an attack derivative of the new Yakovlev Yak-130 jet trainer. Although promising a reasonable range of weapons and combat load, the singleseat attack aircraft based on the Yak-130 was eventually rejected by the RuAF authorities, mainly on the grounds of insufficient pilot armour protection.

A Su-25SM and Su-25UB operated by the Lipetsk-based combat training centre seen on final approach. Andrey Zinchuk via Alexander Mladenov

Frog-footing into the 21st century

The Su-25 is the only RuAF jet designed from the outset in the 1970s as a CAS platform, and it still remains highly effective – thanks to a set of unique design

68

#298 JANUARY 2013

www.airforcesmonthly.com

‘The single-seat attack aircraft based on the Yak-130 was eventually rejected by the RuAF authorities, mainly on the grounds of insufficient pilot armour protection’

www.airforcesdaily.com

#298 January 2013

69

Su-25 Frogfoot attributes such as excellent low-level manoeuvrability, extensive armour protection for the pilot and vital systems as well as superb visibility from the cockpit. The Frogfoot sports a relatively uncomplicated, yet very robust, airframe combined with many combat survivability features and reliable powerplants – all of which were to meet stringent 1970s Soviet Air Force requirements that also called for affordability, capability to deliver a heavy bomb load, ease of handling and maintenance and the ability to operate from austere bases close to the forward edge of the battle area. Pilots report that the Su-25 is very agile and easy to fly, accelerating and decelerating rapidly while in diving attack run, and say it is a stable platform for delivering air-to-surface weapons from low level, albeit with an obsolete and unreliable nav/attack suite. The faithful and affordable Frogfoot has been deployed extensively by Russian air arms in all the local conflicts that have erupted around the fringes of the former Soviet empire since its dissolution in 1991 – and the type is still considered a valuable weapon in Russia’s own war on terrorism in the North Caucasus region. The RuAF today maintains an active fleet of around 200 Su-25s, operated by four front line aviation groups (three of them featuring two component squadrons and the fourth one composed of three) plus another composite squadron permanently deployed outside Russia (at Kant in Kyrgyzstan). Additional Frogfoots are operated in Russia by a combat training and aircrew conversion centre (Lipetsk), a flight training centre (Borisoglebsk, where the 209th Training Airbase is stationed) and a test and evaluation centre (Akhtubinsk).

Above: The Su-25 was the first mass-produced jet in the former Soviet Union purposely designed for the close air support (CAS) role. In its upgraded form, designated as the Su-25SM, it still represents a simple, effective and survivable attack workhorse. Andrey Zinchuk via Alexander Mladenov Below: Five Su-25s and a Su-25UBM leader seen generating smoke trials in the colours of the Russian flag during the opening fly-by of the Russian Air Force’s 100th anniversary airshow on August 12, 2012. Key – Gary Parsons

70

#298 January 2013

Above: The RuAF maintains an active fleet of around 200 Su-25s, operated by four front line aviation groups (with nine component squadrons), two training centres and a flight test centre. Alexander Mladenov

The current Su-25 fleet in Russia originally had an assigned service life of 2,000 hours or 20 years, whichever was reached first. But since the 1990s the type has been subject to a number of phased service life extensions aimed at increasing both the time between overhauls (TBO) and retirement time to 16 and 27 years respectively. Under current planning assumptions, and with no clear replacement in the foreseeable future, the tough and dependable Frogfoot is set to remain in service until at least 2025, while the new-build two-seaters will continue serving at least until 2045. The average age of the current RuAF fleet is approaching 25 years, though all the single-seat Frogfoots flying today with the front line regiments are considered little-used, with fewer than 1,000 hours’ airframe time on each. Vladimir Babak, President and Designer General of the Sukhoi Shturmoviks company (the design authority for the type), claimed that development works and flight tests carried out in 2009 would eventually enable the Su-25’s service life to be doubled – allowing the type to be used, at least in theory, for 25 to 30 more years. Initially, the single-seater’s service life was to be extended to 2,500 hours: in 2009 Babak claimed the figure can be increased safely to 4,000 hours while the airframe structure could be good, in terms of fatigue life, for up to 10,000 hours. He noted, however, that the Su-25UB two-seaters saw much more intensive use in the 1990s and 2000s, accumulating around three times more flight hours than the singleseaters and estimated at 2,500 hours. Furthermore, the Su-25UB’s high-lift devices result in higher inflight loads on the wing structure than on its singleseat counterpart; as a consequence, the variant has accumulated considerably more fatigue damage, www.airforcesmonthly.com

which has rapidly consumed its service life.

Affordable upgrade embraced

The Su-25 in its non-upgraded form is essentially the same basic low-level attack aircraft with austere avionics outfit that entered service in 1981. To remain in service for ten to 15 more years with the RuAF, the Frogfoot needs extensive refurbishment and upgrades to address several key shortcomings that make it less effective and vulnerable on the modern battlefield. As threats on the ground become more sophisticated, armour protection alone is insufficient to provide an adequate level of combat survivability. This was demonstrated during the August 2008 conflict between Russia and Georgia, fought over the breakaway territory of South Ossetia, where the faithful Su-25 proved to be the star player as it was the only CAS asset available to the Russian ground forces. RuAF Frogfoots mainly employed rockets in multiple low-level shallow-dive attack runs, but the aircraft suffered badly from attacks by shoulder-launched, heat-seeking surface-toair missiles mainly fired by friendly forces. Su-25 losses in this conflict amounted to three aircraft; another three sustained serious damage and were subsequently withdrawn from use. The need to extend the Su-25’s service life, and

Above: The Su-25SMs of the Budennovsk-based regiment had their baptism of fire in the five-day conflict with Georgia in August 2008. Andrey Zinchuk via Alexander Mladenov

Ukrainian Su-25M1/UBM1 – poor man’s upgrade THE SINGLE-seat Su-25M1 and the two-seat Su-25UBM1 represent a simplified and low-cost upgrade standard adopted for the Ukrainian Air Force. The main contractor for the upgrades is the MiGremont company of Zaporozhye, a specialised repair plant, while all the components of the newly-integrated avionics package were supplied by Ukrainian companies. The M1 standard replaced a number of important components of the Su-25’s original KN-23-1 navigation suite and the SUO-8-1 attack suite, improving navigation and weapons delivery accuracy. In an effort to keep prices as low as possible, no fuselage, cockpit or powerplant alterations have been introduced. There are plans for another upgrade standard, dubbed Su-25M2/UBM2, featuring a new laser rangefinder/designator system, colour multi-function displays in the cockpit and other avionics improvements. However, the upgrade is likely to be only partial, or abandoned altogether, due to a lack of funds in the Ukrainian defence budget. Principal components of the M1 standard include the new ILS-39 digital weapons sight (also known as ASP-17BTs-8M1); and the SN-3307 GPS receiver which, integrated into the existing KN-23-1 navigation suite, enables the Su-25M1

Above: The Su-25UB’s wing high-lift devices are different to those of the single-seat version resulting in higher aerodynamic loading and, as a result, greater fatigue damage. Andrey Zinchuk via Alexander Mladenov and the Karat flight data recorder. The arsenal to perform navigational (blind) bombing of the upgraded Ukrainian Frogfoots has been against targets with known positions, achieving expanded with the S-13 122mm rocket fired accuracy of 30 to 50m (100 to 160ft). In addition, from five-round B13 pods. the new digital weapons sight enables weapons The Su-25M1/UBM1 standard was formally delivery from much higher altitudes – up to commissioned into Ukrainian service on March 6,000m (19,800ft) – and is said to have demon16, 2010, with the first three upgraded and strated 30% better accuracy than the Su-25’s refurbished aircraft – two Su-25M1s and one original sighting equipment. The SN-3207 GPS Su-25UBM1 – taken on strength by the 209th receiver also enables repeated attacks against Attack Aviation Brigade stationed at Kulbakinotargets with known positions and return to the Nikolaev. In November 2011 two more upgraded airfield without using ground-based navigation single-seaters followed. Up to 16 upgraded aids. There are, however, pilot reports that it is Frogfoots were originally scheduled to be taken not easy to use (especially at low altitude) due to on strength by 2016, but this is questionable due some ergonomic issues. to underfunding. In addition to the Ukrainian Other components in the Ukrainian upgrade air arm, two similarly upgraded Su-25UBs were include a new air data system delivered to Equatorial Guinea during 2007. with digital output, a new radio

Right: The RuAF’s existing Su-25UB two-seaters saw more intensive use than their single-seat counterparts, accumulating three times more flight hours. Andrey Zinchuk via Alexander Mladenov

www.airforcesdaily.com

#298 JANUARY 2013

71

SU-25 FROGFOOT

Above: Frogfoot pilots report that their mount is very agile and easy to fly, a stable platform for delivering air-tosurface weapons from low level – though featuring an obsolete and unreliable nav/attack suite.

Andrey Zinchuk via Alexander Mladenov

enhance the mission avionics capability of the front line fleet, started to be addressed seriously in the late 1990s when it became clear that the over-sophisticated, untried and relatively expensive Su-25TM would not enter squadron service in the near future, if at all. Initially, the Sukhoi Shturmoviks company proposed that the basic Frogfoot fleet in Russia should be extensively upgraded through the introduction of an integrated digital nav/attack suite, with most components borrowed from the Su-25TM. In its full-scale form, this was to include the Phazotron Kopyo-25SM radar in the nose, a twopod-mounted electronic warfare suite and a fullydigital nav/attack suite along with a reduced radar cross-section afforded by radar-absorbent coatings and a new type of paint. However, the eventual upgrade approved by the RuAF in 2000 proved to be considerably reduced as the air force decided to invest in its Su-25s flying for two decades to come, providing some modest avionics enhancements combined with airframe refurbishment to extend the Frogfoot’s service life up to 2,500 hours. The Su-25SM (stroyevoy, modernizirovannyi – line upgrade), as conceived in the early 2000s, could be regarded as a relatively low-cost approach to bring the analogue Frogfoot into the modern digital age,

with the eventual procurement of upgrade kits expected to number between 100 and 130 units. This is believed to have covered approximately 60 to 70% of the RuAF active single-seat fleet as operated in the early 2000s. The Su-25SM’s all-new PRnK-25SM Bars nav/ attack suite is built around the BTsVM-90 digital computer, borrowed from the Su-25TM. Most of the analogue components of the original KN-23-1 nav/attack suite (which suffered from poor reliability) were replaced by new digital equipment. Navigation precision provided by the new PrNK25SM suite is said to be within 46ft (15m) using

satellite correction and 660ft (200m) without it; this improvement became possible with the integration of the A-737-01 GPS/GLONASS satellite navigation receiver, providing accuracy of around 0.2% deviation from track on a typical route. Such accuracy, in turn, facilitates precise navigation (ie, non-visual) bombing in poor weather, and at night, against fixed targets with known positions using unguided bombs. The new equipment with increased automation and self-test capability allowed for a reduction in pre- and post-flight servicing of some 25 to 30%. Combat survivability was also enhanced by the relocation of important equipment such as radios from the vulnerable tail section to better-protected locations in the forward fuselage. A new head-up display (HUD) was also added: the KAI-1-01, providing double the field of view of the simple ASP-17BTs-8 electro-optical sight. Other components incorporated during the upgrade include a multi-function cockpit display (used to display a digital map, flight/navigation and tactical information), RSBN-85 short-range aid to navigation, ARK-35-1 automatic direction finder, Karat-B-25 flight data recorder, Berkut-1 video recording system, Banker-2 UHF/VHF comms radio, SO-96 transponder and a L150 Pastel radar warning receiver. The Su-25SM’s R-95Sh engine was

Above: The over-sophisticated Su-25T/TM failed to attract funding from the Russian defence ministry – leaving the ‘SM’ upgrade of existing Su-25s as the preferred option for the air force. Andrey Zinchuk via Alexander Mladenov

An eight-ship Su-25SM formation performs a low-level attack against an area target using FAB-500ShN high-explosive retarded bombs. Andrey Zinchuk via Alexander Mladenov

72

#298 JANUARY 2013

www.airforcesmonthly.com

Flight testing and fielding In March 2001 the first two RuAF Su-25 singleseaters and one Su-25UB twin-seater were handed over to the Russian defence ministry’s Kubinka-based 121st Aircraft Overhaul Facility for upgrade. The original plan called for the first of the upgraded single-seaters to take the air in midto-late 2001, with testing complete by early 2002. The programme suffered delays but eventually the first Su-25SM prototype, wearing the serial ‘33’, took the air on March 5, 2002 in the hands of Sukhoi test pilot, Igor Solovyov, and completed its test and evaluation programme in 2006. The initial test phase, so-called ‘factory testing’, took some 40 flights; the more comprehensive next phase, state testing and evaluation carried out by the RuAF, took 400 more. It was carried out by the 929th Flight Test Centre at Akhtubinsk. The first upgraded Frogfoot, designated Su-25SM-1, was joined during testing and evaluation by three more aircraft, designated SM-2, SM-3 and SM-4. The first batch of six production-upgraded Su-25SMs was officially handed over to the RuAF on December 28, 2006 with six more upgrades following in 2007 and another eight in 2008. In 2009, 12 Su-25SMs were rolled out; in 2010, 12 and in 2011, eight. In 2012 another batch of 12 upgraded Frogfoots was reported to have been funded by the Russian Government. The first six production-upgraded Frogfoots were delivered initially to the RuAF’s Lipetsk-based combat training and aircrew conversion centre before deliveries switched to one of the squadrons of the 368th ShAP. This combat-hardened front line unit, based at Budyonnovsk in the southern part of Russia, took on strength its first six Su-25SMs during mid-2007. During the war between Russia and Georgia in 2008, all of them were used in anger, operating together with some 24 non-upgraded Su-25s. The Su-25SMs operated as leaders of pairs, together with non-upgraded Frogfoots. Currently, the Budyonnovsk-stationed Frogfoot unit is known as an aviation group, assigned to the 6972nd Air Base, headquartered at Krymsk, and has three Su-25 squadrons, two of which are equipped with upgraded aircraft. By mid-2012 there were 55 upgraded Frogfoots in RuAF service, operated by three front-line attack aviation groups plus a few more serving with the aircrew combat training and conversion centre at Lipetsk and with the flight test centre at Akhtubinsk. One of the squadrons of the attack aviation group stationed at Tchernigovka airfield and assigned to 6988th Air Base (headquartered at Khurba) has converted to the upgraded aircraft. The third RuAF front-line unit to take the Su-25SM2 is the two-squadron aviation group assigned to the 6972nd Air Base at PrimorskoAkhtarsk airfield on the shore of the Azov Sea in southern Russia. In April the Russian defence ministry announced that 80 more Su-25s are scheduled for upgrade by 2020. Frogfoot upgrades are to be conducted at a rate of 12 aircraft a year at Kubinka. Currently, the facility is performing a three-year RUB 4,846 billion (about $160 million) contract for overhauling, life-extending and upgrading a batch of 36 aircraft. The specific upgrade standard adopted under the contract is Su-25SM2, test and evaluation for which was completed in 2011. The first upgraded and life-extended Su-25UBM two-seater flew for the first time on December 11, 2008; in 2009 another example joined the test and evaluation phase which was completed by the end of the year after 85 successful sorties. The first production-standard Su-25UBK was expected to be delivered to the Budyonnovsk-based aviation group in 2012.

www.airforcesdaily.com

Above: The cockpit of a non-upgraded RuAF Su-25 single-seater. Andrey Zinchuk via Alexander Mladenov

given an anti-surge system to improve resistance to ingestion of powder gases during gun and rocket salvo firing. The combination of the new HUD, weapons computer and nav/attack system digital components promised significantly improved precision when employing unguided ordnance – said to be up to three times better. It is notable that no new TV-guided precision-guided mentions were added to the Su-25SM’s weapons suite in its original guise, but its air-to-air capability was expanded with the R-73 highly-agile missile (albeit without helmet-

mounted cueing). Newly-added ground attack weapons included S-13T 130mm rockets (carried in five-round B-13 pods) with blast-fragmentation and armour-piercing warheads; in addition, the Su-25SM was made capable of launching existing Kh-25ML and Kh-29L laser-guided missiles while in horizontal flight and firing two missiles at two different targets in a single firing pass. The GSh-30-2 cannon with 250 rounds received three new reduced rate-of-fire modes (at 750rpm, 375rpm and 188rpm) to increase the number of firing passes and allow for 20, 40 and

Above: Frogfoot pilots enjoy good side protection: they sit in a titanium armoured ‘bath’ and are provided with armour protection above the ejection seat. Andrey

Zinchuk via Alexander Mladenov

Right: Who says the Russians haven't got a sense of humour? Andrey Zinchuk via Alexander Mladenov

#298 January 2013

73

Su-25 Frogfoot

Above: The average age of the current RuAF fleet is about 25 years, but single-seat Frogfoots flying today with the RuAF’s frontline regiments are considered ‘little-used’, each having fewer than 1,000 hours’ airframe time. They are set for long service with the type expected to be used for 25 to 30 more years. Andrey Zinchuk via Alexander Mladenov

80 seconds of total firing time respectively. The Su-25SM was also given new BD3-25 under-wing pylons. Overall weight savings with the use of new, lighter equipment and avionics are around 660lb (300kg).

Su-25SM3 – the definitive RuAF upgrade standard

The enhanced Su-25SM3, a new upgrade standard tested for the first time in 2011, adds a host of further improvements such as a new mission computer. This makes the aircraft compatible with the newest digital weapons in RuAF service, such as

satellite-guided bombs, and opens up new attack profiles in poor weather. It is thought the SM3 standard is also capable of deploying the KAB500Kr TV-guided bomb and the Kh-29T TV-guided missile; the upgrade also introduces an all-new communication system (including equipment for encrypted communication), new IFF and a new video recording system. The Su-25SM3 also boasts the Vitebsk-25 selfprotection system with a two-pod L-370-3S digital jammer system (accommodated on the two outermost wing pylons previously used to carry R-60 air-to-air missiles), covering the frequency

Above: All Su-25SMs upgraded before 2012 are to be brought to SM3 standard during their next main overhaul in the second half of the decade. The last pre-2012 aircraft was on display at Zhukovsky in August. Key – Gary Parsons Below: A group of Budyonnovsk-based Su-25SMs seen during the ‘Union Shield’ exercise at Astrakhan-Privolzhsky airfield near Ashuluk range in September 2011. Andrey Zinchuk via Alexander Mladenov

74

#298 January 2013

band from 7 to 10 GHz, in a bid to bolster its selfprotection capability, described as faster than the previous-generation analogue systems. Vitebsk-25 also includes a new directional infrared jammer system for the aircraft’s rear and lower hemisphere, operating in conjunction with Reagent ultraviolet missile approach warners; this is a derivative of the L-370P-2 jammer used in the Vitebsk (export name President-S) integrated self-protection of the Kamov Ka-52 attack helicopter. The 500kg (1,100lb) KAB-500S satellite/INSguided bomb was first seen being carried by a Su-25SM in early 2012 (on an aircraft operated by the 929th State Flight Test Centre at Akhtubinsk). This new-generation stand-off weapon, based on the body of the widely-used FAB-500M-62 highexplosive bomb, is provided with GPS/GLONASS and INS guidance kit. It is said to be capable of achieving circular error probability (CEP) in the region of 33ft (10m). The SM3 upgrade configuration is to be introduced in the production phase of the new-build Su-25UBM two-seaters, meanwhile all existing Su-25SMs upgraded before 2012 will be brought to SM3 standard during their next main overhaul in the second half of the decade. It is notable that the Su-25SM still remains a largely manual-operation aircraft, with very little in-flight automation or sensors assisting the pilot during target, search, identification and attack, day or night. A modern targeting pod, situational awareness datalink and video link are still among badly-needed components in the Su-25SM’s nav/attack suite. The reason for the lack of these high-tech pieces of kit on the Su-25SM is simple – the Russian defence electronics industry has been unable to offer any working targeting pods to enable precise day/night attacks from stand-off ranges using laser- and satellite/INS-guided bombs. A targeting pod would give the Frogfoot pilot greatly enhanced target detection and tracking capability; it would also enhance the aircraft’s combat survivability during CAS missions over a battlefield saturated with point-defence antiaircraft systems, allowing the Su-25 to strike targets with precision from further away (ie, from medium altitude in all weathers), well outside the reach of shoulder-launched surface-to-air missiles and afm small-calibre anti-aircraft artillery. www.airforcesmonthly.com

THE WORLD’S TOP MILITARY AVIATION MONTHLY

Unrivalled in its in-depth coverage from the world of military aviation, Combat Aircraft includes reports, expert briefings and special features on current military aircraft and industry matters. Illustrated with the finest images from the world’s leading aviation photographers, Combat Aircraft is your complete guide to the very latest military aviation issues.

JANUARY ISSUE INCLUDES: 604/12

FLYING AND FIGHTING IN THE F-117

JUST

£4.20

MI-24 ‘HIND’ IN FOCUS MiG MASTERS POLAND’S FIGHTER FORCE FUTURE EUROFIGHTER MONTANA EAGLES AND MUCH MORE!

AVAILABLE NOW From

and all good newsagents

SCAN HERE For latest subscription deals visit www.combataircraft.net To purchase

Digital version also available Available from

iTunes

Also available for PC & Mac from

Search: Combat Aircraft

FREE APP with sample issue. In app issues £3.99*App prices subject to change 821/12

Getting the Gripen

76

#298 January 2013

www.airforcesmonthly.com

Switzerland Meets the Gripen AFM reviews Switzerland’s Tiger replacement programme

Why the Swiss need a new fighter

, Lt Gen Gygax, has The Chief of the Swiss Air Force fighter to replace the outlined the rationale for a new to meet all our current rs ghte fi 50 to 40 need “We . Tiger ber. Currently the Octo in ingen Meir at tasks,” he said ets and 50 F-5 Tiger Swiss Air Force has 33 F/A-18 Horn ing the end of their IIs, but the latter are now reach since 1978. “If we are ce servi in been g havin useful life, nal operations natio inter g ortin to be involved in supp 70 fighters,” he added, elsewhere, we would need 60 to ral status within Europe hinting that Switzerland’s neut e. futur could change in the

With Ebenfluh firing range below, the pilot of the Gripen NG makes an exploratory sortie of the Axalp display area. armasuisse/Aldo Wicki

www.airforcesdaily.com

J

UST OV E R a ye ar ag o t h e Sw i ss Parliament shocked the international fighter aircraft market when it plumped for Saab’s JAS-39 Gripen as the preferred replacement for its fleet of aged Northrop F-5E Tiger IIs. It was a surprise because Dassault’s Rafale was expected to prevail, having ‘won’ the fighter evaluation tests against Gripen and Eurofighter’s Typhoon as long ago as 2008. But in the end it came down to money, and Switzerland simply couldn’t afford either Rafale or Typhoon. Defence minister Ueli Maurer defended the decision saying the latest, next-generation (NG) Gripen is a much more capable platform than the version tested in the fly-off. Opinion in the country was divided – the ruling conservative majority, comprising the Christian Democrats, Liberals and Swiss People’s Party, insisted the air force needed a new fighter for the nation’s long-term security, but the left-wing and Green minority in the coalition government didn’t want money spent on a new fighter at all. The air force had advocated purchase of Rafale as the best fighter for the job, and was unenthusiastic about the selection of Gripen.

Twelve months is a long time in politics

At the time of the announcement in November 2011, Maurer hinted that close cooperation with Sweden was already being considered, saying: “What is good for Sweden is good enough for Switzerland.” In February 2012 the National Council’s Defence Committee reviewed the government’s decision in favour of the Swedish fighter and, while critical of some aspects of the process, approved the Partial Tiger Replacement (TTE) programme to continue. Last March, the Federal Council proposed to defer the programme so that it could “harmonise with Sweden” on the purchase of the new aircraft, pushing back the intended delivery date for the first aeroplanes from 2016 to 2018. Sofia Karlberg from the Swedish Defence and Security Export Agency (FXM) said: “The partnership is a win-win situation for Sweden and Switzerland – it will enable us [both] to acquire aircraft at a lower cost.” Sweden is keen to replace some of its early JAS-39A Gripens with the updated JAS-39E Gripen NG, but requires a partner to justify setting up a production line; a minimum production run of 60 aircraft is considered necessary to make

#298 JANUARY 2013

77

GETTING THE GRIPEN it viable. The proposal was that it would be a government-to-government deal between respective defence agencies – FXM for Sweden and armasuisse for Switzerland. In April, defence cuts were announced by the Swiss Parliament – even with its intention to end conscription and move to a professional military force of 100,000 personnel, it reduced the defence budget for 2014 from CHF 5 billion to CHF 4.4 billion, but at the same time set aside an extra CHF 300 million per year in ring-fenced funding for TTE, fixed at a maximum of CHF 3.5 billion. Test pilots from armasuisse and the Swiss Air Force visited the Saab complex at Linköping in Sweden in May for three days of test flying the Gripen F. “We tested the flight performance simulating an operational air defence mission profile,” said Lt Col Fabio Antognini. “The flight was packed with test points. We were able to perform them all.” Bernhard Berset, chief test pilot at armasuisse, added: “We performed flight performance tests using an air policing scenario. We simulated a quick reaction alert and a maximum performance intercept to high altitude and supersonic speed. We tested the engine in the entire envelope and are pleased with the results.” All went quiet on the programme for a few weeks as detailed discussions between FXM and armasu-

Interim Gripen

Speaking at Meiringen, Lt Gen Gygax also confirmed initial operating capability (IOC) for Gripen E is expected in 2021; but before the first is received the air force will lease eleven MS 20-standard Gripens with eight JAS-39C single-seaters and three JAS-39D twin-seaters. Under this ‘Gripen Bridge Solution’, six aircraft will be delivered in the second half of 2016 and five in the first half of 2017. As Gripen Es are delivered, the ‘bridge’ aircraft will be returned on a one-for-one basis. Funding for the bridge solution is separate from the Gripen E contract and will cost an estimated CHF 44 million a year.

Above: Lt Gen Marcus Gygax briefs the audience at Meiringen on the benefits Gripen NG will bring. Georg Mader

isse progressed, leading to the partnership being officially acknowledged at Meiringen Air Base in Switzerland on June 29 with Swedish defence minister Karin Enström and her Swiss opposite number, Ueli Maurer, signing a statement of intent. A second report from the National Council’s Defence Committee on August 20 authorised a framework agreement between armasuisse and FXM to be signed on August 24. The accord drafted the equipment to be provided, prices, dates and timing of deliveries plus the acquisition procedure – however it “creates no obligations at present”, confirmed the report.

“We performed flight performance tests using an air policing scenario. We simulated a quick reaction alert and a maximum performance intercept to high altitude and supersonic speed. We tested the engine in the entire envelope and are pleased with the results”

Above: Over last summer Saab displayed a JAS-39D Gripen at several Swiss air shows, paving the way for the first appearance of the Gripen NG in October. Swiss Air Force Below: Saab’s Gripen NG demonstrator scorches through the Ebenfluh firing range during its display at Axalp on October 11. Key – Gary Parsons

78

#298 JANUARY 2013

It also confirmed the Swedish offer was fixedprice at CHF 3.126 billion with the government in Stockholm covering any cost over-run. There are planned-in future upgrades for the aircraft and only the single-seat Gripen E would be purchased “to avoid maybe being the only customer to operate Gripen F”. Two-seaters would present advantages in terms of training, but have operational disadvantages (no guns on board, less fuel available)

www.airforcesmonthly.com

and would be more expensive. The original plan had been to acquire 16 Gripen Es and six Gripen Fs. The document confirmed that the first deliveries of Gripen E for the Swedish Air Force are planned in 2018 with three aircraft in the first year and five in 2019; Switzerland will get 11 aircraft in 2018 and 2019 with the remainder by the end of 2021. What is also clear is the committee considers the Gripen E to be a new aircraft and not a development of the Gripen C – saying “the differences between the tested version of the Gripen aircraft and that to be delivered are important”, but also noting: “It is not great to see a noticeable difference between the aircraft subjected to evaluation and one that is finally delivered – [however] it is inevitable if you do not want to give up technical progress.” On cost, the report “believes that the political leadership within the Federal Department of Defence, Protection of the Population and Sport (DDPS) was prone, long before the official launch in early 2008, to prefer the cheapest model in order to buy the highest possible number of aircraft”. After the November 2011 decision Dassault offered Switzerland a deal of 15 Rafales, saying that they would prove just as effective as 22 Gripens. In Sweden the political process also continued – on September 20 the Swedish Parliament was notified of the defence ministry’s proposal to buy between 40 and 60 Gripen Es, dependent upon the Swiss deal going ahead. A decision will be made by the government in December, but is expected to be a formality as the parties that approve the acquisition hold approximately 80% of parliamentary seats. On September 28 the Swiss National Council’s Defence Committee’s August 20 report was approved, endorsing the deal signed on August 24.

Above and below: The Saab deployment was based at Emmen Air Base where armasuisse is located. Here the Gripen NG taxis out for its display on October 11. Mike Kerr

Gripen to Emmen

With the signing of the agreement the Gripen F was shown to the Swiss public for the first time during the Axalp live-fire demonstration on October 11 (see page 95). Two Gripens, Saab’s ’F demonstrator and a JAS-39D two-seater, flew into Emmen Air Base on October 3 for a two-week stay. Richard Ljungberg, chief test pilot at Saab, demonstrated the Gripen F to test pilots from armasuisse and the Swiss Air Force

over four test flights – which focused on air defence and air policing mission profiles with different weapon configurations including Infra Red Imaging System Tail/Thrust Vector Controlled (IRIS-T) as well as both Meteor and advanced medium-range airto-air (AMRAAM) missiles. “We were flying with two

Swiss pilots during the week and the aircraft performed excellently,” said Richard Ljungberg. “We are now looking forward to continuing the test flight programme in cooperation with armasuisse and the Swiss Air Force.” What was clear from a presentation given by the out-going Swiss Air Force chief, Lieutenant General Markus Gygax, at Meiringen Air Base on October 11 is that the service is now keenly awaiting delivery of its first Gripen. “It’s not the best, but it’s good,” he said, acknowledging the financial constraints the programme is under. The air force is now enthusiastic about its impending new toy, having given up any ambition of acquiring Rafale.

Not a done deal

Above: In 1993 the planned purchase of 34 McDonnell-Douglas F/A-18 Hornets was put to a referendum. It is anticipated that the proposed purchase of the 22 new Gripens will be subject to a similar process. Mike Kerr

www.airforcesdaily.com

Although much has happened over the past 12 months, the Gripen deal is not certain yet. The agreement is not a binding contract – this will be signed once all parliamentary processes in both countries have been completed. In Switzerland, the minority parties are hoping to force a referendum in 2014 on the Gripen purchase with the aim of getting the whole deal scrapped and the allocated money spent elsewhere in the domestic budget. A referendum was called in 1993 for the proposed F/A-18 Hornet purchase, which was eventually supported by 57% of the voting population, but times have changed and the need for a second fourth-generation fighter may not be afm quite so compelling to the electorate. #298 January 2013

79

GETTING THE GRIPEN

Getting the Gripen Georg Mader talked to the Swiss Air Force (SAF) commander (KKdt), Lt Gen Markus Gygax, shortly before he was due to leave office

x’s career Lt Gen Gyredga the surveillance wing of

Born 1950; ente . A member the SAF after pilot training in 1971 with the team ay displ e Suiss uille in the Patro er with an Hunter in 1974. Squadron Lead instructor pilot F-5E/F squadron in 1982. Lead from 1990 to ge colle Staff . 1985 in F-5E for the et introducHorn 8C/D F/A-1 1994. Head of the tion Brigade tion in 1994. Commander of Avia Department 31 1995 to 2003. Commander Ops of SAF der man Com Vice . 2003 of the SAF in (KKdt) and 2004 to 2009. Corps Commander 2012. Commander of the SAF 2009 to

AFM: You have been in command of the SAF for almost five years now. Your period has covered modernisation of the F/A-18 and several acquisitions, up to the recently selected ‘Super Gripen’. Do you think this ‘two-type spearhead’ is necessary for a small air force? Gygax: (laughing): “I know what is behind your question – namely the long-term future of the F/A18 Hornet. Believe me, this ‘one-type-only fleet’ matter was repeatedly brought up during the Tiger replacement discussions. Like most things in life, every solution has advantages and disadvantages. The single-type path provides an advantage in sav-

ings in running-costs, organisation and logistics – but when that single-type-fleet develops a fleetwide technical issue, the whole thing is grounded. Two types might be more expensive, but offer the advantage to have a back-up to protect national skies if the other type is grounded. And additionally, because you do not replace two types at once, say in cycles of 15 years, you always have the latest technology available to select from.” AFM: Is this push for the ‘latest technology’ a reason behind selection of the Gripen E? There were the Dassault Rafale and Eurofighter Typhoon in the competition that the manufacturers claim to be state-

“Nobody can look into the future. So you need to be prepared…”

80

#298 JANUARY 2013

www.airforcesmonthly.com

of-the-art, in some aspects more so than the ‘Super Gripen’. Gygax: “For us yes, I think. Apart from the US products of the latest generation, the F-22 or the F-35, there is no ground-breaking ‘design-revolution’ in sight. These two have the advantage of stealth, but on the other hand they have compromises in aerodynamics to retain that low-observability (LO) in combat. They have to carry their armament inside. In some scenarios the F-35 will have to carry auxiliary fuel-tanks and external armament. So stealth aircraft are – more or less – a compromise. If I look around worldwide, all-rounddesigns like Gripen, Rafale, Eurofighter and also the latest Russian Flanker models are the affordable state-of-the-art platforms. And they will remain such for decades to come. Therefore, the aircraft is not that important to me, but the sensors and weapons it comes with are. The computing power, situation-awareness, and man-machine-interface – all these are independent from the aircraft-type.”

the others are introducing – put it on top of technology while still providing affordability. The same applies to the projected electronic warfare and self-defence systems. So I am sure that the three critical tasks – control of airspace in times of peace, protection in times of tension, and impact in times of conflict – are covered by the chosen design.” AFM: Does this mean that a kind of peace now has returned to the SAF? There were leaks to the media of the evaluation reports and heated debates to prevent getting the weakest option. You signed reports recommending Rafale to the politicians… Gygax: “And I still stand by it! It would have been the most integrated solution. But the baseline

AFM: How do you counter the argument that little Switzerland, in the middle of peaceful Europe, will be ‘over armed’ with the 55 fighter-jets? For example, neighbouring Austria has just 15 Eurofighters.

AFM: Are all of these attributes and capabilities granted with the single-seat E-model Super Gripen? It was at the lower end of your evaluation report. Gygax: “Absolutely. When the JAS-39 was quoted as the least capable, this was due to the powerparameters of the smallest of the three jets, a single-engine design versus two twin-jets. We knew that from the beginning. But its sensors – like the AESA radar the demo Gripen NG has on board and

www.airforcesdaily.com

question is, does the selected solution fit into our future requirement and does it have new technologies. And the Gripen E does. Also the achievable number of jets is equally important. Quality, as well as quantity, plays a role, especially for a small nation. For its small airspace, warning time is essential and you sometimes have to be already airborne in your airspace. Therefore, the available number is really critical. Internationally – I can confirm this from conversations with other air chiefs – you have between 40 to 50% down at any time. We have 15 years of experience with Hornet to prove that. Thus fleet availability is a driving factor for the commander. With 22 Gripen Es and 33 F/A-18s we will have an ‘umbrella’ force I will be able to comfortably look back on from my retirement.”

Above: Lt Gen Gygax is a popular figure within the SAF and is often outspoken on issues. Georg Mader Below: A JAS-39D Gripen flies with a Swiss Air Force F/A18C during the evaluation trials in 2008. armasuisse

Gygax: “What happened in Austria was for partypolitical reasons and not military background. It is true that in central Europe, a war with air combat is just a mathematical risk. It has not happened to Switzerland for the last 70 years, since our pilots scrambled against the Germans and the Americans. But the role of combat jets is a daily reality – 300 to 400 times a year they are launched against non-corresponding or suspicious – unarmed – radar-contacts. At present ‘bottlenecks’ occur in availability at night and in bad

#298 JANUARY 2013

81

GETTING THE GRIPEN weather when only the Hornets can be used. But with only 33 jets we could ‘run out’, especially in time of tension. It is not a question of being ‘over armed’, but one of durability and sustainment.” AFM: The Swiss-Swedish undertaking is under a bilateral umbrella treaty. Next to the SAF there is armasuisse, RUAG, Saab, FXM and other agencies and organisations involved. How do they work together? Are you happy with their pace and performance? Gygax: “Yes I am. Following difficulties in the 1960s, we have learnt considerably. With the introduction of 110 Northrop F-5E/F Tigers – of which 54 are still in service – and with the acquisition of the F/A-18, we have made huge progress. From the share of offsets for the Swiss economy up to the assembly-involvement by RUAG [with the Hornet], the process has run smoothly.”

the former CHF (Swiss francs) 3.5 billion deal for the Hornets was fully compensated across large to small Swiss enterprises, the Swiss industry will be similarly working together with Swedish companies.”

AFM: But this time RUAG won’t be participating in the production of Gripen-E…

AFM: There is an interim solution included in the deal. Could you detail that?

Gygax: “That is right; they will be built in Sweden because the number is too small for assembly in Switzerland. But our national industrial assets will, of course, be involved in their support and operation. Within the so-called ISS [In-service-support] contracts, RUAG and others will be involved. Like

Gygax: “Of course. The whole project from top to bottom is an F-5 Tiger replacement. The federal council now wants to phase-out the F-5s earlier than 2021. It has agreed with Sweden that the SAF will lease eleven Gripen C/Ds currently in service with the Swedish Air Force. That will cost CHF 44

Above: Among UAVs being tested at Emmen by armasuisse is IAI’s Heron. armasuisse

million a year, while running the 54 F-5s costs us CHF 48 million a year. On the leased Gripen, Swiss pilots can be trained reducing delays in transition to the Gripen E. The Swedish will do something similar – they will also train and convert on the D-model and will not field a Gripen F two-seater.” AFM: Is it true that with the Gripen E you are planning to re-introduce ‘lost’ capabilities like reconnaissance and ground attack? Gygax: “That is correct. Capabilities like those that died with the Mirage-IIIRS [recce] and Hunter [air-to-ground] retirements are to be re-instated. While the undisputed main role of the 22 Gripens will be air policing and air defence, four of them we plan to equip with a recce pod in the [Rafael] Reccelite class, and eight will be additionally configured for a not-yet-decided precision armament for a secondary air-to-ground role.” AFM: Will the Swiss Super Gripen carry the METEOR beyond visual range [BVR] missile? Gygax: “Yes it will. METEOR is already included in the package. That is of high importance to us – future technologies again. If the airframe is not at the top level in power, the more its sensors and armament has to be on a par with others. METEOR will compensate whatever acceleration or climbrate [deficiencies] there might be. It is a logical next step from the AIM-120 on the Hornet.”

Above: The SAF’s fleet of 15 AS332 Super Pumas is being upgraded to TH06 standard (see AFM January 2012, p68 – 71). Key – Gary Parsons Below: Also under evaluation at Emmen is Elbit’s Hermes 900. armasuisse

82

#298 JANUARY 2013

AFM: How does Swiss politics and the public see your service’s call for such high-end assets like METEOR?

www.airforcesmonthly.com

Gygax (laughing): “Oh, very pragmatic, I would say. As we have seen in the referendums concerning the F/A-18s and other military matters, a majority understand and support the raison d’être of an army is national defence and the latter today is only possible by superiority in the air. It is also clear to them that in peacetime you don’t need a BVR weapon. For air policing you will be fine with the gun in most cases. But when foreign combat platforms around the world come with such BVR assets, most politicians – across all parties I spoke to – agree that Switzerland should also have this capability. I would guess that a good proportion of our population agrees to this, because nobody – also not in Austria – knows what will happen in ten or 20 years. Not even what will happen in two years, if you look to North Africa. Any serious person will say it is wise to be prepared – and we Swiss are often said to be too serious…” AFM: What if the federal council had opted for what the military originally wanted, Rafale or Typhoon? Gygax: “Then the public would crucify us, I guess. We always had an eye on the expected lifetime cost. Running 22 Gripen Es will cost about CHF 100 million a year. But you are quite right, as the least-cost platform was chosen, I did not expect widespread discussion in the media. I was wrong. But a referendum in 2014 is winnable with information and education, not by party politics. If we want this neutral Swiss Army, then it has to be well equipped. These facts have to be made clear to the voters by politicians and the military. AFM: What will be asked in that ‘non-mandatory but traditional’ referendum? Specifically about the type and the amount? Gygax: “The defence minister [Ueli Maurer] wants to include a so-called ‘Gripen fund-law’ of an annual CHF 300 million over the next ten years into his next statement to parliament. Total spending for the whole army will be CHF 4.7 billion a year. The parliament will decide next year and then – you can call it tradition – the population should endorse it in a referendum. Not on the type, but on the special fund within the defence budget. If it is rejected, the Gripen E cannot be purchased. But if it is agreed, there will not be a discussion on what’s in the package.” AFM: Following 9/11, the SAF has made agreements with neighbouring nations regarding cooperation and even cross-border pursuit in air policing. What is the daily status of these arrangements? Gygax: “With Germany, France and Italy we have a treaty concerning cross-border air policing and interception, should the need arise. Regarding Austria, we have close contact with the Luftstreitkräfte (air force) and are in negotiation for a similar agreement. This issue with Vienna has political issues that I do not know in detail and on which I will not comment. But I am optimistic it will be achieved.”

Above: Artist’s impression of the Gripen E in Swiss markings fitted with Meteor missiles. Courtesy Swiss COCKPIT

third or fourth model we will have a closer look at. By the middle of this decade we plan to reserve a budget to replace the current short-legged ADS95 system with a MALE [medium altitude long endurance] platform capable of operating at altitudes of 30,000ft [9,100m]. Not an armed or stealth type, but one suitable of covering airspace like ours for 30 hours with a sensor payload of 200-300kg [440-660lb].”

assets is the ideal solution, because nobody should believe that you would save any money with a tailored UCAV. They will be as expensive as a fighter jet. A UCAV will be a fighter jet with nobody on board. Therefore you need a lot of high-tech gear and personnel on the ground to let it execute a mission.”

AFM: Do you think UAVs could one day take over or replace manned combat-aircraft?

Gygax: “We operate 27 mid-weight Super Puma and Cougar transport helicopters and 20 EC635 light utility helicopters. That fleet will remain at this level in the foreseeable future, but the 15 Super Pumas are in an upgrade programme with RUAG to bring it on par with the Cougar, with searchlights and FLIR [forward-looking infrared]. Last April I accepted the first two – now designated TH06 because the programme was funded in 2006 – back into service. The rest are due to follow by 2014.

Gygax: “I don’t think so. They will be a narrow part of the spectrum of manned combat jets. Their advantage is that they are quiet; they have an enormous endurance and can deliver very precise intelligence. But they are not fast or manoeuvrable enough. What I can foresee is that they will do reconnaissance – what they already do today – and if they are large enough they will develop into a strike platform for specialised, offensive missions. But what is planned right now will not be usable for air policing or air-to-air combat.” AFM: Swiss industry is participating in the ‘nEURON’ unmanned combat aerial vehicle [UCAV] demonstrator study. Will your air force acquire this or a similar UCAV system one day? Gygax: “Well, as far as I know, nEURON is a flying stealth concept prototype. The question for today is would we introduce such a system, or go for a technology step in between with a larger and more capable recce-UAV. At the moment I think a step towards the latter – as our evaluation provides – is the right direction. Also I reject the notion that a modern air arm would have to decide between either combat jets or UCAVs. A combination of manned and unmanned

AFM: Any considerations regarding the rotary sector?

AFM: What about the ground-based air-defence assets? Once Switzerland even had Bloodhounds! Gygax: “You are right. But towards the end of this decade, a renewal of our ground-based air defence system is planned. Here we are looking for a system with the range of up to 50km (30 miles), but also for a gun-system for point-defence within the ‘last mile’. The Rapier system is only capable up to 3km (1.9 miles) and in the 1990s we lost the longrange BL-64 Bloodhound system.” AFM: What message would you pass to your successor, Divisionär Aldo Schellenberg? He is reported to be an economist, not a pilot, but a militia officer who once commanded an air-defence unit. Gygax: “Never change a winning team!”

afm

AFM: Aside the dominating Tiger replacement issue, are there other planned modernisations or acquisitions? Gygax: “Absolutely. We currently have an ongoing flight evaluation for a new unmanned aerial vehicle [UAV]. In September we tested the IAI Heron 1 at Emmen and at the moment [October 2012] are evaluating Elbit’s Hermes 900. Maybe there will also be a www.airforcesdaily.com

Above: Lt Gen Gygax is now convinced the Gripen E is right for Switzerland. armasuisse/Aldo Wicki

#298 January 2013

83

FORCE REPORT CROATIAN AF & AIR DEFENCE

Just a MiG Force... More than

Today, Croatia is a summer holiday destination and the trauma of war two decades ago is fading into history. Alan Warnes visited the Mediterranean nation and tells how the Croatian Air Force and Air Defence is facing up to the 21st Century

Right: All CAF pilots are being screened on the Czech-built Zlin 242L. There are five in the inventory, delivered between September 2007 and early 2008. Below: All five Croatian Air Force AT 802 Air Tractors sit on the ramp at Zadar. The fleet of smaller water-bombers allows the CAF to fight small fires and to get into locations like steep valleys which the Bombardiers cannot access.

84

#298 JANUARY 2013

F

ROM 1991 until independence in 1995, the Croatian people looked upon its military as saviours, as their fledgling army supported by an embryonic air arm fought Slobodan Milosevic’s troops during the breakup of Yugoslavia. The peak of its popularity came in the wake of Operation Oluja (Storm) in August 1995. In collaboration with the army of the Republic of Bosnia and Herzegovina, in Europe’s largest land offensive since the Second World War, it drove the Serb army out of the region of Krajina that it had held for four years. Fast forward just 17 years, and Croatia’s latest generation doesn’t appear to care too much about its military. For example, when the author spoke to one Croatian 20-year old about the Croatian Air Force and Air Defence (Hrvatsko ˘ ratno zrakoplovstvo i protuzracna obrana/HRZ i PZO/CAF) he said

“We don’t have a proper air force – just a bunch of old Russian fighters which don’t fly.” The truth is a little different. It has a small inventory of fixed-wing assets and capable fire-fighting and rotary-wing examples, served by enthusiastic professionals. Croatia joined NATO in 2009, nine years after entering the Partnership for Peace (PfP) programme in which it played an enthusiastic part, during exercises at St Dizier (France), Mihail

Kogalniceanu (Romania) and Graf Ignatievo (Bulgaria).

Pilot training

Those interested in joining the CAF will probably come from one of the state’s civilian technical universities; there is no air force academy. Should they have ambitions to become a pilot following their two years studying, they go through a ten-hour screening process at Zadar-Zemunik 93 Zrakoplovna Baza (93 ZB/93 Air Base), flying one of the five

www.airforcesmonthly.com

Zlin 242Ls acquired in 2007/08, to measure the student’s potential to become a pilot. As a student aviator they return to the Zlin 242L at Zadar air base, fast becoming the CAF’s premier air base, for 50 hours of elementary flying. This is the responsibility of the Eskadrila Aviona (EA/ Fixed Wing Squadron) flying the Zlins and PC-9. Note that CAF units no longer have numbers in their unit designation. Yugoslav-built UTVA 75s, left over from the old Yugoslav Air Force, played a major role in the early days of the CAF. They served from 1991 until 2008 when replaced as a basic trainer by the Zlin 242L. Today, one of the UTVA 75s (serial number 007) remains stored at Zadar, in preparation for joining the other preserved aircraft at the base. The other 11 UTVAs have all been disposed of. The small, two-seat single-engine Zlin 242L trainer has many advantages over the UTVA 75 it replaced. It is capable of sustaining +6/-3G and is economical with a fuel burn of 30 litres per hour at cruise, increasing to 50 during aerobatics. The flight manual states there is a 100kg (220lbs) weight restric-

Above: Until the Zlin 242L arrived the UTVA 75 had provided sterling service, first during the war with Serbia and then as a training aircraft. The fleet of around nine was withdrawn during 2007/8. This example sits in a hangar and is earmarked for preservation.

tion on each of the aircraft’s two seats, effectively stopping anyone heavier from flying it. Student pilots will fly solo in the Zlin after 17 of their 56 hours of basic training between May and August, during Croatia’s good summer weather. Like most air forces, the newly qualified pilots will then split between helicopters or fixed-wing streams. If destined for fixed-wing, they will head over to the EA’s PC-9s for 200 hours of advanced instruction in a course that lasts around two years. The advanced course is currently under review. In a bid to bring it in line with the training philosophy of NATO, instrument flying will be brought into the

course a lot earlier. The Croatian Air Force has 20 Pilatus PC-9s. The first three PC-9As (serial numbers 051, 052 and 053) were acquired in 1996 and then 17 more modern PC-9Ms were delivered from February 1998. The three PC-9As seldom fly these days and probably would be sold if a suitable purchaser could be found. Sixteen advanced training courses have taken place since the PC-9s entered service in 1997; Class 21 completed its screening in early August. There are some 35 flying instructors at the EA, 27 teach tactical flying and close air support (CAS) roles and basic fighter manoeuvres (BFM). Unfortunately, the CAF does not

carry out weapons training as part of the advanced training syllabus because none of its PC-9s are fitted with weapons pylons – one of the conditions stipulated by Pilatus when purchased. Tight export laws in Switzerland prohibit Pilatus Aircraft from building platforms for offensive missions. Consequently, none of the new generation of pilots has ever fired a weapon – a far cry from the first CAF pilots in the early 1990s. With so many advanced trainers and plenty of airspace to fly in, the CAF has a business opportunity. It could offer to provide its large fleet of PC-9Ms at around half the price of the two courses on which most European pilots are sent – at NATO Flying Training in Canada, and NATO Joint Jet Pilot Training at Sheppard AFB, Texas - to other countries trying to curb pilot training costs. However that will not happen while Croatia is unable to provide weapons training. The CAF did enter into an informal agreement with their Danish counterparts in 2008, which continued until 2010. The partnership saw Danish pilots fly a pair of Saab MFI-17s to Zadar for tactics/low flying and BFM

The 17-strong PC-9M fleet provides the CAF with significant training capacity. There is plenty of potential to expand the flying training at Zadar should other nations opt to use it. The EA formerly had a programme running with the Danish Air Force for a few years. All images by the author unless stated

www.airforcesdaily.com

#298 JANUARY 2013

85

FORCE REPORT CROATIAN AF & AIR DEFENCE training. Going in the opposite direction, several CAF pilots took PC-9Ms to Denmark where Danish pilots practised low-flying, and the CAF pilots undertook CAS training. While the PC-9 is primarily used to train pilots, it also performs other roles. The unit’s FIs fly six PC-9s in the Krila Oluje (Wings of Storm) aerobatic display team, which as a four-ship made its first performance on July 23, 2004 during the opening ceremony of the European sailing championship in Zadar. A year later, on August 5, 2005, during the celebration of the 10th anniversary of Operation Storm (Oluja) (see Oluja – Tenth Anniversary Flypast, October 2005, p78-82), the team was given its current name and has displayed at airshows all over Europe ever since – albeit as a fiveship team. There are a number of other tasks fielded by the EA which include: demonstration pilot training with the Zlin 242 and PC-9, reconnaissance support for the Coast Guard;

RECORDBREAKING FIRE-FIGHTING SEASON IN CROATIA

fire-fighting surveillance – flying across islands checking for fires; conducting regular and ‘on call’ monitoring flights over the sea and acting as a target for MiG-21 pilots to practise QRA intercepts. PC-9s have also been called upon to co-ordinate the rescue of holiday makers blown out to sea. More recently, a PC-9 was called upon to assist in the rescue of a

Above: This Bell 206 JetRanger is one of eight currently used for helicopter training, although not all are operational at one time. The EH has taught two foreign pilots as well as CAF members. Here, a flying instructor is going on a check ride for her Instrument Rating. Top and below: The Bombardier 415 can drop six tonnes of water in one go; it is a great weapon against forest fires in the summer. With six on strength and all operational during the summer, the fire-fighting squadron at Zadar is equipped to fight the biggest of fires. The 415s assisted with fires in Bosnia, Greece and Montenegro last year. Top image Croation MoD

86

#298 JANUARY 2013

foreign student on Mount Velebit who had been bitten by a poisonous snake. The two-man crew probably saved his life.

Rotary Instruction

On October 31, 1996, Croatia signed a deal for ten Bell 206B-3 JetRangers for helicopter training – a more suitable training rotarywing aircraft than the Mi-8 the squadron had been using for a year. In January 1997, 30 CAF members, including ten pilots, went to Bell Textron’s Fort Worth facility to commence training. Today eight Bells still remain with the Eskadrila Helikoptera (EH – Helicopter Squadron) after two crashed, fortunately with no injuries, one shortly after being delivered in October 1997 and the other about four months later in February 1998. Student helicopter pilots fly up to 465 sorties in the Bell 206, some 178 of them during basic training, with the bulk of the rest taken up by lead-in (86 hours), night flying (72) and instruments (72). The most recent course accommodated eight students, with

THE Aerial Fire-Fighting Squadron has been honoured for its outstanding contribution to the tourist summer season. The 'Tourist Flower – Quality for Croatia 2012', has been awarded by the Committee of the Croatian Chamber of Commerce and Croatian Radio and Television. During the fire-fighting season, from May 15 to October 31, the squadron is subordinated to the CAF Fire-fighting Task Force, which is organised every year to implement special measures for fire protection in Croatia. In those five-and-a-half months, the fire-fighting squadron’s six Bombardier 415s, four Air Tractor AT-802A Fire Bosses and one AT-802F helped extinguish 329 fires. Most of them were in Split-Dalmatia County, but the unit also helped out in Bosnia and Herzegovina three times and once in Greece. More than 2,400 flight hours were recorded, of which 1,600 hours were in direct support of fire-fighting and fire reconnaissance and 56,500 tonnes of water were dropped. In the last five years, the unit has tackled more than 1,300 fires, dropping water that would cover an area equivalent to about 18,000 football fields. The award was received on behalf of the squadron by its commander Major Davor Turkovic´ on Friday October 19 in Dubrovnik in a ceremony that was part of ‘Croatian Tourism Days 2012’.

www.airforcesmonthly.com

most of them heading onto the ˘ or Mi-17Sh Hip-H at Zagreb-Lucko Mi-8s at Split-Divulje, once they graduate. A Bosnian national is currently under training while a Macedonian graduated in 2010; the EH is the only CAF flying unit to train foreign pilots. During 2011 and 2012, the US Special Application Group sent over two veteran pilots, with thousands of hours of helicopter experience, to tutor Bell 206/Mi-8 and Mi-17Sh Hip flying instructors in night vision goggle (NVG) operations. On both visits the pair stayed a couple of months and provided each instructor with 30 hours of NVG training. Nearby Mount Velebit is a great place to train experienced pilots in tricky weather. Different air masses tend to collide over the mountain ranges and provide challenging flying conditions. The Czech Air Force has visited Zadar twice during its first sojourn the CAF’s own Mi-171Sh was used and the second time three of their own Mi-17s were brought along for Special Forces training. The Lithuanian Air Force is also a frequent visitor, having been to Zadar four times. There is serious talk about setting up a NATO Hip training facility at Zadar.

Above: A MiG-21UMD Fishbed-B flies low after a Tango sortie – intercepting a PC-9, as part of a QRA check. Intercepting slow moving targets is taking on increasing importance in the light of possible terrorist attacks. Below: The CAF continues to use a handful of MiG-21bis-Ds, which need urgent replacement.

Hips

There are two units flying variants of the sturdy and ubiquitous Mi-8/17 Hip. The Eskadrila Transportnih Helikoptera (ETH/ Transport Helicopter Squadron) is based at 95 ZB at Split-Divulje, the CAF’s most southerly air base, situated near Split International Airport with a ramp overlooking the sea. The squadron flies three veteran Mi-8Ts, which saw action during the Homeland War, Croatia’s name for the battle for independence from the Socialist Federal Republic of Yugoslavia in the 1990s, and serial number 215, a Mi-17-1VA Hip-N air ambulance, converted from an Mi-8MTV-1, which formerly served as a

Above: This early PC-9A is one of three that are all but withdrawn from use.

www.airforcesdaily.com

VIP transport for Croatia’s first President, Franjo Tudman, who died in 1999. Working alongside the three examples are seven Mi-8MTV-1 Hip-Hs acquired during 1992-93. The latter are also used for fire-fighting, which takes up most of their time in the summer months. For this role they carry Soko Flory fire-fighting buckets with a capacity of around two to two-and-a-half tons of water. However, the unit’s CO for three years, Major Tomislav Pušnik, justifiably describes his squadron as multi-role. “We have helicopters working with the Coast Guard, in the air ambulance role, firefighting, CASEVAC, transporting military forces and participating in

exercises. We have also operated as part of ISAF and KFOR in the past and we are justifiably proud of that” he told AFM. The unit deploys pilots and ground-crew to Kabul IAP, Afghanistan working as part of ISAF. Those who have participated are easily recognisable at Divulje because they still wear the lightweight grey flying suit issued for the posting, which are ideal for the hot Croatian summers. A second Hip unit was formed at ZagrebLucko in 2007 with ten Mi-171Sh Hip-Hs that were received from ˘ Russia as payment for outstanding debt. They too are a multi-role squadron, but most often perform as a transport squadron with an additional role supporting Special Forces.

Fixed-Wing Fire-Fighting

Pilots flying with Protupožarna Eskadrila (PPE/Aerial Fire-Fighting Squadron) located at Zadar, are unlikely ever to leave fire-fighting, as the squadron) CO, Major Davor Turkovic´, told the author ‘there is… no turning back’. He is looking for a particular kind of pilot too… He said “I want someone who will understand that fire-fighting is a lifestyle not a job. Someone who doesn’t mind being away from their family during the summer, who cannot take holidays during the fire-fighting season and doesn’t drink on the basis that they are on call all the time.” In a picturesque country like Croatia, an idyllic holiday destination for many, that is quite a sacrifice. Major Turkovic´, a veteran of 11 seasons as a fire-fighter with 12,000 water drops on the Bombardier 415 adds: “I prefer pilots with aggressive coolness.” Most fire-fighting pilots are happy with their lot, knowing they are guaranteed plenty of flying time – sometimes up to 300 hours a year, more than any other type in the CAF. There are six Bombardier

#298 JANUARY 2013

87

FORCE REPORT CROATIAN AF & AIR DEFENCE

Above: An Mi-8MTV returns to Split-Divulje with a Flory fire-fighting bucket after successfully extinguishing a fire with another Hip on Brac Island, off Croatia. The previous day the helicopters fought fires near Zadar for some ten hours.

415s along with five Air Tractor Inc AT-802s based at Zadar; they flew a record 2,200 hours in 2011, a figure topped in 2012. The three amphibious Fire Boss AT-802As are all mounted on floats. One twinseat AT-802F and an AT-802A Fire Boss are fitted with conventional wheeled undercarriages. When the aircraft were acquired in late November 2007/July 2008, a two-seat Fire Boss was not available, but they are today and the purchase of such a machine would shorten the length of time new pilots require to become operational. The last of the six Bombardiers were delivered as recently as June 2009 and February 2010.

Transports and Fighters at Zagreb

Croatia’s Zagreb International Airport hosts two military units at the co-located 91 ZB known

88

#298 JANUARY 2013

as Pleso Air Base. The Eskadrila Transportnih Aviona (ETA Air Transport Squadron) has been operating two An-32B Clines since 1995, but only one is airworthy now. These powerful workhorses are reaching the end of their careers and are likely to be replaced by a cheaper, more modern option. The CAF is looking seriously at the Pilatus PC-12 although, with the Swiss transport capable of carrying nine passengers as opposed to the Antonov’s 50, a CASA 295 or Alenia C-27J would be a more appropriate replacement. The sound and fury of MiG-21s continue to remind the people of Zagreb of the military presence at the airport. Not being the most modern of fighters, they are ridiculed by much of the population who simply don’t understand that these vintage aircraft are still doing a worthwhile job. Officially

the CAF has four two-seat MiG-21UMD Mongol-Bs and six MiG-21bis-D Fishbeds assigned to the Eskadrila Borbenih Aviona (EBA/Air Combat Squadron) but the cost of spares is taking a toll on the fleet, so only a handful are serviceable. The letter ‘D’ after MiG-21bis means Doraden

(Upgraded). In 2003/4 eight MiG-21bis were sent to Aerostar in Romania where they were fitted with kit mounted on Romanian MiG-21 LanceRs and modernised to provide NATO interoperability with a Honeywell ILS (VOR/ILS and DME), a GPS receiver, a new NATO-compatible IFF system and Rockwell Collins’ communications equipment. Two MiGs sit armed on quick reaction alert (QRA) in case unidentified aircraft approach Croatian airspace. All the Fishbeds, are now permanently based at Pleso. While the Russian classics are in desperate need of replacement, with EADS (Eurofighter), Saab (Gripen) and the US (F-16s) all offering a more modern solution, the Croatian Government cannot afford them. Until a new fighter joins the CAF, most of the public’s perception of its air force – will be just like the views of the young man the author met – ‘outdated and doesn’t do a lot’. However, nothing could be further from the truth, as Croatia plays a much more active role in NATO than many other countries that have joined the alliance afm over the past ten years.

Above: This Mi-17-1VA is a former presidential helicopter that has been converted into an air ambulance. It spends much of its time rescuing foreign holidaymakers during the summer season. Below: The two Antonov An-32B Clines are at the end of their service lives and only one remains flying.

www.airforcesmonthly.com

e r ag ly e ste nt va 0% th ot gi ad r 2 on Qu re ke ou s M nt! ou Ta f y rce cou en y o o s h r F di w Ai er D ad _A re FT M P_ M

12th Annual

11 – 13 March 2013, Institute of Physics, 76 Portman Place, London, UK

Request your free VIP Pass

All serving International Flag Officers 1* and Above Attend as VIP Guests

The Community’s Forum for the Discussion of Military Fixed Wing and Rotary Flight Training Requirements, Capabilities and Technologies Military Flight Training 2013’s Global Speaker Faculty Includes:

Brigadier General Werner Epper,

Commander Air Force Training Unit 31, Swiss Air Force

Major General Slawomir Kaluzinski,

Deputy Commander & Chief of Air Training, Polish Air Force

Brigadier General Scott Vander Hamm, Director Plans, Programs and Assessment, Air Education Training Command, US Air Force

Group Captain Mark Brown, Deputy Director Flying Training, Number 22 (Training) Group, RAF

Colonel Dale Van Dusen, T-X Program Manager, Aeronautical Systems Center, US Air Force

Register Now to Benefit From:

• Essential market knowledge grained through interactive

• Lengthy face to face networking opportunities to grow

• A rare opportunity to learn, share and connect with the

• Increase market opportunities through the negotiation

discussions of the latest flight training programmes

decision makers responsible for the T-X programme, UK MFTS and more

Chairing Conference Sponsor:

Associate Sponsors:

and develop strategic relations

of new business partnerships with the leading OEM’s vying for lucrative contracts upwards of $7.5 Billion. Media Partner:

TACTICAL FLIGHT TR AINING SYSTEMS

Register online at www.militaryflighttraining.com | Tel:+44 (0)207 368 9737 | Email: [email protected]

Quote your discount code MP_MFT_AD to benefit from your 20% discount

MFT_FP_AD.indd 1

22/11/2012 11:00

EXERCISE REPORT ZLOT 2012 The conformal fuel tanks on this Lockheed Martin F-16D give the Fighting Falcon a much more menacing appearance. It carries AIM120 AMRAAM on the wingtip rails. All images Piotr Łysakowski

ZLOT 2012 is the biggest and most important field training exercise in Polish military aviation, reports Krzysztof Kuska

A ZLOT of Action! T

HIS YEAR’S ZLOT, the sixth to date, was held at Krzesiny Air Base near Poznan´-Ławica and the nearby Air Force Training Centre at Kiekrz. Unit commanders and officers responsible for training from the Polish Air Force, navy and army took part in examinations to prove their leadership abilities in air operations. About 50 aircraft took part in the exercise from October 2 to 4. According to Polish flight regulations, all military pilots have to take annual exams. During the first day, flight and combat skills were tested by performing combined operations (COMAO) – pilots had to execute tactical interception, sweep and escort missions while in the evening pass exams related to the exercise. While flying as part of the COMAO formation the pilots performed live-fire missions on the 21st Central Aviation Firing Range in Nadarzyce in the north of the country where Su-22 pilots dropped ZAB-500Sz training bombs and fired NR-30 cannons; F-16 pilots dropped BDU-33 practice bombs and fired their M61A1 Vulcan cannons and Mi-24 Hind

90

#298 JANUARY 2013

helicopters attacked targets with S-5 rockets. Elsewhere MiG-29 pilots were tasked with interception of TS-11 Iskra trainers and transport aircraft crews had to find specific objects near the Powidz Air Base 35 miles (56km) to the east and show up at Krzesiny airfield at a specified time (with an accuracy of 30s) to pass their particular exam. The second and third day of training was filled with lectures connected with flight safety and a discussion about lessons learned from participation in Red Flag Alaska 2012 (see AFM September 2012).

Above: A Soviet-era type with a more certain future than the soon-to-be-retired Su22 Fitter is the MiG-29 Fulcrum-A, flown by 1 and 41 Tactical Air Squadrons. Below: On October 2 the press was given the opportunity to watch a display of the Aircrew Contamination Control Area where they could observe procedures connected with pilot and aircraft decontamination.

www.airforcesmonthly.com

EXERCISE REPORT VOLCANEX 2012

From October 15 until 25, the biennial Exercise VOLCANEX was held at the disused airfield of Vouziers-Séchault in France, around 30 miles (50km) east of Reims in the Ardennes. Joris van Boven reports.

VOLCANEX

V

OLCANEX IS organised by the European Air Group (EAG) to train for the extraction and/or evacuation of civilians during a crisis. This year the French Air Force (Armée de l’Air) added two extra exercises (AIREX and BAPEX) to VOLCANEX. The seven EAG member states of France, UK, Germany, Italy, Spain, Netherlands and Belgium were joined by Norway and Sweden to train together in order to implement standardised procedures for evacuations. A remote operating airfield is used in ‘unfriendly’ territory from which civilians will be evacuated by air. During the first week the focus is on establishing an operational air base in enemy territory that can handle transport aircraft. A Combined Air Terminal Operation (CATO), field hospital, evacuation centre, airfield protection unit, airfield support unit and a mobile control tower were all set up to handle aircraft and helicopters. Forces would protect the air base on the ground, while the jets of the AIREX segment would protect it from enemy fighters. During the second week, the recovery and transport of the civilians took place – volunteers were collected from various locations around the area and transported by ground forces to Vouziers air base to be evacuated by air in a C-130 Hercules or C-160 Transall. The next VOLCANEX will be in 2014 in the United Kingdom.

www.airforcesdaily.com

Top: German Air Force ‘Shock 21’ flight, two Typhoons from JbG 31 and JG 73, refuel from an A310 MRTT during Exercise Volcanex. Timm Ziegenthaler Above: Civilian ‘evacuees’ walk to a waiting French Air Force C-160 Transall. Left: Brigadier General D Miguel Angel Villarroya Vilalta from the Spanish Air Force said: "There is a real interoperability between nations. We are able to examine, test, evaluate and adapt the procedures of the EAG nations, merging our expertise." Below: Brand new French special forces’ EC725R2 Caracal 2802/SK took part. All images by the author unless stated

FRENCH EXERCISES

AIREX This exercise is designed to train French Air Force staff in multi-national air operations. A Joint Force Air Component Command (JFACC) was established at Vouziers and housed in tents in an old hangar. From here it planned, directed and co-ordinated the air component of VOLCANEX. Aircraft included Tornados from Germany and the UK, Italian and German Eurofighters, F-16s from Belgium and Spanish EF-18s. Air-to-air refuelling was provided by French C-135Fs and C-160s, with a German A310 MRTT. The JFACC handled 80 to 100 missions each day. An integral part of AIREX was the new French ground-toair Mamba missile system which was used to protect Vouziers against enemy fighter attacks. BAPEX BAPEX is a logistical exercise that takes place every three years to train the French Air Force in preparing a deployed operating base (DOB). Its aim is to minimise the reaction time between the political decision for a DOB and its operational start-up. During the first week of the exercise the DOB was set up with the capability to handle six transport aircraft. General Thierry CasparFille-Lambie, Commander of Air Defence and Air Operations (COMDAOA), Armée de l’Air, said: "Lessons learned from last year’s Operation Harmattan have been the theme of this year’s exercise."

#298 JANUARY 2013

91

EXERCISE REPORT NOBLE MARINER 12

Noble Endeavour Jim Winchester went to sea with the French Navy

Overflying the warship ITS Maestrale during an exercise sortie. All images by the author

E

XERCISE NOBLE Mariner 2012 (NMR12), the major exercise supporting certification of the maritime component of the NATO Response Force (NRF) rotation for 2013, was held in the western Mediterranean – south of Toulon, France and around Corsica between September 24 and October. Twenty-four surface vessels, three submarines, three maritime patrol aircraft (MPA) and other units comprised Task Force 445 (TF445), which was further divided into five Task Groups, including the flagship, its escorts, mine hunters, subs, logistics ships, MPA and dive

teams. The MPAs were based at BAN Hyères and included two Aéronautique Navale Atlantique 2s. One US Navy P-3C Orion and a mine clearance team comprised most of the American participation. The fleet exercised against simulated air attacks on numerous occasions during the CET/ FIT (Combat Enhancement Training and Force Integration Training) phase from September 26 to October 3. The attacks were mainly by Mirage 2000s – a pair of 2000Ns from BA 125 Istres and two 2000Cs from BA 115 Orange, supported by a KC-135 from Istres

and an E-3F Sentry from BA 702 Avord. Although not on the order of battle of TF445, the aircraft carrier Charles de Gaulle (R91) was also operating off Toulon with an air group of 11 Super Étendard Modernisés (SEMs) and eight Rafale Ms, which were available for strike and combat air patrol missions. Completing the air element were French and US drones, Cobham Falcon 20s and a hired Cessna 172 that acted as a low, slow flyer simulating a stolen light aircraft. It repeatedly challenged NATO rules of engagement by flying close to the warships.

Above: Alouette III 245 was the only helicopter operating from the assault vessel Tonnerre during the exercise. Above right: This Turkish AB212ASW operated from the TCG Gédiz. Right: Italian AB212ASW MM80960 takes off from the ITS Maestrale.

Helicopters in Noble Mariner 12 Country

Type

Code

Serial

Unit

Ship

France

SE3160 Alouette III

-

245

Escadrille de Servitude 22S

FS Tonnerre L9014

France

Lynx HAS2/4 (FN)

Not known

34 Flottille

FS Montcalm D642

Germany

Super Lynx Mk 88A

83+15

MFG 3

FGS Bayern F217

Germany

Super Lynx Mk 88A

83+03

MFG 3

FGS Bayern F217

Denmark

Lynx 90B

S-181

Esk 723

HDMS Absalon L16

Italy

AB212ASW

MM80960

5° Gruppo Elicotteri

ITS Maestrale F570

Turkey

AB212ASW

TCB-41

351 Filo

TCG Gédiz F495

92

#298 JANUARY 2013

‘Hemmy’ 7-29

Scenario

Replacing the old ‘Cerasia’ scenario centred on the Horn of Africa, the new NATO setting is called ‘Medkan’, and places the countries of the Baltic, both real and fictional in the exercise, in Mediterranean waters. Some anti-NATO elements were aided by ‘another power’ further east supplying arms and support. The exercise simulated a crisis between several states, centred on an island rife with ethnic and political tensions. As well as an aggressive, unreformed Socialist state called Bothnia, there was interference from militant groups supporting the different factions, sometimes with violence. To prevent escalation, the NRF was called in by NATO member Estonia and dispatched TF445 to ensure freedom of navigation around Tallinn (played by Marseilles) and the fictitious Hiuuma Island (the Île du Levant, off Hyères). The largest aviation-capable ship in NMR12 was France’s BPC Tonnerre (L9014), which, although capable of carrying up to 35 helicopters or 900 troops, operated as the command platform with only a single Alouette III of 22 Flottille embarked in the utility role. Commanded by France’s Force Aéromaritime de Réaction Rapide (FRMARFOR), NMR12 was clearly affected by budget issues with a notable lack of helicopter hours available and no amphibious element. Exercise Corsican Lion, which took place later in October, appeared to have higher priority for resources, no doubt due to its high political importance as the first major test of the Anglo-French amphibious group scheduled for full operational capability in 2016. The next NRF maritime certification exercise will be Brilliant Mariner, scheduled for October 2013, with Italy taking the afm lead.

www.airforcesmonthly.com

POSTCARD FROM... SWITZERLAND

Two F/A-18 Hornets opened the flying demonstrations in spectacular style. All images Key – Gary Parsons

A

XALP’S LIVE-FIRE demonstrations on the Ebenfluh range in the Swiss Alps, high above Brienz, were again fouled by the weather. In 2011 the whole event was cancelled, despite sunny skies, due to severe flooding from heavy rain the week before. Again heavy rain threatened to axe the 2012 show on October 10 and 11, but a brief respite enabled the second day’s programme to go ahead. The planned car parks were flooded, but the enterprising Swiss used nearby Meiringen airfield’s main runway as an emergency parking lot, filling 1,500m of tarmac with vehicles. The flying gave the Swiss public an opportunity to see their national air force’s planned F-5E Tiger II replacement, Saab’s Gripen NG, in action, together

Gripping Axalp A Swiss paratrooper carefully avoids the crowds massed on Tschingel hill.

with most of the force’s fleet of aircraft, both fixed-wing and rotary. Although the action lasted barely 90 minutes, it is an airshow unlike any other – live firing at targets on the mountainside couple with aerobatics from fast jets including the Patrouille Suisse team. The 2013 event will take place on October 9 and 10, but there is no display in 2014 due to a major airshow planned for the municipality of Payerne, in western Switzerland, to celebrate 100 years of military flying in the country.

Above: What many had come to see – Saab’s Gripen NG in the mountains of Switzerland. Below: AS332M-1 Super Puma T-321 drops its load from a ‘Bambi’ water bucket.

Above: The traditional flare release from a Super Puma, a ‘trademark’ image from the event each year. Right: The solo display F/A-18C Hornet makes a fast pass, dispensing flares.

www.airforcesdaily.com

#298 JANUARY 2013

93

POSTCARD FROM... JAPAN

Hyakuri High Art at

S

OME COLOURFUL paint schemes were seen at the ‘Air Festa Hyakuri 2012’ airshow held at Hyakuri Air Base, 50 miles (80km) north-east of Tokyo in Japan on October 21. Japan Air Self-Defence Force (JASDF) F-15J Eagle 92-8911 was specially decorated to celebrate 20 years of 305 Hikotai operating the type. Meanwhile, to celebrate four decades of the F-4EJ Kai Phantom, 67-8388 of 302 Hikotai was given colourful markings which included badges on the drop tanks of all the Japanese units that have previously flown the type. Currently three JASDF operational units fly the F-4 Phantom; 302 Hikotai at Hyakuri and 301 Hikotai at Nyutabaru in the south of the country, both with the F-4EJ Kai,

and 501 Hikotai at Hyakuri with the RF-4E/EJ Kai. Also seen was T-4 06-5634, marked ‘Air Festa Hyakuri 2012’. PIETER VAN GEMERT Above: F-15J Eagle 92-8911 from 305 Hikotai during the flying display. Pieter van Gemert

Left: The colourful Eagle taxies past the crowd. Junji Sato Below: The two ‘specials’ performed a flypast for the Hyakuri crowd. Pieter van Gemert

Above:F-4EJ Kai Phantom 67-8388 from 302 Hikotai. Junji Sato Right: Kawasaki T-4 06-5634 with celebratory markings. The aircraft is with 302 Hikotai, based at Hyakuri, and is used as a ‘hack’ to enable aircrew to remain current without having to use the more expensive F-4EJ. Pieter van Gemert

94

#298 JANUARY 2013

www.airforcesmonthly.com

FEEDBACK

Write to, AFM Editor, Key Publishing Ltd, PO Box 100, Stamford, Lincolnshire, PE9 1XQ Email [email protected] or visit our Facebook page at facebook.com/AirForcesMonthly

Readers’ Gallery Above: MAKING SPARKS: USAFE F-15E 92-0364 had a major hydraulic malfunction on October 16 and landed back at RAF Lakenheath in Suffolk rather spectacularly. The aircraft took the arrestor wire a third of the way down the runway. WSO Dale Wood later said: “Sparks are from the metal hook scraping the ground. We didn't actually hit the cable until about 2,500ft down [the runway] with our nose on the ground. If we took the cable nose-up it could damage the aircraft." Nigel Blake

1

2

3

4

5 1: ALBINO HORNET: All-white US Navy F/A-18B BuNr 162885 is captured at Seattle's Boeing Field, lacking any squadron markings. In August 2012 it transferred to VMFAT-101 from VFA-122. Jim Dunn 2: CVW-11 AT FALLON: Several squadrons of Carrier Air Wing Eleven (CVW-11) deployed to NAS Fallon, Nevada from August 27 to September 21 to complete their Strike Fighter Advanced Readiness Program (SFARP) before their next cruise aboard the USS Nimitz (CVN- 68). Here is EA-6B Prowler, BuNr 161245/NH-500 wearing colourful marks as VAQ-142 Gray Wolves' CAG bird. Jim Dunn 3: Another colourful CAG bird at Fallon for the SFARP was F/A-18F BuNr 166873/NH100 from VFA-154 Black Knights. Jim Dunn 4: PHANTOM PRESENCE: F-4F 37+15 from WTD 61 gave a display at Cassidian’s families’ day at Manching in Germany on September 29. The last chance to see an F-4F in action will be on June 29, 2013, after which the type will be withdrawn from service. Dietmar Fenners 5: SCOTTISH HAZE: Two Swedish Air Force Saab JAS-39 Gripens depart RAF Lossiemouth in Moray during a Combined Qualified Weapons Instructor (CQWI) mission in early October. Neil Bates

www.airforcesdaily.com

#298 JANUARY 2013

95

OPS BOARD

Ops Board

If it’s a major military airshow or exercise being held around the world in 2013, here’s the place to find it with our brand new operations board, which will be updated every month

If you would like to see your event listed here, e-mail us at [email protected]

I Date

Exercise/Event

Location

Date

Exercise/Event

Location

Jan 14 – Feb 8

TLP 2013/1

Spain – Albacete AB

June 28 – 29

Air Power 2013

Austria – Zeltweg

Jan 21 – Feb 1

Red Flag 13/2

USA – Nellis AFB, AZ

June 29

Farewell to the F-4F

Germany – Wittmund

July 6 – 7

RAF Waddington International Airshow

UK – RAF Waddington

Feb 6 – 10

Aero India

Feb 11 – Mar 3

Exercise Pashtun Dawn UK – Salisbury Plain

Feb 25 – Mar 15

Red Flag 13/3

Feb 26 – Mar 3

Australian Australian – Avalon AB, International Air Show Victoria

March 4 – 27

TLP 2013/2

Spain – Albacete AB

March 9

Air Show

USA – MCAS Yuma, AZ

March 11 – 20

Exercise Cold Response Norway – Nordland

March 15 – 17

Thunder in the Desert

USA – Luke AFB, AZ

March 16

Air Show

March 16 – 17

Thunder in the Valley Air Show

March 23 – 24

Open House

USA – NAS Key West, FL

March 26 – 30

LIMA

April 6 – 7 April 6 – 7

Remarks

India – AFS Yelahanka National exercise

Remarks Air Day

July 13

International Air Day

UK – RNAS Yeovilton

July 14

La Fête Nationale (Bastille Day)

France – Paris

Flypasts

July 15 – Aug 5

Exercise Talisman Saber

Australia – Queensland

Joint Aus/US exercise

July 19

Air Show

S Africa – AFB Hoedspruit

July 20 – 21

Meeting Aérien

France – ALAT Le Luc-Le Cannet

USA – El Centro, CA

July 20 – 21

Royal International Air Tattoo

UK – RAF Fairford

USA – Columbus, GA

July 24

Air Day

UK – RNAS Culdrose

August 3 – 4

International Air Show Hungary – Kecskemét AB

Malaysia – Langkawi

August 9 – 11

Abbotsford International Airshow

Airfest

USA – MacDill AFB, FL

August 12 – 23

Red Flag Alaska 13/3

USA – Eielson AFB, AK

RoKAF attending?

Gulf Coast Salute

USA – Tyndall AFB, FL

August 13 – 18

MAKS 2013

Russia – Zhukovsky

Public days 16–18

April 9 – 12

LAAD

Brazil – Rio de Janeiro

Air Day

Germany – Nordholz

South Texas Shoot-out

USA – NAS Corpus Christi, TX

August 16 – 18

April 13 – 14

100 years of Naval Aviation

August 17 – 18

Air Show

Canada – CFB Comox, BC

April 13 – 14

Show Aéreo

Dominican Republic – Malecon, Santo Domingo

August 24 – 25

Air Show

Poland – Radom

International Air Fest

Slovakia – Sliac AFB

April 14 – 16

Independence Day open house

Aug 31 – Sept 1

Israel – various air bases

Air Show

April 22 – 26

Exercise NATEVALPREP Belgium – Koksijde

USA – NAS Patuxent River, MD

April 27 – 28

Air Show

USA – Nellis AFB, AZ Public days 1 – 3

65 years celebrations

USA – MCAS Beaufort, SC

April 29 – May 10 Red Flag Alaska 13/2

USA – Eielson AFB, AK

May 3 – 5

Air Power

USA – Langley AFB, VA

May 3 – 17

Yudh Abhyas

USA – Fort Bragg, NC

May 4 – 5

Open House

USA – Barksdale AFB, LA

May 4 – 5

Air Show

USA – Sheppard AFB, TX

May 6 – 29

TLP 2013/3

Spain – Albacete AB

May 11

Air Show

S Africa – AFB Swartkop

May 11 – 12

Air Show

USA – MCAS New River, NC

May 18 – 19

Wings over Wayne Airshow

USA – Seymour Johnson AFB, NC

May 25

Letecký Den/Air Show

Czech Republic – Cáslav

May 25 – 26

Meeting Aérien

France – BA701 Salon de Provence

Joint US – India ex

60 years Patrouille de France

June 8 – 9

Aero Show

Sweden – Gothenburg Säve

June 9

Air Show

UK – DCAE Cosford

June 14 – 15

Luchtmachtdagen/ Air Show

Netherlands – Volkel AB

100 years of Dutch Aviation

June 17 – 23

Paris Air Show

France – Le Bourget

Public days 21-23

June 17 – 28

NATO Tiger Meet

Norway – Ørland

Exercise

June 17 – 28

Exercise Northern Edge USA – Eielson AFB, Alaska

June 21

NATO Tiger Meet

Norway – Ørland

June 21 – 23

Kavala Air Show

Greece – Kavala

NATO Tiger Meet

Norway – Ørland

Tiger Meet airshow

June 22 – 23

Marinedagen

Netherlands – Den Helder

200 years of Navy

June 22 – 23

Spectacle Aérien

Canada – CFB Bagotville, Quebec

June 24 – 28

Exercise NATEVAL

Belgium – Koksijde

June 28

Farewell to the F-4F

Germany – Wittmund

#298 JANUARY 2013

Aug 31 – Sept 2

International Airshow

Canada – Toronto, Ontario

Sept 1

Air Force Day

Tanzania – Dar es Salaam

Sept 1

Festival Aéreo Internacional

Spain – Málaga

Sept 4 – 21

Exercise Ramstein Rover

Czech Republic – TBC

Sept 7 – 8

International Air Fest CIAF

Czech Republic – Hradec Králové

Sept 8

Festival Aéreo

Spain – Cádiz

Sept 9 – Oct 4

TLP 2013/5

Spain – Albacete AB

Sept 14 – 15

Air Show

USA – NAS Brunswick, ME

Sept 14 – 15

Thunder over the Blue Ridge Airshow

USA – Shepherd ANGB, WV

Sept 20 – 22

Air Show

USA – NAS Oceana, VA

Sept 21 – 22

NATO Days

Czech Republic – Ostrava

Sept 21 – 22

Skyfest

USA – Fairchild AFB, WA

Sept 25 – Oct 10

Exercise CJPRSC 2013

France, Cazaux

Sept 28 – 29

Air Show

USA – NAS Point Mugu, CA

Oct 4 – 6

Miramar Airshow

USA – NAS Miramar, CA

Oct 9 – 10

Axalp live-fire demonstrations

Switzerland – Axalp

Oct 12 – 13

San Francisco Fleet Week Air Show

USA – Waterfront San Francisco, CA

Oct 18

Snowbirds Year End Show

Canada – CFB Moose Jaw, Saskatchewan

Oct 19 – 20

Alliance Air Show

USA – Fort Worth, TX

Oct 22 – 27

Seoul Airshow

South Korea – Seoul

Oct 26 – 27

NAS Jax Air Show

USA – NAS Jacksonville, FL

Nov 1 – 2

Open House

USA – NAS Pensacola, FL

Nov 17 – 21

Dubai Airshow

UAE – Dubai

Spotters’ Day

June 22

96

Aug 31 – Sept 1

Spotters’ Day

Canada – Abbotsford, British Colombia

www.airforcesmonthly.com

AND FINALLY...

Down at the Nook Alyson M Elwood profiles RAF Donna Nook, where the seals watch Typhoons and Tornados

Above: This plotter is used to calculate the position of practice bomb drops and is actually from a Second World War Lancaster bomber. Alyson Elwood Left: The control tower at RAF Donna Nook. Crown copyright/MoD

R

AF DONNA Nook Air Weapons Range, situated at North Somercotes in Lincolnshire, covers a stretch of beach over seven miles long and extends 8,000 yards out to sea. The area, which comprises large sections of exposed sand and mud flats at low tide, was the first National Nature Reserve on Ministry of Defence land, opening in July 2002. It is maintained by the Lincolnshire Wildlife Trust and provides a habitat for thousands of seals from October to December. It is used for both bombing and strafing practice by RAF Hawks, Tornados and Typhoons plus US Air Force F-15s from RAF Lakenheath in Suffolk. Helicopters from all three services also use the range for gunnery practice. The facility is managed by a safety officer employed by the Ministry of Defence while the rest of the staff are RAF regulars. Also present is the Munitions Debris Removal Team (MDRT), which clears the range at the end of each day.

15-minute slots and squadrons bid for these a month in advance through the low flying booking cell at RAF Wittering. On the morning in question the tower checks that all the booked slots are required – if any are handed back they are offered to other users. Once a booking is verified the callsign of the aircraft is added to the daily programme. Five minutes before his (or her) booked time, the pilot will call the control tower and be given the latest weather, pressure settings and told if the range is 'hot' (in use). The pattern is the same as a visual circuit to an aerodrome

– there is an upwind, downwind, base leg and finals. Instead of being given clearance to land, the pilot will receive the instruction ‘CLEAR HOT’ to release a bomb or complete a strafing run. He will be told his score on the downwind leg. When the sortie is complete, he will tell the controller that his switches are set to ‘safe’. A first run attack (FRA) is usually carried out by experienced pilots as part of an exercise. Instead of joining the pattern, the pilot will go straight for the target to drop his bomb at a pre-specified time.

Scoring

Bomb drops are scored by auto triangulation. There are three towers along the western edge of the range, in which an observer gets a bearing of the impact point by using a bomb plotter. This bearing is passed electroni-

cally to the central bomb scoring computer in the tower. When two bearings have been received, the computer auto-triangulates the position and displays it to the controller using a clock code – 12 o’clock being ahead of the target in the direction of the aircraft's travel and a distance from the centre of the target. Any impact within 20ft of the centre of the target is counted as a direct hit. To aid identification of the impact point the practice weapons have a spot charge that produces smoke. The strafe target is scored acoustically with a set of microphones placed behind a protective berm of railway sleepers and sand. The microphones pick up the bullets' movement through the air above them and the computer predicts whether the bullets will hit or miss the target by the afm strength of the sound.

Using the Range

Each flying period is split into

Above: One of the dummy targets used on the range. Alyson Elwood

Next Issue on Sale January 17th* *UK scheduled on sale date. Please note that the overseas deliveries are likely to be after this date. 98

#298 JANUARY 2013

www.airforcesmonthly.com

PP D A E A UE FRE NLO SS LE I W P SAM DO ITH W

Your favourite magazine now on the iPhone, iPad and Android. DOWNLOAD THE APP NOW FOR FREE. Available from iTunes, Google Play and the App Store.

FREE APP with sample issue

IN APP ISSUES £3.99

SUBSCRIBE & SAVE Monthly £2.99 6 issues £19.99 12 issues £34.99

Pages

48-49

SEARCH: Airforces Monthly

SEARCH:

SEARCH Britain at War

ALSO

AVAILABLE FOR DOWNLOAD

SEARCH

COMBAT AIRCRAFT

AIR INTERNATIONAL

FREE APP

FREE APP

IN APP ISSUES £3.99

IN APP ISSUES £3.99

with sample issue

with sample issue

How it Works.

NEW FREE Aviation Specials App

Simply download the AirForces Monthly app and receive your £3.99 sample issue completely free. Once you have the app, you will be able to download new or back issues (from December 2010 onwards) for less than newsstand price or, alternatively, subscribe to save even more! IN APP ISSUES

Simply download to purchase digital versions of your favourite aviation specials in one handy place! Once you have the app, you will be able to download new, out of print Don’t forget to register for your Pocketmags account. This will protect or archive specials for less than the cover price! your purchase in the event of a damaged or lost device. It will also allow

SEARCH Aviation Specials

you to view your purchases on multiple platforms. also available for PC & MAC from

Requirements for app: registered iTunes account on Apple iPhone 3G, 3GS, 4S, 5, iPod Touch or iPad 1, 2 or 3. Internet connection required for initial download. Published by Key Publishing Ltd. The entire contents of these titles are © copyright 2012. All rights reserved. App prices subject to change.

815 AFM Digi Iss.indd 99

815/12

22/11/2012 11:44