When did Britain get an Air Force?

The Royal Air Force formed on 1 April 1918 , during World War I. Initially created by merging the Royal Flying Corps and the Royal Naval Air Service, its early years were marked by pivotal moments like the Battle of Britain.

How to join Airforce UK?

You'll need to: be over 17.5 years of age. be a UK citizen. have a good level of fitness. pass a medical check. pass enhanced background checks. pass security checks.

What was British air force called?

Royal Air Force (RAF) , youngest of the three British armed services, charged with the air defense of the United Kingdom and the fulfillment of international defense commitments. It is the world's oldest independent air force.

Did the US save Britain in WWII?

Did the US save Britain in WW2? “Save” is an overstatement. “Greatly assisted” would be more appropriate. But in fairness to our British cousins, they “greatly assisted” the US as well.

Can an American join the British Air Force?

Who can join the UK armed forces? Nationality and residence requirements. People applying to join the UK's armed forces must be either a British or Commonwealth citizen or from the Republic of Ireland (either as a sole or dual national). Gurkhas serve under special and unique arrangements.

Is it hard to get into the Air Force UK?

To join as an Officer, you need to hold A-level equivalent qualification or a university degree, depending on the role . As an Officer, you'll need leadership and management skills in addition to technical skills, as you will be responsible for the welfare and discipline of men and women under your command.

What is the age limit for the Royal Air Force?

YOU CAN'T APPLY FOR THE RAF IF YOU: Must be aged 18-54 . Applicants must apply no later than age 54 and 9 months in order to attest before 55th birthday. Ex-Regulars and specialist entrants may be considered on a case by case basis.

When did Britain forced American sailors into the British navy?

The impressment or forcible seizure of American seamen by the British Royal Navy in the late 18th and early 19th centuries has traditionally been viewed as a primary cause of the War of 1812.

When did the U.S. get an air force?

On September 18, 1947 , the Department of the Air Force was created under the National Security Act of 1947.

When did American troops arrive in Britain?

Soldiers of the US Army's 34th Infantry Division, the “Red Bull” Division, landed in Belfast, Northern Ireland on January 26, 1942 . On January 26, the first influx of American troops arrived in the British Isles during World War II.

What was the RAF called before 1918?

The Royal Flying Corps was the air arm of the British Army during the First World War. In 1918, it merged with the Royal Naval Air Service to become the Royal Air Force.

Air Forces Monthly UK 2014-06 - PDF Free Download (2024)

June 2014 Issue #315

Officially the World's NUMBER ONE Military Aviation Magazine | www.airforcesmonthly.com

UK TYPHOONS AIR WOLVES IN ACTION Pirate Hunting Orions

Exercise Reports

FRISIAN FLAG GREEN SHIELD JOINT WARRIOR

Twenty Years of Eurofighter Operations at Warton

PAKISTAN ARMY AVIATION Field of Dreams

Force Report

MACEDONIA DEVELOPS Preparing to join NATO

JUNE 2014 £4.60

NUCLEAR SUMMIT PROTECTING THE WORLD

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CONTENTS News

All the world’s military aviation news, by region. 4-5 Headlines 6-7 United Kingdom 12 Russia and the CIS 14-17 North America 18-19 Latin America 20-22 Africa 24 Middle East 25 Asia Pacific 28-29 AFM AFM’s ’s Dave Allport reports on the world’s military accidents.

30 EXERCISE REPORT: Green Shield Joris van Boven visited Nancy-Ochey in eastern France to report on this year’s Exercise Green Shield which included Saudi Arabian F-15s.

32 Indonesia’s T-50s on Show AFM reports on the recent ceremony to mark the arrival of the latest aircraft to join the Indonesian Air Force.

34 Planning Protection

Martin Scharenborg and Ramon Wenink/Global Aviation Review Press explain the air operation that protected the world’s leaders in The Netherlands at the latest Nuclear Security Summit.

38 Warton’s Typhoons It has been 20 years since the Eurofighter Typhoon flew from BAE Warton. Alan Warnes looks at the aircraft’s development and its future.

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44 Final Snap

74 Field of Dreams

Chris Lofting reports from Montde-Marsan, near Bordeaux on the Recce Meet that marked the swansong of the Mirage F1CRs.

Alan Warnes reports from Pakistan’s Army Aviation School at Rahwali, one of the busiest but least well-known airfields in Pakistan.

48 A Very Special Force

80 Fledging Brazilian Navy Pilots

Manolito Jaarsma considers the role of Germany’s Special Air Mission Wing, tasked with sorties involving refuelling fast jets, transporting troops and providing VIP flights.

52 The Blacksmiths of Airpower Robert F Dorr explains how the 12th Operations Group is meeting the USAF’s need for a new generation of pilots. Photographs by Jim ‘Hazy’ Haseltine.

58 EXERCISE REPORT: Joint Warrior 14-1 Jim Winchester ventured north in early April to report on the first of this year’s two JOINT WARRIOR exercises.

64 EXERCISE REPORT: Frisian Flag Fast jets, tankers, AWACS jammers and UAVs participated in this year’s exercise. AFM’s Jerry Gunner was in The Netherlands to watch the action unfold.

Santiago Rivas investigates how the Brazilian Navy manages to prepare its future helicopter pilots.

82 Air Wolves in Action Arjan den Hertog explains the history and operational use of Portugal’s evolving Orion fleet.

88 FORCE REPORT: Macedonia The Republic of Macedonia, one of the former republics of Yugoslavia, has been an independent state since 1991. Mike Bursell, Phil Adkin and Ade Hairsine report on a nation preparing to join NATO.

Editorial

Exceptional detail and the latest information are at the heart of what Air Forces Monthly is about. Whether you’re a serving officer, a professional within the military aviation industry or a dedicated enthusiast, the new editorial team and the revised AFM format aims to bring you the very best of current events from the modern military world. And occasionally we’ll be taking a step back in time to when NATO and the Warsaw Pact faced each other across Europe and unearth some previously classified accounts of air operations flown by both sides. As the new Air Forces Monthly Brand Editor, my plan and that of the team here is to provide the best one-stop resource for modern military aviation, both in print and digital format, that will keep you up-to-date, no matter where you are. Strap in, close the canopy and let’s roll!

92 New French Test Jet Frédéric Lert explains the role of the French procurement agency’s new Fokker 100.

94-96 Debrief Reviews of recently published books on military aviation.

98 Just a Nice Pic A Royal Canadian Air Force CF-18A Hornet shows off its new 2014 airshow display colours.

Glenn Sands AFM Brand Editor

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facebook.com/AirForcesMonthly Below: Four French Air Force Dassault Rafale Cs, crewed by pilots from Escadron de Chasse (EC) 1/7 ‘Provence’ at Base Aérienne (BA) 113 St Dizier and EC 2/30 ‘Normandie-Niemen’ at BA118 Mont-deMarsan, arriving at 22 Baza Lotnicza (22 Air Base) Malbork, Poland, on April 28 to boost the NATO presence in the region in response to the crisis in Ukraine. Armée de l’Air

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NEWS HEADLINES

UKRAINE CRISIS REPORT Vladimir Trendafilovski provides an update on the situation in Ukraine.

HE POLITICAL situation in Ukraine has deteriorated significantly since President Viktor Yanukovych was ousted in late February 2014. The Autonomous Republic of Crimea, inhabited predominantly by ethnic Russians, rejected the new acting President Oleksandr Turchynov and his government, calling them 'coup-imposed'. The local government, assisted by Vooruzhyonnyye Sily Rossiyskoy Federatsii (VS RF - Armed Forces of the Russian Federation) troops, both from local Black Sea Fleet (BSF) units and Russia, blocked off all Zbroyni Syly Ukrayiny (ZSU - Ukrainian Armed Forces) units on the Crimean Peninsula, demanding their surrender. On March 16 Crimea’s citizens voted for independence and its government proclaimed the republic’s secession from Ukraine; it almost immediately joined the Russian Federation. A cessation of hostile activities, agreed by Russia and Ukraine, lasted until March 21. Members of ZSU units were presented with the choice of leaving the Crimea and continuing to serve in the ZSU or staying where they were and maybe joining the VS RF. Most Ukrainian servicemen of local descent chose the latter option. According to the Minister of Defence of the Russian Federation, General of the Army Sergey Shoygu, some 8,000 former ZSU servicemen remained in the Crimea; more than 3,000 have already been drafted into the VS RF. On March 22, Russian troops began taking over the bases of all ZSU units that had not surrendered and were still barricaded against the ‘invaders’. This included the two main air bases – Novofedorivka (at Saky) and Bel’bek (at Sevastopol) – both

Above: The tail and tail rotor are all that remains of the Mi-8MT helicopter reportedly hit by a RPG while preparing to take off from Kramators’k Airport on April 25 – the fuel and rockets that caught fire took care of the rest. Only one crew member was injured in the incident. Judging by the camouflage scheme, it appears the helicopter was ‘55 yellow’ of 16 obrAA from Brody. Ukrainian Internet via Vladimir Trendafilovski Left: Damaged by the violent fire and explosions of the Mi-8MT hit at Kramators’k Airport on April 25 was this stored private An-2, registration UR-ABAB (c/n 1G108-17). Ukrainian Internet via Vladimir Trendafilovski

fell that day. The operation ended, with no casualties on either side, within two days after ZSU troops offered no active resistance. President Turchynov ordered unaffected Crimean ZSU units to redeploy to the Ukrainian mainland on April 24. By this point, the bulk of ZSU equipment in the Crimea, including aircraft and helicopters, had effectively been seized by the Russians. Some Mors’ka aviatsiyna brigada (Mabr - Naval aviation brigade) pilots from Novofedorivka flew their airworthy aircraft and helicopters to Kul’bakino air base, at Mykolayiv on Ukraine’s mainland. This was not the case with the 204 brigada taktichnoyi aviatsiyi (brTA - tactical aviation brigade) at Bel’bek. All its aircraft, mostly MiG-29 Fulcrums, remained where they were, predominantly because most of them were stored and not airworthy. On March 28, the Russian

Federation President Vladimir Putin pledged to return all ZSU equipment, including aircraft, to Ukraine. Almost immediately, ZSU equipment in working order began to be loaded onto trains to send it to ‘Greater’ Ukraine. Meanwhile, ZSU servicemen, along with their families and personal belongings, began to make their own way to the mainland. By the end of April almost 3,400 ZSU servicemen had gone, leaving only a handful behind to look after military equipment. Russia halted the process of returning Ukrainian military materiel on April 15 after hostilities erupted in the Donets’k region. By this point some 25 aircraft and helicopters - most of them belonging to the navy - had been handed back to Ukraine. By mid-April, Russia had deployed substantial air defence assets of its own in Crimea – including at least five Su-27s at Gvardeyskoye

air base. These came from the 3rd Guards Fighter Aviation Regiment (6972nd Air Base until recently) at Krymsk air base, the nearest Russian fighter unit.

Developments in Ukraine

The ZSU launched a large-scale exercise codenamed Vesnyana Zliva 2014 (Spring Shower 2014) in mid-March. Armoured units were deployed along Ukraine’s south-eastern and eastern borders with Russia to counter the threat of a possible Russian invasion of the area, which is home to a largely Russian-speaking population. The exercise revealed just how neglected Ukraine’s armed forces had been over the years. Most of its equipment was stored and required time to restore to working order and reservists were called-up because of the lack of full-time soldiers. Generally however, with hard work and

Above: White quick-recognition bands had been painted on the tails of all Ukrainian Army helicopters by mid-April. Seen here are three of the four Mi-24Ps helicopters of the 11 obrAA from Chornobayivka, temporarily detached to Mariupol’ Airport in the Donets’k region. The camouflaged helicopters have also had their Ukrainian roundels and serials painted over, while the one with the white UN scheme has a pair of black quick-recognition bands. Ukrainian Internet via Vladimir Trendafilovski

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ample support from the local population, the deployments took place quickly and smoothly. ZSU aviation assets increased their state of readiness too. The Armiys’ka Aviatsiya Sukhoputnykh Viys’k (AA SV - Army Aviation) and Povitryani Syly (PS - Ukrainian Air Force) worked frantically to return stored aircraft to flying condition and all recently retired pilots from the reserve pool were called back to duty. From its virtually moribund state prior to the Crimea crisis, army and air force units now fly almost every day in all weather conditions. The army has been especially busy because of its commitment to supporting ground forces. By the end of April many AA SV pilots had already accumulated 150 flight hours this year, many times the yearly average before the revolution. The gap left by Bel’bek’s 204 brTA being taken out of the picture has been filled by temporarily detaching a flight of four Su-27s of Myrgorod’s 831 brTA to Kul’bakino. The aircraft are tasked with the air defence of the southern part of Ukraine. The 204 brTA pilots have been reassigned to the nearest MiG-29 unit, 40 brTA at Vasyl’kiv. The former Bel’bek unit’s future is still uncertain but, with its servicemen’s families now at Mykolayiv, it will probably re-form at Kul’bakino after enough airworthy Fulcrums become available. Meanwhile the Mabr, which is now also based at Kul’bakino, has begun operations from its new home, making its first flights on April 25. The situation in Ukraine’s south-eastern and eastern regions, or Oblasts, primarily Kharkiv, Donets’k and Lugans’k, all with large Russian-speaking populations, became very unstable by mid-April. As AFM went to

Above: This former Ukraine Air Force medevac Mi-8MTV ‘69 blue’ (c/n 95198) has been transferred to the army as a combat transport and was seen in mid-April fitted with rocket pods and co*ckpit armour plates. Its Red Cross markings had been removed and a pair of white bands painted on the tail to aid quick recognition. Press-Service of the Ukrainian MoD via Vladimir Trendafilovski

press, violent demonstrations and street clashes were occurring every day and many government buildings had been occupied by protesters. The situation in the Donets’k region is particularly volatile, with armed pro-Russian ‘self-defence’ militias taking over the cities of Slov’yans’k and Kramators’k. President Turchynov and his advisers were particularly alarmed by the fact that Kramators’k’s airport, a reserve air base regularly used by 831 brTA, had been seized by the militias. On April 14 the president authorized an ‘anti-terrorist operation’ by ZSU special forces delivered by Mi-8s and supported by Mi-24s. They successfully regained government control of the airport and have held it since. However, the surrounding area is still far from being under full government control – helicopters supporting Ukrainian forces at the airport have been frequently fired upon by local militias. An air force An-30B, operating from Slov’yans’k on a reconnaissance flight, was hit by ground fire on April 22. A crew member was injured and the aircraft slightly damaged, but it returned to base safely. Three days later, in a much more serious incident, an army Mi-8MT was reported to have been hit by an RPG

while preparing to take off from Kramators’k airport and destroyed in the ensuing fire. The result of an enquiry has not been released, but if the cause of the incident is confirmed as an RPG it will be the first ZSU aircraft lost to hostile action since the start of the crisis. On May 1 conscription for males between the ages of 18 and 25 was introduced in Ukraine and then in the early hours of May 2, the president ordered an 'anti-terror' operation in the Slov’yans’k area. In the ensuing fighting two Ukraine AF Mi-24s were shot down by what were described by Ukraine’s Interior Minister Arsen Avakov as “professional mercenaries” using man-portable air defence systems (MAPADS). Two Ukrainian armed forces servicemen were killed and several others wounded. One airman was captured by rebels. but later released. The violence continued and another Hind was shot down on May 5 but nobody was killed. At the start of May, the atmosphere in Ukraine was still tense – it remains to be seen whether the agreement to de-escalate the crisis, reached on April 17, in Geneva, will come into effect. Regular updates will be provided online on our sister AirForces Daily website.

Lightning to Strike the UK US AND UK officials announced on April 16 that the US Defense Department has approved the first transatlantic flight of the Lockheed Martin F-35 Lightning II so that it can make its international debut in the UK. The aircraft will make its first appearance at the Royal International Air Tattoo at RAF Fairford, Gloucestershire, on July 11-13. It will then be at the Farnborough International Air Show at Farnborough, Hampshire, in the following week, from July 14-20.

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The first UK F-35B Lightning II, ZM135 (BK-1) during its maiden flight. Three F-35Bs are to make their international debut in the UK this summer. Lockheed Martin

The decision to fly the combat aircraft outside of the United States for the first time, followed discussions between UK Defence Secretary Philip Hammond

Brand Editor: Glenn Sands Assistant Editor: Jerry Gunner Editorial contact: [emailprotected] Military News Editor: Dave Allport World Air Forces Correspondent: Alan Warnes Military News Analyst: Steve Rush Chief Designer: Steve Donovan Assistant Chief Designer: Lee Howson Production Editor: Sue Blunt Deputy Production Editor: Carol Randall Sub Editor: Norman Wells Advertising Manager: Ian Maxwell Production Manager: Janet Watkins Marketing Manager: Martin Steele Mail Order Subscription Manager: Roz Condé Commercial Director: Ann Saundry Executive Chairman: Richard Cox Managing Director & Publisher: Adrian Cox Copies of AirForces Monthly can be obtained each month by placing a standing order with your newsagent. In case of difficulty, contact our Circulation Manager. Readers in USA may place subscriptions by telephone toll-free 800-676-4049 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 personal information in response to any advertisem*nts within this publication. Postmaster: Send address corrections to AirForces Monthly, Key Publishing Ltd, c/o Mail Right International Inc. 1637 Stelton Road B4, Piscataway NJ 08854. Printed in England by Warners (Midlands) plc, Bourne, Lincolnshire. AirForces Monthly (ISSN 0955 7091) is published monthly by Key Publishing Ltd and distributed in the USA by Mail Right Int., 1637 Stelton Road B4, Piscataway, NJ 08854. The entire contents of AirForces Monthly is a copyright of Key Publishing Ltd and cannot be reproduced in any form without permission. The Editor is happy to receive contributions to AirForces Monthly. Please note that all material sent to the Editor is forwarded at the contributor’s own risk. While every care is taken with material, the publishers cannot be held responsible for any loss or damage incurred. All material rates available on request. Submitted material (especially illustrations) should have the contributor’s name and address clearly marked and a stamped addressed envelope should be enclosed if it is required to be returned. All items submitted for publication are subject to our terms and conditions, which are regularly updated without prior notice and are freely available from Key Publishing Ltd or downloadable from www.keypublishing.com. All digital imagery should be at least 300dpi and 10 x 8 inches (25.4cm x 20.3cm) in size and submitted on a CD/DVD with thumbnail prints to the Editor at Key Publishing Ltd, PO Box 100, Stamford, Lincs., PE9 1XQ, UK. Telephone: +44 (0)1780 755131 Fax: +44 (0)1780 757261 Subscription: [emailprotected] 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

and his US counterpart, Chuck Hagel. Three F-35B aircraft, one RAF/FAA example and two from the USMC, will be deployed to the UK for the shows.

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NEWS UNITED KINGDOM

RAF Typhoons Depart for Baltic Air Policing

Above: Four Royal Air Force Typhoon FGR4s, ZJ920 ‘QO-A’, ZJ941 ‘QO-J’, ZJ915 ‘DP’ and ZJ923 ‘DM’ deployed to Šiauliai Air Base, Lithuania, on April 28, to strengthen the Baltic Air Policing (BAP) mission. Flown by 3 Squadron pilots, the latter two wear 11 Squadron markings. At least two of the Typhoons were seen to be carrying a war-load of live Advanced Short Range Air to Air Missiles (ASRAAM) and the medium range AMRAAM. The Typhoons were joined by four Polish Air Force MiG-29s the following day, prior to a formal ceremony on Wednesday, April 30, which marked the handover of responsibility for the BAP. MoD

RAF’s No.6 Sqn Celebrates its 100th Anniversary A CEREMONY was held at RAF Leuchars, Fife, on April 11, to mark the 100th anniversary of the Royal Air Force’s No 6 Squadron, which flies the Eurofighter Typhoon from the base. The centenary was marked with a parade and a special flypast featuring Hawker Hurricane and Eurofighter Typhoon aircraft, representing the unit’s past and present equipment.

On display as a backdrop for the parade was one of 6 Squadron's Typhoon FGR4s , ZK342 ‘ED’, which has been newly painted in special markings to celebrate the anniversary. The squadron, reviewed by Chief of the Air Staff, Air Chief Marshal Sir Andrew Pulford, paraded its Standard in front of an audience of both current serving and former squadron personnel.

Left: Each of the scrolls on the rudder of ZK342 carry dates and locations of significant periods in 6 Squadron’s history, running from 1914 to 1920 on this side, while the opposite side covers 1922 up to the present day. Both images, MOD Crown Copyright/Sgt Su McGinlay Below: Royal Air Force/6 Squadron Typhoon FGR4 ZK342 ‘ED’, newly painted in special markings to celebrate the squadron’s 100th anniversary. The spine and fin wear the camouflage carried by the unit’s Hurricanes during World War Two operations in North Africa, while on the starboard canard foreplane is a silhouette of a Be2, the type with which the unit was first equipped in 1914. The port canard features a Typhoon.

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UK Sells Off Three King Airs TWO OF the ten Beech B200 King Airs that were used for multi-engine training by the Royal Air Force’s No 3 Flying Training School/45 (Reserve) Squadron at RAF Cranwell, Lincolnshire, have recently been sold. Serco Ltd has provided these contractor-owned and operated aircraft since 2004, but on February 19, 2014, ZK450 (c/n BB-1829, ex G-RAFJ) and ZK453 (c/n BB-1833, ex G-RAFM) were placed back on the UK civil register by Serco with their former civilian registrations. These aircraft were then sold on to Douglas, Isle of Man-based commercial aircraft sales, leasing and ferrying company Aerodynamics Ltd and registered to it on March 26 as G-CIFE (ex G-RAFJ) and G-CIFW (ex G-RAFM). These sales leave 45 (R) Squadron with five B200s and two B200GTs for multi-engine training, although these are due to be replaced as part of the new UK Military Flying Training System programme. Another King Air, B200 ZK457 (c/n BB-684, ex G-ROWN) has also reverted to its civilian registration. It was acquired second-hand by the MOD and entered on the military register as ZK457 on January 16, 2008; it was primarily operated overseas on behalf of the Foreign and Commonwealth Office. In April 2013 it was withdrawn from service and flown to Cranfield Airport, Bedfordshire for storage. It was registered to Unity Aviation Ltd of Douglas, Isle of Man as G-ROWN on March 7, 2014.

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Army Air Corps Apaches Reach 50,000 Hours in Afghanistan

MAJOR SIMON Wilsey, commander of the British Army Air Corps’ (AAC) 664 Squadron, part of 4 Regiment from Wattisham, Suffolk, recently flew the AAC’s Apache AH1 attack helicopter’s 50,000th flying hour on operations in Afghanistan. Announcing the achievement on April 14, the Ministry of Defence noted that this represents a third of all UK Apache flying. AAC Apaches have been supporting the UK’s operations in Afghanistan, Operation Herrick, continuously since 2006 when they deployed with 16 Air Assault Brigade (16 AAB) soon after being introduced into service with the British Army. Their main role is providing support to ground forces, tactical strike, reconnaissance, and armed escort to other helicopters. The current detachment is from 4 Regiment/664 Squadron.

BAE Systems Restarts Typhoon Conformal Fuel Tank Tests

Above: A Eurofighter Typhoon model with conformal fuel tanks (CFTs) undergoes wind tunnel testing with BAE Systems. The company announced on April 22 that it has recommenced CFT testing on the type, development of which first began over 15 years ago. The two CFTs, shoulder-mounted on either side of the fuselage, are each able to carry 330 Imp gal (1,500 lit) and will increase the Typhoon’s combat radius by more than 25%. The CFTs will be suitable for fitting to any Typhoon Tranche 2 or 3 aircraft. BAE Systems

RAF Hawk T2s Fly 10,000th Training Sortie THE RAF’S Hawk T2 advanced jet trainer flew its 10,000th sortie from its base at RAF Valley, Anglesey in March. This significant milestone, announced on April 10, comes on the back of the aircraft reaching its 10,000th flying hour, which it achieved

back on November 18, 2013. In total 28 Hawk T2s have been purchased for flying training at Valley. The first example arrived on April 8, 2009; the 28th and final delivery to Valley took place on October 7, 2011. All are operated by IV (Reserve) Squadron.

Changes in RAF Tutor Fleet Moving Ahead

Gama Engineering to Upgrade Army Air Corps Gazelles GAMA ENGINEERING Ltd has been awarded a contract to supply the design solution and major parts for a traffic alerting system, GPS and 8.33kHz VHF communications upgrade to a number of Army Air Corps (AAC) Gazelle AH1 helicopters. The modification will include GPS, communications and traffic advisory equipment from Garmin and an electronic primary flight display from Aspen Avionics. The number of helicopters involved in the contract has not been disclosed. Gama Engineering Managing Director Harry Lees told afm on April 11, the day after the contract was announced, that the first trial installation would be completed around mid-July. The remaining helicopters will then be worked on once QinetiQ at Boscombe Down, Wiltshire, has completed release to service activities. Gazelle AH1s have now seen over 40 years service with the AAC, which took delivery of 212 over a number of years, but the fleet has been steadily reduced and only around 25 remain in its service. The intention had been to retire the type in 2012 but in 2009 it was announced that in order to provide a capability to support domestic commitments the out-of-service date had been put back to 2018.

News Briefs Above: Grob Tutor T1 G-BYXP from Cambridge University Air Squadron at RAF Wyton, Cambridgeshire, about to touch down at RAF Wittering, Cambridgeshire, on April 14. The aircraft was one of the first three Tutors to arrive that day from Wyton as part of preparations to house five squadrons of the type at the base. MOD Crown Copyright/RAF Wittering

THREE ROYAL Air Force Grob Tutor T1s flew in to RAF Wittering, Cambridgeshire, from RAF Wyton, Cambridgeshire, at 1040hrs on Monday, April 14, as part of continuing preparations for the base to house five training squadrons of the type. The first aircraft to land was flown by Squadron Leader Christopher Kane, Commanding Officer of Cambridge University Air Squadron which is currently based at RAF Wyton. With the arrival of the Tutors, the base officially became operational again, air traffic control services were reintroduced and a military air traffic zone (MATZ) around the airfield was reactivated. Tutors will be the most common sight in Wittering’s airspace.

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However, the activation of its MATZ means that military aircraft from other stations will now also be able to use it. On March 25, 2013, it was confirmed by then UK Minister for the Armed Forces, Andrew Robathan, that Wittering would gain several Tutor units as part of a plan to rationalise UK air bases. This will result in the closure of RAF Wyton, with Cambridge UAS and London UAS, plus No 5 Air Experience Flight, moving to RAF Wittering, while the other Tutor unit at Wyton, No.57 (Reserve) Squadron, is moving to RAF Cranwell, Lincolnshire. Two other Tutor units, East Midlands UAS and No 115 (Reserve) Squadron, will also move to RAF Wittering from their current base at RAF Cranwell.

The squadrons from Wyton are expected to have completed their permanent relocation to Wittering by the end of this year. The Cranwell units are then planned to follow by mid-2015. When all of the squadrons are in place, Wittering will be home to around 20-25 Tutors. Another part of the base rationalisation plan involved the closure of RAF Church Fenton, North Yorkshire, another Tutor base. The resident Tutor units, comprising Yorkshire University Air Squadron, incorporating 9 Air Experience Flight, moved late last year to RAF Linton-onOuse, North Yorkshire. The base then quietly ended operations on December 31, 2013, following which it was officially closed as an RAF station on March 31, 2014.

RAYTHEON COMPANY has been awarded a contract from an unspecified international customer for Paveway IV dualmode GPS/INS and laser-guided bombs. The deal, announced on April 11, is valued at more than £120m ($200m). As part of the sale, Raytheon will deliver hundreds of the advanced munitions to the customer. The Paveway IV is regarded as the ‘weapon of choice’ for the Royal Air Force. The contract represents the first sale of Paveway IV outside the UK. THE NINTH Voyager KC3 for the Royal Air Force arrived at Manchester Airport, UK, on April 25 from Getafe, Spain, where conversion work had been completed. Using callsign ‘CASA324’ the aircraft, MRTT024 (c/n 1419, ex EC-331, F-WWTN), was still in primer and will be painted in RAF colours with the serial number ZZ338 at Manchester. It will then be flown back to Getafe to be prepared for delivery, which is scheduled to take place before the end of this year.

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NEWS EUROPE Royal Danish Air Force Reopens Fighter Competition DENMARK STARTED its search for a fighter to replace the Royal Danish Air Force’s 30-year-old F-16AM/BMs on April 10 with the issue of a request for binding information (RBI) to the manufacturers of the four candidates in the selection process – the Boeing F/A-18F Super Hornet, Eurofighter Typhoon, Lockheed Martin F-35A Lightning II and Saab JAS39 Gripen E. The RBI, which specifies responses are expected to be submitted in July, comprises 1,000 pages and some 950 questions. These cover four basic areas: strategic and military issues, economic evaluation and industrial co-operation. The strategic evaluation will focus on candidates’ performance in relation to Danish security and defence policy objectives. Military issues will be assessed in relation to the ability to ‘futureproof’ the aircraft by keeping it constantly updated throughout its life. Economic evaluation will cover both acquisition and total life-cycle costs and industrial assessment will examine potential benefits of industrial relationships to support Danish security interests. The winner is expected to be selected in mid-2015. A final decision on the number of aircraft to be purchased has yet to be announced, but is expected to be between 24 and 30. The initial plan to purchase 48 jets has been cut back due to budget constraints.

NATO Increases Aerial Response to Ukraine Crisis

Above: The four French Air Force Rafale pilots in front of their aircraft following arrival at Malbork, Poland, on April 28 for a four-month deployment. Polish MOD/Krzysztof Godlewski

FOLLOWING THE unrest in Ukraine and the annexation of Crimea by Russia, NATO has continued to increase the number of fighter aircraft deployed to the region. Four Armée de l’Air (French Air Force) Dassault Rafale Cs flew to 22 Baza Lotnicza (22 Air Base) at Malbork, Poland, on April 28 from their base at Base Aérienne (BA) 113 St Dizier. French transport aircraft had delivered support equipment to Malbork on April 24 and 26. Aircrew for the mission have been provided by Escadron de Chasse (EC – fighter squadron) 1/7 ‘Provence’ at St Dizier and EC 2/30 ‘Normandie-Niémen’ at BA118 Mont-de-Marsan. A ceremony to mark their arrival was held at Malbork on April 30. The deployment, which will last for four months, will see some rotation of aircraft and Mirage 2000s may replace the Rafales.

The Rafales are taking the place of four Malbork-based MiG-29s, which left on April 29 for Šiauliai Air Base, Lithuania, to lead the Baltic Air Policing (BAP) mission for four months from May 1 to August 31. France’s defence ministry said the aircraft, which are not assigned to the BAP, will be “available for surveillance and air policing of Eastern Europe and the Baltic region”. While the Polish MiG-29s from 41 Eskadra Lotnictwa Taktycznego (41 Tactical Air Squadron) will lead the BAP, two other nations are providing fighters for the fourmonth detachment from May 1. Four Royal Air Force Typhoon FGR4s from RAF Coningsby, Lincolnshire, arrived at Šiauliai on April 29 (See UK News). The Polish and British jets replaced ten F-15C Eagles of the US Air Force in Europe’s 48th Fighter Wing/493rd Fighter Squadron ‘Grim Reapers’, normally based

First Turkish AF A400M Atlas Arrives in Turkey

Above: Personnel gather in front of the first Türk Hava Kuvvetleri (THK – Turkish Air Force) A400M Atlas, 13-0009 (c/n 009), on the ramp at 12nci Hava Ulastirma Ana Us Komutanligi (air transport air base command), Kayseri-Erkilet, Turkey, on April 16 after its delivery from Seville-San Pablo Airport, Spain. TAI

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at RAF Lakenheath, Suffolk, which had been conducting the duty from Šiauliai. In an expansion of the BAP mission, and following agreement with the Estonian Government, four F-16AMs from the Royal Danish Air Force deployed to Amari air base in neighbouring Estonia on April 30, bringing the total of BAP-assigned fighters to 12. On the other side of Europe, seven Royal Canadian Air Force (RCAF) CF-18 Hornet fighters from 425 Tactical Fighter Squadron at 3 Wing, Canadian Forces Base (CFB) Bagotville, Québec, left on deployment to Câmpia Turzii air base in Romania on April 30. Canada’s Minister for National Defence, Rob Nicholson, told the Canadian Parliament of the move on April 29, saying it is part of the government’s contribution to NATO measures to reassure allies in Central and Eastern Europe. They will join Romanian and US Air Force assets already operating in the region. The deployment was supported by two CC-150T multi-role tanker/transport aircraft from 437 ‘Husky’ Transport Squadron normally based at CFB Trenton, Ontario, which carried the first of the 250 personnel Canada is assigning to the mission. Additional support was provided by a CC-177 Globemaster III of 429 ‘Bison’ Transport Squadron, also from CFB Trenton and a CP-140 Aurora. The tankers and seven Hornets, one presumably a spare, initially landed at Keflavik, Iceland, on April 29 after the first leg of the ferry flight. They continued to Spangdahlem Air Base, Germany, on May 1 to make another night-stop. (See Headlines for more on the Ukraine situation).

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French Rafales Make Epic Flight to La Réunion

Poland to Extend Su-22 Service Life by Ten Years

POLISH Air Force Su-22 Fitters are to be kept in service for another ten years, it was announced on April 2. Eighteen aircraft – 12 Su-22M-4 Fitter-Ks and six Su-22UM-3K Fitter-Gs – will undergo surveys, technical checks and modifications to extend their service lives. Poland has 32 Fitters still in service with 7 Eskadra Lotnicza Taktycznego (ELT – tactical air squadron) and 40 ELT, both based at Świdwin.

Above: Armée de l’Air (French Air Force) Dassault Rafale B 327 ‘113-HZ’, in the markings of Escadron de Transformation Rafale (ETR – Rafale conversion squadron) 2/92 ‘Aquitaine’ at Base Aérienne 113 St Dizier, flies over La Réunion during the type’s first visit to the island. Armée de l’Air/Alban Battestini

TWO DASSAULT Rafale Bs from the Armée de l’Air (French Air Force – FAF) made the type’s first visit to the island of La Réunion, France’s overseas department in the western Indian Ocean, between April 22 and 25. The fighters – crewed by members of Escadron de Chasse (fighter squadron) 1/91 ‘Gascogne’ at Base Aérienne (BA) 113 St Dizier – departed on April 22 at 0500hrs local time (LT) from BA125 Istres-le-Tubé, supported by an Istres-based Boeing C-135FR tanker from Groupe

de Ravitaillement en Vol (air refuelling group) 2/91 ‘Bretagne’. After 10hrs 35mins in the air, the Rafales landed at around 1730hrs (LT) at Saint Denis/ Gillot-Roland Garros International Airport, La Réunion. The tanker landed after completing eleven hours airborne and refuelling the Rafales in the air five times. During their stay, the two visiting Rafales undertook a joint close air support exercise on the afternoon of April 23 with personnel from France's 2ème Régiment Parachutiste

Nine T129A ATAK Helicopters Join Turkish Army

Above: One of the Turkish Land Forces T129A ATAK helicopters, BG1002, during early flight testing on September 13, 2012. TAI

TURKISH AEROSPACE Industries (TAI) formally handed over nine T129A ATAK attack helicopters to the Türk Kara Kuvvetleri Komutanligi’na (Turkish Land Forces Command) on April 22. The T129A is an interim combat support version of the helicopter, nine of which were ordered under a contract announced on

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November 8, 2010, to meet an urgent operational requirement. They are referred to as Erken Duhul Helikopteri (EDH – early delivery helicopter) versions and will later be upgraded to the multirole T129B production variant. The T129, based on the AgustaWestland A129 Mangusta, has been developed

to meet Turkish Land Forces (TKK) requirements. The TKK ordered 51 of the T129B variant, with options on a further 41, in a contract signed on September 7, 2007. The order for nine interim T129As was an exercise of options on the original contract, and cuts the outstanding options down to 32.

d’Infanterie de Marine, which is stationed on the southern coast of the island at Saint-Pierre. The deployment aimed to test the FAF’s ability to conduct such a long-range mission and demonstrated that France’s Forces Aériennes Stratégiques (FAS – strategic air forces) can intervene anywhere in the world. It also qualified maintenance crews for supporting the aircraft on missions to distant, austere locations. The last visit by a FAS asset to the base was in 2004 with Mirage IVs.

RNLAF DC-10 Flies to UK for Scrapping

McDonnell Douglas DC-10-30CF T-255 (c/n 46987 and l/n 255, ex N1858U) of the Koninklijke Luchtmacht (Royal Netherlands Air Force – RNLAF) made its final flight on April 11 when it was ferried from Eindhoven Air Base to NewquayCornwall Airport (the former RAF St Mawgan), Cornwall. It will now be dismantledby Apple Aviation to provide spares for the remaining two RNLAF KDC-10s and will then be scrapped. Following the decision to retire the aircraft as part of defence budget cuts announced on April 8, 2011, the DC-10 undertook its last official service flight with 334 Squadron on December 31, 2013. It then remained at Eindhoven in open storage before being flown to Newquay. Kees van der Mark

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NEWS RUSSIA & CIS Russian AF Finalises Contract for 16 MiG-29SMTs RUSSIA’S MINISTRY of Defence announced on April 15 that it has signed a contract with RAC MiG to produce a further 16 MiG-29SMT multi-role fighters for the Russian Air Force. All 16 are scheduled for delivery by the end of 2016. The contract was signed by Russian Deputy Defence Minister Yuri Borisov and JSC RAC MiG CEO Sergei Korotkov. Including ground support and test equipment, the deal is valued at more than 17 billion roubles (over US$473million). Contract agreement was reached last August but it has taken a further nine months for finer details to be finalised before the signing. Korotkov noted that 28 MiG29SMTs had been delivered to the Russian Air Force between 2009 and 2010. These aircraft, along with six two-seat MiG-29UBTs, had originally been built for the Algerian Air Force, which rejected them after the first 12 were delivered, claiming they were of inferior quality. They were returned to RAC MiG and the whole batch was inducted into Russian Air Force service. He said the type has proved successful in operational service so far with its significantly expanded range of weapons for both the air-to-air and air-to-ground role. Borisov said the order secures the immediate future for RAC MiG and is a good starting point for production of new aircraft such as the MiG-35C of which Russia plans to buy 100.

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Upgraded Hip Inducted into Ukraine Forces

Above: The first Mi-8MSB-V for the Ukraine Armed Forces undertakes a pre-delivery flight test in Belarus. The variant is a re-engined and upgraded version of the Mi-8T Hip-C. Ukraine’s Ministry of Defence announced on April 24 that the modernised variant has been inducted into service with its armed forces. Ukrainian MOD

UKRAINE’S MINISTRY of Defence announced on April 24 that an upgraded version of the Mi-8T Hip-C helicopter, the Mi-8MSB-V, has been inducted into service with Ukraine's armed forces. Colonel General Mykhailo Koval, Interim Minister of Defence of Ukraine, signed the order to officially accept the modernised helicopter.

The Mi-8MSB-V will be used to transport Ukrainian troops, training, search and rescue and air observation missions. One of the primary elements of the upgrade is to replace the old TV2-117 engines with new, lighter and more powerful TV3-117VMASBM1-4E powerplants, which also have an electric starting system. The new engines give

a significant increase in performance, while various new instruments are incorporated as part of the modification programme. The modernisation is undertaken in Belarus at the Orsha Aircraft Repair Plant, a strategic partner of Ukrainian engine manufacturer Motor-Sich, which designed the upgrade.

SVP-24 System Improves Su-24 Accuracy OPERATIONAL EFFECTIVENESS of the Russian Air Force’s Sukhoi Su-24 Fencer has been dramatically improved by a specialised new Gefest-IT SVP-24 specialised precision targeting sub-system. All Su-24s operating with the air force’s tactical aviation element in the Central Military District were fitted with the new equipment a year ago. On April 22, the Russian

Ministry of Defence announced that since that time the SVP24 has shown a more than three-fold increase in accuracy and reliability of the aircraft’s targeting and navigation system. In addition, it has reduced operating costs by more than 15%. In 12 months of intense operations it had in some cases exceeded its expected performance parameters.

Combining weapon aiming, navigation and control systems functions, the SVP-24 also reduces crew workload, while enhancing target detection, aiming and attack. It also improves aircraft survivability. Russia's 2nd Air Force and Air Defence Command have assessed its performance in all climactic conditions, including severe weather and low visibility.

Russian Air Force Ka-52s in Victory Day Parade

Above: Russian Air Force Kamov Ka-52 Hoku*ms, comprising, from right to left, ‘41 White’/RF-91333, ‘42 White’/RF-91334, ‘43 White’/RF-91335 and ‘44 White’/RF-91336, maintain formation over the Russian countryside during practice on April 18 for the Victory Day Air Parade on May 9. The helicopters were operating out of Kubinka Air Base, near Moscow. Sergy Aleksandrov

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NEWS NORTH AMERICA

Hill F-16s train with F-35s

Above: US Air Force F-16CMs 89-2087 ‘HL’ and 90-0725 ‘HL’ from the 388th Fighter Wing/421st Fighter Squadron ‘Black Widows’ at Hill Air Force Base, Utah, fly on a formation training mission at Eglin Air Force Base, Florida, with resident F-35A Lightning IIs 11-5032 ‘EG’ and 11-5033 ‘EG’/ ‘33 FW’ from the 33rd Fighter Wing/58th Fighter Squadron ‘Mighty Gorillas’. The training is part of preparations for the arrival of the fi rst operational F-35As at Hill AFB, which are due in 2015. US Air Force/Staff Sgt Katerina

E-3G Milestone Reached

THE USAF announced on April 8 that a significant milestone had been reached earlier this year when the fifth Boeing E-3C Airborne Warning and Control System (AWACS) upgraded to Block 40/45 E-3G standard was returned to the USAF. That example was the penultimate low rate initial production machine to be ordered under the modernisation programme. USAF officials said the delivery meant that sufficient modified aircraft had now been returned to the air force for initial operational capability (IOC) to be reached. Full-rate production (FRP) will follow IOC, with the first of those aircraft scheduled to be inducted into the upgrade programme during the third quarter of Fiscal Year 2014. FRP for the remaining aircraft is scheduled to continue until 2020.

News brief US ARMY Contracting Command awarded Boeing an $8,857,000 contract on April 9 to provide additional production lot 13 long lead funding and additional production lot 12 over and above funding for the CH-47F Chinook. The award is a modification to the $3.4 billion multiyear II contract awarded on June 17, 2013, for the production of CH-47Fs. The new award uses procurement funds of $7,842,000 from Fiscal Year 2014, $386,000 from FY12 and $629,000 from FY11. Estimated completion date is December 31, 2020.

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AFRC’s 773rd Airlift Squadron Deactivates

Above: Past and present members of the 773rd Airlift Squadron pose in front of one of the 910th Airlift Wing’s C-130H Hercules aircraft, 89-9104, at Youngstown Air Reserve Station, Youngstown-Warren Regional Airport, Ohio, on April 6, following the unit’s deactivation ceremony. US Air Force/Tech Sgt Rick Lisum

US AIR Force Reserve Command’s 910th Airlift Wing (AW) held a de-activation ceremony on April 6 for the 773rd Airlift Squadron (AS) ‘Quiet Professionals’ at Youngstown Air Reserve Station, Youngstown-

Warren Regional Airport, Ohio. The 773rd AS, which was activated as a unit of the 910th AW in 1995, was officially de-activated on March 31, 2014, by Special Order GB-0005, issued by the Secretary of the

Air Force Deborah Lee James. The deactivation resulted from US Air Force structure changes, which reduced the 910th’s C-130H Hercules aircraft fleet to eight Primary Assigned Aircraft and one Back-up Inventory Aircraft.

Re-activated ‘Boneheads’ Achieve IOC with F-22A Raptors HOLLOMAN AIR Force Base (AFB), New Mexico, bade farewell to the last four F-22A Raptors of the 49th Wing’s 7th Fighter Squadron (FS) ‘Screamin’ Demons’ on April 8. The jets, serial numbers

04-4081, 05-4099, 05-4100 and 05-4106, like 20 others from the 7th FS, flew out to Tyndall AFB, Florida, to join the 325th Fighter Wing’s (FW) recently re-activated 95th FS ‘Boneheads’. Col David

E Graff, 325th Fighter Wing commander, declared the 95th FS had achieved initial operational capability (IOC) on April 8, when the last four F-22s arrived from Holloman to join the unit.

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USAF Global Hawk Advances

A GRUMMAN RQ-4 Global Hawk from the 69th Reconnaissance Group’s 348th Reconnaissance Squadron at Grand Forks Air Force Base, North Dakota made the longest ever recorded flight without refuelling by a military aircraft – 34.3 hours on March 29. The flight was accomplished with an all-female flight and support crew, with more than 50 women working together to complete the mission, which was dubbed the ‘Flight of the Lady Hawk’. The idea for the flight was the brainchild of 348th RS Commander Lt Col Amanda Brandt who, decided that an endurance flight run entirely by women would be a good way to mark Women’s History Month, observed every March in the United States. Separately, US Air Force officials have announced that as the service moves toward providing a new air-sea battle surveillance capability, the first Maritime Modes programme riskreduction flight was successfully completed on April 14. The test flight consisted of an eleven and a half hour sortie on a test RQ-4 Global Hawk Block 40, which took place in the airspace above the US Navy’s Point Mugu sea range off California. Maritime Modes comprises two components: a Maritime Moving Target Indicator and a Maritime Inverse Synthetic Aperture Radar (MISAR) that function together to provide ISR information on vessels on the water’s surface.

First Three F-16s Arrive at Holloman for 54th FG

Above: One of the first three F-16s for the 54th Fighter Group, F-16D 89-2157 ‘LF’, taxies in at Holloman Air Force Base, New Mexico, on April 1 after arriving from Luke AFB, Arizona. US Air Force/Airman 1st Class Aaron Montoya

THE FIRST three F-16C/Ds for the US Air Force’s newly-formed 54th Fighter Group (FG) arrived at Holloman Air Force Base (AFB), New Mexico, on April 1. The 54th FG was officially activated on March 11 as a new tenant unit at Holloman, operating as a detachment

of the 56th Fighter Wing at Luke AFB, Arizona. It will eventually have two subordinate F-16 training squadrons, the first of which, the 311th Fighter Squadron ‘Sidewinders’, was also activated on March 11. “The addition of the 54th

Fighter Group is an exciting opportunity for the members of Team Holloman, and will allow for combat air power to start here,” said Col Andrew Croft, 49th Wing commander. The 54th FG is expected to have received its full complement of 50 F-16s by the end of 2015.

US Navy Orders Five More MQ-8C Fire Scouts US NAVAL Air Systems Command awarded a $43,781,216 contract to Northrop Grumman Systems Corporation on April 2 for the production and delivery of five MQ-8C Fire Scout VTOL tactical unmanned aerial vehicles

(VTUAV) and one ground control station. The contract supports the VTUAV endurance upgrade rapid deployment capability effort, which is providing the larger MQ-8C to give an improved capability compared

to the current MQ-8B. Work is expected to be completed in December 2015. Fiscal Year 2013 and 2014 aircraft procurement, navy funds are being used to finance this purchase.

Thirty USAF B-52Hs to be Non-Nuclear Under New START Treaty THE US Strategic Force Structure has been revised to comply with the New START (Strategic Arms Reduction Treaty) (NST) that limits the total number of deployed and non-deployed strategic delivery vehicles to 800 (700 deployed and 100 non-deployed).

Currently, the USAF has 96 nuclear-capable, deployed and non-deployed B-2A Spirit and B-52H strategic bombers that fall within the terms of the NST. These comprise 20 B-2As (19 deployed and one non-deployed test aircraft) and 76 B-52Hs (74 deployed and two

non-deployed test aircraft). The Department of Defense announced on April 8 that, by February 5, 2018, this will be reduced to 66 nuclear capable heavy bombers by means of converting 30 B-52Hs to the non-nuclear role, thereby removing them from

accountability under the NST. The 66 bombers retained by the USAF will comprise 19 B-2As and 41 B-52Hs classed as deployed, plus one B-2A and five B-52Hs that will be classed as non-deployed, including three test aircraft (one B-2A and two B-52Hs).

A US Air Force B-52H Stratofortress from the 5th Bomb Wing at Minot Air Force Base, North Dakota, deploys its brake ’chute after landing on March 26, 2014, at Ellsworth AFB, South Dakota. The aircraft was one of eight Minot-based B-52Hs that will temporarily operate out of Ellsworth due to runway work at their home base. US Department of Defense officials announced on April 8 that 30 of the USAF’s B-52Hs will be made non-nuclear capable to comply with the New Strategic Arms Reduction Treaty. US Air Force/Senior Airman Zachary Hada

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NEWS NORTH AMERICA New Weapons Capability Integrated on MH-60S Helicopters

A US Navy MH-60S Seahawk helicopter fires the Advanced Precision Kill Weapons System (APKWS) from a modernised, digital rocket launcher (DRL) during a test in autumn 2013. US Navy

A MODERNISED rocket launcher will soon enable MH-60 Seahawk helicopters to carry and deploy a variety of weapons for the first time. As part of an early operational capability (EOC), the US Navy delivered the new system, called the digital rocket launcher (DRL), to Helicopter Sea Combat Squadron 15 (HSC-15) ‘Red

F-35 Lightning II Passes 15,000 Flying Hours Milestone

LOCKHEED MARTIN announced on April 15 that the F-35 Lightning II fleet has surpassed the milestone of 15,000 flight hours. “Flying 15,000 hours itself demonstrates that the programme is maturing, but what I think is even more impressive is the fact that operational F-35s accounted for more than half of those flight hours,” said J D McFarlan, Lockheed Martin’s vice president for F-35 Test & Verification. "We are actively flight testing the software and mission systems that will enable the Marine Corps to declare Initial Operational Capability [IOC] next year as planned.” As of April 7, operational F-35s had flown 8,050 hours while System Development and Demonstration (SDD) aircraft had accumulated 7,123 flight hours. In 2014, SDD F-35As have flown 328 hours; F-35Bs 191 and F-35Cs 91. In comparison, operational F-35As have amassed 963 hours, F-35Bs 1,012 and F-35Cs 98 hours respectively. “Recently 60 F-35 sorties were flown in one day,” McFarlan, said. The US Air Force and Navy intend to declare IOC in 2016 and 2018, respectively.

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Lions’ at Naval Air Station North Island, California, in March for pre-deployment training. DRL is the answer to an urgent operational needs statement from the US Navy and will first be integrated onto the MH-60S as part of a rapid deployment capability and then the MH-60R and potentially other platforms. With the addition of DRL, the

helicopter can use the BAE Systems' Advanced Precision Kill Weapons System (APKWS), a semi-active laser guidance section added to legacy 70mm unguided rockets. APKWS offers greater precision than the unguided rockets currently employed from helicopters. Additionally, the DRL’s digital interface makes it capable of

employing a wider variety of rocket configurations, offering flexibility to engage different target sets. DRL allows for sequential and selective single fire; selective and all ripple fire; and rocketinventory tracking, not available in its legacy predecessor, which required aircrew to keep a physical record of rockets fired.

USAF Tests Northrop Grumman Smart Node Pod

Above: Northrop Grumman’s Smart Node Pod mounted on a civilian operated Cessna O-2A which was used for trials during February. The pod has been ordered by the US Air Force and deliveries will begin this summer. Northrop Grumman

NORTHROP GRUMMAN announced on April 3 that it has completed a series of flight tests demonstrating the first production Smart Node Pod (SNP) for the US Air Force. SNP is an aircraft-mounted airborne communications system that allows real-time information to be exchanged among many disparate military and commercial radios and different datalinks, extends the network to the forward edge of the battlefield and relays full-motion video. Northrop Grumman conducted five flights to certify performance characteristics in February in Virginia Beach, Virginia. During the flights, the SNP demonstrated the ability to transmit full-motion video, imagery, voice and digital messages between warfighters both in the air and on the ground via various waveforms and

datalinks and its interoperability with the proprietary and open source forward tactical handheld devices. The company is under contract to produce SNP systems for the US Air Force, with deliveries scheduled across mid-summer of this year. Two different pod designs – a single-pod and a multipod architecture – are in production. “This proven, reliable technology gives an extremely capable but lightweight communications, situational awareness, and command and control capability that can be readily mounted on many different military aircraft and controlled by the deployed commander,” said Jeannie Hilger, vice president, Network Communication Systems, Northrop Grumman Information Systems.

Hilger said the pod can connect to the high-altitude Battlefield Airborne Communications Node (BACN) platforms, ground operational centres or other pods for beyond-line-of sight connectivity and provides access to high level ISR data and command and control information. ”In this manner, Smart Node Pod has the capability to augment BACN in its anchor role as the persistent high altitude gateway of the Joint Aerial Layer Network (JALN) by providing connectivity at the lower tier. Working in unison, SNP and BACN have the potential to expand benefits by building out a multitiered JALN architecture and providing network connectivity across the battlespace.” SNP is based on BACN technology Northrop Grumman developed for the US Air Force.

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RCAF Hornets Head to Romania

Seven Royal Canadian Air Force (RCAF) CF-18 Hornets that are being deployed to Câmpia Turzii in Romania in response to the crisis in Ukraine arrived on May 1 at Spangdahlem Air Base, Germany, where two of them are seen here landing at the base. They left Canadian Forces Base Bagotville, Québec, on April 29, initially routing to Keflavik, Iceland. The fighters, all from 425 ‘Alouettes’ Tactical Fighter Squadron comprised 188734, 188758, 188771, 188756, 188782, 188788 and 188791. Oliver Jonischkeit

Retired USAF AC-130Hs Being Flown to AMARG TWO OF USAF Special Operations Command’s recently-retired AC-130H Spectre II gunships have now been placed in storage at the 309th Aerospace Maintenance and Regeneration Group’s (AMARG) facility at Davis-Monthan Air Force Base, Arizona. The eight surviving aircraft were all operated by 27th Special Operations Wing’s 16th Special Operations Squadron (SOS) ‘Spectre’ at Cannon AFB, New Mexico. All eight AC-130Hs operated by the 16th SOS were put into the air at the same time at Cannon on January 16, 2014, for one final mission before they were retired. They had remained at the base since then, but on February 7 the first departure took place, when 69-6570 ‘Bad Company’ flew out to Davis-Monthan AFB to become the first AC-130H to enter storage with AMARG. A second aircraft, 69-6577 ‘Death Angel’, followed it there on April 4. Six of the gunships will go into storage at AMARG, a seventh, 69-6572 ‘Gravedigger’, was towed from the flightline to the Cannon AFB Air Park on April 6, 2014, to be placed on permanent display. Plans for the eighth aircraft are as yet unconfirmed. The type is being replaced by the Lockheed Martin AC-130J Ghostrider, a modified version of the MC-130J.

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Above: The crew poses with retired US Air Force 27th Special Operations Wing/16th Special Operations Squadron AC-130H Spectre 69-6577 ‘Death Angel’ on the arrivals ramp at Davis-Monthan Air Force Base, Arizona, on April 4, 2014, after the aircraft made its final flight from Cannon AFB, New Mexico. USAF/309th AMARG

US AIR FORCE AC-130Hs Serial

Name

Fate

69-6567

Written off January 31, 1991, Kuwait

69-6568

‘Night Stalker’

Stored Cannon AFB

69-6569

‘Fatal Attraction’

Stored Cannon AFB

69-6570

‘Bad Company’

Flown to AMARG, February 7, 2014

69-6572

‘Gravedigger’

To Cannon AFB Air Park, April 6, 2014

69-6573

‘Heavy Metal’

Stored Cannon AFB

69-6574

‘Iron Maiden’

Stored Cannon AFB

69-6575

‘Wicked Wanda’

Stored Cannon AFB

69-6576

‘Hell Raiser’

Written off March 14, 2014, off Somalia

69-6577

‘Death Angel’

Flown to AMARG April 4, 2014

C-17 Line Shut-Down Date Advanced by Three Months PRODUCTION OF Boeing’s C-17A Globemaster III long-range strategic heavy-lift transport will end and its Long Beach, California, C-17 final assembly facility close in mid- rather than late 2015, according to a company announcement on April 7. Boeing will produce three fewer C-17As than originally intended: ten aircraft this year and only seven (rather than the ten previously planned) in 2015.

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NEWS LATIN AMERICA Paraguayan Air Force Offered 12 KAI KA-1s & KT-1s

PARAGUAY’S MINISTRY of Defence is continuing to study its options for the replacement of the EMB-326GB Xavantes of the Fuerza Aérea Paraguaya (FAP – Paraguayan Air Force), a decade after they were retired. Local media reports on April 22 said the Korean Government has offered to supply a $130 million package of 12 aircraft, comprising six KAI KA-1 light attack aircraft and the same number of KT-1 advanced trainers. All would have the option of being armed. The offer also includes the option of setting up an assembly line in Paraguay to produce the type for the Latin American market. The Paraguayan president is said to be in favour of the purchase, which would be considerably cheaper than a rival offer of A-29 Super Tucano aircraft from Brazil. The Brazilian offer was discussed on April 10 when a delegation from Embraer held a meeting with the Paraguayan Defence Minister, retired Army General Bernadino Soto Estigarribia. It also includes refurbishing the FAP’s six surviving EMB-312 Tucanos. Juan Carlos Cicalesi and Agustín Puetz

Brazil to Assist in Upgrading Honduran Tucanos

Above: Fuerza Aérea Hondureña (FAH –Honduran Air Force) Embraer EMB-312A Tucano FAH-256 making the type’s first visit to Puerto Lempira Airport, Honduras, on March 31. The aircraft is armed with two gun pods for counter-narcotics missions, which follows the passing of legislation on January 17, 2014, that allows FAH aircraft to shoot down aircraft suspected of illegal drug trafficking. Mario Theresin

HONDURAN PRESIDENT Juan Orlando Hernández and Brazilian Ambassador to Honduras Zenik Krawctschuk announced on April 10 that the Brazilian Government will assist with refurbishing and upgrading up to 12 Fuerza Aérea Hondureña (FAH – Honduran Air Force) Embraer EMB-312A Tucanos. Consideration is also being given to acquiring four additional aircraft and a flight simulator. The extra Tucanos would be donated from surplus stocks of Força Aérea Brasileira (FAB – Brazilian Air Force) T-27s which are available as the FAB transitions

to the A-29 Super Tucano. Only three FAH Tucanos are currently airworthy and the Brazilian deal will involve upgrading these aircraft and making nine others airworthy. It has not yet been decided where the work will be undertaken – it could be carried out in-country at Palmerola Air Base, where the Tucanos are based, or in Brazil. The cost is estimated to be around $2.5 million per aircraft, according to a statement released by the Honduran Presidential Palace. Honduras is also looking at the possibility of buying new A-29 Super Tucanos, something that has been under consideration

Uruguayan AF Takes Delivery of AS365

Above: The new Fuerza Aérea Uruguaya (FAU – Uruguayan Air Force) AS365 Dauphin awaiting reassembly in a hangar at Carrasco on April 8, after being moved there from the port of Montevideo, following shipment by sea. The helicopter will be used for emergency medical services by the FAU’s Escuadrón Aéreo No 5 (Helicópteros) at Carrasco. FAU

A NEW AS365 Dauphin helicopter has been purchased, from Airbus Helicopters, by the Fuerza Aérea Uruguaya (FAU – Uruguayan Air Force). After arriving at the port of Montevideo by sea on April 8, it was unloaded and transported to Carrasco to join Escuadrón Aéreo No 5 (Helicópteros),

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part of Brigada Aérea I. The dismantled helicopter arrived in a shipping container and was then reassembled, inspected and tested. It will be outfitted with specialised medical equipment for emergency patient transfer missions.

Once it has been fully fitted out, expected to take about two months, it will enter service as part of the Servicio de Emergencia Helitransportado (Emergency Helicopter Transport Service), operating throughout the country. Juan Carlos Cicalesi and Agustín Puetz

for several years. Any possible purchase will, however, be subject to various factors, including whether sufficient financing is available. In addition, the FAH wants to upgrade its existing fleet of nine F-5E Tiger IIs and two F-5Fs. According to local media reports, only four of these are currently airworthy and the remainder are in need of extensive repairs. The FAH is looking to Israel to refurbish these aircraft in a deal that would also include an avionics upgrade to the FAH A-37B fleet, but a contract is yet to be signed. Juan Carlos Cicalesi and Agustín Puetz

Chilean AF to Reactivate Some of A-36 Halcón Fleet THE FUERZA Aérea de Chile (FACh – Chilean Air Force) plans to reactivate its fleet of ENAER A-36 Halcóns (CASA C-101 Aviojet), which have been grounded for about a year. The move follows the decision not to purchase new advanced jet trainers for the FACh, leaving it without a suitable aircraft for transition between the Super Tucano and F-16. A tender had been issued to acquire 12 new jet trainers, but in March the Chilean Ministry of Defence said the acquisition would be postponed indefinitely due to budget constraints. This will allow more funding for upgrading its F-16s. Aircraft that had been under consideration were the M-346 Master, Hawk AJT and T-50 Golden Eagle. Instead, the FACh now plans to reactivate and upgrade around ten of its A-36 Halcóns. This work will be undertaken in co-operation with Airbus Space and Defence. Juan Carlos Cicalesi and Agustín Puetz

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02/05/2014 11:50

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Ten Ex-Chilean A-37Bs Delivered to El Salvador AF

DESPITE GREAT secrecy over the deal, local media reported on April 16 that ten former Fuerza Aérea de Chile (FACh – Chilean Air Force) Cessna A-37Bs had arrived in El Salvador to boost the Fuérza Aérea Salvadoreña (FAS – Salvador Air Force) fleet. They will join five others already operated by the FAS. The type had been phased out of FACh service in 2009, since when the Chilean Government has been looking to sell the remaining aircraft. After being accepted on March 31, 2014, they were packed in containers and delivered by road to an unspecified FAS air base. An official unveiling ceremony was planned for May 7. The ex-FACh A-37B acquisition plans were first revealed on May 6, 2013. After prolonged negotiations, which began four years earlier, a formal $8.57 million contract for purchase of the aircraft was signed on October 31, 2013. Alfonso Glade

Honduran AF Be200 Now Used as ISR Aircraft

Above: Fuerza Aérea Hondureña (FAH – Honduran Air Force) Beechcraft King Air 200 FAH-015 (c/n BB-267, ex ‘TG-TAJ’, N8BG) arriving at Toncontín International Airport, Honduras, on April 16, newly fitted with intelligence, surveillance and reconnaissance (ISR) equipment. Mario Theresin

FUERZA AÉREA Hondureña (FAH – Honduran Air Force) Beechcraft King Air 200 FAH-015 (c/n BB-267, ex ‘TG-TAJ’, N8BG) was noted arriving at Toncontín International Airport, Honduras, on April 16, after being fitted with intelligence, surveillance and reconnaissance (ISR) equipment. The exact nature of the ISR fit is

unknown, but a small radome is clearly visible under the centre fuselage, while a ball turret is mounted further aft. This is the first time that the aircraft has been reported with an ISR fit, which presumably has only recently been installed. It is an ex-drug running aircraft that had been impounded some time

Two Chinese Y-12Es Join Colombian AF's SATENA

Above: ‘One of two new Harbin Y-12Es, HK-5036-X (c/n 017), on the ramp at Medellin-Olaya Herrera Airport, Colombia, on April 7 during the ceremony to induct the aircraft into service with the Fuerza Aérea Colombiana’s (FAC – Colombian Air Force’s) military-run airline, SATENA. FAC

A CEREMONY was held on April 7 at Medellin-Olaya Herrera Airport, Colombia, to induct a pair of Harbin Y-12Es into service with the Fuerza Aérea Colombiana’s (FAC – Colombian Air Force’s) military-run airline, SATENA. The aircraft, HK-5036-X (c/n 017) and HK-5037-X (c/n 018), had earlier been officially handed over to SATENA at the Harbin factory on December 24, 2013, as a gift from China. They arrived in Colombia on April 3. The commander of the FAC,

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General Guillermo Leon, said the aircraft will be based at Olaya Herrera Airport to serve smaller airports in the region. He added that the aircraft will cover routes to Condoto, Montelibano, Capurganà, Ituango, El Bagre, Otú, Nuquí, Bahia Solano and Barrancabermeja, where the airfields are more suited to an aircraft with the Y-12’s short take-off and landing capabilities. Confirmation that plans for the acquisition were going ahead had first been revealed at SATENA’s

51st anniversary celebrations on April 16, 2013. Airline president Brigadier General of the Air Carlos Eduardo Montealegre said China was to donate three Y-12Es to the FAC for operation by SATENA. Authorisation for the donation had been granted several days earlier, on April 11, subject to final negotiations. A delivery date for the third aircraft is unconfirmed at present, but there is the possibility of further deliveries if initial operations prove successful.

ago by the Honduran authorities. It was then inducted into FAH service sometime early last year, becoming the first of the type with the FAH. The aircraft is based at the FAH headquarters at Base Aérea Coronel Hector Acosta Mejia Air Base at Toncontín International Airport. Mario Theresin

Mexico to Purchase 18 UH-60M Black Hawk Helicopters

US DEFENSE Security Cooperation Agency (DSCA) officials announced on April 21 that the US State Department has approved a possible $680 million Foreign Military Sales (FMS) deal of 18 UH-60M Black Hawk helicopters to Mexico. The DCSA stated that it had delivered the required certification notifying Congress of this possible sale on April 17. The deal will include all associated equipment, parts, training and logistical support. The DSCA states that the 18 UH-60Ms will be in standard US Government configuration, with designated unique kit and government furnished equipment (GFE). In addition, the requested deal will include four spare T700-GE-701D engines, 42 embedded global positioning systems/inertial navigation systems (36 installed and six spares), 36 M134 7.62mm machine guns, 18 AN/AVS-9 night vision goggles, five aviation mission planning systems and one aviation ground power unit. Also included are communication security equipment, including AN/ARC-210 RT-8100 series radios, identification friend or foe (IFF) systems, spares, support and training.

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NEWS AFRICA US Eases Restrictions to Allow AH-64 Deliveries to Egypt US APPROVAL has been granted to lift the suspension of military aid to Egypt, thus enabling the delivery of ten Boeing AH-64 Apache attack helicopters to the Egyptian Air Force to go ahead. Pentagon Press Secretary Rear Admiral John Kirby confirmed on April 22 that US Defense Secretary Chuck Hagel had informed Egyptian Minister of Defence Colonel General Sedki Sobhy that afternoon that President Obama had approved delivery of the Apaches to support Egypt’s counter-terrorism operations in the Sinai. According to Secretary Hagel, the US believes the new helicopters will help the Egyptian Government counter extremists who threaten security of the two countries and Israel. An element of the US President’s broader efforts to work with partners across the region to build their capacity to counter terrorist threats, it is in the United States’ national security interest. No other military hardware on order for Egypt is being freed up and deliveries of new Egyptian Air Force F-16C/D Block 52s remain on hold. US officials announced on October 9, 2013, that military aid to Egypt, worth hundreds of millions of dollars, was being suspended due to continuing violence in the country after the coup that ousted Egyptian President Mohammed Morsi on July 3 last year. This immediately put a block on the proposed Apache deliveries, which it is believed had already been manufactured.

New Congolese Air Force Mi-171 in Bangui

Above: This Mi-171, believed to carry serial number TN-369, appears to be a new acquisition by the Congolese Air Force. It was photographed at Bangui Airport, Central African Republic on April 11. Denetworks

The aircraft’s serial number is thought to be TN-369, although the black script on very dark camouflage makes it very difficult to confirm. Few details of recent Congolese

acquisitions are known, but another new Mi-171, TN-371, was reported at BrazzavilleMaya May Airport last October, suggesting that several new helicopters have been acquired.

Eighth Egyptian AF C295M Delivered

French Reapers Pass 500 Flying Hours on Operation Serval

WHAT APPEARS to be a new Mi-171 helicopter operated by the Congolese Air Force (Force Aérienne Congolaise) was noted at Bangui Airport, Central African Republic on April 11.

Above: Egyptian Air Force (EAF) C-295M EC-002 (c/n S-110), callsign ‘CASA 910’, passes through Luqa Airport, Malta, on April 4 on its delivery flight from the factory at Seville-San Pablo Airport, Spain. This was the eighth EAF example delivered out of a total order for 12. Andre Abela via Chris Cauchi

FRANCE’S MINISTRY of Defence announced on April 18 that the two Armée de l’Air (French Air Force) General Atomics MQ-9A Reapers deployed to Niamey, Niger, have between them passed 500 flying hours on Operation Serval missions over Mali. The milestone was achieved on March 31, twoand-a-half months after the detachment was commissioned. The first Reaper sortie from Niamey was a 40-minute test flight over Niger on January 15, 2014.

Nigerian Air Force Acquiring New Fighters and Helicopters SKETCHY DETAILS of Nigerian Air Force (NAF) plans to acquire additional fighter aircraft and helicopters have been revealed by Chief of Air Staff, Air Marshal Adesola Amosu. Speaking on April 8 during a press briefing in Nigeria’s capital Abuja, called to announce plans for the 50th anniversary celebrations of the NAF, Amosu said the federal government had granted approval for the proposals, which are part of the ongoing fight against terrorism and insurgency in the country. No details of the types acquired were revealed. It is also unclear whether contracts have been

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signed, although Amosu said: “Very soon we will be showcasing the new platforms that have been acquired for us.” Amosu said that the government plans to upgrade existing NAF aircraft to improve readiness and enhance security. He admitted modernising the NAF’s obsolete equipment was a major challenge, but said “innovative approaches would ensure effective modernisation”. The NAF has been crippled by underfunding for years, with many aircraft grounded because of lack of spares to keep them airworthy. Increasingly over the last decade, money

has been spent to overhaul and modernise aircraft to get them back in the air. The transport fleet of G222s and C-130Hs is now progressively being brought back into operational service, while all 12 of its MB339As are being refurbished in Italy by the manufacturer. Funding was provided in 2009 to overhaul and return to service 19 stored L-39ZA Albatros aircraft, while the Alpha Jet fleet is also being refurbished, with up to 11 aircraft reportedly made airworthy again. New acquisitions in recent years have included 12 Chengdu F-7NIs and three FT-7NIs from China, which were delivered

in 2010 after several years of delay. Two of the F-7NIs and one FT-7NI have since been lost in accidents. New helicopter types have been introduced into service, including AW109s and Robinson R66s, in addition, a pair of ATR42-500MP Surveyor maritime patrol aircraft entered service in 2009-2010. To boost transport assets, a second-hand Boeing 737-500 was delivered in January 2013 and a 737-400 is being acquired. The Presidential Air Fleet, operated by the NAF, was boosted by the delivery of two Dassault Falcon 7Xs and a Gulfstream 550 in 2011, followed by a Hawker 4000 in 2012.

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02/05/2014 12:04

NEWS MOROCCO

AFM reports from the Marrakech Airshow, held at Ménara Air Base between April 23 and 26.

Impressive Moroccan AF fly-bys

Above: The KC-130H Hercules tanker was hooked up by hose/drogue to F-5Fs 91942 and 91944, followed by a pair of upgraded F1EM-VIs, 170 and 171 (the latter fitted with a recce pod) and a couple of F-16Cs, 08-8002 and 08-8005, fitted with conformal fuel tanks.

TWO IMPRESSIVE fly-bys took place – one launching the show on the opening day on April 23 and the other on the last day. There were several practice flypasts. Aircraft involved included two Aérospatiale SA330F Pumas trailing flags, four Beechcraft

T-6C Texan IIs, five Alpha Jets, four Northrop F-5Es (one, 91932, with a refuelling pod), three Dassault Mirage F1s upgraded to F1CM-IV standard and three Lockheed Martin F-16C Block 52 Fightning Falcons. Four Aérospatiale SA342L Gazelles,

four Bell 206 JetRangers and a couple of AB205 Iroquois equipped with locust spray bars also put in an impressive performance. Two new Bombardier 415 firebombers dropped green and red dyed fire retardant over the grass close to the runway.

Chinooks Grounded MOST OF the RMAF aircraft types were represented at the show but the Boeing CH-47C Chinook was missing. There has been speculation that they were going to be upgraded to CH-47C+ standard, but it was confirmed to AFM at the event that all five or six were now grounded and in store at Rabat Salé, where they are based. However, AFM was told by an RMAF officer that three CH-47Ds are now on order which will go some way to cutting the shortfall in capability. “Many of the pilots and technicians are now being trained in the USA and will return with the helicopters in December” he said. Although no purchase has ever been confirmed, AFM’s database, AirForces Intelligence reports that a Defense Security Cooperation Agency (DSCA) notification was issued on October 26, 2009 for the possible sale to Morocco of three CH-47Ds.

Royal Gendarmerie in Numbers WHILE NO Royal Gendarmerie aircraft participated in the flying display, it had an impressive presence on the ground. There was an Ayres S2R-T34 and a Thrush Aircraft S2R-T660 Turbo Thrush (both types are used for spraying crops, locusts and waterbombing), a Eurocopter EC135 and EC145 used by the emergency medical services, a Titan Tornado

ultra-light for security and traffic patrols, an SA330C Puma for transport duties as well as an Eurocopter AS355F1 Ecureuil and Alouette II used for flying training. Right: The Turbo Thrush is an unusual looking aircraft with a big 572 imp gal (2,600 lit) fuel tank. Note the markings on the nose to measure the tank levels. The whole fleet of S2R-T34s and T660s is based at Salé-Boulaajoul near Rabat where most of the Gendarmerie aircraft are located.

Upgraded Alpha Jet on show ONE OF the recently upgraded Royal Moroccan Air Force (RMAF) Dassault Alpha Jets, serial number 228, was exhibited in the static display during the show at Ménara. It is one of 22 involved in a €27 million deal awarded to SABCA of Belgium and Thales in late 2009. SABCA, based at Charleroi, is integrating the systems, installing a new head-up display (HUD), hands on throttle and stick (HOTAS) and incorporating flight instruments in multi-function displays (MFD) in the centre of the control panel. The rear co*ckpit has a new MFD that enables the instructor to monitor the weapons and navigation systems. The upgrade is a more affordable way of modernising the Alpha Jet. The new digital systems provide most of the advantages of a glass co*ckpit without the expense of fitting one. Philippe

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Above: Alpha Jet 228 is one of eight trainers modernised to date. The MVI on the tail stands for ‘Modernisation á Varies Intégrer’ (modernisation and varied integration), but also happens to be the initials of Morocco's King, Mohammed VI. All photos, AFM

Duculot, from SABCA’s Sales and Business Development, Aircraft Maintenance and Modernisation sector told AFM: “We took an aircraft [serial number 246] to Charleroi in October 2010, trained the Moroccan personnel and manufactured all modification kits for the flight test prototype before it [the jet] was flown back to [Base Aérienne des Forces

Royales Air (BAFRA) Meknès, where Morocco’s Alpha Jets are based] Morocco in May 2012.” The RMAF’s General Seif Allah, an Alpha Jet pilot, oversaw the process and was tasked with transferring further upgrade work to Meknès, where he is now the base commander. Development work was completed in mid-2012 and was

followed by two pre-production upgrades in-country under the supervision of Thales. Of the 19 other Moroccan Alpha Jets in the modernisation programme, the RMAF and SABCA have already completed five. This has enabled the first course of new fighter pilots to start training on them before progressing to Mirage F1s or F-5s.

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06/05/2014 15:31

NEWS MIDDLE EAST

Israeli Air Force’s First C-130J-30 Arrives at Nevatim

New C-130J Delivered to Royal Air Force of Oman

LOCKHEED MARTIN has delivered the first of two additional C-130J Super Hercules ordered by the Royal Air Force of Oman (RAFO) in a contract announced on August 16, 2010. The aircraft, 505 (c/n 5739), made its first flight at Marietta, Georgia, on November 27, 2013. It flew from St John’s, Newfoundland, and Labrador, Canada, to London-Stansted Airport, Essex, on April 8. Using callsign ‘MJN285’, it left the following morning for Oman, where a ceremony marked its arrival at Seeb Air Base, Muscat, on April 14. The second Super Hercules, 506 (c/n 5743), is now being prepared for delivery and was noted test flying at Marietta on February 15. The RAFO had earlier ordered a C-130J-30, which left Marietta for Oman on September 12, 2012. The two new examples are standard-length C-130Js.

Above: The first Israeli Air Force Lockheed Martin C-130J-30 Shimshon, 661 (c/n 5723), taxies in at Nevatim Air Base on April 9 after its delivery flight from the US. Yissachar Ruas

LOCKHEED MARTIN C-130J-30 Super Hercules 661 (c/n 5723), the first for the Israeli Air Force (IAF), arrived at Nevatim Air Base on April 9. The type will be named the Shimshon (Samson) in IAF service. Its arrival marked the re-establishment of 103 ‘Elephant’ Squadron which disbanded last July, its legacy Hercules aircraft transferring to 131 ‘Yellow Bird’ Squadron to make way for the planned transition. The C-130J-30

departed on its ferry flight from Lockheed Martin’s plant in Marietta, Georgia, on April 4, flying via Canada and Pisa, Italy. Orders have been placed for two more Shimshons, the first of which, 662 (c/n 5742), took its maiden flight from Marietta on January 15, 2014 – it is due for delivery in June. The third is expected to arrive in Israel in January 2015. Plans to order a further three for service entry by

First of New Batch of Oman F-16C/Ds Handed Over THE SULTANATE of Oman accepted the first of its second order of F-16C/D Block 50 Fighting Falcons on April 3 in a ceremony at Fort Worth, Texas. The aircraft, F-16C Block 50 830 (TR-1, USAF/11-0001) – first flown at Fort Worth on January 14 – will be ferried to Oman later this year. Through the US Foreign Military Sales programme, Lockheed

Martin was awarded a $600 million contract on December 14, 2011, to produce the 12 additional F-16C/D Block 50s for the Royal Air Force of Oman. Ordered under the Peace A’sama A’safiya II programme, they comprise ten F-16Cs, serials 830 (TR-1, USAF/11-0001) through to 839 (TR-10, USAF/11-0010), plus two F-16Ds, serials 821 (TS-1, USAF/110011) and 822 (TS-2, USAF/11-0012).

Another Royal Saudi AF Typhoon Maiden Flight

Above: Royal Saudi Air Force (RSAF) two-seat Typhoon 1016/ZK396 (CT015) taking off on April 29 from BAE Systems’ factory airfield at Warton, Lancashire, on its maiden flight. While the jet was otherwise fully painted, the PIRATE (Passive Infra-Red Airborne Tracking Equipment) sensor below the co*ckpit was still in primer. Neville Beckett

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2016 will bring the total to six. As with US Special Operations Command C-130J variants, the Shimshons will have three crew members in the co*ckpit (rather than the usual two) because of the demands of the type of missions they are expected to fulfil. Older models (C-130E/H) currently in service are expected to receive a life extension, keeping them in service until at least 2028. Yissachar Ruas

New Offer of 12 L-159s for the Iraqi Air Force A NEW agreement for purchase of 12 L-159s has now been reached with Iraq, it was announced on April 7. Martin Danko, a spokesman for Penta Investments, which now owns Aero Vodochody, says Aero’s management has agreed the deal, but with a number of unspecified conditions. The sale is still subject to approval by the Czech and Iraqi defence ministries. A preliminary deal for the Iraqi Air Force (IqAF) to buy 28 two-seat Aero L-159T1 trainers for $1 billion had been announced on October 12, 2012. Of these, 24 would have been new-build aircraft and four would have come from surplus Czech AF stocks. However, it was confirmed in December 2013 that the original deal had been abandoned and an alternative new agreement was being discussed. Czech media reports suggest the 12 aircraft in the new agreement will comprise ten single-seat aircraft and two twin-seaters. However, the surplus Czech Air Force aircraft that have been up for sale for many years are all single-seat aircraft. There are currently no surplus two-seat variants, therefore it is at present unclear where these will come from.

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02/05/2014 11:12

NEWS ASIA PACIFIC

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New VVIP Boeing BBJ2 Delivered to Indonesia

New Tentara Nasional Indonesia-Angkatan Udara (TNI-AU - Indonesian Air Force VVIP Boeing 737-8U3 N454BJ (c/n 41706) at Honolulu International Airport, Hawaii, on April 7 during its delivery flight. The aircraft arrived at Halim Perdanakusuma Air Base, Jakarta, on April 10 and will become the new Presidential transport aircraft. Elway Kibota

Former Jordanian F-16s Delivered to Pakistan AF

THE FIRST five of an order for 13 former Royal Jordanian Air Force (RJAF) F-16s for the Pakistan Air Force arrived at PAF Base Mushaf-Sargodha on April 27. When the deal was announced in February this year it was said to have been for 12 F-16As and one F-16B. However, two -B models were among the five delivered, indicating that the split between F-16As and F-16Bs must have changed. The new arrivals will join Pakistan’s existing fleet of F-16s, which range from older F-16A/B Block 15 aircraft through to the latest F-16C/D Block 52Ms. They will be operated by 19 Squadron ‘Sherdils’, which was officially re-formed at Mushaf as an F-16 unit on April 27.

New US-Philippine Defence Co-operation Agreement Signed A NEW Enhanced Defense Co-operation Agreement (EDCA) between the Philippines and the US that enables a large-scale return of US military forces to the Philippines was signed by US Ambassador Phil Goldberg and Philippine Defence Minister Voltaire Gazmin on April 28. It

covers a ten-year period during which US aircraft, ships and troops will be deployed on a rotational basis to make use of Philippine military and training bases. Officials emphasised that it is not a basing agreement, as there will still be no permanent US military presence in the country.

ROKAF’s First Two C-130J-30s Super Hercules Delivered THE FIRST two Republic of Korea Air Force (ROKAF) Lockheed Martin C-130J-30 Super Hercules, 35-730 (c/n 5730) and 45-744/ N-51030 (c/n 5744) left on delivery from Lockheed Martin’s factory at Marietta, Georgia on April 1. They

had officially been handed over to the ROKAF during a ceremony at Marietta on March 27. The second two in the order for four, 45-747 (c/n 5747) and 45-750 (c/n 5750), are expected to be delivered to the ROKAF in mid-June.

New Korean Coast Guard Sikorsky S-92 Delivered

Transfer of 14 US Army CH-47Ds to Korean Army Completed

THE DELIVERY of 14 US Army CH-47D Chinooks, purchased under a Foreign Military Sales (FMS) contract by the Republic of Korea (RoK), was completed on March 27. The medium-lift helicopters were previously operated by the US Army’s B Company, 3rd Battalion, 2nd Aviation Regiment, 2nd Combat Aviation Brigade, at Camp Humphreys, RoK, which has re-equipped with the more modern CH-47F. They are now based at Icheon and flown by the Republic of Korea’s 301st Aviation Regiment, which operates the 17 CH-47Ds and six CH-47SDs already in Korean service.

News Briefs THE SIXTH of an order for 18 Pilatus PC-12/47Es for the Afghan Air Force’s Special Mission Wing, N419NX (c/n 1419), callsign ‘Dragon 1’, has been delivered via the UK. It arrived at Cambridge Airport, Cambridgeshire, from Keflavik, Iceland on April 4 and continued its journey eastbound via Nice, France, the next morning. AERONAUTICA MILITARE Italiana (AMIItalian Air Force) officials announced on April 28 that the AMI AMXs in Afghanistan have surpassed 9,000 flight hours in over 3,000 missions. This has been achieved since the type was deployed to Herat on November 7, 2009.

Above: This newSikorsky S-92 helicopter, serial number B519, was delivered to the Korean Coast Guard on March 16. It was flown for the first time the following day after being re-assembled by Sikorsky technicians at Incheon International Airport. Martin Fenner/AviationKorea.com

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A NEW Japanese Air Self-Defence Force E-2C Hawkeye unit was established on April 21 at Naha Air Base. Equipped with four E-2Cs, the new unit at Naha has been officially designated as 2 Hiko Keikai Kansh*tai (Air Warning Surveillance Squadron).

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NEWS AUSTRALASIA

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RAAF Super Hornet with Live Harpoon Missiles

Royal Australian Air Force F/A-18F Super Hornet A44-224 from No 1 Squadron takes off from RAAF Base Amberley, Queensland, on April 29 loaded with two live AGM-84 Harpoon missiles. The missiles were loaded onto the aircraft and flown on a mission to assess the readiness of No. 82 Wing to conduct maritime strike operations. Commonwealth of Australia/Cpl Peter Borys

Australia Commits to 58 More F-35As THE AUSTRALIAN Government has approved acquisition of 58 more F-35A Lightning IIs for the Royal Australian Air Force (RAAF). Australian Prime Minister Tony Abbott and Minister for Defence David Johnston announced the F-35A decision on April 23. The total capital cost of AUS$12.4 billion (US$11.5 billion) includes associated facilities, weapons and training. The first F-35A will arrive in Australia in 2018 and enter operational service in 2020, when 3 Squadron is expected to achieve initial operational capability. Full operational capability is anticipated in 2023. Australia has been working with the United States since 2002 as a partner in the Joint Strike Fighter programme. The F-35A will replace the F/A-18A/B Hornet in RAAF service. Classic Hornets have been the backbone of RAAF air combat capability for three decades but will be withdrawn from service by 2022. The purchase of the first 14 jets for AUS$3.2 billion (US$2.97 billion) was approved on November 25, 2009. They are to be based with a training squadron at RAAF Williamtown, New South Wales. The additional 58 aircraft will add three more operational squadrons, two at RAAF Base Williamtown and one at RAAF Base Tindal, Northern Territories. The Australian Government is considering an option for an additional squadron of F-35As, to be based at RAAF Base Amberley, Queensland, to replace its fleet of Super Hornets.

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Kaman Flies First SH-2G(I) Super Seasprite for New Zealand RNZAF SH-2G(I)s US Regn Ex-RAN Serial/Code

C/n Ex-USN serial

N201KM N29-150156 ‘842’ 106 150156 N654KM N29-150160 ‘843’ 110 150160 N705KM N29-151310 ‘844’ 147 151310 N424KM N29-151329 ‘845’ 166 151329 N332KM N29-152205 ‘846’ 189 152205 N314KM N29-161656 ‘840’ 206 161656 N244KM N29-161913 ‘847’ 224 161913 N523KM N29-161914 ‘848’ 225 161914 N167KM N29-163210 ‘850’ 246 163210

Above: The fi rst NZ SH-2G(I) Super Seasprite for the Royal New Zealand Air Force, N167KM (c/n 246, ex Royal Australian Navy/N29-163210), making its maiden fl ight at the manufacturer’s facility in Bloomfield, Connecticut, on April 10. Business Wire

THE FIRST Kaman NZ SH-2G(I) Super Seasprite for New Zealand has started flight testing at Kaman’s Bloomfield, Connecticut, facility. The helicopter, N167KM (c/n 246, ex Royal Australian Navy/N29-163210), one of ten involved in the deal, made its maiden flight there on April 10. After production flight tests, the aircraft will initially be used for maintenance and aircrew training. Kaman says the programme is on track for delivery of all ten aircraft to be completed in mid-2015. The first three are due for hand-over to the Royal New Zealand Air Force (RNZAF) before the end of this year.

Although the helicopters will wear Navy titles, they will be operated by the RNZAF on behalf of the navy, which does not fly its own aircraft. The RNZAF already operates five SH-2G(NZ) models, flown by 6 Squadron at Whenuapai Air Base outside Auckland on New Zealand’s North Island. They will be replaced by the new helicopters. The ten Seasprites comprise all but one of the former Royal Australian Navy (RAN) SH-2G(A)s returned to the manufacturer due to a series of development problems. On May 8, 2013, Kaman announced it had signed a US$120 million contract with the New

Note: On January 29, 2014, Kaman also reserved registration N729KM, presumed to be for the tenth Seasprite. The RAN had two other SH-2G(A)s, N29-149024 (c/n 28, ex USN/149024) ‘849’ and N29-149773 (c/n 75, ex USN/149773) ‘841’, both of which have also been returned to Kaman. It is unclear as yet which of the two is the final helicopter allocated for the RNZAF contract.

Zealand Ministry of Defence to buy ten of the 11 helicopters. Also included in the deal is a full mission flight simulator and related logistics support. Each helicopter is undergoing some minor modifications to meet New Zealand requirements during the process of returning them to airworthiness. Just eight of the additional helicopters will enter service with the RNZAF, which will use the remaining two for spares. Nine of the ten Super Seasprites have already been allocated US civil registrations by the US Federal Aviation Administration, in preparation for flight tests, as detailed in the above table.

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02/05/2014 11:57

NEWS CONTRACTS & DEPLOYMENTS

For daily news stories please visit www.airforcesdaily.com e-mail the news team at [emailprotected]

'Tuskegee Airman' Deploy to Afghanistan

Military Aircraft Deployments Date

AF/Unit

Type

Location and Notes

March 31

USAF/27th FS

6 x F-22A

via Moron, Spain, to Al Dhafra, UAE

April 1

USAF/492nd FS

? x F-15E

Depart for six-month deployment in CENTCOM region

April 3

USAF/525th FS

6 x F-22A

Returning from Middle East deployment via Moron, Spain

April 3-5

USAF/335th FS

10 x F-15E

Returning from Afghanistan deployment via Moron, Spain

April 14

USAF/157th FS

12 x F-16Cs

Returned home from SW Asia

April 23

USAF/100th FS

12 x F-16C

Deployyed via Moron, Spain, to Afghanistan

April 23-25

USAF/75th EFS

12 x A-10C

Return home from Bagram, Afghanistan

April 24

USMC/VMM-166 (R)

12 x MV-22B

Return from eight-month deployment on USS Boxer

April 28

RAF/3 Squadron

4 x Typhoon FGR4

To Siauliai, Lithuania, for Baltic Air Policing

April 28

French AF/EC.1/7 and EC.2/30

4 x Rafale C

To Malbork, Poland

April 29

RCAF/425 Squadron

6 x CF-18s

Departed Bagotville for Campia Turzi, Romania

Above: US Air Force F-16C 87-0222 ‘AL’ from the US Air Force/187th Fighter Wing/100th Fighter Squadron ‘Tuskegee Airman’ at Montgomery Airport, Alabama, lands at Moron Air Base, Spain, on April 23 en route to a deployment in Afghanistan. Antonio Muñiz Zaragüeta Below: US Marine Corps MV-22B Osprey 167917 ‘YX-00’, the flagship of Marine Medium Tiltrotor Squadron 166 (Reinforced) – VMM-166 (REIN) ‘Sea Elks’ – prepares to land at Marine Corps Air Station Miramar, California, on April 24 after returning from an eight-month deployment. All 12 of the unit's Ospreys had been deployed on board the amphibious assault ship USS Boxer (LHD 4) as part of the 13th Marine Expeditionary Unit (MEU), which had left San Diego last August. US Marine Corps/Pfc Maxwell Pennington

New Contract Award Summary Air Force/Organisation

Company

No and Type

Date

Delivery Date and Notes

Japan National Police Agency

AgustaWestland

1 x AW139

April 14

2015

Armed Forces of Malta

AgustaWestland

1 x AW139

April 10

June 2015

Russian Air Force

RAC MiG

16 x MiG-29SMT

April 16

By the end of 2016

US Army

Boeing

? x CH-47F

April 9

By December 31, 2020, long-lead items only for Lot 12 and 13 production

US Army

Boeing

? x AH-64E Guardian

April 24

By December 31, 2014, long-lead items only for Lot 5 production

US Navy

Northrop Grumman

5 x MQ-8C Fire Scout

April 2

By December 2015

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26-27_News+contracts_Jun.DJ.indd 27

#315 JUNE 2014

02/05/2014 11:58

ATTRITION Accident Reports D: Mar 30 N: Syrian Air Force T: Mil helicopter

April 7 2014

The Free Syrian Army shot down this helicopter near Tayfur Airport. D: Apr 2 N: US Marine Corps/VMAQ-2 T: EA-6B Prowler S: 163526

This Prowler ran off the runway after landing at 2145hrs at Marine Corps Air Station Cherry Point, North Carolina. The aircraft sustained Class A damage but all three crew members were unhurt. D: Apr 3 N: Pakistan Army T: Unidentified helicopter

While attempting an emergency landing in adverse weather, this helicopter crashed close to Kuchlak Town, Balochistan province, near Quetta. Only one crew member suffered minor injuries. The extent of damage to the airframe was not reported. D: Apr 3 N: US Army/Pennsylvania ArNG T: AAI-RQ-7 Shadow

This UAV lost power and made an uncontrolled hard landing near Muir Army Airfield at Fort Indiantown Gap National Guard Training Center, Pennsylvania. It was then run over by a civilian vehicle and damaged it beyond repair. D: Apr 7 N: Army Air Corps/3 Regiment T: Apache AH1 S: ZJ187

During Exercise Joint Warrior, this Apache, callsign ‘Machete 2’, made an emergency landing en route from RAF West Freugh, Dumfries and Galloway, via RAF Leuchars, Fife, to RAF Kinloss, Moray, due to a technical problem. The crew tried to divert to Aberdeen Airport, but were forced to put down in a field at Maryculter, near Milltimber, about 6 miles (10km) south of the airport.

Above: Army Air Corps/3 Regiment Apache AH1 ZJ187 in a field at Maryculter, near Milltimber, about 6 miles (10km) south of Aberdeen Airport, following its emergency landing on April 7. Neither crew member was hurt. Ben Stanley Hall

D: Apr 7 N: Syrian Air Force T: Unidentified MiG variant

The Free Syrian Army claimed to have downed this aircraft while it was bombing homes in Aleppo, it then crash-landed in the Rashidin suburb. D: Apr 8 N: Pakistan Army T: AMF MFI-17 Mushshak

During a low-level training flight, this aircraft had a technical failure and crashed near Gujranwala. Both crew members were killed and the aircraft destroyed. D: Apr 9 N: Syrian Air Force T: Unidentified UAV

The Free Syrian Army shot down this UAV over Al Qalamon. D: Apr 10 N: Syrian Air Force T: Unidentified MiG

This MiG was claimed to have been downed by the Free Syrian Army over Rankoos and then crashed inside Dumayr Air Base.

D: Apr 10 N: US Navy/HSC-23 T: MH-60S

While touching down on a landing zone at Naval Air Facility El Centro, California, at 0030hrs, this helicopter rolled over and sustained Class A damage. D: Apr 11 N: Namibian Air Force/Helicopter Squadron T: Harbin H425 (Z-9)

Shortly after lift-off at 0505hrs from Grootfontein Airport, this helicopter crashed onto the runway and burst into flames. A crew of two pilots and eight passengers were on board, of which there were four fatalities and serious injuries to all the other passengers. The helicopter was departing from Grootfontein on an official mission to Windhoek. D: Apr 12 N: Syrian Air Force T: Unspecified MiG variant

The Free Syrian Army claimed it had shot down this unspecified MiG variant over Aleppo, Western Rif. April 13 2014

While taking off from Dar es Salaam-Julius Nyerere International Airport, Tanzania, at 0930hrs, this helicopter suffered a technical problem, the main rotors then struck the side of a nearby hangar and it fell to the ground, rolling onto its side. All eleven on board, including Tanzanian Vice President Dr Mohammed Gharib Bilal, escaped injury. D: Apr 13 N: International Security Assistance Force T: Unidentified UAV

This unidentified UAV, operated by the International Security Assistance Force, crashed in the Panjwai district of southern Kandahar province, Afghanistan. D: Apr 15 N: Iraqi Air Force T: Unidentified helicopter

Following a technical malfunction, this helicopter crashed in west Anbar, north of Baghdad. All seven on board were killed, including the Commander of Jazeera and Badiya Operations Command, Lieutenant General, Hassan Karim Khudair. D: Apr 15 N: Russian Air Force/AF Academy T: Yak-130

D: Apr 7 N: Pakistan Army T: Mi-17

After encountering a technical malfunction, this helicopter crash landed close to FC Camp, near Qalat City, in the Kalat district of Balochistan. The two crew were both unhurt, but the Mi-17 was substantially damaged.

D: Apr 13 N: Tanzanian People’s Defence Force-Air Wing T: AB412 S: JW9505

Above: Tanzanian People’s Defence Force-Air Wing Agusta-Bell 312 JW9505 seen after it crashed on take-off at Dar es Salaam-Julius Nyerere International Airport, Tanzania, on April 13. All eleven on board escaped injury.

After taking off at 1746hrs from Akhtubinsk Air Base, the aircraft crashed four minutes later at Batayevka, 15 miles (25km) southeast of Akhtubinsk. Both crew members ejected at low level. One was killed and the other survived with non-critical injuries.

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

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02/05/2014 14:37

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D: April 16 N: Pakistan Army/404th Avn Group T: AH-1 Cobra

D: Apr 25 N: Ukraine Air Force T: An-2

April 20 2014

After being caught by a sudden gust of wind, the pilot lost control and crashed on the runway at Peshawar-Bacha Khan International Airport, adjacent to Peshawar Army Air Base. The crew escaped safely, but the AH-1 damage its skid undercarriage.

During the attack on a Ukrainian Air Force Mi-8 at Kramatorsk Airport, in the Donetsk region, this An-2, which was parked nearby, caught fire and was destroyed. D: Apr 26 N: Army Air Corps/657 Squadron T: Lynx AH7

D: Apr 17 N: Royal Jordanian Air Force T: F-5E Tiger II

This F-5E crashed near the town of Safawi during a training sortie, killing the pilot. D: Apr 20 N: Botswana Police Service ASU T: AS350B3 Ecureuil S: BPS-02

After leaving Gumare for Maun at 1910hrs, the helicopter was reported missing. On April 24 the wreckage was found in the Okavango Delta. All three persons on board had been killed. D: Apr 22 N: Ukraine Air Force T: Antonov An-30B

During a reconnaissance flight over the rebel-held town of Slavyansk in Eastern Ukraine, this aircraft was damaged by small arms fire. Several bullets struck the aircraft, but it was able to land safely. D: Apr 22 N: US Air Force/82nd ATS T: QF-4 Phantom II

The crew declared an emergency due to an hydraulic problem and shortly after landing at Tyndall Air Force Base, Florida, at 1540hrs, the aircraft veered off the runway. Both crew ejected safely. D: Apr 22 N: UNMIL/UTAir T: Mi-8AMT S: RA-22426

Owing to a technical malfunction, this helicopter, which was operating with the United Nations Mission in Liberia (UNMIL), was extensively damaged when it made an emergency landing at 1155hrs. Only two of the 13 occupants (nine passengers and four crew members) sustained injuries. The helicopter had taken off from Monrovia-Spriggs Payne Airport for a flight to River Gee, Fish Town, but minutes later was forced to land in Paynesville, Liberia.

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28-29_Attrition_Jun.indd 29

Above: Botswana Police Service Air Support Unit AS350B3 Ecureuil BPS-02, which crashed on April 20, killing all three police officers on board. Eurocopter Southern Africa

D: Apr 24 N: Royal Australian Air Force/ 37 Squadron T: C-130J-30 Super Hercules

This Super Hercules was involved in an incident at Kabul International Airport, Afghanistan, when it left the runway on landing. The aircraft came to rest about 230ft (70m) away from the runway. None of those on board were injured. The cause of the incidnet is under investigation. D: Apr 24 N: Syrian Air Force T: Sukhoi Fitter

The Free Syrian Army claimed to have shot this Sukhoi down over east Qalamoun, causing the engine to catch fire. It was then said to have been forced to make an emergency landing at Al Nasiriya Air Base, where it subsequently exploded. The precise type was not reported, but it is assumed to have been a Fitter variant of some sort. D: Apr 24 N: Syrian Air Force T: Sukhoi Fitter (variant unknown)

A second Sukhoi was also claimed shot down on this day by the Free Syrian Army over Al Dumayr Air Base.. No further details were reported.

D: Apr 25 N: Republic of China Army/601st Air Cavalry Brigade T: AH-64E Guardian S: 808/11-0008

After taking off from Lungtan Air Base, near Taoyuan, the co*ckpit canopy began fogging up. Although he increased power and tried to climb to alleviate the problem, the cloud base dropped and he became disorientated. The helicopter crashed onto the roof of a row of residential properties and was extensively damaged both crew escaped with minor injuries. D: Apr 25 N: Ukrainian Air Force T: Mi-8

While preparing for take-off from Kramatorsk Airport, in the Donetsk region, this helicopter caught fire at around 1100hrs, exploded and was destroyed. The cause has variously been attributed to the helicopter being hit by a rocket-propelled grenade, anti-tank guided missile or an incendiary bullet that struck the fuel tank. The aircraft commander suffered a broken collarbone while escaping from the Mi-8 after the rest of the crew had exited safely. He had stayed on board to move the burning helicopter away from airport buildings.

April 22 2014

Above: UTAir Mi-8AMT RA-22426, which was operating with the United Nations Mission in Liberia (UNMIL), after its emergency landing on April 22 soon after take-off from MonroviaSpriggs Payne Airport, Liberia. No serious injuries were reported to the nine passengers and four crew members on board. Paynesville City Corporation

Five UK military personnel were killed when this helicopter crashed at 1100hrs local time near Kandahar City, in the Takhteh Pol district of Kandahar Province. A statement from the International Security Assistance Force said that it was still in the process of reviewing the circ*mstances surrounding the accident to determine the facts. D: Apr 26 N: Syrian Air Force T: Su-22 Fitter

A statement from the Free Syrian Army (FSA) claims they shot down this Su-22 Fitter at around 1600hrs. The FSA said the aircraft crashed after being hit while shelling Aleppo. D: Apr 26 N: US military T: Unidentified UAV

This unidentified US military unmanned air vehicle crashed at 0500hrs in the remote Wani area of the Shigal District of Eastern Kunar Province, Afghanistan. Although the Taliban claimed to have shot it down, officials said it had suffered a technical failure and was destroyed when it broke up on impact with the ground. D: Apr 30 N: Bangladesh Air Force/ 21 Squadron T: A-5C Fantan

After take off from BAF Base Sergeant Zahurui Haque, Chittagong/Hazrat Shah Amanat International Airport at 1157hrs, the pilot, Flt Lt Tanvir Adib, reported a fire in the port main undercarriage and returned for an emergency landing after 26 minutes in the air. After touching down, he ejected and suffered only minor injuries. The fire was extinguished by the airport fire department. Additional material from: Donny Chan, Scramble/ Dutch Aviation Society and Vladimir Trendafilovski.

#315 JUNE 2014

01/05/2014 11:03

GREEN SHIELD FOUR

REEN SHIELD (Bouclier Vert) has become an annual event since the first exercise in 2007. The exchange brings together the Royal Saudi Air Force (RSAF) and the French Air Force (Armée de l’Air – AdL'A), aiming to exchange ideas and fly practice sorties together. Planning for the 2014 event began in early May the previous year when delegates of both countries met for an Initial Planning Conference in Paris. While the 2012 exchange in Saudi Arabia focused on close air support (CAS), this year’s event at Base Aérienne (BA) 113 Nancy-Ochey aimed at both air-to-air combat and combat search and rescue (CSAR) missions.

Participants

The RSAF fighters from 2 Squadron arrived on April 3, 2014, supported by two A330-202MRT tankers from 24 Squadron based at Al Kharj, Prince Sultan Air Base. The tankers diverted to Metz-Nancy, Lorraine, before returning to Saudi Arabia the following day. Prior to the arrival of the F-15C/Ds, four C-130Hs from 4 and 16 Squadrons based at Jeddah/King Abdul Aziz International Airport flew in support personnel and ground equipment for the exercise. The French Air Force participated with a variety of units from different bases. Luxeuil-based EC 1/2 ‘Cigones’ sent its Mirage 2000-5Fs while EC 2/5 'Îlede-France’ from Orange took part with the classic Mirage 2000Cs and Mirage 2000Bs. Nearby St Dizier flew in some Rafales from EC 1/7 ‘Provence’ and EC 1/91 ‘Gascogne’. Two EC725R2 Caracals from EH 1/67 ‘Pyrénées’ were on hand for the CSAR missions.

Stamping their mark Joris van Boven visited Nancy-Ochey in eastern France to report on this year's Exercise Green Shield which included Saudi Arabian F-15s.

Taking off for the afternoon sortie is Mirage 2000-5F ‘116-EW’ from EC 1/2. The squadron sent four aircraft to take part in the exercise.

History of Green Shield

The first Green Shield was held in Saudi Arabia and was followed with a return visit by six F-15C/D Eagles from Taif/King Fahd Air Base. The 2012 exercise was held at BA 102 Dijon, where the F-15C/Ds from RSAF 5 Squadron flew alongside Mirage 2000-5Fs, Rafales and Alpha Jets. The French deployed three Rafales and three Mirage 2000Ds to King Faisal Air Base to fly alongside Saudi Tornados and F-15s. 2007 – Saudi Arabia Green Shield One 2009 – BA 102 Dijon Green Shield Two Green Shield Three 2012 – Tabuk/King Faisal Air Base, Saudi Arabia 2014 – BA 133 Nancy Green Shield Four

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01/05/2014 09:47

Participants In addition to the Nancy-based Mirage 2000Ds, Green Shield Four hosted other squadrons from the AdlA. An E-3F AWACS operated from Avord in central France. Serial

Type

Sqn

203, 205

F-15C

2 Squadron

208, 214

F-15C

2 Squadron

232, 233

F-15D

2 Squadron

2461/SA

EC725R2

EH 1/67

2626/SD

EC725R2

EH 1/67

41/116-FZ

Mirage 2000-5F

EC 1/2

43/116-EJ

Mirage 2000-5F

EC 1/2

48/116-EW

Mirage 2000-5F

EC 1/2

70/116-AD

Mirage 2000-5F

EC 1/2

527/115-OR

Mirage 2000B

EC 2/5

113/115-YO

Mirage 2000C

EC 2/5

122/115-YE

Mirage 2000C

EC 2/5

609/118-IF

Mirage 2000D

ECE 5/330

115/113-IT

Rafale C

EC 1/7

145/113-CX

Rafale C

EC 1/7

342/113-FI

Rafale B

EC 1/91

474,484

C-130H

4 Squadron

1624,1631

C-130H

16 Squadron

2401, 2402

A330-202MRTT

24 Squadron

Support Aircraft

Operations

All visiting units, operated from the EC 2/3’s apron while the Mirage 2000Ds were housed in shelters at the base. A typical day during Green Shield consisted of one morning sortie and an afternoon sortie, made up of a mixed flight of aircraft, which allowed different flight scenarios. The two CSAR helicopters would leave before the launch of fighters and afm return after the last fighters came in to land. Top: All of the fast jet participants for Green Shield Four are shown on the apron. The F-15C/Ds of the RSAF head the line-up. Above: Two Caracals from EH 1/67 were on hand to provide combat search and rescue during Green Shield. All images by author unless stated Left: To celebrate the end of another successful exercise examples of all participating aircraft were flown in formation for the camera. SIRPA.AIR Right: Only one Rafale B serial 342/‘113-FI’ took part in the exercise, coming from EC 1/91.

Above: Home-based Mirage 2000Ds took part in the exercise, but when not flying were housed in shelters and did not use EC 2/3’s apron.

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#315 JUNE 2014

28/04/2014 11:36

INDONESIAN T-50S

ALIM PERDANAKUSUMA Air Base on the outskirts of Jakarta hosted a Presidential Review on February 11. The event, acted as a showcase, for a report by the Defence Minister on the progress of aircraft bought during the 20092014 strategic plan. Centre stage were 16 Korean Aerospace Industries (KAI) T-50is delivered between September 11, 2013 and January 25, of this year. The deal, worth some $400 million and signed on May 25, 2011, saw Indonesia become the first export customer for the type. They all arrived in eight batches of two aircraft and were originally scheduled for delivery by the end of 2013. However, delays at the Sacheon factory meant it didn’t go to plan. The new T-50i will replace the TNI-AU Hawk Mk 53s in service with SkU 15 at Iswahyudi. The final two aircraft, TT-5015 and TT-5016, arrived at their new base at Iswahyudi on Saturday, January 25 where they were welcomed by base commander,

Indonesia’s T-50s on show AFM reports on a recent ceremony to mark the arrival of the latest aircraft to join the Indonesian Air Force (Tentara Nasional Indonesia – Angkatan Udara, TNI-AU)

T-50i deliveries Serial

Date

Scheme

TT-5003, TT-5004

September 11, 2013

Elang Biru

TT-5001, TT-5002

September 25, 2013

Elang Biru

TT-5005, TT-5006

October 17, 2013

Elang Biru

TT-5007, TT-5008

November 6, 2013

Elang Biru

TT-5009, TT-5010

December 26, 2013

Camouflaged

TT-5011, TT-5012

January 2, 2014

Camouflaged

TT-5013, TT-5014

January 9, 2014

Camouflaged

TT-5015, TT-5016

January 25, 2014

Camouflaged

(as reported by AirForces Daily, AFM’s digital sister www.airforcesdaily.com)

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Above: Heading a line-up of five T-50is is TT-5012. The T-50i’s main role is as a lead-in fighter trainer to the TNI-AU’s growing fleet of F-16s. All photos via AFM Right: The Elang Biru team was formed in 1995 with F-16A/Bs wearing the same marking until they ere resprayed in the mid-2000s. a line-up of The Elang Biru team was formed in 1995 with F-16A/Bs wearing the same markings until they were resprayed in the mid-2000s.

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01/05/2014 14:20

A T-50i serialled T-5009 taxies out past two new Grob G120TPs while a Su-30MK2 lifts off the Halim runway.

1st Marshal TNI Yuyu Sutisna. As with previous deliveries, they were flown in by Korean pilots, routing from the factory in Sacheon, South Korea, via Kaohsiung, Taiwan, Cebu in the Philippines and Balikpapan, East Kalimantan, Borneo. The latest two jets were both in the camouflage scheme worn by the previous six deliveries, while the first eight wear the blue and yellow colours of the TNI-AU’s Elang Biru (Blue Eagle) display team. Other new deliveries at the ceremony were two Super Tucanos from SkU 15 at Abdulrachman Saleh; nine Grob 120TPs from Sku 101 at YogyakartaAdisucipto four Su-30MKs of Sku 11 at afm Hasanuddin, Sulawesi and the 16 T-50is.

Above: T-50i TT-5009 heads a line up on the ramp at Halim. Left: An early morning line-up of T-50is. The foreground aircraft is in the markings of Elang Biru (Blue Eagle), one of the three Indonesian Air Force aerobatic teams. The F-16s once operated in this colour scheme. Below: Four T-50is and two Su-30MK2s in a diamond formation were the highlight of the flying programme.

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32-33_Indonesia_Jun jg.aw.indd 33

#315 JUNE 2014

01/05/2014 14:20

Nuclear Security Summit 2014

Planning

protection

For a brief moment in March the world’s attention focused on The Netherlands, as it witnessed the arrival of 53 world leaders for the Nuclear Security Summit held in The Hague. Martin Scharenborg and Ramon Wenink/Global Aviation Review Press were there to witness the air security operation.

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29/04/2014 11:48

Left: The Dutch Military Police (Koninklikje Marechaussee) was responsible for security at Schiphol. This armoured vehicle was posted to protect Air Force One’s parking spot. Below: President Barack Obama steps off Air Force One on arrival in The Netherlands.

he initial steps towards a first Nuclear Summit were taken on April 5, 2009 during a meeting in Prague, where United States President Barack Obama reiterated the dangers of nuclear terrorism and its threat to international security. With growing nuclear technology and increasing civilian use, the threat of nuclear material falling into the wrong hands is clear. Consequently many countries welcomed President Obama’s initiative to organise the first Nuclear Security Summit (NSS) in Washington on April 12 and 13, 2010. Some 47 countries and five international organisations participated, aiming to increase international nuclear security by amongst other means: • Recognising the dangers of nuclear terrorism. • Reducing the amount of nuclear material in use within four years • Closer co-operation and tightened security measures leading eventually to the ‘Washington Work Plan’. The next summit was organised by South Korea, which invited six additional countries, and was held in Seoul on March 26 and 27, 2012. The communiqué stated that the participating countries reaffirmed

their shared goals of nuclear disarmament, nuclear non-proliferation, and peaceful usage of nuclear energy. The third NSS was on March 24 and 25, 2014 hosted by The Netherlands, in The Hague, with the aim of restricting the use of nuclear material in civilian use and avoiding nuclear terrorism by improving security measures.

Logistical challenge

Shortly after The Netherlands was nominated to host the 2014 summit, preparations began for what would become the largest summit and the biggest security operation in its history. With 53 invited world leaders, five international organisations and 5,000 delegation members, the summit presented not only a logistical challenge for the Dutch military and security forces but the national airports, such as Amsterdam’s Schiphol Airport. The closure in 2006 of the closeset airport to The Hague, Naval Air Station Valkenburg, meant political leaders had to use alternative airports. For the NSS 2014 Schiphol was designated as the main entry airport, with only a handful of delegates scheduled to fly into Rotterdam. To accommodate all visiting aircraft,

Above: Two Sikorsky VH-60N Night Hawks of Marine Helicopter Squadron 1 (HMX-1) based at Turner Field, Marine Corps Air Facility Quantico, Virginia were used to carry the president and his senior advisers. The helicopters were flown into Rotterdam-The Hague airport on March 19, aboard two USAF C-17A Globemaster IIIs, 10-0213 and 95-0104, of the 437th Airlift Wing. They switched jets when the same two aircraft flew them home on March 26. Left: Air Force One, Boeing VC-25A 92-0000 arrives at R-ramp at Amsterdam’s Schiphol Airport. As usual with presidential movements, a ‘ramp freeze’ applied while the jet was manoeuvring on the ground and airborne traffic was kept well clear of the area. All images by Martin Scharenborg and Ramon Wenink/Global Aviation Review Press unless stated otherwise.

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#315 JUNE 2014

29/04/2014 11:48

NUCLEAR SECURITY SUMMIT 2014

Royal Netherlands Air Force KDC-10 T-265 ‘Jan Scheffer’ refuels an F-16BM over Holland. Dutch MoD

‘Two F-16AMs were in the air 24 hours a day, refuelled by two KDC-10s of 334 Squadron, during the duration of the summit’ ranging from a Gulfstream to 747, Schiphol Airport closed its 3,800m (12,467ft) runway 18R/36L, known as the 'Polderbaan' from March 10 to use it as a parking area for visiting aircraft. The Boeing VC-25A presidential aircraft of the United States, along with a C-32A, and a C-37A were positioned on the opposite side of the main parking area along with a Sikorsky VH-60N Night Hawk from HMX-1 and Sikorsky UH-60A Black Hawk helicopters from the US Army’s 1-214th Aviation Regiment. This allowed the fleet, if necessary, to be ready at a moment’s notice.

Security cordon

Above: China’s President XI Jinping arrived in the Netherlands for a state visit two days before the summit began. The China Airlines Boeing 747 he used was parked on the ‘Polderbaan’. Below: The Japanese delegation headed by Prime Minister Shinzo Abe used both Boeing 747-47Cs assigned to the Japan Air Self-Defense Force’s 701 Sqn based at Chitose air base.

With 13,000 police and 8,000 military personnel, the NSS 2014 was the largest security operation in the history of The Netherlands. The summit was preceded by the state visit of President Xi Jinping, of China, and a G7 meeting about the Crimean Crisis. Border control was already boosted one week before the summit started and a number of roads were closed between Amsterdam and The Hague and around the airport. To enforce the special air security zone that was set up for the summit, the Royal Netherlands Air Force provided four F-16AMs

Above: Pakistan’s delegation arrived aboard Gulfstream Aerospace G-IV-X Gulfstream G450 J-756. It parked at Schiphol’s ‘Polderbaan’ – also known as Runway 18R/36L. Below: The Police Aviation Service (Dienst Luchtvaart Politie) provided two AgustaWestland AW139 helicopters for transport, liaison and escort duties. ‘Police 25’, AW139 PH-PXY awaits the arrival of Air Force One at Schiphol on March 24.

on quick reaction alert (QRA) from Volkel Air Base in the south and another four from Leeuwarden Air Base in the north. Two F-16s from Leeuwarden, refuelled by two KDC-10s of 334 Squadron, were in the air 24 hours a day for the duration of the summit. Two Boeing E-3A AWACS from the NATO air base at Geilenkirchen in Germany provided continuous airborne surveillance. The Dutch Defence Helicopter Command provided four AH-64D Apaches from 301 Squadron, which operated from a temporary site at the former Naval Air Station Valkenburg. Also operating from Valkenburg were two CH-47D Chinooks of 298 Squadron on MEDEVAC duties, along with four AS532UL Cougars from 300 Squadron tasked with transporting special forces.

Police fleet

FortheDienstLuchtvaartPolitie(PoliceAviationService) the NSS 2014 summit was an operational milestone. It was first time the new helicopter fleet, comprising six EC135P2+ and two AW-139s, were deployed in such a large scale operation. Five EC135P2+s and two AW139s helicopters operated from Valkenburg. “This 36 JUNE 2014 #315

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Visiting aircraft Rotterdam The Hague Airport Nuclear Security Summit 2014 Country

Type of Aircraft

Regn

Unit

Gabon

B777-236

TR-KPR

Gabon Gvmt.

President Ali Bongo Ondimba Gabon

Falcon 900EX

TR-LEX

Gabon Gvmt.

Germany

A319CJ

15+01

FBS

VQ-BNZ

Jordan Gvmt.

Chancellor Angela Merkel Jordan

G650

Prince Zeid bin Ra’ad

Above: US Secretary of State John Kerry arrives aboard Boeing C-32A 98-0002 of the 89th Airlift Wing’s 1st Airlift Squadron. Below: An impressive line-up at Schiphol’s ‘Polderbaan’ of state aircraft attending the Nuclear Security Summit 2014.

USA

VH-60N

163262

HMX-1

USA

VH-60N

163264

HMX-1

USA

UH-60A

82-23757

1-214 AVN

USA

UH-60A

83-23855

1-214 AVN

USA

UH-60A

83-23869

1-214 AVN

USA

UH-60A

83-23875

1-214 AVN

USA

UH-60A

87-24647

1-214 AVN

USA

UH-60A

88-26019

1-214 AVN

USA

C-17A

95-0104

437th AW

USA

C-17A

07-7175

437th AW

USA

C-17A

07-7186

437th AW

USA

C-17A

10-0213

437th AW

USA

C-12U-3

84-00158

52nd AVN

1-214 AVN Support from Chièvres

location was chosen for its close proximity to the area of operation and because the air force is already using this facility for refuelling, air traffic control, security and other logistical support,” explained Captain Jansen, NSS 2014 detachment commander. The EC135P2+s were tasked with surveillance and operated 24 hours a day over The Hague and the roads equipped with a Spectrolab SX-16 searchlight, and turret-mounted electro-optical/infrared system . The two AW139s were used for transport, escort and surveillance duties.

A solid plan

Captain Jansen was happy with the outcome of the

operation and said: “We started on March 21 with the deployment of a mobile monitoring station, and flew our helicopters to Valkenburg on March 22 when the first delegates arrived. A good script, solid plans, thorough preparation and excellent coordination contributed to the overall success.” Happily the QRA F-16s only had to make an unscheduled launch on one occasion, when a LAN Cargo Boeing 777 entered Dutch airspace without proper clearance to land at Schiphol Airport. The cargo aircraft, flying from Miami, Florida, was escorted out of the area and diverted to afm Frankfurt Airport in Germany.

Above: British Foreign Secretary William Hague arrived at Schiphol’s VIP terminal aboard ZD703, a BAe125 CC3 of 32(TR – The Royal) Sqn. Prime Minister David Cameron used BAe146 CC2 ZE700.

Visiting aircraft Amsterdam Airport Schiphol Nuclear Security Summit 2014 Country

Aircraft

Regn

Unit

Representative on board

Country

Regn

Unit

Representative on board

Armenia

A319-132CJ

EK-RA01

Armenia

President Serzh Sargysan

Algeria

G4SP

7T-VPC

2 ETTL

Prime Minister Youcef Yudi

Switzerland Falcon 900EX-EASy

T-785

LTDB

President Didier Burkhalter

Azerbaijan

B767-32L

4K-AI01

Azerbaijan

President Ilham Aliyev

Turkey

B737-8F2

TC-JHT

VC-99B

2585

GTE

Vice President Michel Temer

Turkish Airlines

President Abdullah Gül

Brazil Canada

CC-150

15001

437 Sqn.

Prime Minister Stephen Harper

U.A.E

B777-35RER

A6-SIL

Emirates

Crown Prince Mohammed bin Zayed Al Nahyan

China

B747-4J6

B-2472

Air China

President Xi Jinping

U.A.E.

A320-232

A6-DLM

Emirates

Czech Republic

A319-115X

2801

241 dlt.

Deputy Prime Minister Pavel Bělobrádek

BAe146 CC2

ZE700

32(TR)Sqn.

BAe125 CC3

ZD703

32(TR)Sqn.

Denmark

CL-604

C-172

Esk.721

Prime Minister Helle ThorningSchmidt

UK USA

VC-25A

92-9000

PAS

France

Falcon 7X

68/F-RAFA

ET.60

President François Hollande

USA

C-32A

92-0001

1st AS

Georgia

G450

4L-GAF

Georgian

Prime Minister Irakli Garibashvili

USA

C-32A

98-0002

1st AS

Italy

Falcon 900EX-EASy

MM62245

93rd Gruppo

Minister of Foreign Affairs Federica Mogherini

USA

VH-60N

163262

HMX-1

USA

VH-60N

163264

HMX-1

Japan

B747-47C

20-1101

701 Hikotai

Prime Minister Shinzō Abe

USA

UH-60A

82-23757

1-214 AVN

Japan

B747-47C

20-1102

701Hikotai

USA

UH-60A

83-23855

1-214 AVN

Kazakhstan

A330-243

UP-A300

Kazakhstan

USA

UH-60A

83-23869

1-214 AVN

Lithuania

C-27J

06 blue

Lithuanian AF President Dalia Grybauskaitė

USA

UH-60A

83-23875

1-214 AVN

Malaysia

B737-7H6

M-53-01

Malaysian

USA

UH-60A

87-24647

1-214 AVN

USA

UH-60A

88-26019

1-214 AVN

USA

C-17A

05-5142

729th AS

PresidentIal support

USA

C-17A

05-5144

729th AS

PresidentIal support

USA

C-17A

01-0188

137th AS

PresidentIal support PresidentIal support

President Nursultan Nazarbayev Deputy Prime Minister Muhyiddin Yassin

Aircraft

Nigeria

B737-7N6

5N-FGT/001 Nigerian AF

President Goodluck Jonathan

Pakistan

G450

J-756

Pakistan AF

Prime Minister Mian Nawaz Sharif

Poland

ERJ175-200LR SP-LIG

Republic of Poland

Minister of Foreign Affairs Radosław Sikorski

Romania

A310-324

Tarom

President Traian Băsescu

USA

C-17A

96-0005

137th AS

USA

C-37B

09-0525

99th AS

USA

B767-332ER

N172DN

Delta

Vietnam

B777-2Q8

VN-A142

Vietnam Airlines

YR-LCA

Russia

Il-96-300

RA-96019

Rossiya

Minister of Foreign Affairs Sergey Lavrov

R.o.Korea

B747-4B5

10001

Korean AF

President Park Geun-hye

Sweden

Tp102C

102004/024 TSFE

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Minister of Foreign Affairs Carl Bildt

Prime Minister David Cameron President Barack Obama Secretary of State John Kerry

Prime Minister Nguyen Tan Dung

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Warton's Typhoons

DA2/ZH588 in its eye-catching black scheme heads for the heavens at Farnborough International in 2002. BAE Systems-Geoff Lee

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DA2/ZH588, BAE Systems’ first development aircraft, touches down after its historic first flight on April 6, 1994, with test pilot Chris Yeo at the controls. Eurofighter GmbH

ince 1994, Eurofighter – or the European Fighter Aircraft as it was previously known – has been the focus of BAE Systems’ Warton facility, 6 miles (9km) from Preston, Lancashire. The site, overlooking the Ribble Estuary, has played a major part in developing and maturing the fourthgeneration fighter.

Big Business in the UK

The RAF has 160 Typhoons on order, with around 115 delivered to six squadrons so far, while the Royal Saudi Air Force has contracted for 72, with 30 delivered to date. Another 12 are destined for the Royal Air Force of Oman in 2017. As BAE Systems is building 37.5% of all 556 Eurofighters contracted so far, the biggest portion of any European Partner Company, it has plenty of work and will produce 24 aircraft per year over the next four years, regardless of any further orders. It is estimated that up to 40,000 people in the UK work on the Typhoon, which is scheduled to fly with the RAF until 2030.

Aircraft Built at Warton RAF Orders

Tr1

Tr2

Tr3a Total

Tr3b*

55**

65***

RSAF Orders

24+48

RAFO Totals

137

160 72

244

*Tranche 3b has not been contracted. ** Includes five IPA/ISPAs. *** The RAF ordered 89 but 24 were diverted to the RSAF

RAF Serials Tranche 1

T3 ZJ800 to ZJ815 FGR4 ZJ910 to ZJ943

Tranche 2

FGR4 ZJ944 to ZJ950, ZK300 to ZK302, ZK304 to ZK354 T3 ZK303, ZK379 to ZK383

Tranche 3

FGR4 ZK355 to ZK358 plus 36 more

Warton's Typhoons

It has been 20 years since the Eurofighter Typhoon flew from BAE Warton. Alan Warnes looks at the aircraft’s development and its future.

First British Flight

The prototype (DA1) made its first flight from Manching, Germany on March 27, 1994, with DASA test-pilot Peter Weber at the controls. Two weeks later, on April 6, 1994, BAE test-pilot Chris Yeo flew the first British-made Eurofighter. “It was a very emotional day,” Chris tells AFM, “with most of the BAE workforce coming out to watch DA2 [ZH588]. I remember how proud everyone was… and how we celebrated that night!” That first flight of DA2 may well have been the last time anyone will witness such an occasion for a fighter in the UK. Those heady days of test pilots risking all to fly a prototype, at a time when Brits led the world in aerospace, are probably behind us. As well as his work on Eurofighter, Chris flew Jaguar ACT (Active Control Technology) to test the fly-by-wire systems for the Experimental Aircraft Programme (EAP), the Eurofighter technology demonstrator. He flew EAP itself, and then Eurofighter, 14 times for a total of 29.12 hours. So he

Above: BAE Systems’ second development aircraft, DA4/ZH590, made its first flight on March 27, 1994, still in primer colour scheme and with Chief Test Pilot Derek Reeh in the co*ckpit. BAE Systems

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played a massive part in developing one of Europe’s fourth-generation fighter. Chris has many fabulous memories of his test flying and that historic first flight, but what was the highlight? “It was, of course, the first flight,” he says, “but also the second series when the next issue of the flight control software was installed and the available flight envelope was significantly expanded. “It was a privilege to be involved in the development of such a significant aircraft. Operating any vehicle with the power-to-weight ratio and lift of the EF2000 is always a great experience – and remember, I didn’t fly the aircraft with the more powerful EJ200 engines that have a lot more thrust in both the dry and reheated ranges. “The first flight was smooth and proceeded closely to plan. We practised and refined the schedule over several months, preparing for every eventuality. By ‘we’, I mean the team that was involved with the early flights. The pilot was always in contact with a flight test engineer and, through him, a large group of specialists. Having immediate access to dedicated experts is a huge factor in getting the most from every flight. Focused advice and help multiplies the safety and efficiency of the test. “The team in Air Traffic Control (ATC) at Warton were not always given the credit they deserve. While the engineers and I received most of the attention, it must be remembered that ATC was an essential element in the efficiency of the flights. Liaising with other units and aircraft, watching DA2, warning about the limits of airspace, being ready for an emergency, and doing all this with a light touch can be difficult. The Warton ATC controllers were #315 JUNE 2014

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WARTON'S TYPHOONS

DA2 Flyers Only 20 pilots ever flew Typhoon DA2/ZH588, which made its first flight on April 6, 1994, in the hands of Chris Yeo, taking off and returning to BAE Warton. During its flying lifetime it amassed a total of 615.83 hours from 652 sorties. The last flight of DA2 was on January 29, 2007, when BAE Chief Test Pilot Mark Bowman took off from Warton and landed at RAF Coningsby in Lincolnshire. Pilot Chris Yeo Don Thomas John Turner Derek Reeh Paul Hopkins Simon Dyde Wolfgang Schirdewahn Keith Hartley Craig Penrice Spon Clayton Graham Archer Maurizzio Cheli Brian Kemp Will Jonas Chris Worning Mark Bowman Simon Hargreaves Willy Hackett Stu Reed Keith Dennison Total

Hours 28:49 07:23 78:56 78:32 111:24 02:08 01:48 77:18 66:56 05:21 11:45 00:52 17:41 39:09 05:36 55:42 07:27 04:02 11:06 02:52 615:83

Sorties 31 8 104 80 108 2 4 86 75 4 12 1 19 34 11 50 7 3 9 4 652

DA4/ZH590 during trials, carrying two 1,000 lit (220 imp gal) drop tanks, four AMRAAMs and flight test pods. BAE Systems

spot on throughout this test programme, quiet but immensely professional. “That time was the peak of my test flying career, and perhaps my life. I suspect, in retrospect, I will see everything as downhill from when I stepped out of DA2 on that last flight and into retirement as a fast jet pilot.”

Development Aircraft

There were two BAE prototypes, known as development aircraft (DA), DA2/ZH588 and DA4/ZH590, which played a huge part in safeguarding Eurofighter in the 1990s, when its future was far from assured. DA2 was used predominantly for maturing the systems and in June 2000 it was sprayed black (see page 38) to disguise the 490 ugly-looking transducers positioned all over the fuselage. They were needed as part of tests carried out at low attitude to examine the effects of supersonic handling on the aircraft’s carbon fibre materials. DA4 was the first British two-seater, as well as the first British-built model with the new EJ200 powerplant. The aircraft was used for two-seat handling, radar development and integration.

BAE Development Aircraft Statistics Test A/c BAE Systems’ Chief Test Pilot Derek Reeh with Archie Neill, BAE’s Typhoon Entry Into Service Manager and Lead Instructor during Case White, about to take BAE’s first serial production aircraft for the RAF, ZJ800/BT001, for its first flight on February 14, 2003. BAE Systems-Geoff Lee

IPA1/ZJ699 carrying six Paveway IIs during a heavy weapons trial in April 2006. BAE Systems-Chris Ryding

1st Flight Last Flight Flts Flight Hours

DA2/ZH588 06.04.94

29.01.07

652 615.83

Now preserved at RAF Museum, Hendon DA4/ZH590 14.03.97

13.12.06

Now preserved at IWM, Duxford

395 463.18

Increasing Typhoon Capabilities

BAE Systems is one of four Eurofighter Partner Companies (EPCs). The others are Airbus Defence and Space (ADS) at Manching, Germany, ADS at Getafe, Spain, and Alenia Aermacchi at Turin, Italy. Together they are tasked with the production of the Eurofighter and testing new developments for national and non-national interests. BAE Systems has been the main updater of the older Tranche 1s and their computer systems with what are known as ‘Drops’, as well working with the other three EPCs on increasing the capabilities of the Tranche 2/3s under the Phased Enhancements (PE) programmes. So far there have been four Drops and one PE-P1E, while P2E testing is now underway. The P1E was split into two parts: P1Ea and P1Eb. The first, released in late 2013, delivers a real swing-role attack aircraft with a genuine weapon capability but, crucially, it is as yet unable to fulfil all of the weapon’s potential. This is important because the bombs put on to Eurofighter under P1E are 2,000lb (908kg) EGBU Paveway II and 500lb (227kg) Paveway IV. These are very ‘clever’ weapons, able to detect the target, angle and elevation of attack, as well as allowing fuse settings to be changed from the aircraft. Laurie Hilditch, Eurofighter Future Capabilities Manager, explains to AFM why the RAF’s complex and vital objectives were ultimately met by splitting the enhancement into two parts. “We couldn’t meet their requirements in one go, so we phased it. P1Ea gave the basic bomb capabilities and P1Eb gave all the exciting options.” This means that, under the second phase, P1Eb, Typhoon will have the ability to drop up to six weapons at six different targets at different angles and with variable fuse settings. As Laurie points out, “In the Gulf War we needed six Tornados to do that to an airfield.” While Drops were initially a UK-cleared upgrade for Tranche 1 Eurofighters, the other three EPCs are now also involved. Drop 1 started in 2009 and covered the improvement of small co*ckpit displays and controls; Drop 2, which came in 2010, saw integration of updates to the radar; while Drop 3 is a 24-month Tranche 1 Evolutionary Package (Tr1EP1), covering obsolescence across all core programmes, which should be completed by end of 2014. Drop 4 covers Multifunctional Information Distribution System (MIDS) attack and identification radar and Tranche 1 developments. To enable BAE Systems to play a key role in improving the Eurofighter Typhoon during its service life, it has five Typhoons and a test team that works closely with its engineers.

IPAs

As the two DA jets headed towards the end of their useful life, the Partner Companies decided to build Instrumented Production Aircraft (IPA). Of the 40 JUNE 2014 #315

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seven manufactured, BAE has three: IPA-1, IPA-5 and IPA-6, which still fly today. An eighth, IPA-8, based in Manching, will fly by the end of this year. Unlike the two DAs, these aircraft were built on the production line, but were filled with miles of orange test cabling that enabled engineers on the ground to read the effects of the trials work. The first IPA, IPA1/ZJ699 made its maiden flight of 26 minutes on April 16, 2002, from BAe Warton. At the controls was project pilot Keith Hartley, while BAE Systems’ Chief Test Pilot Paul Hopkins sat in the rear. It had been expected to be the first IPA to fly, but delays were encountered in mid-2001 which pushed the flight back. It ended up being the third IPA to get into the air, after IPA2/MM.X614 and IPA3/98+03, in Italy and Germany, respectively. The first three IPAs were joined by Spanish IPA4/C.16-20 and two more British examples, IPA5/ ZJ700 which first flew on June 7, 2004, and IPA6/ ZJ938. Both were flown by test pilot Mark Bowman, who heads up the BAE Combat Systems’ flight test team at Warton today. As of 2014, the three IPAs, which are all NATO Eurofighter Management Organisation (NEFMO) assets, are kept busy improving the Eurofighter Typhoon programme for the UK and other nations. The evolution of software packages is continuing with IPA1/ZJ699. It is currently flying Drop 3, but will move onto Drop 4 later this year. The latter will include Multifunctional Information Distribution System (MIDS) and Helmet-Mounted Sighting System (HMSS) improvements for Tranche 1 aircraft. The second British IPA, IPA5/ZJ700, was laid up for 18 months for structural and systems modifications to take the Selex ES E-Scan Active Electronically Scanned Array (AESA) radar. It ventured back into the air again on February 28 this year. BAE is now awaiting the first radar. To counter the additional weight of alterations in the nose, to accommodate extra cooling and power generation, ballast has been added to the rear of IPA5. The aircraft has also been upgraded from Tranche 1 to Tranche 2 avionics and is now being worked back up for use as a test aircraft. Over the past three years, IPA6/ZJ938 has been BAE’s main Tranche 2 workhorse, taking the brunt of P1E development. It is now being used for target support duties for the prime aircraft in the other two main programmes. It will be upgraded with

Above: Typhoon T1 ZJ804, seen here over the Isle of Man on October 15, 2004, served as ISPA 1 for five years from May 2004 to June 2009, before being returned to the RAF and operated by 29 (R) Squadron. It played a major part in the Typhoon being declared multirole. Chris Lofting Below: ISPA5/ZK303, wearing the markings of 41 (R) Squadron, is the latest Typhoon to join BAE Warton’s test fleet. It is currently involved in P1Eb development work. Mark Saunders

P2E software during the second half of this year and will then progress to that programme.

BAE IPAs - as at Feb 6, 2014 Test A/c

First Flight

Latest Flight

Flts Flight Hours

IPA1/ZJ699

15.04.02

30.01.14

639 667.35

IPA5/ZJ700

07.06.04

02.03.12

523 593.22

IPA6/ZJ938

1.11.07

29.01.14

Flew again on 28.02.14

ISPAs

367 516.02

After the main development contract (MDC) was completed and the Typhoon headed into an era of phased enhancements, more IPAs were needed. In fact, a new option, the ISPA, was deemed more appropriate because the aircraft could be returned to service once testing was complete. Instead of the miles of orange test cabling

with which the IPA is fitted, which renders the aircraft impossible for operational service, the ISPA is set up with a specially designed avionics tray. Known as the flight test instrumentation (FTI) tray, it is fitted into the gun bay and then hooked up to the databuses. “While the IPAs are very capable for a lot of the work we do, they are too capable for the flying we want,” said Laurie Hilditch, himself a former test pilot. “The ISPA is a more simplified aircraft focusing exclusively on avionics trials.” The first ISPA, Typhoon T1 ZJ804, build no BT005, entered service with BAE Systems after a very short stint in March 2004 with 29 (R) Squadron while the operational conversion unit was worked up at BAE Warton. After having the FTI tray fitted, ZJ804/BT005 was used as a Tranche 2 development aircraft, one of its tasks being Litening III laser designation pod (LDP) integration work. While the RAF was striving for multi-role

Chief Test Pilot Mark Bowman lifts IPA5/ZJ938 off the Warton runway, still painted in primer, on its first flight on June 7, 2004.

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RAF at Warton - Case White

Above: The BAE Warton Flight Ops, Combat Aircraft Test Team in mid March 2014. From left to right: Paul Stone, Nat Makepeace, Arnie Arnold, Andy Blythe, Steve Formoso, Mark Bowman (Chief Test Pilot). All are engaged in Combat Air products, primarily Hawk, Tornado and Typhoon. Led by Chief Test Pilot, Mark Bowman, Combat Air is responsible for flying the test sorties and working closely with BAE engineers to ensure their objectives are met. The team also flies new aircraft fresh off the production line, checking for snags, as well as delivering them to the RAF and Royal Saudi Air Force. BAE

capability the jet worked with 17 (R) Squadron, the RAF’s Typhoon Operational Evaluation Unit (OEU), in October/November 2007. Part of this LDP trial included the first self-designated laserguided Paveway II release by an RAF Typhoon pilot. This was made at the Aberporth range by 17 (R) Squadron’s Flt Lt Dave Bowizer, on October 17, 2007. The aircraft also visited NAWC China Lake, California, several times during Highrider electronic warfare trials. After Tranche 2 development work had been completed in December 2010, the aircraft was returned to the RAF and today flies with 29 (R) Squadron coded ‘BM’. The second BAE Systems ISPA is ISPA5/ZK303, known by its build number BT017, and it is currently used as the Phased Enhancement 1E development aircraft. As part of this, the workload is shared between BAE Systems and 41 (R) Squadron, the RAF’s Typhoon Operational Evaluation Unit. Consequently, the aircraft flies in the markings of this unit. It is also known to have been used for Project Salam, the name given to the Royal Saudi Air Force programme. Three other FGR4s are also on loan, two being worked for electromagnetic (EMC) testing (ZK315/‘BS74’ and ZK350/‘BS111’), and the third, ZK351/‘BS112’, being used for antennae work.

BAE ISPAs – as of Feb 6, 2014 Test A/c

First Flight

Last Flight

Flts Flight Hours

ISPA1/ZJ804

11.05.04

08.06.09

350 428.6

29.01.14

252 216.57

Returned to the RAF ISPA5/ZK303 22.03.11

Production

BAE Systems has two facilities where parts are either made or assembled. Samlesbury, Lancashire, builds the canards, stage 1 aft fuselage, fin, inboard flaperons and forward fuselage, including the co*ckpits that are supplied to all four EPCs. Warton oversees the final build in the UK, where subassemblies supplied by the Samlesbury site and the other three EPCs arrive under Eurofighter GmbH’s Just In Time (JIT) method of scheduling. The German-built centre fuselage, the port wing from Italy and starboard wing from Spain are all ‘married’ in an automated alignment facility at Warton, using numerically controlled jacks integrated with laser-tracked measuring equipment. “It takes 26 days to produce a Eurofighter: from marrying all the different parts, to the jet being

In September 2002, Case White, the name given to the programme overseeing the Eurofighter into RAF service, kicked into gear. This initiated 17 (R) Squadron, the RAF’s Typhoon Operational Evaluation Unit, working alongside BAE Systems. Their brief was to study the aircraft’s weapons, systems and performance, and bring it up to an operational capability, as well as assess how best to utilise it once it was in service. There was also the standing up of 29 (R) Squadron, the RAF Typhoon Operational Conversion Unit, the aim of which was to train more pilots. Under Case White, BAE Systems was contracted to achieve 1,300 flying hours (1,040 sorties) on Typhoon, which was the fi rst time such a programme had ever been used to introduce a fighter into service. It led to the formal acceptance at BAE Warton on June 30, 2003, of the fi rst Typhoon T1, ZJ803/‘AA’, with the Operational Evaluation Unit (OEU) in full 17 (R) Squadron marks. The fi rst two Typhoon T1s, ZJ803/‘AA’ (which fi rst flew on August 27, 2003 and is now with 29 (R) Squadron as ‘BA’) and ZJ802/‘AB’ (which fi rst flew on July 16, 2003 and is now with 3 (F) Squadron as ‘QO-B’), were formally delivered to 17 (R) Squadron on December 18, 2003. The unit flew its first sortie the following day, with the OC Wg Cdr ‘Charlie’ Chan and Archie Neill, BAE Systems Typhoon Intro Service Manager and Lead Instructor. With a new OC, Wg Cdr John Hitchco*ck, 17 (R) Squadron moved to RAF Coningsby in December 2004. The unit was followed by the operational conversion unit, 29 (R) Squadron with ten Typhoon T1s, on July 1, 2005, an event which officially ended Case White.

painted after three test-flights,” explains Dave McCrudden, Head of Typhoon Assembly. The test-flights are then carried out by the BAE Systems Combat Air Team before delivery to the customer. As it stands now – unless more orders are forthcoming – production at Warton will only continue for the next four years. After that a potential nightmare scenario for Warton could see Eurofighter GmbH pooling the four test teams currently run at the four EPC sites into a single location. In this case, the Lancashire facility would become a ghost town. Meanwhile, BAE Systems explores future options, technologies and opportunities as it heads into the unmanned afm world of Taranis and other UAVs.

Eurofighter Typhoon Magazine

Above: The latest two RSAF Typhoons to be delivered left Warton on February 27, 2014. They were the single-seater 1012/ZK385 and this two-seater, 1010/ZK387. Mark Saunders

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15/04/2014 16:47

RECCE MEET 2014

FINAL SNAP

Chris Lofting reports from Mont-deMarsan, near Bordeaux, on the Recce Meet that was to witness the swansong of the Mirage F1CRs

The end of the Mirage F1’s French Air Force career was looming large at Recce Meet 2014. Sights like this will soon be no more. All images by author.

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Mirage F1CR 642 ‘118-CG’ from Mont-de-Marsan-based Escadron de Reconnaissance (ER) 2/33 ‘Savoie’, the host unit of this year’s Recce Meet.

ODAY’S CURRENT Reconnaissance Meet can trace its roots back to 1956 when the first Royal Flush competition was held at Lahr Air Base, West Germany. A regular feature of the NATO exercise calendar, the annual meetings brought many reconnaissance squadrons together to compete and share their experiences. More recently, the Recce Meet has been held in France, at the Armée de l’Air’s Base (French Air Force - FAF) Aérienne (BA) 118 at Mont-de-Marsan, south-east of Bordeaux. The 2013 event was limited to participating units from the FAF, with only Mirage F1CR and Rafale squadron pilots being involved. On that occasion, the trophy for the best performance was awarded to the last remaining Mirage F1CR unit – ER 2/33 ‘Savoie’ – which had the honour of hosting the 2014 Meet between April 7 and 11. Because it is hoped that future Recce Meets will return to being multinational events, three European air arms were invited to attend. Unfortunately, the Luftwaffe Tornado ECR unit had to decline, but both the Greek and Spanish

air forces sent aircraft. The Greek contingent comprised a pair of RF-4Es from the 348 MTA ‘Matia’ at Larissa, which arrived on April 9 after a quick fuel stop at Solenzara on Corsica. The Spanish sent two EF-18M Hornets from Ala 12, which made it in one hop across the Pyrenees from their base at Torrejón de Ardoz, near Madrid, on the morning of April 10. Both air forces flew sorties on April 10 alongside the French participants, but they were not integrated into the exercise, nor did they take part in the competition. This occasion was primarily an opportunity to meet some counterparts, and take advantage of the presence of a rich pool of reconnaissance-dedicated pilots. There were many aims and objectives to the exercise. As already mentioned, one of the primary aims was to share reconnaissance skills and experience. In addition, the exercise offered the chance to study and practise the integration of reconnaissance missions in current world operations that involve multinational mixed fighter forces in reconnaissance and strike roles, against realistic airborne threats. Finally, it enabled a full

Above: The Mirage F1CR’s reconnaissance role will be taken over by the new Dassault Rafale. This example, 127 ‘118-GF’ from EC 2/30 ‘Normandie-Niémen’, is carrying the Thales Reco-NG reconnaissance pod AREOS. The badge on the tail commemorates SPA 164, a squadron of the Great War.

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RECCE MEET 2014

‘It enabled a full evaluation of the entire reconnaissance process from start to finish, including the roles played by pilots, intelligence officers, mission planners and imagery analysts.’

Above: Mirage 2000D, 632 ‘133-XE’ has been flying with Mont-de-Marsan-based test unit ECE.5.330 for at least a year. The badge on the tail is from Nancy-Ochey’s EC 1/33 ‘Navarre’ which carries on the traditions of SPA 62.

evaluation of the entire reconnaissance process from start to finish, including the roles played by pilots, intelligence officers, mission planners and imagery analysts. Four French units were involved in intense competition for the 2014 trophy, including the hosts, ER 2/33 ‘Savoie’, with their vintage Mirage F1CRs. More modern hardware comprised a Dassault product of a much later generation, and three units

operating variants of the Rafale. These were EC 2/30 ‘Normandie Niémen’ and EC 1/7 ‘Provence’, both of which are equipped with the Rafale C, plus 11F, a French Navy unit from Landivisiau in Brittany, with the carrier-capable Rafale M. The participants faced a continuous war exercise scenario with realistic battle planning. Their expertise was put to the test by three different types of mission. They had isolated missions with specific

reconnaissance objectives, individual reconnaissance challenges using the best sensors available, and Combined Air Operations (COMAO), with all players using dissimilar types covering the same area, which made it a complex tactical environment. Around 45 sorties were flown over the course of the five-day event. The actual competition element occupied three days, during which each participating squadron was tasked with flying a total of five missions.

Farewell F1s With ER 2/33 ‘Savoie’ coming second in the competition, the Mirage F1CR certainly proved that it can still hold its own despite its age. In recent years, the Mirage F1CR has seen extensive front line service, with missions being flown as part of ‘Operation HARMATTAN’ over Libya in March 2011 and in ‘Operation SERVAL’ over Mali in January 2013. It is also worthy of note that a small number of aircraft still carry red stars on the nose, representing intercepts of Russian air force aircraft accomplished during their stint of NATO Baltic Air Policing operations from Siauliai, Lithuania, in the summer of 2013. At the time of the exercise, the squadron still had 12 Mirage F1CRs and three Mirage F1Bs, but this number will decline the nearer we come to final retirement in July, with numbers dropping to ten as early as April 23.

Despite the draw-down, the squadron is still keeping busy. As well as its regular training flights, it sent a pair of aircraft to Albacete in Spain at the start of the year for the Tactical Leadership Programme. Then, at the end of March, it despatched four aircraft to Payerne in Switzerland on a farewell visit, before hosting the Recce Meet for a week in April. Most recently, on April 16, they sent a pair of F1CRs on a sortie from Mont-de-Marsan to RAF Valley and back in a day. The fi rst leg of this lengthy sortie involved air-to-air refuelling, which was followed by a descent to low level over the south-west and a transit through Wales and Low-Flying Area 7 before recovering to Valley. The return leg included a brief air-to-air photography session in the company of a pair of RAF Hawk T2s from IV Squadron, after which they returned to France

at high level. The few remaining Mirage F1s will see out their days at Mont-de-Marsan with ER 2/33 ‘Savoie’ from July. The current plan is that the final four aircraft will participate in the Bastille Day flypast over Paris on July 14, before landing at Châteaudun in northern France, thus drawing a line under the Mirage F1’s lengthy and most distinguished service career with the French Air Force. In the best French Air Force tradition, it is also planned that a number of Mirages will be painted in commemorative colour schemes that are to be unveiled at a special event in June.

Above: The ‘bidon’ or fuel tank seems to have found something to smile about! The ‘Cocotte’ badge on the tail was last used by ER 3/33 ‘Moselle’, which was disbanded on July 1, 1993, but the badge’s history goes back to the Great War.

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Above: Spain provided two EF-18M Hornets from Ala 12 at Torrejón de Ardoz air base outside Madrid. Below: Visiting Mont-de-Marsan from its base at Istres-le-Tubé was one of EPNER’s (école du personnel navigant d’essais et du reception – test pilot’s school) Dassault Alpha Jets.

The missions fell into two distinct groups: ‘War Time’ and ‘Peace Time’. Three missions were classified as ‘War Time Recce’, and these extremely realistic sorties included tactical reconnaissance profiles flown at high speed and low level, and including the employment of Stand-Off sensors. There were also missions in which the reconnaissance elements were integrated within a COMAO package. The final two missions were classified as ‘Peace Time’, and these might best be considered as pure reconnaissance sorties. They had a specific search element, culminating in the creation of potential objectives files. Stand-Off sensors were only used during the first two days of the competition. The Mirage F1CR utilised the Thomson-CSF Optronics Pod Reconnaissance Stand-Off (PRESTO) system, which features an electro-optic long range oblique photography LOROP camera and a high speed data recorder. Rafale carried the latest Thales Airborne Reconnaissance Electro Optical System-

NG Reconnaissance Pod AREOS. This system is able to capture digital imagery both day and night, and from high, medium and low altitudes. It can be operated remotely and it offers an identification range that is two to three times greater than that of the PRESTO pod. This may have appeared to give the Rafale squadrons an unfair advantage, but in fact a significant proportion of the competition was judged on the human element and performance. Many different criteria were used to evaluate the performance of each squadron throughout the exercise, ranging from attained image quality, observation and interpretation work, to identification challenges for imagery analysts and pilots, and equipment identification. Captain Blache who was the White Cell exercise planning section director for the duration of the Meet, explained, “all targets were drawn from the squadron files. They were all within French territory and the White Cell tried to recreate as much realism as possible. We also had help from a number of

external units for the exercise, including CPA30 [an élite commando unit] and 35 ème RAP [French Army Parachute Regiment artillery] playing the role of forward air controllers during the first two days. We also had use of one E-3F AWACS, along with some Mirage 2000Cs and Alpha Jets, plus Rafales from EC 1/91 ‘Gascogne’ for the COMAO.” As well as participating in the COMAO, various types were drawn from the inventory of locally based test unit ECE 5/330, and were used in the adversarial role. After all the missions and evaluations were concluded, it was revealed that EC 2/030 ‘NormandieNiémen’, using the new generation Rafale C, emerged victorious. But it was a close-run thing, as they only narrowly beat the trophy holders ER 2/33 ‘Savoie’ with Its vintage Mirage F1CRs. Third and fourth places afm went to 11F and EC 1/7 ‘Provence’, respectively. Acknowledgements: I would like to thank Captain Blache and Major Malnoury ‘NATAF’ for their help in preparing this report.

Below: Two very welcome visitors in the shape of former Luftwaffe RF-4E Phantom IIs from the Greek Air Force's 348 MTA (Tactical Reconnaissance Squadron) from Larissa, Greece.

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German Special Air Mission Wing

Right: The sole remaining passenger configured A310-304 within the Airbus fleet is 10+23. It carries the name of Kurt Schumacher on its nose and is used for long-distance trooping flights. AirTeamImages.com/Timo Breidenstein

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Manolito Jaarsma considers the role of Germany’s Special Air Mission Wing, tasked with sorties involving refuelling fast jets, transporting troops and providing VIP flights.

he Flugbereitschaft des Bundesministeriums der Verteidigung (FBS BMVg) is the Luftwaffe’s VIP transportation, communication and air-to-air refuelling unit. Its primary base is at Köln Bonn Airport with a secondary detachment at Tegel Airport, northwest Berlin . To fulfil its various missions it operates Airbus A310304s in both VIP/passenger and multi-role tanker/ transport (MRTT) configurations, Airbus A319CJ, Airbus A340-313X, Bombardier Global 5000 and the Airbus Helicopters AS532U2 Cougar II, the latter of which are all based in Berlin. The FBS BMVg is tasked with the following missions: Transportation of military personnel and cargo

•

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refuelling • Air-to-air evacuation (MEDEVAC) • Medical • Air transport for German government officials and visiting heads of state (VIP transportation)

Aircraft Modernisation

In recent years the FBS BMVg has re-equipped and modified its VIP transport aircraft inventory. Bombardier 601 Challengers have been retired, the last of seven aircraft, 12+07, flying its final mission with the unit on November 5, 2011; and the Airbus A310 fleet, which had consisted of two VIPspecification aircraft and five in MRT (multi-role transport) configuration, has also been changed, the Luftwaffe deciding to replace the VIP jets with a pair of A340-313Xs acquired from German airline Lufthansa in 2009. They were delivered to the

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German Special Air Mission Wing FBS BMVg after a refurbishment and upgrade by Lufthansa Technik AG, enabling A310 10+22 to be sold after 20 years’ service. A second A310, 10+21, will be withdrawn later this year. To give the Luftwaffe its own air-to-air refuelling (AAR) capability, the A310MRTs were upgraded to MRTT configuration with the installation of a hose and drogue refuelling pod on each wing. The first to be converted, 10+27, received certification on September 1, 2010. Three more have since been upgraded to MRTT standard and only 10+23 remains as a dedicated passenger (PAX) transportation aircraft. The unit’s VIP transportation fleet, which had comprised seven CL-601 Challengers, now operates two Airbus A319CJs and four Bombardier Global 5000s on both short and medium-range missions.

FBS BMVg Organisation

Above: The A319CJs have been regular visitors to the UK. This example, 15+01, was bought new and is equipped with additional fuel tanks. AirTeamImages.com/Steve Flint Below: Some of the most active aircraft operated by the Wing are the Bombardier Global 5000s. The aircraft have been used as ‘shuttle-buses’ ferrying German diplomats to Berlin in an effort to resolve the crisis in Ukraine. Maurice Alverio

With the introduction of new aircraft, the unit’s organisation has also changed. Staff units consist of sections S1 to S6, an air safety and a medical group. In total, the FBS BMVg has 1,039 personnel currently assigned – 925 military and 114 civilian staff. Aircraft are operated by 113 pilots and 115 flight attendants, of which 87 are military employees.

FBS BMVg structure 2014 Wing Commander Staff units Commander Air Group Staff Air Group 1st Squadron: operates all A310s 2nd Squadron: operates all A319s, A340s and Global 5000s 3rd Squadron: operates all AS532s (at Berlin-Tegel) Commander Technical Group Staff Technical Group Air Base Squadron 1st Maintenance squadron: all A310s 2nd Maintenance squadron: all A319s, A340s and Global 5000s

FBS BMVg Missions

The Airbus A310 is currently flown in three different configurations: VIP (one), PAX (one) and MRTT (four). The aircraft assigned for VIP transportation is identifiable by its white livery and the German flag applied to the tail and fuselage. The other five A310s are operated in an overall grey colour scheme, the PAX-dedicated aircraft lacking the air refuelling equipment under its wings. One of the MRTTs can also be configured as a MEDEVAC aircraft and the others for combined transport and air-to-air refuelling missions.

The MEDEVAC configuration is rotated within the MRTT fleet, it taking between three and seven days to convert an aircraft for this specialist role. In this role the aircraft can transport 44 stretcher-borne personnel and up to six casualties in dedicated, intensive care berths. Another 16 spaces on the aircraft are referred to as ‘intermediate care places’, designated for patients requiring less intensive medical attention. To aid doctors and medics when they have to be seated during take-off and landing, there are two monitor stations equipped with wireless LAN. Depending on casualties’ injuries, the medical team can be as large as 25 doctors and other medical personnel. The MEDEVAC configured A310MRTT currently maintains a round-the-clock alert status. The MRTT is fitted with four additional fuel tanks, each holding 72 tons (65.317kg) of fuel of which up to 45 can be offloaded to receiving aircraft. The Luftwaffe converted the A310s to support deployments of its Eurofighter EF-2000 and Panavia Tornado fleets, which employ the hose and drogue refuelling system – before that, it had to hire aerial refuelling capability, primarily from the USAF’s KC-135 Stratotanker fleet, to support participation

Above: Three Eurocopter AS 532U2 Cougars are operated by the wing and can carry up to 17 passengers if necessary, but for normal VIP flights this number is reduced to five. AirTeamImages/HAMFive

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in overseas exercises and deployments. The hose and drogue system extends 22.5m (75ft) behind the aircraft and can offload 1,600ltr (2,481lb) of fuel per minute. The MRTT is certificated to fly its AAR mission between flight levels 50 and 350 (5,000 to 35,000ft) and at airspeeds between 370 and 560km/h (200 to 300kt). The MRTTs are also cleared to refuel the following aircraft and operators: Germany’s and Italy’s air forces are currently co-operating on gaining clearance to refuel Italian EF-2000s and Tornados. Another aim is to be able to refuel US Navy EA-18G Growlers, which have different flight characteristics from other F/A-18 Hornet variants. Before the FBS BMVg can fulfil an AAR request

Tanker clients EF-2000

Royal Air Force & Spanish Air Force

F/A-18A/B/C/D

Finnish Air Force, Spanish Air Force, US Navy & US Marine Corps

JAS-39C/D Gripen

Czech Air Force, Swedish Air Force

Mirage F1

French Air Force

Mirage 2000B/C/D/N

French Air Force

Rafale

French Air Force and French Navy

Tornado

Royal Air Force.

from a partner nation, permission has to first be sought from the German Air Force command. Once approved, the certification process can begin. The necessary technical documentation has to be supplied to the Luftwaffe’s test unit, Wehrtechnische Dienststelle 61 (WTD-61, military engineering agency), at IngolstadtManching. To illustrate the process, it took two weeks to certify the French Air Force’s Rafale and Mirage F1 aircraft when additional AAR capacity was required for its military operations in Mali (Operation SERVAL). The FBS BVMg also supported the UN’s recent African-led International Support Mission in Mali (AFISMA) until July 1, 2013, when it was renamed the United Nations Multi-dimensional Integrated Stabilisation Mission in Mali (MINUSMA). www.airforcesmonthly.com

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Curent aircraft Aircraft

Version Serial

A310-304

VIP PAX MRTT MRTT MRTT MRTT

A319CJ A340-313X Global 5000

AS532U2

10+21 10+23 10+24 10+25 10+26 10+27 15+01 15+02 16+01 16+02 14+01 14+02 14+03 14+04 82+01 82+02

Service entry 1991 1991 1996 1996 1999 1998 04-Jun-10 09-Jun-10 31-Mar-11 30-Sep-11 22-Sep-11 20-Oct-11 14-Nov-11 06-Jan-12 1997 1997

82+03 1997

Former owner Interflug Interflug Lufthansa Lufthansa Lufthansa Lufthansa New New Lufthansa Lufthansa New New New New New New New

Notes: A310-304 10+23 will not be upgraded to MRTT but remain as a dedicated PAX (passenger) aircraft. The names of the A340 aircraft have been transferred from the (previous) A310VIP aircraft. A310VIP 10+21 will be retired in mid-2014.

forward location in Dakar, Senegal, from March 2, 2013 until July 12, undertaking 90 missions in support of French Air Force fighters and offloading a total of 1,110 tons (242,5085lb) of fuel. In support of the MINUSMA operation, it currently maintains a 96-hour alert status from its home base in Köln. The FBS BVMg’s two A340 aircraft, bought from Lufthansa, were delivered in 2011, replacing the A310VIP aircraft which was unable to reach some designations non-stop. The pair of ‘new’ Airbuses has a maximum range of 13,000km (8,000 miles), and can serve almost any location in the world direct. Before entering service they were overhauled and given a complete new cabin interior. Both are currently configured to carry 143 passengers, in a mix of both business and economy-class seats. The German Bundespräsident (President), Bundeskanzlerin (Prime Minister) or other government officials can use private areas and a conference room facility aboard the aircraft. The unit’s two Airbus A319CJ (corporate jet) aircraft are configured for 44 passengers. Both have additional fuel tanks enabling them to operate non-stop up to a distance of 7,600km (4,700 miles). The unit’s Bombardier Global 5000s are mainly operated on short and medium-range flights to carry smaller delegations. Long-range missions can also be flown as the aircraft have a maximum range

Above: The well-equipped MEDEVAC configuration can accommodate 44 stretcher-borne personnel, of which six can be intensive care berths. Manolito Jaarsma

of 9,000km (5,600 miles), operating up to flight level 510 (51,000ft) with 13 passengers aboard. This gives the Global 5000s a huge advantage as they can fly above bad weather or areas of high-density air traffic. The FBS BMVg also operates three Eurocopter AS532U2 Cougar IIs. They are based at Berlin's Tegel airport, where they entered service with the unit in November 1997. Up to 17 passengers can be transported, if required, but the normal operational configuration consists of four VIP-standard and five ‘comfortable’ seats. The Cougars’ maximum range of 850km (530 miles) means they can serve any destination within Germany; travel between the FBS BMVg bases in Köln and Berlin takes around two hours.

European Air Transport Command (EATC)

In 2010 Germany, Belgium, France and the Netherlands founded the European Air Transport Command (EATC), headquartered at Eindhoven Air Base in the Netherlands. Each country retains authority for units they commit to the command – the Luftwaffe having decided to transfer control of all three of its C-160D Transall wings (LTG 61, 61 and 63) to the EATC, but only the A310MRTT element of the FBS BMVg fleet. As such, command of all FBS BMVg aircraft operated in support of the VIP-transportation missions is held by the Luftwaffe itself.

EATC will plan and execute missions at the request of its members, which now also include Luxembourg Spain and Italy. Within the EATC framework, the German A310s are also used to support Belgium and the Netherlands with regular missions flown to Uzbekistan, a transit point for Afghanistan. The MEDEVAC-configured MRTT is also available to other EATC members for the evacuation of wounded troops from operations in Afghanistan and Mali, or any other African nations currently facing conflicts and military interventions.

Future

The FBS BMVg plans to move en masse to BerlinBrandenburg Willy Brandt Airport, which will become the capital’s new international airport – although its construction has suffered from delays, its opening deferred several times. To support FBS BMVg operations, new infrastructure will need to be built, including a new apron, hangar, maintenance facility, passenger terminal and staff buildings. Current plans envisage the relocation from Köln-Bonn to Berlin taking place no sooner than 2017. With its new A319s, Global 5000s and upgraded Airbus A340s, the BMVg can continue to serve the Luftwaffe on both national and international missions as well as supporting the member afm nations of the EATC.

Right: Konrad Adenauer, A340-313X 16+01 undergoes preparation through the night for an early morning departure from Köln-Bonn Airport. Maurice Alverio

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USAF 12th Operations Group

Carrying the load for training the next generation of USAF pilots are the T-1A, T-6A and T-38C. Robert F Dorr explains their role and how the 12th Operations Group is meeting America’s demand. Images by Jim 'Hazy' Haseltine

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“It’s partly a strict regimented science and part art form,”

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HEY CALL themselves ‘Blacksmiths’ of airpower. The dictionary definition says that’s “someone who makes and repairs iron and metal objects”. In this case, the ‘Blacksmiths’ of the 12th Operations Group at Joint Base San AntonioRandolph, Texas, shape the solid steel backbones of the aviators of the US Air Force. The Operations Group – or Ops Group – has six squadrons that the commander sees as the forge of US airpower. Three of the squadrons qualify future instructors for duty at training bases. A fourth is the group’s undergraduate remotely piloted aircraft (RPA) pilot and sensor operator training squadron and the only unit to provide initial skills training for RPA aircrew. Fifth on the roster is the introduction to fighter fundamentals (IFF) course, which trains pilots after they’ve pinned on their wings but

before they transition to their fighter aircraft. The entire group is kept in motion thanks to the sixth unit on the list, an operations support squadron. This is a complex tale that encompasses three aircraft types – Beechcraft T-1A Jayhawk, Hawker Beechcraft T-6A Texan II and Northrop T-38C Talon – classrooms and simulators. To the author, however, this complicated story became simple when dancing in the clear blue skies over South Texas in the front co*ckpit of a T-6A Texan II.

I was in a T-6A, 04-3734, being patiently shepherded by Lt Col Carey McKinney of the 559th Flying Training Squadron, the ‘Fightin’ Billygoats’, the component of the 12th Tactical Fighter Wing that trains T-6A instructors. We were flying out of Randolph, smack in the centre of a good weather belt that permits year-round training across the American southwest. While Lt Col McKinney demonstrated the aerobatic capabilities of the T-6A he explained about the

Right: Their stunning looks belie the age of these three 560th FTS ‘Chargin’ Cheetahs’ T-38Cs. Left: A pair of Texan IIs breaks formation in cloudy Texas skies. All images by Jim ‘Hazy’ Haseltine

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USAF 12TH OPERATIONS GROUP

importance of training instructors and the need to get it right. “It’s partly a strict regimented science and part art form,” he said. Those who train instructors are among the elite. They know they’re the best. They don’t need to fuss about it. In front of us, another T-6A dangled in the sunlight. I used stick and rudder to get on his six o’clock position and lined him up. McKinney and I were talking about the serious stuff of training instructors but, for a moment, in my mind that other T-6A might have been a Messerschmitt 109 or a Mitsubishi Zero. “You know,” I said over the radio, “this feels a little like World War Two.” “We get that a lot,” McKinney said. The T-6A feels and acts a little like a fighter, which may be why its maker wants to sell an armed version for use in the counter-insurgency role. Referring to the agility of the T-6A – of which, the ‘Blacksmiths’ have 38 at their disposal – 12th Ops Group CO Col David E ‘Slick’ Morrissey, told AFM: “You can easily forget how much fun it is pulling-g and going over the top of a loop.” The sortie was a reminder of the pure joy of flight and a hands-on experience with an ops group that instructs the instructors. This was real flying. And real flying, at the end of the day, is what it’s all about.

Above: Sun sheds are essential to protect the aircraft’s instruments from the blazing Texas sun. In summer temperatures reach 40°C in the shade – if you can find any! Below: A student climbs the steps to his jet as maintainers make last-minute checks.

Busy ‘Blacksmiths’

Col Morrissey, is a command pilot with flight hours in the Boeing C-17A Globemaster III, C-21A Learjet, and the wing’s three training types; T-6A, T-1A, T-38C. “I have folks calling me from other bases and asking to come to Randolph,” Col Morrissey told AFM. “Our young airmen love this base and this assignment.” Because the ‘Blacksmiths’ cover a blend of machines and missions, some of them only loosely related, one way to look at the 12th Ops Group is to break down its duties by flying squadrons. The 99th Flying Training Squadron, callsign ‘Boar’, commanded by Lt Col Gavin P Marks (Boar Lead) is the sole provider of T-1A Jayhawk instructor training and operates the ‘Blacksmiths’’ 17 T-1As. The squadron bears the lineage of the 99th Fighter Squadron in which the Tuskegee Airman – AfricanAmerican pilots in an era of segregation – fought in Italy during the Second World War. All squadron T-1As have special marks on the nose and fin to celebrate this connection.

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A lieutenant with the 559th FTS ‘Billy Goats’ inspects his T-6A Texan II before flight.

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The T-1A Jayhawk may well be the most underrated of flying machines. It has an 80% mission capable rate (above the air force’s 74% average) and costs the taxpayer just under US$4,000 per flying hour. It’s based on the Beechjet 400A, a version of the Mitsubishi MU-300 Diamond. It is conventional in design, with low swept wings and tail surfaces, T-tail, pressurised fuselage and tricycle landing gear. Two 1,224kg (2,700lb) thrust Pratt & Whitney JT15D-5B turbofan engines are mounted astride the rear fuselage. For more than a decade following the maiden flight of the first production example, on July 5, 1991, the T-1A had a spotless safety record, having never been involved in even a minor accident. There have been a couple of mishaps and one aircraft lost since then – although not in the 12th Ops Group – but the T-1A soldiers on. The ‘Blacksmiths’ teach the instructors who’ll train T-1A students in a primary instructor training course that runs for roughly three months. The course is designated F-V5A-E, though a spokesman for the ‘Blacksmiths’ ops group said the letters and numbers don’t stand for anything in particular. “It’s kind of a shortened down version of pilot training,” Captain John R Schwartz told AFM. The course syllabus includes 119.3 hours dedicated to academics, 14 missions in the ground

Once intended to log 7,000 flight hours, many Talons have flown 15,000 and will reach 17,500 by 2017. That is the year the air force had once hoped – with unjustified optimism – a replacement would reach initial operating capability. Although the current T-38C model was upgraded with a digital co*ckpit, it can not provide training for some flight operations performed by advanced fighters like the F-22 Raptor and F-35 Lightning II. USAF officials would like the Talon’s replacement to be capable of receiving air-to-air refuelling. The T-38 has never been the easiest aircraft to maintain, but the T-38C offers significant improvements over earlier versions. An important part of the Talon story, and that of the 12th OPG trainers, is the success achieved by civilian maintainers. A civilian maintenance force – particularly for units that are not on the front line – is sometimes a good solution. A key part of the ‘Chargin’ Cheetahs’’ history was the squadron’s role in requalifying released

Above: A student practises formation flying in the simulator. FlightSafety International provides the ground-based training system including flight simulators, a training integration management system, courseware and courseware delivery systems for the USAF’s T-6 Texan fleet.

simulator totalling 18.2 hours and 39 flights in the T-1A aircraft accounting for 67.5 hours. The fact that the air force can break a training hour down into a decimal point shows how closely organised this kind of training is in a bid to keep costs low. However, if the course work is finished faster there is no requirement for a specific number of flight hours before completion.

American prisoners of war who had been shot down over Vietnam, thus enabling them to return to active duty back in the States. Photos and clippings in the squadron ready room today show the importance members place on this achievement in 1973. The 435th Fighter Training Squadron the ‘Black Eagles’, callsign ‘Dobby’, is commanded by Lt Ki ‘Kato’ Jackson (‘Eagle’ Lead). The squadron uses 20 T-38C Talons to conduct IFF and provide screening for future fighter pilots and combat systems officers for the US and partner nations. It is descended from a fabled fighter outfit that flew everything from the P-38 Lightning to the F-4 Phantom II. The squadron consolidated the IFF mission, previously carried out at two other bases, at Randolph on October 4, 2011. The air force has dropped the ‘A’ prefix that was used on the earlier AT-38B, a derivative of the T-38A, now that it uses the C model for this mission. The 12th Operations Support Squadron, the ‘Ragin’ Raptors’, supports every facet of 12th

The unexpected

The most challenging aspect of the course for instructors is when they play the role of a trainee pilot. Schwartz explains: “One of the most difficult parts comes at the end when we adopt the role of a student and make simulated mistakes the way a pupil would do. This might be an unstable approach for a landing or a problem during simulated air-to-air refuelling,

Ops Group training. The squadron directs US$63 million in simulator and contract operations and provides accounting for 40,000 flight hours, from 30,000 sorties, valued at over US$5 million annually. Every sortie flown or simulated, every hour logged, every pattern and piece of airspace controlled, every piece of flight gear inspected, and every egress taught requires the efforts of the support squadron and its 13 facilities. With the mix of missions and Jayhawks, Texans and Talons constantly taxiing out, taking off and landing, Randolph is a busy place, and the 12th Ops Group is a coveted assignment. Morrissey told AFM the ‘Blacksmiths’ has 349 flying instructors, 14 enlisted members, and 282 Defense Department civilians and contractors who collectively produce 1,126 graduates per year. In fiscal year 2013, the 12th Ops Group racked up 45,000 flight hours. “We offer world class instruction,” Morrissey said. No one seems ready to argue with that.

Right: A 435th FTS, ‘Black Eagles’ Talon taxies back to the ramp at JBSA-Randolph. Unlike other training squadrons where the ‘F’ in FTS means Flying, the Black Eagles is a Fighter Training Squadron.

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USAF 12TH OPERATIONS GROUP with another T-1A playing the role of a tanker. It’s easier to instruct an instructor than to act out the part of a trainee because students can be unpredictable.” The 558th Flying Training Squadron commanded by Lt Col Scott R Cerone provides undergraduate training to airmen in the operation of drones – a word many use, although the air force prefers the term RPA. The 558th traces its lineage to a B-26 Marauder medium bomber squadron that attacked V-1 launch sites in Europe in the Second World War. The 558th disbanded in 1996 but was re-activated to handle its current mission to train future RPA pilots and sensor operators. The RPA training is called ‘undergraduate’ in part because the squadron doesn’t operate real MQ-1 Predators or MQ-9 Reapers. Pilots and sensor operators will fly these when they reach their next assignments. CO Morrissey told AFM: “This year [2013], we trained 165 RPA pilots and 337 sensor operators.” The 559th Flying Training Squadron commanded by Lt Col Robert H Bryant III (‘Goat’ Lead), produces T-6A instructors today but has a combat history. The squadron flew F-4C Phantom IIs in the Vietnam War. The T-6A is a huge success story and one that rarely receives the attention it deserves. It’s a derivative of the Swiss Pilatus PC-9 Mk.II, powered by the 857kW (1,150hp) Pratt & Whitney Canada PT6A-68 turboprop engine, and was chosen as the new primary trainer at the turn of the century to replace the T-37B Tweet. This was a rare example of a jet aircraft being replaced by one with a propeller and, of air conditioning that never worked in the T-37B, being always operational in the T-6A, which is so vital for a pilot in southern Texas. The 559th took the first production example, 95-3008, on May 1, 2000, and completed the full transition to T-6A training in May 2006. There was a somewhat mystifying sharp drop in mission capable rates for the T-6A from 72% in 2012 to 63% in 2013. AFM asked the manufacturer to explain but Beechcraft declined to comment. The low figure may be an anomaly because the T-6A generally has good scores for availability and reliability. US Air Force figures show the T-6A’s operating cost at US$2,235 per hour, which to the author seems high for a relatively small and straightforward aircraft.

Instructing the instructor

The 560th Flying Training Squadron, the ‘Chargin’

In common with air forces around the world, the USAF uses civilian contractors, such as these gentlemen, to carry out jobs formerly done by servicemen and women.

Cheetahs’, callsign ‘Brew’, commanded by Lt Col Michael J Simon (‘Cheetah’ Lead) qualifies fighter and bomber pilots as instructors in the T-38C Talon. The course varies depending on experience and the squadron teaches on what it calls A, B and C tracks. A former flight instructor in a different aircraft type from a training base will be put on the A Track, or four months including 12 sorties. A pilot previously qualified in a fast jet, like the F-15C Eagle, will get the B Track, or two-and-a-half months. The short course for pilots with T-38C experience, the C Track, will last about two months. The 560th also undertakes a lot of training for US Navy students and test pilots. The USAF has sought funding for a T-X programme to replace the Talon, which made its first flight in the hands of Northrop test pilot Lew Nelson on April 10, 1959. Nelson couldn’t have known what the future would hold when he told reporters: “I predict this aircraft will serve for 20 years.” The US Air Force has been training pilots in the Talon since the first operational example arrived at Randolph Air Base, Texas, on March 17, 1961. While seeking a replacement, ironically, it invested heavily in the upgraded T-38C to replace the T-38A, the first C model, 64-13197, had its maiden flight on July 8, 1998. The air force has 546 Talons (of 1,187 built) with an average age of 44 years. Two General Electric J85-GE-5 turbojet engines with

afterburners provide the power. The T-38C has a mission capable rate of 66%, eight points below the inventory-wide aircraft average. The Talon costs US$9,355 per hour to fly. Asked about mission capable rates, Major Sonny ‘Colt’ Hignite told AFM: “Occasionally there are limits on some of the systems. Some of the networks misbehave when the weather changes suddenly. But I’ve rarely had a reliability problem. Usually, when we step out to the plane we know it’s going to fly.” So how do you teach an instructor to instruct? Hignite explained: “An effective brief before the flight goes a long way. A debrief afterward helps too. Part of the requirement to work here is you must have been an IP [instructor pilot] in UPT [undergraduate pilot training]. You need to ‘get’ how to talk to your student and connect. The part of the training where you simulate a student’s behaviour is called ‘theatre indoctrination’. We don’t have real students here so we ask ourselves: “What are student errors?” The T-38 is not forgiving if you fly it too high above a runway: you want to avoid a high flare in a critical phase of flight. How do you replicate that in an airplane without being dangerous? An experienced instructor will see the problem happening and will know how to coach the student or take control of the aircraft. We afm practise that situation while doing it safely.”

Below: Beech T-1A Jayhawk 92-0338/RA wears the distinctive red tail flash of Randolph’s 100th FTS – the ‘Tuskegee Airmen’. The squadron carries on the traditions of the 100th Fighter Squadron, one of several squadrons of the USAAF formed at Tuskegee Army Airfield, Alabama in 1942 and famous because most of the pilots were African Americans.

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EXERCISE REPORT JOINT WARRIOR 14-1

LTHOUGH LACKING in foreign fast jet participation, Exercise JOINT WARRIOR 14-1 (JW141), held in Scotland and northern England between March 31 and April 10 was one of the largest in this biannual series for several years. Maritime patrol and helicopter elements were particularly prominent, and a large number of UK and foreign ships took part. A total of over 13,000 personnel from ten nations participated on land, at sea and in the air. As always, the JOINT WARRIOR scenario involved several fictional nations in conflict over territory, the activities of dissident groups and the influence of neighbouring nations on an internal crisis. Although not based on any specific real-world situation and drawn up at least a year ago, the

background to JW141 has parallels to the current Ukraine crisis and shows that the planning is based on realistic foundations. This JOINT WARRIOR centred on the fictional nation of Pastonia, part of the former Empire of Ryania, which broke up in the 1960s into the state of Ryania (the island of Ireland on the exercise map); Dragonia (north Wales, northwest England and southwest Scotland); Avalon (southern and eastern England) and Pastonia (northeast England and the remainder of Scotland). Supported by the well-armed nation of Dragonia, a separatist group declared a ‘People’s Republic of Pastonia’ (PRP) and occupied government facilities in various parts of the country. Areas not

Above: Crew of the No.5 Squadron RNZAF PC-3K2 Orion gather in the rear of the cabin of its aircraft to plan its next JOINT WARRIOR sortie. RNZAF Below: Paras and marines race towards their next objective as the Merlins in which they arrived make their withdrawal. Jim Winchester

JOINT WARRIOR Jim Winchester ventured north to report on the first of this year’s two JOINT WARRIOR exercises, which was played out in early April.

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Location: RAF Lossiemouth, UK Particpants: BAF, RAF, RN, RDAF, RNoAF, RCAF, RNZAF & USN

under firm control by either side were declared the Northern Disputed Zone (NDZ), covering most of northern Scotland. The scenario called for the generation of a task force comprising the UK’s two high-readiness forces, 3 Commando Brigade and 16 Air Assault Brigade (16 AAB), and the activation of the UK’s high readiness deployable Joint Task Force Headquarters (JTF HQ) at RAF Halton, Bucks. On March 31 a United Nationssanctioned multi-national force (MNF) led by 3 Commando began to re-establish government control by means of an amphibious landing at Auchenmalg on Luce Bay by British, Dutch and Belgian marines. This was followed up by an operation to take Castle Kennedy and West

Freugh airfields using Royal Navy AgustaWestland Sea Kings and RN and RAF AgustaWestland Merlins from HMS Illustrious bringing ashore a company of Royal Marines to join up with the units from the beachhead. Dutch Aérospatiale AS532U2 Cougar IIs from HMNLS Johann de Witt may also have taken part in these troop movements. A non-combatant evacuation operation (NEO) saw role-players as civilians who had been trapped in the conflict zone transferred back to the fleet by landing craft.

Assault on Kinloss

To reassert control over territory in northeast Pastonia, over 250 miles (400km) from the initial landings, required the creation of an Airborne Assault Task Force

(AATF). This began with Exercise TOTEMIC, the deployment of 16 AAB to Scotland from its Colchester base, with the AATF activating on March 26. The troops travelled via the Joint Air Mounting Centre (JAMC) in South Cerney, Gloucestershire, for vehicle and personnel checks on their way north. This involved a total of 1,200 personnel and 280 vehicles. Over three days from April 3, the AATF flew into West Freugh, taking over from 3 Commando Brigade and establishing a forward mounting base (FMB). This allowed the marine units to move out and take further objectives, such as an enemy stronghold at Edingham Castle in Dumfries and Galloway. Having helped re-establish

Meanwhile, at Sea JOINT WARRIOR is a major maritime exercise, encompassing all classes of warship from cruiser to mine hunter. Thirty-four ships from the UK, the US, France, the Netherlands, Norway, Denmark, Belgium and Turkey took part. Many of the vessels had embarked aviation assets, although these have limited interaction with the land-based elements and usually remain discretely offshore. One exception for JW141 was a French Air Force AS332L1 Super Puma from Helicopter Squadron 3/67 (Escadron d’Helicopteres [EH] 3/67 ‘Parisis’), at Villacoublay which spent some time at Prestwick Airport as well as visiting ships at sea. The French frigate FS Aquitaine (D650) was operating with an NHI NH90NFH Caïman from 33F. The first ship of the Franco-Italian FREMM (Frégate européenne multi-mission – multi-mission European frigate) class, it is designed to work in tandem with Caïman to detect, authenticate and control surface, air and underwater threats. In JW141 it was conducting anti-submarine missions in shallow waters off the northern parts of Scotland; the Caïman visited Stornoway on the Isle of Lewis. Although not yet fully operational, the AgustaWestland Wildcat HMA2 took part in the exercise for the first time, embarked on Type 45 destroyer HMS Dragon. Development aircraft ZZ376 flew 26 hours in 18 days around JOINT WARRIOR. Currently 700(W) Squadron at HMS Heron, RNAS Yeovilton, Somerset, is putting the Wildcat through its tactical development phase as

“On this deployment our focus was working on tactical development – the chance to be at sea with so many other ships and submarines, from across the world, was not one to be missed” it works up to operational service entry in early 2015. “On this deployment our focus was working on tactical development – the chance to be at sea with so many other ships and submarines, from across the world, was not one to be missed” said Wildcat pilot Lt Dave Neyland.

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EXERCISE REPORT JOINT WARRIOR 14-1 The US Navy’s VP-5 ‘Mad Foxes’ became the first fleet unit to send the P-8A Poseidon to take part in exercise JOINT WARRIOR. Tom Sunley

government control in the southwest, the next key task was to recapture an airfield in Pastonia that had been taken over by PRP forces from the legitimate Government of Pastonia (GoP). The mission’s objective was to prevent the PRP forces from using the airfield as a base for attacks on Pastonia. In reality, the airfield was Kinloss Barracks in Morayshire, the former RAF Kinloss which closed following the cancellation of the Nimrod MRA4 and the scrapping of the RAF Nimrod fleet in response to the Strategic Defence and Security Review of 2010. The base has been home to 39 Engineer Regiment (Air Support) of the Royal Engineers since June 26, 2012. Since the RAF left, the airfield has been mostly used by the Vigilant motor gliders of 633 Volunteer Gliding School (VGS) and the Moray Flying Club. On April 5, 2014, however, the base was to see more aerial activity

Puma HC2 ZJ955 ‘P’ has recently returned to service following upgrade to HC2 standard. It has been given the name ‘Black Peter’ because of the colour scheme commemorating aircraft that served in the RAF’s Far East Asia Command in World War Two. Tom Sunley

than it had for more than two years. As the 16 AAB spokesman put it: “Airfield capture is a key skill required for the brigade’s role as the Air Assault Task Force, which is ready to deploy anywhere in the world at short notice to conduct the full range of military operations from non-combatant evacuation operations to war-fighting.” To capture Kinloss from the PRP, the JTF HQ at Halton ordered a lift of the 3 Para Air Manoeuvre Battle Group (AMBG) from West Freugh consisting of 300 troops, including support elements. This involved 15 rotarywinged aircraft, including

attack and reconnaissance helicopters. Fixed-wing types included intelligence, surveillance, targeting and reconnaissance (ISTAR) assets, as well as fast jets which made an initial strike. The rotary formations set off from West Freugh at 0900hrs and headed to Kinloss by an indirect route, landing at 1000hrs at the forward air refuelling point (FARP), at RAF Leuchars. In less than an hour they were airborne again en route for Kinloss via Aberdeenshire. ‘Enemy’ forces waiting at Kinloss consisted of a platoon of 5 Scots Battalion defending three objectives on the airfield (codenamed Gold, Silver and Bronze) with a section (8 to 10 men) at each.

Although the opposition might seem small, its size was dictated by the number of attacking troops that could be delivered in one lift. With 150 assaulting troops, military theory requires a ratio of at least three to one attackers to defenders. To compensate for the imbalance and give the attackers a fight, the ‘PRP’ forces were allowed to regenerate after being ‘killed’. The assault started with fast jets overhead and smoke markers simulating bomb impacts just before ‘L’ (landing) hour at 1230hrs. An Apache circled objective Bronze in the forest to the southeast corner of the camp. Sweeping in low over the trees, five Merlin HC2s brought in the first troops to assault Gold, the hangar complex in the northwestern corner of the airfield. Upon successful completion of that task they set up a security perimeter against counter-attack. As the assault on the hangars continued with the sound of gunfire echoing from inside, three Aérospatiale Puma HC2s delivered engineers and explosive ordnance disposal (EOD) teams, including a dog, to check and clear the runway of potential obstacles and IEDs. A Chinook dropped off more paratroops to attack objective Silver to the north. Although the day’s events had an element of predictability, the commanders on the ground were told to expect surprises. The PRP troops, wearing older pattern desert uniforms to distinguish them from the attackers, put up a tough fight at Gold, trapping the attackers in a corridor of fire between the hangars for 20 minutes. A real-world surprise was the forced landing of one of the Apaches in a field near Aberdeen airport with an engine problem. One of the two Chinooks landed to assist at the scene, robbing the initial assault of over 50 troops. With initial resistance overcome in about 30 minutes, reinforcements arrived in the form of an airlift of Land Rover WMIK+ vehicles in an RAF Lockheed Left: Canadian, US, New Zealand and Norwegian MPA on the ramp at Lossiemouth. Jim Winchester

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Location: RAF Lossiemouth, UK Particpants: BAF, RAF, RN, RDAF, RNoAF, RCAF, RNZAF & USN

There was usually at least one aircraft airborne providing cover for the fleet operating off northern and western Scotland. From day to day any MPA could be assigned a ‘blue’ mission for the multinational force or a ‘red’ one for the Dragonian/Pastonian side, hunting submarines, contributing to the surface ‘picture’ and conducting overland intelligence, surveillance and reconnaissance (ISR) missions, For most of the exercise there were up to nine MPA available at Lossiemouth. The US Navy contributed two Lockheed P-3C Orions from Patrol Squadron 10 (VP-10) ‘Red Lancers’, an NP-3C from Air

Test and Evaluation Squadron 20 (VX-20) ‘Force’, and a Boeing P-8A from VP-5 ‘Mad Foxes’, the first time a fleet Poseidon has taken part in JOINT WARRIOR. Norway sent a P-3C from 333 Skv, with another making a brief visit, and the French Navy a Breguet Atlantic 2 from 21F, which flew missions most evenings. Both Canada and New Zealand deployed modernised versions of the venerable P-3 to the UK for the first time. The RCAF brought a modernised CP-140M Aurora and a standard CP-140, with two other Auroras making brief visits. The RNZAF contributed a single P-3K2 Orion from No.5 Squadron. With 12(B) and 617 Squadrons recently deactivated, Lossiemouth had fewer fast jet movements than locals are used to, but noise levels were kept up by Cobham Aviation Services which assigned almost its entire fleet of Dassault Falcon 20s to the exercise; no fewer than 13 different examples were seen in one two-day period. Assisted by five BAE Systems Hawk T1s from the Royal Navy’s 736 NAS, the Falcons conducted target towing, electronic warfare and misafm sile simulation missions.

and in that time four of New Zealand’s six Orions have been upgraded to K2 standard, with work on the other two nearly complete. The K2 has a new Wescam MX-20 electro-optical system, an Elta Electronics EL/M2022(V)3 radar and L-3’s integrated data handling system (IDHS). A new mission support system enables navigation and mission planning to be done on the ground and loaded directly into the aircraft’s central computer rather than entered into different systems on the aircraft individually. Unfortunately the RNZAF was not able to complete all its JW141 missions because a cracked windscreen grounded the aircraft

at the beginning of the second week. The Icelandic volcanic eruption had the same effect in 2010, but this time the Kiwis were able to ‘cross-deck’ to other nation’s aircraft and still get value from the exercise. Detachment commander Wg Cdr Daniel ‘DJ’ Hunt told AFM why it was worth making a ten-day round-the-world return journey to take part: “The quality of the training and the diversity of the nations involved make it really worthwhile. Bringing the K2 to the UK gives our partners the chance to show them how to use it [on an international operation], and shows them what it can and can’t do.”

Above: Royal Norwegian AF P-3C Orion, named ‘Jøssing’, from 333 Skv lands at Lossiemouth at the end of another long JW141 sortie. The name harks back to the Second World War when Consolidated Catalinas from the same squadron, then an RAF unit, carried the same names now worn by the unit’s Orions. Jim Winchester

Martin Hercules C4 and troops in a Danish C-130J, later followed by a Belgian C-130H. Because Kinloss is a diversion field for Lossiemouth, the runway has to be kept free for emergency landings. This resulted in the fixed-winged transports taxiing to the northern ramp to unload troops rather than dropping them off on the runway and then rapidly taking off again as they would in real life. Working alongside the British troops were soldiers of the United States 82nd Airborne Division, who train regularly with 3 Commando Brigade, and the US Marine Corps’ 4th Air Naval Gunfire Liaison Company (ANGLICO). They called in naval gunfire support from the 76mm main gun of HNLMS Holland (P840), sailing 6km (3.7 miles) offshore in the Moray Firth and 105mm light guns of 7th Parachute Regiment, Royal Horse Artillery located on land 3km (2 miles) away. While all this was going on, Diamond DA-42 MPP Twin Star G-DSPY of Diamond Executive Aviation orbited overhead, capturing video and up-linking it to higher command. A pair of AAC AgustaWestland Lynx AH9s with a command and control role monitored the operation before landing at Kinloss Finally, Merlins returned to evacuate simulated casualties and the Lynxes took off again to reconnoitre the surrounding area. The mission then switched from assault to defence of the airfield for up to 48 hours before pushing on to other objectives in Pastonia. Capt Nick Burdick of 16 AAB explained the purpose of the rapid assault. “What you want to do when you are assaulting an enemy position is to get a mass effect, to get as many troops as possible on the ground in as short a time as possible [to overwhelm the enemy]. If you can, put 200 or 300 guys on the ground at one time, by parachute or helicopter.” Although the UK hasn’t conducted a real airfield assault raid like this for a few years, it remains a core

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skill. One of the paras told AFM: “It’s something we haven’t done for a while, so reintroducing it to the guys we’ve got now coming out of operations like Afghanistan is good. It’s a good experience for all of us, from the highest level down to the lowest private.”

Maritime Patrol

Now that Kinloss is no longer an RAF facility, maritime patrol aircraft (MPA) use RAF Lossiemouth a few miles down the road as a base during JOINT WARRIOR exercises. MPA from the USA, France, Norway, Canada and New Zealand were resident for JW141.

P-3K2 in the UK The furthest-travelled participant in JW141 was P-3K2 Orion NZ4203 from No.5 Squadron RNZAF, based at Whenuapai, Auckland. The deployment was supported by both types of aircraft flown by New Zealand’s Fixed-Wing Transport Force, No.40 Squadron. A Boeing 757-2K2 carried personnel and equipment to Scotland at the start of the exercise and a C-130H took them home again. The RNZAF detachment comprised 40 people, 18 of whom were aircrew. In addition, there were ten mission support personnel, 11 maintainers and one systems evaluation officer who was present as part of the testing of the P-3K2. It is four years since an RNZAF Orion took part in JOINT WARRIOR,

New Zealand’s P-3K2 NZ2403, which made the longest journey of any of the participants in JOINT WARRIOR, taxies at the end of its final mission of the exercise. It sustained a cracked windscreen in flight and a replacement could not be fitted in time to resume flying before JW141 ended. Jim Winchester

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01/05/2014 15:29

EXERCISE REPORT FRISIAN FLAG 2014

Frisian Flag European Co-Operation

AMRAAM and Sidewinder-armed RNoAF F-16AM 675 departs Leeuwarden’s runway for another FRISIAN FLAG sortie. Kees van der Mark

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LIEGBASIS LEEUWARDEN (Leeuwarden Air Base) in early April is like an F-16 convention with a few other types thrown in to provide added interest. Legacy fighters, fighter bombers and swing role fourth-generation jets are scattered around the base using up nearly every available parking spot – not only the based Royal Netherlands Air Force (RNLAF – Koninklijke Luchtmacht) Vipers from 322 and 323 TACTES (TACtical Training Evaluation and Standardisation) Squadrons but others from visiting nations Portugal, Denmark, Norway and Belgium. The five

nations, which form the F-16 European Participation Air Forces (EPAF), were taking the chance to sharpen their joint skills. Other nations present with fast jets were Germany and Spain with Eurofighters and Finland with Boeing F-18C Hornets. Finland is a member of NATO’s Partnership for Peace (PfP) programme but not a full member of the organisation. A single RNLAF C-130H from Eindhoven AB’s 336 Sqn also operated from Leeuwarden for most of the exercise period. But that wasn’t all. One of Cobham’s Falcon 20 electronic warfare aircraft, G-FRAU, squeezed

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Exer FLAG bett The whic Mar 11, Euro prov jets, AWA as w Jerr was AFM

Location: Leeuwarden Air Base Particpants: RNLAF, RNoAF, BelgAF, PortAF, RDAF, FinAF, GAF, SpAF, AdlA

Exercise FRISIAN FLAG gets bigger and better every year. The 2014 event, which ran between March 31 and April 11, involved nine European nations providing fast jets, tankers and AWACS jammers as well as UAVs. Jerry Gunner was there for AFM.

“The endgame of the exercise is not changed because we cancelled some rides: it carries on pretty much the same.” itself into the bursting ramp space at Leeuwarden. A Royal Norwegian AF Falcon 20ECM from 717 Sqn was expected to replace it for the second week but failed to appear and the Falcon came back on April 7 although it is believed to have become unserviceable the next day. The Netherlands’ other fast jet base, Volkel, put five more F-16AMs from 312 and 313 Squadrons into the mix. France provided a Boeing E-3F AWACS jet which flew from its home base of Avord in central France. New for FRISIAN FLAG this year was the use of UAVs – albeit

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simulated. Dutch company Vigilance, based in Eindhoven, provides intelligence, surveillance and reconnaissance (ISR) services to military and commercial organisations worldwide, and for FRISIAN FLAG it flew a civilian-registered Diamond DA42MPP Guardian twin-engine surveillance aircraft from a base ‘somewhere in Germany’ to act the part of a Red Force reconnaissance drone. The tankers, meanwhile, were based away from Leeuwarden. A Luftwaffe Airbus A310 MRTT from FBS BMVg operated at nearby Eindhoven AB alongside

the host country’s KDC-10 of 334 Sqn; also there, for the second week of the exercise, was a Boeing KC-767A of the Italian Air Force’s (Aeronautica Militare Italiana – AMI) 14° Stormo. All three tankers were also taking part in a parallel exercise, European Air-to-Air Refuelling Training (EART).

The missions

“We tank on the way out to the mission; that’s the way it was planned but flexibility is the key, and if we have to tank again or at a different time we will. Yesterday we tanked on the way back in, for example” said Lt Col João Rosa,

the Portuguese detachment (det) leader when interviewed on the second day of the exercise. Asked if the previous day’s poor weather had put the exercise back, his German colleague, Oberstleutnant Kai Ohlemacher, said: “Yesterday, because of the bad weather, the morning session was effectively cancelled – but we [the Luftwaffe] flew against the F-16 guys from Portugal, although that wasn’t part of the exercise. If we don’t have enough time between sorties the ground crews don’t have enough time to turn around the jets, so that was just a quick sortie. The endgame of the

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EXERCISE REPORT FRISIAN FLAG 2014

Major Daniel Leal, another first-timer at FRISIAN FLAG, is soon to take command of 111 Escadron (Squadron) at Morón de la Frontera AB in southern Spain. Although he has more than 2,000 hours on fast jets including the Hornet and Mirage F1, he is a relative novice on the EF-2000. Key – Jerry Gunner

“We started three months ago to focus on the exercise and train all pilots who would participate” exercise is not changed because we cancelled some rides: it carries on pretty much the same.” FRISIAN FLAG is designed to train for offensive and defensive missions as part of a coalition in situations such as those encountered over Libya and Afghanistan. Waves of more than 40 aircraft blast off from Leeuwarden’s runway twice every day throughout the exercise period.

Germany’s point of view

Oberstleutnant (Lieutenant Colonel – Lt Col) Kai Ohlemacher was det commander of the German Air Force contingent, which comprised eight Eurofighters from Taktisches Luftwaffengeschwader 31 ‘Boelcke’ (TLG 31) at Nörvenichand two from TLG 74 at Neuburg. His detachment was much bigger than any other country’s – comprising around 150 people, 18 of whom were pilots, the majority coming from Nörvenich. Preparation for the exercise began in earnest for the Germans around the start of the year. A dedicated pre-exercise training programme was worked out for each pilot, involving time in the air and in the simulator. “We started three months ago to focus on the exercise and train all pilots who would participate,”

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Ohlemacher told AFM. He said the experience gained during the two previous FRISIAN FLAGS in which the Luftwaffe has taken part in enabled him to target the training more closely. During the work-up to the exercise his crews flew as much as possible against other aircraft – American F-16s from the USAFE’s 52nd Fighter Wing’s 480th Fighter Squadron ‘Warhawks’ based at Spangdahlem AB, Germany, and other Luftwaffe units flying Tornados or Eurofighters. Germany’s EF-2000s are not yet cleared for use in the air-toground role and were being used purely for the air defence mission at FRISIAN FLAG. “Nörvenich is preparing to have new software installed in its jets now and hopefully next year we can start using the Eurofighter in its air-toground role and swing role [airto-air and ground attack in the same mission],” said the colonel. Some of the German Eurofighters sported the distinctive red ‘R’ badge of the ‘Richthofen’ wing which, as Jagdgeschwader 71 (JG 71 – fighter wing 71), was the last unit to fly the mighty McDonnell Douglas F-4F Phantom II in Luftwaffe service. Ohlemacher said the marked aircraft were detached to Taktische Luftwaffengruppe ‘Richthofen’ (TaktLwGrp ‘R’ – Tactical Air Force Group

EPAF Expeditionary Air Wing The need for the EEAW was recognised when EPAF members the Netherlands, Norway and Denmark took part in a war they had not planned for: against the Taliban in Afghanistan in 2002/03. They were part of the much larger ‘coalition of the willing’ which, at its peak, was made up of armed forces from 57 nations. The partners operated from the same base, Manas in Kyrgyzstan, and because of the commonality of equipment they were able to form a single cohesive unit, flying the same jets on the same mission in the same way. Today’s EEAW, which can involve all five EPAF members, mandates that it should be able to run an airbase away from home with 30 aircraft operating in relatively austere conditions.

Above: Detachment commander of the Portuguese element at FRISIAN FLAG was 201 Esquadra boss Tenente-Coronel João ROSA, callsign ‘Jedi’. He joined the FAP aged 18 in 1992 and has rapidly risen through the ranks. As an exchange pilot at Luke AFB, Arizona, between January 2010 and September 2012, he served as an instructor flying F-16C Block 42s with the USAF’s 309th Fighter Squadron ‘Wild Ducks’. He is approaching 2,000 flight hours on F-16s. When AFM met him he was taking part in a ‘goatee’ beard competition, hence his slightly unshaven appearance. Key – Jerry Gunner Below: As the early morning mist clears, the day’s work gets under way as the first jets to launch taxi towards the runway. At the beginning of the exercise it can take more than an hour to launch all 40-plus aircraft. Key – Jerry Gunner

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Location: Leeuwarden Air Base Particpants: RNLAF, RNoAF, BelgAF, PortAF, RDAF, FinAF, GAF, SpAF, AdlA

71), a subordinate unit to TLG 31 ‘Boelcke’. “There have been big changes in the German Air Force during the past year. Wittmundhafen is not a wing in its own right any more, it’s a combined wing with TLG 31 ‘Boelcke’ and under our command. They only have 4 to 6 pilots and six jets and focus on the quick reaction alert (QRA) role for the northwest of Germany.” The plan is that by 2018 they will have a full complement

of 20 jets and will achieve Staffel, or squadron, status. The colonel explained that, like the other nations, his crews varied from hardened pros to relative novices. “We have a mixture of very well experienced pilots, particularly in the air-toair role, and especially from 74 Wing at Neuburg because they are used to air-to-air. For those of us from Nörvenichwho flew the Tornado a few years ago, having the air-to-air role is new

for us. We made a huge step last year [transitioning to air-to-air] and we use the experience of the Neuburg pilots to train our younger guys. Basically it’s 50/50 experienced and not-soexperienced pilots in air defence.”

Danish newcomers

Major Morten Hassø, the detachment commander for the three F-16s brought to Holland by the Royal Danish Air Force (RDAF – Danske Flyvevåbnet),

Above: Finland isn’t known for its blistering sunshine, so the pilot of this Finnish Air Force Boeing F-18C Hornet HN-402 from Kuopio-Rissala AB’s 31st Fighter Squadron must have felt at home. The orange-painted training missiles on the wingtips help others to see the jet in poor visibility. Key – Jerry Gunner Below: With Sidewinders on the wingtips, an AN/AQ-131V ECM pod on the centreline and Litening pod on the chin, these Portuguese F-16AMs from Monte Real are relatively new at just 20 years old. Key – Jerry Gunner

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EPAF – European Participation Air Forces Amazingly it is nearly 40 years since four European nations – all former Lockheed F-104 Starfighter operators intent on purchasing the then new General Dynamics fighter – signed a deal at the 1975 Paris Air Show for 348 F-16s. This huge number, ‘the arms deal of the century’ as it became known, was split between 116 for Belgium, 58 for Denmark, 102 for the Netherlands and 72 for Norway. From the late 1970s each of the four nations helped build the jets and two assembly lines, one at SABCA’s Gosseilles plant in Belgium and one in the Netherlands at Fokker’s SchipholOost facility, were set up to build 184 and 164 respectively. Although not a founder member of the group, Portugal joined the EPAF at about the time it received its second batch of former USAF F-16s in 1995. The EPAF has developed into a team that works together to get the best from its aeroplanes in every way – equipment, training and operating procedures being the most obvious. An example of the co-operation between EPAF members was when all four participating nations and the United States decided in the early 1990s to upgrade their jets under the mid-life upgrade (MLU) programme. As a result, a pilot from one country can jump into an F-16 from another and feel at home. It can best be seen as a forum for its member nations to decide on common updates and modernisation programmes for their fighter fleets and to exchange experience, tactics and working practices.

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EXERCISE REPORT FRISIAN FLAG 2014 is chief of current operations (A3) at Flyvestation Skrydstrup (Skrydstrup air base). “We’ve brought only three jets because we’re spread pretty thin right now,” he said. “We have detachments at RED FLAG and GREEN FLAG [both in the USA] – in fact we have eight jets over the Atlantic right now coming back from GREEN FLAG. We’ve been quite busy.” For FRISIAN FLAG Denmark had sent 35 troops including eight pilots. He explained that, like a lot of member nations, because of the situation in Ukraine, his government has offered to provide more fighters, F-16s of course, to boost NATO’s contingent in the Baltic Air Policing mission. It has since been announced that Denmark will assign four F-16AMs to the mission from May 1 through to August 31. To make the most of the training opportunities on offer, the experience levels of the Danish pilots ranged across the spectrum. “It’s an important opportunity for younger pilots to learn to walk before they run – some of us have several thousand hours, others much less,” Hassø told AFM. Giving his impressions of FRISIAN FLAG – it is the first time Denmark has taken part – the major echoed everyone else AFM spoke to: “Very good; excellent support from our hosts at Leeuwarden,

Above: Although the German detachment was run by Nörvenich-based TLG 31 ‘Boelcke’, this jet was borrowed for the occasion from the Luftwaffe’s first Eurofighter unit, TLG 74, based at Neuburg near Munich. Key – Jerry Gunner

NATO Response Force ‘Jedi’ had another mission in mind when planning for FRISIAN FLAG. In 2014 Portugal is responsible for providing airpower for the NATO Response Force (NRF). The organisation’s website says: “The NRF has the overarching purpose of being able to provide a rapid military response to an emerging crisis, whether for collective defence purposes or for other crisis response operations. The force gives NATO the means to respond swiftly to various types of crises anywhere in the world. It is also a driving engine of NATO’s military transformation.”

In short, it is the ‘tip of the spear’ of any NATO armed response. Portugal is assigning around 60 personnel, including 12 F-16 pilots, and six jets to the mission and the Lt Col stressed that FRISIAN FLAG was excellent preparation. For NRF his team has ten days from initial notice to deployment, which may last up to 30 days, during which Portugal will be responsible for maintaining the mission on a stand-alone basis at a remote, perhaps austere, location. As ‘Jedi’ quipped: “We’re on NRF at the moment, so if they ring the bell we’ll have to go!”

Above: Ørland-based F-16AM 658 carries AIM-120Cs on its wingtip stations 1 and 9, AIM-9s on the outboard wing stations 2 and 8 and an AN/ALQ-131 Block II ECM pod under the fuselage. Unlike its Dutch and Portuguese counterparts it has a Sniper ATP on the 5b chin station. Key – Jerry Gunner Below: A Nörvenich-based Eurofighter moves onto the active runway. Key – Jerry Gunner

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a very professional set-up.” The Danes, like all the other F-16 participants, were flying their jets as multi-role aircraft. “The beginning of the exercise is all air-defence but we will build up to air-to-ground and multi-role as the exercise goes on,” Hassø said.

Portugal – more first-timers

Five of the vast fleet of jets at FRISIAN FLAG were provided by the Portuguese Air Force (FAP – Força Aérea Portuguesa), also first-timers at the event, which brought along four flying and one spare F-16AM MLU (mid-life update) aircraft. The jets – from 201 ‘Falcões’ (Falcons) and 301 ‘Jaguares’ (Jaguars) Esquadrões from Base Aérea No 5 (BA-5) on the country’s west coast near Leira – were assigned a multi-role mission for the exercise. Their detachment commander was the boss of the Falcons Squadron, Tenente-Coronel (Lt Col) João Rosa, callsign ‘Jedi’, who explained he was leading a team of 50 technicians and other trades including 12 pilots. Both Portuguese F-16 units perform the same roles of air defence and ground attack. The pilots were of different skill levels and experience but all had achieved at least limited combat ready (LCR) status – meaning they are fully combat ready in air-to-air or air-to-ground missions, but currently not both. ‘Jedi’ told AFM that two of his youngest pilots had only been assessed as LCR within the past three months while others, himself included, were highly experienced and fully combat ready. “We have four guys with more experience – 1,000 hours or more on F-16s at least; then we have a middle group of four more with around 500 to 600; and then we have four wingmen. Two of those are just reaching combat ready and two more are experienced.” Explaining the complexities of qualifying for Fully Combat

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Location: Leeuwarden Air Base Particpants: RNLAF, RNoAF, BelgAF, PortAF RDAF, FinAF, GAF, SpAF, AdlA

Above: Germany’s Eurofighters were used exclusively in the air-to-air role. Remco Stalenhoef Left: Oberstleutnant Kai Ohlemacher led the largest detachment to Leeuwarden for FRISIAN FLAG 2014 with ten Luftwaffe Eurofighter Eurofighters. A former Tornado driver, he was too big to fly Phantoms – a lasting regret. Key – Jerry Gunner

Interview Colonel Gerbe Verhaaf, commander of Vliegbasis Leeuwarden, talks exclusively to AFM.

Ready status, the colonel said: “He [a pilot] might be qualified on nearly everything on air-toground – for example, just needing to qualify on night CAS [close air support] but pretty much ready for everything else. It’s a constant stream of training and retraining and re-qualifying.” FRISIAN FLAG is designed for every participant to derive maximum benefit. One aspect stressed by Lt Col Rosa is the importance of EPAF and the EEAW (EPAF Expeditionary Air Wing) and the importance placed by the FRISIAN FLAG planners on those concepts.

Spanish debut

Also new to FRISIAN FLAG were the Spanish, with six Eurofighter EF-2000s from 11 Grupo’s (Wing) 111 Escuadrón (Squadron) based at Morón de la Frontera AB near Seville in southern Spain. The leader of the contingent, which comprised 57 personnel including 13 pilots, was Major Daniel Leal, who will soon take over as boss of 111. Spain chose FRISIAN FLAG because, although it takes part in Trial Mace, Anatolian Eagle and other exercises, it misses the similar opportunities once offered by a similar exercise, Exercise NOMAD formerly held

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AFM asked Col Verhaaf about the importance of his base now and in the future. A: “You’re here today for FRISIAN FLAG. In the EPAF community, the Netherlands has always been the lead nation. We have the Fighter Weapons Instructor Training (FWIT) course here, which is the university for fighter pilots. The EPAF countries send their top 5 to 10% of pilots for six months of rugged training, 12 to 14 hour days. Graduates go home and can train their squadron mates up to similar standards. They will have learnt a certain way of thinking about weapons systems and software and will be able to pass that on. That’s the backbone of the European F-16 community and it happens right here at Leeuwarden, run by 323 Sqn. FRISIAN FLAG is a leading international fighter exercise. I say fighter but there are all sorts of other [airborne] platforms involved as well as control centres and all sorts of ground forces. That too is run from here. The location here is ideal, it’s near the sea, you have land [on which] to practise over-land scenarios and the co-operation between the Danish, Dutch and Germans on the airspace is unique. When the deployed CRC [Control and Reporting Centre] is

here that’s one controlling agency for all that airspace – that’s unique. When aircraft take-off from here they’re in the training area within five minutes. There’s no time wasted. All the airliner routes can avoid FRISIAN FLAG airspace so the airspace is virtually unlimited. The biggest part of the area goes up to FL 660 [66,000ft]. That’s pretty hard to find in Europe these days. Every year there are more applicants to take part than we can accommodate. This year the French [AF] dropped out because of budget constraints. They wanted to fly from their home base but the strength of the exercise is that you actually plan, brief, fly and de-brief your mission within your international coalition so you have to work together.” One of the challenges for the organisers of FRISIAN FLAG is how to deal with non-NATO members, how to cope with the restrictions on NATO-releasable information, how to do the debriefs and the planning. Col Verhaaf said: “If you look at the countries that intervene in world affairs it is always a coalition of the willing. You can put a NATO sticker on it or not, but there will always be countries that do have interests, so you better be ready to work together. In the early years in former Yugoslavia we had areas where only certain countries could operate, we had specific flight

levels and areas assigned for the Dutch, for instance which we had to stick to, but it was not until 1997 or ’98 that we actually worked together in the whole area. The tasking agency could pick the closest, most suitable platform to a potential target. We started training for that and FRISIAN FLAG has sprouted from that need to train together and standardise procedures and tactics and familiarise ourselves with the capabilities of our allies.” AFM: “Do you see FRISIAN FLAG continuing?” A: “Yes. The problem with these kind of exercises is that once you stop, it’s hard to get going again.” He explained that customers know about and plan for the exercise, civilian agencies – including air traffic control authorities – incorporate it in their planning.

“A Swedish detachment commander here calculated he could do ten FRISIAN FLAGS for [the price of] one RED FLAG. “A Swedish detachment commander here calculated he could do ten FRISIAN FLAGS for [the price of] one RED FLAG. People count on it. I believe we have to have it every year. It’s going to be difficult at first when we transition to F-35 because we’re not going to have a whole lot of pilots but we will manage. We are full every year and we’re expanding every year."

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EXERCISE REPORT FRISIAN FLAG 2014 Bombs, pods and missiles

F-16AM J-866 leading a flight of three Volkel-based 312 Sqn jets. Kees van der Mark

at RAF Waddington in the UK. Spain’s EF-2000s flew in the air-to-air role from Leeuwarden but, according to the major, the Tranche 1 jets are fully capable swing role platforms – despite his admission they had no targeting pods of their own and relied on others, air or ground-based, to designate targets. The men and women under his command had been preparing since November for FRISIAN FLAG, which he described as a “perfect exercise, complementary to the TLP [Tactical Leadership Programme] held at Albacete”.

The US or Europe

Comparing RED FLAG to FRISIAN FLAG, Major Hassø said: “There are a lot of similarities but there are some benefits to being here. For instance, the use of flares is often prohibited over the desert in the United States because of the

fire hazard – obviously that’s not a problem over the North Sea! “On RED FLAG we have a very complex live range where we can drop live weapons on very realistic targets. We miss that here, at least the live part, although we do have good, realistic targets.” Oberstleutnant Ohlemache added: “As far as logistics are concerned, it’s a big advantage to be here for us. It’s only a threehour drive from our home base.” Cost is a constant concern for all armed forces especially as President Barack Obama, speaking the week before the exercise, said certain European nations were perceived on the other side of the Atlantic as not pulling their weight and relying on the US to cover their backs. So how much cheaper, in percentage terms, is FRISIAN FLAG than a similar exercise in

Participating Units – Leeuwarden Based Frisian Flag Type

Active Role / spare

Air Force

Base

Unit

RNLAF

Leeuwarden

322 & 323 Sqn F-16AM

8+2

Multi

RNLAF

Volkel

312 & 313 Sqn F-16AM

4+1

Multi

RNLAF

Eindhoven

336 Sqn

C-130H

Transport

RNoAF

Ørland

338 Sqn

F-16AM

6+2

RNoAF

Rygge (2nd week)

717 Sqn

Falcon 20ECM 1

FAP (Portugal)

Monte Real

201 & 301 Sqn F-16AM

4+1

Multi

FAB (Belgium)

Florennes

1 & 350 Sqn

F-16AM

4+1

Multi

RDAF

Skrydstrup

727 & 730 Esk

F-16AM

2+1

Multi

FinAF (Finland) Rissala

31 HäLLv 31

F-18C

4+2

A-2-A

GAF

Nörvenich

TLG 31

Eurofighter

8+2

A-2-A

Ed’E (Spain)

Morón

111 Esc

EF-2000

4+2

A-2-A

Cobham

Bournemouth

Private

Falcon 20

Multi Canx

Based Elsewhere French AF

Avord

EDCA 00.36

E-3F

AWACS

RNLAF

Eindhoven

334 Sqn

KDC-10

AAR

GAF

Eindhoven

FBS BMVg

A310 MRTT

AAR

AMI (Italy)

Eindhoven (2nd wk) 14° Stormo

KC-767A

AAR

VIGILANCE

‘Somewhere in Germany’

DA42MPP

ISR

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Contractor

America? Ohlemacher noted: “It all depends on how you calculate it but to go to RED FLAG, for example, it’s something like an eight-hour flight – millions of euros – so I’d say this exercise is at least 20 to 30% cheaper for us. That’s a huge consideration for Germany. The set-up and the operational thinking of the exercise, I think you can compare it to RED FLAG and GREEN FLAG.” Denmark’s Major Hassø added: “If you’re talking price and simply logistics, aside from going to the exercise area and getting back home, if you have any problems, [for us] like my German colleagues, Denmark is not that far away. So, if we need replacement parts or a new jet, that’s not possible in the States but they can be with us here within hours.” Another consideration is the different weather in northern Europe and the southern states of the US. Portugal’s Lt Col Rosa said: “We try to train for what we’re going to fight in; it’s not always good weather in wartime so we have to live with it [when it is bad]. It actually becomes good training [flying in poor weather]. I probably come from the country with the best weather, but it’s good training for us to adapt to new conditions when it changes completely. The mentality is the same but the way to carry out the same mission in different weather conditions is very different. “I think it’s good for all of us as Europeans to have FRISIAN FLAG, which is more focused on our way of operating in our own environment. This demands that we work together more closely. RED FLAG is tailored more towards the Americans. Even though there are fewer jets, ranges and people here and

Weapons loadouts at FRISIAN FLAG were generally similar across the EPAF fleet, dominated by AIM120C AMRAAMs and AIM-9 Sidewinders and laser or GPSguided smart ground attack munitions. The Eurofighter is fitted with a 27mm cannon and F-16s have their own excellent internal 20mm cannon. Germany relies on the IRIS-T missile for short-range work with its EF-2000s. Targeting pods were either Sniper or Litening and Portugal, Norway, Belgium and Dutch were still using the AN/ALQ-131(V) ECM pod.

“It’s the best exercise you can get here in Europe.” the weather is better there, I think it’s more demanding than RED FLAG, which is no doubt a great exercise. FRISIAN FLAG is more dynamic. More stuff happens on the same flight. You have to be more adaptable flying here than on RED FLAG.” Major Hassø said the benefit of FRISIAN FLAG could be summed up as international co-operation, working with coalition partners, while Ohlemacher noted: “It’s the best exercise you can get here in Europe. It’s not driven by the Americans but by us smaller air forces. The outcome from our point of view is basically the same as RED and GREEN FLAG.” Their Portuguese colleague agreed: “It’s good for us as a group of smaller air forces to gather together to reach the same objectives in the same way and to achieve the same outcome. It’s logistically easier and cheaper. I’ve been lucky enough to have been involved in several NATO exercises during my career and I’ve been very impressed with the way everything is organised here. “On many exercises I’ve been involved in, the ATO [Air Tasking Order – a document used to plan the next day’s operations] never shows up or shows up late and is full of mistakes. Usually the first three days are like that at least. I’m really impressed they know their objectives for every part of the exercise, not only on the operational side but socially and tactically – we’re here to learn from each other. We’ve been trying to get here for at least five years and if we can afm afford it we’ll be back.”

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Location: Eindhoven Air Base Particpants: Royal Netherlands AF, German AF, Italian AF,

Tanker Trio Training Kees van der Mark reports from Eindhoven Air Base in the Netherlands on the first European air-toair refuelling training (EART) exercise.

F YOUR aim is to train air-to-air refuelling aircraft crews from different European nations, a multinational large-scale exercise with realistic and complex combat scenarios and dozens of ‘thirsty’ jets would be an eminently suitable environment. That’s exactly what FRISIAN FLAG (FF) – one of Europe’s largest annual air exercises, held at Leeuwarden in the Netherlands – has to offer. So when last year the European Defence Agency (EDA) requested its member nations organise a tanker training event, combining it with FRISIAN FLAG 2014 was a logical choice. An added advantage was that Eindhoven-based 334 Squadron with its McDonnell Douglas KDC10 tanker/transports, supported by additional German and USAF (Europe) tankers flying from their home bases, had already gained a lot of experience supporting the exercise in previous years. EDA developed EART in co-operation with the five-nation European Air Transport Command (EATC), headquartered at Eindhoven,

Participating Aircraft In EART 2014 Nation

Type

Unit

Missions flown (cancelled)

Germany

A310 MRTT

FBS BMVg / 2.Staffel

17 (2)

Italy

KC-767A

14° Stormo / 8° Gruppo

6 (2)

Netherlands

KDC-10

334 Squadron

16 (3)

German Air Force A310-304 MRTT 10+25 about to take off from Eindhoven at the start of the afternoon mission on April 3. All images by the author

and the Royal Netherlands Air Force (RNLAF). This first event, held from March 31 to April 11, involved three nations, with all aircraft operating from forward operating base (FOB) Eindhoven. The host country provided one of its two heavily-tasked KDC10s and the German Luftwaffe an Airbus A310-304 MRTT (Multi-Role Tanker Transport), both operating throughout the event. The Italian Air Force

joined EART in the second week with one of its Pratica di Mare-based Boeing KC-767As. The three widebody tankers represent jet-powered AAR aircraft available in Europe today: the KDC-10 uses a boom, the A310 MRTT two hose-and-drogue pods and the KC-767 combines both systems. The tankers normally flew two missions a day. Unfortunately, this year’s FF was marred by less than ideal weather

on some days, with persistent fog and haze resulting in partly cancelled or postponed missions. During EART, the tankers operated at flight level 150-300 (15,000-30,000ft) in dedicated AAR tracks called SHELL, located off the Dutch coast, and ESSO, north of the exercise area off the Danish west coast. The KDC-10 is certified to refuel a variety of aircraft including the F-16s of all five nations participating in FRISIAN FLAG 2014 as well as E-3 AWACS. The A310 MRTT was cleared to refuel Luftwaffe Eurofighters and Finnish F-18C Hornets while Spain’s EF-2000s were the only jets authorised to tank from the Italian KC-767A. A challenging part of the exercise, especially for the ground crews at Eindhoven, was to turn around three large AAR aircraft in little more than an hour, as the tankers returned from the morning mission around 1130hrs (local time) and were back in the air by 1300hrs. Quick turnarounds were carried out successfully with the KDC-10 for the first time during FF 2013.

Bright future

EART 2015 is expected to include more individual tankers and more AAR types. In the meantime the KC-767 should be cleared to refuel F-16s and the KDC-10 the KC-767 by September 2014. The Italians will not be able to return the favour to their Dutch colleagues however because the Netherlands KDC-10s are not capable of being refuelled in the air. KC-767 certification for refuelling other drogue afm receivers continues.

RNLAF 334 Squadron KDC-10 T-264 ‘Prins Bernhard’ returning to its home base at 1138hrs, leaving less than 90 minutes to refuel and prepare it for the afternoon mission.

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EART 2014 part of a broader European plan Italian Air Force KC-767A from 14° Stormo’s 8° Gruppo was one of three tankers participating in EART 2014, albeit only in the second week. Registered MM62226 it actually carried ‘KC-767A’ with ‘62226’ underneath as its identity. Kees van der Mark

HE 1992 Maastricht Treaty sowed the seeds of a European Union (EU) common defence policy, now known as the Common Security and Defence Policy (CSDP). It provides a framework for European NATO and non-NATO European nations to engage in military action with or without NATO involvement. One of the entities brought into being under the aegis of the CSDP was the European Air Transport Command (EATC). It was established on September 1, 2010 at Eindhoven air base in the Netherlands, home to the RNLAF’s tanker and transport aircraft and represents a significant step on the way to pooling and sharing national military assets. Founder members the Netherlands, Belgium, France and Germany were joined by Luxembourg in November 2012, and Spain and Italy in the summer of 2014 and early 2015 respectively. The seven countries assign transport and air-to-air refuelling aircraft – almost 150 now – to the operational control of the EATC. It was EATC that was tested in the European Air-To-Air Refuelling Training exercise, EART 2014 that ran in conjunction with FRISIAN FLAG.

co-operation saying: “The Council calls on member states to develop proposals to enhance multinational co-operation in the area of enablers and build on existing co-operative models in the area of strategic lift”. It goes on to say: “...the European Air Transport Command (EATC) integrates all transferred national responsibilities and resources in a multinational headquarters. It welcomes the increased pooling and sharing of European military transport capabilities ... and notes that the EATC will facilitate co-operation on the entry in[to] service of the A400M multi-role airlifter within five member states’ air forces. It calls upon member states to explore possibilities to replicate in particular the EATC model to areas such as transport helicopters, maritime capabilities, or protection of armed forces, including medical evacuation.” It is clear the mandarins in Europe have ambitions for the integration of Europe’s armed forces. There are sound financial reasons for such moves, which the report alludes to: “The Council welcomes the substantive progress achieved in enhancing Europe’s air-to-air

European Air Force?

“The Council calls on member states to develop proposals to enhance multinational co-operation in the area of enablers and build on existing co-operative models in the area of strategic lift”.

The Council of the European Union published a document, “Council conclusions on Common Security and Defence Policy”, on November 26, 2013. It stressed the importance of European

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refuelling capacity, especially as regards the procurement and/ or pooled operation of a multirole tanker transport (MRTT) fleet (with initial operational capacity in 2020), under the lead of the Netherlands, with the development of the pooled procurement strategy in close co-operation with OCCAR [an umbrella organisation responsible for the A400M among other European projects], the pooled operational concept, and possible synergies in the field of certification, qualification, in-service support, and training. The Council calls on all participating member states to continue their work on reducing the shortfalls by increasing the fleet inventory and see if their investment plans allow joining the MRTT project. Developing synergies and interoperability and reducing fragmentation between the various owners will reduce the whole-life cost. The Council also calls for greater commitments as regards short-term solutions, including increasing interoperability between tankers/receivers through air-to-air refuelling clearance trials, as organised by

Italy, and potentially through access to unallocated hours in the UK Voyager programme.” The same document lays out the Council’s plans and vision for other aspects of military co-operation in Europe, with remotely piloted aircraft, future transport helicopters and maritime security just some of the areas targeted for greater co-operation in the first instance. “The Council calls upon member states to deliver key capabilities through co-operative projects and encourages them to make best use of the EU Code of Conduct on Pooling and Sharing in their national defence planning processes, with the support of the European Defence Agency (EDA).” Any NATO or EU senior military officer involved in operations ranging from the first Gulf War, to former Yugoslavia and via Libya to the Sahel in Africa, can no longer imagine a single nation state embarking on a significant military operation without the help of allies. Extracts from the document mentioned above show that EART 2014 represented a new way of doing things in Europe. Co-operation in everything regarding EU member states’ armed forces, from acquisition to the deployment and eventual use of military materiel, will be carried out with economies of scale and commonality of equipment at heart. In short, it aims to reduce costs and increase afm efficiency. Jerry Gunner

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PAKISTAN ARMY AVIATION SCHOOL

D Sikorsky TH-300Cs provide the Pakistan Army Aviation School with a basic helicopter training capability. Here, the instructor pilot banks the helicopter, close to Rahwali Army Aviation Base.

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“Our role here at the Army Aviation School is to ensure the PAA gets its quota of pilots every year. We train the students and turn them into professional pilots, so our ground troops can get the highest quality air support.”

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Alan Warnes reports from the Pakistan Army Aviation School at Rahwali, one of the busiest but least well-known airfields in Pakistan

DREAMS J

UST OUTSIDE the sprawling city of Gujranwala in Punjab, is the Pakistan Army Aviation (PAA) School, located in the massive Rahwali military Cantonment area. As you pass through the main gate, you enter an idyllic sanctuary-like airfield where the grass is green not brown and the noise of traffic has been replaced by birdsong – apart from the occasional hum of a Mushshak or helicopter in the distance. As you head towards the commander’s office you pass two blocks of classrooms, emblazoned with all the army aviation squadron insignias painted along the walls. Most of the students here have aspirations to become pilots and are now learning about the PAA’s traditions, doctrines and disciplines that will become part of their daily lives. AFM met the PAA Commander, a Brigadier, who spent the last few years on Pakistan’s front line, tasked with setting up Peshawar airfield as a helicopter forward operating base (FOB), supporting the troops fighting

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Above: Colonel ’X’, the Chief Instructor Pilot at the Aviation School (fatigues, left) stands alongside Lt Col ‘X’, the CO of Fixed Wing Training and Mushshak IPs at the squadron. Below: ‘Knowledge is Strength’ – the official AAS emblem is painted on a hangar overlooking the ramp.

insurgents. Up until 2008, helicopter support in Federally Administered Tribal Areas (FATA) and the Swat Valley was a secondary concern. Today it is a necessity. Nearly four years after he started the job, he enjoys a different kind of challenge at Rahwali: “Our role here at the Army Aviation School is to ensure the PAA gets its quota of pilots every year. We train the students and turn them into professional pilots, so our ground troops can get the highest quality air support.” The school flies on average 12,000 hours a year, amounting to 32 flying hours every day of the year. Most of them are flown by the Sikorsky TH-300Cs and Mushshaks

based at the Rahwali airfield.

Everyone has a dream

Most of the 170 officers applying for a place at the aviation school have no flying experience, but a five-hour aptitude test followed by a 20-hour pre-solo phase is usually enough to gauge the potential pilots among them. As the chief instructor pilot, Colonel ‘X’ told AFM: “Training the guys who are volunteers from ground trades can be difficult. They come from jobs in the artillery, signals, engineering and know little about aerodynamics or any sciences. At the initial stages they really don’t have a clue but we do our best and some eventually prove us wrong!”

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PAKISTAN ARMY AVIATION SCHOOL Right: The Crew Co-ordination Centre brings IPs and students together for briefings in four small rooms. Below: Personnel from the EME ‘Pioneers’ focus their attention on a Sikorsky TH-300C. The helicopter is suspended from a crane to make it easier to work on the engine or change the skids. All photos by author

Sikorskys & Mushshaks

Several flying courses are held at Rahwali each year, but the army aviation young officers’ course (P course) dominates the school schedule. These students or selected officers are heading towards fixed-wing training on the Mushshak. The author was surprised to learn all student pilots go straight to the MFI-17 Mushshak for fixed-wing training rather than receiving rotary tuition on the Sikorsky TH-300C helicopters based there. It seems peculiar that the PAA has a huge number of helicopters and just a few fixed-wing aircraft, yet everyone is taught on Mushshaks first. “They need a basic understanding of flying and aerodynamics before proceeding to helicopters,” an instructor pilot (IP) told me. During AFM’s visit, there were 18 IPs training 40 students on course P-54 (54th fixed-wing course) in all types of flying. “Their journey will start in ground school before going solo after 25 hours, then progress to elementary (35 hours), primary (40 hours) and advanced flying (75 hours) across a 44-week period,” the PAA commander said. They were 40 hours into their course when AFM visited. After graduating these proud new pilots, who are unswervingly loyal to their country’s

“These small units, fielding around five Mushshaks as well as a few helicopters, are extremely busy and a pilot can easily notch up 400-500 hours spanning a two-three year posting with them,” cause, will enjoy a heightened social status in their local villages, towns and cities. The newly qualified pilots will be posted to one of the MFI-17 Mushshak liaison and communication squadrons. While they will not be on the front line, they will fly in some of the most dangerous weather conditions anywhere, among the wind-swept mountains of Pakistan’s western fringes and the northern Himalayas. “These small units, fielding around five Mushshaks as well as a few helicopters, are extremely busy and a pilot can easily notch up 400-500 hours spanning a twothree year posting with them,” Colonel ‘X’ told me. Their operational flying will see them fulfilling a number of roles spanning reconnaissance, CASEVAC, transport, communications and

In the early 1970s the Pakistan Army, along with the Pakistan Air Force (PAF), set about looking for an L-19 replacement in the basic trainer role. It led to a contract being signed with Saab for the MFI-17 and several being delivered to the aviation school for evaluation. Powered by a Lycoming 200hp engine, the high-winged Mushshak – as it was to be called in Pakistan – was ideal for flying training in the hot and high climate. In June 1976 Saab delivered Semi Knocked Down kits and Complete Knock Down kits to PAC Kamra, where they were assembled. The Army Aviation School, then at Dhamial (now called Qasim) took delivery of its first aircraft in 1977, with the P-20 course being the first regular class to utilize the new platform. In the late 1990s PAC Kamra offered the PAA an upgraded 260hp MFI-395 Super Mushshak, with three propeller blades, air-conditioning and a tinted canopy. While the PAF opted to go for the faster option with the air-conditioning, after several trials the PAA declined the offer and continues to fly its original Mushshak. There have now been 34 courses on the veteran trainer, with no end in sight to its successful career. There is even a digital co*ckpit version available, but it is unlikely the PAA will need anything quite as sophisticated. Flying the Mushshak is about learning to fly – there is no need for extra comforts. Meanwhile, with a need to replace the ageing Bell 47 helicopters in the rotary-wing training course, the go-ahead was given in 1993 to acquire a batch of Schweizer (later Sikorsky) TH-300Cs that were eventually supplemented by more. Remarkably, most of them are still operational today even though there is a spares issue which the PAA does its best to overcome.

Below: Early morning… and technicians of the LAD ensure the Mushshaks are ready to start work.

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Above: This AB205 is one of around ten ex-Iranian Air Force example acquired in the 1980s and still operated by one of the PAA’s communications’ squadrons. This helicopter is being flown by a pilot converting to the type.

search. After around three years in the field they will need to consider their next career move. Around 80% of them return to Rahwali for basic training on the TH-300C helicopter. With helicopters making up the majority of the PAA’s inventory – it is a good move. Every year a 24-week course is held for helicopter conversion. Apart from these communications squadrons, the only other regular army fixed-wing unit is the VIP unit based at Qasim. Most of its aviators are senior multi-qualified pilots with exemplary military careers, and at least 900 flying hours. Basic rotary-wing course R-14 was under way when AFM visited, with around eight qualified helicopter instructors (QHIs) and 15 students. They are taught the fundamentals of flying the small TH-300Cs over 36 hours, going from pre-solo all the way through to the advanced stage. Unfortunately, a week after my visit, a TH-300C crashed into a field, injuring the flying instructor and student, which, as well as having an effect on morale, provided a stark reminder of the dangers of flying training. During Phase II of the syllabus the student pilots attend the rotary-wing conversion course on one

of the other seven helicopter types flying Officers from the with the PAA: Mi-17 (35 army, sister services hours training), Puma and allied countries (35 hours), Bell 412 (35 are trained in basic/ hours), JetRanger (40 advanced flying, as hours), AB205 Huey well as tactics, and the school acts as an (40 hours), Lama (40 operational group hours) or Écureuil (40 during times of hours) with the tactical emergency or war. wing. Once successfully completed, the graduates are posted to another liaison squadron or a frontline unit operating these helicopters. According to one senior pilot: “The best go to the twin-engined helicopters, like the Mi-17, Puma or Bell 412 and could soon be flying in combat in the western regions of Pakistan close to the Afghan border, in the Himalayas, the east’s deserts or the southern coastline.” Other pilots can be posted to a single-engine helicopter and then return to the course to upgrade their rating to a twin-engined chopper. The IP courses, lasting 18 weeks, are run every year

Mission

ensuring a new batch of officers join the aviation school, allowing other pilots to get back into the operational world. “It is not unusual for a pilot to have three stints as an IP here,” said Colonel ‘X’, a very experienced PAA pilot. Colonel ‘X’ is responsible for ensuring student pilots are up to the necessary standard required by the PAA. He has a stressful job, with all three commanding officers in charge of fixed-wing, helicopter or tactical training reporting into him. “It is tough but there is a great sense of achievement when you see pilots graduate to the next level in their careers, often heading into the operational areas to defend their country,” the Colonel said. During a tour of the aviation school, it was obvious Colonel ‘X’ had trained several of the instructors back in the mid-1990s and there was a lot of affection between them all. “You never forget your instructor or your course mates. In Pakistan course mates stay friends for the rest of their lives – even if they join another branch or leave the army,” he said. If the Mushshak pilot opts to become an instructor, he will head for the Flying Instructor School (FIS) at the PAF Flying Academy Risalpur. Four to six

A SA315 Lama departs Rahwali. The French-built helicopter was being used in the tactical course attended by pilots returning from the Communications Squadron to Rahwali.

Army Aviation School History After independence from Great Britain in 1947, army pilots were trained in the UK. In 1959, the Air Observation Post (AOP) School was established at Chaklala and regular flying training

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began for fixed-wing pilots. It shifted to Dhamial in 1961. When helicopters joined the PAA, the AOP facility was renamed as the Army Aviation School in 1964, and moved to Rahwali in 1987.

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PAKISTAN ARMY AVIATION SCHOOL ‘Afternoon flying begins again at around 2pm when temperatures – that can reach 50˚C – start to reduce.’ pilots are selected twice a year, spending five and a half months learning the necessary skills. There are usually three army Mushshaks stationed at Risalpur for use by the PAA FIS students, sitting on the edge of a long line of PAF Super Mushshaks. Those who pass FIS or are helicopter IPs also have the opportunity to boost their qualifications by switching to fixed-wing or vice versa in a cross-rating course. They are rated on both types, fixed-wing and rotary. All these different ways of progressing in the PAA provide pilots with a clear career structure which helps to keep them focused.

Beat The Heat

In a bid to beat the heat, students and their IPs commence work at around 5.15am. They all head for the Academy’s Co-ordination Centre for a pre-flight brief that usually lasts no longer than 20 minutes. As if that is not early enough, the maintenance personnel start work at 4.15am, to ensure there are enough aircraft available for the day’s flying schedule, which usually ends at midday. Afternoon flying begins again at around 2pm when temperatures – that can reach 50˚C – start to reduce. The morning AFM visited there were 20 Mushshaks and nine TH-300Cs on the line ready for the day’s work. Among all the army aviation personnel at the co-ordination centre, was a navy IP who was going through a sortie with two army students. He was a Harbin Z-9EC pilot now teaching students on the rotary course. The navy uses the Army Aviation School because it doesn’t have its own facility.

Above: While Mushshak IPs regularly perform fly-bys like this at graduation ceremonies, fixed-wing aviation pilots do not usually fly in formation. Below: An Aérospatiale AS550 C3 Fennec used for the tactical training course, prepares to touch down on landing spot 6.

The apron at Rahwali, with based Mushshaks and Sikorsky300s.

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EME Responsibility for the overall maintenance of the Mushshaks and Sikorsky TH-300C helicopters at Rahwali falls upon the Electrical and Mechanical Engineering (EME) Battalion. Commander of the unit is Lt ‘Z’, who also meets the maintenance needs of the communications squadrons in the region.

Above: Looking across the Mushshak flight line. Unlike the air force, the Pakistan Army chose not to upgrade its large fleet of aircraft.

The Z-9EC pilot told AFM: “There are two navy helicopter instructors at Rahwali, the other flies Sea Kings; and four students are currently undergoing training.” Walking around the classrooms, AFM met several army QHIs now on their third posting to the aviation school. The co-ordination centre was a hive of activity, with instructors taking their two students through the day’s sorties and going over small points. I was introduced to Major ‘Y’, a former army instructor now employed on a two-year civilian contract to continue training students. Both the fixed-wing IPs and QHIs can be responsible for up to four students. During 2001/2002 there was increased tension between India and Pakistan following the attack by Pakistani militant groups on the parliament in Delhi. During these heightened states of alert, which are not unusual in the region, the aviation

school transforms into a tactical unit, the 303rd Army Aviation Group. Students get sent out to the communication squadrons, while the IPs go to the front line in case fighting breaks out. Every year between 165 and 170 pilots pass through Rahwali for flying training, around 40 for fixed-wing, 55 rotary-wing, 15 instructor pilots and 20 on tactical courses specialising in low-intensity conflict operations. With Sikorskys and Mushshaks, as well as various different types of helicopters involved in tactical courses, Rahwali is one of the busiest airfields in Pakistan, and one where dreams can turn into afm reality. *Due to ongoing security situation in Pakistan, the identities of those personnel the author met have not been identified.

Above: Lt Col ‘X’ goes through a post flight report. While he is a Sikorsky IP he is also rated on the AB205 Huey, Bell 206 JetRanger and Bell 412.

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1º Esquadrão de Helicópteros de Instrução

“The change brought an overall improvement for graduating students”

Students must learn the basic handling skills during the first 21 hours of their training.

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Santiago Rivas investigates how the Brazilian Navy manages to prepare its future helicopter pilots with just one training unit

he Brazilian Navy’s air component (Aviação Naval Brasileira), one of the biggest forces of its kind in Latin America, has its main naval air base at São Pedro da Aldeia, about 75 miles (120km) east of Rio de Janeiro. Its only training unit is 1º Esquadrão de Helicópteros de Instrução (HI-1), which operates a fleet of Bell 206B JetRanger III helicopters to train pilots and aircrews for operational service. São Pedro da Aldeia was built in 1955, with HI-1 officially established on June 27, 1962 as part of the Comando da Força Aeronaval. The first flying course began in 1961 as the Curso de Observador Aéreo Naval (for OAN, naval air observer grade), using two Kawasaki Bell 47Gs delivered in 1958; three Bell 47Js and six Bell 47D1s followed in 1961. It was clear from the outset that the helicopters were not suitable for training and in 1963 the navy bought 20 Hughes 269s. After six years and 10,000 flying hours, the syllabus was modified to become the Curso de Aperfeiçoamento de Aviação para Oficiais (CAAVO, officers’ flying improvement grade). The change brought an overall improvement for graduating students and was more suited to the skill set required for crews reaching an operational squadron. Eighteen Bell 206B-2 JetRangers joined the unit in 1974, replacing all other types and becoming the navy’s first turbine helicopters in service. The type was known locally as the IH-6. As they, in turn, neared the end of their service lives, in 1985 it was decided to buy 18 Bell 206B-3 JetRangers, designated IH-6Bs, the first of which

São Pedro da Aldeia Naval Air Base is 120km (75 miles) east of Rio de Janeiro. The vast acres of ramp space can be best appreciated from the air.

was delivered in 1986. The unit currently has 16, which are used mainly for training, although they can undertake liaison and general purpose duties if required.

A staged approach

The main training course, the Estágio Básico de Asa Rotativa (EBAR, helicopter basic stage), takes future helicopter pilots after their 12 months at the Centro de Instrução Aeronaval (CIAN, naval flying training centre) where they learn to fly the Neiva T-25 Universal.

EBAR helicopter basic stages

Alpha: Students learn the basics of helicopter control, elementary manoeuvres and emergency procedures such as auto-rotation. All have to be mastered within an allotted 21 hours’ flying time. Bravo: More complex handling procedures are introduced within an allotted 15 hours’ flying time. By this stage students should be taking the lead in flying the helicopter but still have an instructor present in the co*ckpit. Charlie: Five hours focusing on visual navigation and communications: students are expected to fly to a nearby city in southern Brazil having planned their own route and waypoints. The idea is for the students to master the basics of navigation. Delta and Echo: Dedicated to instrument flying – the first stage teaches the basics. The second, Echo, covers radio navigation plus approach procedures and landings at airports, and is split between 15.5 hours on the IH-6B simulator at Rio de Janeiro and 2.6 hours on the aircraft. Hotel: Weapons training in the use of the MAG machine guns and seven-tube SBAT 70mm rocket launcher conducted at the air force’s Restinga da Marambaia firing range, 1.2 hours’ flying time from São Pedro da Aldeia. Training flights are carried out with either rockets or machine guns, but never a mixed load. India: The students’ first operational flights, including landing on ships, conducting night approach landings and flying with external loads using the ventrally-mounted hook. Near the end of this stage they are introduced to mountain flying and operating in confined areas. All this is accomplished in an allotted flying time of just 3.6 hours. Juliet: The final stage tests students’ long-range navigation skills using maps and stopwatches and, later, GPS systems installed on the IH-6Bs. The final part of Juliet is focused on SAR training.

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The EBAR’s first stage is between 30 and 60 days’ ground school, where students learn about the IH-6B, its powerplant and emergency procedures along with basic helicopter operations. Then comes a staged approach to learning to fly the IH-6B, comprising steps Alpha, Bravo, Charlie, Delta, Echo, Hotel, India and Juliet, each being more complicated than the last.

Modernisation

In 51 years the EBAR has flown more than 180,000plus hours and graduated more than 750 helicopter pilots – not only naval personnel but others from across Brazil’s armed forces and civilian security services along with students from overseas nations. At the end of their training, Brazilian Navy pilots are initially posted to a liaison squadron such as HU-1, part of the headquarters Comando da Força Aeronaval, which is also based at São Pedro da Aldeia. It’s equipped with a mixed fleet of Aérospatiale AS550 A2 Fennecs and Helibras UH-12 (HB.350B/BA) Esquilos (designated UH-12s locally). The navy is looking for a more advanced training type compatible with its latest frontline helicopters such as the four anti-submarine warfare (ASW)configured MH-16 Seahawks ordered via the US Foreign Military Sales Programme in 2009, the first of which was accepted on August 23, 2012, with a further two following at the end of that year, and a final pair to be delivered by mid-2014. But for now the IH-6Bs will continue training its rotaryafm wing pilots. #315 JUNE 2014

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PORTUGUESE orions

Arjan den Hertog explains the history and operational use of Portugal’s evolving Orion fleet.

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OU’RE SAILING on the Atlantic Ocean in a yacht race. Out of the blue, you hit floating debris. Your boat is damaged and begins to take on water. Within seconds the adventure turns into a nightmare… This is not fiction, but a real incident in January this year. To save the crew of the yacht, 601 Esquadra (Squadron) of the Força Aérea Portuguesa (FAP, Portuguese Air Force) scrambled immediately. With one of its advanced Lockheed P-3C CUP+ Orions, the ‘Lobos’ (Wolves) Squadron was quickly on scene providing assistance. The most westerly country in mainland Europe, Portugal is bordered by the Atlantic Ocean to its west and south. The country is situated in a strategic location close to the maritime gateway to southern Europe and the economically important Suez Canal. To monitor such a strategic area of Ocean a fleet of long-range Maritime Patrol Aircraft (MPA) is vital. During the Cold War, the FAP flew Lockheed P2V-5 Neptunes for antisubmarine warfare (ASW) duties, but they retired in 1977 and a search began for more advanced MPAs to handle the increasing threat of patrolling Soviet submarines. The FAP’s choice was not Breguet’s Br1150 Atlantic, then in

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Above: Portuguese Orions are constantly in the circuit at Beja air base, as crews practise touch-and-goes as part of their training. Insert: Adorning the wall of 601 Squadron’s hangar is the Wolves’ mural. The motto reads: ‘All the ocean shall it be obedient’. Below: A flight line marshal signals to the Orion crew that the No.2 engine start-up sequence has begun.

service France, Italy, the Netherlands and Germany, but Lockheed's P-3 Orion. After operating the type for more than two decades the FAP purchased new generation Orions which, after an upgrade, are now regarded as one of the best patrol aircraft in the business. Such a reputation is based on the series of improvements introduced by Lockheed Martin at Burbank, California, that have kept the mission equipment of the Orion at the cutting-edge. The different configurations were installed in newly built aircraft but,

also retrofitted into older P-3B/Cs resulting in type designations: P-3C Update I, Update II and Update II ½. This was followed by further enhancements termed the Capability Upkeep Program (CUP), which introduced an AN/ASQ-227 central computer, an AN/ASQ-78B acoustic processing system and satellite communications.

‘The sensors on the Orion can be used at low and high altitudes, picking up information while keeping far from the target area’

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PORTUGUESE orions ‘Bravo to ‘Papa’

The ‘Lobos’ Squadron is stationed at Beja air base, in southern Portugal, as part of Grupo Operacional 111. It operates five Lockheed P-3C CUP+ Orions. The aircrews regard the type so highly that they don’t call it a maritime patrol aircraft (MPA) but a multi-purpose patrol aircraft, given the many tasks they perform with them. The first Orions for Portugal were ordered from Lockheed in 1985 – six retired P-3B airframes which had previously flown with the Royal Australian Air Force. Built in 1968 they were not in the configuration the FAP required, so an upgrade began to bring them up to the highest standard possible at the time – which was similar to the P-3C Update II½. The FAP’s first P-3B was updated by Lockheed Martin, and designated P-3P (‘P’ standing for Portugal). It then became the template for modifying the other five to P-3P standard at Oficinas Gerais de Material Aeronáutico (OGMA) near Lisbon, which now plays an important role in the maintenance of all Orions operating with European air arms.

First-generation P-3s P-3P FAP No

P-3B RAAF No

C/N

USN BuNo

14801

A9-292

5402

155292

14802

A9-293

5403

155293

14803

A9-294

5404

155294

14804

A9-295

5405

155295

14805

A9-297

5407

155297

14806

A9-298

5408

155298

The P-3P’s primary task is anti-submarine warfare (ASW), with a secondary role of anti-surface warfare (ASuW), both of which were focused towards any Russian vessels operating close to Portugal’s coastline. Ironically 601 Squadron became operational in 1989, the year the Berlin Wall came down, and with the collapse of the Soviet Union the unit’s crews never had the opportunity to hunt Russian submarines. But an MPA is able to do more and the FAP has used its six Orions in civilian roles such as search and rescue (SAR), maritime patrolling and environmental protection duties.

Mounted under the rear fuselage are the 52 sonobuoy chutes.

Above: The clean appearance of the No.4 Allison TF56-A-10W turboprop engine bay illustrates how much pride the squadron maintenance crews take in their multi-purpose aircraft. (All images by author unless stated)

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The squadron was soon taking part in NATOled missions around the world. One of the most significant was Operation Sharp Guard in June 1993 when, with the escalating war in the Balkans, NATO mounted an air/sea blockade against the former Yugoslavia and a weapons embargo against rival factions in Croatia and Bosnia. By cutting off the supply of arms, NATO hoped to stop the fighting. Portugal was one of the 14 nations contributing to the blockade, sending a navy patrol ship and Orions to the region. The P-3Ps were stationed at Sigonella air base in Sicily. The squadron operated on a 24-hour rotational basis alongside crews from the UK, France, Italy, Germany, the US, Spain and the Netherlands. Armed with Mk46 torpedoes the P-3Ps took part in continuous air patrols over the Adriatic Sea. They had the role of classifying every ship in the area: establishing its cargo, destination and port of origin. In the three years of SHARP GUARD 74,192 ships where detected, of which 5,951 were searched at sea by NATO boarding teams. Following inspections 1,480 vessels were guided to ports in Italy for further investigation. In total NATO MPAs flew 7,151 sorties. www.airforcesmonthly.com

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Above: One of five former Dutch Orions, pictured in the snow at Valkenburg Naval Air Station. This P-3C was later upgraded and entered service with the Portuguese Air Force as 14807.

A deal with the Dutch

After more than 20 years’ service, the FAP looked to extend the life of its P-3Ps: the aircraft were now old and their on-board sensors and systems outdated. OGMA, located at Alverca air base, presented a possible solution. The company had proved itself updating the six P-3Bs to P-3Ps and was now responsible for the Standard Depot Level Maintenance (SDLM) of the 601 Sqn fleet along with other European Orions. In 2000 OGMA and Lockheed Martin looked at the best options available to update the P-3Ps to the level the squadron now needed – but an unexpected opportunity would save them the trouble. In 2003, The Netherlands announced the closure of Valkenburg Naval Air Station, home of the Royal Netherlands Navy (RNLN) P-3C fleet, due to defence cuts. More important for Portugal was the RNLN’s decision not to retain its Orion fleet: the navy’s 320 and 321 Squadrons would be disbanded and all their 13 P-3Cs sold. It was an opportunity for Portugal to step in, as ten of the aircraft had been through the full or partial Capabilities Upkeep Program (CUP) modification the FAP needed. The Dutch Parliament in The Hague gave its approval on April 28, 2004 to close Valkenburg and sell the aircraft. Given the good relationship between the two Orion operators and NATO partners, it was easy for Portugal to begin negotiations.

The German Navy was also interested in the Orions as a replacement for its elderly Breguet Br1150 Atlantics, which at the time were serving with Marineflieger Geschwader 2 (MFG2) at Nordholz. It was also keen to purchase some of the ex-RNLN P-3Cs. On September 17, 2004, Portugal signed a letter of intent to take five Dutch Orions for the FAP.

Former Dutch P-3s FAP No

Former RNLN No

C/N

14807

300

5733 161368

Nov 1981

14808

304

5750 161372

Oct 1982

14809

306

5758 161374

May 1983

14810

307

5762 161375

Aug 1983

14811

310

5773 161378

Apr 1984

USN Bu No

Factory delivery date

CUP+ modification

Two of the ex-RNLN P-3C’s had been through the partial CUP modification – and because 601 Squadron still had a list of upgrades it needed for the future, it was vital to bring the pair up to the same standard as the others. Together with Lockheed Martin the FAP selected sensors for the CUP+ programme, and in 2007 a €99.7 million

‘When a survivor is located the crew can drop an MA-1 SAR kit from the Orion’s entrance door’

Rescue of the Buccaneer Early on the morning of January 14, 2014, MRCC Lisbon received a distress alert from an emergency position-indicating radio beacon. It was sent from a Belgian sailing boat in distress in the Atlantic Ocean. The vessel, The Buccaneer, was slowly sinking after hitting an object on the open sea, ripping open the hull. The one Belgian and seven Spanish crewmembers were taking part in the Grand Prix Atlantic race, but now they needed to be rescued. A race against time to

Crew members of The Buccaneer wave their arms to the circling P-3 as the sailing boat takes on water. (601 Squadron)

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save their lives began. The message was sent directly to MRCC Delgada on the Azores which asked the Centre of Search and Rescue (RCC) Lajes to launch an aircraft and co-ordinate the rescue mission – and, if needed, drop rescue equipment. Because of the location, 601 Squadron was scrambled, a P-3C CUP+ taking off from Beja to fly directly to the search area. Meanwhile the cruise ship Costa Deliziosa was asked to look out for the sailboat in the search area. At 1500hrs the Orion entered the search area and its crew located The Buccaneer using the aircraft’s sensors. With help of the Orion the Costa Deliziosa was directed to the position of the sailors, who were struggling to prevent their yacht sinking. At 1800hrs the ship arrived at the scene and started picking up the crew while the Orion circled overhead. The Buccaneer was left to sink. It had been a great success for the Wolves, the squadron helping to save eight lives 3,000km (1,864 miles) off the coast of Portugal.

contract was signed to upgrade the fleet to the new configuration. The two partially upgraded P-3swere the first to undergo the full ‘plus’ update at Lockheed Martin’s facility at Greenville, South Carolina. Completed in September 2010 and in February 2011, they became the template for modification of the other three by OGMA. The last aircraft to be modified, 14808, arrived at Beja in 2012, and to celebrate the occasion – together with 601 Squadron’s 25th anniversary –it had a spectacular wolf’s head painted on the tail. The others are marked with a badge indicating their CUP+ status on the left of the co*ckpit. The upgraded Orions had been given a partial glass co*ckpit, new communications suite, flight information system, automatic collision avoidance system, tactical computer and an airborne digital Tactical Common Data Link (TCDL). To protect the P-3s over enemy territory the aircraft were equipped with an AN/AAR-47 missile and laser warning system (MLWS) with the sensors located on the nose and aft of the plane. They can also drop flares and chaff via the AN/ALE-47 dispensing system and are fitted with Elta's EL/M 2022A(V)3 maritime surveillance radar in the nose. A retractable forward-looking electro-optical infrared Wescam MX-15 HDi gyro-stabilised observation system is mounted under the nose to monitor a single ship or ground target. It includes a high-resolution TV camera, an infrared sensor and a zoom camera and is fully integrated with the mission system. To be even more potent in the sub-hunting role, the Orions were given new ASW systems and sensors – replacing much of the analogue equipment with digital units – the AN/USQ-78B acoustic sensor becoming the central ASW module. The capability to launch AGM-84 Harpoon anti-ship missiles, AGM-65 Maverick missiles, torpedoes, depth charges and standard general purpose bombs was incorporated into the CUP+ upgrade.

Wolf with sharp teeth

The primary role of 601 Squadron is anti-submarine warfare (ASW). Among its Orions’ equipment the main ASW item is the magnetic anomaly detector (MAD) boom in the tail of the aircraft, which detects variations in the earth’s magnetic field under the sea’s surface. As a large ferromagnetic object, a submarine causes a disturbance the MAD can detect. The Orion can also drop sonobuoys into the water through tubes under the aft fuselage. There are two types: active and passive. Active sonobuoys produce sound energy, the well-known ‘ping’, and measure the returning echoes caused by an object #315 JUNE 2014

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PORTUGUESE ORIONS

Above: The last sortie of the elderly P-3P Orion was marked with a flight in formation with its replacement, the P-3C, on October 13, 2011. Below left: Five pirate ‘kill’ markings from Operation ATALANTA. The FAP stopped the practice after the fifth kill so as not to draw attention to its role in the Gulf of Aden.

like a submarine. The data is relayed to the aircraft via a radio link. Passive buoys covertly measure sound below the surface. The sound of the propeller of a submarine can be measured and, by analysis, its source determined as being hostile or friendly. With the CUP+ modification the Orion is not only able to drop Mk46 torpedos but also Mk82 bombs and Mk36 Destructor mines. Using pylons under the wings and fuselage it can also launch the AGM-84 Harpoon, one of the deadliest of all long-distance air-to-surface missiles, capable of destroying large enemy vessels and surfaced submarines. The AGM65 Maverick air-to-ground missile can also be fired from the CUP+ version.

Modern conflicts, new task

Conflicts of the past 20 years have proved the value of intelligence, surveillance and reconnaissance (ISR) platforms in battle. Portugal chose to integrate ISR equipment and sensors into the CUP+ upgrade to enable its Orions to be deployed on international peacekeeping missions, such as Operation ATALANTA off Somalia or Operation ACTIVE ENDEAVOUR in the Mediterranean. The aircraft can operate over great distances on missions of 12 hours or more and their crews specialise in gathering and distributing information, day or night, in all weather situations. Data such as live video and images can be sent in real time to other air, naval and ground forces. The sensors on the P-3 can be used at low and highaltitudes, picking up information while keeping far from the target area, the advantage being an enemy is not aware of the aircraft’s presence. For example, the Elta 2022 (A)V3 radar can pick up information over a distance of 370km (230 miles). This highly advanced maritime surveillance radar can be used in various modes, providing high-resolution images of terrain, like a section of a coastline during ISR missions, or searching for and detecting vessels over long distances. It can be used for silhouette recognition too, so a type or class of vessel can be established during ASuW operations or ISR, SAR and coastguard missions. The data can be sent directly to the Electronic Support Measures system for use on the other crew stations in the Orion. 86 JUNE 2014 #315

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Saving angels

Millions of holidaymakers enjoy swimming, sailing and surfing off Portugal’s beaches. But the ocean must be treated with respect. It can be a dangerous environment and every year people need to be rescued. That’s why 601 Squadron keeps one Orion on alert for SAR duties. A long-distance MPA that can operate in all weather conditions, day and night, the type has proved to be an extremely stable platform for SAR missions. It can fly slowly at low altitude during searches and, with its four Allison T56-A-14 turboprop engines, reach an area quickly to employ its sensors and Wescam MX-15 EO/IR system.

When a survivor is located the crew can drop an MA-1 SAR kit from the Orion’s entrance door. It includes a seven-person dinghy and two survival packages. But the best such equipment aboard is the UNIPAC SAR which, hung in the weapons bay, can be dropped more accurately and contains a ten-person dinghy and a survival pack. Packs for both kits include food, water, first aid and communications equipment. The crew’s next step is to inform the SAR co-ordination centre of the exact position and take the lead directing a helicopter or ship to the scene. For SAR missions over short distances the FAP frequently scrambles Esquadra 502 from Montijo. The squadron operates five C295MPA aircraft, one of which is stationed at Lajes air base in the Azores and another on Porto Santo Island, 43km (27 miles) north of Madeira. But because the FAP’s operating area is vast, it is often necessary to launch a 601 Squadron Orion because of its greater endurance. Occasionally the two types work together, as on April 24, 2013 – the maritime search and rescue co-ordination centre (MRCC) at Ponta Delgada received a distress call from the French yacht Grain de Soleil. The crew needed to be rescued as quickly

Above: Two of the training rounds that a P-3C can be armed with: an AGM-65 Maverick air-to-surface missile and a general purpose bomb.

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Above: A typical Somali pirate base with a dozen skiffs on the beach and an encampment to the upper left. (601 Squadron) Left: Hijacked by Somali pirates, the super tanker MT Polar was closely monitored by Orion crews during its forced delivery to the pirates’ camp. The tanker’s crew was released ten months later but the ship was retained. (601 Squadron) Insert: The Operation ATALANTA patch worn by Portuguese aircrew. (601 Squadron) Below: A close-up of the Wescam MX-15 turret which is mounted under the P-3C’s rear fuselage.

as possible, but with a wind of 40kt (46mph), waves of 8-10m (26ft-33ft) and the vessel located 1,250km (766 miles) south of Ponta Delgada, it was an immense operation. After hours of waiting for the weather to improve, a C295 took off from Lajes to begin a search – but, despite help from two merchant vessels in the area, it was unsuccessful. The following day a P-3 from 601 Squadron was requested to search the area again along with a Belgian Air Force Falcon 50; nothing was found. The following day only wreckage from the Grain de Soleil was located. Tragically the crew was never found.

Baptism of fire

The squadron returned with 53 personnel to Mahé Island in the Seychelles on April 17, 2011 to participate in Operation OCEAN SHIELD this time with their new workhorse, the P-3C CUP+. It was the second time the unit had operated in the Gulf of Aden: during the first deployment, in 2010, they flew their last sortie with the P-3P in Operation ATALANTA,– the European Union Naval Force mission to counter piracy off the coast of Somalia –they clocked up some 40 missions totalling 320 flight hours. www.airforcesdaily.com

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‘Pirates attempt to mask their identity and try to look like fishermen so they can sneak up on their unsuspecting targets’ OCEAN SHIELD was an opportunity for 601 Squadron to use its new Orion and its advanced sensors. The radar was able to detect small vessels and fast skiffs operating in the Gulf of Aden, and with images linked to the MX-15 turret the boats could be observed up close. Pirates attempt to mask their identity and try to look like fishermen so they can sneak up on their unsuspecting targets. But by searching for details – such as ladders used for boarding or the lack of fishing equipment – a trained P-3 operator can spot a suspect vessel. During ATALANTA and OCEAN SHIELD 601 Squadron was asked to monitor hijacked vessels. They included the cargo ship Susan K, hijacked on April 8, 2011 only 35nm (65km) off the coast of Oman after being attacked and boarded by ten armed pirates. Seventy days later the ship was released when a ransom was paid.

Another example is super tanker MT Polar, attacked by pirates on October 30, 2010, its 24 crew taken hostage for ten months before a ransom was paid and the ship was released. And Panama-flagged ship MV Yuan Xiang was held for 207 days before the 29 Chinese aboard were released on June 8, 2011. These are just three examples in which the Orions played an important role monitoring the situation which eventually led to the sailors being freed. The capture of pirates, their boats and camps on the Somali coastline was among the highlights of 601 Sqn’s deployment. The unit can be proud that, having flown 250 hours above the Gulf of Aden and the Indian Ocean, acts of piracy fell significantly during the period. The International Maritime Bureau, which is responsible for policing sea trade and transportation, reported significant decline in hijacking, thanks to the combined international effort of military units like 601 Squadron. The Portuguese Orions survived their baptism of fire with success – and a 100% operational readiness record. Their first deployment with the CUP+ aircraft proved the Wolves are back in the maritime afm patrol pack and have an assured future. #315 JUNE 2014

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FORCE REPORT MACEDONIA

HE BALKANS has for decades been a byword for political instability, most recently with the break-up of Yugoslavia at the turn of the century. One of the ‘new’ nations to emerge from the horrors of that turmoil was Macedonia, a small country of some 9,779 square miles (25,713km2) with a population of around 2,020,000. Unlike other rump states such as Croatia and Bosnia, Macedonia achieved independence on September 8, 1991 without major conflict, and in 1993 the fledgling country became a member of the United Nations and the Council of Europe – but it has yet to be successful in its bid to become a member of the European Union (EU) or NATO. Conflict did come to Macedonia in 2001 when Albanian insurgents took on government forces. As a result four Su-25 Frogfoots were acquired in June 2001, operating in the close air support role before being retired on March 1, 2004. The name Macedonia reflects

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Macedonian Developments The Republic of Macedonia, one of the former republics of Yugoslavia, has been an independent state since 1991. Mike Bursell, Phil Adkin and Ade Hairsine visited the country to discover what it’s doing to prepare to join NATO. the fact the landlocked new state is made up of the northern third of the ancient territory of the same name – while most of the rest of ‘historic’ Macedonia is today the largest and secondmost populous region of Greece, also called Macedonia. This is not only confusing but has led to tensions between the

‘new’ Macedonia and its ancient neighbour, which disputes the newcomer’s right to use the name in any way. As a result the Republic of Macedonia was admitted to the UN with the title ‘the former Yugoslav Republic of Macedonia’ (FYROM), the form of words used in official dealings with NATO and many other inter-

Below: The tried and tested Hip forms the backbone of Macedonia’s transport fleet. All images by authors unless otherwise stated.

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Country: Macedonia Role: Aerial Surveillance, Troop Transport, Search and Rescue

Left: A Macedonian Air Force Mi-24V Hind on patrol over the country’s border. Below: The sole Antonov An-2R Colt in service with the MAF on the ramp at Petrovec where it serves with the VIP and transport squadron.

national bodies. Most UN nations however refer to it simply as the Republic of Macedonia (RoM). The dispute with Greece is the main reason for the RoM being refused membership of NATO and the EU.

Fit for purpose

Military budgets are shrinking all over the world and Macedonia’s is no exception. The key role of the Macedonian AF (more formally, the Macedonian Air Force and Air Defence Forces or MAF) is to defend the country’s sovereignty and protect the integrity of its territory and airspace, supporting both the police and the army in those objectives. Fast jets on quick reaction alert (QRA) are a luxury Macedonia cannot afford but, as with other countries in the area, the solution lies in the Balkan Regional Approach to Air Defence (BRAAD), through which partner states each contribute towards an overall air defence umbrella. On Macedonia’s shopping list is a three-dimensional radar, currently the subject of a

pre-acquisition study to determine which model should be procured and its optimum location. The ‘sharp end’ of the MAF is its helicopter force. Its first four Mi-17 Hip-Hs were obtained from Ukraine in 1994. They are used by the Borben Helikoperski Skvadron (BHS – combat helicopter squadron). One, serial VAM-301 of the 301st Transportna Helikopterska Eskadrilawas (THE – transport helicopter squadron), was lost in a crash on March 17, 2001 during fighting involving ethnic Albanian guerrillas. Another, VAM-304, crashed on January 12, 2008, killing 11 – the largest-ever loss of life in an aviation accident in Macedonia. The Hip was taking troops home from a six-month peacekeeping deployment to Bosnia and Herzegovina when it crashed a short distance from Skopje, Macedonia’s capital. The other two Hips are still in use as are a further four Mi-8MT Hip-Hs obtained from Ukraine in 2001. With no replacements on the horizon, the air force takes good care of these assets and all

are currently operational. Two were updated in 2011 by the Saint Petersburg Aircraft Repair Company (SPARC) of St Petersburg, Russia. Two Bell UH-1H Iroquois, donated by Greece in 2001, are the squadron’s only other aircraft. Of the Mi-24 Hind-E fleet, four are operational, having been overhauled by Aviakon at Konotop, Ukraine, between 2004 and 2006. The work, conducted in two stages, involved a series of upgrades designed by Israeli company Elbit Systems. In the first phase, known as ‘Jasmin’, the helicopters received an ANVIS/HUD-24 (Aviator’s Night Vision Imaging System/ Head-Up Display-24) system. This enables the pilot to fly night operations without looking into the co*ckpit by projecting critical flight information onto their visor or night-vision goggles (NVGs). Phase two, ‘Alexander’, gave the choppers a new communication, navigation and identification system with a moving map display. The remaining eight Hinds are in storage but a tender has been

Exercise MACEDONIAN FLASH 10 Exercise MACEDONIAN FLASH 10 took place between April 5 and 12 at the Pepelishte Training Centre and the Krivolak Army Training Area near the Macedonian capital, Skopje. It was the latest in a series of exercises for the Macedonian Army (ARM) to demonstrate – both to its political masters and to NATO observers – its ability to meet NATO standards. This objective encompasses more than adopting shared operating procedures and extends to structural reorganisation of the ARM and higher standards of training and education. The exercise was the largest and most complex undertaken by the ARM since its creation, with

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live firing by both land and air forces. Its scenario involved a NATO/EU-led peacekeeping operation, and tasks included setting up observation posts, sealing off and searching an ‘enemy’ village, establishing combat firing positions for artillery units, escorting a convoy while under attack, searching for IEDs and an air assault using Mi-8 and Mi-24 helicopters. ‘Casualties’ were evacuated to the Light Manoeuvre Hospital in the Pepelishte Training Centre. For the final phase, attended by Minister of Defence Talat Xhafer and other dignitaries, the key objective was for the ARM’s two NATO-declared units, the

infantry battalion (RMIBnAG) and the Light Manoeuvre Hospital, to pass a NATO Level 2 Evaluation (final assessment). Initial observations from the 16 NATO observers were positive and it is expected that both NATO declared units will receive a three-year validation certificate as being combatready for participation in NATOled operations in May. Macedonia has already participated in several NATO, EU and US-led peacekeeping missions in Bosnia, Iraq and, more recently, Afghanistan where 244 troops saw active service with ISAF (the International Security Assistance Force).

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FORCE REPORT MACEDONIA First Female Flyer

issued to upgrade two. A number of Hips have benefited from similar upgrades to those for the Hinds and examples of both types have been fitted with a TV camera with a laser rangefinder/ designator, infrared warning receiver and active jammers.

Above: The Macedonia AF’s strike force comprises four Mi-24V Hind-Es. This example, 207, is taking part in Exercise MACEDONIAN FLASH 10. Below: Mi-8MT Hip-H ‘306’ during Exercise MACEDONIAN FLASH 10. The gloss paintwork finish is unusual for a combat helicopter.

Modern infrastructure

The lynchpin of the Macedonian Air Force’s investment programme is the creation of the Centar za Obuka na Piloti (Pilot Training Centre – PTC) which is now reaching maturity under the auspices of Elmak-Elbit Systems-Macedonia. This new company, formed after an agreement between the Macedonian defence ministry and Elbit Systems, developed the PTC in a $43 million agreement signed in 2011. The centre occupies a 3.2-acre (13,000m2) plot at Petrovec’s Straso Pindzur barracks at Skopje’s Alexander the Great Airport, which is also the country’s main military airbase. It was officially opened by Prime Minister Nikola Gruevski on March 2, 2014 and features two comprehensive flight simulators and a refurbished heliport with new hangars. As of April 2014, the PTC was two years into an As unlikely as it may appear some of these six Hinds may yet return to service

eight-year programme to establish and run a modern helicopter pilot training centre. A key target is to deliver 52 helicopter pilots over the eight years before handing the programme to local management. Currently the Israeli presence comprises PTC director and chief flying instructor, Yaari Shraga, and the maintenance chief. They come with second-to-none levels of experience. Shraga’s career includes 6,000 helicopter flying hours, most of them in the Israeli military, on types ranging from the Bell 206 JetRanger to the Sikorsky CH-53 Yasur. The rest of the PTC staff are Macedonian

and mostly military, but some civilians work in maintenance roles and as instructors. Pilots are trained here for both the Macedonian AF and the Police Aviation Unit which has a base at Petrovec and another at the country’s main police barracks at Indrizovo, about 10 miles (15km) to the east of Petrovec airport. Candidates for military flying posts should be university graduates aged 22 to 28 with physical and academic requirements equivalent to those required for officer training. Police pilots may be selected from non-graduates. Although the initial qualification

Four candidates graduated on February 18 from the PTC’s first training course – for which 130 originally applied. One of the four was Iva Matic, the first woman to qualify as a military pilot in Macedonia. The Balkan states have a poor record of integrating women into their armed forces. Speaking to the Southeast European Times in October 2012, Gorana Ordanovic, from Belgrade’s Centre for Security Policy, said: “The number of women working in the police… in these countries varies from around 5% to 7%… figures are even lower for [the] military.” By contrast, the figure in the US military is around 14.5% and 27% of UK police officers in March 2013 were female. Matic said: “I’ve always been interested in helicopters and ’planes, and interested in this adrenalin-charged and noble work. We help people and take part in defending the peace and the stability of our country.” On March 6 she, along with her three male colleagues, was promoted to lieutenant prior to being posted to her operational unit. Speaking at the promotion ceremony, Minister of Defence Talat Xhaferi said: “Today the army is enriched with four new young officer-pilots. The results you have achieved during your training are a confirmation that the young people in our country are motivated and able to achieve excellent results with high, world-class standards.” He emphasised the promotion of the Macedonian AF’s first woman pilot as showing the country’s defence ministry adheres to UN resolution 1325 concerning gender equality.

Iva Matic, Macedonia’s first female military pilot, is promoted to lieutenant on March 6 along with three male colleagues. They were the first graduates of Macedonia’s new pilot training centre, the Centar za Obuka na Piloti. Macedonia MoD.

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Country: Macedonia Role: Aerial Surveillance, Troop Transport, Search and Rescue

Left: Zlin 143L Z3-DCS – acquired new via the Macedonian Authority for Civil Aeronautical Transport and Traffic in 2003 – is used for general duties. Below: One of the Zlin 242L Gurus used by the Centar za Obuka na Piloti at Petrovec.

requirements are different for the air force and police, all students end up flying very similar missions. The courses are identical except that air force pilots have additional course modules to cover military studies (part of the military academy curriculum) and specific technical topics such as the weapons systems used on MAF helicopters. An initial three-day evaluation, including flying aptitude tests, is followed by screening flights using the Zlin 242L. A programme of ten flights introduces the student pilot to a range of topics and enables them to be streamed according to aptitude towards helicopters or fixed-wing. From an initial cadre of 130 students the number is reduced to between four and six for each course to meet the target of eight to ten a year – and ultimately 52 over the full eight-year term. Because of the costs involved in training those who will not complete the course, pruning is ruthless in the early stages. Of the initial 130, no more than 24 will proceed to flight screening and, with so many applying for so few places, competition is intense. Helicopter pilot training lasts 18

months. Ground school is based on a course provided by British firm CAE Oxford Aviation using its commercially available training material. The elementary phase of the course includes 30 to 35 hours in the Zlin, which is much cheaper per flying hour than a helicopter. The next step is the basic helicopter course on the JetRanger. It begins with familiarising the student with basic helicopter flying controls and quickly moves on to instrument and night flying, navigation exercises and manoeuvring in confined spaces. In the advanced phase, also on the Bell 206, the student learns to apply those basic skills to mission situations – for example, in a threat environment or using military role equipment such as night-vision goggles. Course 1, which commenced at Petrovec in July 2012, delivered four trained pilots in February 2014, including one female. Course 2 commenced with 37 students, reduced to ten during the screening process. Three went on to helicopter training. Course 3 was reduced to 37 candidates from the original 130 by ground screening. Courses

4 and 5 will be dedicated to the needs of the Police Aviation Unit but the same number of qualified pilots, eight per course, will be required to graduate.

Centre of excellence

Important as the pilot training task is, it’s only one aspect of the wider plan. The PTC project includes setting up an advanced simulator facility for the Mi-8, Mi-17, Mi-171 and Mi-24. The full mission/full motion simulator suite was developed by Simultec, a Romanian subsidiary of Elbit Systems, and replicates the upgraded systems and Israeli avionics incorporated in Macedonia’s frontline helicopter fleet. The PTC complex gives Macedonia its first in-country facility for helicopter overhaul and modification and it is hoped the complex will attract business from NATO and Partnership for Peace nations as well as neighbouring countries. The same is true of the school which, as well as fulfilling Macedonia’s pilot training needs, also aspires to become a regional centre for helicopter flying training and advanced simulator instruction. The course structure has

been developed with this wider objective in mind, with an eye on the market opportunity for Mi-17/ Mi-24 training worldwide – and Elbit is in discussions with helicopter manufacturers over delivering training courses in Macedonia, where costs are generally low. Recent history has presented Macedonia with particular challenges. It is over-simplistic to view its air force as starting at ‘year zero’ in 1992: while it began with no equipment and had to take what it could get in those early days, the personnel it drew upon were ex-Yugoslav National Army. So rather than starting with a clean slate the Macedonian AF inherited the ‘old way’ of doing things and is now adopting a more modern Western way. The venture with Elbit underlines Macedonia’s commitment to the future and represents a significant investment in a national asset, meeting Macedonia’s pilot training needs for years to come. But the project also has the potential to become a centre of excellence, delivering high-quality training and technical support to a much wider customer afm base in the future.

Above: One of four Bell 206B JetRangers used for training future helicopter pilots. It has been fitted with wire-cutters above and below the co*ckpit. Left: Mi-8MTV-2 Hip-H 308 is the sole example of the type in service with Macedonia. It benefits from the ‘Alexander’ upgrades and has been fitted with a defensive aids suite as well as a winch.

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DGA - FOKKER 100

New French

Test Jet For more than 40 years France has used a fleet of Dassault Falcon 20s for in-flight equipment testing. Now the French test agency has bitten the bullet and splashed out on a new platform that will radically improve the unit’s efficiency Frédéric Lert reports

Above: The extra electronic equipment in the nose generates heat which is cooled by this air conditioning unit ingeniously fitted into a luggage bay.

N EYE-CATCHING new aircraft is being tested for the French defence ministry. It has Mica missiles under the wing, a Reco NG pod under the fuselage and a French roundel on the engine nacelle. This is the new Fokker 100 for the DGA (Direction générale de l’armement – French procurement agency) Avion Banc d’Essais de Nouvelle Génération (New Generation Flight Test -Bench, or ABE-NG). For nearly 45 years, the Centre d’Essais en Vol (CEV – flight test centre), now known as DGA-EV (Essais en Vol), has flown Dassault Falcon 20s for in-flight equipment testing. During its halcyon days the CEV flew no fewer than 14 Falcons, buying a fresh test machine for every new programme. But the fleet is nearing obsolescence. “In four or five years, maintaining this fleet will become increasingly difficult,” predicts a DGE-EV flight engineer. “Flight hours achieved by the Falcon 20 are reducing year-on-year and they didn’t fly much when they were at peak condition. Adapting the jets for test campaigns was always a lengthy process and if an aircraft clocked up 80 hours in a year it was doing well.” The increasing deterioration of its fleet has prompted the DGA-EV to invest in the development

of a new aircraft to streamline its test campaigns and provide increased performance for future programmes. Modularity, versatility, onboard electrical power and cooling capacity were the keywords for the programme. In late 2009 a €35 million contract was issued to Sabena Technics to find the right aircraft, modify it and have it certified by the EASA (European Aviation Safety Agency). The airframe was quickly selected – a former Regional (a subsidiary of Air France) Fokker 100, registration F-GPXL (c/n 290, which is prominently displayed on the rudder in the jet’s smart new livery) recently withdrawn from service by the airline. “We also considered the Dassault Falcon 2000 and the Boeing 737,” explains Pierre Terrée, technical director for DGA -EV. “The first allowed us to double the payload relative to the Falcon 20, but this solution was considered a little expensive and did not offer sufficient advantages in the onboard power and cooling capacities. On the other hand, the Boeing was a little too big for our needs and its undercarriage too low for the fitting of external loads.” The Airbus A320 was never considered: the DGA made it clear in its specifications that a fly-bywire aircraft was not desirable. It was looking for an easy way to add external loads, with induced aerodynamic changes, without having to alter control software that would have tried to ‘correct’ unusual flight characteristics. “The Fokker 100 gives us a very good compromise,” says Pierre Terrée. “The aircraft is the right size, solid and reliable. Compared to the Falcon 20, we gain 5,000ft on ceiling while retaining 100% of the available energy throughout the flight envelope. The Fokker flies a little slower, but the payload is doubled and perfectly meets our specification. In addition to the test crew, fixed installations and fuel, it gives us the opportunity to take at least 3 tonnes of equipment, internal or external, for three hours. Sabena Technics guarantees us the aircraft will be sustainable for 20 years following its commissioning.”

“The Fokker flies a little slower, but the payload is doubled and perfectly meets our specification.”

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Purchased in 2010, the aircraft went to Dinard in Brittany to be modified. The wings and fuselage have been strengthened to enable the fitting of hardpoints to carry external stores. The nose has been also strengthened and modified and can now accommodate a 500kg (1,100lb) radar with a diameter of up to 1m (3ft 3in). This nose surgery was one of the factors that ruled out the Boeing 737: the American aircraft could not provide enough space in its nose bulkhead to accommodate all the wiring and cooling systems required for test equipment. When the Fokker 100’s nose was modified, the ILS, VOR, radio and other antennas were removed – but others, for telemetry, were added to the fuselage and provision made for future sensors for testing IFF (identification friend or foe) or MIDS (multifunctional information distribution system – the communication link for the Link 16 data link). Apart from the addition of a side-stick and MFD (multifunction display) to enable, if necessary, the

Above: The co*ckpit of F-GPXL is largely unchanged from its airliner days but on the right of the picture by the co-pilot’s right hand a multifunction display screen and control stick can be seen. These have been added to allow the co-pilot to control stores during tests. All images by author Below: Although not a military aircraft the Fokker will test weapons systems. In this shot a Thales Reco NG reconnaissance pod is mounted on the fuselage and a MBDA MICA multi-mission air-to-air missile developed for the Rafale and the latest versions of the Mirage 2000-5 is carried under the wing. The aircraft will have to be re-registered in the F-Z*** (military test aircraft) range in order to do so.

pilot in the right seat to take control of a payload, the co*ckpit was left unchanged. In the cabin, the 90 seats have been removed and replaced by four operator stations and five modular instrumentation bays. In the hold, a SMOC (système de mise en oeuvre capteur – sensor operating system) is the plugand-play interface between the sensors and the instrumentation bays. Nearly 2.5 tons (2,268kg) of cables (several tens of kilometres in length) are installed in the cabin and, to quote a DGA-EV test engineer, “the ’plane is wired in every conceivable way with the emphasis on modularity”. Sometimes it took up to six months to modify a Falcon 20 for its next testing campaign. A few hours will be enough to change the configuration of the Fokker. DGA -EV says it will be able to achieve 150 test flights a year, with the option of running two separate tests on each flight. After a little more than three years’ work, the aircraft made its first flight in December. Seventeen others have followed since, as part of the process of EASA certification which will require a total of 50 flights. “We wanted this certification to facilitate the process of validating the performance level required,” said Terrée. “Particular attention was paid to the stall performance and, for now, stalls in level flight with all external loads and the Rafale nose (RBE2 radar) have been reviewed. Stalls in a turn with different rates of entry and with MICA under the wings were also satisfactory. “The MICA missiles and Reco NG pods were not themselves being tested: their only purpose was to check the aircraft’s ability to carry external loads in terms of mass and volume. Checking the radio navigation and communication equipment will be the next step of the certification process.” The new aircraft will start flying for the DGA-EV in January 2015, either from Cazaux or Istres-le-Tubé air bases. It’s expected that its first missions will focus on the development of a new-generation IFF for the Rafale F3R and a new seeker for the afm Aster Block 1NT surface- to-air missile.

Above: No longer an airliner, the seats have been taken out of the passenger cabin and racks installed for test equipment to be fitted. When the work is finished, there will be four operator stations and five modular instrumentation bays. Left: The DG-EV’s new Fokker 100 test bed registration F-GPXL in its smart new livery; Cazaux air base is in the background. The aircraft’s manufacturer’s serial number is 11290 and the last three figures are written large on the rudder. Avion Banc d’Essais image

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DEBRIEF Osprey Publishing Combat Aircraft 102 F-111 & EF-111 Units in Combat Peter E Davies £13.99 ISBN 978-1-78200-347-2 I can remember watching the television at school when news reports showed USAF F-111s returning back to RAF Lakenheath from their raid on Libya in 1986. From that evening I was hooked on the type and my enthusiasm for the aircraft hasn’t diminished even though the type is no longer in service. To me, the F-111 represented the Cold War and the idea of them flying deep into the Warsaw Pact on longrange strikes had me riveted. I collected all I could on the type.

Nordic Airpower No.5. Saab 37 Viggen The Ultimate Portfolio

Jan Jorgensen, Anders Nylen and Peter Liander £44.99 ISBN: 978-87-993688-4-6 The Nordic Airpower series is certainly causing a stir within the aviation book-publishing world with its series of highquality publications. They contain pin-sharp photographs on heavyweight paper and all at a reasonable price for a coffee table hardback book. This series opens up Scandinavia’s air arms to the world in a way never previously

So when Osprey announced that they’d be producing the F-111 as part of their Combat Aircraft Series I knew I’d have to have it. The book begins with a brief history explaining the development of the aircraft and the problems that the swing-wing concept brought during the early flight-test flying, which resulted in a dozen fatalities. Once these were overcome the F-111s quickly earned themselves an enviable reputation in the Vietnam War striking targets in the heart of Hanoi with very few losses. Post-war, the steady upgrading of the aircraft with a number of different variants in service with the USAF each tasked with slightly different bombing roles, is explained within the book. The author looks beyond a pure explanation of the technology covered. It is the first in the series to focus on one type and clearly the Viggen was the number one choice. The Viggen’s size, power and unique shape has left a lasting impression on all who saw it display at an airshow or were fortunate enough to witness them in operational service with the Swedish Air Force. Published here is the entire career of the Viggen from the early prototypes test flown from Linkoping in the hands of Saab test pilot Erik Dahlstrom, to the final few sorties by F16 based at Uppsala as the Viggens made their final flight to Halmstad for scrapping. The authors have certainly made the effort to seek out the best images available. While the images of Jan Jorgensen have graced many an article within the pages of Air Forces Monthly, the early years of the Viggen, before the introduction of the lovely ‘field and meadows’ splinter camouflage painted on polished metal. This scheme, first worn on early Viggens, had been overlooked in earlier publications, but the authors have not fallen into that trap with this title. There’s a wealth of images of early Viggens wearing a multitude of test and evaluation markings on their polished metal skins, and for lovers of those fancy schemes, to which the aircraft lent itself so well, there’s an entire chapter to enjoy. Highly Recommended. Glenn Sands

behind the aircraft and details how President Reagan used F-111s as his weapon of choice against terrorist targets in the Middle East. He describes the planning for the bombing raid in 1986, and the changes that took place when the French Government denied the USAF its airspace for the attack route. Since then, F-111s have seen extensive combat in the Gulf War in 1991 and the subsequent patrols flown by EF-111As from Turkey along Iraq’s border. Many of the sorties are explained with aircrew accounts and for modellers there are the stunning side profiles which feature some of the very best nose-art worn by F-111s. The Royal Australian Air Force is not forgotten, with one chapter devoted to its service recalling when Australian F-111s

faced the prospect of combat over East Timor. Fortunately, the crisis was resolved and flights were restricted to reconnaissance sorties only. A great book, that deserves to be in the collection of any fan of the USAF. Glenn Sands

Harper Collins Air Force

Ian McPhedran A$24.99 ISBN: 978-0-7322-9026-9 Air Force tells the action-packed inside story of the modern Royal Australian Air Force (RAAF), from East Timor and the Bali bombings to wars in Iraq and Afghanistan. It contains gripping accounts by fighter pilots on bombing raids over Iraq, flying long endurance missions in spy planes over Afghanistan and delivering humanitarian aid in world trouble spots. The author has cleverly broken down the chapters into aircraft types and the crews who fly them; pilots, navigators and maintainers, known as ‘black handlers’, give honest accounts of what it is like to serve in the RAAF and some of the conditions they have endured on operations. The book certainly gives one of the best insights into the RAAF to date. Accounts of flying F-111s at low level over the Australian outback, and on standby at RAAF Tindal during the crisis with Indonesia –bombers fully armed with laser-guided bombs ready to conduct a strike – was new to me. I had previously heard only rumours of these activities and such accounts made the book an irresistible read.

The accounts come thick and fast and the crews of the Lockheed AP-3C Orions describe in detail their long missions over Afghanistan, telling as much as is permitted given their classified role. I expect that more information will come out in the next few years? But it is not all just about past operations, the author also interviews the senior ranks within the RAAF as they look to the future of the service and they openly discuss the F-35 Lightning II and Super Hornet debate, which it seems still divides some officers. A terrific read that provides an insight into an air force that we get little to hear about in Europe. Glenn Sands

These titles are available from: The Aviation Bookshop, 31-33 Vale Road, Royal Tunbridge Wells, Kent, TN1 1BS, United Kingdom. Telphone: +44(0)1892 539284 Website: www.aviation-bookshop.com

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TFC Legends 2014 A4 Poster FINAL_TFC 2012 A4 Poster 20/02/2014 16:35 Page 1

FLYING LEGENDS AIRSHOW 2014 • IWM DUXFORD 12 & 13 JULY Cambridgeshire CB22 4QR Junction 10, M11

In association with IWM Duxford

To book discounted tickets visit iwm.org.uk or call 01223 499353

DEBRIEF The History Press View from the co*ckpit. Flying Military Aircraft Tim McLelland. £20.00 ISBN 978-0-7524-9002-1 Author Tim McLelland has been fortunate enough to experience flying in a wide range of military types – something few civilians or journalists these days, get the chance to do. The reader is taken on a literary flight of piston-engined Chipmunks and Bulldogs through to heavy transports and fast-jets such as the Jaguar, F-4 Phantom, Buccaneer, Hawk, F/A-18 Hornet and Tornado. Among personal experiences, he describes what it’s like being in the co*ckpit at low level at nearly the speed of sound.

NATO Tiger Association Tiger Meet 2013 Orland: Photo Report No 3 Dr Roland ‘Doc’ Kauschmann, Colonel GAF Rtd £29.99 ISBN n/a There can be few military aviation enthusiasts who have not heard of NATO Tiger Meets and the flamboyant aircraft colour schemes and party atmosphere that has become legendary at these annual events. While entry

Tim combines narrative, aircrew interviews and descriptions of handling aircraft, which allow the reader to become absorbed in the type described in each chapter. A particular highlight details the emotions of an RAF Tornado pilot during the 1991 Gulf War: “You’re nervous when you go out to the aircraft and when you get back, but as soon as you get into the jet you’ve got a job to do and you have to put the nerves behind you.” For those who have not been able to ride in the back seat of a modern fast jet, reading this book will be the closest they may come. The author has produced a remarkable title that looks beyond the passenger simply ‘hanging on’ and highlights all the emotions experienced when given such an amazing opportunity. If there’s one gripe about

is very much restricted to air force members, for us ‘mere-civvies’ this series of publications produced by the NATO Tiger Association gives an insight into what happens and provides the reader with some fantastic air-to-air images of the aircraft involved. Many of the outlandish colour schemes are removed after the meeting. Host nation for the 2013 event was the Royal Norwegian Air Force, with 336 Squadron based at Ørland Main Air Station, central Norway. After a brief history of the squadron, the book launches into a photoessay of the event from the very first aircraft to arrive through to the briefing room and flight sorties. The countless tiger rituals of attendees – many involving alcohol long after the flying has finished for the day – are also recorded. Each chapter is broken down into accounts of individual squadrons and there are plenty of images of the aircrews preparing for sorties, practice rounds being loaded, and flying. A great book that certainly gives the reader a ‘feel’ for these meets and makes one want to be part of a Tiger Squadron. Glenn Sands

this book, it’s the lack of good quality colour images. Having seen many of Tim’s stunning

air-to-air images it’s a shame that not more was made of this talent. Glenn Sands

Osprey Publishing Air Vanguard 14 Mikoyan-Gurevich MiG-21

Alexander Mladenov. £11.99 ISBN 978-1-78200-374-8 This is the story of the small, fast MiG-21 Fishbed, the jet backbone of the Communist Bloc fighter power during the height of the Cold War. Designed in the 1950s, it reflected a new Soviet fighter philosophy that required large numbers of shortrange Mach 2 fighters to intercept NATO bomber formations. But the fast, light MiG instead saw combat against Mirages in the Middle East and F-4 Phantoms over North Vietnam, and in the ground-attack role in Afghanistan. With 10,000 aircraft built, the MiG-21 is the world’s mostproduced supersonic jet fighter. It was a great export success and more than half a century after its first flight, remains in service with a host of air forces around the world. The first chapter looks at the design and development of the Fishbed, and then leads to leads to one of the most compact but comprehensive explanations of the MiG-21 versions, modifications, and Cold War projects. Some such schemes saw the light of day while others got no further than the

drawing board. For the reader it is a handy, quick reference guide to the wealth of variants produced. In just 62 pages, the combat history of the fighter is brief, but highlights claims by the Vietnamese People’s Air Force that at least two USAF B-52s were shot down during the 1972 Christmas bombing campaign. The US disputes the claims to this day, saying that both bombers were lost to SAMs. Recent combat operations over the Balkans are explained and supported with incredible artwork of Croatian Air Force Fishbeds on a ground attack sortie. Often viewed as simply a short-legged fighter with austere mission equipment and an unimpressive war load, this handy little book proves that by bucking the trend for big, heavy, missile-laden expensive fighters, the MiG-21 became a challenge to the West. Glenn Sands

These titles are available from: The Aviation Bookshop, 31-33 Vale Road, Royal Tunbridge Wells, Kent, TN1 1BS, United Kingdom. Telphone: +44(0)1892 539284 Website: www.aviation-bookshop.com

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AND FINALLY JUST A NICE PICTURE

Next Issue of AFM on Sale June 15th* *UK scheduled on sale date. Please note that the overseas deliveries are likely to be after this date.

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The CF-18 Demo Hornet, flown by demonstration team pilot, Captain Adam ‘Manik’ Runge, took to the skies with its new paint job on April 4, 2104, at 4 Wing Cold Lake, Alberta. Captain Runge is from 409 Tactical Fighter Squadron, based at CFB Cold Lake. The intricate design is the latest of more than 25 creations from graphic artist Jim Belliveau, and applying it required countless hours of dedication from the hard-working crews at 4 Wing. The new paint scheme was unveiled on March 27, 2014. Corporal Amber Stuparyk/RCAF

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