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F-35 in action
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Israeli standoff weapons Belarusian AF&AD Pucará’s last push

Long arm of the IAF Secretive air arm in detail Final COIN exercise

01 Cover AFM Dec2019.indd 1 11/11/2019 14:27:29

 uS NAV Y & MARINE CORPS SPECIAL

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 Comment
Out of the dark: Airbus stealth UAV testbed
A
irbus has revealed a stealthy unmanned
testbed that has been secretly under
development in Germany since 2007.
Shown to reporters in Manching, Bavaria,
on November 5, the Low Observable UAV
Testbed (LOUT) is still classified but provides
a tantalising glimpse of stealth technologies
intended for future air platforms. A German
government contract in 2010 paved the way
for ground-based tests beginning in 2014.
Work on the very-low-observable demonstrator
drone has been undertaken in Manching and
Bremen using what Airbus calls a “Skunk Works
approach” – a nod to the famous Lockheed
special projects unit. It’s not the first stealthy
programme to have been pursued in Germany
– in the 1980s, MBB worked on the enigmatic
Lampyridae low-observable fighter, which bore
a striking similarity to the F-117 Nighthawk.
The diamond-shaped LOUT vehicle has a
range of features to protect it across
the visual, acoustic, radar and
infrared spectrums, including
Right: The four-
tonne, sub-scale
LOUT model has a
wingspan of around 39ft (12m)
and has been used for aerodynamic
and anechoic chamber testing.
Airbus Defence and Space
Editor: Thomas Newdick
Editorial: Jamie Hunter, Dave Allport, Alan Warnes,
Sue Blunt, Khalem Chapman
Design: Lee Howson
Advertising: Ian Maxwell, Debi McGowan
Editorial contact: edafm@keypublishing.com
Production Manager: Janet Watkins
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Chief Content & Commercial Officer: Mark Elliott
Group CEO: Adrian Cox
Copies of AFM can be obtained each month by placing
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difficulty, contact our Circulation Manager. Readers
in the USA can place subscriptions by visiting www.
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Alternatively, you can subscribe in writing to: AFM,
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www.Key.Aero
03 Comment AFM Dec2019.indd 3
radar-absorbent materials, low radar-cross-
section engine intakes, structural cooling
technologies, flat exhaust nozzles and
undisclosed surface coatings. An internal
weapons bay points at a potential strike
and/or defence-suppression mission.
If productionised, the four-tonne testbed
would be scaled up to provide a 20-tonne UAV,
its twin engines fed by diverterless intakes
mounted above the fuselage. It’s unclear if the
vehicle would employ conventional control
surfaces, which were not visible on the model,
or if it would make use of an unorthodox active
flow control system. Airbus officials noted
that a full-scale UAV would incorporate a
steerable active electronically scanned array
carried conformally in the aircraft’s skin.
While intended to serve as a ground testbed
for future subsonic UAVs, one intriguing aspect
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 advertisements within this publication.
AirForces Monthly (ISSN 0955 7091), is published monthly
by Key Publishing Ltd and distributed in the USA by UKP
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Periodicals postage paid at Rahway, NJ and at additional
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downloadable from www.keypublishing.com.
of the vehicle displayed in Manching’s anechoic
chamber was its cockpit transparency. Clearly,
Airbus and the German defence ministry are
also using the programme to investigate stealth
technologies for future manned aircraft, too.
Moreover, it seems certain that technologies
tested in the programme will make their way into
the Franco-German Future Combat Air System
(FCAS) – a “complete system of combat aircraft
and drones” to enter service by 2040. Before
then, Airbus officials have also hinted that LOUT
may inform future upgrades for the Typhoon.
Thomas Newdick
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#381 December 2019 // 3
11/11/2019 13:21:45
 Contents December 2019 #381
Regular features
10 EXERCISE REPORT:
Baccarat 2019
For the first time, the British Army Air
Corps joined an exercise in France
with both Wildcats and Apaches.

30 INTEL REPORT: European

tankers gain momentum
Europe’s relative lack of air-to-air
refuelling assets has often hindered NATO
campaigns in the past, but modernisation
plans are starting to bear fruit.

36 EXERCISE REPORT:
Sea Breeze 2019
Vladimir Trendafilovski reports on the
19th edition of the annual Sea Breeze
multinational maritime exercise.

42 EXERCISE REPORT:
Market Garden
Seventy-five years after the event,
Operation Market Garden is still a
focal point of remembrance for today’s
airborne operations specialists.

46 Épervier 2019
This year, the Franco-Swiss Épervier air defence
exercise was held at the Swiss base of Payerne.

54 EXERCISE REPORT:
Dédalo 2019
The Argentine Air Force’s major exercise of
2019 put to the test all the lessons learned so
far. It was also a final opportunity to see the
Pucará perform in its original attack role.

58 COMMANDER’S UPDATE
BRIEFING: BVR combat
Air Power Association President Air Marshal (ret’d)
Greg Bagwell CB CBE examines what’s required
to ‘reach out and touch’ an enemy aircraft.

61 Book reviews
AFM evaluates some of the latest
offerings in aviation literature.

70 EXERCISE REPORT:
Tsentr-2019
The Russian Aerospace Forces and
Airborne Forces have taken part in a series
of exercises to test new concepts. The
largest so far was Exercise Tsentr-2019.

74 FORCE REPORT: Belarusian

Air Force and Air Defence Pt 1
The first of a two-part feature on the little-
known Belarusian Air Force and Air Defence.
86 Attrition
Dave Allport details the world’s
most recent military accidents.
98 Coming up
See what’s featuring in your AFM next month.
Above: Alpine fighter meet. A pair of Armée de l’Air Mirage 2000-5Fs – serial 56 (c/n 256) ‘2-EG’ and serial 77
(c/n 317) ‘2-AX’ – wearing the famous stork markings of the Groupe de Chasse 1/2 (GC 1/2) ‘Cigognes’ meet
up with Swiss Air Force F/A-18C J-5004 for the next round of dissimilar air combat training. Turn to p46 for
more on the Franco-Swiss Épervier air defence exercise held at the Swiss base of Payerne. VBS DDPS via
Remco Stalenhoef Cover: A dramatic break above an equally spectacular landscape: two of the six Italian Air
Force F-35A fighters belonging to the 13° Gruppo (13th Squadron) of the 32° Stormo (32nd Wing) that were
deployed to Keflavik Airport in October. Recent months have seen European Joint Strike Fighter operators
notch up a series of important milestones. While defending Icelandic airspace made Italy the first operator
to deploy the fifth-generation jet on a NATO Allied Air Command mission, the UK Lightning Force has been
taking the next meaningful steps towards re-establishing a British carrier strike capability. See p66-69 for
the latest on the WESTLANT 19 deployment, while on p80-85, David Cenciotti joins Operation Northern
Lightning in Iceland and, on p12, AFM reports on the delivery of a first operational Royal Netherlands Air
Force F-35A to Leeuwarden Air Base. Giovanni Colla

4 // December 2019 #381 www.Key.Aero

04-05 Contents AFM Dec2019.indd 4 11/11/2019 10:55:20

 Features
3 Comment
AFM’s opinion on the hot topics in military aviation.

48 NATO’s last Fitters

While the Su-22 swing-wing strike aircraft may
be obsolescent by today’s standards, 35 years
ago it provided Poland with a technological leap
comparable only with its subsequent purchase
of F-16 fighters. Piotr Butowski assesses the
current status of NATO’s last surviving Fitters.

62 Croatia’s new Warriors

After three years of intensive training, Croatia’s
Kiowa Warriors and their crews are on the
brink of attaining full operational capability.
Martin Scharenborg and Ramon Wenink
followed their final steps towards readiness.

66 Lightning Force at sea

The UK Lightning Force has embarked on
what is arguably its most important mission
to date, taking a meaningful complement of
F-35Bs to the HMS Queen Elizabeth (R08).
Jamie Hunter evaluates this major step towards
establishing the new UK carrier strike force.

80 Operation Northern
Lightning
In a first among Joint Strike Fighter partner
nations, Italy deployed its F-35As to Iceland
in October in support of NATO’s Icelandic air
policing mission. David Cenciotti visited the Italian
detachment at Keflavik Airport and talked to the
pilots involved in Operation Northern Lightning.

90 The long arm of the Israeli

Air Force
While the Israeli Air Force is well equipped
with ‘smart’ standoff weapon systems,
threats developing close to the country’s
borders and further afield require additional,
even more capable munitions. Arie Egozi
examines those currently in production.

94 Fifty-fifty over the Baltics

Hungarian Gripens took part in 50 live scrambles
during the 50th rotation of NATO’s Baltic
Air Policing mission. Lt Col István Toperczer
joined them as they patrolled the skies of
Estonia, Latvia and Lithuania this summer.

See pages 28-29 for details
News
All the world’s military aviation news, by region
6-7 ............................Headlines
8-9............................United Kingdom
12-15 ........................Continental Europe
16-18........................North America
19...............................Russia & CIS
20..............................Middle East
21...............................Latin America
22..............................Australasia
23..............................Africa
26-27 ......................Asia Pacific

www.Key.Aero #381 December 2019 // 5

04-05 Contents AFM Dec2019.indd 5 11/11/2019 10:55:24

 NEWS
WESTLANT 19 under way
FOR THE first time in a
decade, British jets are
operating from a Royal Navy
carrier. The F-35Bs from
the RAF’s Nos 207 and 617
Squadrons at RAF Marham,
Norfolk, landed on board
the aircraft carrier HMS
Queen Elizabeth (R08) for
the first time on October 13.
After flying across the
Atlantic the previous week
to Marine Corps Air Station
Beaufort, South Carolina, the
three Marham jets embarked
in the warship for the next
Korea’s future fighter takes shape
KOREA AEROSPACE
Industries (KAI) has begun
building the first prototype
for the KF-X fighter
programme, with the aim
of rollout in June 2021 and
a first flight in May 2022. A
critical design review was
KAI’s full-scale mock-up of
the KF-X at ADEX 2019. It was
displayed alongside planned
armament, including MBDA
Meteor and Diehl IRIS-T air-
to-air missiles. Gordon Arthur
6 // December 2019 #381
06-07 HeadlineNews AFM Dec2019.indd 6
Headlines
phase of Operational Testing
(OT-1) off the US east coast.
There they were joined by
another three F-35Bs from
No 17 Test and Evaluation
Squadron, stationed at
Edwards Air Force Base,
California. On October 31,
F-35Bs from the US Marine
Corps’ Marine Operational
Test and Evaluation
Squadron 1 (VMX-1) based
at MCAS Yuma, Arizona,
arrived on board for two
weeks of carrier qualification,
before flying sorties with
completed this September
and a mock-up of the
fighter debuted at the Seoul
International Aerospace &
Defense Exhibition 2019
(ADEX 2019) that took
place from October 15-20.
There are plans for four
the UK Lightnings.
The WESTLANT 19 Carrier
Strike Group deployment is
aimed at ‘end-to-end’ testing
of the aircraft and personnel
to ensure the UK Lightning’s
compatibility with the carrier.
The tests involve mission
planning, arming the aircraft
with inert Paveway laser-
guided bombs and ASRAAM
missiles using the ship’s
Highly Automated Weapon
Handling System, flying
missions and debriefing.
OT-1 was planned to last
single-seat and two twin-
seat prototypes, powered
by twin F414-GE-400K
engines. Seoul expects to
issue a production contract
in 2024 leading to deliveries
of the Block 1 variant in
2026. The Block 1 will offer
approximately five weeks.
The carrier is being
accompanied by the
Type 45 destroyer HMS
Dragon, Type 23 frigate
HMS Northumberland,
tanker RFA Tideforce and
Merlins from 814, 820 and
845 Naval Air Squadrons,
Wildcats from 815 NAS and
Royal Marines from Lima
Company, 42 Commando.
HMS Queen Elizabeth
also completed a second
phase of Rotary Wing
Development Testing (DT
F-35B ZM148 ‘014’ launches from the deck of HMS ‘Queen
Elizabeth’. UK MOD/Crown Copyright
air-to-air capability only,
while Block 2 will be cleared
for air-to-ground missions.
The Republic of Korea Air
Force has a requirement for
20 KF-Xs, while Indonesia
could buy another 50.
Flight tests of a technology-
RW) during WESTLANT 19.
A team from QinetiQ and the
Aircraft Test and Evaluation
Centre (ATEC) at MOD
Boscombe Down, Wiltshire,
used Merlin HC4 ZJ121 from
845 NAS and HM2 ZH826
from 820 NAS to complete
550 deck landings and
471 test points between
September 21 and October 2.
The UK plans to declare
initial operating capability
for the carrier strike role
by the end of the year (see
pages 66-69 for more).
demonstration fighter
radar have already begun
using a Boeing 737 testbed
in a project that involves
South Korea’s Agency for
Defense Development
(ADD), Hanwha and
Israel’s Elta Systems.
www.Key.Aero
11/11/2019 12:25:20
 Subscribe to www.key.aero for breaking news stories.
Email the news team at edafm@keypublishing.com

USAF issues US$6.4bn Red Air contract

SEVEN CIVILIAN contractors
have received a share of a
US Air Force Air Combat
Command adversary
training contract worth up to
US$6.4bn, awarded by the
US Department of Defense
on October 18. Air USA,
Airborne Tactical Advantage
Company (ATAC), Blue Air
Training, Coastal Defense,
Draken International, Tactical
Air Support and Top Aces
Corp all successfully bid
for the Combat Air Forces
Contracted Air Support
programme to provide
“complete contracted air
support services for realistic
and challenging advanced
adversary air threats and
close air support threats”. The
USAF issued a request for
proposals (RFP) for adversary
air (ADAIR) in August last year
and received eight responses.
The programme will cover
around 30,000 hours of
adversary air and 10,000
hours of close air support
and Joint Terminal Attack
Controller training annually.
The USAF wants contractors
to provide a variety of
aircraft types for its fourth
and fifth-generation fighter
pilots to train against. All
platforms are required to
carry government-supplied
electronic countermeasures
pods and captive infrared-
guided air-to-air missiles. An ATAC Hawker Hunter Mk58 taxies at Marine Corps Air Station Beaufort, South Carolina, in
April last year. The jet was providing dissimilar air combat training for F-35B pilots of Marine
The contract will run
Fighter Attack Training Squadron 501. Lance Cpl Terry Haynes/MCAS Beaufort
until October 2024.

Sikorsky’s RAIDER X
joins FARA competition
THE RAIDER X has been
unveiled as Sikorsky’s entry
in the US Army Future
Attack Reconnaissance
Aircraft (FARA) programme.
The next-generation light-
attack/reconnaissance
helicopter is a further
development of the S-97
Raider and will make use
of technology tested in the
company’s X2 demonstrator.
The RAIDER X is a coaxial
compound design, employing
the X2 rigid rotor. Other
key features highlighted by
Sikorsky include state-of-
the-art digital design and
manufacturing, and modern
open systems architecture
(MOSA)-based avionics
Lockheed Martin
and mission systems. The
rotorcraft is intended to
make use of self-monitoring
and condition-based
maintenance, and the firm
says its offering “provides
unmatched potential
and growth margin for
increased speed, combat
radius and payload”.
Powered by a single General
Electric T901 turboshaft, the
RAIDER X will compete in
the FARA competition with
the AVX Aircraft Compound
Coaxial Helicopter (CCH),
Bell 360 Invictus, Karem
AR40 and an as-yet
undisclosed Boeing design.
Two competitive prototype
contracts are scheduled to be
awarded in March followed
by a flyoff planned for 2023.

Initial Indian Hill F-35As return

Air Force
Rafales
delivered
THE FIRST Indian Air Force
(IAF) Rafale DH, two-
seater serial RB001, was
formally handed over to the
Indian government during
a ceremony at Dassault
Aviation’s Bordeaux-
Mérignac facility on October
8. The event was hosted by
company chairman and CEO
Eric Trappier and guests
included India’s defence
minister Shri Rajnath Singh
and his French counterpart
Florence Parly. The next three
jets were due to be handed
over the same month.
Handover came three years
after contract signature
for the acquisition of 36
Rafales for the IAF. The first
four jets will initially remain
in France for flight testing
at Istres and for training
IAF instructor pilots. The
contract comprises 28
single-seat Rafale EH and
eight twin-seat Rafale DH
aircraft. The first Rafale DH
took to the air on October
30, 2018, followed by the
second on July 17 this year.
An air-to-air photo sortie for
the second IAF Rafale DH,
RB002. Dassault
No 17 Squadron at Ambala
Air Force Station is set
to receive its first seven
Rafales around April or May
next year. All 36 aircraft are
expected to be delivered
by 2022, by which time
No 1 Squadron will have
been re-established as
the second IAF unit on the
type, at Hashimara AFS.
from Middle East
USAF F-35As from the
4th Fighter Squadron (FS)
‘Fighting Fuujins’ have
completed the variant’s initial
combat deployment and
returned to Hill Air Force
Base, Utah, on October 28.
The Lightning IIs spent six
months at Al Dhafra Air Base,
United Arab Emirates, where
they were operated by crews
from the active-duty 388th
and Reserve 419th Fighter
Wings (FW). Beginning in
April, the jets flew missions
including close air support
and regional deterrence
and also participated in
multinational exercises.
Airmen included pilots from
the active-duty 4th FS and
Reserve 466th FS, as well
as active-duty and Reserve
personnel from the 4th and
466th Aircraft Maintenance
Units. The first operational
F-35As arrived at Hill in
October 2015 and the 388th
and 419th are the USAF’s
first combat-capable F-35A
units, operating the Joint
Strike Fighter in a so-called
Total Force partnership.
A USAF Lightning II pilot
returns to Hill AFB following
the F-35A’s first combat
deployment in support of
the USAF Central Command
Mission in the Middle East.
USAF/R Nial Bradshaw

www.Key.Aero #381 December 2019 // 7

06-07 HeadlineNews AFM Dec2019.indd 7 11/11/2019 12:25:24

 NEWS
First Poseidon delivered to RAF
THE RAF has taken delivery
of its first Poseidon MRA1
maritime patrol aircraft.
After an official ceremony
at Boeing’s facilities in
Seattle, Washington
on October 30, the
initial aircraft, ZP801
(c/n 64175, line number
7532), arrived at Naval
Air Station Jacksonville,
Florida the following
Right: Poseidon MRA1
ZP801, the first example
for the RAF, lands at NAS
Jacksonville on October
31. The aircraft flew there
from Boeing Field using the
callsign ‘POSIDN1’. UK MOD/
Crown Copyright
RAF ceases Tucano flying operations
Above: A water-cannon salute for Tucano T1 ZF135 after its final flight at RAF Linton-on-Ouse, North Yorkshire. Derek Bower
THE RAF officially marked
the retirement of the Tucano
T1 trainer on October 25
with a graduation ceremony
for the students of Basic
Fast Jet Training (BFJT)
course 274 at RAF Linton-
on-Ouse, North Yorkshire.
Four pilots had the honour
8 // December 2019 #381
08-09 UKNews AFM Dec2019.indd 8
United Kingdom
day. The aircraft had
completed its maiden flight
at Renton, Washington on
July 12 after which mission
systems were integrated
at Boeing’s Installation
and Checkout facility in
Tukwila, Washington.
On arrival at ‘Jax’,
Michelle Sanders,
Defence Equipment
and Support delivery
of being the last crews to
learn on the Tucano. A final
‘diamond nine’ formation
was then performed by
students and instructors.
Specially choreographed
for the last act of the RAF
Tucano’s flying career,
station commander Gp
team leader, signed the
paperwork to formally
transfer the aircraft, named
Pride of Moray, to UK
ownership. The Poseidon
will undergo additional
preparation and UK
personnel will continue
training at the Florida
base before it flies home
to RAF Lossiemouth in
Scotland early next year.
Capt Keith Taylor and the
commanding officer of No 72
Squadron, Wg Cdr Robbie
Lee, completed the type’s
final landing and taxi back
to the dispersal at the base.
They were flying Tucano T1
ZF135 – the first Tucano to
have been completed for the
The RAF Poseidon fleet
will be flown initially by
No 120 Squadron, which
was re-established
in April last year.
A second unit, No 201
Squadron, will be stood
up in due course. All nine
Poseidons are scheduled to
be delivered by November
2021 with full operational
capability planned for 2024.
RAF – which made its first
flight on December 30, 1986.
The Tucano fleet will be
disposed of while the No 72
Squadron number plate was
transferred to the Texan T1
squadron under No 4 Flying
Training School (FTS) at RAF
Valley, Wales from October 31.
Latest
contract for
Protector UAV
AN ADDITIONAL Foreign
Military Sales (FMS)
contract has been received
by General Atomics
Aeronautical Systems
Inc (GA ASI) for the UK’s
MQ-9B Protector RG1
unmanned aerial vehicle
programme. The US$21.7m
contract was awarded on
October 23 by the Medium
Altitude Unmanned Aircraft
Systems Division of the
US Air Force Life Cycle
Management Center.
The deal is a modification
to the original contract
awarded to GA ASI
on March 30, 2018, for
development of the UK
Protector – see MQ-9B
Protector development
contract, June 2018, p9. The
new award covers design,
development, integration
and component-level
testing for unspecified
additional capabilities
being added to the baseline
programme. Work is
expected to be completed
by August 31, 2021.
The Protector, a UK variant
of the Certifiable Predator
B, is replacing the RAF’s
MQ-9A Reapers, which are
scheduled to be withdrawn
from operational use
around 2024. Two MQ-9B
SkyGuardians, N190TC (c/n
YBC01) and N191FP (c/n
YBC02), have already been
extensively tested in the US
as prototypes for the RAF
Protector. Dave Allport
Chief of the Air Staff ACM
Mike Wigston said: “It is
sad to say goodbye to the
Tucano, but it has been
a fantastic workhorse…
The transition to the Texan
represents a really important
step towards being a next-
generation air force.”
www.Key.Aero
11/11/2019 12:43:54
 Subscribe to www.key.aero for breaking news stories.
Email the news team at edafm@keypublishing.com

British Army First Shadow R2 for No 14 Squadron Progress for

Watchkeepers planned RAF
deploy to Chinook buy
Cyprus under PLANS TO purchase
Athena Rebus additional Chinooks for
the RAF appear to be
THE BRITISH Army moving forward. A report
announced on September by Bloomberg News on
30 that personnel from October 22, quoting an
47 Regiment, Royal interview with US Army
Artillery had recently Secretary Ryan McCarthy,
deployed to RAF Akrotiri, said that Boeing is close
Cyprus with the Thales to selling 14 examples to
UK Watchkeeper WK450 the UK. McCarthy said
Equipment Standard 2 Martin Fox he had met with his UK
(ES2) unmanned aerial counterpart a few weeks
vehicle to participate in THE INITIAL upgraded initially remained with acquired by the RAF for earlier and that they are
Exercise Athena Rebus. Shadow R2 intelligence, Raytheon at Broughton, conversion to Shadow ISR now working out pricing
Members of the regiment’s surveillance and North Wales while under aircraft, the other two being details. He anticipates
43 Battery (Lloyd’s reconnaissance (ISR) aircraft conversion to Shadow G-DAYP and G-GMAD, that signature of a letter
Company) deployed to for No 14 Squadron is serial standard. Now equipped to allocated serials ZZ505 of offer and acceptance
Cyprus for training. ZZ507, seen at its RAF the latest R2 configuration, and ZZ506. In addition to could be completed
The army’s 47 Waddington, Lincolnshire, ZZ507 wears a new semi- the three new airframes, next spring, paving the
Regiment is the only base on November 4. The civilian scheme in contrast the five existing Shadow way for a contract.
unit operating the drone. aircraft previously wore the to the Shadow’s typical R1s are being reworked The RAF has 60 Chinooks
Although formally based civilian registration G-LBSB, overall grey colours. to an interim standard, as (eight HC5, 14 HC6 and
at Horne Barracks, and although on strength The aircraft is one of three Shadow R1A aircraft, prior to 38 HC6A), but has been
Larkhill, Wiltshire, the with No 14 Squadron, it additional King Air 350Cs the final R2 configuration. planning for some years to
unit’s Watchkeeper acquire additional examples

RAF Typhoons work with B-52

ES2s are now flown to eventually replace the
from MOD Boscombe oldest airframes, some
Down, Wiltshire. While of which are nearly 40
development has been RAF TYPHOON FGR4 second time this year that Sea; the Stratofortress, years old. The US Defense
somewhat protracted, ZK342 ‘342’ from No 3 the fighters have taken part from the USAF’s 2nd Bomb Security Co-operation
the type finally achieved (Fighter) Squadron at RAF in manoeuvres with visiting Wing, was temporarily Agency announced on
full operational Coningsby, Lincolnshire, Stratofortress bombers. The deployed to RAF Fairford, October 19, 2018, that State
capability (FOC) on during an exercise with RAF Typhoon Force carried Gloucestershire from its Department approval for the
November 30, 2018. visiting B-52H 60-0028 out a practice intercept of home at Barksdale Air sale of 16 H-47 (Extended
A series of crashes ‘LA’ on October 28 – the the B-52 over the North Force Base, Louisiana. Range) helicopters had
meant that it was not been granted (see US
given official Release approves possible Chinook
to Service certification. sale to RAF, December 2018,
FOC, however, meant p9). The latest report reveals
that regular flying could that this number has been
transfer from the test cut to 14. The Chinooks
facility at West Wales for the RAF will be in a
Airport, Aberporth special forces configuration
to Boscombe Down, similar to that of the
closer to 47 Regiment’s US Special Operations
home at Larkhill. Command MH-47G Block
The regiment flew II variant. On June 13 this
its first sortie from year, Boeing was awarded
Boscombe on July 11 a contract by US Special
this year after four years Operations Command
away from the Wiltshire which included US$10m in
airfield. Operating from Foreign Military Spending
there enables the unit to funding for acquisition of
provide ISTAR coverage long-lead components
to troops on the nearby and parts in support of
Salisbury Plain Training planned UK Chinook
Area. Dave Allport UK MOD/Crown Copyright acquisition. Dave Allport

In Brief
Final Typhoon made its maiden flight from Initial RPA flying will take these Lot 12 aircraft in a Freedom of Information
delivery for RAF the facility on August 1. place at Culdrose’s training 2020 when three jets are (FoI) request from the Drone
BAE Systems reported RPA testers at 700X NAS airfield at Predannack. scheduled to be delivered. Wars UK organisation.
handover of the final Royal Navy personnel from UK contracts 17 F-35Bs Lot 13 will provide six aircraft The first, ZZ201, crashed
Typhoon for the RAF on 700X Naval Air Squadron The latest US Lightning in 2021, while eight more will on landing on October 17,
September 27, completing recently returned from II block buy includes follow under Lot 14 in 2022. 2015 after an undercarriage
orders for the service. A training on AeroVironment 17 F-35B aircraft for MOD reveals collapse and was withdrawn
ceremony was held at the Puma and Wasp remotely the UK. The US$34bn Reaper accidents from use. On August
company’s final assembly piloted aircraft (RPA) at contract was finalised by The UK Ministry of Defence 16, 2016, ZZ205 overran
facility at Warton to mark Huntsville, Alabama and the US Department of has disclosed the crashes the runway at a base
the milestone delivery will continue their work Defense and Lockheed of two MQ-9A Reaper in the Middle East and
of the Tranche 3 aircraft, at Royal Naval Air Station Martin on October 29. remotely piloted aircraft was damaged. It’s now
FGR4 ZK437 (BS153), which Culdrose, Cornwall. The UK will begin to receive since 2015, in response to awaiting repair in the US.

www.Key.Aero #381 December 2019 // 9

08-09 UKNews AFM Dec2019.indd 9 11/11/2019 12:43:57

 Exercise
Report
Wildcats
play Baccarat
T
he Armée de Terre’s
(French Army’s) 4e
Brigade d’Aérocombat (4e
BAC, 4th Air Combat Brigade) –
headquartered in Clermont-Ferrand
in central France – organised the
large-scale Baccarat exercise for the
third time from September 16-26.
In all, more than 2,200 personnel,
60 helicopters and 80 armoured
vehicles were involved in an area
measuring 186 miles (300km) from
west to east and 93 miles (150km)
north to south. Several airfields
were used, but Étain and Séchault
were the main focuses of activity.
Commanding officer of the
AAC hunter-killer team: Wildcat AH1 ZZ407 and Apache AH1 ZJ221. The
Wildcat is increasingly supporting the Apache in a reconnaissance role and
providing intelligence to commanders on the battlefield. All photos Oliver Jonischkeit
10 // December 2019 #381
10-11 Baccarat AFM Dec2019.indd 10
Baccarat 2019
4e BAC, General Frédéric Gout
was in charge of the overall
operations and was assisted
by a Spanish lieutenant colonel
who headed up the international
helicopter battalion.
Ground troops for the
multinational exercise came
from France, Spain and the
Spanish Legion. They practised
together with helicopters from
France, Spain, the RAF and
the British Army’s aviation arm,
the Army Air Corps (AAC), as
the manoeuvres progressed
eastwards from exercise areas
around Rheims to the River
Rhine on the German border.
The French Army sent
helicopters from its three
combat helicopter regiments:
1er Régiment d’Hélicoptères de
Combat (1er RHC), 3e RHC and 5e
RHC, home-based in Phalsbourg,
Étain and Pau, respectively.
The Spanish Army brought two
CH-47Ds from the Batallón de
Helicópteros de Transporte V
(BHELTRA V, Transport Helicopter
Battalion 5) at Colmenar Viejo,
three NH90 TTHs from the Batallón
de Helicópteros de Maniobra III
(BHELMA III, Airmobile Helicopter
Battalion 3) at Logroño and three
For the first time,
the British Army
Air Corps joined an
exercise in France
with both Wildcats
and Apaches. Oliver
Jonischkeit reports
from the northeast of
the country.
Tigre HADs from the Batallón
de Helicópteros de Ataque I
(BHELA I, Attack Helicopter
Battalion 1) at Almagro.
The AAC participated with
eight Apache AH1s from 662 and
663 Squadrons of 3 Regiment
in Wattisham, Suffolk, and
two Wildcat AH1 helicopters
from 661 Squadron at Royal
Naval Air Station Yeovilton,
Somerset. Also taking part was
a pair of RAF Chinooks from
RAF Odiham, Hampshire.
In preparation for the
manoeuvres, the Wildcats practised
with the Apaches in Wattisham
www.Key.Aero
08/11/2019 12:33:21

for one week. The types also
took part in a three-month
deployment to Estonia earlier
this year that helped develop
their tactics and procedures
when operating together.
While each AAC squadron
has its own aircraft, for a
large-scale exercise like this
the regiment pooled aircraft
and personnel together.
A small AAC detachment of 15
engineers, signallers and ground
crew was permanently based
in Séchault for the first week of
the exercise before moving to
Étain for the second week; the 20
www.Key.Aero
10-11 Baccarat AFM Dec2019.indd 11
pilots involved flew from the UK.
The exercise area could be
adequately covered by just four
Apaches, which performed
missions in groups together with
a single Wildcat. Divided into two
groups, the British helicopters
performed three missions each.
A pilot of 3 Regiment explained:
“Because of the nature of this
mission we didn’t want to put
all the aircraft in there at once
– we call it a ‘relief in place’.”
In the chosen scenario, a highly
mobile enemy force from a
secessionist region was centred
in the Champagne-Ardennes area.
Above: An Army Air Corps Wildcat
gunner in front of his mount, Wildcat
AH1 ZZ383. The aircraft can carry a
Browning M3M 0.5in calibre pintle-
mounted machine or a 0.3in calibre
General Purpose Machine Gun (GPMG).
Right: The helicopters arrived from the
UK after a three-hour flight, before being
topped up by the French refuelling crew
and then immediately embarking on
Baccarat missions. Below: Apache AH1
ZJ193 carries a pod for CRV7 rockets
as well as a Collective Training Missile
pod on the stub wing. The CTM pod can
generate targets for engagement, as well
as simulating hits to the aircraft itself.
Friendly troops and equipment
were built up east of Rheims to
regain control of the region. At
its peak, the defending forces
could call upon 1,500 soldiers,
as well as the 60 helicopters.
AAC teamwork
Working together, the Wildcat
first located the targets and
then handed them over to the
Apaches. In this way the attack
helicopters could increase the
time spent on the range from
two hours to almost four.
The Apaches flew only ‘dry’
attacks during the exercise
and simulated Hellfire missile
launches with the aid of the
Collective Training Missile (CTM)
pod, which is able to simulate all
the aircraft’s weapon systems.
While the British Army Wildcat is
now fully operational, the service
is increasingly looking at ways
of employing the type together
with the Apache. The two types
complement each other – the
Wildcat being able to conduct
the fight and make full use of its
long-range sensors, while the
Apache has the ability to strike
with a range of weapons.
During Baccarat, a Wildcat
would identify the ‘enemy’, send
a target file to the Apache and
then designate the target with
a laser for the Hellfire missile.
Meanwhile, the Apache could
remain at low level in the terrain
to reduce its risk of exposure.
As well as the Wildcats’ sensors,
an up-to-date picture of the
battlefield was provided by
traditional human intelligence
(HUMINT) missions carried out by
helicopter crews and recce teams,
some of which were transported
by British or Spanish Chinooks. AFM
#381 December 2019 // 11
08/11/2019 12:45:36
 NEWS
RNLAF F-35A arrives
in the Netherlands
Flown by Lt Col Ian ‘Gladys’ Knight, commander of 322 Squadron, F-35A F-009 performs a high-speed pass upon its arrival at
Leeuwarden. Kees van der Mark
THE FIRST Netherlands-
based F-35A arrived at
Leeuwarden Air Base
on October 31 when the
ninth example built for the
Koninklijke Luchtmacht
(Royal Netherlands Air
Force, RNLAF), F-009 (AN-
09, FMS 17-5308), touched
down. Among dignitaries
present at the base were
Minister of Defence Ank
Bijleveld, State Secretary
for Defence Barbara Visser
and RNLAF commander
Lt Gen Dennis Luyt.
Final Luftwaffe Eurofighter… for now
THE LATEST, and currently
the last, Eurofighter on order
for the Luftwaffe completed
its maiden flight at Airbus
Defence and Space facilities
in Manching, Bavaria, on
October 28. The single-
seat jet, 31+53 (GS0113),
is the final Tranche 3A
aircraft for the service.
Germany ordered 112
single-seater Eurofighters,
excluding nine Tranche 1
aircraft that were diverted
to Austria and replaced
with new-build examples.
In addition, 30 two-
seaters were ordered.
The Luftwaffe received
32 aircraft from Tranche 1,
the last of which, 30+42,
was delivered to Neuburg
on March 20, 2008. There
followed 79 Tranche 2 jets,
while 31+53 is the last of 30
Tranche 3A jets that will be
delivered (Germany having
decided not to procure its
38 Tranche 3B aircraft).
Two single-seat EF2000s
collided on June 24 this
12 // December 2019 #381
12-15 EuropeNews AFM Dec2019.indd 12
Continental Europe
Serial F-009 was the
initial Dutch F-35A built
at the Final Assembly and
Check-Out (FACO) facility
in Cameri, Italy, and first
flew on September 9. The
first eight RNLAF jets were
built by Lockheed Martin
in Fort Worth, Texas, and
are all permanently based
in the US. No 323 Test and
Evaluation Squadron (TES)
at Edwards Air Force Base,
California, operates two
F-35As (F-001, FMS 09-5008
and F-002, FMS 10-5019)
year with the loss of both
aircraft and one pilot.
Airbus confirmed recently
that the German government
plans to replace its entire
fleet of Tranche 1 Eurofighters
under Project Quadriga.
The company said it was
close to signing a contract
with Berlin to replace the
Single-seat Eurofighter 31+53
(GS0113), the final Luftwaffe
Tranche 3A aircraft, at
Manching on October 28.
Dr Andreas Zeitler
delivered in 2013, primarily
for use in the multinational
F-35 Initial Operational Test
and Evaluation (IOT&E)
effort. The six other jets
(F-003 to F-008, FMS
17-5302 to 17-5307), delivered
between February and May
this year, are assigned to
the Nederlands Opleiding
Detachement F-35 (NODF-
35, Netherlands F-35 Training
Detachment) and flown by
the 308th Fighter Squadron
at Luke AFB, Arizona, for
pilot training. The final 29
Tranche 1 jets with new-build
Tranche 3 platforms fitted
with active electronically
scanned array (AESA) radar
and updated software.
Meanwhile, Eurofighter
is also in the running to
replace the Luftwaffe’s
85-strong Tornado IDS/ECR
fleet, and Airbus recently
of the 37 F-35s ordered so
far will be built in Italy. A
second aircraft (F-010) will
arrive at Leeuwarden before
the end of the year, after
which the Cameri FACO will
deliver eight F-35As to the
RNLAF annually, beginning
with F-011 in April/May.
The Dutch government
confirmed on October 8 that
it will acquire a further nine
F-35As next year, bringing
the total to 46. At least one
more follow-on order is
expected. Kees van der Mark
announced a proposal for a
new variant of the fighter to
succeed the Tornado ECR
in the suppression of enemy
air defences (SEAD) role.
This would be equipped
with a pair of underwing
escort jammer pods, wingtip
emitter locator stations and
MBDA’s SPEAR-EW weapon.
First two
upgraded
ATL2s
delivered to
French Navy
THE MARINE Nationale
(French Navy) has received
the first two Atlantique 2
(ATL 2) maritime patrol
aircraft to be upgraded to
Standard 6 configuration.
Transfer of the two aircraft
was authorised by the
Direction générale de
l’armement (DGA, France’s
defence procurement
agency) this summer and
announced by the defence
ministry on October 24.
The prototype and the first
series aircraft arrived at
Lann-Bihoué on July 18 and
August 27 respectively in
their final software version.
A total of 18 of the 22 ATL
2s operated by Flottilles
21F and 23F at Lann-
Bihoué will be modernised
to Standard 6 under a
contract signed in October
2013, allowing them to
serve until at least 2030.
Upgraded equipment
includes a Searchmaster
active electronically
scanned array (AESA)
radar in place of the
previous Iguane, Thales
acoustic subsystem,
Dassault Aviation
navigation console and
new workstations for the
tactical display subsystem.
The latter system is able to
operate more sonobuoys
than its predecessor and
scan a broader range of
frequencies. The Wescam
MX-20 electro-optical turret
is now also fully integrated.
Dassault will upgrade
a further five aircraft by
2023, while the remaining
11 will be modernised by
the defence ministry’s
own aviation workshops.
www.Key.Aero
11/11/2019 13:56:51

First RNLAF
KDC-10
withdrawn
Stephan de Bruijn
First NH90 Sea Lion
delivered to Germany
AIRBUS HELICOPTERS
has handed over the first
of 18 NH90 Sea Lion naval
multi-role helicopters to the
Bundesamt für Ausrüstung,
Informationstechnik und
Nutzung der Bundeswehr
(BAAINBw, Federal Office
of Bundeswehr Equipment,
Information Technology
and In-Service Support).
The initial aircraft, 79+54
(NGEN04), was delivered
to the Deutsche Marine
(German Navy) at the
company’s Donauwörth
Latest Norwegian NH90 delivered New Hips for Serbia
Norwegian NH90 NFH serial 358, carrying Kystvakt (coast guard) titles and destined to join 337
Skvadron, takes off from De Kooy on September 30 after a weekend stop while on delivery to
Bardufoss. Kees van der Mark
THE PENULTIMATE NH90
NATO Frigate Helicopter
(NFH) for the Forsvaret
(Norwegian Armed Forces),
serial 358 (c/n 1358,
NNWN13), was delivered
from Leonardo Helicopters’
facility in Tessera, Italy,
on September 27. The
helicopter arrived at De
Kooy Naval Air Station in
the Netherlands later that
day. After a weekend stop, it
continued its delivery flight
to Norway on September 30.
www.Key.Aero
12-15 EuropeNews AFM Dec2019.indd 13
facility in Bavaria on
October 24 and another
two will follow before
the end of the year.
The Sea Lion was selected
as the successor to the Sea
King in March 2013 and a
corresponding contract was
signed in June 2015. All
18 should be received by
2022, replacing the fleet of
21 Sea King Mk41s used by
Marinefliegergeschwader
5 (MFG 5) at Nordholz in
the search and rescue and
troop transport roles.
Norway ordered 14 NH90
NFHs in November 2001,
including eight for search
and rescue and fisheries
inspection operated on
behalf of the coast guard
and six for anti-submarine
warfare used for the navy.
The first arrived in Norway
in December 2011 and 11
have been delivered to date.
Another two remain with
the manufacturer for trials.
Norway now expects to
conclude the introduction
Deutsche Marine
Germany has also selected
an undisclosed number of
additional NH90 Multi-Role
of the NH90s in 2022 and
have all helicopters fully
operational by 2025.
The NH90s are flown by
two Luftforsvaret (Royal
Norwegian Air Force,
RNoAF) squadrons. No 334
Skvadron operates NH90s
from Bardufoss air base
and Haakonsvern naval
base in support of the navy.
Also at Bardufoss, 337
Skvadron is tasked with
support flights for the coast
guard. Kees van der Mark
Subscribe to www.key.aero for breaking news stories.
Email the news team at edafm@keypublishing.com
THE KONINKLIJKE
Luchtmacht (Royal
Netherlands Air Force, RNLAF)
completed a final mission
with KDC-10 serial T-264 Prins
Bernard on November 1. The
tanker-transport, operated by
334 Squadron at Eindhoven
Air Base, was officially
withdrawn from service,
but sister aircraft T-235 will
continue to operate until 2021.
Both KDC-10s will ultimately
make way for the eight A330
Multi-Role Tanker Transports
(MRTT) being acquired
under the Multinational
MRTT Fleet (MMF) – see
also Intel Report, p30-34.
Serial T-264 departed
for the US on November
4 where it will continue
to fly with Omega Aerial
Frigate Helicopters (MRFH)
to replace its fleet of 22 Sea
Lynx Mk88A anti-submarine
Above: Serial 12493 is one of the Serbian Air Force and Air
Defence’s three newly acquired Mi-17V-5s. Dimitrije Ostojić
THE RATNO
vazduhoplovstvo i
protivvazduhoplovna
odbrana (RV i PVO,
Serbian Air Force and Air
Defence) took delivery
of three new Mi-17V-5
helicopters at Batajnica air
base on October 16. The
Hips arrived in Serbia on
board a Russian An-124
transport. The same day,
the second of five H145M
helicopters contracted for
the RV i PVO was ferry-
flown from Germany.
Two previous Mi-17V-5s,
serials 12491 and 12492,
have served with the 890.
Refueling Services (OARS);
T-235 will follow in 2021.
The KDC-10s will provide
the contractor with a new
boom refuelling capability.
Built by McDonnell
Douglas as a DC-10-30 at
Long Beach, California,
for Martinair Holland, c/n
46985/264 was delivered as
PH-MBT in December 1978.
Through the years, Martinair
leased the aircraft for short
periods to airlines including
Garuda Indonesia, Qantas,
KLM and World Airways.
The aircraft was sold to the
RNLAF as T-264 in July 1992
and modified for military
use as a tanker/transport.
It had been flown by 334
Squadron since September
1995. Stephan de Bruijn
warfare rotorcraft. Deliveries
of the new batch of NH90s
will begin in 2025.
mešovita helikopterska
eskadrila (890th Mixed
Helicopter Squadron)
since July 2016, in basic
unarmed configuration.
The three new helicopters,
serials 12493, 12494 and
12495, are in combat
configuration with four
external hardpoints,
ASO-2V flare dispensers
and armour around the
cabin and engines.
Serials 12494 and 12495
are additionally equipped
with clamshell cargo
doors that can be removed
for paratrooper training.
Aleksandar Radić
#381 December 2019 // 13
11/11/2019 13:56:59
 NEWS
‘Carbon Warrior’ Eurofighter
Eurofighter 31+18 ‘Carbon Warrior’ at Neuburg in mid-October. Mathias Grägel
THE LUFTWAFFE’S
Taktisches
Luftwaffengeschwader 73
(TaktLwG 73) ‘Steinhoff’,
based at Laage, has revealed
Three more ATR 72MPs
for Guardia di Finanza
Still in Avianca colours, ATR 72-600MP, wearing the experimental registration CSX62311, lands
at Turin-Caselle on October 7, after a test flight that lasted almost three hours. Marco Rossi
Anniversary markings for Norwegian F-35A
THIS LUFTFORSVARET
(Royal Norwegian Air
Force, RNoAF) F-35A
recently received special
14 // December 2019 #381
12-15 EuropeNews AFM Dec2019.indd 14
Continental Europe
a new special scheme on
Eurofighter 31+18 (AS011),
to mark the 15th anniversary
of the type in service
with the German air arm.
markings on the outside
of the nose gear door to
celebrate the air arm’s
75th anniversary this year.
TaktLwG 73 was the first
operator, receiving its initial
aircraft in 2004. Known as
‘Carbon Warrior’, this is
different to previous special-
As well as the Norwegian
flag, the markings on serial
5146 (AM-06, FMS 15-5146)
include the word ‘Litago’
schemed aircraft in having
not been painted at all.
Instead the aircraft was foil-
wrapped by base personnel
with support from a private
LEONARDO HAS secured
a contract worth over
€150m to supply Italy’s
Guardia di Finanza (GdF,
Financial Guard) with
another three ATR 72MP
maritime patrol aircraft, plus
logistic support services.
The October 9 agreement
brings the total number
of ATR 72MPs ordered
by the service to four.
The initial deal – worth
around €44m – was
signed in July 2018, and
the first aircraft should be
delivered by the end of
this year; the remaining
– apparently a reference
to a popular chocolate-
flavoured milk brand.
The jet is one of seven
company. The aircraft
has been confirmed to
attend the Bundeswehr
Day next June 13, to be
held at its home base.
three units are expected
to be supplied by 2022.
The first aircraft utilises
an ATR 72-600 airframe
originally ordered by
Avianca Argentina as
LV-GUI, but which
never entered service
with the airline.
On October 5 last year it
was ferried to Leonardo’s
main assembly and test
facility at Turin-Caselle,
Italy, to be converted for
the maritime patrol role
and it made its first flight
in the new configuration
last September 23.
Nate Leong
operated by the 62nd
Fighter Squadron at
Luke Air Force Base,
Arizona, for training.
www.Key.Aero
11/11/2019 13:57:05

THE LUFTWAFFE’S
Lufttransportgeschwader 63
(LTG 63, Air Transport Wing
63) has prepared a specially
painted C-160D to celebrate
400,000 flight hours for the
type with the wing stationed
at Hohn in northern Germany.
The milestone was achieved
on August 26 and celebrations
took place at the base on
September 18. Transall 50+72
was decorated with special
markings for the event. The
first Transall touched down at
Hohn on June 13, 1968 and LTG
63 will continue operations
with the type until the end of
2021. The wing operates ten
Transalls; two of these are
deployed to Niamey in Mali,
of which one is in a medical
evacuation configuration.
Aviocar TR.12D-81 ‘72-24’ at Getafe on October 11. It was one of 76 military aircraft to participate
in the National Day parade over Madrid alongside the SVA’s civilian-registered AS365N3
Dauphins. Roberto Yáñez
SIAI-MARCHETTI S208M
MM62007 ‘60-43’ heads a
line-up of specially marked
aircraft of the Aeronautica
Militare’s (Italian Air Force’s)
60° Stormo (60th Wing),
based at the historic Guidonia
air base, on the outskirts
of Rome. The unit’s work
includes providing air
experience flights during
Corsi di Cultura Aeronautica
(aeronautical culture courses)
for high-school students.
During the final session of
the year five S208Ms were
deployed to the airfield at
Thiene, near Vicenza in the
Veneto region, the birthplace
of the pioneering aviator
Arturo Ferrarin. While serving
In Brief
French Navy to acquire
Advanced Hawkeye
The French defence ministry
has confirmed plans to
replace its three E-2C
airborne early warning and
control aircraft with a similar
number of E-2Ds. An order
for the Advanced Hawkeyes
is expected next year, as is
a contract for seven Falcon
2000LXS Albatros maritime
surveillance aircraft to
replace the Guardian and
www.Key.Aero
12-15 EuropeNews AFM Dec2019.indd 15
Transall landmark for
Lufttransportgeschwader 63
as a lieutenant with the Italian
Air Force, Ferrarin, together
with his colleague Guido
Masiero, completed the 4,970-
mile (8,000km) flight from
Rome to Tokyo in 109 flying
hours between February 14
and May 31, 1920. The two
pilots flew Ansaldo SVA 9
two-seat biplanes, each
carrying his own engineer. For
the two-week deployment to
Thiene, beginning on October
17, the five S208Ms received
celebratory stickers on the
tailfins to commemorate next
year’s centenary of the flight.
These feature the face and
signature of Ferrarin on a
background of the Italian and
Japanese national colours.
Falcon 50 used in this role.
Black Hawks
cleared for Croatia
The US State Department
has approved the sale of two
UH-60M utility helicopters
to Croatia, adding to the pair
already set to be donated by
the US government next year.
Announced on October 30,
the potential Foreign Military
Sale is worth US$115m.
Belgian Lightning II
training at Luke AFB
60° Stormo remembers epic flight
The Secretary of the US Air
Force Barbara Barrett has
selected Luke Air Force Base,
Arizona, as the candidate
to host the Belgian F-35A
Foreign Military Sales Formal
Training Unit, for up to seven
years, starting in 2023. A
site survey will be competed
at the base later this year.
Lithuania selects UH-60M
Lithuania’s defence ministry
has chosen the UH-60M to
replace its Soviet-era Mi-8
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Email the news team at edafm@keypublishing.com
Rare Spanish customs
Aviocar on show
FOR THE first and perhaps
the last time, one of the C212
Aviocars operated by the
Ejército del Aire (Spanish
Air Force) on behalf of
the Servicio de Vigilancia
Aduanera (SVA, Customs
Surveillance Service)
participated in the National
Day parade over Madrid
on October 12. Aviocar
TR.12D-81 ‘72-24’ was part of
a four-ship Ala 72 formation,
also comprising transports
T.12B-62 ‘72-62’, T.12B-63
helicopters. Six Black Hawks
are due to replace the three
Hips and three AS365N3+
Dauphins mainly used for
search and rescue. A letter
of offer and acceptance
is expected to be signed
by the end of next year,
leading to initial deliveries
by the end of 2024.
Revised RfQ for HX
fighter programme
The Finnish Defence Forces
issued a revised request for
Marcus Fülber
‘72-63’ and T.12B-71 ‘72-
71’, all displaying the new
registration system adopted
by the air force. Ala 72 is the
last Spanish unit operating
the veteran CASA before
its impending retirement,
using the type mainly for
paratrooper training and light
transport. In addition, a few
customs aircraft are operated
by the unit for coastal patrol
and are easily distinguishable
by their white, blue and
grey livery. Roberto Yáñez
Daniele Mattiuzzo
quotation (RfQ) for the HX
fighter programme on October
31. The defence ministry sent
the revised call for tenders
to Dassault Aviation (Rafale),
Eurofighter (Typhoon), Boeing
(F/A-18E/F), Lockheed Martin
(F-35A) and Saab (Gripen
E/F) and confirmed a price
cap of €10bn (US$11.15bn).
Responses are to be
submitted by January 31,
leading to a final decision
on the platform in 2021.
#381 December 2019 // 15
11/11/2019 13:57:08
 NEWS
US uses Kobani Landing
Zone to aid withdrawal
A Tunner 60K Aircraft Cargo Loader shifting ammunition onto USAF/437th Airlift Wing C-17A 09-
9212 at the austere Kobani Landing Zone (KLZ) in northern Syria on October 21 as part of the
withdrawal of US forces from the region. USAF/Staff Sgt Joshua Hammock
IN LATE October, USAF
C-17As were being used to
facilitate the withdrawal of
US forces from northern
Syria, following President
Donald Trump’s October
6 order to pull out of the
northeast of the country.
For this purpose, the US
has kept open the Kobani
Landing Zone (KLZ), located
near the city of Kobani
(officially Ayn al-Arab) in
the Aleppo governorate, 90
miles (145km) north of Raqqa
and immediately south of
Syria’s northern border with
Turkey. Images released
by the US Department of
Defense (DoD) show C-17As
being loaded with equipment
at KLZ on October 23 and
25. These included various
Mine-Resistant Ambush
Protected vehicles, four-
wheel-drive pick-ups,
containers and pallets of
ammunition. The landing
strip was due to remain in
use until all necessary troops
‘Triple Nickel’
F-16s deploy
to Al Udeid
AS PART of US plans to
boost its current air power
assets in the Middle East,
an unspecified number of
USAF F-16Cs have been
deployed to Al Udeid Air
Base, Qatar. The aircraft are
from the 31st Fighter Wing’s
555th Fighter Squadron
‘Triple Nickel’ at Aviano Air
Base, Italy. The unit’s F-16s
departed from Aviano for
Al Udeid on October 28
to participate in ongoing
combat operations in support
of US Central Command’s
379th Air Expeditionary Wing.
16 // December 2019 #381
16-18 NAmericaNews AFM Dec2019.indd 16
North America
and equipment had been
removed from the country.
The austere airstrip at KLZ
was built from scratch by
US forces in 2016, when the
621st Contingency Response
Group laid a runway with
a crushed rock surface
to permit C-130 landings.
This enabled the US to
bring troops closer to the
fighting during the retaking
of Raqqa from so-called
Islamic State. The airstrip
initially saw limited use, due
to the condition of its runway
surface, but in 2017 the 621st
returned and upgraded it to
enable it to take any type
of aircraft operated by the
DoD, including the C-17A.
The controversial
withdrawal left the way
open for Turkey to begin
its offensive into northeast
Syria, which begin on
October 9 with Turkish Air
Force strikes on Syrian
border towns, beginning
what Turkey has named
Above: Airmen prepare USAF F-16C 89-2152 ‘AV’ of the 31st Fighter Wing/555th Fighter Squadron
‘Triple Nickel’ for departure from Aviano on October 28, for a deployment to Al Udeid AB. USAF/
Airman 1st Class Caleb House
Another USAF F-16 unit
deployed to support Central
Command operations has
been the 20th Fighter Wing’s
Operation Peace Spring.
Despite the US withdrawal
of the bulk of its troops,
in a slight reversal, US
Defense Secretary Mark
Esper announced at a press
conference at the conclusion
of NATO meetings in
Brussels on October 25 that
not all US personnel would
be leaving Syria. Esper
said the US will maintain
a presence at the Al-Tanf
garrison. He continued: “We
are also considering how we
might reposition forces in the
area in order to ensure the
oil fields. We are reinforcing
that position, and it will
include some mechanised
forces and I am not going
to get into details. The
United States will maintain
a reduced presence in Syria
to deny ISIS access to oil
revenue as we reposition
for the next phase of the
Defeat-ISIS campaign.”
This was confirmed by
images released later by the
79th Fighter Squadron
‘Tigers’ from Shaw Air Force
Base, South Carolina. The
Squadron’s F-16Cs arrived at
US DoD, showing a USAF
C-17A in northern Syria on
November 1 unloading M2A2
Bradley infantry fighting
vehicles from the US Army’s
4th Battalion, 118th Infantry
Regiment, 30th Armored
Brigade Combat Team, North
Carolina Army National
Guard, attached to the 218th
Maneuver Enhancement
Brigade, South Carolina
Army National Guard. The
location of the airstrip
used was not revealed,
but informed sources
indicate it was Jabal Ghul,
18 miles (30km) northwest
of Hasakah, the capital of
the Al-Hasakah governate
in the extreme northeast
of Syria. The mechanised
infantry will support
Combined Joint Task Force-
Operation Inherent Resolve
(CJTF-OIR) and partner
with Syrian Democratic
Forces to deny IS access
to critical infrastructure in
eastern Syria. Dave Allport
Bagram Air Base, Afghanistan,
on October 25 to join the
455th Air Expeditionary
Wing. Dave Allport
E-8C JSTARS
completes
CENTCOM
mission
AFTER 18 years in
theatre, the USAF’s E-8C
Joint Surveillance Target
Attack Radar System
(JSTARS) has departed
the US Central Command
(CENTCOM) area of
responsibility. The second
longest deployment in the
service’s history came to
an end on October 1 with
the completion of the final
sortie from Al Udeid Air
Base, Qatar. The mission
was flown by Col Konata
Crumbly, 116th Air Control
Wing (ACW) commander.
JSTARS had been
continually deployed
to the CENTCOM area
of responsibility since
November 2001. In the
process, the aircraft flew
10,938 sorties, equivalent
to 114,426.6 combat
flying hours in support of
operations in the Middle
East and Southwest Asia
that included Enduring
Freedom, Iraqi Freedom,
Freedom’s Sentinel
and Inherent Resolve.
Team JSTARS was
established at Robins
Air Force Base, Georgia,
on October 1, 2002, as
the air force’s first ‘total
force initiative’ wing. It
comprises the Georgia
Air National Guard’s
116th ACW, Air Combat
Command’s 461st ACW,
and the active-duty Army
Intelligence and Security
Command’s 138th Military
Intelligence Company.
www.Key.Aero
11/11/2019 16:47:06

US Army’s latest Atlantic Resolve aviation rotation
A US Army combat aviation
brigade (CAB) rotation took
place in October between the
outgoing 1st CAB stationed at
Marshall Army Airfield, Kansas,
and the incoming 3rd CAB
from Hunter Army Airfield,
Georgia. The deployment of
the 3rd CAB to Europe was
announced by the US Army on
August 16. Simultaneously, the
2nd Armored Brigade Combat
Team (ABCT) based at Fort
Hood, Texas, arrived in Europe.
NATO host nation support
was provided by Belgium
(the port of Zeebrugge
and Chièvres air base) and
Greece (port of Volos) for the
incoming and the Netherlands
(Eindhoven AB and the port
of Rotterdam) for the outgoing
aviation rotation. A transfer of
authority between both CABs
Final RFP for USAF’s new light
attack aircraft
USAF Capt Matthew Clayton, an 81st Fighter Squadron instructor pilot, flies an A-29 over Moody
Air Force Base, Georgia. Currently, the 81st FS is the only A-29 squadron in the air force, but
more examples of the type will be added to the inventory at Hurlburt Field. USAF/Senior Airman
Ryan Callaghan
‘Panthers’ Strike Eagles US Navy C-40 deliveries complete
arrive at Al Dhafra
Above: USAF F-15Es from the 494th Fighter Squadron taxi to
park on their arrival at Al Dhafra Air Base, United Arab Emirates.
USAF/Tech Sgt Kat Justen
AIR COMBAT Command
announced that USAF F-15Es
from the 494th Fighter
Squadron ‘Panthers’ arrived
at Al Dhafra Air Base, United
Arab Emirates on October
18. The Strike Eagles were
deployed by the squadron’s
parent 48th Fighter Wing at
www.Key.Aero
16-18 NAmericaNews AFM Dec2019.indd 17
took place on November 1.
American Roll-on Roll-off
Carrier (ARC) ship Endurance
transported the 3rd CAB
helicopters, vehicles and other
equipment from Savannah,
Georgia, and arrived at
Zeebrugge on October 14.
AH-64D 09-05602 of the 3rd Squadron, 17th Cavalry Regiment ‘Blackjack’ at Zeebrugge on October 16. Manolito Jaarsma
RAF Lakenheath, Suffolk.
The jets join a variety of
aircraft at Al Dhafra that
includes additional F-15Es
(from Seymour Johnson Air
Force Base, North Carolina),
KC-10s, E-3s, U-2s and
RQ-4s to support ongoing
operations in the region.
Unloading began the next
day. The vessel offloaded
37 helicopters in Zeebrugge
and then continued to Volos
in Greece to deliver the
remaining 80 helicopters.
Normal composition of a
CAB consists of an attack
US NAVAL Air Systems
Command announced the
last two deliveries for the
US Navy’s C-40 fleet after
the Tactical Airlift Program
Office (PMA-207) took
delivery of the service’s
16th aircraft in June and
17th aircraft on September
26. The navy’s latest C-40A
will be assigned to the
US Naval Reserve’s Fleet
Logistics Support Squadron
57 (VR-57) ‘Conquistadors’
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Email the news team at edafm@keypublishing.com
reconnaissance battalion
(ARB), an assault helicopter
battalion (AHB), a general
support aviation battalion
(GSAB) and a squadron
from a cavalry regiment
(CAV). The battalions are
equipped with the AH-64D/E
THE USAF released final
requests for proposal (RfP) for
a limited number of Textron
Aviation AT-6 Wolverine and
Sierra Nevada Corporation/
Embraer Defense & Security
A-29 Super Tucano aircraft on
October 24. According to a
statement from the Secretary
of the Air Force Barbara
Barrett, the service plans
to purchase “two to three”
light attack aircraft from each
manufacturer to support the
National Defense Strategy’s
focus on “building allies and
partner capacity, capability
and interoperability via
training and experimentation”.
The Super Tucanos
will be operated by Air
Force Special Operations
at Naval Air Station North
Island, California.
As well as completing its
current planned aircraft
procurements, the US
Navy’s Clipper fleet added
a sixth squadron recently,
when VR-51 ‘Windjammers’
received two C-40s at
Marine Corps Air Station
Kaneohe Bay, Hawaii.
The squadron became
fully operational in October,
following receipt of its ‘safe
An aircraft handler directs a C-40A Clipper on the flight line at
Naval Air Station Fort Worth Joint Reserve Base, Texas, in July.
US Navy/Mass Communication Specialist 1st Class Jose R Jaen
(ARB, CAV), UH-60M (AHB)
and UH-60L, HH-60M
and CH-47F (GSAB). The
cavalry squadrons also fly
the AH-64D/E, which has
replaced the OH-58D in
the armed reconnaissance
role. Manolito Jaarsma
Command (AFSOC) from
its headquarters at Hurlburt
Field, Florida, to develop an
instructor pilot programme
for the Combat Aviation
Advisory mission, to meet
increased partner nation
requests for light attack
assistance. Meanwhile, the
Wolverines will be flown
by Air Combat Command
at Nellis Air Force Base,
Nevada, for continued testing
and development of frontline
tactics and standards for
exportable, tactical networks
that improve interoperability
with international partners.
Contract award is
expected by the end of the
year for the A-29 and in
early 2020 for the AT-6.
for flight’ certification.
At least one C-40 is always
deployed to US Central
Command (CENTCOM),
US European Command
(EUCOM) and US Pacific
Command (PACOM) areas
of operation and over the
past year, the C-40 fleet
logged 24,374 hours of
flight time, completed
1,555 missions, transported
95,746 passengers and
20,012,934 tons of cargo.
#381 December 2019 // 17
11/11/2019 16:47:12
 NEWS
F-35Bs train en masse with USS America
Above: Thirteen F-35Bs from VMFA-122 arranged on board amphibious assault ship USS ‘America’ during routine operations in the
eastern Pacific on October 8. US Navy/Mass Communication Specialist 3rd Class Chad Swysgood
AT LEAST 13 F-35Bs took
part in a routine period of
training on board the US
Navy’s amphibious assault
ship USS America (LHA
6) in the eastern Pacific in
October. The Lightning IIs
were assigned to Marine
Six F-35s depart Edwards for Nellis
AIR FORCE Materiel
Command announced the
departure of six F-35s from
Edwards Air Force Base,
California in October, as the
jets relocate to Nellis AFB,
23rd Wing ‘heritage
jet’ at Moody AFB
SEEN DURING preparations
for the Thunder over South
Georgia open house at
Moody Air Force Base,
Georgia, A-10C 80-0241 ‘FT’
carries the patches of the
23rd Wing’s three historic
fighter squadrons: the 1st
Pursuit Squadron ‘Adam &
Eve’; 2nd Pursuit Squadron
‘Panda Bears’; and 3rd
Pursuit Squadron ‘Hell’s
18 // December 2019 #381
16-18 NAmericaNews AFM Dec2019.indd 18
North America
Fighter Attack Squadron
122 (VMFA-122) ‘Flying
Leathernecks’, part of the
3rd Marine Aircraft Wing, I
Marine Expeditionary Force.
The deployment involved
the largest number of
F-35s ever put to sea.
Nevada to continue initial
operational testing. The
move came after Edwards-
based 31st Test and
Evaluation Squadron (TES)
completed their portion of
Angels’ on a tail painted in
the Thunderbolt II’s early
‘European One’ camouflage.
The three squadrons of
the wing comprised the
original 1st American
Volunteer Group that flew
P-40s at the beginning
of World War Two in the
Pacific theatre and which
subsequently evolved into
today’s 23rd Fighter Group.
Lt Col John Dirk,
commanding officer, VMFA-
122, explained: “We were
able to sustain a high
sortie rate with a high
condition of readiness,
while interoperating with
multiple ships and aircraft
Initial Operational Test and
Evaluation (IOT&E) of the
Lightning II. The 31st TES,
whose parent unit is the
53rd Wing out of Eglin AFB
in Florida, served as part of
Barksdale
B-52s at
across a range of mission
sets.” Over a two-week
Fairford
period, the USMC Lightning
II detachment tested
sortie rates, deck cycles
USAF B-52Hs from
and multi-ship control as
Barksdale Air Force Base,
part of a joint US Navy-
Louisiana, arrived at RAF
Marine Corps team.
Fairford, Gloucestershire,
for a scheduled bomber
task force deployment
on October 10. The
bombers comprised
60-0025, 60-0006,
the F-35 Joint Operational
60-0024 and 60-0028 of
Test Team. By consolidating
the 20th and 96th Bomb
F-35 test fleets at Nellis, the
Squadrons (BS), using
operational test programme
the callsigns ‘BRIG 01
will be able to launch larger
to 04’. The deployment
numbers of instrumented
by the 2nd Bomb Wing
aircraft. The six F-35s have
(BW) follows a previous
been assigned to the 422nd
deployment of B-52s from
TES at Nellis. Meanwhile,
Barksdale’s 307th BW to
the 31st TES will continue
Fairford in September.
to work on operational test
While in England, the
for legacy bomber as well as
2nd BW Stratofortresses
command and control and
conducted “integration and
intelligence, surveillance
interoperability training”
and reconnaissance
with allies in the region,
(C2ISR) programmes.
according to a Air Force
Left: F-35A 11-5021 ‘OT’ parked Global Strike Command
prior to its final flight out of press release. The
Edwards AFB on October 7. It bombers began to depart
is one of six jets that have been Fairford on November 8,
reassigned to the 422nd Test
but at that point, 60-0024
and Evaluation Squadron at
Nellis. USAF/Giancarlo Casem
was still at the base.
Nate Leong
www.Key.Aero
11/11/2019 17:00:55
 NEWS Russia & CIS Subscribe to www.key.aero for breaking news stories.
Email the news team at edafm@keypublishing.com

Russian Tu-160s visit South Africa

Serial RF-94112/‘04 Red’, named ‘Ivan Yarygin’, was the first of the two Tu-160s to arrive at AFB Waterkloof on October 23. v1 images/Jono Druion
A PAIR of Vozdushno-
Kosmicheskiye Sily
Rossiyskoy Federatsii (VKS,
Russian Aerospace Forces)
Tu-160 strategic bombers
have visited South Africa for
the first time. The Blackjacks
– RF-94112/‘04 Red’ and
RF-94102/‘02 Red’ – landed
at Air Force Base Waterkloof
near Pretoria, escorted
by three South African Air
Force Hawk Mk120s and
a pair of Gripens flying
from AFB Makhado.
The bombers within the
VKS ‘air group’ arrived in
South Africa on October
23 under a bilateral military
co-operation agreement
signed by the respective
defence ministries in 1995
– the visit was timed to
coincide with the first
Russia-Africa summit in the
Black Sea city of Sochi.
Lasting over 12 hours,
the flight from Engels air
base to Waterkloof took
the Tu-160s across the
airspace of seven African
countries and involved
aerial refuelling over the
Caspian Sea. The bombers
were supported by VKS
Il-62 RA-86498 and An-124
RF-82034 which arrived at
Waterkloof on the 22nd.
On October 26, the
two bombers departed
Waterkloof after an official
send-off, landing at O R
Tambo International Airport
near Johannesburg several
hours later. The Blackjacks
then performed a flight over
the Indian Ocean before
refuelling at O R Tambo IAP
and heading back to Russia
the following morning.

Il-76MD-90A programme
makes progress
RUSSIA’S UNITED
Aircraft Corporation (UAC)
announced on October
23 that the Ulyanovsk
Aircraft Manufacturing
Enterprise JSC Aviastar-
SP, a subsidiary of the UAC
Transport Aviation Division,
has completed manufacture
of the next Il-76MD-90A
for the VKS at Ulyanovsk.
The heavy transport has
been transferred to the
flight-testing station to
undergo fuel system tests
prior to its first flight.
The aircraft was the fourth
example built under the 2019
production programme as
part of a contract with the
Russian defence ministry
and is the seventh Il-76MD-
90A overall. It will shortly
join the 235 Voyenno-
Transportnyy Aviatsionnyy
Polk (235 VTAP, 235th
Military Transport Aviation
Regiment), based at
Ulyanovsk. As previously
reported, the sixth aircraft,
RF-78657 (c/n 0202), was
handed over to the VKS at
Ulyanovsk on August 30
– see Sixth Il-76-MD90A
delivered, November, p20.
Separately, UAC announced
on October 18 that a series
of improvements has been
applied to the first prototype
Il-76MD-90A, 78650
(c/n 0102) by Aviastar at
Ulyanovsk and it will shortly
resume joint flight tests.
These modifications followed
analysis of both the first
stage of state tests and the
initial phase of factory flight
tests. Programme director
at Aviastar, Valery Tokarev,
said some equipment and
systems on the aircraft
underwent significant
changes, although he did
not provide more details. Above: The fourth Il-76MD-90A from 2019 production in the
It was also brought up factory at Ulyanovsk, where it was completed and rolled out on
to the latest tactical and October 23. UAC Below: The first prototype Il-76MD-90A, 78650
technical requirements (c/n 0102), being towed out of the Aviastar plant at Ulyanovsk
of the customer. on October 18 after completion of a series of additional
The aircraft has now modifications and upgrades. UAC
been passed to the
flight-test station where
it will resume trials.
After performing factory
flight tests, it will be flown
from Ulyanovsk-Vostochny
International Airport to the
Ilyushin facility at Zhukovsky,
for the second stage of state
joint tests. Dave Allport

Russia may move Su-34 production from Novosibirsk

RUSSIA IS considering ending
military aircraft production
at Novosibirsk. The proposal
would see closure of the
Su-34 production line there,
with the aircraft instead
being manufactured at
the Komsomolsk-on-Amur
Aircraft Plant (KnAAZ). The
proposal was revealed in the
Russian press on October 8.
A 100bn rouble contract
signed in 2012 for 92
Su-34s for the VKS has kept
the Novosibirsk Aircraft
Production Association
(NAPO) ‘V P Chkalov’
plant busy for the last few
years, with an output of
14-16 aircraft annually, but
work is nearing completion.
There are just four more
to be delivered, which will
bring total NAPO Su-34
production to 134. The next
order, expected to be signed
in early 2020, will be for
48 examples. However, the
low volume of production
– only six aircraft per year –
means keeping the NAPO
production line open won’t
be financially viable.
A defence ministry source
told the media that it will
be more cost effective to
produce Su-34s for the
new order at Sukhoi’s
main production site at
KnAAZ, which is currently
manufacturing the Su-35S
and preparing for series
production of the Su-57.
NAPO has delivered Su-34s
to five VKS regiments; most
recently, three jets were
delivered to Chelyabinsk-
Shagol on October 2,
bringing the total there to
24 and completing the full
complement of the resident
21st Composite Aviation
Division’s 2nd Composite
Aviation Regiment (2
SAP). The type is also in
service with the 47 SAP
at Voronezh-Baltimor
(temporarily at Buturlinovka),
277 SAP at Khurba, 559th
Bomber Aviation Regiment
at Morozovsk and the
968th Research Instructor
Composite Aviation
Regiment at Lipetsk.
There would almost certainly
be opposition to closure of the
NAPO factory, and it is likely
that, should Su-34 production
be moved, alternative work
would be found for the
plant. The factory already
manufactures various
structural components for the
Sukhoi SuperJet and Tu-160
bomber, while in the future
it may assemble Okhotnik
UCAVs. Although work on the
previously out-of-production
Tu-160 has been limited, a
January 2018 contract for ten
new-production Tu-160M2s
is bringing further work
to Novosibirsk. This was
confirmed on October 28,
when the United Aircraft
Corporation announced
that NAPO had completed
manufacture of the first two-
engine bay compartment
for the initial aircraft on the
new Tu-160M2 production
line at Tupolev’s Kazan
Aviation Plant ‘S P Gorbunov’,
to where it has now been
delivered. Dave Allport

www.Key.Aero #381 December 2019 // 19

19 RussiaNews AFM Dec2019.indd 19 11/11/2019 10:48:24

 NEWS
Fifty years
of the Yas’ur
Anthony Hershko
THE ISRAELI Air Force (IAF)
has marked a half-century
of operations by its Sikorsky
CH-53 Yas’ur helicopter. The
first CH-53D models arrived
in Israel on October 26,
1969 and joined 114 ‘Night
Leaders’ Squadron, which
had previously operated
the Super Frelon. Today,
the Yas’ur fleet serves with
both the 114th and the 118
‘Night Riders’ Squadron.
A total of 55 CH-53Ds
were eventually delivered, 35
new-build examples being
followed by two ex-Austrian
aircraft and 18 ex-US Marine
Corps aircraft delivered
in two batches. A further
eight ex-USMC examples
were delivered from 1993
for spares recovery and a
further five more in 2013.
Sixteen were lost to attrition.
Examples in service today
include Yas’ur 037, one of the
first to arrive in Israel in 1969.
The helicopter has been
subject to successive
upgrades, including
replacement of the engines,
rotors, cockpit displays and
communication systems. A
batch of 37 existing CH-53D
Yas’urs were upgraded to
Yas’ur 2000 standard during
the late 1990s. An attrition
loss occurred on July 26,
2010 during an exercise in
Romania, resulting in seven
fatalities. Four more were
sold to Mexico from 2005.
From 2008, conversions
to Yas’ur 2025 began.
Today, 22 of these are in
service alongside five of
the earlier Yas’ur 2000
versions. However, a lack
of spare parts means that
items have to be regularly
switched between airframes
to maintain serviceability.
The IAF’s Yas’ur Division
has now exceeded the
10,000 flight-hour limit
originally designated
by the manufacturer.
Talks are currently
under way regarding a
replacement for the Yas’ur,
with the CH-47F and
CH-53K both in the running.
20 // December 2019 #381
20-21 News AFM Dec2019.indd 20
Middle East
Israel’s ‘Air Force One’ takes flight
Israel’s ‘Air Force One’, 4X-ISR
takes off on its maiden
flight. The aircraft has been
officially named ‘Wing of
Zion’. Yissachar Ruas
THE LATEST governmental
transport for the Israeli Air
Force (IAF), Boeing 767-
300ER 4X-ISR (c/n 30186, line
number 796), has completed
its first flight after being
painted in its new livery. First
delivered to Qantas in 2000,
the airliner returned to the air
at Ben-Gurion International
Airport on November 3. Once
First flight for Iran’s Kowsar-88/Yasin
IRAN HAS flown a prototype
of the Iran Aviation Industries
Organization’s (IAIO’s)
Kowsar-88 advanced jet
trainer, now renamed the
Yasin. The maiden flight is
thought to have taken place
on October 15 at the 3rd
Tactical Air Base at Hamadan-
Nojeh. It was formally
unveiled there the following
day during a ceremony
attended by defence minister
Brigadier General Ali Hatami,
commander of the Islamic
Republic of Iran Air Force
(IRIAF) Brigadier General
Aziz Nasirzadeh and vice-
president for science and
technology Sorena Sattari.
Development of the aircraft
by the IAIO’s Aerospace
Research Center had been
under way for many years
and the incomplete prototype
Kuwaiti H225M begins flight testing
AIRBUS HELICOPTERS
announced on October 18
that the first H225Ms for
Kuwait have started flight
testing, ahead of planned
delivery later this year.
Kuwait ordered 30 H225Ms
in August 2016 for use by
the Kuwait Air Force (KAF)
and the Kuwait National
Guard, although the exact
split between the two
services is unconfirmed.
Kuwaiti plans to order 24
H225Ms were announced by
the Elysée Palace in Paris in
June 2015, with the contract
said to be signed “as soon
as possible”. However, it
in service, the 767 will carry
Israeli prime ministers and
presidents on overseas trips.
Acquisition of the aircraft
and refurbishment by Israel
Aerospace Industries (IAI)
reportedly cost US$206m.
The twinjet arrived in
Israel in 2016 after service
with the Australian flag-
carrier as VH-OGV Swan
The Yasin jet trainer, formerly known
as the Kowsar-88, during its maiden
flight from Hamadan. FARS News Agency
was first unveiled in a
ceremony on April 15, 2017,
at the Iranian Helicopter
Support and Renewal
Company’s No 1 Plant
north of Tehran-Mehrabad
International Airport – see
Iran’s Kowsar-88 trainer
unveiled, July 2017, p24.
Although a new design,
The initial Kuwaiti H225 was
seen in production during
2018 and the first completed
aircraft was seen pre-
delivery in August this year.
Airbus Helicopters
was not until August the
following year that a contract
was finally signed, for 30
Hill, after which it was put
into storage in November
2013. New equipment
added by IAI includes
self-defence systems and
secure communications.
The first test flight followed
an earlier runway test
interrupted by a brake
malfunction on the left main
undercarriage on October 31.
it makes much use of
components stripped from
retired IRIAF F-5A/Bs. The
IRIAF reported in 2017
that it plans to acquire 50
production Yasins for use
as advanced jet trainers.
More recently, the IRIAF has
shown interest in using it
as a light attack aircraft for
helicopters, an extra six
having been added to the
original requirement. The
Chinook
deal for UAE
BOEING IS close to selling
the United Arab Emirates
Air Force and Air Defence
ten more Chinooks. During
an interview with US Army
Secretary Ryan McCarthy,
quoted by Bloomberg
News on October 22,
McCarthy said: “I believe
we will be in the position
here very shortly to take the
next step for notification
to Congress” of the
proposed sale to the UAE.
The UAEAF&AD currently
operates 20 CH-47Fs,
operated by Joint Aviation
Command’s 25 Group
and based at Sas Al
Nakheel, Abu Dhabi.
Also in service are eight
Italian-built, former Libyan
CH-47Cs, upgraded
to CH-47C+ standard
before entering service
in 2006. Dave Allport
close air support missions,
although to date there has
been no indication that any
attempt has been made
to weaponise the type.
Service entry is tentatively
set for 2023, although it
remains to be seen whether
it even reaches series
production. Dave Allport
initial delivery was expected
in 29 months, with the final
example after 48 months.
www.Key.Aero
11/11/2019 10:51:38
 NEWS
United
States
donates
Bell 212 to
Uruguay
Above: The new FAU Bell 212
seen at Huntsville, Alabama,
while being refurbished
prior to handover from the
US government. The origin
of the airframe is currently
unclear. FAU
THE US government has
donated a Bell 212 to the
Fuerza Aérea Uruguaya
(FAU, Uruguayan Air Force).
The FAU announced
on October 27 that it
anticipated taking delivery
of the helicopter, valued
at approximately US$3m,
around November 22 at
Huntsville International
Airport, Alabama.
The new aircraft will join
the four FAU Bell 212s
currently operated by
Brigada Aérea 1’s Escuadrón
Aéreo No 5 (Helicópteros)
at Carrasco International
Airport/General Cesáreo
L Berisso (Montevideo-
Canelones). Two of these
are deployed with the
Uruguayan Aviation Unit
(URUAVU) at Bukavu in
the Democratic Republic of
the Congo, supporting the
United Nations Organization
Stabilization Mission in the
Democratic Republic of the
Congo (MONUSCO). After
completion of evaluation by
FAU personnel in the US,
the additional helicopter
was expected to be shipped
to Uruguay at the end
of November, soon after
which it is scheduled
to be deployed to the
DRC to join the URUAVU
detachment. Dave Allport
In Brief
A-Darter missile
formally qualified
Certification authorities from
Brazil and South Africa have
given final approval for the
A-Darter infrared-guided
short-range air-to-air missile.
Joint type certificates were
awarded to the company
www.Key.Aero
20-21 News AFM Dec2019.indd 21
Latin America
Uruguayan Air
Force open
house
THE FUERZA Aérea
Uruguaya (FAU, Uruguayan
Air Force) staged an open
house event at the Escuela
Militar de Aeronáutica
(EMA, Military Aeronautics
School) in Pando city,
Canelones on October 6.
The event provided visitors
with a close look at various
FAU aircraft, with EMA
static exhibits comprising
examples of the Beechcraft
UB-58 Baron, LET L-13
Blaník, Piper PA-18-150
Super Cub and a SIAI-
More Peruvian Frogfoots refurbished
A VISIT to the facilities of the
Servicio de Mantenimiento
de la Fuerza Aérea del Perú
(SEMAN) at Base Aérea Las
Palmas in Lima in October
provided an update on local
Su-25 refurbishment efforts.
Under the programme, ten
of the 18 aircraft received
are to undergo a major
inspection and refurbishment.
A US$32m contract was
signed with Rosoboronexport
in December 2014. Of this,
US$15.5m is allocated for
repair of major assemblies
and accessories, US$8.2m
for new brake parachutes,
spare parts and technical
manuals and US$8.3m for
the overhaul of 20 R-95Sh
engines. This equates to
US$3.2m per aircraft and will
cover six single-seat Su-25s
and four two-seat Su-25UBs.
in Brasília on September
26. The missile has been
integrated, qualified and
cleared for South African JAS
39C/D Gripens and will arm
Brazil’s Gripen E/F fighters.
Chilean Navy Dauphin 2s
may gain tactical mission
The Chilean Navy is
The afternoon of the open house at Pando included an
aerobatic performance by the Escuadrilla Tango team,
comprising four F-260EUs from the EMA. Esteban G Brea
Marchetti F-260EU. The
Escuadrón Aéreo No 3
(Transporte) from Carrasco
provided a C212-300 Aviocar,
which was part of the static
display, as well as delivering
paratroopers and performing
a flypast. The Carrasco-
based Escuadrón Aéreo
No 5 (Helicópteros) was
also present with a UH-1H
that made a search-and-
rescue demonstration.
Other units deployed
were the Dirección
Nacional de Aviación Civil e
Above: Peruvian Air Force Su-25 ‘71’ at SEMAN’s facilities in Las
Palmas. Ian French
The first aircraft to complete
the programme, Su-25 ‘070’
(which took six months),
returned to service in August
last year and a total of three
have now been delivered
(Su-25UBs ‘085’ in March
this year and ‘083’ in August
2019). For the third aircraft,
‘083’, the programme length
was reduced to four months.
considering employing its
fleet of four AS365Fi Dauphin
2s for tactical missions on
board its new-generation
warships. The former Irish Air
Corps rotorcraft are currently
used for utility work but could
be upgraded to complement
the fleet of five seagoing
Subscribe to www.key.aero for breaking news stories.
Email the news team at edafm@keypublishing.com
Infraestructura Aeronáutica
(DINACIA, the country’s
civil aviation and aviation
infrastructure directorate)
with a TB-10 Tobago, the
FAU’s Escuadrón Aéreo No 7
(Observación y Enlace) with
a Cessna U-206H Stationair
and the Escuadrón de Vuelo
Avanzado (EVA, Advanced
Flying Squadron) with a
PC-7U. These types were
all on static display before
making several passes on
departure for their home
units. Esteban G Brea
The fourth aircraft,
Su-25 ‘071’, is currently
being worked on and was
scheduled for delivery in
December. The next aircraft
will be ‘075’, ‘077’, ‘078’,
‘079’, ‘080’ and ‘087’, the
latter two being Su-25UBs.
Currently only one aircraft
is being worked on at
a time. Ian French
AS332F Super Pumas.
Brazilian Air Force
developing cruise missile
The Brazilian Air Force has
revealed a programme to
develop a long-range air-
launched cruise missile, the
MICLA-BR. An air-launched
development of the MTC-300
Argentina
signs contract
for four US
surplus P-3Cs
ARGENTINA IS to acquire
four surplus US Navy P-3Cs
from the US government.
On September 27, the
country’s defence minister,
Oscar Aguad, said that a
purchase agreement has
been concluded for the
aircraft, which will replace
the current Comando de
Aviación Naval (COAN,
Argentine Naval Aviation
Command) fleet of six
P-3Bs, all of which are
now non-operational. The
current Orions require
expensive upgrades
and major structural
refurbishment, including
main spar replacement,
and it was determined that
purchase of newer, second-
hand P-3Cs that have only
recently been retired by the
US Navy would be cheaper.
Negotiations with the US
Navy for the purchase had
been ongoing since 2016.
Aguad said that the
COAN had also considered
purchasing two new
Airbus C295MPAs, but a
number of factors swayed
the decision in favour of
the P-3Cs. These included
easier conversion training,
plus the P-3C’s longer
endurance and greater
weapons payload.
Local media reports say
that the deal stipulates that
the four P-3Cs allocated for
the COAN must not have
been out of active US Navy
service for more than two
years prior to delivery. First
consignments are expected
to take place next year.
The contract, reportedly
valued at around $60m,
includes four additional
aircraft to be used for
spares, plus further spares
and technical equipment.
The P-3Cs will be
operated by the COAN’s
former P-3B unit – the
Escuadrilla Aeronaval de
Exploración, stationed at
Base Aeronaval Almirante
Zar, Trelew. Dave Allport
(or AV-TM 300) surface-to-
surface missile, the weapon
has undergone integration
tests on the central pylon of
an F-5M fighter. The 186-mile
(300km) range missile will
feature inertial/GPS guidance
and an image correlation
system for terminal navigation.
#381 December 2019 // 21
11/11/2019 10:51:48
 NEWS
First grey PC-21s arrive in Australia
RAAF PC-21s A54-045/HB-HWS in ARDU markings and A54-
046/HB-HWT in No 4 Squadron colours at Adelaide on October
27 during their delivery flight. Nathan Rundle
PILATUS HAS delivered the
first two grey-painted PC-21s
to the Royal Australian Air
Force (RAAF), all previous
aircraft having been in
bright red and white training
colours. The new arrivals
comprised A54-045/
HB-HWS for the Aircraft
PC-9s
head for
disposal
WITH NEW PC-21 aircraft
arriving for the Royal
Australian Air Force’s
(RAAF’s) Aircraft Research
and Development
Unit (ARDU) and No 4
Squadron, both units have
retired their PC-9/As.
The last pair of No 4
Squadron PC-9/A(F)
aircraft, A23-031 and A23-
032, departed from RAAF
Base Williamtown, New
South Wales on October
21, making a formation
flight over local landmarks
before flying to RAAF
Base Wagga, New South
Wales, where they were
formally retired. The ferry
flight started with a flyover
of Salt Ash Air Weapons
Range before heading
south along the coast
and overhead Sydney
Harbour and then across
to the Blue Mountains on
their way to RAAF Base
Wagga. Williamtown’s
No 4 Squadron used
the four modified PC-9/
A(F) forward air control
variants for the training
and development
of Joint Terminal
Attack Controllers.
On October 25, ARDU’s
three aircraft – A23-007,
A23-045 and A23-062
– made a final formation
flypast as they left RAAF
Base Edinburgh, South
Australia, for Avalon
Airport, Victoria, where
they too were retired.
22 // December 2019 #381
22-23 News AFM Dec2019.indd 22
Australasia
Research and Development
Unit (ARDU) stationed at
RAAF Base Edinburgh, South
Australia, plus A54-046/
HB-HWT in the markings
of No 4 Squadron at RAAF
Base Williamtown, New
South Wales. The ARDU
will use the aircraft for trials
RAAF Poseidon deployed to Middle East
A ROYAL Australian Air
Force (RAAF) P-8A maritime
surveillance aircraft arrived
at Al Minhad Air Base in
the United Arab Emirates
– the Australian Defence
Force’s main operating
base in the Middle East –
on October 15 to conduct
operations in support of
the International Maritime
Security Construct (IMSC).
According to Minister for
Defence Linda Reynolds,
The RAAF P-8A taxies after landing at Al Minhad AB. LSIS Craig Walton/Commonwealth of Australia
Australian
Army Black
Hawks
support
counter-
terrorism
training
S-70A-9 BLACK Hawk
helicopters of the Australian
Army’s 6th Aviation
Regiment were involved in
counter-terrorism training
over Sydney Harbour and
associated waterways
from mid-September to
early October 2019. Based
at Holsworthy Barracks
and as chase aircraft, while
No 4 Squadron will employ
the type in the forward
air control training role.
After their ferry flight,
which left Stans, Switzerland
on October 18, the aircraft
arrived at Adelaide Airport,
South Australia, on October
the Poseidon employed
its surveillance and
intelligence-gathering
capabilities to help maintain
the freedom of navigation
through the strategically
important Strait of Hormuz,
which separates the Gulf
of Oman and the Persian
Gulf. Reynolds said: “The
P-8A will work alongside
our coalition partners to
ensure the safe passage of
merchant vessels through
A 6th Aviation Regiment S-70A-9 Black Hawk flies low over
the Sydney central business district in support of counter-
terrorism training. Roy Choo
in southwestern Sydney,
New South Wales, the
regiment operates the
remaining fleet of fewer
than 20 Black Hawks in
support of the army’s Special
Operations Command.
The type is planned to be
retired by November 2021
and its role is currently
27. After a night stop, they
continued on the last leg of
their journey the following
morning, flying to RAAF Base
East Sale, Victoria. The final
three aircraft were due to
follow around a month later,
completing the RAAF order
for 49 aircraft. Dave Allport
the region, boost security
and provide an advanced
maritime patrol and
surveillance capability.”
Under Operation Accordion,
the P-8A was deployed for
one month within the ADF’s
Air Task Group – the first
time an RAAF Poseidon
aircraft had operated
in the Middle East. The
RAAF previously deployed
AP-3C Orions to the region
between 2003 and 2012.
being transitioned to the
MRH90 Taipan. In efforts
to enhance special forces
air assault capability,
the Australian Defence
Department is also seeking
16 light special operations
support helicopters likely
for use with the 6th Aviation
Regiment. Roy Choo
In Brief
RAAF Globemaster
repaired
A Royal Australian
Air Force C-17A has
been repaired in the
US under the Aircraft
Repair and Maintenance
Service – Implementing
Arrangement (ARMS-IA),
which allows technicians
from the RAAF and
USAF to work on each
other’s aircraft. The No 36
Squadron Globemaster
had suffered a cracked
engine inlet during a
mission to Elmendorf Air
Force Base, Alaska in late
August and repairs took
place at McChord AFB,
Washington, in September.
RNZAF Orion deployed
The Royal New Zealand
Air Force deployed a
P-3K2 maritime patrol
aircraft to support the
implementation of
UN Security Council
resolutions that imposed
sanctions against North
Korea in an attempt to
persuade its government
to denuclearise and
abandon its ballistic
missiles and other
weapons programmes.
The Orion conducted
maritime surveillance from
Kadena Air Base, Japan,
from mid-October to
November. New Zealand
previously deployed a
P-3 in support of the
sanctions from September
to October last year.
RAAF to fit Super
Hornets with IRST
The Royal Australian Air
Force is to equip its F/A-
18Fs with the same AN/
ASG-34 podded infrared
search and track (IRST)
system as carried by US
Navy Super Hornets.
A sources-sought
notification issued by the
US Naval Air Systems
Command on October
2 calls for 12 IRST
systems for installation
on the RAAF’s fleet of
24 Super Hornets.
Babcock bid to
support Australian
SOF helicopters
Babcock Australasia
has confirmed it will bid
to provide services for
the Australian Defence
Force’s special operations
helicopter (SOH) capability
under the LAND 2097
Phase 4 project, which
involves providing
acquisition, training and
sustainment services at
Holsworthy Barracks, New
South Wales, for a fleet of
up to 16 light helicopters.
www.Key.Aero
11/11/2019 13:58:46
 NEWS
Latest
Nigerian
Air Force
AW109E
NIGERIAN AIR Force
(NAF) AW109E Power
c/n 11847 was noted at
Venegono in Italy during a
test flight from Leonardo’s
factory airfield at Vergiate
on October 17. Wearing
Italian test registration
CSX81963, it’s one of two
examples ready to be
delivered to the NAF.
In December last year,
the Nigerian chief of
air staff, Air Marshal
Sadique Abubakar,
announced acquisition
of six Powers from
Leonardo to supplement
the AW109LUHs in
service since 2010. The
Nigerian government
initially budgeted for two
AW109s, which arrived in
the country in crates on
April 22. These aircraft –
NAF576 (c/n 11844) and
NAF577 (c/n 11845) – were
immediately reassembled
and presented during the
NAF’s 55th anniversary
celebrations in Abuja from
April 27-29. Ahead of the
festivities, Air Commodore
Nnamdi Ananaba said
the air force would soon
take delivery of further
new equipment, including
four additional AW109s. In
May, two more AW109Es
destined for the NAF – c/n
11846 with test registration
CSX81960 and c/n 11847
carrying CSX81963 –
started test flying from
Vergiate. Both AW109s
were assumed to have
been shipped to Nigeria
after completion of their
flight test phase. However,
the two aircraft were again
seen flying at Venegono in
mid-October. This might
signal their imminent
delivery or suggest both
examples were built prior
to receipt of payment
from the Nigerian
government. The final
two AW109s on order will
now likely be the AW109M
version. Marco Muntz
In Brief
More Mi-35Ms
for Nigeria
Reports in the Russian
media suggest Nigeria
has signed a deal for the
delivery of another 12 Mi-35
attack helicopters. Nigeria
placed an earlier order for 12
www.Key.Aero
22-23 News AFM Dec2019.indd 23
Africa
Uganda expands and
modernises L-39 fleet
Above: Fresh from overhaul and modernisation, L-39ZA AF 713 lands at Odessa International
Airport, Ukraine, after a test flight on October 28. It’s the second aircraft of the last batch of UPDAF
L-39s that arrived at the OAZ plant on March 31. The first was L-39ZA AF 721, which was flight tested
on September 24. Redelivery of both to Uganda was scheduled for January 2020. Sergey Smolentsev
THE FOUR ex-Bulgarian
L-39ZAs delivered to the
Uganda People’s Defence
Air Force (UPDAF) in 2009-
10 recently underwent an
overhaul and modernisation
at the OAZ plant in Ukraine,
receiving the same package
as four newly acquired
aircraft. The first batch of jets
(AF 709 and AF 735) returned
to Uganda in September,
while the second (AF 713
and AF 721) is expected to
return in January 2020.
Grounded Côte d’Ivoire Dauphin flying again
Above: French commandos based in Senegal join local soldiers in front of Côte d’Ivoire Armée de
l’Air AS365N2 Dauphin II TU-VHX while participating in a joint exercise in Abidjan on September
20. French MoD
examples in 2015. Nigerian
Ambassador to Russia Steve
Davies Ugbah announced
recently that Russia has
already delivered six of the
Mi-35Ms under this contract.
Tunisia lines up
T-6C Texan II
The UPDAF received its
first three ex-Libyan Air
Force L-39ZO trainers
in 1987; these are still in
service today. In the late
2000s, Uganda acquired
four ex-Bulgarian Air Force
L-39ZAs, which were
overhauled in Ukraine in
2009-10. An ex-East German
L-39ZO was bought on
the civilian market shortly
afterwards. At least two
additional L-39ZAs appear
to have been acquired by
The US State Department
has approved a possible
Foreign Military Sale of 12
T-6C Texan IIs to Tunisia
at an estimated cost of
US$234m, including related
spares, ground support
equipment and technical
Subscribe to www.key.aero for breaking news stories.
Email the news team at edafm@keypublishing.com
2017, but their source and
original identities have yet
to be established. Further
L-39ZAs followed in 2018-
19, when three ex-Bulgarian
and one ex-Romanian
aircraft were delivered after
overhaul and modernisation
at OAZ (see The Odessa
File, October 2019, p76-81).
These four aircraft received
UPDAF serials in the AF
700 range, the 2019 batch
becoming AF 718 and AF
729. Vladimir Trendafilovski
support. The aircraft will
be used for training pilots
and supporting Tunisia’s
counterterrorism and
border security missions.
New Hip for Mozambique
Based on photographs
released on social media,
First two
KA-1s for
Senegal
take shape
KOREA AEROSPACE
Industries (KAI) has nearly
completed manufacturing
the first Armée de l’Air
Sénégalaise (Senegalese
Air Force) KA-1S Woongbi
light attack aircraft. An
image posted on Twitter on
October 19 showed one of
the aircraft, serial number
02/6W-CAB, on the KAI
production line in Sacheon,
fully painted in Senegalese
Air Force colours and
markings. The serial
suggests this is the second
aircraft, the first most
likely being 01/6W-CAA.
KAI announced on July 19,
2016, that it had received
an order for four aircraft
from Senegal. The contract
had been signed four days
earlier. At the time it was
stated that the order was
for the export variant of the
KT-1 basic trainer, but the
latest reports suggest that it
is the KA-1 armed advanced
trainer with light attack
and forward air control
capabilities that is being
procured. Dave Allport
AN AS365N2 Dauphin II
of the Côte d’Ivoire Armée
de l’Air (Côte d’Ivoire Air
Force) that had been out
of use for at least two
years has been returned
to operational service. The
helicopter, TU-VHX (c/n
6540), had been in storage,
unairworthy and rotorless,
in the International Aircraft
Services hangar at Abidjan-
Port-Bouë/Félix-Houphouët-
Boigny International Airport
since at least 2017, along
with a second example,
TU-VHW (c/n 6069). Both
had been operated by the
air force’s Groupe Aérien
de Transport et de Liaison.
The current status of sister
helicopter TU-VHW is
unknown. Dave Allport
Russia has delivered at least
one new Mi-17 helicopter
to Mozambique. The
photos show the Hip being
unloaded from an An-124-
100 at Nacala Airport in
northern Mozambique
on September 25.
#381 December 2019 // 23
11/11/2019 13:58:48
 Military, Commercial, Unmanned and more

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 NEWS
South Korean MALE UAV almost
ready for production
Above: The first prototype of the KUS-FS strategic MALE UAV was publicly unveiled at Seoul ADEX 2019. The aircraft has made just
over a dozen sorties to date. Gordon Arthur
KOREAN AIR unveiled
a prototype of its KUS-
FS strategic medium-
altitude long-endurance
(MALE) UAV destined for
the Republic of Korea Air
Force (ROKAF) at the Seoul
International Aerospace &
Defense Exhibition 2019
Taiwanese
‘Huey’ retired
as UH-60M
declares FOC
THE REPUBLIC of
China Army declared full
operational capability (FOC)
for its UH-60M helicopters
at the same time as it staged
a retirement ceremony for
the UH-1H. The event took
place at ROC Army Aviation
Taichung Xinshe Longxiang
Camp on October 30.
The UH-1H fleet is being
replaced by 30 new
Black Hawks and surplus
‘Hueys’ will be available for
transfer to other nations as
donations. The Aerospace
Industrial Development
Corporation (AIDC) signed
an agreement with Bell to
assemble 118 UH-1Hs for
the ROC Army on August
13, 1969. Included in the
work was co-production
of 80 Avco Lycoming T53-
L-13B turboshaft engines
for the helicopters. The
first UH-1H was rolled
out on December 14, 1970
and the final example
was completed in 1976.
The ROCA began
receiving UH-60Ms in 2014
and the Ministry of National
Defense approved initial
operational capability in
December 2017. Peter Ho
26 // December 2019 #381
26-27 AsiaNews AFM Dec2019.indd 26
Asia Pacific
(ADEX 2019) that took
place from October 15-20.
Two prototypes of the
KUS-FS (Korean Unmanned
System - Fixed-wing
Strategic) exist, with
the Aerospace Business
Division of Korean Air
(KAL-ASD) exhibiting
Singapore conducts Forging Sabre 19
Above: A tail flash commemorating ten years of the RSAF’s Peace Carvin V F-15SG training detachment
was unveiled at Mountain Home AFB during Exercise Forging Sabre 2019. MINDEF Singapore
THE REPUBLIC of Singapore
Air Force (RSAF) conducted
its biennial Exercise Forging
Sabre at Mountain Home
Air Force Base, Idaho, from
September 30 to October
10. This was the seventh
iteration of the exercise
since its introduction in
2005 and the first at this
location, with previous
editions being conducted
at Luke AFB, Arizona.
Over 600 personnel were
involved, while aircraft from
the RSAF’s US-based training
detachments – ten F-15SGs,
nine F-16C/Ds and five
AH-64Ds – flew in the missions.
the first example, serial
number ‘001’. The second
prototype includes
improved avionics and
internal mission systems
and is still under wraps.
A spokesman from
KAL-ASD told AFM that
development of the KUS-FS
Also deployed from
Singapore were three
Heron 1 UAVs and a single
A330 Multi-Role Tanker
Transport (MRTT). A Heron
1 was noted for the first
time with a ventral radome,
likely containing a sensor
and targeting package.
Munitions expended by
the fast jets included GBU-
10 and GBU-12 laser-guided
bombs and GBU-54 Joint
Direct Attack Munitions,
while the Apaches utilised
Hellfire missiles, Hydra
rockets and 30mm rounds.
In addition, to mark ten years
since the establishment of
– which is also referred to as
the MUAV – would draw to a
close by the end of the year.
Series production will then
be ready to begin pending
the award of the Defense
Acquisition Program
Administration (DAPA)
contract. Gordon Arthur
the RSAF’s Peace Carvin V
F-15SG training detachment
at Mountain Home, a tail
flash on F-15SG 05-0009 was
unveiled by Senior Minister
of State for Defence Heng
Chee How during a visit
to the exercise on October
11. The tail pays homage to
the 428th Fighter Squadron
‘Buccaneers’, the joint RSAF/
USAF unit that trains F-15SG
crew. The first four of an
eventual 40 RSAF F-15s were
received by the 428th FS on
May 6, 2009, although initial
training had begun earlier
at Seymour Johnson AFB,
South Carolina. Roy Choo
PTDI
NC212i
delivered
to KASET
Thailand
PT DIRGANTARA
Indonesia (PTDI) has
delivered the first of two
NC212i transports ordered
by Thailand’s Krasuang
Kaset Lae Sahakon
(Ministry of Agriculture
and Co-operatives, or
MOAC) for operation
by its Royal Bureau
of Rain Making and
Agricultural Aviation, more
commonly known by its
local acronym, KASET.
The aircraft was flown
by Captain Esther Gayatri
Saleh, PTDI chief test pilot
as Pilot in Command Ferry
and Acceptance Mission,
together with Captain
Ervan Gustanto as Chief
of the Mission Co-pilot.
The aircraft departed
the PTDI Delivery
Center Hangar at Husein
Sastranegara Bandung
International Airport,
Indonesia, for Nakhon
Sawan Airbase, Muang,
Thailand, on October 22.
The aircraft, c/n 435/
N115, was painted in full
KASET colours but with
national markings and
serial 1544 taped over and
wearing temporary ferry
registration AX-2124.
Its first stop was at
Hang Nadim International
Airport, Batam, on
Indonesia’s Riau
Islands, continuing to
Hat Yai International
Airport, Thailand, before
arriving at Nakhon
Sawan on October 24.
It was transferred to
KASET during a formal
acceptance ceremony
there on the following day.
The procurement
contract for the two
KASET NC-212i aircraft
was signed between PTDI
and AICE Enterprises
(Thai) Co Ltd, on behalf
of MOAC, on March 17,
2017. The second aircraft
is scheduled for delivery
before the end of the year.
KASET has been a long-
standing operator of
the C212, having flown
the type since 1978. The
current fleet includes
four NC212-100s, one
NC212-200, one NC212-
400, one NC212i, five
C212-300s and two C212-
400s. Dave Allport
www.Key.Aero
11/11/2019 14:01:40

Last ROKAF KC-330 close to delivery
THE FOURTH and final
A330-200 Multi-Role Tanker
Transport (MRTT) for the
Republic of Korea Air Force
(ROKAF) has returned to
Airbus Defence and Space
facilities in Getafe, near
Madrid, after being painted
in the UK. The aircraft –
designated KC-330 Cygnus
ROKAF A330 MRTT serial 19-004 lands at Getafe on October 28 using the callsign ‘AED353’. José Ramón Valero
Philippine Friendship still going strong
DESPITE CONTINUED
deliveries of C295Ms to
the Pilipinas Hukbong
Himpapawid (Philippine Air
Force, PAF), F27-200MPA
Friendship serial 10620
is still active with the air
arm. Originally delivered
in 1982, the transport was
photographed in Manila on
October 7. It is reportedly
operated by the 221st
Airlift Squadron at Mactan-
Benito Ebuen Air Base,
Cebu. Three F27-200MPAs
were delivered to the PAF
from 1981, and this is the
last active example.
The fourth and latest
C295M for the air arm,
serial 177 (c/n 177), arrived
in Manila on October 9 –
ANALYSIS Taiwan F-16 upgrade delays
TAIWAN’S DEFENCE
minister Yen Teh-fa admitted
to delays in the Republic of
China Air Force’s (ROCAF’s)
F-16V upgrade programme
during a parliamentary
session on October 16. Work
is currently being undertaken
by the Aerospace Industrial
Development Corporation
(AIDC) – Lockheed Martin’s
local technical partner –
at its Taichung facility.
According to Yen, there’s
a backlog of 32 aircraft
awaiting or in various stages
of upgrade. It’s understood
that this includes examples
that have been previously
declared non-airworthy. The
figure represents nearly a
quarter of the ROCAF fleet
of 145 F-16s, out of which
a further 16 are based in
www.Key.Aero
26-27 AsiaNews AFM Dec2019.indd 27
in ROKAF service – was
scheduled to be delivered
to the operator this month.
The aircraft, MRTT053,
had arrived at Cambridge
Airport in the UK for painting
on October 10 and emerged
from the paint shop as serial
19-004. On its arrival in the
UK the aircraft wore the ‘K4’
see also PAF C295M ready
for delivery, November,
p24. It will be flown by the
251st Presidential Airlift
Squadron (part of the 250th
the US for training and
upgrade validation work.
Taiwan is launch
customer for the F-16V
upgrade, known locally
as the Phoenix Rising
programme. The latest
upgrade schedule planned
to retrofit batches of four,
24, 27, 34, 36 and 15 F-16A/
Bs each year between
2018 and 2023. While the
target for 2018 was met,
it was revealed that only
six aircraft deliveries have
been made this year. All
deliveries thus far have been
made to the 4th Tactical
Fighter Wing (TFW) at
Chiayi Air Force Base.
Yen attributed the delays
to insufficient manpower
and expertise at AIDC.
This was compounded by
code on the tail, which was
replaced by ‘053’ for its return
to Spain. The EC-series test
registration is apparently no
longer worn by the Airbus
tanker-transports. Airbus
delivered the third ROKAF
MRTT in August (see Third
ROKAF A330 MRTT prepares
for delivery, August, p24).
Presidential Airlift Wing),
which is based at Manila’s
Colonel Jesus Villamor
Air Base/Ninoy Aquino
International Airport. The
problems faced during the
integration of subsystems.
The revelation sparked
concern over the reduced
number of fighters available
for operational use. To
remedy the problem, 200
additional staff have been
hired by AIDC, while the
ROCAF said it will diligently
scrutinise the programme.
The ROCAF’s other
frontline fighters include 129
upgraded F-CK-1C/D Ching-
Kuo Indigenous Defense
Fighters and 55 Mirage
2000-5Ei/Di jets, the latter
suffering from comparatively
lower availability due
to high operational and
maintenance costs.
Taiwan is also pursuing
the sale of 66 additional
F-16V Block 70s, under
Subscribe to www.key.aero for breaking news stories.
Email the news team at edafm@keypublishing.com
In Brief
In related news, Airbus
is hopeful of securing a
South Korean order for
its A400M transport. The
company announced it was
offering the Atlas to meet
an ROKAF requirement
at the Seoul International
Aerospace & Defense
Exhibition 2019 (ADEX 2019).
unit also operates a single
F28-3000 Fellowship. The
previous three C295Ms
were delivered to the
221st Airlift Squadron.
Hans Jacobs
a deal approved by the
Trump administration in
August. On October 24,
Taiwan announced it had
received a draft letter of
offer and acceptance from
the US, and would examine
it before signing the
official agreement. A week
later, Taiwan’s parliament
passed a bill authorising
a maximum budget of
US$8.08bn for the purchase.
The ROCAF intends to
station the newly built
F-16Vs at Chihhang AFB
in Taitung by the mid-
2020s. The base is currently
home to the 7th Flight
Training Wing (FTW) flying
the F-5E/F, which will be
replaced by the indigenous
T-5 Advanced Jet Trainer in
the next decade. Roy Choo
Indonesia seeks
Block 72 F-16s
The Indonesian Air Force
is looking to procure
two squadrons of F-16V
Block 72s under its next
strategic plan, covering
2020 to 2024. The plan
was announced by air
force chief of staff Marshal
Yuyu Sutisna on October
28. Currently, the air arm
operates 32 F-16s: 18 F-16C
Block 25s, five F-16D Block
25s, seven F-16A Block 15s
and two F-16B Block 15s.
Go-ahead for Japanese
Eagle upgrade
The US has approved
a US$4.5bn upgrade
for 98 of the Japan Air
Self-Defense Force’s
156 F-15Js to Japanese
Super Interceptor (JSI)
configuration. The JSI
will include AN/APG-
82(V)1 active electronically
scanned array radar,
Advanced Display Core
Processor II mission
computer and AN/ALQ-
239 Digital Electronic
Warfare System.
PTDI delivers
Nepalese Army CN235
The Nepalese Army has
received a CN235-220
transport from Indonesia’s
state-owned PT Dirgantara
Indonesia (PTDI). Serial
NA-062 departed
Bandung, West Java, on
October 30, arriving in
Kathmandu, Nepal, on
November 2. The CN235
was ordered in June 2017.
India donates final two
Mi-24Vs to Afghanistan
India handed over two
more refurbished Mi-24Vs
(serials 125 and 126) to
the Afghan National
Defense and Security
Forces (ANDSF) in Kabul
on October 15. New Delhi
provided a total of four
ex-Belarusian Mi-24Vs,
replacing a similar number
of attack helicopters
previously gifted by India
to Afghanistan in 2015.
Indonesia eyes
C-130J purchase
The Indonesian Air
Force has identified a
requirement to procure
an undisclosed number of
C-130J transports to replace
existing KC/C-130B/Hs and
L-100s. Jakarta also hopes
to secure an industrial
co-operation deal relating
to the Super Hercules. Both
topics have been discussed
by Indonesian and US
officials after Lockheed
Martin responded to a
request for information
issued in mid-2018.
#381 December 2019 // 27
11/11/2019 15:02:36
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 Intel
Report
European
tankers gain
momentum
Europe’s relative lack of air-to-air refuelling assets has often served to hinder NATO campaigns in the
past. Now, as Alan Warnes explains, modernisation plans are starting to bear fruit.
E
uropean reliance on the
US and its 450 or so
refuelling tankers was a
common theme during Operation
Allied Force over the former
Yugoslavia in 1999, Operation
Enduring Freedom in Afghanistan
from 2001 to 2014, and Operation
Unified Protector over Libya in 2011.
NATO and the European Union
(EU) promised to improve matters
and since 2014 there have been
some serious efforts to acquire
more air-to-air refuelling (AAR)
capability for European air arms.
The Airbus A330 Multi-Role
Tanker Transport (MRTT) has been
at the centre of this, and it’s now
being augmented by the A400M’s
roll-on/roll-off AAR system. So
30 // December 2019 #381
30-34 IntelReport AFM Dec2019.indd 30
far, the
Boeing
KC-46A
Pegasus has failed
to challenge the A330
MRTT’s dominance on the
European marketplace, although
the German and French air arms
have ordered five Lockheed
Martin KC-130Js between them.
Air-to-air refuellers are expensive,
but they are vital to long-distance
deployments and supporting allied
aircraft in combat. In a time of
crisis, the commanders compiling
the battle plans will be keen to
have as many AAR assets as
possible on hand. Up to the end
of the Cold War, NATO had always
concentrated its resources in
preparation for a war that might
take place on its doorstep, and
tankers were a lesser priority.
Times have changed, and the
EU is finally coming to terms
with the realisation that fighting
“The A330 MRTT was our tanker of choice and
a little different from the Voyager configuration
employed by the RAF. The UK has triple hose and
drogues, which includes the central station, but
many of the participating nations have aircraft
that require boom receivers, so we needed a
boom.” Jan Der Kinderen, NSPA
wars thousands of miles away is Eindhoven Air Base, Netherlands,
part of its remit. Getting fighters, the EATC commands and
bombers and even tankers controls 20 AAR platforms
there will be a necessity. operated by five air forces.
In 2014, the European Air Transport Belgium and Luxembourg are
Command (EATC) created its own the only EATC members that
AAR cell as a stepping-stone to don’t currently have such assets,
enhancing tanking capabilities although that is set to change.
in Europe. The EATC sets out According to the EATC, its
to standardise and harmonise AAR assets flew more than 400
procedures among its seven missions in 2018. A spokesman
member nations: Belgium, France, told AFM in late September this
Germany, Italy, Luxembourg, year: “We prioritise the available
the Netherlands and Spain. requests against the available
Today, headquartered at assets and so far this year we
EATC’s current AAR assets
Country Aircraft Number assigned Type
France C-160NG 3 drogue only
Germany A310 MRTT 2 drogue only
A400M 1 drogue only
Italy KC-767A 4 boom and drogue
KC-130J 3 drogue only
Netherlands KDC-10 2 boom only
Spain KC-130H 5 drogue only
www.Key.Aero
08/11/2019 12:35:21

have executed around 350 AAR
missions. They have included
national training flights, cross-
national training, trail/ferry
flights to and from theatres of
operation, national/international
exercises (ie Trident Juncture,
European Air Refuelling Training
[EART], Arctic Challenge, Red
Flag) and support for operational
missions like Baltic Air Policing.”
Each EATC member country with
tanker capability or AAR receivers
provides one point of contact for
related missions in the National AAR
Coordination Centre (NAARCC).
The NAARCC receives the
requirements and translates them
into an air transport request (ATR)
in the Management of European Air
Transport (MEAT) system. Within
the ATR, a preferred tanker asset
can be requested to support the
mission, ie boom or hose/drogue.
Payment for cross-nation AAR is
worked out under the Air Transport
www.Key.Aero
30-34 IntelReport AFM Dec2019.indd 31
airforcesintel.com
& Air-to-air Refuelling and other Above: Airbus has been working with the Spanish Air Force test centre and
Exchange of Services (ATARES) Ejército del Aire receivers to assist with the AAR certification of its A400M.
Here, Spanish A400M TK.23-03 ‘31-23’ (c/n 076) of Ala 31 leads the Luftwaffe’s
agreement using equivalent flying 54+11 (c/n 054) of Lufttransportgeschwader 62. Airbus
hours (EFH). The hours charged Below: Colonel Jurgen van der Biezen of the Royal Netherlands Air Force took
can be based on a dedicated command of the MMF unit on July 16, and is currently training on the A330
slot, dedicated sortie, multi-user MRTT in Seville. The first four crews – each comprising two pilots and a boom
operator – are currently undergoing ground training with Airbus in Seville. Airbus
sortie, opportunity slot or any
other bilateral AAR agreement.
According to the EATC, these
niche aircraft have been used
by NATO and allied partners
including Belgium, the Czech
Republic, Finland, France,
Germany, Italy, the Netherlands,
Norway, Poland, Spain, Sweden,
the UK and the US, as well as
NATO’s Heavy Airlift Wing and
the NATO Airborne Early Warning
& Control Force (NAEW&CF).
EATC is now working closely
with the new Multinational
MRTT Fleet (MMF) as it ramps
up its capabilities. Preparatory
work started over a year ago
and is almost complete. The
EATC spokesman explained:
#381 December 2019 // 31
08/11/2019 12:35:32
 Intel
Report

The A400M successfully completed its first helicopter AAR contacts with an H225M on September 24. Over the course
of four flights – operated in daylight over southern France – the airlifter performed 51 dry contacts under the co-
ordination of the French DGA Essais en Vol flight-test centre. DGA Essais en Vol

“This co-ordination process is
about development of common
operational documents, support
and harmonisation of requirements.
But for the day-to-day work on
tanker requests we don’t expect
any differences compared to an air
transport request. EATC chooses
the most effective asset and tasks
an executing agency to fulfil it.”
MMF
As mentioned in the October issue,
the newly founded MMF is set to
take delivery of its first A330 MRTT
next May 2. Jan Der Kinderen, the
NATO Support and Procurement
Agency’s (NSPA’s) MMF system
manager, recently told AFM:
“The A330 MRTT was our tanker
of choice and a little different
from the Voyager configuration
employed by the RAF. The UK has
triple hose and drogues, which
includes the central station, but
many of the participating nations
have aircraft that require boom
receivers, so we needed a boom.”
The MMF deal for eight A330
MRTTs – to be designated
KC-30M in service – also
includes options on another
three. Original launch partners
the Netherlands and Luxembourg
were joined by Germany and
Norway in 2017, which led to
five more aircraft being ordered,
and last year Belgium joined,
increasing the order to eight.
Der Kinderen commented: “These
are not sovereign assets – the
nations don’t own them but they
have ‘assured access’ to the flying
hours and the partner nations are
the only ones that can use them.”
The Netherlands will take up
2,000 hours a year, equivalent
to nearly two aircraft, and as the
MRTTs are controlled under Dutch
military rules, all will wear Royal
Netherlands Air Force (RNLAF)
roundels and serials. Belgium will
take 1,000 hours, Luxembourg
200 and Norway 100. The Czech
Republic signed a memorandum
of understanding with NATO’s
MMF on October 24 for 100 hours,
which will increase the total hours
to 8,900. Der Kinderen told AFM:
“Not all of the hours will be taken
up by AAR. Many of the countries
will use the aircraft for transport
as well as medical evacuation.”
The first NATO A330 made its
maiden flight on November 28 last
year at Getafe, Spain. Der Kinderen
continued: “The first four crews
– each comprising two pilots and
a boom operator – are currently
undergoing ground training at
[Airbus] Seville, Spain. They are
from Germany, the Netherlands
and Belgium, the only three
nations that provide flying staff.”
Aircrews have already been
selected from the participating
nations to fly the first three
aircraft. Colonel Jurgen van
der Biezen of the RNLAF took
command of the MMF unit on
July 16, and is currently training
on the A330 MRTT in Seville.
Der Kinderen believes the MMF
will be of considerable interest
to smaller nations that cannot
afford their own tankers. He
hopes the Czech Republic joining
will be a catalyst for others to
follow suit, like Hungary with
its Gripens, and Slovakia, which
will receive F-16s in 2023-24.
The Czech Air Force also hopes
to continue addressing its AAR
needs with assistance from the
German Luftwaffe. In the past it has
worked with their A310 MRTTs, but
the Czech Air Force commander,
Major General Petr Hromek told
AFM in mid-September: “I have
been discussing with the German
Air Force commander about
working with his AAR-equipped
A400Ms. There is some way to go
yet, because the Gripen has to be
certified as an A400M receiver.
But I’m positive it will happen.”
The Czech government signed a
letter of intent with Embraer for two
KC-390s in 2010 and, if the purchase
goes ahead, the Czech Air Force
could eventually have its own AAR
solution. Meanwhile, Portugal has
ordered five KC-390s, which could
also address local tanker needs.
French modernisation
Over the past few years there’s been
significant progress in efforts to
energise and increase Europe’s AAR
fleets. In April, EATC’s commander
Major General Laurent Marboeuf
told the Aerial Refuelling Systems
Advisory Group (ARSAG) conference
in North Carolina that the number
of AAR assets would triple by
2025, due mainly to the expansion
of the A400M and MRTT fleets.
The French Air Force has recently

The first of two KDC-10s currently serving the Royal Netherlands Air Force is expected to be retired by the end of 2019. Earlier this year, serial T-235 (c/n 46946)
‘Jan Scheffer’ received markings to celebrate the 70th anniversary of the RNLAF’s 334 Squadron – the tankers’ operating unit at Eindhoven. Alan Warnes

32 // December 2019 #381 www.Key.Aero

30-34 IntelReport AFM Dec2019.indd 32 08/11/2019 12:35:43

 airforcesintel.com

Above: France took delivery of the first of two KC-130J Hercules tankers on
September 19 when serial 5874 (c/n 5874) arrived at Orléans. The variant was
awarded military type certification by the Direction générale de l’armement
(DGA, the French defence procurement agency) on September 5. Armeé de l’Air/
Mathilde Defossez Left: NATO’s MMF will receive its first A330 MRTT on May 2
next year. The initial aircraft for the force is KC-30M MRTT054 (c/n 1830), seen
wearing Spanish test registration EC-340; it will receive the serial M-001 once it
enters service. Airbus

European tanker fleets made some major in-roads in nuclear deterrence mission from
upgrading its tanker fleet. Two BA 125 as well as offering intra
France A330 MRTTs ordered in 2014 and inter-theatre refuelling and
A330 MRTT 12 Two ordered in 2014 and ten in December 2015. First have now been delivered to strategic transport capabilities. It is
pair delivered to Istres and declared operational Base Aérienne (BA) 125 Istres- the first step towards replacing the
October 2019 and remainder to be delivered by end of Le Tubé, where the last arrived current fleet of three KC-135RGs
2023. on July 3. After a technical and and 11 C-135FRs that have served
KC-135RG 3 Upgraded C-135FR. operational evaluation campaign since August 1985, some of which
C-135FR 11 In service from August 1985. to develop the procedures for the are nearly 60 years old. As a multi-
aircraft by the Centre d’Expertise role aircraft, the A330 will also
KC-130J 2 On order; one delivered and the second to be delivered
next year. Aérienne Militaire (CEAM, the replace the Airbus A310 and A340
French military flight-test centre), aircraft of Escadron de Transport
Germany
the first two A330 Phénix aircraft (ET) 3/60 ‘Esterel’. By 2023, the
A310-304 4 In service from February 2009. were declared operational in Phénix fleet should be able to
KC-130J 3 On order; to be delivered in 2021. October last year. Ten more deploy 20 Rafales in 48 hours.
Italy ordered in December 2015 will Additionally, the first of two
be delivered by the end of 2023. KC-130J refuellers ordered in
KC-130J 3 Upgraded with AAR kits from 2011. One aircraft was lost
They will serve with the Escadron 2017 and 2018 was delivered
November 23, 2009.
de Ravitaillement en Vol et de to BA 123 Orléans-Bricy on
KC-767A 4 In service from May 2011. Transport Stratégique 1/31 (ERVTS, September 19. The second
Netherlands aerial refuelling and strategic should be delivered next year.
KDC-10 2 In service from November 2012. Both to be retired by transport squadron) ‘Bretagne’. The KC-130J will allow the air
end of 2021. On October 3, the A330 Phénix force to refuel H225M Caracal
Spain was declared operational in helicopters, giving them greater
support of the nuclear deterrence reach. The French, frustrated by
KC-130H 5 In service from 1976, will eventually be replaced by
mission and is now an integral part the lack of progress with helicopter
A400Ms.
of the strategic air force system. AAR work on the A400M, opted
Sweden This followed a year of evaluation for the KC-130J. These will be
TP 84T Hercules 1 In service from 2005. by CEAM using the first aircraft, operated by ET 2/61 ‘Franche-
UK which arrived at Istres on October Comté’, initially based at Orléans,
2, 2018. The Phénix is now able to and will likely spell the end of
Voyager KC2/3 14 In service from 2012.
carry out tanking in support of the the AAR-equipped C-160NGs.

100th Air Refueling Wing

In Europe, the 100th Air Refueling Wing
(ARW) based at RAF Mildenhall, Suffolk,
fields the KC-135R, catering for the
needs of the USAF’s European theatre
and Middle East when required.
US-based KC-135Rs regularly deploy to
the UK for the same reasons. Sometimes
there are also US Marine Corps and
US Navy KC-130s flying in European
airspace, but these are usually in transit
with a deploying fighter squadron and
rarely work with European nations.

Four 100th ARW KC-135Rs perform an ‘elephant walk’ as they take off together from RAF Mildenhall, Suffolk. The Stratotankers were participating in off-station
training to practise four-ship formation procedures. USAF/Karen Abeyasekere

www.Key.Aero #381 December 2019 // 33

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 Intel
Report

Above: On December 13 last year the DGA placed an order with Airbus for a further three A330 MRTTs. These constitute
the third and final tranche of the multi-year contract for 12 examples signed by the French defence ministry in 2014. The
first Phénix was formally handed over in October 2018 and the remainder will be delivered by the end of 2023. Airbus

Shortly after delivery of the first Airbus AAR solutions only two have been delivered announced it had successfully
KC-130J, Colonel Stanislas Michel, In recent years, Airbus has so far; the MMF has purchased completed certification flight tests
commander of BA 123, said: created a niche in the air-to-air eight, with the first expected to for the A400M Cargo Hold Tanks
“This new KC-130J capability is refuelling world, and central to that be handed over next May 2; while (CHT) refuelling unit. It is another
important, especially for tactical air success has been its development the RAF/Air Tanker has 14. step towards full certification of
force missions with the Caracal. We and manufacture of the Aerial As of October, 31 aircraft had been the aircraft for tanker operations.
want to be able to implement this Refuelling Boom System (ARBS). cleared to refuel from the A330 A roll-on/roll-off hose drum unit,
capacity in three months; that’s the In service since 2011, when Royal MRTT, according to Airbus. Among the CHT can be installed inside the
priority and it will be a real asset Australian Air Force KC-30As these platforms are the Typhoon, cargo hold to extend a hose from
for search and rescue missions.” were the first to be fitted, it’s now Rafale, A400M, A330 MRTT, F-15, the fuselage to allow refuelling of
The Hercules crews will complete a mature and proven system that F-16, F/A-18, F-22, F-35, Su-27, Su-30, larger aircraft such as the A400M or
a two-week simulator training has evolved throughout the years E-3 AWACS and B-52. As an Airbus C295. Airbus did not disclose which
course in Italy and the aircraft will be until reaching the required level of spokesman told AFM: “This is one of air forces want AAR systems for the
evaluated before it is made available. reliability. The boom is assembled the great advantages compared to A400Ms, or how many are currently
“The real evolution is extending the during the conversion process, its major competitor, which only has on order. The test campaign,
helicopter range,” said Michel, “when being added in the installation and five US receivers cleared as of the performed together with the
operational, it means the helicopter equipment conversion station. end of August 2019, none of them Centro Logístico de Armamento
can perform four to five-hour The A330 MRTT can perform with the underwing pod system.” y Experimentación (CLAEX, the
missions compared with an hour- different missions simultaneously: The underwing Cobham Mk32 Spanish Air Force test centre),
and-a-half now.” Two crews from refuelling; transporting troops, AAR pods for the A400M are featured a total of nine flights
ET 2/61 have already been trained, cargo and VIPs; and aeromedical also used on the A330 MRTT. during which 90 tonnes of fuel
a third is currently in training and a evacuation. It is tailored to the Since its entry into service with were dispensed to EF-18 receivers
fourth will follow. “The goal is that customer’s operational needs the RAAF in June 2011, the A330 and to another A400M prototype
our seven crews are qualified fairly and in the AAR role can be fitted MRTT had accumulated more than serving as a representative heavy
quickly,” the commander continued. with two underwing pods, one 200,000 flying hours in service aircraft receiver. The test campaign
As part of Franco-German ARBS, and a Universal Aerial by early October this year. included development and
co-operation on the C-130J, a Refueling Receptacle Slipway Airbus is also developing AAR certification of the CHT with the
bi-national training centre will be Installation (UARRSI) which allows systems for its A400M airlifters. latest fuel quantity management
operational by 2021. France and it to receive fuel in flight. All the While the Atlas can already refuel system software – to be certified by
Germany signed a deal in October MRTT customers have selected fighters and transports, it’s not the end of this year – enhancement
2016 to base a C-130J unit at BA 105 the standard pod and boom been so easy with helicopters of the night refuelling vision
Évreux-Fauville. After the German configuration except the Royal because of the wake from the system and preliminary testing
government announced planned Air Force, which doesn’t have the A400M’s propellers. Last year, hose of helicopter AAR capabilities.
acquisition of the aircraft in April boom. So far, 60 A330 MRTTs have extension tests demonstrated the Proximity trials continued this year
2017, the US cleared the way in May been ordered and 34 are either design was stable when extended and, in September, dry contacts
for the Luftwaffe to acquire three serving or have been ordered by in flight within the intended demonstrated that the solution
C-130Js and three KC-130Js under a European customers. The French envelope for AAR operations. is stable and now suitable for
Foreign Military Sales (FMS) deal. Air Force has ordered 12, although Last February 21, Airbus helicopter AAR, paving the way
for the system’s certification. Dry
contacts have been completed
with the H225 Caracal, while
the H160 has been tested in
proximity to the A400M. An Airbus
spokesman told AFM: “Standard
procedures are that the operators
will qualify/clear the specific
A400M plus helicopter pairing. This
is exactly the same as for fixed-
wing receivers, for which every
operator has qualified the specific
combination of tanker and receiver.”
Over the past two years, the
French Air Force has qualified the
An RAAF F/A-18F and Italian Air Force KC-767A A400M with the Rafale, while Spain
transit to the battlespace over Iraq as part of the has qualified it with the EF-18 and
air campaign to defeat and degrade so-called Eurofighter, German A400Ms have
Islamic State. The four-strong Italian KC-767
fleet – in service with the 8° Gruppo at Pratica worked with the F/A-18, Eurofighter
di Mare since May 2011 – replaced a similar and Tornado, and Malaysia has
number of KC-707As. FLTLT Guy/Commonwealth of qualified the tanker with the F/A-
Australia, Department of Defence 18, Su-30MKM and Hawk. AFM

34 // December 2019 #381 www.Key.Aero

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 GR4 TORNADO

www.ravenarmoury.com
 Exercise
Report Sea Breeze 2019

Black Sea w Vladimir Trendafilovski reports on the 19th edition of the

annual Sea Breeze multinational maritime exercise, co-hosted
by Ukraine and the US, and held in the Black Sea and on
Ukrainian territory since 1997.

T
he main goals of
Sea Breeze include
strengthening maritime
security and stability in the
Black Sea region by improving
co-operation and interoperability
between participating nations. The
latest iteration ran from July 1-12 and
involved no fewer than 20 countries:
Bulgaria, Canada, Denmark,
Estonia, France, Georgia, Greece,
Italy, Latvia, Lithuania, Moldova,
Norway, Poland, Romania, Slovenia,
Sweden, Turkey, UK, Ukraine and
the US. Together, they contributed
around 3,000 service personnel, 70
vehicles, more than 30 vessels and
almost 30 aircraft and helicopters.
The exercise had sea, land and air
components and multiple phases
conducted at various locations in
the Kherson, Mykolayiv and Odessa
districts of Ukraine, plus an at-sea
phase which took place in Ukrainian
territorial and international waters.
This year’s specifics
For 2019 the exercise scenario
focused on a ‘neighbouring rogue
nation’ attempting to subdue a
‘friendly Black Sea country’ using
all means at its disposal, starting
with exerting economic pressure
by blocking off access to the Black
Sea for civilian commercial ship
traffic from the Danube. This was
followed by clandestine missions
to smuggle in weaponry and
special operations forces (SOF)
personnel aboard civilian ships,
in order to launch subversive
actions to disrupt normal life in the
friendly country. This ultimately
led to internal turmoil, an excuse
for the rogue nation to launch an
all-out military campaign against
it, with conventional airborne and
amphibious landing operations.
The task of the friendly forces
was to mount a peacekeeping
operation under UN mandate. First,
they had to disrupt all attempts
by the rogue nation to destabilise
the friendly country and then,
once open hostilities began,
defeat its landing forces and bring
order to the affected region.
Although similar to scenarios
from previous years, this year
the exercise operations were
conducted on a much higher
level, while the riverine element
(naval operations in the Danube)
was notably enhanced.
As is customary, the exercise
consisted of an initial and an
active phase. In its initial phase,
during the first week, exercise
participants achieved a required
level of interoperability by taking
part in a series of basic ‘scripted’
events involving standard tasks.
The active phase began in the
second week and was organised in
a ‘free play’ format – in which none
of the participants in an exercise
event are aware of the task in
advance and thus have to act
immediately upon a set of orders
received in real time from the
Maritime Operations Centre (MOC).
The MOC was again fully
organised under NATO standards,
acting as the multinational
headquarters of the peacekeeping
task force. Consisting largely of
Ukrainian personnel, it was tasked
with planning and preparing all
orders for each exercise event
in accordance with a basic set
of tasks and rules, provided by
the exercise command, to which
it was directly subordinated.
This year the ground component
– approximately 900 troops
from Georgia, Moldova, Ukraine
and the US, with armoured and
unarmoured vehicles of all types
– formed a Multinational Battalion
(MNBN). This was headquartered
at the Chabanka training range,
situated at a major Zbroyni Syly
Ukrayiny (ZSU, Ukrainian Armed
Forces) base in Chornomorske,
some 13 miles (21km) northeast
of Odessa and not far from the
Black Sea shore. The Ukrainian
servicemen came from the
503rd Naval Infantry Battalion
(503 obmp) of the Viys’kovo-
Mors’ki Syly (VMS, Ukrainian
Navy), while the US servicemen
were from the US Marine Corps
– more specifically the Marine
Rotational Force-Europe (MRF-
E) 19.2 stationed in Norway.
Ships and divers attending the
exercise were again stationed at the
main VMS naval base in the port
of Odessa; its SOF element was
at the VMS SOF base in Ochakiv;
while the amphibious element (part
of the 503 obmp) operated at the
uninhabited Tendra Spit sandbar.

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war games
The air component
Just as last year (see Black
Sea peacekeepers, November
2018, p30-33), the bulk of the
air component was provided
by Ukraine. Its primary sources
were three ZSU services – the
Povitryani Syly (PS, Ukrainian Air
Force), Sukhoputni Viys’ka (SV,
Ground Forces) and VMS, with the
Natsional’na Hvardiya Ukrayiny
(NGU, National Guard of Ukraine)
and Derzhavna Prykordonna
Sluzhba Ukrayiny (DPSU, State
Border Guard Service of Ukraine)
providing additional assets.
The single VMS aviation unit –
the 10 mors’ka aviatsiyna brihada
(mabr, naval aviation brigade) from
Kul’bakino air base near Mykolayiv
– provided the two An-26
transports (‘09 and 10 Yellow’),
one Ka-226 search and rescue
(SAR) helicopter (‘41 Yellow’),
one Mi-14PS SAR helicopter
(‘34 Yellow’) and two Mi-14PL
anti-submarine warfare (ASW)
helicopters (‘35 and 36 Yellow’).
Interestingly, some of its assets
that regularly attended earlier Sea
Breeze exercises – most notably
www.Key.Aero
36-40 SeaBreeze AFM Dec2019.indd 37
its shipborne Above: Su-24M ‘28 White’ (c/n 0815328) of the 7 brTA
departs Kul’bakino for a live-firing sortie at a local
Ka-27 training range on July 9. The ‘Fencers’ were there on a
helicopters – separate PS exercise, but two took part in Sea Breeze
were absent this 2019, making their debut. This aircraft is one of only
year. However, a few Su-24Ms that were operational before 2014 and
carries the unit’s ‘dragon’ emblem. All photos Sergey Smolentsev
their place was unless stated Below: Two Mi-8MTs of the 11 obrAA – ‘130 Red’
filled by the other (c/n 94838, in front) and ‘144 Red’ – deliver Bulgarian and
VMS helicopters, as Ukrainian SOF troops aboard the ‘Het’man Sahaydachnyy’ frigate
well as by rotorcraft aboard on July 9. The SOF troops performed a VBSS mission on the ‘Balta’
degaussing ship while it was under way. Ukrainian MoD/Yevheniy Sylkin
the warships of Standing NATO
Maritime Group Two (SNMG2).
The PS provided four Su-25s from
its 299 brihada taktichnoyi aviatsiyi
(brTA, tactical aviation brigade)
at Kul’bakino, plus two Su-24s of
the 7 brTA at Starokostyantyniv
that were temporarily detached
to Kul’bakino on a separate PS
exercise (see boxed item). In
addition to these, two Su-27s –
part of a quick reaction alert (QRA)
detachment of four Flankers (‘28,
30, 52 and 101 Blue’) from the
831 brTA at Myrhorod air base,
stationed at the Shkil’nyy military
apron of Odessa International
Airport – were placed in reserve
for Sea Breeze but were not
employed. All these were tasked
to provide combat air patrol (CAP)
and close air support (CAS).
#381 December 2019 // 37
11/11/2019 12:36:42
 Exercise
Report
The SV brought four Mi-8MT
transport helicopters, (‘130, 133,
140 and 144 Red’) of the 11 okrema
brihada Armiys’koyi Aviatsiyi
(obrAA, independent army aviation
brigade) at Chornobayivka near
Kherson. Three of these were
usually detached at Chabanka
and one was at Ochakiv.
DPSU assets comprised two
aerial surveillance/maritime patrol
aircraft and one helicopter –
DA40 NG (‘32 Blue’), DA42 MPP
Guardian (‘22 Blue’) and Mi-8MT
(‘06 Blue’) – all from Odessa’s
okrema aviatsiyna eskadrylya (oae,
independent aviation squadron)
stationed at Shkil’nyy. The DA40
NG and DA42 MPP patrolled the
exercise area and tracked the ships
taking part, while also watching
out for any possible intruders.
Finally, the NGU supplied two
more Mi-8MTs (‘14 and 24 Yellow’)
from the Hvardiys’ka Aviatsiyna
Baza (Hv AB, Guards air base) at
Oleksandriya, detached to Shkil’nyy
for the duration of Sea Breeze.
Generally, all the Mi-8MTs – with
the exception of the DPSU’s (‘06
Blue’), which was tasked with VIP
transport – were used on transport,
paradropping and CAS tasks and
were usually equipped with the
Adapter-M1 fast rope insertion and
extraction system (FRIES), or its
later Kanat-1 variant. In addition to
the five NGU and DPSU aircraft,
Three Mi-8MTs of the 11 obrAA –
‘133 Red’ (in front), ‘144 Red’ (centre)
and ‘140 Red’ (c/n 94563) – deploy
Moldovan and Ukrainian servicemen
using their FRIES during the final
Sea Breeze 2019 event, the ground
component media day at Chabanka
on July 11. US Navy/MC3 T Logan Keown
38 // December 2019 #381
36-40 SeaBreeze AFM Dec2019.indd 38
Above: The last US transport to arrive at Odessa IAP as part of Sea Breeze 2019 was this C-130J-30 Hercules of the
37th Airlift Squadron/86th Airlift Wing from Ramstein Air Base in Germany. Serial 07-8608 ‘RS’ (c/n 382-5622) wears
special ‘invasion stripes’ applied for its appearance at the 75th anniversary of the D-Day invasion in Normandy in
June. Right: The pair of Mi-14PLs – ‘36 Yellow’ (c/n 78495) and ‘35 Yellow (c/n 78494) of the 10 mabr – demonstrate an
ASW mission at the air component media day at Kul’bakino.
some of the other aircraft and the land component to use the were all evacuated by the Mi-14PS.
helicopters involved in the exercise FRIES or for parachute jumps. In the following few days the
were also temporarily detached Nonetheless, as early as July 1 Mi-14PS operated from Shkil’nyy,
and operated from Shkil’nyy, the air component had its first deploying VMS and DPSU
including those of the SV and VMS. major ‘solo’ training, when the two divers from their various SOF
The US, as a co-host, provided An-26s of 10 mabr parachuted units off the port of Odessa.
two direct exercise participants: a the servicemen of the unit’s The divers were from anti-
pair of P-8A maritime patrol and Ryatuval’na Parashutno-Desantna diversionary units, including
reconnaissance aircraft, both from Grupa (RPDG, airborne rescue the local 801st Independent
US Navy Patrol Squadron 9 (VP- group) into a coastal zone of Anti-diversionary Detachment
9) ‘Golden Eagles’ at Naval Air the Mykolayiv region, in an area (801 ozbPDSZ) of the VMS.
Station (NAS) Whidbey Island, where action by hostile forces was A media day for the naval
Washington. These had been highly probable. They successfully component took place in the port
temporarily detached since April located and recovered a group of Odessa on July 5. As part of
to NAS Sigonella in Sicily, Italy, in of casualties, organised first aid the event, the 801 ozbPDSZ ship
support of Sixth Fleet operations. treatment for them and set up boarding party demonstrated a
perimeter defence. Meanwhile, visit, board, search and seizure
Notable events they called in the Mi-14PS, which (VBSS) mission, raiding the
The first week was spent on arrived in the area and began VMS flagship – the Het’man
interoperability training (so-called circling their position on the Sahaydachnyy (F130), a ‘Krivak III’-
‘basic skills training activities’) and lookout for enemy forces on class frigate – which took up the
the air component – most notably sea and on land. As soon as the role of a civilian ship taken over
its NGU and SV Mi-8MTs – was RPDG servicemen had treated the by hostile elements. Using two
predominantly involved in training casualties and stabilised them, they rigid-hull inflatable boats (RHIB),
www.Key.Aero
11/11/2019 12:36:54

the boarding party embarked
the ship and took over control
while two Mi-8MTs (‘133 and 144
Red’) of the 11 obrAA provided
CAS. Just ten minutes after the
VBSS mission, the same two
Mi-8MTs delivered DPSU divers
some 1.25 miles (2km) off the
port of Odessa, where they were
picked up by DPSU boats.
It is also worth noting that in
this period the US Navy’s Naval
Mobile Construction Battalion
(NMCB) 133 practised rebuilding
a runway after an enemy air
strike at Kul’bakino, together
with their colleagues from the
base maintenance unit of the
10 mabr. The role of a damaged
runway was played by one of the
service roads on the far western
end of the 10 mabr apron.
The end of the first week
coincided with Ukraine’s Navy
www.Key.Aero
36-40 SeaBreeze AFM Dec2019.indd 39
Day (July 7). The main celebration
was in the port of Odessa, with
many of the aircraft and helicopters
involved in the exercise flying over
the port in tight formation at low
altitude. These included the two
An-26s, the three Mi-14s, the two
NGU Mi-8MTs, two Su-25M1s and
the Ka-226. The two An-26s later
deployed RPDG paratroopers
who landed in the water and
were picked up by the Ka-226.
On July 9, a media day for the
air component took place at
Kul’bakino. The An-26s parachuted
a group of RPDG rescuers, tasked
with locating and stabilising a
casualty behind enemy lines.
Meanwhile, the two Mi-14PLs
demonstrated an ASW sortie
and were followed by the Ka-226
which evacuated a casualty
without landing. The pair of An-26s
made a low-level pass over the
Ukraine’s Fencers make Sea Breeze debut
Sea Breeze 2019 coincided with a major PS
combat training exercise, operating from
Kul’bakino air base, involving Su-25s of the
local 299 brTA as well as a detachment of
Su-24s from 7 brTA at Starokostyantyniv. It
was a perfect opportunity to combine the
two events, resulting in the first appearance
of the PS Fencers at a Sea Breeze exercise.
The PS event was aimed at seasoned
combat-experienced pilots as well as at
young pilots who had recently graduated
Two PS aircraft were on static display during the air component media day at Kul’bakino on July 9 –Su-24MR ‘60
Yellow’ (c/n 0741613) of the 7 brTA and Su-25M1K ‘19 Blue’ (c/n 25508110288) of the 299 brTA.
Above: Royal Canadian Air Force CH-148 Cyclone 148822 (c/n 92-5022,
callsign ‘Raptor’) from 423 Maritime Helicopter Squadron in flight during the
active at-sea phase of Sea Breeze 2019 in the Black Sea on July 10. It was
carried aboard the frigate HMCS ‘Toronto’ – the SNMG2 flagship. NATO
runway, simulating SAR/resupply
sorties. These were followed by
eight Su-24s and Su-25s taking
off in pairs and as solo aircraft.
Most were part of a separate PS
exercise, departing on live firing/
reconnaissance missions at a
nearby range. Only Su-25M1 (‘15
Blue’) and Su-25M1K (‘32 Blue’)
were unarmed and took part in
the demonstration, displaying CAP
and CAS missions at low level,
after which they landed. As soon
as the pair of An-26s landed and
taxied away, the star of the event
appeared: P-8A Poseidon 168997 of
VP-9, arriving from NAS Sigonella.
Last but not least, the PS
presented a Su-24MR (‘60 Yellow’)
and a Su-25M1K (‘19 Blue’) in
the static display. The latter is
the latest Su-25 arriving from
overhaul and modernisation.
The active phase began that same
from the PS University at Kharkiv. Its goal
was to train the Su-24 and Su-25 pilots to
execute reconnaissance and strike sorties
against land or sea targets while flying
as part of a group of aircraft at extremely
low altitude, both day and night. Live firing
exercises were conducted at a local training
range and over part of the Black Sea.
By combining these two events, the PS pilots
had a chance to train against real maritime
targets, and vice versa. Consequently, the PS
day but, owing to its ‘free play’
format, the events were restricted
to the public and thus many of
the air component activities went
unrecorded. According to the
exercise scenario, on this day
the enemy deployed an airborne
landing force at the port of
Pivdennyy and an amphibious
landing force at the port of
Ochakiv – situated some 3.5 miles
(6km) and 30 miles (48km) east
of Chabanka, respectively.
The amphibious element from
the Tendra Spit sandbar played
the role of the enemy forces: part
of it made an 18.6-mile (30km)
march and was taken up by
Mi-8MTs then parachuted near
Pivdennyy, while the remainder
was loaded aboard the Yuri
Olefirenko (L401, a ‘Polnocny-C’-
class landing ship of the VMS),
together with a complement
aircraft not only provided simulated CAS for
the landing parties at Sea Breeze 2019 but
also had a chance to make simulated attacks
against ships at sea, playing targets for their air
defence systems in the process. The 15 aircraft
noted taking part in this PS exercise comprised
Su-24Ms (‘20, 28 and 44 White’), Su-24MRs
(‘59 and 60 Yellow’), single-seat Su-25M1s (‘15
and 45 Blue’) and Su-25M1Ks (‘19, 20, 32, 36
and 46 Blue’), plus two-seat Su-25UBM1s (‘62
and 64 Blue’) and a Su-25UBM1K (‘63 Blue’).
#381 December 2019 // 39
11/11/2019 12:37:15
 Exercise
Report Sea Breeze 2019
of armoured and unarmoured
vehicles. The ship sailed to
Ochakiv, where the personnel
disembarked and captured the
port. Ochakiv was then stormed
and recaptured by the MNBN
while Pivdennyy was encircled
by MNBN troops and stormed
by a joint SOF group from the Above: US Navy P-8A 168997 (c/n 44942, l/n 5587) of VP-9 demonstrates its retractable MX-20HD electro-optical
infrared sensor below the nose, plus its weapons bay, during the third pass over the main runway at Kul’bakino as
ZSU and NGU. The ZSU element part of its appearance at the media day. Below: An-26 ‘10 Yellow’ (c/n 8402) of the 10 mabr demonstrating a low-level
of the SOF group was inserted SAR/resupply sortie during the air component media day at Kul’bakino on July 9.
by a Mi-8MT using a FRIES,
ultimately taking out the enemy.
A small number of additional
unrelated events took place on
July 9, involving the air component.
The shore-based Mi-14PLs and
the P-8A were tasked to locate an
enemy submarine, while an An-26
took part in a SAR mission: after
locating the stricken ship which
sent an SOS message, it deployed
a rescue boat and parachuted
a pair of RPDG members who
assisted the ship’s crew to the July 10 was no less interesting. of NGU Mi-8MTs using the FRIES the enemy’s positions, then a
rescue boat and administered According to the exercise scenario, and, assisted by several local mechanised US-Ukrainian platoon
first aid. Simultaneously, the the enemy captured the remote paramilitary organisations, they in armoured fighting vehicles
Mi-14PS arrived to evacuate Zmiyinyy Island in the Black Sea, neutralised the enemy sabotage followed to finish off and capture
all badly injured members of 87 miles (140km) southwest of teams operating in the area. the positions. To counter a
the ship’s crew and delivered Odessa. A pair of Su-24M bombers July 11 saw the end of the at-sea possible manoeuvre by remaining
them to the nearest hospital. arriving from Kul’bakino simulated phase marked with a traditional enemy forces and any reserves
Furthermore, a suspicious ship an air strike, followed by a pair of closing PHOTOEX. Taking part they may still have possessed,
carrying explosives and saboteurs Mi-8MTs deploying a DPSU SOF in it were three shore-based an airmobile element of the
– played by Balta (A811), a ‘Bereza’- team via FRIES: all remaining aircraft – the Mi-14PS and An-26 MNBN, comprising Moldovan
class degaussing ship of the enemy forces were mopped up and (‘10 Yellow’) from 10 mabr and US and Ukrainian servicemen, was
VMS – was sailing towards one the island retaken. After leaving Navy P-8A 168852 from VP-9 – inserted into battle by three
of the friendly ports. The naval Zmiyinyy Island, the pair of Fencers plus two ship-based helicopters: a Mi-8MTs (‘133, 140 and 144
task force consisting of Het’man was engaged in joint training with Romanian IAR-330 and a Canadian Red’) using FRIES. The finale of
Sahaydachnyy and USS Carney the sea component. Another VBSS CH-148. During the event, the the event was the insertion of
located it and informed the MOC. mission was performed on the exercise fleet comprising 15 ships Ukrainian marine paratroopers
Soon, a pair of Mi-8MTs (‘130 and Balta, this time by a DPSU SOF from several countries sailed in into the enemy’s rear area by the
144 Red’) delivered Bulgarian and team, deployed directly on it from a straight line for almost an hour VMS An-26 pair – ensuring all
Ukrainian SOF troops aboard the Mi-8MT ‘144 Red’ using FRIES in a formation of four columns. the remaining enemy forces were
Het’man Sahaydachnyy employing while the ship was under way. Almost simultaneously, the final fully encircled and defeated.
their FRIES. Using a pair of the Meanwhile, at the other end of major event of the Sea Breeze Sea Breeze 2019 ended with the
ship’s RHIBs and supported by Odessa district at Zherebkove, 103 2019 exercise – the media day of official closing ceremonies on
the two Mi-8MTs, the SOF troops miles (166km) northwest of Odessa, the ground component, or more July 12. Throughout its duration,
performed a VBSS mission on the another part of the scenario was precisely its MNBN – took place the FRIES was used more than
Balta while it was under way. They unfolding. The ZSU and NGU at Chabanka. It began with the 2,000 times, 300 parachute
successfully seized the ship and anti-diversionary teams were combined US-Ukrainian artillery jumps were made and more than
the task force took it under escort. deployed in the field by the pair element of the MNBN striking 300 flight hours were logged.

Above: Su-25M1K ‘19 Blue’ (c/n 25508110288) of the 299 brTA was one of two PS aircraft on static display during the air component media day at Kul’bakino on
July 9. This is the latest Su-25 to arrive from overhaul and modernisation at the ‘MiGremont’ facilities in Zaporizhzhya.

40 // December 2019 #381 www.Key.Aero

36-40 SeaBreeze AFM Dec2019.indd 40 11/11/2019 12:37:28

 A400M Atlas C1 ZM417 (c/n 060) from
No 70 Squadron lands at Odessa IAP
on June 27 – delivering the Royal
Navy divers and their equipment.
The ‘invisible’ air component
T
hose closely following the
first and last stages of each
iteration of Sea Breeze –
the deployment of exercise forces
before the start of operations
and their subsequent withdrawal
after the manoeuvres have ended
– are familiar with the existence
of an ‘invisible’ air component.
These are the transports,
arriving at Odessa IAP to deliver
and retrieve the equipment and/
or personnel for the exercise.
This year the US Marine Corps
unit attending the exercise arrived
from Norway and most of its
equipment also came from there,
aboard USAF C-130J-30s of the
37th Airlift Squadron (AS) ‘Blue
Tail Flies’ from the 86th Airlift
Wing (AW) at Ramstein Air Base
in Germany. They took up their
Sabre-rattling
Just before the start of Sea Breeze 2019,
Russia ‘threw down the gauntlet’ by closing
off certain areas of international waters
in the Black Sea where the exercise was
originally supposed to take place. Moscow
went even further, organising a naval
exercise of its own in the same location.
This not only forced the Sea Breeze staff to
change plans and divert the at-sea phase
to adjacent waters, but also meant the
exercise fleet operated under the constant
shadow of Russia’s Black Sea Fleet ships
and aircraft, especially since the Russian
manoeuvres were wedged between Sea
Breeze’s two main exercise ranges. Russia
also staged a large-scale aviation exercise
in the annexed Crimea, which included
parachuting over 2,000 airborne troops
from Il-76MD transports on July 11 – just as
www.Key.Aero
41 SeaBreeze AFM Dec2019.indd 41
equipment at Værnes Air Station,
collocated with Trondheim Airport
in Norway – here, large quantities
of USMC weapons, vehicles,
equipment and ammunition are
stockpiled as part of Marine
Corps Prepositioning Program-
Norway (MCPP-N). Two aircraft
were involved in the delivery
process, making a total of four
flights to Odessa IAP – 06-8611
(c/n 382-5619) came in three times
between June 27 and 29 (one
flight each day), while 15-5831
(c/n 382-5831) arrived on July 1.
Four flights were required to
return the equipment to Norway
– again by C-130J-30s of the
37th AS – aircraft 04-3142 (c/n
382-5558), 06-8611 and 15-5822
(c/n 382-5822) touched down
on July 14, while 07-8608 (c/n
Sea Breeze 2019 was heading to its close.
Furthermore, Russian ships began
shadowing NATO vessels arriving for
Sea Breeze as soon as they had entered
the Black Sea – the Smetlivy (870), a
‘Kashin’-class guided-missile destroyer,
began shadowing USS Carney, while the
Pytlivyy (868), a ‘Krivak II’-class frigate,
and Kasimov (055), a ‘Grisha III’-class
corvette, began shadowing HMCS Toronto
and HMS Duncan. Russian Navy aircraft
were there as well – at the start of the
initial at-sea phase on July 2, a Su-24M
bomber made a few passes near USS
Carney, just a few hours after it had left
the port of Odessa. Similarly, a Ka-27PS
came very close to the warship while
it was returning to port on July 4.
Nonetheless, this was also a perfect
“Russian ships began shadowing NATO
vessels arriving for Sea Breeze as soon
as they had entered the Black Sea.”
382-5622) arrived on July 21.
The US Navy was involved with a
pair of C-40A Clipper transports of
Fleet Logistics Support Squadron
56 (VR-56) ‘Globemasters’ from
Naval Air Station Oceana in
Virginia, temporarily detached to
NAS Sigonella in Sicily, in support
of Sixth Fleet operations. The first
example – 166696 (c/n 40577) –
arrived at Odessa IAP on June 28,
delivering equipment from Naval
Station Rota in Spain. On July
15, this equipment was returned
to Rota by 166694 (c/n 40573).
Royal Navy divers and their
equipment were delivered on
opportunity for NATO to conduct a
few intelligence, surveillance and
reconnaissance (ISR) missions around the
Black Sea. For example, on July 3 the USAF
RQ-4B UAV 10-2041 and the US Navy P-8A
169328 of VP-9 – both from NAS Sigonella
– operated in this area. On that same day
the French Navy COMINT/ELINT ship Dupuy
de Lôme (A759) also entered the Black Sea
– although not directly involved in Sea
Breeze, it monitored the exercise during
the at-sea phase – collecting electronic
signals emitted by sea, air and land-
based Russian communication systems,
radars, etc. RAF Sentinel R1 aircraft also
took part – aircraft ZJ692 and ZJ694 made
four sorties in the region on July 8-11,
arriving straight from RAF Waddington,
Lincolnshire. Finally, some of the shipborne
June 27 aboard RAF A400M
Atlas C1 ZM417 (c/n 060) of
No 70 Squadron at RAF Brize
Norton, Oxfordshire. The divers
themselves were picked up by
this same A400M on July 13, but
from Boryspil IAP. Their equipment
remained at Odessa and was
retrieved by Atlas C1 ZM407 (c/n
026), arriving at Odessa IAP late
in the evening on July 22. The
next day this aircraft departed for
its home base via Ämari air base
in Estonia. Arriving at RAF Brize
Norton just after midnight on
July 24, it was the last transport
flight of Sea Breeze 2019. AFM
helicopters aboard the SNMG2 ships
also conducted ISR missions against
the Russian ships shadowing them.
With NATO, Ukrainian and Russian ships
operating in such close proximity to
each other, an incident was inevitable –
at approximately 1000hrs local time on
July 10, the Smetlivy deliberately slipped
in and out of the Sea Breeze exercise
area just as US and Ukrainian ships
were conducting a live firing exercise –
practising their naval gunnery skills on
free-floating ‘killer tomato’ targets.
Russian ships were also present at the
closing PHOTOEX on July 11. The exercise
fleet was shadowed by the Smetlivy and
the Azov (151), a ‘Ropucha II’-class landing
ship – the former was closer, sailing at a
distance of around 2-3 miles (3.2-4.8km).
#381 December 2019 // 41
11/11/2019 12:20:06
 Exercise
Report
Seventy-five years after
the event, Operation
Market Garden is
still a focal point of
remembrance for today’s
airborne operations
specialists. Kees Otten
and Wim Das report from
the Netherlands, while Joe
Campion takes to the air
with today’s paratrooper
transports.
In the footsteps
of legends
42 // December 2019 #381
42-45 MarketGarden AFM Dec2019.indd 42
Market Garden 2019
C
onsidering the age of the
last surviving veterans, this
year’s 75th anniversary
of Operation Market Garden was
almost certainly the last to be
marked on such a large scale.
Alongside events on land to
commemorate the Allied offensive
to free Arnhem from German
occupation in 1944, Operation
Market Garden 2019 (OMG2019)
included the mass dropping of
thousands of paratroopers at
several landing zones around
the Dutch province of Brabant.
The commemorations were
organised by the Dutch Ministry
of Defence together with the
Liberation Task Force (LTF). Based
in the UK, the LTF serves as a
liaison between vintage vehicle
collectors, event organisers
and governments to help mark
significant commemorations. For
OMG2019, hundreds of vehicles and
personnel had to be transported
from the UK to the Netherlands.
The highlight of the airborne
operation was at Ginkelse
Heide on September 21, but
several paratrooper drops were
conducted prior to that, as well
as other activities in the air, on
the ground and involving the
crossing of rivers. The OMG2019
air component was run alongside
Operation Falcon Leap, which
took place from September 10-21
as an offensive airborne assault
operation under the supervision
of the Royal Netherlands Air
Force’s (RNLAF’s) 336 Squadron
at Eindhoven Air Base. More than
1,200 paratroopers from nine
countries participated in the event.
On the final day, seven Hercules
and a single German Transall
operating from Eindhoven Air Base
flew in three waves, dropping more
than a thousand paratroopers
above the Ginkelse Heide. Among
the dignitaries in attendance were
Princess Beatrix of the Netherlands
and Charles, Prince of Wales.
Airborne operations
The 75th anniversary was used
to revive public awareness
about Market Garden as one
of the decisive operations
www.Key.Aero
11/11/2019 11:55:01
 of the conflict. On the ground,
banners with the words ‘Lest
We Forget’ were seen in several
villages, while Dutch and Belgian
television stations broadcast
a minute-by-minute ‘situation
report’ as if the liberation were
happening in real time.
In the skies over Brabant, the
aim of recreating the events of the
airborne campaign was achieved
successfully, with three waves
of 442, 357 and 326 jumpers
scheduled. A civilian-operated
C-47 in period markings flew
separate runs with tandem jumps
for VIPs including the British,
Polish and US ambassadors
and the mayor of Arnhem. A few
veterans also jumped – as they
do every year – including Jim
‘Pee Wee’ Martin and 98-year-old
Thomas M Rice, who served with
the US 101st Airborne Division.
Jumping with
other nations
The memorial jumps were also a
good opportunity for the participating
air arms to practise airborne
operations as part of a force of
international troops.

Historical background
Fought in the Netherlands in September
1944, Market Garden was the biggest
airborne operation of the war up to that
point. It consisted of two sub-operations:
Market, an airborne assault intended to
establish a bridgehead over the Rhine,
and Garden, a ground attack to create
a salient into German-held territor y.
However, it quickly ran into trouble,
as the strength of German forces in the
area had been underestimated. Radio
communications broke down, while the
Germans gained knowledge of the Allied
plans after discovering an invasion map in
a crashed glider. Nevertheless, the 35,000
British and American paratroopers fought
fiercely to hold the highway corridor and
defend the flow of reinforcements from
the south against German counterattacks.
The road to Arnhem was dubbed ‘Hell’s
Highway’ due to the heavy fighting.
This was the last successful German
counteroffensive and the Allies failed
to secure a bridgehead over the Rhine.
Despite taking control of Brabant
and Limburg in September, the Allied
invasion of Europe was stalled, and
the central and northern Netherlands
suffered from famine during 1944-45.
Nevertheless, the operation provided
a solid base to liberate the other
parts of the country in spring 1945.

Above: Paratroopers from France, Germany, the Netherlands and the US

await boarding at Eindhoven Air Base. The Netherlands-based Falcon Leap
paratrooper exercise has been bolted on to the traditional Market Garden
commemorations since 2015. Kees Otten and Wim Das Left: A spectacular aerial
view of four Hercules over the city of Arnhem. Nearest the camera is Belgian
Air Component C-130H CH-11 of the 20th Squadron/15th Wing, based at
Melsbroek. All photos Joe Campion unless stated

www.Key.Aero #381 December 2019 // 43

42-45 MarketGarden AFM Dec2019.indd 43 11/11/2019 11:55:29

 Exercise
Report Market Garden 2019
Right: Belgian C-130H CH-11 wore both
Participating aircraft flying from Eindhoven ‘invasion stripes’ applied earlier this year
Air arm Type Serial Squadron to commemorate the D-Day landings and
‘Tribute to 525 Squadron’ titles on the
RNLAF C-130H-30 G-273 336 Squadron nose. Left: A pair of RNLAF loadmasters
RNLAF C-130H-30 G-275 336 Squadron on the ramp of the Dutch Hercules.
RAF C-130J-30 ZH872 Nos 24/47 Squadrons Throughout Market Garden/Falcon Leap,
Hercules C4 the aircrew used World War Two-era
callsigns for aircraft and initial points.
Belgian Air Component C-130H CH-11 20th Squadron/15th Wing
Luftwaffe C-160D 50+77 LTG 63
Italian Air Force C-130J MM62178 ‘46-43’ 2° Gruppo
USAF C-130J 99-55822 ‘RS-86’ 37th AS/86th AW
USMC KC-130J 166380 ‘BH-6389’ VMGR-252

Inside the hangar of the
RNLAF’s Eindhoven-based
336 Squadron, hundreds of
paratroopers gathered and
checked each other’s parachutes.
Military personnel from Belgium,
the Czech Republic, Denmark,
France, Germany, Italy, Poland,
the Netherlands, South Africa,
the United Kingdom and the
United States were present.
The aircraft took off from
Eindhoven in mixed formations,
comprising transports from
the Belgian Air Component,
Italian Air Force, Luftwaffe,
Royal Air Force, RNLAF, USAF
and US Marine Corps.
Most of the paratroopers used
the static line technique, which
entails fully automatic parachute
opening after passing a hook on
the rear section of the aircraft.
September 21 also saw 36 soldiers
jump from higher altitude, pulling
the ’chutes open themselves.
Improving skills
Speaking to AFM, a US special
forces colonel described OMG2019
as a great assignment, albeit
“pretty routine stuff” in terms
of the airdrops. What made it
different was the historical aspect
and the opportunity to honour the
heroes of World War Two as part
of the commemorative events. As
a jumpmaster, the colonel was
responsible for controlling a group
of paratroopers as they left the
aircraft. “We have represented
[here in the Netherlands] every
year since 2011 and bring different
types of parachutes with us, such
as the T-11 or MC-6.”
Different nations use different
equipment – for example, the
German contingent brought
the T-10 parachutes, and, the
previous day, the US colonel had
jumped with a British parachute.
An important aspect was gaining
experience with jumpers from
other nations, using other types of
parachutes, different configurations
of troops and jumping from
different aircraft flown by
other nations. Put together,
this was a great opportunity
to improve interoperability.

Below: The US Marine Corps KC-130J

manoeuvres low over the province
of Brabant. The USMC was a first-
time participant in Market Garden/
Falcon Leap and its Hercules arrived
at Eindhoven from Sigonella, Italy.
Market Garden/Falcon Leap is now the
biggest cross-parachuting exercise
in Europe, and aircraft that drop
their own nation’s ’chutes are the
exception, rather than the rule.

44 // December 2019 #381 www.Key.Aero

42-45 MarketGarden AFM Dec2019.indd 44 11/11/2019 11:55:58

 Right: RAF Hercules C4 ZH872 taxies
out at Eindhoven with the Luftwaffe
Transall awaiting its turn behind.
This year, in a break from the norm,
up to eight transports gathered
on the runway simultaneously in
an ‘elephant walk’ prior to take-
off. Below: Royal Netherlands Air
Force C-130H-30 G-273 was one of
two of the long-fuselage Hercules
from the locally based 336 Squadron
taking part in the Market Garden
commemorations. For the occasion,
the squadron dropped its normal ‘Bull’
callsign in favour of ‘Uncle Able’ –
recalling the callsign of the unit’s last
Market Garden veteran, who passed
away last year.
German presence
Oberstleutnant (Lt Col) Markus
Meyer, commanding officer of the
German Fallschirmjägerregiment
26, has 25 years’ experience as
a paratrooper. The day before he
spoke with AFM, he had jumped
with the Belgian Air Component
and he was preparing to embark in
a US aircraft, providing a chance
to experience the T-11 or MC-6. He
explained that while the 1950s-era
T-10 used by the German contingent
is very fast, newer parachutes
provide more comfort with a
KC-130J 166380 ‘BH-6389’ of
VMGR-252 gets in close to the
camera ship. The squadron,
known as ‘Otis’, is stationed
at Marine Corps Air Station
Cherry Point, North Carolina.
www.Key.Aero
42-45 MarketGarden AFM Dec2019.indd 45
landing speed between 5 and 10kts.
As leading officer, Lt Col Meyer
jumped in the middle of the row.
Using the static line, the parachute
deploys immediately, and the
soldier has little to do until they
touch down. Only a little steering
is possible and, after some 30
seconds, the heaviest jumper
or the one with the heaviest
equipment will land first. The
aircraft will be flying low to reduce
the jumpers’ vulnerability periods.
Lt Col Meyer explained that
Germany was very happy to get
C-130J 99-55822 ‘RS-86’ of the ‘Blue Tail Flies’ of the 37th Airlift Squadron/86th
Airlift Wing based at Ramstein AB in Germany.
the chance to join the others
in the commemorations. Today,
Germany and the Netherlands
operate some joint military units,
with commanding roles rotating
between the two nations.
Memorial parade
With the help of the Dutch military
and numerous volunteers, the LTF
organised an event to recreate
the period of liberation in 1944.
Around 250 historic military
vehicles, including 14 Sherman
tanks and 68 armoured cars plus
half-tracks and motorcycles,
joined the commemorative
parade. Many civilians – in
particular, schoolchildren –
witnessed the apparently
endless stream of vehicles.
In total, 684 re-enactors, mainly
from the UK and the Netherlands,
recreated the atmosphere of
September 1944, supported by
many others. Over the week
of celebrations, sites were
visited between Leopoldsburg
in Belgium and Arnhem in the
Netherlands, with volunteers
overnighting in ‘base camps’.
While visiting one such camp,
a young truck driver proudly
displayed an old black-and-white
photo in the back of his cab. He
spoke with respect about the
person in the photograph, Kevin
Gillian, his wife’s grandfather.
Gillian had jumped with the 11th
Battalion above Arnhem in 1944.
He managed to reach within
100 feet of the bridge over the
Rhine before being shot in the
neck. The British Army moved
him to Oosterbeek, but when
Allied forces had to be evacuated
across the river by Polish soldiers,
they were forced to leave him
behind. He became a prisoner of
war but survived the conflict.
Heroes of the past, like
Kevin Gillian, now serve to
inspire a younger generation,
to ensure that their sacrifice
continues to be remembered. AFM
#381 December 2019 // 45
11/11/2019 11:56:11
 Exercise
Report Épervier 2019
Alpine fighter meet
N
This year, the Franco- eighbours France
Swiss Épervier air and Switzerland have
long enjoyed military
defence exercise was co-operation at various levels.
held at the Swiss base In the past, Switzerland flew
of Payerne. Remco the French-developed Mirage
Stalenhoef witnessed III and France recently added
F/A-18s and Mirage the Swiss-made PC-21 to its
ranks. Mutual training is a
2000-5Fs do battle over logical part of this bond and
the Alps. the Épervier (Sparrowhawk)
exercise is a prominent example.
The exercise dates back to 1996
when two Swiss Air Force F/A-
18s flew to Base Aérienne 102
Dijon-Longvic – then the home
of Groupe de Chasse 1/2 (GC 1/2)
‘Cigognes’ – for four days of joint
air defence missions alongside
resident Mirage 2000Cs.
The location for these bilateral
manoeuvres alternates between
France and Switzerland but
depends on availability and
the commitment of assets in
operational theatres – especially
on the French side. The previous
Épervier was held in June
2016 at the Armée
de l’Air’s (French
Air Force’s) BA 118
Mont-de-Marsan.
This year’s host
base, Payerne is home
1 to Fliegergeschwader
46 // December 2019 #381
46-47 Epervier AFM Dec2019.indd 46
11 supporting two squadrons of
F/A-18s, one of F-5s and a single
air transport squadron. The Armée
de l’Air deployed six Mirage 2000-
5Fs of GC 1/2, now home based
at BA 116 Luxeuil Saint-Sauveur,
for manoeuvres that ran from
August 23 to 30. The timing was
fortuitous, as French exercise
director (DIREX) Lt Col Aurélien
explained: “During the time we
were at Payerne the runway at
our home base was resurfaced.
Initially we operated for a few days
from Nancy air base but soon
we went to Switzerland to join
Épervier.” Lt Col Aurélien, who has
amassed over 2,500 flying hours,
1,100 of which on the Mirage 2000,
added: “Since I was an exchange
pilot with one of the local F/A-
18 squadrons from 2011 till 2015 I
have some great memories here.”
Air defence focus
The two countries employ the
Mirage 2000-5F and F/A-18
exclusively for air defence and
both Luxeuil and Payerne maintain
quick reaction alerts (QRA). “The
squadrons are among the few in
Europe that are still completely
dedicated to the air defence role,”
said Lt Col Aurélien. “We want to
be 100% at the top of our game.
It requires training to reach and
stay at this level of proficiency.
We can also do this training
here since we have the same
mindsets. It’s not only nice to be
an expert – it’s a necessity!”
Lt Col Mauron was the Swiss
DIREX on behalf of the ‘home
team’. He’s a former member of
the Patrouille Suisse team and
has 2,300 Hornet hours. He told
AFM: “Épervier is a very important
exercise for us. Although the
last Épervier was held a few
years back, it’s noteworthy to
see that we still speak the same
language when we plan, execute
and debrief our missions during
the exercise. This tells me that
the previous training is still in our
system and it’s also a reason why
mixed formations were possible
after only one day of flying.”
As with every exercise, Épervier
set some clear goals. The main
aim was to increase air defence
competencies by flying mixed
fighter force operations (MFFO)
while being confronted by air-
to-air threats in increasingly
complex missions. Lt Col Aurélien
continued: “If you have the
chance to duel against each other
but your aircraft have similar
capabilities you have to come
1: The vi
to a Swi
2 dogfig
5Fs: ser
Switzerl
a cloud
exclusiv
2000 pil
www.Key.Aero
08/11/2019 12:36:31
 3
up with something new every
time – that’s not as easy as it
sounds.” Lt Col Mauron explained
how it worked in practice: “Four
waves were flown each day. The
scenarios were created alternately
by Swiss and French pilots. The
first and fourth wave of the day
were normally smaller air combat
manoeuvres missions consisting
of a four-ship [two Hornets and
two Mirages] employing 1-v-1 or
2-v-2 setups – basically a standard
within-visual-range dogfight.
The second and third wave were
bigger and more complex waves
with up to 14 aircraft. This morning
I flew a 6-v-6 mission where
four French Mirages and two
Hornets from Meiringen played
Blue Air, performing defensive
counter-air missions against six
Red Air Hornets from Payerne.
Red Air needed to challenge
the tactics of Blue Air whose
goal it was to validate their own
game plan. Because Red Air
knew the Blue Air game plan,
4 both sides had to constantly
1: The view from the cockpit of an Armée de l’Air Mirage 2000-5F as the pilot gives chase adapt their tactics depending
to a Swiss Air Force Hornet. The first and fourth wave each day focused on 1-v-1 or 2-v- on developments in the air.”
2 dogfights. 2: A formation afterburner take-off by a pair of ‘Cigognes’ Mirage 2000- A variety of missions were
5Fs: serial 77 (c/n 317) ‘2-AX’ is nearest the camera. A total of six Mirages deployed to
Switzerland from Luxeuil. 3: F/A-18C J-5004 (c/n 1320) returns to the Payerne runway with practised during the week-long
a cloud of smoke from the tyres. Like the ‘Cigognes’ Mirages, Payerne’s Hornets are used exercise, among them high-
exclusively for air defence. 4: French exercise director Lt Col Aurélien is a veteran Mirage value air asset (HVAA) protection
2000 pilot. All photos Julian Fechter/Armée de l’Air unless stated. Inset: Remco Stalenhoef training for which a PC-6 or PC-7
was used. As well as F/A-18s from
Meiringen, F-5s from Emmen were
also involved in the scenarios.
Training value
Épervier offers an opportunity
to train jointly with a foreign
country and test the procedures
of the air forces in an international
environment. Crew interoperability
is key nowadays and this applies
to both pilots and ground crews.
“Everybody benefits from
this exercise,” Lt Col Aurélien
explained. “For the younger guys
in the squadron it’s a good way
to experience the aspects of a
deployment to a friendly nation
before they are sent off to the
‘real deal’. For them, and also for
the more experienced guys, it’s
good to see a different view on air
www.Key.Aero
46-47 Epervier AFM Dec2019.indd 47
defence and learn from each other
both in the air as well as on the
ground.” His Swiss counterpart
continued: “During the exercise
we can compare NATO and non-
NATO procedures and exchange
experiences like the French have
from their Baltic Air Policing
missions in Eastern Europe.
We can compare procedures,
fine tune the process and then
through debriefing confirm that
mutual training is indeed a win-
win situation for all involved.”
Enduring relationship
France and Switzerland have a
long history of training together.
Throughout the year, Payerne F/A-
18s and Luxeuil Mirage 2000s fly
with and against each other while
operating from their respective
home bases. There are exchanges
of pilots between combat squadrons
– like Lt Col Aurélien – as well as
instructors in each other’s PC-21
training squadrons. Swiss F/A-18s
rely mainly on the French C-135
tanker fleet for annual air-to-air
refuelling currency training. Swiss
and French pilots also meet during
annual exercises in Europe such as
the Tactical Leadership Programme,
Tiger Meet and Frisian Flag.
Around two months prior to
Épervier, French defence minister
Florence Parly visited Luxeuil
and confirmed that the Rafale
will be stationed at the base
from 2032. “This is great news
for the base and secures the
future of Luxeuil and GC 1/2,”
concluded Lt Col Aurélien. “It
also means that Épervier can
continue for years to come.”
The Swiss on the other hand
are in the process of selecting a
replacement for their ageing F-5s
and F/A-18s under the Air2030
programme, with the Typhoon,
F/A-18E/F, F-35A and Rafale
being the only competitors left.
The F/A-18Cs and Mirage 2000s
will be around for the next decade
or so, but from 2030 onwards,
new equipment will add yet more
value and learning experience
to Épervier for both forces. AFM
#381 December 2019 // 47
08/11/2019 12:36:37
 Fitte
Polish Su-22 force

Above: A tight three-ship of Polish Air Force Su-

22s up from Świdwin in July. Today, Su-22 crews
continue to perform mostly strike tasks, usually
exercising with both the army and navy. All photos
Katsuhiko Tokunaga/DACT Right: The aircraft’s cockpit
is conventional with analogue-type instruments and
the pilot is provided with a Zvezda K-36DM zero-
zero ejection seat.

48 // December 2019 #381 www.Key.Aero

48-53 PolishSu22 AFM Dec2019.indd 48 11/11/2019 10:58:08

ters
NATO’s last
T
he impressive Su-22M4 Fitter-K
brought the Polish air arm – today’s Siły
Powietrzne (SP, Polish Air Force) – into
the era of flight computers, a variety of modern
air-to-ground missiles – including its first anti-
radiation missiles – as well as self-defence
equipment such as pod-mounted jammers
and infrared and radar decoy dispensers.
The purchase of the Su-22 strike aircraft
(or fighter-bomber, in Soviet terminology)
has its origins in the first half of the 1960s,
when Poland acquired 44 of the Mach-2-
capable Su-7BM/BKL/U jets (six Su-7BMs,
30 Su-30BKLs and eight two-seat Su-7U
versions). Su-7 deliveries took place over 14
years: combat versions were delivered to
Poland during 1964-72, and trainers during
1970-78. The two-seat Su-7Us were used to
train pilots not only on the Su-7, but also the
later Su-20. When Poland looked to purchase
further strike aircraft in the 1970s, the variable-
geometry Su-20 was selected. The USSR also
offered Poland the MiG-23BN, but the Su-20
was cheaper and offered continuity with the
already familiar Su-7. The initial six Su-20s were
delivered to Poland in the first half of 1974,
chiefly for propaganda purposes; the goal
was to present the new aircraft during
a parade on July 22, 1974 – the 30th
anniversary of the People’s Republic
of Poland. The next 20 aircraft were
not purchased until 1976. The
air force was satisfied with the
Su-7 and Su-20, so the Su-22
was an obvious choice as the
subsequent strike aircraft.
www.Key.Aero
48-53 PolishSu22 AFM Dec2019.indd 49
While the Su-22 swing-
wing strike aircraft may
be obsolescent by today’s
standards, 35 years ago
it provided Poland with
a technological leap
comparable only with
its subsequent purchase
of F-16 fighters. Piotr
Butowski assesses the
current status of NATO’s
last surviving Fitters.
Burden of choice
Life in the nations of the so-called Socialist
bloc was divided into five-year periods. In 1980
the United Warsaw Pact Forces Command,
dominated by the USSR, planned the major
military equipment purchases for Poland for
the period 1981-85. The air defence fighter
force was to purchase three regiments of MiG-
23ML fighters and a squadron (eight aircraft)
of MiG-25P interceptors. Tactical aviation
was to be re-equipped with Su-22M3 fighter-
bombers, MiG-25RB reconnaissance and
bomber aircraft, Su-25 attack aircraft and Tu-143
Reys unmanned reconnaissance drones.
Brigadier General Roman Harmoza, who
participated in decision-making ahead of
Poland’s Cold War-era military equipment
purchases, told AFM many years later that “our
goal was always to shirk from as great a part
of these plans as it was possible”. The Poles,
using the country’s difficult economic situation
as an argument, purchased only one MiG-23MF
squadron in the early 1980s (to supplement
two squadrons of these fighters acquired in the
previous five-year period) and one regiment
of much cheaper MiG-21bis fighters. Purchase
of the Su-22 was postponed, which had the
advantage that Poland would receive the M4
version – the best of the Su-17/22 family.
Negotiations with the USSR also
concerned the configuration of the
aircraft. The Soviets pushed for the
version powered by a Tumansky
R-29BS-300 turbojet, since
gradual reduction of MiG-23
and MiG-27 output had led to
#381 December 2019 // 49
11/11/2019 10:59:28
 Polish Su-22 force
a surplus of these engines. Meanwhile, the
Lyulka AL-21 powerplant was constantly in
short supply, as it was also needed for Su-24
tactical bombers. However, Poland already had
experience operating both types of engines –
the R-29 in the MiG-23 and AL-21 in the Su-20
– and had no wish to acquire more R-29s.
The main contract for 80 Su-22M4 combat
aircraft and 20 Su-22UM3K combat trainers was
signed in 1983. In 1986, Poland ordered a further
ten Su-22M4s, for a grand total of 110
aircraft. Poland received Su-22M4s from the
23rd, 24th, 27th, 29th, 30th, 37th and 38th
production batches, delivered in several lots
during 1984-88. There were some differences
between them. For instance, aircraft from the
23rd and 24th batches were not fitted with
ASO-2V decoy flare dispensers (eight
launchers with 32 tubes each).
Aircraft from the 30th and
higher production
batches were
adapted to
carry Kh-29T
During design of this most advanced version of
the Su-17, the Soviets removed its fighter function
following which it evolved into a tactical medium-
and low-altitude strike aircraft. Therefore, the
air intake design was simplified, becoming fixed
rather than adjustable. Because of this change, the
aircraft’s speed was reduced to Mach 1.77.
50 // December 2019 #381
48-53 PolishSu22 AFM Dec2019.indd 50
The exception to the two-tone grey camouflage is
Su-22UM3K ‘707’, which was painted in its latest
Tiger Meet paint scheme, designed in 2017 by Filip
Jereczek-Bambrowicz and applied by WZL 2. This
jet has worn ‘tiger’ colours since 2003.
(AS-14 Kedge) TV-guided missiles; they can
be easily recognised by an additional TV
monitor in the cockpit. Su-22UM3K trainers
were from the 66th, 67th and 68th batches.
The first group of Polish pilots and ground
crews left for Su-22 conversion in Krasnodar,
USSR, in April 1984. On June 11, the first two
Polish pilots, Major Bogdan Likus and Colonel
Stanisław Nawrocki – both previously Su-20
pilots – soloed in the Su-22. The first Su-22
arrived in Poland on August 28, 1984.
Disassembled aircraft were delivered by
Il-76 and An-22 transports to Powidz air
base, where a team of employees from
the manufacturer, the Komsomolsk-on-
Amur production facility, assembled
and test-flew them; later, the aircraft
were ferried to their destination
bases. By the end of the year, 20 Su-22M4s and
six Su-22UM3Ks were already in the country to
convert Polish pilots as quickly as possible.
Polish Su-22 regiments
The first Polish unit equipped with the Su-22 was
the 6 Pułk Lotnictwa Myśliwsko-Bombowego (6
PLMB, 6th Fighter-Bomber Aviation Regiment),
based at Piła. The first aircraft, Su-22M4 ‘3005’,
arrived at Piła on November 13, 1984 and the
last in February 1986. This regiment had no
fewer than 36 single-seaters and nine trainers,
since it was tasked with training pilots and
ground crews for subsequent units. In the initial
period, the training process was assisted by
several instructors from the USSR. In 1998, the
6 PLMB was disbanded and its Su-22 aircraft
were divided among the remaining units.
The next Polish Su-22 unit – the 40 PLMB
based at Świdwin – accepted its initial aircraft in
August 1985 and attained its full complement – 32
combat aircraft and four trainers – in March 1986.
Due to the base’s location 50km (31 miles) from
the Baltic coast, the regiment frequently operated
over the sea in co-operation with the navy.
In May 1986, the 7 Pułk Lotnictwa Bombowo-
Rozpoznawczego (7 PLBR, 7th Bomber and
Reconnaissance Aviation Regiment) – based at
Powidz and operating the Su-20s – accepted
its first Su-22s. Here, the full regiment was not
re-equipped, only a single Su-22 squadron
(12 single-seaters and six two-seaters) being
added to a pair of Su-20 squadrons. Such
a large number of two-seaters was a result
of the need to train Su-20 pilots as well –
these airmen previously had only the old
Su-7Us at their disposal. Su-22M4s delivered
to Powidz were from the 30th production
batch. In 1997, the Su-20s
were retired and the 7 PLBR
received more Su-22s from the
disbanded regiment based at
Piła. The Powidz unit was named
‘reconnaissance’ because Poland
11/11/2019 11:00:01
 purchased six KKR-1 reconnaissance pods for
the Su-20s, later also used by the Su-22s.
The final unit to re-equip was the 8 PLMB
based at Mirosławiec, which accepted ten new
Su-22M4s from the 37th and 38th production
batches, delivered during September and
October 1988; these were the aircraft ordered
under the 1986 contract. The remaining aircraft
were handed over to the Mirosławiec regiment
from other units, which had a surplus above
the standard complement of ten single-seat
and two twin-seat aircraft per squadron.
Warsaw Pact duty
The primary role of the Su-22 was tactical air
interdiction 31-93 miles (50-150km) behind the
front line, flying at low altitude. Typical targets
would include command posts, bridges, railway
hubs, tactical missile launchers and enemy
troop concentrations. In Warsaw Pact doctrine,
the Su-22 (or Su-17) was positioned between
the Su-25 attack aircraft operating directly over
the ground troops’ contact line and up to 31
miles (50km) behind, and the Su-24 tactical
bomber, which performed similar tasks to the
Su-22, but with a heavier load and wider array of
weapons delivered over longer distances, 93-186
miles (150-300km) deep into enemy territory.
The most severe limitation of the combat
capabilities of the initial Su-17 and Su-17M
(Su-20) versions produced in 1969-75 was a
simple short-range radio navigation system
(RSBN, the Russian equivalent of TACAN)
and basic targeting sensors (optical sight).
The subsequent Su-17M2 (Su-22) produced
in 1974-80 was additionally fitted with DISS-
7 Doppler radar for navigation and a Fon-
1400 laser rangefinder for targeting. In the
subsequent Su-17M3 (Su-22M3) produced
in 1976-83, the navigation devices were
combined into a single KN-23 system
(originally developed for strike versions of
the MiG-23), enabling automatic guidance of
the aircraft over a pre-programmed route.
www.Key.Aero
48-53 PolishSu22 AFM Dec2019.indd 51
The Su-22 can carry up to four examples
of the unusual SPPU-22-01 cannon pods,
two of which can be configured to fire
backwards with barrels tilted up to 23°
downwards. The pod contains a twin-barrel
GSh-23 cannon and 260 rounds.
However, avionics were still insufficient. In
low-level flight deep behind the front line,
the aircraft left the TACAN range, and the
inertial-Doppler KN-23 navigation system lost
accuracy; over a distance of 155 miles (250km)
the circular error probability (CEP) increased
to 1.7 miles (2.8km). The pilot then had to seek
the target and attack it on his own – due to the
lack of radar this could only be done visually.
To remedy this, the Su-17M4 (Su-22M4)
was fitted with an RSDN-10 long-range radio
navigation (LORAN) receiver, meaning it was
able to correct its position close to the target.
All navigation devices, including the RSDN-
10 LORAN and RSBN-7S TACAN receivers,
DISS-7 Doppler navigation radar and others
were combined into single PrNK-54 (pritselno-
navigatsyonnyi kompleks, targeting and
navigation system) controlled by a digital
Orbita-20-22 mission computer (a small air
scoop for computer cooling in front of the
tail fin is externally the most visible feature
distinguishing the M4 from the previous
versions). After correction of the aircraft’s
KKR-1 reconnaissance pod
Any Su-22 can carry the large KKR-1 (konteyner
kompleksnoi razvedki) reconnaissance pod suspended
beneath the fuselage. The pod has a length of 22.3ft
(6.79m), a diameter of 2ft (60cm) and weighs 1,720lb
Neither the Su-22 or its Su-20 predecessor had dedicated reconnaissance variants, but both could be
used for reconnaissance after fitting the KKR pod, carried on the centreline station.
position by RSDN-10, the computer automatically
guided the aircraft to the target and dropped
bombs without the need for the pilot to have
visual contact with the target. However, this
mode of attack had two serious limitations: it
required knowledge of the precise co-ordinates
of the target before take-off and the LORAN
system was vulnerable to electronic jamming.
The new targeting sensor for the Su-22M4 was
the Klyon-54 (maple) laser rangefinder and
target designator; previously there was only a
rangefinder, without target indication function.
Weapons and stores
The Su-22M4 carries up to 8,818lb (4,000kg)
of weapons and stores on eight pylons: four
under the fuselage in tandem pairs and four
under the fixed wing sections. Additionally,
each of two small underwing pylons can
accommodate one R-60 (AA-8 Aphid) air-
to-air missile (AAM) for self-defence.
During wartime, the main armament of the Su-17
(Su-22) was to comprise two tactical nuclear
bombs (the yield of which partially compensated
(780kg) loaded. It contains three photo cameras (A-39,
UA-47 and PA-1; the last of these develops the film during
flight), a KDF-38 dispenser with 38 illuminating flares
and the SRS-9 electronic intelligence (ELINT) package.
#381 December 2019 // 51
11/11/2019 11:00:59
 Polish Su-22 force
for the poor accuracy of the navigation system).
The Su-22M4s had the equipment required for
carrying nuclear weapons – as had all Polish
tactical aircraft beginning with the MiG-21PFM
in 1968. However, in peacetime the Polish units
did not receive the bombs themselves.
Poland purchased four types of guided air-
to-surface missiles (ASMs) for the Su-22. Two
were laser guided onto a laser spot placed on
the target by the Klyon-54 designator housed
in the inlet cone, or by an external laser. These
were the heavy 1,448lb (657kg) Kh-29L (AS-14
Kedge) and the lighter 662lb (300kg) Kh-25ML
(AS-10 Karen), both with a range of 6.2 miles
(10km). The third missile was the TV-guided
Kh-29T that homes automatically onto an
optically contrasting object, designated by
the pilot using an IT-23M CRT monitor in the
cockpit. Finally, for use against ground-based
radars, Poland purchased Kh-25MP (AS-12
Kegler) anti-radiation missiles with a range of
25 miles (40km); this missile requires the Vyuga
(snowstorm) guidance pod for target acquisition.
The Su-22’s unguided weapons include
freefall bombs of up to 1,102lb (500kg), KMGU
submunition dispensers, 57mm to 370mm
(2.24in to 14.57in) rockets, and 23mm UPK-
23-250 and SPPU-22-01 cannon pods (up to
four, with the option of two firing backwards).
Fixed armament consists of two Nudelman/
Rikhter NR-30 single-barrel 30mm cannon, one
Below: The laser-guided Kh-25ML was final ASM in
the Polish Su-22’s inventory. The Kh-25ML training
round under the wing of Su-22M4 ‘3816’ comprises
the body of the missile with the seeker, enabling
simulated delivery without actual launching.
52 // December 2019 #381
48-53 PolishSu22 AFM Dec2019.indd 52
in each wing root (only the starboard cannon
is fitted in two-seaters), with 80 rounds each.
In a real-world mission in low-level flight, a
From the cockpit
major portion of the 8,818lb (4,000kg) load
capacity would be taken up by external fuel
tanks. Typically, the Su-22s fly with two 800-
lit (176-Imp gal) PTB-800 drop tanks, less
often with four PTB-800s, and very rarely with
two 1,150-lit (253-Imp gal) PTB-1150 tanks.
The Su-22M4’s self-protection devices
include SPO-15LM Beryoza radar warning
receiver (RWR), two KDS-23 chaff/flare
dispensers (six 50mm/1.97in cartridges each)
built into the dorsal spine and eight ASO-
2V dispensers (each with 32 26mm/1.02in
In the opinion of most pilots, the Su-22 is not easy to fly.
cartridges) mounted on the rear fuselage.
Speaking to AFM, one of the Polish Fitter pilots explained: “The
Additionally, an SPS-141MVG-E active jamming
variable wing geometry requires much attention. The pilot
pod can be suspended under the wing.
must take into account several operational limitations, related
However, these devices are not integrated
to the position of the movable section of the wing and wing
in a single system and operate separately.
high-lift devices.” Furthermore, he added: “The automatic
Upgrade proposals flight control system, although aiding the pilot in many
situations, is not a fly-by-wire system and is not pilot-friendly.”
In the 1990s, Poland received many offers to
However, a well-trained pilot “is able to get much out of
upgrade its Su-22s. A joint offer of 1994 from
the aircraft”. The aviator continued: “The aircraft handles
Sukhoi, Thomson-CSF and Sextant Avionique
very well in low-altitude high-speed flight, providing good
featured a new PrNK-55 navigation/attack
manoeuvrability in strafing flights; it can also attain pretty
system with mission computer, NSS100-P
long range and endurance.” In terms of the jet’s analogue
Navstar/Glonass GPS receiver, Totem inertial
avionics: “Using the flight instruments does not pose great
navigation system, TMV 630 laser rangefinder/
problems, despite the fact that the Su-22M4 unfortunately
target designator, Sherloc RWR and others. As
differs significantly in this respect from the Su-22UM3K.”
an option, the aircraft could receive a lightweight
www.Key.Aero
11/11/2019 11:02:22
 Left: Su-22M4 ‘3816’ in the climb over the clouds
as the wingman breaks. With recent US State
Department approval granted to buy up to 32
F-35As, the Su-22’s service career in Poland is
finally set to end. Right: Serials ‘3819’ and ‘3816’
over the airfield at Świdwin, with its network of
Cold War-era hardened aircraft shelters. This was
the second Polish Su-22 base, the resident 40
PLMB receiving its first examples in August 1985.
Phathom radar (from the Russian Phazotron
and French Thomson-CSF), plus beyond-
visual-range (BVR) AAMs and new ASMs.
Sukhoi’s lower-cost offer of 1997 provided
for separate upgrade modules beginning
with introduction of a GPS receiver, new
identification friend or foe (IFF) and flight
data sensors, followed by a new RWR and
electronic jammer, and then multifunction
displays and helmet-mounted sight. The most
advanced option provided for use of a podded
RLPK-22 radar, which enabled the aircraft to
use Kh-31A (AS-17 Krypton) anti-ship missiles.
An Israeli offer submitted by Israel Aircraft
Industries’ Lahav Division included new
avionics integrated via Mil Std 1553B
data bus, new on-board computer, plus a
gyroscopic inertial platform integrated with
GPS, TACAN, new VHF/UHF communications
radios and other items. An Elta EL/M
2032 radar could be suspended in a pod.
The proposal also included computerised
mission-planning system, new electronic
warfare (EW) and self-defence systems.
A Sukhoi offer of 2000 was similar to that
of 1997, but more modest, and targeted
extension of the assigned service life to
2,500 hours or 5,000 cycles, or 25-30 years.
The basic package also included installation
of several new devices including an A737
GPS receiver, digital chart and additional
mission computer (the old unit would remain
unchanged) to complete new tasks and
provide Mil Std 1553B interface. Separately,
the Kh-31A anti-ship missile was offered once
again, together with podded RLPK-22 radar.
Offers were also prepared by the Polish
Wojskowe Zakłady Lotnicze Nr 2 (WZL 2,
Military Aircraft Works No 2) in Bydgoszcz,
including installation of a new mission
computer, inertial navigation, air data computer,
replacement of some cockpit instruments with
a multifunction LCD display and new head-
up display (HUD), as well as other kit. In a
more advanced variant, installation of the Mil
Std 1553B data bus was stipulated, which
would open the way to the use of new sensors
(including podded radar) and weapons.
The Polish defence ministry didn’t accept
any of these proposals, a result of uncertainty
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48-53 PolishSu22 AFM Dec2019.indd 53
about the Su-22’s future. Instead, only a minor
upgrade of the aircraft’s equipment and its
adaptation to NATO requirements was made.
During the 1990s, the aircraft were retrofitted
with Bendix/King (Honeywell) KTU-709 TACAN
and Rockwell Collins ANV-241MMR instrument
landing system in place of the Russian RSBN-
7S, Trimble 2101AP GPS receiver replacing the
Russian RSDN-10, Polish-made Radwar SC-10
Supraśl IFF in place of the Russian Parol, as well
as a digital control panel for the Russian R-862
radio, anti-collision lights and other additions.
Reorganisation under NATO
In May 1999, Poland joined NATO and a
reorganisation of air units was made during
1999-2000, consisting of replacement of the
aviation regiments with squadrons and bases;
the standard complement of the ‘new’ eskadra
lotnictwa taktycznego (ELT, tactical aviation
squadron) was 16, not 12 aircraft as it had
been in the squadrons composing an aviation
regiment. The 40 PLMB at Świdwin was
reorganised into two squadrons, the 39 ELT
and 40 ELT; in 2002, the 39 ELT was disbanded
and its aircraft assigned to other units. In
2000, the 7 PLBR at Powidz was reorganised
into the 6 ELT and 7 ELT. In 2006 the 6 ELT left
its aircraft at Powidz and moved to Poznań-
Krzesiny, where it was equipped with new
F-16s. A year later, the 7 ELT redeployed its
Su-22s from Powidz to Świdwin. The 8 PLMB
at Mirosławiec was reorganised into the 8 ELT
in 2000; in 2010, the squadron was disbanded
and its personnel and aircraft were redeployed
to Świdwin. During 35 years of Su-22 service in
Poland, 14 aircraft have been lost in accidents;
six were fatal, claiming the lives of eight pilots.
Aircraft nearing the end of their service life
were gradually retired. For some Fitters, service
life was extended to 30 years and in 2010 the
Polish Su-22 fleet shrank to two squadrons
with 32 aircraft, based at Świdwin. In the
same year, a new unit, the 21. Baza Lotnictwa
Taktycznego (21. BLT, 21st Tactical Air Base),
was formed from the two squadrons at
Świdwin. Colonel Karol Jędraszczyk has been
commander of the 21. BLT since June 2015.
Immediately after joining NATO in 1999,
Poland assigned a squadron of Su-22s
from Powidz – and later another squadron
from Świdwin – to the NATO Quick
Reaction Force. The initial four pilots from
Powidz attained combat-ready status in
summer 2000, becoming the first Polish
pilots authorised to fly within NATO.
Currently, the role of the Polish Su-22s is
more modest, and they are intended for
operations from Polish territory only.
In 2014, another limit was surpassed: the
service life of aircraft previously extended
out to 30 years began to end. It was decided
to conduct another overhaul and service
extension to 2023-25 for just 18 Su-22s; the
remaining aircraft were retired. Currently, there
are 12 Su-22M4 aircraft in service with the
21. BLT at Świdwin: ‘3201’, ‘3304’, ‘3612’, ‘3713’,
‘3715’, ‘3816’, ‘3817’, ‘3819’, ‘3920’, ‘8101’, ‘8205’ and
‘8309’, and six Su-22UM3K two-seat combat
trainers: ‘305’, ‘308’, ‘310’, ‘508’, ‘509’ and ‘707’.
During 2014-16, the aircraft were overhauled
at WZL 2 in Bydgoszcz while their engines
went to WZL 4 in Warsaw. After overhaul, the
aircraft’s service life was extended to a further
800 flight hours or ten years of service. New
Polish-made RS-6113 communication radios
were installed (the previous Soviet-made
R-862 remains as a back-up) and the flight
instruments were re-scaled into Imperial units.
The lifetime of the aircraft’s weapons also
gradually expired. First, the Kh-29T and L
missiles were decommissioned, followed by
the Kh-25MPs. Only a small number of laser-
guided Kh-25ML missiles remained, but
after 2008, each launch required individual
expertise for a particular missile. Currently,
Polish Su-22s carry only unguided weapons.
However, Kh-25ML training missiles are used
for training in guided ordnance delivery. AFM
Acknowledgements:
Sincere thanks to the 21. BLT pilots who
took part in the series of photo sessions
in Świdwin in July: Lt Col Roman ‘Stefan’
Stefaniak who was the pilot of the Su-
22UM3 with Katsuhiko Tokunaga on board,
and Capt Krzysztof ‘Kretek’ Kręciejewski
and Capt Fabian ‘Kolba’ Kolbusz who flew
the other two aircraft.
#381 December 2019 // 53
11/11/2019 11:02:47
 Exercise
Report Dédalo 2019

Pucará
T
he V Brigada Aérea (5th
Air Brigade) of the Fuerza
Aérea Argentina (FAA,
Argentine Air Force), based at
Villa Reynolds, San Luis province,
was the centre of activity for
the service’s Dédalo (Daedalus)
exercise. All major FAA units
took part and operations were

over the Pampas

also staged out of the IV Brigada
Aérea in Mendoza and the Escuela
de Aviación Militar (Military
Aviation School) in Córdoba.
Each year, the FAA stages an
integration exercise to improve
teamwork between units, train The Argentine Air Force’s major exercise of 2019 saw all the lessons learned so far
for different types of operations
and identify areas needing
this year put to the test. And, as Santiago Rivas reports, it was a final opportunity
improvement. Despite the lack of to see the Pucará perform in its original attack role.
assets and budget constraints,
personnel work hard to keep the
materiel available and attain the
highest possible level of readiness.
This year was the last time
the IA-58 Pucará participated
in the attack role and was able
to fire its weapons. On October
4 it was retired from offensive
duties to be replaced by a single
IA-58H Pucará II with Pratt &
Whitney PT6A-62 engines and a
new mission of air surveillance
and vigilance (see Last call for
the Pucará, November, p22).
The force plans to convert 1

54 // December 2019 #381 www.Key.Aero

54-56 Dedalo AFM Dec2019.indd 54 08/11/2019 12:37:22

 3
another two airframes to the
same configuration next year,
if funds are available. While the
IA-58H retains the cannon and
machine guns, this is only to
preserve the centre of gravity,
and the gunsight is removed.
The exercise began on
September 5, a day after
external units had deployed to
Villa Reynolds. The I Brigada
Aérea sent one C-130E and
one KC-130H to perform cargo
missions and aerial refuelling,
and to drop
paratroopers.
A pair of II Brigada Aérea
Learjet 35As took part, one
for photo survey and the other
for transport and electronic
warfare. Together with the last
Pucarás, the III Brigada Aérea
also deployed its EMB-312H
Tucanos, which are replacing the
IA-58 on border patrol duties.
CSAR phase
Operating from its base in
Mendoza, the IV Brigada Aérea
provided its Pampa II trainers and
the same base hosted Pampa II
and III jets of the VI Brigada Aérea
that deployed from Tandil in central
Argentina. For combat search
and rescue (CSAR) and transport
duties, a Bell 412 and a Mi-171
of the VII Brigada Aérea arrived
at Villa Reynolds, as did a Twin
Otter from the IX Brigada Aérea,
which undertook battle damage
assessment, light transport and
delivery of special forces.
The Escuela de Aviación Militar
took part from its base in Córdoba
and provided T-6C+ Texan IIs
for use as aggressors during the
CSAR operations, during which
the helicopters were escorted by
Tucanos. The Mi-171 was used
during these missions, sometimes
operating alongside the Bell 412,
while Tucanos provided protection.
The Bell 412 also performed
night missions with night-vision
goggles (NVGs) and using its
FLIR Star SAFIRE III turret and
searchlight. Deployed alongside
the helicopters was the FAA’s
Grupo de Operaciones Especiales
(GOE, Special Operations
Group), which specialises in
CSAR, among other missions.
From Base Aérea Militar
(BAM) Morón, Buenos Aires,

4
1: Bombed-up Pucará A-585 (c/n 087) 5
taxies out at Villa Reynolds for a night
mission. The Pucarás also got a last
chance to use their four 7.62mm machine
guns on the V Brigada Aérea range.
2: Pucarás A-585 and A-568 stand
bombed-up on the flight line prior to
an evening mission while deployed to
the V Brigada Aérea. 3: Pucará crew
from the I Escuadrón of the III Brigada
Aérea gather for a photo-call while on
exercise at Villa Reynolds for the last
time. The attack-optimised IA-58 was
finally retired on October 4. 4: A-4AR
serial C-919 (c/n 14208) departs for a
Dédalo mission. These jets are operated
by the Grupo 5 de Caza (5th Fighter
Group) of the V Brigada Aérea. 5: The
I Escuadrón commander, Captain Teo
‘Chango’ Maza signs a bomb for the last
time before heading out to the range.
These aircraft dropped indigenous 130kg
MkI bombs. All photos Santiago Rivas

www.Key.Aero #381 December 2019 // 55

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 Exercise
Report Dédalo 2019
1
Operation La Cruz
Alongside the exercise, September 12
included activities at La Cruz airfield
in Córdoba province, close to another
of the Argentine Air Force’s firing
ranges. Cadets from the force’s NCO
school simulated the defence of a
forward air base with support from
an airborne company of the army’s
rapid-deployment force, from which
70 personnel were airdropped from
a Hercules. At the same time, special
forces from the GOE parachuted from a
Twin Otter to perform a CSAR operation, 1: A low-level pass by an EMB-312H. The Tucanos serve alongside the recently retired Pucarás in the III Brigada Aérea. 2: Serial
UX-13 is one of the Aukán lightweight UAVs brought to the exercise by the Dirección General de Investigación y Desarrollo from
while others jumped from a Mi-171 over its base at Chamical. The Aukán is still under development and this was the first exercise in which it took part. 3: The bustling
a river to perform a rescue from a raft. Dédalo flight line at the V Brigada Aérea including examples of the Fightinghawk, Pampa, EMB-312H and Pucará.

a single Piper PA-28 operated
as a radio relay platform for
communications during the
CSAR missions. This was the
first time the type had taken part
in this kind of exercise, despite
its long career with the force.
On the range
The A-4AR Fightinghawks of
the V Brigada Aérea performed
a variety of missions, including
simulated air-to-air combat with
the Pampas and Pucarás, day
and night aerial refuelling and
day and night bombing missions
on the Antuna firing range, in the
northwest of San Luis province.
The jets dropped 130kg (287lb)
MkI and 360kg (794lb) MkII
bombs, both built locally. For
the first time, they also operated
with NVGs during the exercise.
Pampas and Pucarás flew day
and night bombing missions at
the Antuna range, both employing
130kg bombs, while the Pucarás
also used the V Brigada Aérea
gunnery range to
make use of their
four 7.62mm
(0.3in) calibre
machine guns for the last time.
(The Pucarás last fired their 20mm
guns in 2016, after which no more
ammunition was purchased.)
The Texans, while unarmed, are
able to simulate the launch of
weapons and also took part in
operations on the firing range.
On the ground, BAM Merlo was
involved in the manoeuvres with
a modernised Westinghouse AN/
TPS-43 radar from the Grupo de
Vigilancia y Control del Espacio
Aéreo (Airspace Control and
Vigilance Group), while BAM
Mar del Plata provided a battery
2 and the A-4s undertook aerial
of 20mm anti-aircraft guns and
an Israeli-made Elta radar.
The air-to-ground operations
included simulated attacks by
Pucarás and A-4s on the anti-
aircraft batteries and radar
deployed at Villa Reynolds,
while the Texans performed
an ‘attack’ mission against
the base, being intercepted
by Tucanos and Pucarás.
With the force working on
the development of its own
unmanned aerial vehicles
(UAVs), the Dirección General
de Investigación y Desarrollo
(Directorate General for Research
and Development) deployed a
team and an Aukán lightweight
UAV for surveillance from its
base at Chamical, La Rioja.
Last missions
The final combat sorties were
flown on the night of September
12, including the Pucará’s last
bombing missions, when two
examples each dropped a pair
of 130kg bombs on the Antuna
firing range. At the same time,
Fightinghawks and Pampas
completed night bombing missions,
refuelling – the Fightinghawks only
resumed tanking at night last year.
The last mission for the
Pucará brought to an end the
aircraft’s 44-year operational
career in the attack role, 50
years after its first flight.
Despite the advancing age
of much of the equipment
and lack of resources due to
continuous budget cuts, Dédalo
proved that the FAA’s personnel
are making huge efforts to
continue training and recover
some of their capabilities. AFM

56 // December 2019 #381 www.Key.Aero

54-56 Dedalo AFM Dec2019.indd 56 11/11/2019 16:11:41

 Treat yourself...
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 Commander’s Update Briefing
BVR combatAs you might expect, beyond-
visual-range, or BVR, combat is
the term used to describe aerial
engagements when neither
aircraft is able to detect the
other with the naked eye. Air
Power Association President, Air
Marshal (ret’d) Greg Bagwell
CB CBE, examines what’s
required to ‘reach out and touch’
an enemy aircraft.
58 // December 2019 #381
58-60 Bagwell AFM Dec2019.indd 58
I
n a previous article I discussed the
finer arts of dogfighting, a situation
in which two or more aircraft engage
in visual combat – see Fighter agility, August,
p84-86. Usually this state of affairs arrives
either because the aircraft haven’t seen each
other earlier or the rules of engagement
have necessitated a visual identification. Of
course, dogfighting was borne of an era when
aircraft were only able to engage each other
in combat using relatively short-range guns
or cannon, normally in fixed installations.
Now, we see combat aircraft carrying a much
more varied and capable suite of missiles
that are able to ‘reach out and touch’ another
aircraft, dozens or even hundreds of miles
away. Air combat today is a very different
proposition than it was during the early days
of air power. This includes the use of either
third-party cueing (such as an airborne or
ground-based radar) or onboard methods
such as radar or infrared search systems.
The simple aim of BVR combat then
is to engage and destroy a confirmed
enemy aircraft before they do the same
to you. This type of combat can be
Above: Flying over the Gulf of Mexico, 1st Lt
Charles Schuck fires an AIM-7 Sparrow medium-
range air-to-air missile from a 71st Fighter
Squadron F-15C. The Eagle was supporting
a Combat Archer air-to-air weapons system
evaluation programme mission at Tyndall Air Force
Base, Florida. USAF/Master Sgt Michael Ammons Left:
An F-35A assigned to the 31st Test and Evaluation
Squadron from Edwards Air Force Base, California,
unleashes an AIM-120 AMRAAM missile against
a QF-16 target during a live-fire test on June 12
last year. USAF Right: While Russian fighters have
featured onboard infrared search and track sensors
for many years, this technology is now being added
to Western fighters in the form of pod-mounted
systems that provide a passive detection capability
in addition to radar. Seen on an F-16, Lockheed
Martin’s Legion multi-sensor pod includes an IRST
in the nose. Lockheed Martin/Alexander H Groves Far
right: An aviation ordnanceman takes a moment to
rest on an AIM-7 Sparrow during flight operations
aboard the aircraft carrier USS ‘Abraham Lincoln’
(CVN 72) in the Persian Gulf during Operation
Southern Watch in 2003. Despite the appearance
of more modern ‘fire and forget’ types, semi-active
missiles like the Sparrow remain in many Western
inventories. US Navy/Photographer’s Mate 3rd Class Philip
A McDaniel
www.Key.Aero
08/11/2019 15:29:59
 Above: A B-2A stealth bomber from the 509th Bomb Wing, Whiteman Air Force Base, Missouri, flies
behind a KC-135R during a training mission over England on September 16. Among the challenges to BVR
engagements is the proliferation of increasingly stealthy aircraft using radar-reduction measures to frustrate
long-range detection. The B-2 was the product of cutting-edge design to defeat sophisticated air defence
radars, whether ground-based or airborne. USAF/Senior Airman Kelly O’Connor Below: A ‘wall’ of F-15Cs ripple-fire
AIM-7 Sparrow missiles at a tactical air-launched decoy off the coast of Hawaii during the Rim of the Pacific
Exercise 2006. The F-15s were from the Hawaii Air National Guard’s 199th Fighter Squadron from Joint Base
Pearl Harbor-Hickam, Honolulu. USAF/Tech Sgt Shane A Cuomo

split into four simple phases, namely:
detection, identification, engagement and
disengagement. Let’s investigate each in turn.
Detection
This is all about the use of any means at your
disposal to try to pinpoint a potential foe. Since
the Battle of Britain and until very recently,
long-range detection was almost exclusively
through radar detection (the reflection of
radio waves from an aircraft’s skin). However,
while radars have become increasingly
sophisticated, so has the design of aircraft to
limit their reflectivity through stealth techniques
that include optimal shaping of the airframe
and the use of less reflective materials.
More recently, new techniques have come
to the fore, which include infrared, sound or
electronic detection of emitted signals. All of
these have become increasingly effective and
some can even be exploited by space-based
assets. Ideally, today a BVR fighter would want
as early a detection range as possible, but
typically this might be between 50 and 100 miles
(80 and 161km) against a non-stealthy combat
airframe, and double that for a large aircraft.
Identification
This can be quite a challenge in BVR conditions,
for obvious reasons, but a combination of
intelligence from multiple sources may enable
an almost forensic-like gathering of information,
such as origin, tracks, behaviour and signatures,
all of which begin to build a picture of just
who that blip or blips on the radar might be.
Increasingly, modern aircraft will have a
number of technologies on board that will aid
early identification. Often referred to as non-
co-operative target recognition or NCTR,
these, as the name suggests, do not require

www.Key.Aero #381 December 2019 // 59

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 Commander’s Update Briefing
Right: An E-3 from the 961st Airborne Air Control
Squadron during a training exercise out of Kadena
Air Base, Japan, last July. In most planned
scenarios, Western fighters would be able to call
upon the surveillance capabilities of airborne early
warning and control platforms to aid in detection
of aerial targets at long range, while advanced data
links mean that third-party cueing is becoming
an increasingly relevant option. USAF/Airman 1st
Class Matthew Seefeldt Below: An F-22 positively
identifies a Russian Tu-95MS bomber west of
Alaska on September 11 last year. A combination
of multifunction low-probability-of-intercept AN/
APG-77 radar and long-legged AIM-120 AMRAAM
missiles means the stealthy F-22A is well equipped
to tackle airborne threats at considerable standoff
range. In practice, however, a fighter will often
have to get close to its (potential) quarry to
determine its true intent. NORAD

“Rather than
firing first,
it’s who fires
with the best
probability
of kill who
prevails.”

Above left: Two F-15Es from the 90th Fighter Squadron, from Elmendorf AFB, Alaska – a unit that has since traded its Eagles for Raptors – fire a pair of AIM-
7Ms during a training mission off the coast of Florida. Despite its primary offensive mission, the Strike Eagle can, if required, call upon Sparrow and AMRAAM
missiles for the BVR fight. USAF/Maj Gary Above right: Modern multi-role fighters like this Swedish Air Force JAS 39C Gripen are able to undertake BVR
engagements that were once restricted to dedicated long-range interceptors, while at the same time carrying out precision strike and other missions. This
Gripen carries a mixed payload of Small Diameter Bombs and a targeting pod, plus short-range IRIS-T and ramjet-powered Meteor AAMs. Saab/Stefan Kalm
the ‘target’ aircraft to assist in the process. flight time. In contrast, active missiles, more mouse, where each aircraft aborts an attack
Of course, knowledge of exactly what commonly known as ‘fire and forget’, allow the or several attacks while seeking to gain an
that return is might still be insufficient launching fighter to begin its escape manoeuvre advantage. And, of course, you must never
and their ‘intent’ will also often be key in long before the weapon has reached its target. discount the likelihood of other aircraft being in
deciding if they can be engaged or not. But even active missiles will have some the area and the need to be constantly vigilant.
limitations on the range at which they go active, In this article I have dramatically shortened
Engagement plus their kinematic performance (energy) will and simplified a skill which takes years to learn
Assuming a hostile aircraft has been identified degrade as distance increases. So, there will and refine, and relies on a complex fusion
and it meets the criteria for engagement, the be some rules of thumb when employing such of sensors, where artificial intelligence can
next phase is quite simply the act of shooting weapons that give the best possible probability already aid the identification of the highest-
them down before they (or any other ‘hostiles’ (or even certainty – known as a no-escape priority targets. But no two engagements
in the area) can do the same to you. zone) for a ‘kill’. Rather than firing first, it’s who will be the same, and with the speed of
But firing first and immediately isn’t the default fires with the best probability of kill that prevails. closure typically being up to 20-30 miles
action. Increasingly, fighter aircraft are equipped (32-48km) a minute you have to think and
with active missiles that are capable of homing Disengagement act very quickly. The best and simplest way
on to a target autonomously; on the other hand, This involves more than just heading off and to describe BVR combat is that it’s like 3D,
the older semi-active missiles require the target looking for the next fight; it’s an integral part supersonic, long-range chess, where you first
to be constantly illuminated (usually by the of the endgame of the one you have just left. have to find the other side’s pieces, and where
radar of the aircraft firing the missile) throughout If the enemy aircraft you have just engaged only the victor lives to fight another day. AFM
missile flight. The major disadvantage of semi- is also equipped with active missiles then
active missiles, therefore, is that the illuminating escaping their shot is just as critical as trying NEXT MONTH:
aircraft has to continue pointing at (and therefore to maximise the probability of a kill for yours. Space – the next frontier
getting closer to) the target throughout the missile BVR can often resemble a game of cat and

60 // December 2019 #381 www.Key.Aero

58-60 Bagwell AFM Dec2019.indd 60 08/11/2019 15:30:17

 Book
Reviews
Publisher: Pen & Sword
Author: Martin W Bowman
Pages: 320
Price: £30
ISBN: 9781473863262
Modern Chinese
Warplanes
Chinese Army Aviation
– Aircraft and Units
Author and AFM contributor
Andreas Rupprecht is regarded
by professional aviation
journalists and enthusiasts alike
as the subject matter expert on
modern Chinese military aviation
operations and equipment.
This latest title only adds to
his reputation as he explains
the complex structure of
Chinese Army Aviation units
and the mixture of helicopters,
transports and unmanned
aerial vehicles it operates.
Intended to support the author’s
previous Modern Chinese
Warplanes titles on the country’s
air force and naval air arm,
this new volume begins with a
comprehensive explanation of the
structure, development and future
plans of Chinese Army Aviation.
Throughout the chapters are
These titles are available from: The Aviation Bookshop, 31-33 Vale Road, Royal Tunbridge Wells, Kent,
TN1 1BS, United Kingdom. Telephone: +44(0)1892 539284 Website: www.aviation-bookshop.com
www.Key.Aero
61 BookReview AFM Dec2019.indd 61
Lockheed F-104
Starfighter A History
There are few aircraft with a true
cult following among military
aviation enthusiasts, but the
Lockheed F-104 Starfighter is one
of them. Given its huge popularity,
is there anything left to publish
on the ‘Zipper’, as the jet was
known? Fortunately for author
Martin W Bowman, there is.
The book begins with the
familiar development story of
the Starfighter and the trials
and tribulations Lockheed
endured to produce a Mach-2
interceptor for the USAF. Wisely,
Bowman has decided not to
dedicate chapter after chapter
to the origins of the interceptor.
Instead, the book quickly moves
on to the F-104’s operational
service and, rather than simply
listing and describing operations
second-hand, he turns over the
countless colour images of types
currently in service. Unfortunately,
some of these are reproduced
very small, particularly those
showing the Z-20 prototypes
in 2018. Each aircraft type is
allocated three to four pages
that describe the development
and specific modifications
to China’s examples.
As well as indigenous types, the
book outlines joint development
programmes between Europe,
Russia and the US, with
particular attention paid to the
Sikorsky S-70C-2 Black Hawk.
The army’s support, transport
and liaison aircraft are given
similar treatment, but again
the images supporting the
detailed text are often small.
It’s a real bonus to have
the Chinese Army Aviation
chapters to former F-104 pilots,
who provide a unique insight
into operating this demanding
aircraft. Among many highlights
are episodes recounting the
operations of the 1st Canadian
Air Group in West Germany
during the Cold War, along with
an extensive section describing
the host of F-104 versions and
proposed project models –
demonstrating that there’s still
new information out there. Each
chapter is illustrated with a wealth
of images from official and private
collections – my only gripe is that
some of these could have been
reproduced larger, particularly
the rare images of F-104Cs at
Udorn Royal Thai Air Force Base
during the Vietnam War. This is
certainly a worthy addition to any
Starfighter library. Glenn Sands
numbering system explained
in detail. Although it took
a couple of attempts to
thoroughly understand it, this
is the first time I have seen the
sequence outlined in print.
As a reference book on Chinese
Army Aviation, this is superb.
Next, perhaps Harpia might
consider publishing an all-
colour photographic volume
filled with images of Chinese
military aviation? Glenn Sands
Publisher: Harpia Publishing
Author: Andreas Rupprecht
Pages: 93
Price: £21.99
ISBN: 9780997309287
1973: The First
Nuclear War
Crucial Air Battles of
the October 1973
Arab-Israeli War
Until this publication, accounts
of air combats in the October
1973 Arab-Israeli War typically
concentrated on the significant
losses inflicted on the Israeli
Air Force during the early days
of the campaign by the well-
integrated Egyptian and Syrian
air defence network. However,
this detailed text reveals
that air forces from all sides
were heavily engaged in both
strike missions and dogfights
throughout the conflict.
The format follows other titles
from the publisher, with maps,
tables and newly commissioned
diagrams illustrating the
formations flown by the
Israeli F-4s during specific
attack sorties, and the centre
pages are filled with high-
quality side profiles of all the
aircraft involved. The authors
have provided each with an
extensive caption outlining the
weapons loads and the FS or
BS numbers for the camouflage
paint used – a handy addition
for aircraft modellers.
Despite it stretching to
only 88 pages, authors Tom
Cooper and Abdallah Emran
have provided one of the most
extensively detailed books
to date on air combat during
this conflict. Glenn Sands
Publisher: Casemate Publishing
Author: Tom Cooper
and Abdallah Emran
Pages: 88
Price: £16.95
ISBN: 9781911628712
#381 December 2019 // 61
11/11/2019 11:08:58
 New Wa
Helicopter Squadron at Zadar-Zemunik
Croatia’s
A
fter declaring independence in June
1991 and the subsequent withdrawal
of almost all remaining military
assets to Yugoslavia, Croatia’s air arm had
to be rebuilt from scratch. Due to a UN arms
embargo imposed in 1992, it was impossible to
procure the offensive weapons needed to fight
insurgents in the northern and eastern parts
of the country, where a Serb majority unwilling
to become part of Croatia had proclaimed
the independent republic of Krajina. Attack
helicopters were urgently needed to speed
the advance of Croatian troops in these areas.
Eventually, the Croatian government was able
to purchase 12 Mi-24D and Mi-24V gunships
from Ukraine and these were delivered unarmed
from 1993 onwards. As the Mi-24s were
procured as ‘medical evacuation’ helicopters,
the UN embargo could be bypassed. However,
soon after delivery, most of the Mi-24s were
rearmed and enlisted with the 29. eskadrila
borbenih helikoptera (EBH, combat helicopter
squadron) flying from various forward
operating locations throughout the country.
The Mi-24 proved its value and, in 1995, played
a decisive role during Operations Bljesak and
Oluje, in Western Slavonia and Eastern Slavonia
respectively, when most of the occupied territory
was regained by Croatian forces. The Hind
remained in service after the conflict, but a lack of
spares and funding forced it into early retirement
in 2004. Plans to sell six Mi-24s to Georgia had
been abandoned by the end of 2006 under
political pressure from Russia. Another attempt
in 2015 to sell seven Mi-24Vs to the highest
bidder failed and the remaining Croatian Hinds
ended their life in storage and public display.
Although Croatia didn’t have a dedicated
attack helicopter in its inventory after 2004, the
Mi-8MTV-1 and Mi-171 could be equipped with
UB-32-57 rocket pods, 23mm GSh-23L cannon
pods and 7.62mm (0.3in) calibre PK machine
62 // December 2019 #381
62-65 Kiowas AFM Dec2019.indd 62
Left: The pilots’ night-vision goggles have
been upgraded for the ANVIS Display
Symbology System or ADSS. This is a helmet-
mounted display coupled with Aviator Night-
Vision Imaging System (ANVIS) goggles for
monitoring critical flight information at night.
Below left: The laser-guided AGM-114 Hellfire
is one of the main weapons of the OH-58D,
but the high cost of each round means it
hasn’t yet featured in a live-fire campaign
in Croatia. However, a first live firing is due
next year, after reaching FOC. This is an
inert training round. Below: Croatia received
16 OH-58Ds and three simulators in 2016.
The rotorcraft are assigned to the Eskadrila
helikoptera based at Zadar-Zemunik in central
Croatia. Here, OH-58D serial 332 undergoes
a post-maintenance check flight east of the
airfield. All photos Martin Scharenborg and
Ramon Wenink
guns, so they fulfilled many of the former tasks
of the Mi-24. Nevertheless, the armed forces
began looking for a specialised attack and
reconnaissance helicopter. As the US Army was
gradually phasing out its OH-58D Kiowa Warrior,
focus shifted to this combat-proven helicopter.
Combat-proven
The OH-58D is a further development of the
versatile OH-58A, a light scout and attack
helicopter that played a significant role during
the Vietnam War. The thoroughly modernised
OH-58D is a four-bladed, two-seat, single-
engine reconnaissance and attack helicopter. In
service with the Hrvatsko ratno zrakoplovstvo
(HRZ, Croatian Air Force), its universal quick-
change weapon pylons can carry a variety of
armaments, including Hydra 70mm (2.75in)
calibre unguided rockets, laser-guided AGM-
114 Hellfire missiles and 12.7mm (0.5in)
calibre machine guns. Meanwhile, the pilots
are provided with 5.56mm (0.219in) calibre
Heckler & Koch G36CV assault rifles for self-
defence, and these can be employed from the
helicopter by the left-seater if necessary.
The most obvious difference between the
OH-58D and earlier Kiowas is the mast-
mounted sight. Located above the main rotor,
this contains a suite of sensors for day and
night operations, including a high-resolution
TV camera, laser rangefinder/designator
and thermal imaging system. It allows the
Kiowa Warrior to detect targets from long
distances while remaining well hidden.
Wartime Replacement Aircraft
Versatile and relatively cheap to operate, the
OH-58D was the US Army’s primary cavalry
helicopter and saw intensive use in Afghanistan,
Bosnia, Haiti, Iraq, Panama, Somalia and
elsewhere. However, long-running operations
in Iraq and Afghanistan took their toll. Many
www.Key.Aero
08/11/2019 15:32:24
Warriors After three years of intensive
training, Croatia’s Kiowa Warriors
and their crews are on the brink of
attaining full operational capability.
Martin Scharenborg and Ramon
Wenink followed their final steps
towards readiness and flew with the
OH-58D at Zadar-Zemunik air base.

“You can imagine how it feels when

you are sitting next to the gun when
it fires with the doors removed!”

www.Key.Aero #381 December 2019 // 63

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 Helicopter Squadron at Zadar-Zemunik
OH-58Ds were lost to accidents or enemy fire.
To maintain the US Army’s fleet requirement of
368 OH-58Ds, it was necessary to replenish the
lost aircraft. Since production of the OH-58D
ended in 1999, the Wartime Replacement
Aircraft (WRA) programme was introduced.
Officially, the US Army was 42 OH-58Ds short
of the required fleet size, while a further seven
aircraft were undergoing repairs for extensive
battle damage. The programme began in 2010
with the conversion by the then Bell Helicopter of
23 older OH-58As to D-standard (known as A2D)
and delivery of 26 ‘new metal’ aircraft (these were
not completely new, but did incorporate brand-
new OH-58D cabins). All 49 aircraft underwent
completion at the Corpus Christi Army Depot
in Texas, from where the initial reconditioned
OH-58D was rolled out on June 7, 2012.
US Army service life ends
After 48 years of service, the OH-58D made its
final flight in US Army hands on September 17,
2017. With the US Army gradually phasing out
the Kiowa Warrior from the scout and attack
role from May 2014, in favour of the AH-64 and
unmanned aerial vehicles, several countries
showed an interest in the surplus OH-58Ds,
including Croatia, Greece and Tunisia.
Under the Excess Defense Articles (EDA) and
the Foreign Military Sales (FMS) programmes, the
US government approved the donation and sale
of 16 OH-58Ds and three simulators to Croatia,
which would normally be valued at more than
US$220m. Thanks to EDA, the actual cost was
closer to US$35m, of which around US$20.1m
was provided in the form of US assistance.
On top of that there were some additional
taxes for Croatia to pay, amounting to around
US$13m. In early 2016, the government in Zagreb
approved the budget for the purchase, as well
as additional training for pilots and engineers.
Warriors arrive
An air force team consisting of two Croatian
pilots and two engineers had visited the US in
2015 to inspect the helicopters and select 16
airframes from the WRA programme, as well
as the three simulators. The airframes were all
produced between 2012 and 2015, and had each
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62-65 Kiowas AFM Dec2019.indd 64
accumulated between 100 and 600 flying hours.
On July 30, 2016, the first five OH-58Ds arrived at
the 93. zrakoplovna baza (93. ZB, 93rd Air Base)
at Zadar-Zemunik following a direct flight from
Redstone Army Airfield, Alabama, on board a
USAF C-5M. The second batch of 11 helicopters
arrived by C-5M on December 3 the same year.
Commander of the Eskadrila helikoptera (EH,
Helicopter Squadron) since November 2018 is
Lieutenant Colonel Davor Gren. He graduated as
a helicopter pilot in 1998 before becoming a flight
instructor in 2000. He has 2,500 flying hours, 100
of which were on the OH-58D. He told AFM: “The
time in between [the two delivery batches] was
used for preparing our squadron for operations
with the new helicopter. We had to adapt the
hangar and set up a simulator for maintenance
with full working cockpit including mast-mounted
sight and rangefinder. Our engineers use this
simulator to replicate system failures, [to learn
how to] identify and solve certain problems.
Furthermore, we had to adapt manuals and
training syllabi for the engineers and pilots.”
Helicopter school
Lt Col Gren continued: “Our squadron is
responsible for training Croatian helicopter pilots.
We launched this unit in 1996 with ten Bell 206
JetRanger helicopters. Today we still have eight
Bell 206s in use. Student pilot training starts
with screening on the Zlin 242L. When the pilot
passes this and is selected to fly helicopters, he
or she will follow a two-year training programme
consisting of 200 flying hours. We
start with basic training that
includes VFR and IFR [visual and
instrument flight rules] navigation,
formation flying, night flying and
instrument rating training. The
next step is advanced training.
This includes mountain flying,
flying with external loads, low-level
flying and NVG [night-vision
goggles] training. Three
of the Bell 206s are
equipped for NVG
training and have
NVG-compatible
instrument lighting.
After graduation, the pilot will transfer to the
Mi-171 at Lučko, the Mi-8MTV-1 at Divulje or will
stay in the squadron to become an instructor
and/or pilot on the OH-58D Kiowa Warrior.”
Training the trainers
Before official training started in Croatia, the unit
gained some insider knowledge during a visit to the
Minnesota Army Air National Guard in 2004, where
they gained insight on the OH-58 training syllabus.
Lt Col Gren elaborated: “We applied that in our
Bell 206 training – so many things we already
knew! The training of our pilots and maintainers
was conducted by the American i3 company here
at Zadar and started at the beginning of 2017. The
instructors were all former US Army OH-58 pilots
and engineers, and they were very impressed with
our flight skills. After a thorough evaluation, they
produced a tailor-made programme based on our
experience. OH-58D training was set up in three
parts: training for full-combat-ready pilots, training
for instructor pilots and training for maintenance
pilots. This was conducted according to the ‘train
the trainer’ principle. Eight of our most experienced
pilots, with more than 2,000 flying hours each,
were selected to follow the training that included
pilot/instructor qualification, test pilot qualification,
tactics training, mountain training and high-altitude
flying and multi-ship live firing, among others.”
During this training, the initial pilot cadre
completed 150 flying hours each on the Kiowa
Warrior. Tuition was concluded with live firing
at the Eugen Kvaternik gunnery range near
Slunj. This comprised initial range gunnery
qualification and qualification gunnery,
including four weeks of special tactics
training. “During the live firing, we fired
Hydra rockets and used our machine
gun,” Lt Col Gren recalled. “We also
simulated firing the Hellfire. The reason
for not firing this weapon for real is the
price – almost 100,000 US dollars!
It’s not absolutely necessary
to launch one in real life
for practice purposes.
The systems
and software
on board
allow us
www.Key.Aero
08/11/2019 15:32:55

to simulate a Hellfire attack.”
Having successfully concluded their
training, the Croatian pilots were declared
fully combat-ready and the squadron
reached initial operational capability (IOC).
In December 2017, the American trainers
left the base and the squadron took over the
tuition of the other pilots. At the beginning
of 2018, the first four pilots undertook
the first course given by the EH’s own
instructors, and the latest batch of personnel
concluded their training in May 2019.
Good experiences
Lt Col Gren considered that training his
crews on the OH-58D was “relatively easy”.
He added: “The Bell 206 is basically the
Above: Croatian OH-58D serial 321 during a
low-level flight north of Zadar. The US Army
OH-58D fleet accumulated more than 800,000
combat flying hours during the wars in Iraq and
Afghanistan before it was replaced in the scout/
reconnaissance role by the AH-64 and UAVs.
Left: Photographed at Zadar-Zemunik, this
OH-58D was ready for a night reconnaissance
mission near the city of Split.
Right: The Eskadrila helikoptera not only trains
Kiowa Warrior pilots but also aircrew for the Mi-
8MTV-1 and Mi-171Sh. For this task, the unit
has eight Bell 206B-3 JetRangers at its disposal.
Here, students check their JetRangers before a
training flight from Zadar-Zemunik.
www.Key.Aero
62-65 Kiowas AFM Dec2019.indd 65
same aircraft as the OH-58D in terms of flight
techniques, but [in the OH-58D] you can do
things much faster and more aggressively, and
it’s much more responsive. It is a very swift
helicopter! Of course, the glass cockpit and
the wide range of electro-optical equipment
and weapon capabilities were new for us.
For that, you need a crew of two pilots.
“At first, we thought that the mast-mounted
sight would interfere with the aerodynamics of
the helicopter, but the opposite was the case:
it stabilises the vibration of the helicopter. They
tried to install a new and much smaller version
of the sight on the subsequent OH-58F model
and concluded that the vibration was far worse
than with the original sight. In terms of flying
with armament, we also had to get used to
a number of things. For example, our Hydra
and Hellfire rockets are always mounted on
the right-hand side of the helicopter and we
mount our 12.7mm machine gun on the left. If
we use the machine gun, we need to remove
the left door because of the overwhelming
blast of the gun – the pressure would simply
break the doors. You can imagine how it
feels when you are sitting next to the gun
when it fires with the doors removed!”
Full operational capability
Last year was a busy one for the EH, as the
commander recalled: “We had to train new pilots
on the OH-58D and, at the same time, needed to
educate student pilots [on the Bell 206]. On top
of that, headquarters requested our participation
in a number of exercises, including the national
large-scale exercise Velebit 18, conducted from
October 13 to 15. We participated with four
OH-58Ds during day and night operations. Due
to the many commitments, we weren’t able to
quickly train enough additional pilots for the
OH-58D. This year we have also participated
in a number of exercises, but we’ve not yet
participated in any international manoeuvres.
Our main focus this year is on reaching full
operational capability, planned before the end
of the year. The moment we have reached that
status we can focus on other things again.”
Lt Col Gren describes the OH-58D as a
“versatile and swift” helicopter. “It is used for a
wide range of tasks, including reconnaissance,
target acquisition, close air support and
command and control during day and night
conditions. It’s fit for the job and we expect a
bright future for the helicopter and our unit.
We expect to participate in large international
exercises soon. We already see foreign
helicopters visiting our base on a regular basis
to take advantage of the excellent weather
and training facilities in our country, including
the Eugen Kvaternik gunnery range.” By the
end of this year, NATO’s Multinational Special
Aviation Program is scheduled to be up and
running at the base, attracting more helicopters
and crew to Zadar. “We try to seize every
opportunity to train together to get more
experiences,” Lt Col Gren concluded.“ AFM
#381 December 2019 // 65
08/11/2019 15:33:03
 UK carrier strike

Lightning The UK Lightning Force has

embarked on what is arguably its
most important mission to date,
taking a meaningful complement
of F-35Bs to the HMS Queen
Elizabeth (R08). Jamie Hunter
evaluates this major step towards
establishing the new UK carrier
strike force.

The three F-35Bs

from RAF Marham
on the deck of HMS
‘Queen Elizabeth’
shortly after they
embarked. All images
Crown Copyright unless
otherwise stated

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g Force
T
hree F-35Bs departed RAF Marham,
Norfolk on October 9 bound for Marine
Corps Air Station Beaufort, South
Carolina, as the UK Lightning Force took the
next steps towards re-establishing a British
carrier strike capability. Seeing them off, RAF
Marham Station Commander Gp Capt Jim
Beck told AFM: “Today we’ve sent three aircraft

at sea
from Nos 617 and 207 Squadrons, which will
complement three aircraft from No 17 Test
and Evaluation Squadron [TES] based at
Edwards AFB [California], that will augment a
package that’s going to embark HMS Queen
Elizabeth as part of the operational test phase
of the ship’s development.” He added: “This
has always been the programme of record
where we are going to start the process of
linking the F-35 with the ship, [but] not in a
developmental test phase. This is all about
operational warfighting ability, ready to declare
IOC [Initial Operating Capability] Maritime.”
The jets were leaving to participate in the
WESTLANT 19 Carrier Strike Group (CSG)
deployment, with British F-35s embarking
the UK’s new aircraft carrier for the first time
for a period of operational testing (OT-1) off
the eastern seaboard of the US. The Marham
element included the three jets plus around
70 personnel from across the two resident
squadrons to augment a similar number of
personnel and three F-35Bs from No 17 TES,
coming in the opposite direction from Edwards.
Beck said that WESTLANT is about validating
both the tactics and the training syllabus for
carrier operations. It will include operationally
realistic end-to-end testing of a multitude
of factors, such as weapons employment.
Four jets initially joined the Queen
Elizabeth as she sailed off the east
coast of the US on October 13.
First to land was ZM138/BK-4
flown by Officer Commanding
No 17 TES, Wg Cdr Adam Curd.
This was followed by the three
Marham jets, comprising ZM148/
BK-14, ZM149/BK-15, and ZM151/
BK-17. Wg Cdr Curd commented:
“This is the first time I have landed on board
an aircraft carrier – for it to be HMS Queen
Elizabeth and in an aircraft as amazing as a
UK Lightning is quite something. This is a
proud moment not only for me, but the wider
team that has brought us to this milestone
for maritime aviation and UK defence.”
The four jets began generating sorties
from the carrier, with the first take-off being
performed by Lt Cdr Matt Fooks-Bale in ZM151.
Two additional aircraft from No 17 TES joined
the carrier on October 23 (thought to be
ZM135/BK-1 and ZM136/BK-2). The six aircraft
will remain embarked for the duration of OT-1,
which was planned to last until the end of
November, but was viewed as a ‘moveable feast’.

Realising the vision

OT-1 is a progression of last year’s developmental
trials (DT) that saw test-fleet F-35Bs from
Naval Air Station Patuxent River, Maryland,
embarking on the Queen Elizabeth, where they
conducted 500 take-offs and landings over an
11-week period at sea. OT-1 comprises mission
planning, arming the aircraft using the ship’s
Highly Automated Weapon Handling System,

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 UK carrier strike

1 2
1: Four F-35Bs tucked inside the hangar deck aboard the HMS ‘Queen Elizabeth’, which is able to
accommodate up to 20 fixed and rotary-wing aircraft. 2: BK-14 and 17 up on deck in some of the
inclement weather that was a feature of the early part of WESTLANT 19. 3: Lt Cdr Matt Fooks-Bale
accelerates down the deck in BK-17 for the first F-35B take-off during WESTLANT 19. 4: RN fleet
commander V Adm Jerry Kyd with RAF Deputy Commander Operations AM Gerry Mayhew. 5: Lt Cdr
Matt Fooks-Bale is one of the Royal Navy pilots involved in WESTLANT 19. 6: Images were released
of at least one F-35B fitted with four Paveway IVs and two AIM-132 ASRAAMs (Advanced Short-
Range Air-to-Air Missiles) on external hardpoints. 7: Gp Capt Jim Beck, former Officer Commanding
No 17 TES and now Station Commander at RAF Marham. Jamie Hunter

3 5

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 flying missions and debriefing upon completion.
The WESTLANT 19 CSG includes the carrier
itself plus destroyer HMS Dragon, frigate HMS
Northumberland, tanker RFA Tideforce, Merlins
from 814, 820 and 845 Naval Air Squadrons
(NAS), Wildcats from 815 NAS plus Royal
Marines from Lima Company, 42 Commando.
Defence Secretary Ben Wallace said: “This
is another step towards the UK’s carrier
strike capability becoming fully operational.
The bringing together of the UK Lightnings
on the first-in-class HMS Queen Elizabeth
paves the way for the world’s most up-to-
date, fully integrated carrier force.”
Air Officer Commanding No 1 Group, AVM
Harv Smyth, added: “WESTLANT 19 marks an
extremely significant milestone on our ten-year
journey to establishing our renewed carrier
strike capability. Bringing our own Lightnings
on board HMS Queen Elizabeth for the first
time gives us the opportunity to conduct
critical operational testing, with the Royal Navy
and Royal Air Force operating closely together.”
The UK will declare IOC for carrier strike
by the end of 2020 and the first operational
deployment for HMS Queen Elizabeth with
No 617 Squadron and a squadron of US
www.Key.Aero
66-69 Westland AFM Dec2019.indd 69
Marine Corps F-35Bs is due to take place in
2021. AM Gerry Mayhew, Deputy Commander
Operations, said: “It’s no longer a thing on a
page or a concept. This is two services coming
together to work hand-in-glove to deliver the
defence output, and it’s brilliant to see.”
WESTLANT 19 objectives
Lasting just over three months, the WESTLANT
19 cruise sees the CSG ranging as far south
as Florida and north to Massachusetts. Cdr
James Blackmore, the carrier’s Commander
Air ‘Wings’, said: “The deployment covers
more than just F-35B flight trials [over five
weeks]; it is also focusing on warm weather
characterisation of HMS Queen Elizabeth,
expanded rotary-wing trials with Merlin aircraft,
defence engagement and interoperability with
US forces, both ships and aircraft, including
further flight trials with US Marine Corps jets.”
Cdr Blackmore stressed the importance of
“pulling on operational expertise from the Royal
Navy and the Royal Air Force” for OT-1. This
means the F-35B aircrew cadre this time around
is predominantly led by operational test pilots
from No 17 TES, augmented by RAF and Royal
Navy pilots with frontline experience from RAF
Marham. Blackmore added: “The key goal is to
prove the F-35B can be operationally employed
effectively from the maritime environment
whilst embarked in HMS Queen Elizabeth.”
While the UK’s F-35B declared IOC from
land at the turn of the year, this deployment
will ensure that the declared capability can be
achieved from the carrier and in the context
of a task group. Blackmore said that the two
DT phases revealed some deficiencies to be
addressed, including refinements needed
for the visual landing aids and F-35B pilot
helmet. “Lessons were identified in areas
during DT-1 and DT-2 that require rectification
prior to enhanced developmental test, which
has always been planned into DT-4 with
HMS Prince of Wales in 2021. As such, there
was not a requirement to undertake further
developmental test this year because more
than sufficient test points – more than 70%
of all DT for the F-35B in the Queen Elizabeth
class – have been achieved to date. This is a
very positive point as it has allowed the UK
to focus more on operationally representative
testing this year using an operating envelope for
the F-35B which far expands that of anything
we’ve had at sea with previous aircraft.” AFM
#381 December 2019 // 69
08/11/2019 15:35:58
 Exercise
Report
Russia’s airborne
renaissance
A
strategic command-staff
exercise (strategicheskiye
komandno-shtabnyye
ucheniya, SKShU) is held annually
as the final stage of combat
training for the armed forces of
the Russian Federation. Each
year, the series rotates through
the four main Russian operational
strategic commands – Vostok
(Eastern), Zapad (Western), Tsentr
(Central) and Kavkas (Southern).
This year was the turn of the
Central Military District – Tsentr.
The cited purpose of the
manoeuvres is to verify the level
of training among the troops
and headquarters, expand the
combat training to which troops
are exposed and increase the
level of interaction with armed
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70-72 Tsentr AFM Dec2019.indd 70
Tsentr-2019
forces from other countries that
participate. The latest exercise
also demonstrated the readiness
of Russia and the states of the
Central Asian region to protect
their national interests.
This exercise was the biggest of
the year and military contingents
from China, India, Kazakhstan,
Kyrgyzstan, Pakistan, Tajikistan and
Uzbekistan took part, mostly with
ground troops. This was the most
significant foreign contingent yet,
following Belarusian participation
in Zapad-2017, and China and
Mongolia sending troops for
Vostok-2018. In total, around
128,000 military personnel, more
than 20,000 items of equipment
and heavy weapons, approximately
600 aircraft and up to 15 ships
were involved. While these were
the official numbers, it’s worth
noting that they likely include all
troops within the regions taking
part, such as those in support roles
or active in unrelated exercises.
During Tsentr-19, these forces were
under the leadership of General
Valery Gerasimov, chief of the
general staff of the armed forces
of the Russian Federation and
first deputy minister of defence.
The various phases of Tsentr-2019
took place from September 16
to 21 at eight training grounds
in Russia (Totsky and Donguz
in the Orenburg region, Adanak
in Dagestan, Ashuluk near
Astrakhan, Chebarkul in the
Chelyabinsk region, Safakulevo
near Kurgan, Aleisk in the Altai and
In recent months, the
Russian Aerospace
Forces and Airborne
Forces have taken part
in a series of exercises
to test new ideas and
concepts for rapid
intervention missions.
The largest so far was
Exercise Tsentr-2019.
Dmitri Sribnyi reports
from Donguz in the
Urals region.
Below: Both armed with
B-8 pods for 80mm calibre
unguided rockets, Mi-8MTV-5
‘42 Yellow’ and Mi-24P ‘14 Red’
support an armoured assault
on the battlefield at Donguz.
These rotorcraft belong to the
440th Independent Helicopter
Regiment at Vyazma.
Dmitri Sribnyi
www.Key.Aero
08/11/2019 12:38:12
 Above: Airborne assault, Russian style: with palls of smoke rising behind it,
Mi-26 RF-93035/‘90 Blue’ departs the battlefield. Each of the new-look army
aviation brigades (Brigada Armeyskoy aviatsii, Br AA) includes two squadrons
of combat-transport helicopters (Mi-8, Mi-26) and two of attack helicopters
(Ka-52, Mi-28N, Mi-35M). Dmitri Sribnyi Left: An unusual rear three-quarter
aspect of Ka-52 RF-13439/‘62 Red’, carrying B-8 pods for 80mm rockets
as well as external fuel tanks. The combat helicopter has provision for four
underwing fuel tanks, each of 540-litre capacity. Dmitri Sribnyi Below: Among the
support assets involved in the manoeuvres was An-12BK RF-90917/‘17 Red’
(00347308), being refuelled at Chelyabinsk/Shagol. Around 65 An-12s remain
in Russian military service as auxiliary transports, assigned to composite air
regiments or squadrons, together with other transport types. Dmitriy Pichugin

Yurginsky in the Kemerovo region).
Use was also made of foreign
training areas in Kazakhstan
and Kyrgyzstan and of Russia’s
201st Military Base in Tajikistan.
According to Russian Deputy
Defence Minister Colonel General
Alexander Fomin, the overall
scenario envisaged a hypothetical
state emerging in southwest
Russia with a leadership that
shared the extremist ideas of
leaders of international terrorist
organisations. Fomin explained:
“The imaginary country having an
advanced army makes attempts
to exert pressure, including
military pressure, on Russia. The
escalation of tensions eventually
evolves into an armed conflict.”
Donguz finale
The culmination of the manoeuvres
took place on September 20 at
the Donguz training ground in the
presence of Russian President
Vladimir Putin and President of
Kyrgyzstan Sooronbai Jeenbekov,
as well as officials and military
attachés from many other countries.
Units from the seven foreign
nations involved in Tsentr-2019
worked directly alongside the
Russian military at the training
ground. According to official
accounts, this main phase of the
exercise involved 12,950 troops
(10,700 Russian servicemen and
up to 2,250 foreign personnel),
and also included activities at the
Totsky and Adanak training ranges
in the European part of Russia.
The scenario of this particular
phase of the exercise saw
hostilities begin when ‘terrorist
armed formations’ attacked the
allied troops’ positions. Friendly
ground forces sought to repel the
enemy offensive and engaged
them using up to 250 tanks, 450
armoured personnel carriers
and up to 200 artillery pieces
and multiple rocket launchers.
Air support for the ground forces’
combat operations was provided
by the Vozdushno-Kosmicheskiye
Sily Rossiyskoy Federatsii (VKS,
Russian Aerospace Forces),
including long-range Tu-22M3
bombers, Su-24M and Su-34
strike aircraft (24 aircraft in total),
Su-25SM attack aircraft, Su-24MR
reconnaissance aircraft and Su-35S
fighters. Meanwhile, the People’s
Liberation Army Air Force brought
28 aircraft to Russia, among them
H-6 long-range bombers, JH-7
strike aircraft and J-11 fighters.
Aerial assault
After air strikes against the
advancing enemy, the allied ground
forces proceeded to eliminate the
enemy troops. In this part of the
exercise, VKS helicopters played
an active role. Rotorcraft delivered
assault groups to the battlefield,
deploying them both by landing
and using the fast-roping technique.
Around 40 helicopters were
involved in deploying the troops,
with examples of the Mi-24P and
Mi-8MTV-5/AMTSh helping lift a
brigade of paratroopers. As well
as bringing all-terrain vehicles and
their crews direct to the battlefield,
heavy Mi-26 helicopters also
transported UAZ jeeps with 120mm
mortars, plus Niva pickups with
82mm mortars, AGS-17 grenade
launchers and Kord heavy machine
guns. Using external slings,
Mi-8AMTSh helicopters delivered
122mm D-30 howitzer batteries
to the landing area, complete
with ammunition. Air support
for this phase of the operation
was provided by Mi-24P, Mi-28N
and Ka-52 combat helicopters.
In total, around 80 helicopters
participated in this stage.
Perhaps the most remarkable
part of the exercise was the large-
scale participation of airborne
troops – most of them from the
331st Guards Airborne Regiment
– including around 2,000 soldiers
and officers. Standard military
equipment was dropped in the
enemy’s rear areas, 80 Il-76
airlifters being tasked with this

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 Exercise
Report
mission. As well as the 2,000
paratroopers, these Candid
transports delivered some 50 BMD
armoured vehicles, in what was the
biggest Russian parachute drop
since the end of the Cold War.
According to official sources,
the troops who took part in the
Above: Su-34 RF-81864/‘26 Red’ takes off from Chelyabinsk with a load of OFAB-250 freefall bombs. During
exercises completed all their the final phase of the exercise, this airfield was active with two squadrons of Su-34s, one from the resident
assigned tasks, demonstrating 2nd Composite Aviation Regiment plus visitors from the 559th Bomber Aviation Regiment at Morozovsk. Dmitriy
a high degree of training and Pichugin Below: Su-24M RF-95088/‘95 White’ with smoke-generating stores underwing. These are examples of the
organisation, and earning the highest rarely seen AAP-500 (Aviatsionnyi Aerozolnyi Pribor, airborne aerosol device) pods, which can be used to create a
battlefield smokescreen. Dmitriy Pichugin
praise of the Russian president.

High-tech warfare
It’s noteworthy that a number
of new tactics and technologies
were employed during the
exercises, including continuous
monitoring of the battlefield by
unmanned aerial vehicles (UAVs)
– types used comprised the
Forpost, Orlan-10 and Grusha.
Meanwhile, the accuracy of the
air strikes was ensured by the
SVP-24 high-precision targeting
system (used in the Su-24M
and Tu-22M3), as well as the
Strelets tactical reconnaissance,
command and communication military operations in Syria. In this modern conditions and improve Tsentr-19 “was more suited
system for management of troops. way, combat know-how gained by the interoperability of the military to testing military capabilities
Other interesting equipment Russian units on the front line was command and control units against a high-technology
included the Uran-6 and Uran- disseminated and consolidated of the armed forces of Russia adversary”. In particular, he
9 robotic mine-clearing systems. across the wider armed forces. and the allied states.” However, pointed to the extensive use of
Particular emphasis was placed Colonel General Fomin stressed Western analysts were quick to UAVs, experimentation with new
on the use of small, highly mobile that Tsentr-2019 was purely point out that the manoeuvres concepts for the use of airborne
groups of air assault units. defensive in nature while the sent a powerful message to the forces, and the presence of high-
It is also significant that all phases defence ministry explained: “Its West, while Roger N McDermott precision strike systems, including
of the exercise incorporated main purpose is to train troops of The Jamestown Foundation, cruise missiles and Iskander-M
experience gained in Russia’s to conduct military operations in Washington DC, argued that short-range ballistic missiles. AFM

A pair of Mi-8MTV-5s escorted by a Mi-24P gunship. The nearest ‘Hip’, RF-04436/‘01 Yellow’, is fitted with turrets for the L370 Vitebsk self-protection equipment. The
Mi-8s are assigned to the 17th Br AA at Kamensk Uralsky and Uprun while the Mi-24P is likely from the 112th Independent Helicopter Regiment at Chita. Dmitri Sribnyi

72 // December 2019 #381 www.Key.Aero

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 NEW-LOOK December issue - OUT NOW

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727 Flypast Latest fp.indd 90 01/11/2019 14:16
 Force
Report Belarusian AF & Air Defence Part 1

Air pow
In the first of a two-part feature on the
little-known Belarusian Air Force and
Air Defence, Patrick Roegies, Stefan
Goossens and Erwin van Dijkman chart
the history of the service’s formative years
after the demise of the Soviet Union.

Right: It’s believed that eight

‘Fulcrums’ have been upgraded to
MiG-29BM standard (including three
modernised MiG-29UBM trainers)
and that these had been redelivered
by November 2015; an acceptance
ceremony followed at Baranovichi
on December 1. Recent acquisition
of Su-30SMs means the days of
the remaining MiG-29s could be
numbered. All photos Patrick Roegies
unless stated

M
ost of the Soviet assets
based on Belarusian
territory had been
subordinated to the local
Belorusskiy Voyennyy Okrug (BVO,
Belarussian Military District),
which was a second-tier echelon
force of the Western Strategic
Direction. In case of hostilities, its
well-equipped formations were
intended to be rushed in at a
moment’s notice to support and
relieve the first-tier echelon force
– comprising Soviet and Warsaw
Pact units based in Czechoslovakia,
East Germany and Poland.
The assets of the Voyenno-
Vozdushnyye Sily (VVS, Soviet
Air Force) in Belarus were
predominantly subordinated to
the 26 Vozdushnaya Armiya (26
VA, 26th Air Army) – the air arm
of the BVO. The importance of the
BVO was reflected not just in the
sheer number of VVS units and
aircraft, but also in their quality
– its units were highly trained
and equipped with some of the
latest fighters, fighter-bombers,
ground attack and reconnaissance
aircraft, as well as bombers.
In addition, there was also a
sizeable quantity of aircraft from
the two independent strategic
branches of the
VVS – the heavy
bombers of the
Dalnyaya Aviatsiya
(DA, Long-range Aviation) and
heavy transports of the Voyenno-
Transportnaya Aviatsiya (VTA,
Military Transport Aviation).
Due to the strategic importance
of the area, Belarus was also the
home of significant air defence
(AD) assets – including some of
the most modern interceptors –
tasked with knocking out hostile
aircraft that might penetrate the
first tier of AD units stationed in
the Baltic and prevent them from
reaching
further into
Soviet territory, towards Moscow.
These AD assets were
subordinated to the 11 Korpus
Protivovozdushnoy Oborony (11
K PVO, 11th Air Defence Corps),
part of the 2 Otdelnaya Armiya
Protivovozdushoy Oborony (2
OA PVO, 2nd Independent Air
Defence Army) of the Voyska
Protivovozdushnoy Oborony
(Soviet Air Defence Forces, VPVO).
Last, but not least, Belarus was

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ower
home to an additional
quantity of nuclear-
capable heavy
bombers from a division of naval
missile-carrying aircraft of the
Soviet Baltic Fleet, plus a fleet of
attack and transport helicopters
belonging to local Ground Forces
and Strategic Missile Forces units.
Once independent, Belarus also
gained control of a modest number
of military defence enterprises able
to manufacture electronic systems
and perform aircraft overhaul and
modernisation. Of these, the 558
www.Key.Aero
74-79 Belarus AFM Dec2019.indd 75
Aviatsionnyy
Remontnyy Zavod
(ARZ, Aircraft Repair
Plant) at Baranovichi is one
of the better-known facilities.
Early days
Belarus became de facto
independent in December 1991,
when the USSR ceased to exist, and
in the process took over most of the
inventories of the Soviet 26 VA and
11 K PVO. Six months later, on June
airforcesintel.com
Between
Russia and
the West
* In Russian, unit names
up to and including a division
are written with a lower-case first
letter, including their abbreviations.
Capital letters begin the unit names of
corps and higher units. However, in this was considered
15, 1992, the Air article, the usual Western standard has the best
Force Command been adopted, with the abbreviations maintained and
of the Republic in capitals (for example, IAP organised within
of Belarus was instead of iap). the newly created
established and Commonwealth
began to formally gain of Independent
control over former VVS States (CIS). On gaining
assets based on Belarusian territory, independence, an estimated 700
starting with the 26 VA. On August military aircraft of various types were
1 that year, the 2 OA PVO of the deployed on Belarusian territory, but
Soviet VPVO was transformed by no means all were taken over by
into the PVO of Belarus (ie, the Belarus. The heavy bombers of the
HQ of 2 OA PVO became the HQ DA were of no interest to Belarus.
of the Belarus PVO) – the VVS There was a single naval missile-
and PVO would merge in 2001. carrying division with two regiments
Belarus established an air arm that at Bykhov that was disbanded
#381 December 2019 // 75
11/11/2019 11:11:40
 Force
Report Belarusian AF & Air Defence
Air Defence
2 Otdelnaya Armiya Protivovozdushnoy
Oborony (2 OA PVO, 2nd Independent
Air Defence Army)
Military Unit: 03520
Location: Minsk, Minsk Oblast
The highest-level AD unit on Belarussian
territory, controlling AD assets that
covered most of Belarus (11 K PVO, see
below) and western Ukraine (28 K PVO,
taken over by Ukraine in 1992). In 1992,
this formation served as the basis for the
new Belarusian AD forces.
25 otdelnaya transportnaya
aviatsionnaya eskadrilya (25 OTAE,
25th Independent Transport Aviation
Squadron)
Military Unit: 11154
Location: Machulishchy, Minsk Oblast
The organic transport aviation unit of
the 2 OA PVO, operating a number of
fixed-wing transports and helicopters.
Taken over by Belarus in 1992 and
later merged with the 50 otdelnyy
smeshanyy aviatsionnyy polk (50
OSAP, 50th Independent Composite
Aviation Regiment) to form the 50
transportnaya aviatsionnaya baza (50
TAB, 50th Transport Aviation Base) at
the same location.
11 Korpus Protivovozdushnoy Oborony
(11 K PVO, 11th Air Defence Corps
Military Unit: 30055
Above: The Su-27Ps were withdrawn in December 2010. The fighters had been due for a
Location: Baranovichi, Brest Oblast
life-extension programme, including several systems upgrades, but the required budget
The 11th Air Defence Corps comprised was lacking. A total of 17 Su-27Ps and four Su-27UBMs were retired. Below: The number
two fighter aviation regiments, a of transport aircraft has been reduced significantly. Only two Il-76s are still operational, of
large number of anti-aircraft missile which at least one has been overhauled by the 360 ARZ at Zhukovsky, Russia. This work
regiments and a number of radio- was completed in December 2016. Bottom: The first eight Su-24s were withdrawn from use
technical regiments (radar units). The in 2010. In February 2012, the remaining 34 Su-24Ms and Su-24MRs were also retired, due
two fighter regiments were: to high operating costs. The aircraft were transferred to the 558 ARZ’s storage facility at
61 istrebitelnyy aviatsionnyy polk Baranovichi and 12 were later passed on to Sudan.
PVO (61 IAP PVO, 61st Air Defence
Fighter Aviation Regiment)
Military Unit: 54804
Location: Baranovichi, Brest Oblast
This unit ultimately comprised three
squadrons, two equipped with MiG-
23s and the third with MiG-25s. Just
before transfer to Belarus, the regiment
exchanged its MiG-23ML/MLD aircraft
for Su-27s, but continued to operate
the remaining MiG-25PD/PDS aircraft
as air defence fighters for a while
longer. The regiment was renamed as
the 61st Fighter Aviation Base in 1994.
201 istrebitelnyy aviatsionnyy polk
PVO (201 IAP PVO, 201st Air Defence
Fighter Aviation Regiment)
Military Unit: 30181
Location: Machulishchy, Minsk Oblast
This regiment was established at
Machulishchy near Minsk in 1951. On
its transfer to Belarus the regiment was
equipped with the MiG-23ML/MLD.
Belarus retained most if not all of its MiG-
23s and placed them in storage after the
201 IAP PVO was disbanded, later selling
some of them to Angola and Syria.

Russian and
Belarusian Spellings
Russian spelling Belarusian spelling
Bolbasovo Balbasava
Beryoza Byaroza
Machulishchi Machulishchy
Shchuchin Shchuchyn

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 airforcesintel.com

in March 1991 together with its

two Tu-22M3 regiments (also at
Bykhov). Bykhov became an aircraft
storage base, but by December
1991 all aircraft had apparently been
transferred to other units based
in Russia. By 1994, all DA aircraft
had transferred to Russia as well.
As it was, Belarus took over
400 combat aircraft (combat
helicopters not included), most
of which had to be retired and Above: Three regiments on Belarusian territory were equipped with MiG-25s: the 10 ORAP, 61 IAP
scrapped almost immediately PVO and the 151 OAPREB. In 1992 the last remaining MiG-25s assigned to the 10 ORAP at Schuchin
as the amount exceeded the were moved to Baranovichi for storage. This is one of the few survivors, a MiG-25PU (c/n 22037313),
currently at Borovaya. Below: The 50 OSAP relocated to Belarusian territory in April 1989, but after
limits imposed by the Treaty on reforms and aircraft reductions only a handful of transports remained. This An-24B (c/n 99902203) is
Conventional Armed Forces in among those withdrawn and now stored at Borovaya.
Europe (CFE). Under the Tashkent
Agreement of May 15, 1992,
Belarus was permitted to possess
a maximum of 260 combat aircraft
and an additional 80 combat
helicopters, in line with the treaty.
An overview is presented below
to comprehend the sheer size of
the air force elements inherited by
Belarus. Where known, the Soviet
Air Force Military Unit numbers
are presented for these regiments.

Restructuring
The aerial armada inherited by
Belarus required reorganisation to
operate as an independent force
while maintaining a high level
of combat capability. Structural
reforms created two new
tactical commands, the Western
and Northern Commands.
Although the inventory had
already been reduced significantly
as a result of the CFE treaty,
there remained a wide variety
of combat aircraft, bombers, The 558 ARZ undertakes refurbishment and modernisation programmes for Su-25s of various nations. In April 2014,
transports and helicopters. two Belarusian Su-25UB combat trainers were upgraded to Su-25UBM standard and redelivered to the air force.

Long-Range Aviation
46 Vozdushnaya Armiya (46 VA, 46th Air Army)
Military Unit: 47002 Location: HQ Smolensk
At the time of Belarusian independence, the 46th Air Army comprised 167 long-
range bombers, although not all its regiments were located in Belarus. The
overview below presents the regiments on Belarusian territory at the time of
independence.
22 gvardeyskaya tyazhyolaya bombardirovochnaya aviatsionnaya diviziya (22
GvTBAD, 22nd Guards Heavy Bomber Aviation Division)
Military Unit: 40401 Location: Bobruysk, Mogilev Oblast
The 22nd GvTBAD relocated to Engels in Russia in June 1994. It originally had two
heavy bomber aviation regiments (TBAPs) of which only one was in Belarus, the
other in Ukraine. However, in 1992 it took over the two TBAPs of the 15 GvTBAD
(headquartered in Ukraine and taken over by Ukraine) – the 121 GvTBAP and the
203 GvTBAP.
121 gvardeyskiy tyazhyolyy bombardirovochnyy aviatsionnyy polk (121
GvTBAP, 121st Guards Heavy Bomber Aviation Regiment)
Military Unit: 15486 Location: Machulishchy, Minsk Oblast
The 121st was based at Machulishchy from 1952 until June 1, 1994, when the regiment
relocated to Engels in Russia. In 1992, the unit was transferred to the control of the
22 GvTBAD since its parent unit, the 15 GvTBAD, was taken over by Ukraine.
200 gvardeyskiy tyazhyolyy bombardirovochnyy aviatsionnyy polk (200
GvTBAP, 200th Guards Heavy Bomber Aviation Regiment)
Military Unit: 13655 Location: Bobruysk, Mogilev Oblast
Equipped with 20 Tu-22M3s, plus 18 Tu-16Ks assigned to the 4th squadron.
203 gvardeyskiy tyazhyolyy bombardirovochnyy aviatsionnyy polk (203
GvTBAP, 203rd Guards Heavy Bomber Aviation Regiment)
Military Unit: 24758 Location: Baranovichi, Brest Oblast
This regiment was based at Baranovichi from 1953 until June 1, 1994 when the unit
– at that time flying Tu-22Ks – was relocated to Engels in Russia and transformed
into the 203rd Guards Tanker Aircraft Aviation Regiment on Il-78s.
290 otdelnyy dalnyy razvedivatelnyy aviatsionnyy polk (290 ODRAP, 290th
Independent Long-Range Reconnaissance Aviation Regiment)
Military Unit: 65358 Location: Zyabrovka, Gomel Oblast
This unit was activated in 1941 in Ukurey, Chitinskaya (Chita) Oblast, as the 290th
Long-Range Bomber Aviation Regiment and was renamed as the 290th Long-
Range Reconnaissance Aviation Regiment in 1953. At the time of independence,
this regiment comprised three squadrons: two equipped with 29 Tu-22Rs and
one with 13 Tu-16 bombers. Withdrawn to Russia in 1994, this unit’s Tu-22Rs were
scrapped almost immediately after landing.
402 tyazhyolyy bombardirovochnyy aviatsionnyy polk (402 TBAP, 402nd
Heavy Bomber Aviation Regiment)
Military Unit: 32901 Location: Bolbasovo/Balbasava, Vitebsk Oblast
This regiment started life on March 1, 1951 at Bolbasovo, Vitebsk Oblast. Until 1983,
the regiment had operated an estimated 26 Tu-16Ks that were replaced by an
unknown number of Tu-22M3s. From May 1988, deployments were made to Mary,
Mary Oblast, on a rotational basis for combat missions over Afghanistan. The last
of 537 missions was completed on February 14, 1989. It was under the 326 TBAD in
Tartu (Estonia), whose HQ was relocated to Soltsy in 1992. The unit’s aircraft went
to Russia.

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 Force
Report Belarusian AF & Air Defence Part 1
Keeping these assets operational
required considerable efforts and
budget. Since the government
was unable to match this huge
demand with adequate funding,
the older aircraft were rapidly
withdrawn from use to save costs.
Division of the Belarusian Air
Force into Western and Northern
Commands was more compatible
with the demands of the newly
formed Commonwealth of
Independent States. The number Above: The remaining Mi-24s were all assigned to the 50th Mixed Aviation Base after the airfield at Pruzhany was
of aircraft and air bases were closed during the air force’s latest reforms. This example, ‘44 White’, is a Mi-24K ‘Hind-G2’ intended for artillery
markedly scaled down in line spotting and combat reconnaissance, with no guided-missile systems. Erwin van Dijkman Below: The MiG-23 was one of
with financial limitations. the first types withdrawn from use after independence. In 2001, 31 MiG-23MLDs and six MiG-23UBs were still in service
at Baranovichi and were retired soon after. Most were scrapped or sold abroad, but ‘88 White’ is stored at Minsk-Lipki.
Aircraft considered surplus
included those in a poor
operational state, long overdue
for maintenance, or at the end
of their operational life. They
were withdrawn from active
squadrons and relocated to the
558 ARZ’s storage facility.
The now-depleted aviation
regiments were either disbanded
or merged with other units. As
part of this process, all remaining
versions of the MiG-25 – PD,
RB and BM variants – and the

Frontal Aviation
26 Vozdushnaya Armiya (26 VA, 26th Air Army)
Military Unit: 20104
The HQ of 26 VA became the HQ of the Belarus VVS on June 15, 1992, when
the fifth decree of the Ministry of Defence of the Republic of Belarus became
effective. However, the transfer of units had begun earlier, and this was just
the completion of the process. Originally formed in 1949, the 26th Air Army
comprised an estimated 343 aircraft by the early 1990s. These were operated by
the following aviation regiments assigned to bases on Belarusian territory.
1 gvardeyskaya bombardirovochnaya aviatsionnaya diviziya (1 GvBAD, 1st
Guards Bomber Aviation Division)
Military Unit: 15561 Location: Lida, Grodno Oblast
This division was equipped with the following three aviation regiments:
116 gvardeyskiy bombardirovochnyy aviatsionnyy polk (116 GvBAP, 116th
Guards Bomber Aviation Regiment)
Military Unit: 81776 Location: Ross, Grodno Region
During the transition of the 116th to the Belarusian Air Force in January 1992, the
regiment had an estimated 30 Su-24s within its operational inventory. The regiment kept
its original name until 1993 when it was renamed as the 116th Guards Bomber Aviation
Base, becoming the 116th Guards Bomber Reconnaissance Aviation Base in July 1994,
after receiving the Su-24MR squadron of the 10 otdelnyy razvedivatelnyy aviatsionnyy
polk (10 ORAP, 10th Independent Reconnaissance Aviation Regiment). The unit was
disbanded in 2010 and re-formed at Lida – where the 206 shturmovaya aviatsionnaya
baza (206 ShAB, 206th Attack Aviation Base) took over its numerical designation and
honorary titles and awards – while the Su-24s were withdrawn in 2012.
305 bombardirovochnyy aviatsionnyy polk (305 BAP, 305th Bomber Aviation
Regiment)
Military Unit: 21179 Location: Postavy, Vitebsk Oblast
Equipped with 30 Su-24s. Transferred to Russia with the 1 GvBAD and relocated to
Krasnodar in 1993.
497 bombardirovochnyy aviatsionnyy polk (497 BAP, 497th Bomber Aviation
Regiment)
Military Unit: 91098 Location: Lida, Grodno Region
Originally at Grossenhain in East Germany as of 1989 and equipped with 29 Su-
24s. Transferred to Russia with the 1 GvBAD and relocated to Krasnodar.
10 otdelnyy razvedivatelnyy aviatsionnyy polk (10 ORAP, 10th Independent
Reconnaissance Aviation Regiment)
Military Unit: 21803 Location: Shchuchin, Grodno Oblast
Formed at Shchuchin in June 1945, this regiment remained there until transferred to
Belarusian control. The 10 ORAP remained at Shchuchin, but personnel from its
MiG-21R squadron (not the aircraft) went to Afghanistan to fly with the 263 OTRAE,
a permanent unit with personnel rotated on a regular basis. The MiG-21R was fully
replaced by the Su-24MR in 1991, and the regiment also operated MiG-25BM and
MiG-25RU aircraft, divided across three squadrons. In 1991, the 3rd squadron –
equipped with MiG-25BMs – was disbanded. The regiment was transferred to the
Belarusian Air Force in January 1992. In 1993, the unit was disbanded and its Su-
24MRs went to Ross, along with the other Fencers.
50 otdelnyy smeshanyy aviatsionnyy polk (50 OSAP, 50th Independent
Composite Aviation Regiment)
Military Unit: 97978 Location: Minsk, Minsk Oblast
This unit was formed in 1980 specifically for use in Afghanistan. It was transferred
to Minsk-Lipki, Belarus, absorbing the local 66 OSAE (a mixed aviation squadron)
of the Belarussian MD and 248 OSAE of the 26 VA and becoming its dedicated
mixed aviation regiment (50 OSAP of 26 VA). It came under Belarusian control in
1992, moving to Machulishchy in 1994, becoming the 50 TAB after merging with the
local 25 OTAE (ex-VPVO unit).
151 otdelnyy aviatsionnyy polk radioelektronnoy borby (151 OAPREB, 151st
Independent Electronic Warfare Aviation Regiment)
Military Unit: 55629 Location: Shchuchin, Grodno Oblast
This regiment was based at Brzeg in Poland from 1960 until August 1989, at which
point it relocated its aircraft to Shchuchin, Grodno Oblast. Afterwards it received
additional MiG-25BMs and became a ‘supersized’ unit (each of the two squadrons
had twice the normal complement of aircraft). Here, it was transferred to Belarus
and remained there until January 1993 when the regiment was disbanded.
206 otdelnyy shturmovoy aviatsionnyy polk (206 OShAP, 206th Independent
Assault Aviation Regiment)
Military Unit: 19764 Location: Pruzhany, Brest Oblast
This regiment was based at Pruzhany, Brest Oblast, as of August 1984. It received
Su-25s from November 4, 1985 and transferred to Belarusian control in January
1992. The regiment was renamed as the 206th Aviation Base on March 4, 1993,
before becoming the 206th Assault Aviation Base on March 26, 1993. The unit was
transferred to Lida in 1993.
302 otdelnaya vertolyotnaya eskadrilya radioelektronnoy borby (302 OVEREB,
302nd Independent Electronic Warfare Helicopter Squadron)
Military Unit: 36558 Location: Kobrin, Brest Oblast
The regiment was based at Shindand, Afghanistan, from January 1980 until
February 1989 when it returned to the USSR and was disbanded at its original
home base in Kagan in April. It was re-formed at Kobrin in May 1989 as the 302
OVEREB, from an electronic warfare squadron of the 65th Independent Helicopter
Regiment. Between 1989 and 1992, it was equipped with Mi-8PPA and Mi-8SMV
Hips. It was transferred to the Belarusian Air Force in January 1992.

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 airforcesintel.com

Army Aviation few remaining Yak-28PPs were
withdrawn from use. In 1992,
When Belarus declared independence, around 260 Army Aviation (ie, Soviet
the last MiG-25s assigned to
Ground Forces) helicopters were deployed on its territory as part of independent
helicopter regiments. Others served with squadrons of the air defence force, air the 10 ORAP at Shchuchin were
force and strategic rocket forces. relocated to the 558 ARZ and put
in long-term storage. Some of
65 otdelnyy vertolyotnyy polk (65 OVP, 65th Independent Helicopter Squadron)
the remaining MiG-23ML fighters
Military Unit: 64683 and older MiG-29s aircraft were
Location: Kobrin, Brest Oblast
also retired: the 201 IAP PVO was
This regiment formed at Kobrin on August 1, 1962. It sent more than one rotation disbanded and all its MiG-23ML/
to Afghanistan as part of the 50th Independent Composite Aviation Regiment. MLDs withdrawn, going into
When transferred to Belarusian control, the 65 OVP was directly attached to the
storage at Machulishchy and later
BVO and was an Army Aviation unit, equipped with 37 Mi-8Ts and 26 Mi-6s (being
replaced by Mi-26s). It later transferred to the air force in independent Belarus. with the 558 ARZ at Baranovichy.
Between 1992 and 1993, the 10
181 otdelnyy vertolyotnyy polk (181 OVP, 181st Independent Helicopter Regiment)
ORAP at Shchuchin, 378 OShAP
Military Unit: 02181 at Postavy, 397 OShAP at Kobrin,
Location: Pruzhany, Brest Oblast and 911 APIB, also at Shchuchin,
The 181 OVP was formed at Dzhambul in May 1973 and transferred to Pruzhany were all disbanded. The Su-24MRs
on August 5, 1988 following a deployment to Afghanistan. Several independent were transferred to Ross while
helicopter regiments based in the Soviet Union – including the 65 OVP in Belarus all Su-25s were redeployed to
– detached crews to the 181st on a rotational basis, beginning from 1981 usually
Lida. The remaining aircraft
for a one-year duration. The regiment was equipped with 18 Mi-8 and 43 Mi-24
helicopters when transferred to Belarusian control. were all stored at Baranovichi.
The number of combat and
276 otdelnyy vertolyotnyy polk (276 OVP, 276th Independent Helicopter Regiment)
transport helicopters within
In 1994, the 50 OSAP at Lipki
and the 25 OTAE of the VPVO at
Machulishchy were merged into
the 50th Transport Aviation Base
at the latter location, although
it was not until 1996 that all
remaining Il-76s assigned to the
339 VTAP at Vitebsk North were
also relocated to Machulishchy,
where some became part of
the Transaviaexport company.
In 1996, the former 248 OSAE –
which had flown fixed-wing aircraft
too, before being disbanded in
1989 – was recreated as the 248
OVE ON at Lipki; it received
all the helicopters previously
assigned to the 50 OSAP. The
remaining aircraft assigned to
independent helicopter squadrons
and helicopter regiments
were redeployed to Luninets –
home of the 1169th Equipment
Aviation Storage Base. AFM

Military Unit: 13996 the operational inventory was

Location: Borovtsy, Vitebsk Oblast also significantly reduced. Acknowledgements:
The 276 OVP was formed at Borovtsy on January 20, 1982. It comprised three The 65 OVP, 181 OVP and 276 Thanks to Vladimir
squadrons (the fourth, flying Mi-26s, was transferred to the 65 OVP in 1990). When OVP were all transferred to
transferred to Belarusian control the 276th was equipped with approximately 22
Trendafilovski for his assistance
the air force command and in preparing this article.
Mi-8 and 38 Mi-24 helicopters.
reorganised as helicopter bases.

Latvia
378 otdelnyy shturmovoy aviatsionnyy polk (378 OShAP, 378th Independent
Assault Aviation Regiment)
Military Unit: 62234 Location: Postavy, Vitebsk Oblast Lithuania
Operating from Bagram, Afghanistan, from October 1984 to February 1989, this Russia
regiment transferred to Postavy in February 1989 from where it operated Su-25s
and L-39s. When it was transferred to Belarusian control in January 1992, the Belarus
regiment comprised an estimated 32 Su-25s, but it was disbanded the following
year. Some of the Su-25s found their way to the Peruvian Air Force. Minsk
397 otdelnyy shturmovoy aviatsionnyy polk (397 OShAP, 397th Independent
Lida
Assault Aviation Regiment) Minsk-Machulishchy
Military Unit: 23519 Location: Kobrin, Brest Oblast
This regiment was originally formed at Kobrin in July 1986 and was equipped with Poland
Baranovichi
Su-25s and L-39s. In accordance with the Directive of the Ministry of Defence
of the Republic of Belarus No 5/03, the regiment’s 32 operational Su-25s were
reassigned to the 206 OShAP and 378 OShAP on January 4, 1993, but the regiment Osovcy
was disbanded on June 1 that year.
911 aviatsionnyy polk istrebiteley-bombardirovshchikov (911 APIB, 911th
Fighter-Bomber Aviation Regiment)
Military Unit: 18556 Location: Lida, Grodno Oblast Ukraine
This unit was originally stationed in Belarus until departing for East Germany in 1989.
Its stay there was brief, and the unit returned to its original home in Lida in July 1992.
In August it transferred to Baranovichi, where it was disbanded the following year.
927 istrebitelnyy aviatsionnyy polk (927 IAP, 927th Fighter Aviation Regiment)
Military Unit: 55782 Location: Beryoza, Brest Oblast
The 927th was activated in 1942 and transferred to Beryoza on September 1, 1955. It
was deployed to Afghanistan where it flew MiG-21s from Bagram between 1983 and
1984. The regiment returned to Beryoza on July 26, 1984. It re-equipped with MiG-29s
in 1986 and in 1992 transferred to Belarusian control, renamed as the 927th Fighter
Aviation Base.
953 bombardirovochnyy aviatsionnyy polk (953 BAP, 953rd Bomber Aviation
Regiment)
Military Unit: 15550 Location: Bobrovichy, Gomel Oblast
Formed in April 1943, this regiment transferred to Pruzhany air base on Belarusian
territory on August 8, 1945. It moved to Bobrovichy in 1959 where it remained until
1992. The 32 BAD to which it was originally subordinated was stationed in Ukraine
– as such it was taken over by Kiev in 1992 and the unit transferred directly under
the 26 VA. However, being surplus to Belarusian requirements it was transferred to Above: The 50th Mixed Aviation Base operates assets including Mi-8MT
Russia in 1994, going to Kamenka, Penza Oblast, where it was absorbed by the local helicopters, of which ‘29 White’ has been noted flying recently. The base
also flies a handful of older Mi-8Ts, but with delivery of the new Mi-8MTV-5
fighter-bomber regiment (which became a bomber unit on Su-24s afterwards).
helicopters, it’s expected that the ageing ‘Hip-Cs’ will soon be withdrawn.

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 Northern L
Icelandic air policing

Operation

In a first among Joint Strike Fighter partner

nations, Italy deployed its F-35As to Iceland
in October in support of NATO’s Icelandic
air policing mission. David Cenciotti visited
the Italian detachment at Keflavik Airport
and talked to the pilots involved in
Operation Northern Lightning.

Right: A pair of Italian Air Force

F-35As on patrol over Iceland’s
rugged landscape of volcanoes and
lakes. In total, six F-35As from the
13° Gruppo of the 32° Stormo at
Amendola headed north to patrol
Iceland’s airspace. All photos
David Cenciotti

S
ix F-35A stealth
fighters belonging
to the 13° Gruppo
(13th Squadron) of the 32°
Stormo (32nd Wing) of the
Aeronautica Militare (AM,
Italian Air Force) based at
Amendola in southeast Italy,
deployed to Keflavik Airport (KEF)
from October 2 to 24. Here, the jets ensured
the integrity of Icelandic airspace under
Operation Northern Lightning. This marked
the first time Italian Lightning IIs had been
deployed under NATO command, making
Italy the initial partner nation to send the fifth-
generation fighter on an Allied Air Command
(AIRCOM) operation. Three
times a year, on a rotational
basis, allied nations contribute
to NATO Interim Air Policing
in Iceland, a country that
doesn’t have autonomous air
defence assets and capabilities,
but which is strategically
located close to the Arctic. Each
deployment lasts three or four weeks.
For the second time this year – and the fifth
in total since 2013 – the AM secured the skies
over Iceland, supporting NATO’s Airborne
Surveillance and Interception Capabilities to
meet Iceland’s Peacetime Preparedness Needs
(ASIC IPPN) mission. The purpose of this
initiative, launched in 2008 following
the withdrawal of US forces from the
island, is to provide air surveillance and
interception coverage over Iceland, to
maintain the integrity of NATO airspace.
According to the Italian Air Force, there were
two reasons for committing the F-35, instead
of the usual Eurofighter Typhoon, to the ASIC
IPPN mission. First, the service identified
deployment under NATO command and control
as a milestone towards full operational capability
(FOC) for the new multi-role aircraft. In fact, in
December 2016, the AM became the first service
to take delivery of the stealth jet outside the US.
Initial operational capability (IOC) was declared
on November 30, 2018, during a media day for

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n Lightning
Tactical
Leadership
Programme
(TLP)
18-4. Along
with participation in the Iniohos
2019 exercise at Andravida, Greece, in
March, the US-led Astral Knight 2019 exercise
in Croatia, Italy and Slovenia in June, and
Blue Flag 2019 in Ovda, Israel, deployment
on a NATO mission is one of the steps the
AM considers crucial to declaring FOC.
Second, by sending the F-35, the AM could
prevent further stress on the Eurofighter fleet,
which is already engaged in various operations
both at home and abroad. As well as constant
www.Key.Aero
80-85 Iceland AFM Dec2019.indd 81
support to the domestic quick reaction alert
(QRA) as part of Italy’s airspace monitoring
service, Typhoons recently returned from
another NATO Interim Air Policing mission
in Romania and are currently deployed to
Ahmed Al Jaber Air Base, Kuwait, from where
they support the multinational campaign
against so-called Islamic State in Iraq and
Syria as part of the Prima Parthica operation.
Deploying to the High North
Operation Northern Lightning kicked off at
Amendola in July, when Italian F-35s started
preparing for the Icelandic mission by launching
simulated and training scrambles. These
focused on the Iceland scenario and drew upon
lessons learned by previous deployments of
the Italian Typhoon fleet. Then, on September
23, an advance team landed at Keflavik to
arrange for the arrival of the aircraft, which,
split into two sections, started landing in
Iceland on September 24. The first four aircraft
left Amendola supported by a KC-767A tanker
belonging to the 8° Gruppo of the 14° Stormo
from Pratica di Mare and a P-72A maritime
patrol aircraft of the 41° Stormo from Sigonella
that provided oceanic search-and-rescue (SAR)
support. The Lightning IIs refuelled twice from
the KC-767A before touching down at KEF.
The remaining F-35s arrived on September 25,
also accompanied by a KC-767 and a P-72A,
followed on September 26 by the rest of the
#381 December 2019 // 81
11/11/2019 11:17:23
 Icelandic air policing
1
contingent. The deployment was supported
by 12 cargo missions from Italy: eight carried
out by C-130Js of the 46a Brigata Aerea (46th
Air Brigade) from Pisa and
four by the KC-767s, for a
total of 77 tonnes of material
transported to Keflavik.
Deployed under the leadership
of the Comando Operativo
di vertice Interforze (COI,
the Italian Joint Operations
Command), the aircraft and
around 130 personnel were
assigned to Task Force Air
(TFA) 32nd Wing, which
included Task Group Lightning,
“For the first time the F-35, a modern fifth-generation
fighter aircraft, is going to be employed by NATO to
safeguard the alliance’s airspace”
Lt Gen Pascal Delerce
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80-85 Iceland AFM Dec2019.indd 82
as well as technical and logistics personnel
and an air defence controller team from
the Comando Operazioni Aeree (COA, Air
Operations Command) at
Poggio Renatico, Italy. The
last of these, in co-operation
with the Icelandic Coast
Guard, provided liaison and
surveillance, identification
and interceptor control in
the area of responsibility,
as well as working with the
Combined Air Operations Centre
(CAOC) at Uedem, Germany.
Supporting the TFA were
personnel from the Reparto
Supporto Tecnico Operativo Guerra Elettronica
(ReSTOGE, Electronic Warfare Technical
Support Department) that is responsible
for updating the self-protection libraries of
all AM aircraft, and, for the very first time, a
team from the recently established Comando
Interforze per le Operazioni Cibernetiche
(CIOC, Joint Cyber Operations Command).
Physical security of the detachment was
ensured by a team of the 32° Stormo’s
protection group, as well as the Fucilieri
dell’Aria (air riflemen) of the 16° Stormo
from Martina Franca, equipped with counter
unmanned aerial system (C-UAS) technology.
After the first briefings, the initial familiarisation
flights were launched on September 27 and IOC
www.Key.Aero
11/11/2019 11:17:44
 2

1: Contrails stream as the Lightning II pair breaks from formation behind the C-130J camera ship. In contrast with the Baltic Air Policing mission, which
involves continuous coverage, the Icelandic government only requests an average of three air policing deployments annually. 2: Operation Northern Lightning
was the first time Italian Lightning IIs had been deployed under NATO command. The jet’s ability to pass and receive information to and from the command
and control chain in real time meant pilots had the necessary information to complete an intercept even before visual identification. 3: Specially marked F-35A
MM7357 (AL-7, FMS 14-5108) ‘32-07’ basks in the sun outside one of Keflavik’s hardened aircraft shelters. The jet received its non-standard tail markings,
including the 13° Gruppo’s Don Quixote emblem, to celebrate the squadron’s centenary in 2017. 4: A pilot of the Task Force Air (TFA) 32nd Wing poses in front
of his jet. Aircrew were provided with a Tacconi neoprene immersion suit, a prerequisite for flying over the sea when the water temperature is below 13°C.

for the TFA 32nd Wing was declared on October
1. FOC, which confirmed the detachment
was ready to conduct NATO’s peacetime
Icelandic air policing mission, was declared
on October 2, two days ahead of schedule.
The mission readiness certificate was handed
over by Lt Col Wilhelm May from NATO’s
CAOC to the TFA commander, Col Stefano
Spreafico, on October 5, during a ceremony
at Keflavik. Speaking during the event, Col
Spreafico declared: “I am very proud of the
result achieved. We managed to reach this
milestone two days in advance of the expected
timeline and that has been achieved thanks
to the fantastic teamwork of all the task force
personnel and thanks to the great support
of the team from Combined Air Operations
Centre Uedem and of our Icelandic hosts.”
Lt Gen Pascal Delerce, deputy commander of
NATO’s AIRCOM, the entity that oversees all
alliance air policing, attended the ceremony,
along with Italy’s chief of defence, Lt Gen
Enzo Vecciarelli. In his speech, Lt Gen
Delerce said: “For the first time the F-35, a
modern fifth-generation fighter aircraft, is
going to be employed by NATO to safeguard
the alliance’s airspace, executing NATO’s
peacetime air policing mission. It represents
a major step towards the integration of
modern fighter aircraft into alliance missions,
demonstrating the alliance’s capability to
advance, adapt and integrate new technology.”
QRA and training activity
From October 2 to 24, when the transfer
of authority (TOA) brought the Italian
detachment’s air policing duties to an end, the
F-35s provided peacetime quick reaction alert-
intercept (QRA-I) readiness with at least two
aircraft armed with a pair of live AIM-120C-5
AMRAAMs (Advanced Medium-Range Air-
to-Air Missiles) in the internal weapons bay.
This is the same standard conventional load
(SCL) used at home to carry out QRA shifts as
part of the Servizio Sorveglianza Spazio Aereo
(SSSA, Air Space Surveillance Service). At
Amendola, the Lightning IIs have been called
upon to provide this capability, if needed, on
a rotational basis since the type achieved

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 Icelandic air policing
1
IOC in the air-to-air role in March last year.
Maj Simone (surname withheld on security
grounds), a pilot with Task Group Lightning,
told AFM: “There are no significant differences
between what we are doing here and what
we do in Italy. Generally speaking, at least two
F-35s are on QRA, while the rest of the aircraft
we brought here are available to carry out
training sorties. In fact, in keeping with the type
of readiness NATO requires us to ensure each
day, we try to replicate the type of missions
we always fly at Amendola. Air policing is
our priority, but we can pursue our training
requirements operating from a different base
3 4
84 // December 2019 #381
80-85 Iceland AFM Dec2019.indd 84
and in a different scenario. This is extremely
useful to develop our experience and the
reason why the squadron has deployed all its
aircrews to Iceland for the three-week rotation.
“The main difference between flying here
and at home is that, in Italy, we have far more
simulated ground targets to use. In terms of
airspaces, we have been assigned several areas
over and around Iceland that can be used for
training missions, and there are also specific
areas used for surveillance purposes. The latter
are useful to perform simulated CAP [combat
air patrol] and BARCAP [barrier combat
air patrol] profiles and for practising all the
procedures required to intercept, identify and
escort unknown aircraft approaching Iceland’s
airspace. Training sorties are co-ordinated and
carried out with the local CRC [Control and
Reporting Centre, radio callsign ‘Loki’], where
we have also Italian air defence controllers,
and in co-ordination with the CAOC. Although
our ability in the air-to-air role was already
validated by NATO as part of the FOC
certification process, we continue to practise
the mission so that we can fine-tune the
procedures involved in the air policing mission.
“Flying in the Nordic region in this period is
quite similar to flying in Italy during winter.
“There are no
significant
differences
between what
we are doing
here and what
we do in Italy.”
Maj Simone
www.Key.Aero
11/11/2019 11:18:08
 2

1: Lightning up close. Northern Lightning was the fifth occasion – and the second time this year – that Italy supported this NATO mission in Iceland. The AM
previously deployed Eurofighter F-2000As for the mission. 2: ‘Slime lights’ aglow, F-35A MM7361 (AL-11, FMS 17-5287) ‘32-11’ taxies out for a Tango training
scramble at dusk. The local climatic conditions also served as a useful test for the F-35A’s ability to adapt to any temperatures. 3: A view inside the hardened
aircraft shelter reveals the pair of AIM-120C-5 AMRAAMs in the weapons bays of F-35A MM7360 (AL-10, FMS 15-5204) ‘32-10’. This is the same standard
conventional load used at home to carry out QRA shifts as part of the Air Space Surveillance Service. 4: A fine aerial study of F-35A pair MM7358 (AL-8, FMS
14-5109) ‘32-08’ and MM7359 (AL-9, FMS 15-5144) ‘32-09’. The detachment continued the tradition of working with the Icelandic Coast Guard, which maintains
the ground-based air defence picture of the local airspace and also provides SAR cover.

Keflavik is probably windier than Amendola,
though. The ground temperature is around 8°C,
but we wear the Tacconi neoprene watertight
suit [required for flying over the sea when
the water temperature is below 13°C], even
during missions when we fly over land as there
are zones of Iceland – for instance glaciers
– where it would be extremely difficult to
survive without an anti-exposure suit for two
or three hours, until the rescue team arrives.”
SAR service was provided round the clock
by the Icelandic Coast Guard, which operates
a mixed fleet of AS332L1 and H225 Super
Puma helicopters and a Dash 8 maritime
surveillance aircraft based at Reykjavík
Airport, as well as five patrol vessels.
The two F-35s on QRA were checked
and accepted by the pilots inside the
hardened aircraft shelter in a readiness
posture at the beginning of the alert shift.
In case of Alpha (real-world alert) or
Tango (training) scrambles, the pilots
could quickly start the fighter’s engine and
reduce the time required for take-off. Maj
Simone added: “Just like any other modern
platform, this aircraft can use abbreviated
procedures in case of scrambles to meet the
NATO peacetime readiness requirement.”
During their rotation, the Italians carried out
around 20 training scrambles and logged 150
flight hours, with availability of their aircraft
close to 100%. In his final speech during the
ceremony that officially closed Operation
Northern Lightning, detachment commander
Col Spreafico reflected: “The participation of the
F-35s from the 32nd Fighter Wing at Amendola
has been an opportunity that allowed the
Italian Air Force to test not only the operational
capabilities of the aircraft, but also deployment,
logistics and sustainability procedures in a
special operational, climatic and environmental
context far from our home base.” AFM

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 Attrition
Report
Report into fatal Red
Arrows crash released
A SERVICE Inquiry Panel report
into the fatal crash of Royal Air
Force Red Arrows Hawk T1A
XX204 at RAF Valley, Anglesey,
on March 20, 2018 (see Attrition,
May 2018, p92) was published
by the Ministry of Defence on
October 10. The pilot, Flt Lt
David Stark, callsign ‘Red 3’
(R3), ejected 0.5 seconds before
impact. The ‘Circus’ (Red Arrows
ground crew) engineer in the back
seat, Corporal Jonathan Bayliss,
did not eject and was killed.
The crash occurred at 1325hrs,
after the aircraft had departed RAF
Valley to conduct a practice engine
failure after take-off (PEFATO)
before transiting to RAF Scampton,
Lincolnshire. On departure, R3
was given take-off clearance at
1322hrs for an approach back to
the duty runway for the PEFATO.
After take-off, and on passing
approximately 255ft (78m) and at
257kts, the aircraft commenced a
right turn. Having turned through
36° and at circa 450ft (137m) and
278kts, R3 initiated a PEFATO. He
transmitted to air traffic control
(ATC) that he had a simulated
engine failure and was positioning
for ‘low key’ (a virtual position
within the ATC visual circuit abeam
the intended landing point) to
runway 31. XX204 achieved a
maximum height on the downwind
leg of approximately 1,400ft (427m)
above ground level (AGL) and a
speed of 183kts. R3 reported low
key when downwind and parallel
to a position about halfway down
the runway and, seven seconds
later, began a gradual final right
turn towards the runway from
around 1,030ft (314m) and 183kts.
About halfway around the final
turn, just as the undercarriage
locked down, ATC prompted R3
for confirmation that his landing
gear was down, to which he
immediately replied: “Red 3
gear down”. ATC then issued
clearance for a low approach,
which R3 read back; there were
no further radio transmissions
between the aircraft and ATC.
At around 345ft (105m), with an
increasing rate of descent (ROD)
and having crossed through the
runway centreline, the throttle was
86 // December 2019 #381
86-89 Attrition AFM Dec2019.indd 86
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for breaking news stories. E-mail the news
team at edafm@keypublishing.com
advanced to maximum and roll
inputs applied to level the wings,
indicating an intent to go-around.
Coincident with the application of
full power, the aircraft experienced
a roll reversal and distinct right
wing drop; the aircraft’s speed was
146.7kts. During the subsequent
three seconds, applications
of full left aileron and full aft
control column were made, and
a further wing drop experienced.
Approximately 4.7 seconds after the
initiation of the go-around and with
15° right AOB, an essentially level
pitch attitude and at 151kts, the
aircraft hit the ground, immediately
prior to which the pilot had ejected;
the engineer did not eject.
During the impact sequence,
the aircraft caught fire and the
fuselage and wing separated.
There was substantial structural
damage to the forward part of
the fuselage and a severe fire
around the cockpit area. The
aircraft wreckage was spread
over an area approximately 164ft
(50m) wide by 656ft (200m) long.
The panel concluded that the
accident was caused by the
aircraft stalling coincident with
the initiation of the go-around
and with insufficient height to
recover. However, there were a
series of aspects that collectively
contributed to XX204’s flight profile
and culminated in the stall. The
timing of the PEFATO initiation
Red Arrows Hawk T1 XX242 during a training sortie at RAF Scampton. A
report into the crash of sister aircraft XX204 was published by the MOD on
October 10. MOD Crown Copyright/Cpl Steve Buckley
and subsequent positioning led to
the aircraft being low and laterally
close to the runway. During the
final turn the high AOB and nose
down pitch to maintain speed led
to an excessive rate of descent/
flight path angle which required
increased application of g resulting
in a reduced stall margin. The
flight profile was such that the stall
was coincident with the go-around
rather than as a consequence of
it; the panel could not establish if
R3 had any perceptible indications
of the stall. Flight test analysis
corroborated extant warnings
regarding stalling related to
the Hawk and demonstrated
that, at low speed/low energy,
stall margins were minimal.
The panel concluded that the
lack of continuation training (CT),
specifically PEFATO/practice
forced landing currency, could
result in skill fade. Nevertheless,
the frequency of CT and the
aircraft’s flight profile do not
solely explain why the accident
happened, as at any stage R3
could have terminated the exercise
by initiating a go-around. R3
was an above average qualified
flying instructor who had flown
PEFATOs on multiple occasions,
albeit not in the immediate
period prior to the accident.
He was suitably qualified and
experienced to fly the manoeuvre,
although a series of human
factors may have influenced R3
and contributed to the accident.
The panel determined that,
when considered collectively, it
was very likely that R3 was, to a
degree, fatigued and distracted
during the flight, and may have
had reduced situational awareness.
The panel assessed that distraction
may have directly influenced
his actions in the application of
a high AOB and, at the critical
moment of the sortie, he may not
have recognised the associated
hazards. It was not possible
to determine the categorical
reason why R3 flew the profile
he did. In the panel’s opinion,
there was no single factor that
underpinned his decisions/actions.
While the training provided
Circus engineers with an
enhanced level of preparation
for their role, with regards to a
passenger, there was insufficient
evidence for the panel to assess
whether any training would have
prepared XX204’s engineer to
independently recognise the
need to eject during the accident
sequence. R3 ejected 0.5 sec
before XX204 crashed following
the dramatic realisation that the
aircraft would hit the ground. The
panel assessed that there was
insufficient time for him to issue
a complete verbal warning and
for the engineer to recognise the
command and react appropriately.
www.Key.Aero
11/11/2019 11:20:44
 Accident Reports
D: May 31, 2012
N/U: US Air Force/325th
FW/43rd FS
T: F-22A Raptor
S: 02-4037 ‘TY’
Despite an estimated $35m of
damage incurred to this jet during
a belly landing at Tyndall Air
Force Base, Florida (see Attrition,
January 2013) it was decided to
repair it, due to the limited number
of fifth-generation aircraft. After a
seven-year engineering and repair
effort at the Ogden Air Logistics
Complex, the aircraft undertook
its first post-rebuild functional
check flight at Hill Air Force
Base, Utah, on October 11, 2019.
D: Sep 26
N: Mexican Air Force/
SEDENA
T: AW109SP GrandNew
S: 1909 ‘DN-1’
Immediately after taking off from
Base Aérea Militar No 1 Santa
Lucia for a training flight, this
helicopter fell back to the ground
from a low altitude and came
down heavily, resulting in extensive
damage to the undercarriage.
The crew was uninjured.
D: Sep 28
N/U: Slovenian Armed
Forces/15. PVL/152. LEESK
T: PC-9M Hudournik
While landing at Portorož Airport
during an open day event, this
aircraft was damaged when
it overran the runway. No one
was injured in the incident and
local media said that damage
to the aircraft was minimal.
D: Oct 2
N/U: US Navy/VX-20
T: E-6B Mercury
During a touch-and-go at Naval
Air Station Patuxent River,
Maryland, the aircraft struck a
bird, which was ingested into
one of the engines, resulting in
damage. The aircraft landed safely
and with no injuries to those on
board, which included a team
from Air Test and Evaluation
Squadron 20 (VX-20) conducting
a system trial. The incident has
been classified as a Class A
mishap, indicating the aircraft
sustained more than US$2m
of damage. However, within a
couple of weeks, the damaged
engine had been replaced and the
aircraft was returned to service.
Abbreviations: D: Date N/U: Nationality/Units T: Type S: Serials
www.Key.Aero
86-89 Attrition AFM Dec2019.indd 87
Maj Philip ‘Stonewall’ Johnson
from the 514th Flight Test
Squadron returns to Hill AFB,
Utah, on October 11, 2019,
aboard F-22A Raptor 02-4037
‘TY’ after its first functional
check flight following rebuild
after its accident at Tyndall AFB,
Florida, on May 31, 2012. A large
area of new skin panelling is
clearly apparent on the upper
surface of the fuselage.
USAF/Alex R Lloyd
D: Oct 3
N: Mexican Air Force
T: Bell 206L-3/4 LongRanger
S: 1679
This helicopter was written off
in a crash in the Tamazula de
Gordiano municipality of Jalisco
shortly after 1500hrs local time,
during narcotics fumigation
operations in the Sierra Madre
Occidental. The pilot was killed,
but the other three crew members
survived with unspecified injuries.
D: Oct 3
N/U: Polish Army Aviation/25
Brygada Kawalerii
Powietrznej/1 dywizjon
lotniczy/1. eskadra
śmigłowców
T: Mi-8MT
S: 6104
While attempting to land at its base
at Leźnica Wielka/Łęczyca during a
night training flight, this helicopter
hit the ground, rolled over onto
its port side and was extensively
damaged. The main rotors were
destroyed when they severed the
USAF/Air Force Research Laboratory Kratos XQ-58A Valkyrie 58-001 during its first flight on March 5 this year. It was
damaged on landing during its third flight on October 9. AFRL/Senior Airman Joshua Hoskins
tail boom and it’s likely that the
Mi-8 will be a write-off. None of
the crew members were injured.
D: Oct 7
N/U: US Navy/Training Air Wing 2
T: T-45C Goshawk
This aircraft experienced an
engine failure and fire, but was
recovered to a safe landing at
Naval Auxiliary Landing Field
Orange Grove, Texas. The pilot was
unhurt, but the incident has been
classified as a Class A mishap.
D: Oct 8
N/U: US Air Force/52nd
Fighter Wing/480th Fighter
Squadron
T: F-16CM Fighting Falcon
During a routine training mission
from Spangdahlem Air Base,
Germany, this aircraft declared an
emergency and crashed shortly
after 1500hrs in a forested area
near Zemmer, about 9 miles
(15km) north of Trier, Rhineland-
Palatinate. The pilot ejected safely
but still sustained minor injuries
and was taken to hospital for
treatment. The base temporarily
stopped F-16 operations following
the crash, pending the results of
the subsequent investigation.
D: Oct 9
N/U: USAF/Air Force Research
Laboratory
T: XQ-58A Valkyrie
S: 58-001
This experimental UAV sustained
unspecified damage upon landing
at the Yuma Proving Ground,
Arizona, following its third test
flight as part of the Low-Cost
Attritable Strike Unmanned Aerial
System Demonstration programme.
The USAF said the incident was a
result of the XQ-58A being struck
by high surface winds, coupled
with a malfunction of its provisional
flight test recovery system. It was
not revealed how long it would
take to repair the drone, but
officials said the scheduled fourth
flight of the Valkyrie would have
to be delayed until the conclusion
of a safety investigation.
#381 December 2019 // 87
11/11/2019 11:20:46
 Attrition
Report
D: Oct 10
N: Air Force of the
Democratic Republic of
the Congo
N: An-72
S: EK-72903
This aircraft took off from Goma
Airport at 1532hrs local time for a
presidential logistics support flight
to Kinshasa/N’djili Airport but
failed to arrive at its destination,
where it was due to land at
1743hrs. Last contact with the
aircraft had been 59 minutes after
take-off. The wreckage was found
the following day in a forest 15
miles (25km) from Okoto village,
near Kole, Sankuru province. It was
confirmed that all eight on board
(four crew and four passengers)
had been killed. The aircraft had
been operating with the DRC air
arm since at least December 2018.
D: Oct 10
N/U: Russian Aerospace
Forces/21 SAD/32 OTSAP
T: An-12BK
S: RF-95428/RA-11260
This aircraft made what appears
to have been an inadvertent
landing with the undercarriage
retracted at 1119hrs local time at its
base at Koltsovo (Yekaterinburg)
after a flight from Chelyabinsk.
There were no injuries to the
17 personnel (six crew and 11
passengers) and damage to the
aircraft appeared to be minimal
– a small fire briefly ignited, but
was quickly extinguished. Despite
receiving a military serial several
years ago, the aircraft also wears
its former civilian registration.
D: Oct 11
N: Chinese People’s
Liberation Army Aviation
T: Z-8G
After departing from Chongzuo
city, Guangxi province, this
helicopter crashed into a mountain
in Xupu county at 1940hrs local
time. All 11 on board were killed.
The accident was not reported
at the time, but was revealed
by Chinese state media on
October 26. The helicopter
was reportedly participating in
an exercise involving a mock
surprise attack on Hong Kong,
with Xupu county being used
to represent Hong Kong.
D: Oct 11
N: Ethiopian Air Force
T: Su-27UBK
This aircraft crashed near the
Abbreviations: D: Date N/U: Nationality/Units T: Type S: Serials
88 // December 2019 #381
86-89 Attrition AFM Dec2019.indd 88
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Honduran Air Force Cessna 210N Centurion II FAH-290 following its crash at Base Aérea Coronel Armando Escalón
Espinal on October 11. Mario Theresin
Addis Ababa to Adama road
in the Uke Denkaka area near
Bishoftu city, due to an engine fire
immediately after take-off from
Debre Zeyit/Harar Meda Airport.
Both crew members were killed.
D: Oct 11
N/U: Honduran Air Force/1
Grupo Táctico/Armando
Escalón Espinal
T: Cessna 210N Centurion II
S: FAH-290
During a training flight at Base
Aérea Coronel Armando Escalón
Espinal, San Pedro Sula/Ramón
Villeda Morales International
Airport, the aircraft lost power
while performing touch-and-
goes and crashed short of the
runway at around 0800hrs local
time. The aircraft’s undercarriage
collapsed, a large part of the
starboard outer wing was torn
off and the port wingtip was
badly damaged. Neither crew
member was seriously injured.
D: Oct 13
N/U: Royal Canadian Air
Force/15 Wing/431 Air
Demonstration Squadron/
The Snowbirds
T: CT-114 Tutor
S: 114071 ‘5’
Shortly before a display at the
Atlanta Motor Speedway, the
aircraft had a technical problem
The wreckage of German Army/MINUSMA Luna X-2000 UAV 91+43/UNO-
111P following its crash in Mali on October 16.
and the pilot, Captain Kevin
Domon-Grenier, ejected safely
before it crashed in an open field
near Brooks, Fayette County,
Georgia, at around 1330hrs local
time. Following the accident, the
RCAF temporarily halted flying
with the CT-114 fleet, stating on
October 15 that the pause would
remain in place “as long as is
needed to ensure the aircraft
can be operated safely.”
D: Oct 15
N: Afghan Air Force
T: Mi-17V-5
This helicopter was destroyed
in a crash at around 1700hrs
local time in an open area
at Durrah-i-Hairratan, near
Mazar-i-Sharif, Balkh province,
northern Afghanistan, following
a technical failure during a
training flight. All seven crew
members on board were killed.
D: Oct 16
N: German Army/MINUSMA
T: Luna X-2000
S: 91+43/UNO-111P
This UAV was being operated in
support of the United Nations
Multidimensional Integrated
Stabilization Mission in Mali
(MINUSMA) when it crashed in
Mali. The precise location was
not reported, but a photograph
of the wreckage showed it lying
against a brick wall, with the
nose, wings and tail broken off.
D: Oct 16
N: South Sudan Air Force
T: An-26B
S: SP-401
While landing at Yambio Airport,
South Sudan, the aircraft overshot
the runway and came to rest,
stuck in the bush. The Curl was
carrying six tons of cargo, five crew
members and 12 passengers, but
there were no injuries to those
on board. Despite having run
across rough ground for some
distance, the aircraft appeared
to be undamaged and a team of
engineers from the United Nations
Mission in South Sudan (UNMISS)
used a truck-mounted heavy winch
to pull the An-26 out of the bush
and tow it back to the runway.
D: Oct 16
N/U: Venezuelan Military
Aviation/Grupo Aéreo de
Caza No 11 ‘Diablo’
T: Su-30MK2V
S: 0457
During the initial climb out from
Base Aérea Militar Capitán Manuel
Ríos, El Sombrero, Guárico,
the aircraft had a mechanical
failure while still flying at low
altitude and abruptly veered to
starboard, resulting in a loss
of control, following which it
crashed at 1614hrs local time.
Both pilots ejected at very low
altitude, but neither survived.
The aircraft had intended to fly
to Base Aérea Militar Teniente
Luis del Valle García, Anzoátegui,
which is Venezuela’s other
Su-30 base, where it was to
undergo unspecified repairs by
specialist Russian technicians.
D: Oct 17
N: UAE Air Force and Air
Defence
T: Wing Loong II
While supporting Libyan
National Army operations, this
UAV crashed after being shot
www.Key.Aero
11/11/2019 11:20:47
 down by Libyan Government
of National Accord forces over
Tamina, south of Misrata air base.
Photos of the wreckage show
that it was completely burnt out.
D: Oct 18
N: Turkish Land Forces
T: S-70A-28 Black Hawk
As a result of a technical
malfunction, this helicopter made
a hard landing inside Syrian
territory south of Gre Spi, near
Tell Abyad, while evacuating
wounded soldiers. In order to
prevent it falling into enemy hands,
it was destroyed in an air strike
by a Turkish Air Force F-16C. It
was not reported whether those
on board were rescued safely.
D: Oct 19
N/U: Pakistan Army Aviation
Corps/303rd Aviation
Group/Army Aviation
School
T: MFI-17 Mushshak
During a routine training
sortie from the Army Aviation
School at Army Aviation Base
Rahwali, the crew performed an
emergency landing due to an
engine malfunction while flying
over Dilawar Cheema, near the
River Chenab. The Mushshak
flipped over when it came
down in a paddy field at Jamke
Chatha, near Wazirabad, in the
Gujranwala district of Punjab
province. Despite coming to rest
inverted with extensive airframe
damage, the instructor and
student pilot escaped unhurt.
D: Oct 21
N/U: Brazilian Naval Aviation/
VF-1
T: AF-1B Falcão (A-4KU
Skyhawk)
S: N-1013
This aircraft was substantially
damaged after engine problems
forced the pilot to abort take-off
from Base Aerea Naval de São
Pedro da Aldeia, Rio de Janeiro,
at 0700hrs local time, following
which the nosewheel collapsed
as it overran the runway onto
the grass. As the Skyhawk came
to rest, a sudden ball of flame
briefly engulfed the front of the
aircraft when fuel leaking from an
external tank ignited, but this was
quickly extinguished. The pilot
escaped without serious injury.
D: Oct 22
N/U: Salvadoran Air Force/
www.Key.Aero
86-89 Attrition AFM Dec2019.indd 89
South Sudan Air Force An-26B SP-401 in the bush after running off the end of the runway while landing at
Yambio Airport, South Sudan, on October 16. UNMISS
Primera Brigada Aérea/
Grupo de Transporte
T: Basler BT-67 Fantasma
S: FAS116
During its take-off run for a
paratrooping mission from Base
Aérea de Ilopango, San Salvador,
the aircraft veered off the runway,
across a taxiway and into a ditch,
causing the main undercarriage
to collapse. The pilot was
transferred to a military hospital
with unspecified injuries, while the
six paratroopers on board were
treated at the crash site. The BT-67
sustained substantial damage and
is now awaiting assessment to
determine if it can be repaired.
D: Oct 23
N: Islamic Revolutionary
Guards Corps Aerospace
Force
T: Shahed-123 UAV
This UAV crashed near Shushtar,
southwestern Iran, following
engine failure. The smashed
wreckage was recovered by the
IRGC with assistance from local
farmers and their vehicles.
D: Oct 23
N: Israel Defense Forces
T: Unspecified UAV
The IDF announced that it had
lost an unspecified UAV during
routine security operations, when
it fell to the ground adjacent to
Israel’s border with Lebanon,
but it was said to have been
on Lebanese territory. No
further details were given.
Salvadoran Air Force Basler BT-67 Fantasma FAS116 following its take-off accident at Base Aérea de Ilopango on
October 22. El Salvador Ministry of Defence
D: Oct 24
N: Indian Army Air Corps
T: Dhruv
While en route to Srinagar
from a XVI Corps forward area
of operations near the Line of
Control in Udhampur, Jammu,
this helicopter had a technical
malfunction and was written off
following a very heavy landing
adjacent to a river in the Bedar
area of Poonch district, Jammu
and Kashmir at 1350hrs local
time. The two pilots and seven
officers on board were all
injured, including Northern Army
commander Lt Gen Ranbir Singh
and some of his staff. The injured
were taken to a nearby army
medical centre for examination.
D: Oct 25
N/U: Colombian Air Force/
Grupo de Vuelos
Especiales 82/Escuadrón
de Transporte Especial 821
T: Bell 412EP
S: FAC 0006
The air force reported this
helicopter as missing after being
unable to contact the crew
following a final transmission at
1416hrs local time while en route
from Base Aérea Palanquero,
Puerto Salgar, to a Comando
Aéreo de Mantenimiento (Air
Maintenance Command)
facility at Base Aérea Madrid,
Cundinamarca, for a routine
overhaul. A search was initiated
in the area of the Albán and
Cundinamarca municipalities,
resulting in the crash site being
found the following morning near
La Victoria village in the Cerro
Monasterio area. It was located
in very difficult topographical
conditions, making immediate
access impossible but, at 0605hrs
on October 27, favourable
weather conditions allowed an air
insertion of a rescue team, which
determined there were no survivors
among the six crew members.
D: Oct 29
N: Hamas air unit
T: Unidentified UAV
Israeli Air Force F-15s intercepted
this UAV while it was flying at an
unusual height of 2.5 miles (4km)
over the Gaza Strip. The F-15s were
scrambled to shoot it down and it
fell within the Gaza Strip. Hamas
militants use at least three types of
UAV, primarily in a surveillance role.
D: Oct 29
N/U: US Air Force/49th Wing
T: F-16C Fighting Falcon
During a training sortie from
Holloman Air Force Base, New
Mexico, this aircraft crashed
80 miles (129km) southeast
of the base at around 1916hrs
local time. The pilot ejected
safely and was taken to a
local hospital for treatment.
Additional material from:
Waseem Abbas, Igor Bozinovski,
Dino van Doorn, Mario Flores,
Scramble/Dutch Aviation
Society and Asagiri Yohko. AFM
#381 December 2019 // 89
11/11/2019 11:20:49
 Aircraft weapons

The long T
he Israeli Air Force (IAF) has a
requirement for more advanced
air-launched standoff weapon
systems and the local defence industry
is working hard to supply them.

arm of
The IAF’s demand stems from the
operational problem of attacking high-
value targets in areas protected by a
variety of surface-to-air missiles (SAMs).
The need for such weapons to carry
heavy payloads of explosives is not
new, but with more than 200 air strikes

the Israeli
undertaken by the IAF in Syria last year
and yet more this year, the operational
need has reached a higher priority level.
According to foreign sources, the IAF
has performed many of these air strikes in
Syria while flying within Lebanese airspace.
Lebanon has no air defence systems

Air Force
While the Israeli Air Force is well equipped with ‘smart’ standoff weapon
systems, threats developing close to the country’s borders and further
afield require additional, even more capable munitions. Arie Egozi
examines those currently in production.
that can threaten the IAF’s aircraft.
Meanwhile, Russian media outlets claim
that at least some of the recent IAF air
strikes in Syria involved use of the new
Israeli Rampage air-to-ground missile.
The Rampage was developed jointly by
Israel Military Industries Systems (IMI) –
recently acquired by Elbit Systems – and
Israel Aerospace Industries (IAI). According
to the companies, the Rampage’s warhead,
rocket motor and advanced navigation
suite allow execution of strike missions
against high-value, well-protected targets
with a high degree of precision.

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90-93 Israeli AFM Dec2019.indd 90 11/11/2019 11:22:36

 On the Rampage
The Israeli developers say that the Rampage
features optimal penetration capability for
missions targeting protected areas. Its degree
of precision reportedly prevents collateral
damage while offering a very low mission
cost compared with existing solutions. The
targets that best suit the capabilities of the
new weapon include communication and
command centres, air bases, maintenance
centres, infrastructure and valuable field targets
protected by anti-aircraft systems. The Rampage
can operate in any weather conditions, day
and night. The total weight of the missile is
1,257lb (570kg) and it is 15.4ft (4.7m) long.
According to foreign sources, many of the
IAF’s attacks on targets in Syria – and more
recently in Iraq, attributed to Israel by the same
sources – were made from standoff ranges. In
Syria, a significant proportion of these raids
were performed when the Israeli fighter aircraft
were flying over Lebanon There are two main
unclassified standoff weapon systems currently
capable of performing such precision strikes:
Rampage and SPICE. In many cases in Syria,
the targets were very close to Russian forces –
in the country to assist the Syrian government
– demanding an additional degree of accuracy.
Wars often create unexpected and complex
situations. A perfect example are the facilities
operated by Iran in Syria for the upgrade of
battlefield rockets on their way to join Hezbollah
insurgents in Lebanon. These workshops
A head-on view of a pair of Israeli Air Force F-16I Sufas armed with SPICE 1000 weapons. The jet in the
background, Sufa 470, wears the markings of 253 ‘Negev’ Squadron based at Ramon, a unit that saw
service in the Second Lebanon War in July 2006, carrying out “hundreds of successful bombings with
various kinds of weaponry.” Yissachar Ruas
www.Key.Aero
90-93 Israeli AFM Dec2019.indd 91
The first official image of the Rampage
to be released shows this test launch
from an F-16I, but the weapon is
apparently primarily intended to arm the
F-35I Adir. The missile was reportedly
used for the first time to strike Iranian
targets in Masyaf, western Syria, on
April 13, hitting a missile factory and
weapons warehouses. All photos via
Arie Egozi unless stated
have been a focus of continued IAF attacks in are in any doubt as to their origin.
recent months. With such targets frequently in While details of the units, aircraft and
very close proximity to Russian forces, these weapons that have performed each of these
heavy air raids need to be performed without attacks remain scarce, one fact is clear: the
bringing harm to a single Russian soldier. IAF is equipped with a variety of weapon
Mission impossible? It might sound like it, but systems that are intended to offer maximum
the IAF has apparently succeeded in this aim flexibility, even under the harshest conditions,
so far by making use of ‘smart’ glide bombs. from poor weather to sophisticated air
While the missions have been accomplished defence systems and countermeasures.
successfully, it can be assumed that tension One weapon system - or rather family of
within the air force’s central command post weapons – that has been confirmed to be
during the attacks remained very high.
In 2018 alone, Israel confirmed that the IAF
attacked more than 200 Iranian targets in
Syria. Similar missions have continued
in recent weeks, and while Israel
has not taken responsibility
so far, few observers
#381 December 2019 // 91
11/11/2019 11:22:46
 Aircraft weapons

Above: A view of the SPICE 1000 as provided by the manufacturer. SPICE 1000 guidance kits can
be applied to various 1,000lb warheads, including the Mk83 and RAP-1000. Right above: Earlier this
year, Rafael received the Israel Defense Prize for its SPICE 1000. The honour recognises projects and
operations that “contributed to the security of Israel and to its qualitative military edge and technological
superiority.” Rafael Right below: A close-up view of a SPICE 2000 under the wing of an F-16. The weapon
can be combined with a 2,000lb BLU-109 penetrating warhead to tackle hardened targets.

in use with the IAF’s combat squadrons
is the Rafael SPICE ‘smart’ bomb.
The Rafael SPICE 1000 and SPICE 2000
guidance kits convert standard 1,000 and
2,000lb (454 and 907kg) general-purpose and
penetration warheads into precision standoff
strike weapons. The SPICE 1000 kit for 1,000lb
warheads, such as the Mk83 and RAP-1000,
has a standoff range of 62 miles (100km).
The SPICE 2000 kit for 2,000lb warheads,
such as the Mk 84, RAP-2000 and BLU-109,
has a standoff range of 37 miles (60km).
According to Yuval Miller, Rafael’s executive
vice president and head of the company’s Air &
C4ISR Systems Division, mission planning for
the SPICE family of weapons can be performed
in the air or on the ground. It makes use of data
including target co-ordinates, impact angle and
azimuth, imagery and topographical features
to create a mission profile for each target.
The pilot allocates a mission to each weapon
before release. The SPICE is released outside
the defended area and heads autonomously
towards the target zone. As the weapon
approaches the target, the SPICE’s scene-
matching algorithm compares the electro-
optical image received in real time via the
weapon seeker with mission reference data
stored in the weapon computer memory
and adjusts the flight path accordingly.
During the homing phase – after successful
completion of the scene-matching process –
the SPICE acquires the target automatically.
The weapon homes in accurately and
autonomously to the exact target location using
the pre-defined impact angle and azimuth.
SPICE is combat-proven in the IAF and is
in service with other air arms throughout the
world, including the Colombian Air Force, which
uses the SPICE 1000 to equip its upgraded
Kfir fighters. The weapon was reportedly also
used by Indian Air Force Mirage 2000s in
strikes in Kashmir earlier this year. SPICE is
described as easy to integrate and operate
from other single- and dual-seat fighters,
including the F-15, F-16, F/A-18, Tornado,
Rafale, Gripen and Typhoon. The different
SPICE bombs use a common aircraft interface
and sophisticated weapon software simplifies
the effort needed for aircraft integration.
SPICE has day, night and adverse-weather
capabilities, based on its dual charge-
coupled device/imaging infrared (CCD/
IIR) seeker. An automatic target acquisition
capability is implemented using scene-
matching technology that, according to
the company official, is able to cope with
scenery changes and produces a circular
error probable (CEP) of less than 9.8ft (3m)
New-generation standoff
The SPICE 250 is a new-generation standoff
precision-guided munition. According to
Yuval Miller, considerable demand for the
250lb (113kg) class weapon is keeping
the Rafael production line “very busy”.
“We market the system as a multi-task weapon
that can replace different types of bombs and
missiles carried by a fighter aircraft,” Miller added.

Right: Israeli Air Force F-16I Sufa 887 from 107

‘Knights of the Orange Tail’ Squadron takes off
from Hatzerim with a pair of the largest SPICE 2000
weapons under the wings. As well as a full load
of three external fuel tanks, the heavily laden jet
also carries two wingtip AMRAAMs and two Rafael
Python 5/6 missiles for self defence. Yissachar Ruas

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 Below: From left to right, this F-16 is fitted with
Rafael Derby AAM (available for export only),
Python 5/6, SPICE 250s on a four-round launcher,
three external fuel tanks, SPICE 1000 and another
pair of Python 5/6s. It also carries a Litening
targeting pod on the engine intake.
Unsurprisingly, the first customer for the
SPICE 250 is the IAF. The new version of
this air-to-ground weapon is intended to
enable a very short ‘sensor to shooter’ time.
Unlike previous members of the SPICE family,
which were provided in kit form that was
then attached to 1,000 and 2,000lb bombs,
this time the Israeli company is supplying a
complete system. “There were no warheads
that we could use and therefore we developed
the full system, the guidance kit and the
warhead or warheads,” Miller explained.
The SPICE 250 can be loaded with 100
optional targets in a given area and its
deployable wings allow an aircraft to carry
more bombs. The weapon is guided using
a combined GPS/inertial navigation system
(INS) package. INS is used both as an inertial
measurement unit (IMU) and as a sensor
device for the weapon’s angular position and
motion. The GPS receiver serves as a backup
for the INS and reduces drift by including
GPS inputs in any navigation calculations.
However, the SPICE 250’s main sensor is the
CCD/IIR dual seeker. This provides pinpoint
accuracy and positive target identification
and, according to Rafael, overcomes target
location error and GPS jamming. The company
claims the weapon can achieve an extended
standoff range of up to 62 miles (100km)
using its pop-out wings. It also enables
impact point update after release, using
its communication module, and provides a
battle damage indication (BDI) capability, by
transmitting the target image just before it is hit.
The Israeli company says that these
capabilities, along with airborne mission
planning, provide a comprehensive solution
for time-sensitive targets and moving land
targets, as well as maritime objectives. The
SPICE 250 is released outside the defended
area and performs mid-course navigation
autonomously using its INS/GPS. As with
the other members of the series, when the
weapon approaches the target, its scene-
matching algorithm compares the electro-
optical image with mission reference data.
To load the SPICE 250 on an F-16, specially
developed Rafael Smart Quad Racks (SQR)
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90-93 Israeli AFM Dec2019.indd 93
are attached to the aircraft’s pylons. Each
rack can be loaded with four of the weapons.
Meanwhile, an F-15 can carry 28 bombs of
this type. “This allows each aircraft to handle
multiple targets,” Miller said. He revealed
that the SPICE 250 can carry different types
of explosives to handle “specific” targets.
SPICE for F-35
In recent years, the IAF has integrated the SPICE
2000 – the largest member of the family – on its
F-16s. Israeli sources say the same weapon will
also be carried by the F-35I that’s currently being
delivered to the IAF. It is expected to be one of a
range of Israeli-developed weapon systems that
will eventually be carried by the stealth fighter.
“The SPICE enables an air force to engage
pixel-size targets from standoff ranges, with
a weapon designed for high immunity to
interference and countermeasures,” said
Miller. “With the SPICE 250 we are offering
a smaller, lighter and more affordable
weapon that also reduces collateral damage
and increases mission effectiveness.”
The Rafael-developed missile rack provides all
the weapon’s interfaces, including a dedicated
communications link. This link provides the
transfer of mid-course navigation corrections
to the weapon, as well as target updates and
selective targeting. In this way, the weapon
can also be used for pre-strike ‘snapshots’
for battle damage assessment (BDA).
The unique capabilities of Rafael’s SPICE
bombs have attracted the attention of some
major international arms companies. In
May, Rafael Advanced Defense Systems
and Lockheed Martin signed a co-operation
agreement to develop, market, manufacture and
support the Israeli company’s bombs. According
to Gideon Weiss, deputy general manager
of marketing and business development at
Rafael’s Air & C4ISR Systems Division, the
‘Americanisation’ of the SPICE bombs will allow
Lockheed Martin to offer it to its customers.
Weiss explained that the US Air Force is
also a potential customer. “Currently the
Americans use high-end weapons systems
like the AGM-158 air-launched cruise missile,
and low-end systems like the Paveway
laser-guided bombs. These require a laser
designator to illuminate the target. The SPICE
is a very good solution to fill the gap between
those two types of weapon systems.”
The company official added that the image-
matching algorithm used by the SPICE
bombs has been developed in the last 20
years and is therefore mature technology. “It
solves not only the endgame of the bomb
but the entire flight towards the target”.
Weiss added that the SPICE uses the image-
matching algorithm “well before getting
to the area where the target is located”.
Automatic target recognition
The SPICE family of bombs is currently
receiving further upgrades. Rafael Advanced
Defense Systems has recently successfully
tested and demonstrated a new automatic
target recognition (ATR) capability for its SPICE
250 air-to-surface munition. According to the
company, this new and unique capability is
part of the weapon’s array of technologies,
which includes automatic target acquisition
(ATA) and moving-target-detection homing
modes, all of which are based on autonomous
electro-optical scene-matching algorithms.
Gideon Weiss explained: “A specific target,
like a moving vehicle, can be put into the
special algorithm and it will look for the
matching pixels and bring the weapon
system to hit it with absolute accuracy.” He
added that the algorithm builds a three-
dimensional image of the specific target.
Rafael claims the newly unveiled ATR feature
is a technological breakthrough, enabling
the SPICE 250 to effectively ‘learn’ the
specific target characteristics ahead of the
strike, using advanced AI and deep-learning
technologies. During flight, the pilot selects
the target type to be attacked and allocates
a target to each weapon. The weapons are
launched towards the vicinity of the targets,
using their INS for initial navigation. On
approach, the weapons use the ATR mode for
detection and recognition of the objectives.
Each weapon homes in on the pre-defined
target either autonomously or with a ‘human
in the loop’, aided by the ATR algorithm. AFM
#381 December 2019 // 93
11/11/2019 14:33:05
 Hungarian Gripens on BAP
T
he latest Hungarian participation in
the Baltic Air Policing (BAP) mission
began in April, when Magyar Légierő
(Hungarian Air Force, HUNAF) Gripens
departed the MH 59. Szentgyörgyi Dezső
Repülőbázis (59th Szentgyörgyi Dezső Air
Base) at Kecskemét in Hungary for Šiauliai air
base in Lithuania, where they remained for four
months. Besides the Gripens, the 50th BAP
rotation included Spanish Air Force Hornets
at Šiauliai and Royal Air Force Typhoons at
Ämari air base in Estonia as augmenting forces
(see BAP’s hot summer, November, p30-34).
Since the Baltic states joined NATO in 2004,
other member nations have provided fighter
assets for air policing – normally for four-month
periods – as part of the alliance’s collective
defence arrangements. Recently, increased
Russian military activity means the airspace
over the Baltics has become more complicated.
The four HUNAF Gripens in the Baltics
Fifty-fif
maintained quick reaction alert (QRA) in
addition to their local air defence mission
back home in Hungary, from where the
over the Baltics
Fully armed JAS 39C serial 38 taxies at Šiauliai after
a rain shower. The HUNAF Gripens manning the
Baltic QRA were each armed with two AIM-120C-5
AMRAAMs and two AIM-9M Sidewinders.
All photos Lt Col István Toperczer unless stated
94 // December 2019 #381
94-97 Gripen AFM Dec2019.indd 94
jets also cover Slovenian airspace. More
than 90 personnel deployed to Šiauliai,
most of them from Kecskemét.
Preparation for the BAP mission began last
year. A training course was carried out according
to NATO directives and Hungarian pilots
flew tactical simulator sorties at the Swedish
Air Force’s simulator centre (Flygvapnets
Luftstridssimuleringscentrum, or FLSC) in
Stockholm. Soon after the simulator work, the
unit flew to the Swedish weapon range at Vidsel.
Here, HUNAF Gripens attended their fourth
live weapons delivery exercise – Air Superiority
2018 – in June last year. This was a milestone
for the Hungarian Gripens, which dropped live
air-to-ground munitions for the first
time – as well as employing AIM-
9M Sidewinder air-to-air missiles
and the onboard gun. Air-to-
ground weapons options for
the Gripens include AGM-65H
and G2 Maverick missiles,
Mk82 iron bombs and GBU-
12 precision-guided bombs.
All the HUNAF’s QRA-certified pilots were
involved in the BAP mission. They worked on
a rotational basis, deploying in regular ‘shifts’
between Lithuania and Kecskemét to maintain
their NATO qualifications. Maintenance
during the Baltic deployment was provided
by a team of Hungarian Air Force technicians
and the HUNAF’s fleet of An-26 transports
and new Airbus A319s provided weekly
logistics flights between the two air bases.
When it first touched down in Lithuania
on April 27, the Hungarian detachment
was transported by Hungarian A319s
with support from a Lithuanian C-27J.
Two days later the Gripens arrived in
a pair of two-ship formations. Alert
duty began on May 1, in parallel
with the British Typhoons and
Spanish Hornets. However, the
handover ceremony took place
a day later, as the Hungarian
detachment officially assumed
BAP duty from the departing
Polish Air Force F-16 unit.
www.Key.Aero
08/11/2019 16:46:09
 The air policing operation itself was similar to
domestic QRA, only the operating environment
was different. As it had been during its first
deployment to the Baltics in 2015, this year
Hungary was again the lead nation on BAP.
As such it provided fully armed Gripens on
alert round the clock throughout the four-
month period. Meanwhile, the Spanish and
British forces shared their duties on a weekly
rota. When not assigned ‘hot’ weeks, these
augmenting nations undertook training
sorties using ‘cold’ jets without armament.
With the three Baltic states running roughly Above: A Hungarian Gripen gets in close for a good
north to south, the southern sector was view of Russian Navy Il-38N ‘03 Yellow’/RF-75338,
which is named ‘Fyodor Zolotukhin’. This maritime
assigned to the Hungarians and Spanish, patroller previously wore the tactical code ‘78 Yellow’
operating from Šiauliai. For unidentified and its nose shows signs of the repainting. HUNAF
aircraft approaching from the north, RAF Left: Hungarian Gripen pilots were exposed to a wide
Typhoons would be scrambled from Ämari. range of Russian military aircraft and weapons –
some of which are seen displayed in one of the
However, if the RAF jets were already briefing rooms. These printouts are annotated with
airborne on a live or practice sortie, or were distinguishing features and marked with the various
returning to land with low fuel state, NATO’s

fifty
interception dates. Below: HUNAF Gripen pilots
Combined Air Operations Centre (CAOC) discuss their latest BAP mission. The aircrews were
rotated throughout the four-month deployment to
located at Uedem, Germany, would scramble give all QRA-certified pilots a chance to take part.
the Gripens to the northern sector.

Hungarian Gripens took

part in 50 live scrambles
during the 50th rotation of
NATO’s Baltic Air Policing
mission. Lt Col István
Toperczer joined them
as they patrolled the skies
of Estonia, Latvia and
Lithuania this summer.

www.Key.Aero #381 December 2019 // 95

94-97 Gripen AFM Dec2019.indd 95 08/11/2019 16:46:26

 Hungarian Gripens on BAP
1 3
Tango scrambles
The Gripen pilots flew training QRA missions
(Tango scrambles) as well as ‘real-world’
alerts (Alpha scrambles). Training sorties were
planned alongside the Spanish and British
detachments to ensure all aircrews were familiar
with local and NATO flight procedures.
The HUNAF Gripens received their
scramble orders from CAOC Uedem via
a permanent communication connection
between Šiauliai and the Baltic Control and
Reporting Centre (CRC) at Karmėlava.
Regardless of whether it was an Alpha
or Tango scramble, all sorties took place
according to a strict set of rules. The pilots,
already kitted out with helmets, kneepads
and immersion suits, were driven to their jets
in a minivan. Already alerted, the technicians
opened the hangar doors and waited for
the aircrew to arrive. After a rapid strap-in,
the engines spooled up, pilots completed
their last checks and technicians performed
a final walk-around of the aircraft and the
live weapons. The Gripens flew with two
AIM-9 Sidewinders, two AIM-120 AMRAAMs,
loaded guns and one central drop tank to
extend combat air patrol (CAP) duration.
According to NATO rules, the basic formation
for QRA is a two-ship. The leader is responsible
for identifying the violating aircraft, while the
wingman covers the leader’s rear hemisphere.
Occasionally pilots had to use an emergency
frequency to contact the intruder or otherwise
flew in close formation and used hand signals.
After returning to base, HUNAF technicians
96 // December 2019 #381
94-97 Gripen AFM Dec2019.indd 96
completed a quick turnaround and refuelled
the Gripens to get them back on QRA
status. In the event of malfunctions that
could not be fixed at Šiauliai, a replacement
Gripen was flown in from Hungary and
the faulty jet flown home if possible.
The first Alpha scramble took place on May
13, when Hungarian Gripens intercepted an
An-26 transport. The 50th and last Alpha
scramble was ordered on August 30, when
the Gripens intercepted a Su-30SM.
Throughout the deployment, the Hungarian
Gripens completed 488 take-offs and recorded
534 flying hours, including the 50 Alpha
scrambles, 110 Tango scrambles, and 141 other
training sorties, including dogfights, close air
support (CAS) and flybys. During the HUNAF’s
2015 deployment only 25 Alpha scrambles had
been ordered. This year, intercepted aircraft
comprised examples of the: An-12BK, An-24,
An-26, Tu-134, Tu-154, Tu-214PU, Il-18RT, Il-20M,
Il-22M, Il-38N, Il-76MD, A-50U, Tu-142M, Su-24M/
MR, Su-27P/SM, Su-30SM, Su-35S and Su-34.
The intercepted aircraft were flying between
St Petersburg and Kaliningrad either without
‘squawking’ (transponders switched off), radio
communication or flight plans, or a combination
of these, and interception was not always easy.
Numerous exercises were noted over the Baltic
Sea, with Russian military aircraft controlled
by an A-50U Mainstay. Su-24s carried out
reconnaissance and jamming sorties and escorts
were provided by Su-27, Su-30 and Su-35 aircraft.
On one occasion the Spanish QRA pair was
delayed but eventually caught its target – a Tu-160
Blackjack – with the help of the Hungarians.
The HUNAF pilots always took photos and
videos of the intercepted aircraft, which wasn’t
always welcomed. According to the Gripen pilots,
the escorts for high-value assets sometimes
manoeuvred aggressively to prevent interception
by the NATO jets. After landing the pilots made
mission reports that were sent to CRC Karmėlava.
Gripens on exercise
The Hungarian Gripens deployed to Lithuania
for the BAP mission also supported a range of
ground troops and other forces in the region.
Training exercises included joint flying sorties.
Among the most significant manoeuvres was
BALTOPS – a United States Naval Forces
Europe exercise involving 8,600 soldiers from
18 nations, during which the Gripens flew
air defence sorties to protect NATO naval
assets. Meanwhile, the HUNAF flew CAS
missions during Exercise Tobruq Legacy 19
at the Ustka weapon range in Poland.
During Ramstein Alloy 19-2, Gripens were
again involved as NATO allies conducted air
policing tasks in the Baltic region. On June
25-26, NATO and partner nations took part in
training in standard QRA procedures for both
rotational BAP assets and regional air forces.
More than a dozen fighters from Finland,
Germany, Hungary, Norway, Poland, Spain,
Sweden and the United Kingdom worked with
air-to-air refuelling assets from Germany and
the Netherlands together with a NATO E-3A
AWACS. Also involved were a Lithuanian
transport and a search and rescue helicopter.
www.Key.Aero
08/11/2019 16:46:32
 4
The second Ramstein Alloy exercise of the
year took place in reserved training airspace
over the three Baltic states and adjacent
international waters and was organised by
the CAOC in Uedem, in conjunction with the
Baltic CRC at Karmėlava, Lithuania, and the
Control and Reporting Point at Ämari, Estonia.
Conducted since 2008 as the Baltic Region
Training Event before being relaunched in
2016, Ramstein Alloy provides a two-day
training event, three times a year, to exercise
and enhance relations among regional air
forces and further develop interoperability
with locally based partner air forces.
www.Key.Aero
94-97 Gripen AFM Dec2019.indd 97
1: A technician checks a wingtip AIM-9M
Sidewinder missile prior to a training sortie. As lead
nation of the 50th BAP detachment at Šiauliai, the
HUNAF remained on 24/7 alert – known as ‘hot’
– throughout its four-month stay. 2: An unusual
occurrence for a BAP interception – a Su-24M
strike aircraft ejects infrared flares over the Baltic.
During manoeuvres under the guidance of an
A-50U airborne early warning aircraft, Su-24s
carried out reconnaissance and jamming sorties
escorted by ‘Flanker’ fighters. HUNAF 3: Last
checks in the ‘Q shed’ for JAS 39C serial 32 prior
to departure on a scheduled Tango scramble. The
Hungarian Gripens made use of Litening III laser
designator pods for long-range air-to-air detection.
4: Seen from the cockpit of a Hungarian Gripen,
Su-27P ‘03 Red’/RF-91911 is armed with four
live short-range R-73 (AA-11 ‘Archer’) air-to-air
missiles. This ‘Flanker’ was involved in escorting
the Russian defence minister’s Tu-214PU over
the Baltic on August 13 when it was accused by
NATO of making an “unsafe” manoeuvre against a
Spanish EF-18. HUNAF 5: The HUNAF detachment
poses with a Gripen in a QRA shelter to mark the
50th BAP rotation. Augmenting nations during
this period were Spain and the UK, with EF-18M
Hornets at Šiauliai and Typhoon FGR4s at Ämari
respectively. 6: Two-seat JAS 39D serial 44 over
Lithuania. The HUNAF brought this dual-seat
Gripen with them to keep pilots proficient in
some areas of their flying and for the detachment
commander – who was not current – to get some
flying hours when available.
5
This summer, Ämari was home not only to the opportunity to demonstrate the security
RAF Typhoons but a larger British battle group provided by NATO to the Baltic citizens.
led by the Royal Navy. The navy organised the On September 3, General Jeffrey L Harrigian
Baltic Protector Joint Expeditionary Force (JEF) – the new commander of US Air Forces in
exercise involving 20 vessels and 3,000 soldiers Europe (USAFE) – presided over a handover
from nine nations, during which the Gripens ceremony and commended the outgoing
flew CAS for the disembarkation forces. The Hungarian and Spanish detachments for
Gripen’s CAS capabilities were also put to use their successful mission, while wishing luck
in the Lithuanian-led Iron Wolf army exercise. to the incoming Belgian and Danish forces.
Furthermore, HUNAF Gripens and Spanish The 50th BAP rotation was the second
Hornets flew around a dozen NATO- time the Hungarian Air Force carried out an
approved ceremonial flights over different operation abroad. According to current plans,
military and civilian venues in the region. the HUNAF Gripens will return to the Baltics
These fly-bys proved popular and were an in 2022, for another four-month deployment. AFM
#381 December 2019 // 97
08/11/2019 16:46:44
 Next
Issue

Coming up
*UK scheduled on-sale
date. Please note that
overseas deliveries are
likely to be after this date.
Photo: Onur Kurç and
Tayfun Yaşar

in AFM
The January 2020
issue is on sale
globally from
December 19.*

Güvercinlik air
base near the
Turkish capital,
Ankara, is home to
the heavy-lifters
of the Türk Kara
Kuvvetleri (Turkish
Land Forces). An
entirely different
class of rotorcraft to
the other light and
medium transport/
utility helicopters in
the army aviation’s
inventory, six
CH-47F Chinooks
were assigned to
a new unit – the
3’üncü Bölük (3rd
Company) of the
1’inci Helikopter
Taburu (1st
Helicopter Battalion)
– when they began
to arrive in summer Other forthcoming features include:
2016. In the next • Christmas is cancelled – flying in Greenland with
issue of AFM, Onur the 109th Airlift Wing
Kurç and Tayfun • Swedish Air Force Gripen aerial refuelling exercise
Yaşar join the • From Hip to Mail – a Ukrainian Naval Aviation update
Turkish Chinooks • Exclusive access to the Royal Jordanian Air Force
on exercise.

98 // December 2019 #381 www.Key.Aero

98 ComingUp AFM Dec2019.indd 98 08/11/2019 12:39:02

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