Combat-Aircraft-Monthly-2014-11 - November 2014 UK.pdf

Vol 15, No 11 | www.combataircraft.netNORTH AMERICA’S BEST-SELLING MILITARY AVIATION MAGAZINE

IN THE NEWS:

US STEPS UP IRAQ ACTION

FIRST UK A400M ATLAS

F-35 ENGINE LATEST

UNIT REVIEW 69TH FIGHTER SQUADRON ‘WEREWOLVES’

Dutch F-35 flyers

AH-64E APACHE

GUARDIAN

GERMAN STARFIGHTERS • HAWKEYE TRAINING WITH VAW-120

EXERCISE REPORT

USAFE IN GREECE

OREGON EAGLES

NO

VEM

BER

2014

UK

£4.

30

Dutch F-35 flyers

Glory Days

FLYING WITH THE AIR NATIONAL GUARD

1 Cover_UK.indd 1 19/09/2014 17:23

NEW FREE Aviation Specials App NEW

Simply download to purchase digital versions of your favourite aviation specials in one handy place! Once you have the app, you will be able to download new, out of print or archive specials for less than the cover price!

NOW AVAILABLE

ON KINDLE FIRE &

WINDOWS 8

How it Works.Simply download the Combat Aircraft

Monthly app and receive your sample issue completely free. Once you have the app, you

will be able to download new or back issues (from January 2011 onwards) for less than newsstand price or,

alternatively, subscribe to save even more!

Don’t forget to register for your Pocketmags account. This will protect your purchase in the event of a damaged or lost device.

It will also allow you to view your purchases on multiple platforms.

Requirements for app: registered iTunes account on Apple iPhone 3G, 3GS, 4, 4S, 5, iPod Touch or iPad 1, 2, 3 or 4. Internet connection required for initial download. Published by Key Publishing Ltd. The entire contents of these titles are © copyright 2014. All rights reserved. App prices subject to change. 748/14

FREE APP with sample issue

IN APP ISSUES $5.99/£3.99

SUBSCRIBE & SAVE

Monthly $4.99/£2.996 issues $28.99/£19.99

12 issues $49.99/£34.99

SEARCH: Combat Aircraft


ALSO AVAILABLE FOR DOWNLOAD

S E A R C HAviation Specials

SEARCH: Britain at War

FREE APPwith sample issue


FREE APPwith sample issue


SEARCHAIRFORCES MONTHLY

SEARCHAIR INTERNATIONAL

Your favourite magazine is now available digitally. DOWNLOAD THE APP NOW FOR FREE.

Read on your iPhone & iPad Android PC & Mac Blackberry Windows 8kindle fi re

AVAILABLE FOR

iTunes PC, Mac & Windows 8

THE 308TH FIGHTER Squadron ‘Emerald Knights’ at Luke AFB has started training new F-16 pilots with the latest standard of advanced targeting pods. Having

previously employed the older LANTIRN pod system on its Block 42 F-16C/Ds, the unit has now integrated the advanced Litening Gen 4 pod into its syllabus.

The commander of the 308th FS, Lt Col Christopher Bacon, told Combat Aircraft: ‘The Litening Gen 4 pod represents, technologically speaking, a tremendous leap forward in combat technology over the ‘legacy’ LANTIRN system. The new pod employs infra-red and television video modes and has an IR pointer, both of which increase pilot situational awareness in the battlespace and when engaging hostiles. Multiple upgrades to picture quality, integration with Link-16, advanced air-to-air sensor capabilities and direct co-ordinate hand-off with air-to-ground weapons result in improved support to the soldiers, airmen, and marines on the ground. It would be, simply put, impossible to execute most aspects of armed overwatch and NTISR missions without these critical targeting pod advances. Even our core mission of offensive counter

air, with sub-sets of SEAD, DEAD and surface attack, are more readily executable with these technological improvements.’

Bacon continued: ‘Luke [AFB] is now, fortunately, the benefi ciary of this technology boom and we are sharing in the pod procurement from active-duty, Guard and Reserve counterparts. We now own the responsibility of training our students in the operational art of targeting pod employment. All F-16 graduates at Luke eventually arrive at a Combat Air Force (CAF) F-16 unit equipped with either Sniper or Litening pods. The sooner we can expose them to the capabilities, the quicker they become experts in air-to-air and air-to-ground weapons employment. No longer are they required to unlearn habit patterns adopted using ‘legacy’ LANTIRN systems. At the end of the day, Luke AFB graduates a higher-quality product and lessens the training burden on the CAF. It’s a win-win situation.’

SPECIAL REPORT

18 October 2014 www.combataircraft.net

18-19 Luke Viper C.indd 18 14/08/2014 12:38

The 56th Fighter Wing at Luke AFB has started training new pilots with the Litening advanced targeting pod.

report: Jamie Hunter

A 308th FS F-16C carrying a Litening targeting pod and live Mk84 iron bombs. Jim Haseltine

19www.combataircraft.net October 2014

18-19 Luke Viper C.indd 19 13/08/2014 15:19

748 CAM Digi.indd 2 18/09/2014 11:42

What’s insideVol 15, No 11 November 2014

HEADLINE NEWS

The latest news from the Iraqi air operation as France joins strikes

US NEWS

Latest news from the F-35 program, Textron AirLand eyes T-X competition with new Scorpion variant, and X-47 goes to sea for joint operations trials

WORLD NEWS

Chinese J-11 proves too close for comfort for US Navy P-8 Poseidon, and Singapore appears to have boosted its F-15SG � eet

EUROPE NEWS

Tornado marks 40 years of � ying, � rst RAF A400M � ies and latest Baltic Air Policing news

news68

18

22PLUS: Robert F. Dorr’s Front Line column and all the latest military Losses

SUBSCRIBE AND SAVESubscribe to Combat Aircraft Monthly and make great savings on cover price. See pages 86 and 87 for details.

A 173rd Fighter Wing F-15C Eagle punches out decoy � ares. In this issue we look at Eagle training in Oregon. Jim Haseltine

A 173rd Fighter Wing F-15C Eagle punches

Ioannis Lekkas reports as two high-profile units of the US Air Forces in Europe, the 494th and 480th Expeditionary Fighter Squadrons, deploy to Greece for bilateral training with the Hellenic Air Force. Ioannis Lekkas

64 Exercise Report:New Partners

28 UNIT REPORT: WEREWOLVES Rens van Rijn and Dennis Vink make for Luke AFB to meet the Air Force Reserve personnel of the 69th Fighter Squadron. They are the ‘Werewolves’…

36 THE ‘ECHO’ APACHE The US Army has begun to � eld the latest model of the Boeing Apache attack helicopter, the AH-64E Guardian. Barry D. Smith heads into the desert with the Army aviators of C Company, 1-25th ARB, as they train with the ‘Echo’ at the National Training Center (NTC)

42 EAGLE SCHOOL The 173rd Fighter Wing is currently the only American F-15C formal training unit (FTU) and produces every new airman in the US Eagle community, as Robert F. Dorr details. Exclusive photos by Jim Haseltine

52 THUNDER IN PAKISTANI SKIES Pakistan, together with its Chinese partners, is now looking for export customers for the JF-17 Thunder as production gathers pace and the aircraft becomes operational with the Pakistan Air Force. Rogier Westerhuis visited Pakistan to learn more about the aircraft

58 DUTCH LIGHTNING The 33rd Fighter Wing’s transition to the F-35 is progressing rapidly, not just for US forces but also international partners. Frank Visser went to the F-35 Integrated Training Center to report on the Royal Netherlands Air Force and its increasing presence in the F-35 program. Exclusive images from Frank Crébas/Bluelife Aviation

70 UNIT REPORT: GREYHAWKS, GREYHOUNDS, AND HAWKEYESTed Carlson/Fotodynamics.com reports on VAW-120 ‘Greyhawks’, the US Navy’s E-2/C-2 Fleet Replacement Squadron at Naval Station Norfolk, Virginia, exploring the work of this unit as it introduces the latest E-2D Advanced Hawkeye variant

78 SPECIAL REPORT: 10 YEARS OF LUFTWAFFE EUROFIGHTER Stefan Büttner and Alexander Golz were there as Taktisches Luftwa� engeschwader 73 ‘Steinho� ’ celebrated three anniversaries during an open house event at its Laage base in north-east Germany

80 GLORY DAYS: MANNED MISSILES OVER THE BALTIC For many years during the Cold War the F-104 was a mainstay of NATO forces in Central Europe. Dr Stefan Petersen recalls � ying with the last Star� ghters of the German Navy

88 EXERCISE REPORT: RIMPAC 2014 Kevin Jackson attends the world’s largest international maritime exercise, ‘Rim of the Paci� c’ (RIMPAC), which brings together the armed forces of nations with an interest in the Paci� c Rim region and involves a signi� cant aviation element

96 CUTTING EDGE Combat Aircraft’s monthly column reporting from the front line of aerospace technology, by David Axe

3 Contents C.indd 3 19/09/2014 15:56

CARRIER KINGS

CONTRIBUTOR PROFILE

KEVIN JACKSON

Kevin Jackson is a London-based freelance contributor to Combat Aircraft Monthly.

Born in 1962 under the fl ight path of London’s Heathrow Airport, his passion for military aviation, and photography, stems from childhood visits to the Biggin Hill Air Fair and the Farnborough Air Show with his father. Kevin still dedicates as much time as possible

to traveling the world to report on exercises, units and aircraft, conveying his passion for his subjects through his photography and writing. Primarily specializing in United States military subject matter, working with the military to convey their story is something he feels very privileged to do. In this issue Kevin covers the RIMPAC 2014 exercise.

4 November 2014 www.combataircraft.net

Combat Edge

An F/A-18C Hornet assigned to VFA-15 ‘Valions’ launches from the � ight deck of the USS George H. W. Bush (CVN 77) armed with a live AGM-65 Maverick. US Navy/MCS3C Brian Stephens

4-5 Combat Edge C.indd 4 19/09/2014 08:57

Once again this month we are reminded of the perils of military aviation — in this case the collision of two F/A-18Cs taking part in operations from the USS Carl Vinson as part of Carrier Air

Wing 17, at sea in the Pacifi c Ocean. The accident on September 12 during ‘routine fl ight operations’ resulted in the loss of a 26-year-old naval aviator. LT Nathan Poloski from Lake Arrowhead, California, died in the accident, the second pilot being recovered safely. Our thoughts go out to LT Poloski’s family and friends.

Carrier operations are amongst the most skilled and treacherous of all disciplines of military aviation. While this unfortunate accident occurred during routine training, it is worth reminding ourselves not only of how these pilots are called upon to meet the demands of operations from the carrier deck, but also that they enter into dangerous combat situations in order to complete their missions.

It is pilots from Carrier Air Wing Eight who are now fl ying routinely over northern Iraq, and who

may even be asked to push across the border into Syria, on the trail of Islamic State (IS) militants. This involves fl ying over some of the most hostile territory in the world. As this is being written, intelligence, surveillance and reconnaissance assets are building an electronic picture of the formidable Syrian air defense network.

The carrier represents an important piece of American ‘real estate’, carefully positioned to be able to project air power wherever and whenever it is needed. As a coalition is built in the region, we may eventually see one of the most signifi cant air operations since ‘Desert Storm’ of 1991. While such an undertaking would not be on the same scale, it would be no less important. Air power is once again being called upon, as it has been almost continually over the past two decades.continually over the past two decades.

Jamie Hunter, EditorE-mail: [email protected]

HIGH RISK

5www.combataircraft.net November 2014

THIS MONTHCombat Edge

4-5 Combat Edge C.indd 5 19/09/2014 08:57

Wales in September paved the way for a concerted international effort to tackle the IS fi ghters. The stymied initial response to the IS advance across Syria and northern Iraq is now morphing into a concerted effort to tackle what leaders increasingly see as a major security threat to many countries.

The so-called ‘expanded air strikes’ started on September 15, with US aircraft striking IS positions near Baghdad and further north in Iraq near Mount Sinjar. US Central Command said: ‘The air strike south-west of Baghdad was the fi rst taken as part of our expanded efforts beyond protecting our own people and humanitarian missions to hit ISIL targets as Iraqi forces go on offence, as outlined in the President’s speech last Wednesday.’

Despite notching up around 70 sorties per day over Iraq until this point, US forces had been accumulating only four to fi ve daily strikes against IS targets. These had mainly been mounted by Hornets and Super Hornets from Carrier Air Wing Eight (CVW-8) aboard the US Navy aircraft carrier

THE US MILITARY has expanded its strike missions in Iraq to seek out Islamic State (IS) militants in line with a new initiative laid out by US President Barack Obama. The

NATO conference held at Celtic Manor in

America ‘at war’President Obama vows to ‘go after’ Islamic State

This photo: US Navy Super Hornets from CVW-8 aboard the USS George H. W. Bush were pressed into air strikes from August 8. US Navy

Below right: The RAAF is sending eight Super Hornets to support military action against Islamic State militants. ADF

Below: AV-8Bs from the USS Bataan have been noted in action over Iraq. An AV-8B conducted an air strike near the Haditha Dam in Iraq on September 8. US Navy

6

News

November 2014 www.combataircraft.net

6-7 Headlines Crev.indd 6 19/09/2014 14:59

The US Air Force and Royal Air Force have been conducting relief operations to help displaced Iraqi Kurds, not least involving C-130J Hercules. USAFAmerica ‘at war’

President Obama vows to ‘go after’ Islamic State

USS George H.W Bush in the Fifth Fleet Area of Responsibility (AOR). Other assets involved include US Air Force F-15E Strike Eagles and B-1B Lancers operating in the region. US Marine Corps AV-8B Harriers from the USS Bataan Amphibious Ready Group (ARG) have been playing a role too — this ship’s presence in the region has been extended until the beginning of October to assure a continuous presence in the Arabian Gulf and to provide time for the USS Bataan’s relief, the USS Makin Island and its 11th MEU, to spin up operations. The Makin Island and its embarked 11th Marine Expeditionary Unit arrived in the Arabian Gulf on September 12.

At war againUS President Barack Obama said in his televised speech on September 10 that he will not hesitate to take action against Islamic State militants in Syria as well as Iraq. His strategy against IS, an organisation that, he says, threatens America, includes a

some 160 air strikes by that time), these measures will achieve tactical advances. The US is building a coalition of willing partners to support Iraqi and other local forces.

US Secretary of State John Kerry arrived in Baghdad on September 10 for talks with the new Iraqi government and to build a concerted strategy with partners in the region for tackling IS. His Middle East tour included meetings with key Arab countries including Saudi Arabia.

However, Syria’s President Assad remains on the outside, and if air strikes are to push into Syria the country’s sophisticated air defense systems pose a real threat. Most of the attacks are likely to be confi ned to the east of the country, where air defense systems are less prevalent; however, mobile SAMs (surface-to-air missiles) will be a considerable risk. RADM Kirby acknowledged that the US has been conducting intelligence-gathering missions into Syria and is likely to be building a picture of the integrated air defense network. ‘We can be, and will be, prepared to defend American citizens and will not be beholden to geographic borders’, he commented.

Australia is the latest nation to join in. It has pledged 600 military personnel, including special forces, plus eight F/A-18F Super Hornets, a KC-30 tanker and an E-7A Wedgetail AEW&C platform, to operate initially from Minhad AB in the United Arab Emirates in preparation for an escalation of the multi-national effort.

Australia has already committed C-130 Hercules transport aircraft and a C-17 to the humanitarian campaign that also includes the US, Britain, Canada, France, Italy, Saudi Arabia and Egypt. The RAF was continuing surveillance fl ights in the region with its Tornado GR4s and RC-135W Rivet Joint. France joined the air strikes on September 19, operating from the UAE and attacking an IS depot in north-east Iraq.

Meanwhile, Erbil in northern Iraq would appear to be of increasing importance. Not only is it taking many humanitarian fl ights, but the deployment of 475 extra troops from the US is said to be part of the effort to establish Erbil as an ISTAR (Intelligence, Surveillance, Target Acquisition and Reconnaissance) base, ideal for the forward-basing of unmanned platforms for potential strikes into Syria.

systematic campaign of air strikes against IS targets ‘wherever they are’, including Syria. He also vowed increased support for allied ground forces fi ghting against IS, such as the Kurdish Peshmerga forces, but not Syria’s President Assad. More counter-terrorism efforts will also be made to cut off funding to IS and help stem the fl ow of fi ghters into the Middle East.

As the air strikes were being ramped up, a ‘coalition of the willing’ was also being assembled. In Paris, a meeting of foreign ministers from 26 nations convened to solidify plans to confront the growing power of IS. Estimates are that as many as six million people are currently living under IS rule, and neighboring Arab states are increasingly uneasy about the threat.

‘Make no mistake, we are at war with ISIL, just as we are at war with al Qaeda’, said Pentagon spokesman RADM John Kirby during a briefi ng on September 12. Although no-one believes that IS will be defeated by air strikes alone (the US had notched up

7

Headlines

F-35 latestIs the engine problem going to have a major eff ect on the test program? See US News

First UK A400MMaiden fl ight of the initial RAF Atlas. See Europe News

ALSO THIS MONTH...

www.combataircraft.net November 2014

6-7 Headlines Crev.indd 7 19/09/2014 14:59


News

THE F-35 LIGHTNING II test program remains under fl ight restrictions introduced as a result of the engine fi re that occurred on June 23. The

F-35 Joint Program Offi ce has been able to bring forward testing that can still be completed despite the restrictions including weapons separation and software compatibility, but delays are looming.

F-35A test aircraft AF-1 accomplished its 400th fl ight on August 13 when it conducted a 2,000lb GBU-31 Joint Direct Attack Munition (JDAM) separation test from Edwards AFB, California. Although previous tests were carried out with the ‘bunker-busting’ 2,000lb BLU-109 bomb, this was the fi rst for the GBU-31. F-35B test aircraft BF-1 and BF-4 also completed ‘Mode 4’ formation testing on August 9. Flown from NAS Patuxent River, Maryland, the test validated the F-35B’s ability to conduct formation fl ight operations while operating in the short take-off

F/A-XX fi ghter efforts under wayThe US Navy has begun the initial process to develop a next-generation fi ghter replacement for the Boeing F/A-18E/F Super Hornet in the 2030s. The service has begun holding Technical Interchange Meetings (TIMs) associated with the F/A-XX strike fi ghter aircraft replacement program as a precursor to conducting an analysis of alternatives (AOA), which is expected to begin in 2015. During the TIMs the service will focus on affordability, modifi cation of current

platforms (F/A-18 and F-35C) to meet the F/A-XX requirements, a new aircraft and next-generation weapons systems for the aircraft. Meetings are planned with advanced development teams from Boeing, Lockheed Martin and Northrop Grumman. As it develops the requirements for the new type, the Navy is working closely with the USAF, which is currently developing plans for the next-generation F-X tactical aircraft program that will replace its F-22A Raptor and F-15C Eagle air superiority fi ghters.

F-35C compatibility trialsA US Navy EA-18G Growler of test unit VX-31 ‘Dust Devils’ from NAWS China Lake conducts an interoperability test sortie alongside an F-35C Lightning II from the Edwards AFB integrated test team. The two aircraft engaged in a series of ‘electronic exchanges’ to ensure that communications and sensor information could be passed e� ectively between platforms. Lockheed Martin/Matt Short

8-14 US News C.indd 8 19/09/2014 14:52


United StatesLockheed Martin test pilot Billie Flynn

at the controls of F-35B test aircraft BF-2 during a � ight loaded with two AIM-9X

heat-seeking missiles on the outer stations, four laser-guided 500lb GBU-12

bombs on the inner wing stations, and the external, fuselage-mounted 25mm gun

pod. Lockheed Martin/Layne Laughter

F-35 latestEngine restrictions remain in place as � ight-testing concerns rise

and vertical landing (STOVL) propulsion system engaged. F-35B test aircraft BF-3 also completed Block 2B software fl eet release weapon separation requirements by carrying out two AIM-120 AMRAAM separation fl ights on August 14 and 15.

Despite these clear goals, the overall program has already lost around 45 days’ worth of testing due to the grounding and the restricted fl ight regime. It is still unclear when the aircraft will be returned to normal fl ight status.

Engine manufacturer Pratt & Whitney is working on several potential fi xes to the F135 engine as a result of the June mishap and is still narrowing down the root cause. This factor is weighing heavily over senior program offi cials as the restrictions risk cutting deeply into the overall test schedule and affecting major milestones such as the fi rst F-35C sea trials and ultimately achievement of initial operational capability (IOC) by the the US Marine Corps’ F-35B in July 2015.

JPO chief Lt Gen Christopher Bogdan said that extensive testing has allowed the system development and demonstration

(SDD) team to ease fl ight envelope restrictions on six of the 21 aircraft in the test fl eet in order to keep critical trials moving forward. However, he also noted that the remaining 15 jets need to go back to normal status to keep the test plan on track.

Pratt & Whitney is readying ‘fi xes’ for the engine to correct the problem that led to the June 23 mishap with F-35A AF-27. The fi rst is a ‘near-term’ option that involves a two-sortie ‘burn-in’ for a new engine, including a series of maneuvers designed to bed-in the engine in a methodical way and help avoid the micro-cracking that occurred with AF-27.

In addition, Pratt & Whitney is working on an engine re-design that will address the fan blade rubbing that caused the failure of the powerplant in AF-27. This involves a ‘pre-dug-in trench’, as Bogdan describes it, in the fan section to separate the rubber and the fan blade. The engine manufacturer is shouldering the cost of the re-designs and any retrofi t work.

More details have now emerged about the incident. It appears that problems began

three weeks before the fi re when a 58th FS pilot at Eglin AFB executed a two-second maneuver in AF-27 that involved adding G, roll rate and yaw at the same time. Although this was well within the jet’s fl ight envelope it caused excessive rubbing between the tips of the fan blades and the engine casing. This led to micro-cracking and then the subsequent complete failure of the engine. Bogdan explained: ‘Eventually on the day this happened that fan-blade system just cracked too much, the whole circular part of that engine — through centrifugal force — stretched out and became a spear; that spear went up through the left aft fuselage of the fuel tank and it was the fuel tank that caused the fi re.’

Pratt & Whitney is also facing supplier issues for the F135 engine that have forced it to halt deliveries. Earlier this year the manufacturer discovered what it called ‘confl icting documentation’ about the origin of titanium used in the F-35 engine from one of its suppliers. It subsequently determined that the titanium in the existing engines does not pose a fl ight risk.

8-14 US News C.indd 9 19/09/2014 14:52


News

X-47B completes shipboard tests

THE NORTHROP GRUMMAN X-47B completed a fi nal test aboard the USS Theodore Roosevelt (CVN 71) before returning to its home base

at NAS Patuxent River, Maryland, on August 24. Testing on the carrier began when the X-47B performed its initial co-operative launch and recovery cycle with an F/A-18F on August 17. During eight days of testing the X-47B fl ew in

the carrier pattern with manned aircraft for the fi rst time, and conducted fi ve catapult launches, four arrestments and nine touch-and-go landings, as well as night-time shipboard fl ight deck handling evaluations.

Two-seat F-16s grounded — updateIn response to the discovery of cracks in the canopy sill longerons between the front and rear cockpits, as reported last month the US Air Force grounded 157 two-seat F-16Ds. Following inspections, 74 of the jets were allowed to resume fl ying; however, 35 F-16Ds assigned to Air Education and Training Command’s 56th Fighter Wing at Luke AFB, Arizona, 10 with the Texas Air National Guard’s

149th Fighter Wing at Kelly Field Annex in Texas, and 17 operated by the Arizona Air National Guard’s 162nd Fighter Wing in Tucson, Arizona, are among the 83 that remained grounded. After analyzing the damage, engineers from Lockheed Martin and US Air Force Material Command developed temporary repairs that will enable the fi ghters to return to fl ight status while a permanent solution is developed.

Once the structural repair procedures are approved and necessary parts acquired, modifi cations will be implemented allowing the aircraft to get airborne once again. Whereas the temporary repairs involve the installation of aluminum and steel traps to the longerons that run along the fuselage and provide the airframe with its strength, a permanent fi x could involve replacement of the load-bearing structure.

8-14 US News C.indd 10 19/09/2014 14:52


United StatesX-47B BuNo 168063 conducts � ight operations alongside an F/A-18F of VFA-106 aboard the aircraft carrier

USS Theodore Roosevelt (CVN 71) on August 17. US Navy/Liz Wolter

WV ANG Galaxy operations near endThe West Virginia Air National Guard’s 167th Airlift Wing began its � nal overseas C-5A mission (to the US Virgin Islands) on August 23 and will carry out its � nal sortie on September 24. The wing, based in Martinsburg, conducted its � rst mission from Eastern West Virginia Airport on March 28, 2007. It is undergoing transition to the C-17A and will roll out the � rst of eight aircraft in December.

Squadron assignment changedThe 507th Air Refueling Wing’s Operations Group at Tinker AFB, Oklahoma, has assumed responsibility for the 730th Air Mobility Training Squadron at Altus AFB, Oklahoma. The squadron, which had previously been assigned to the 452nd Air Mobility Wing’s Operations Group at March ARB, California, is currently tasked with training aircrew for the C-17A and KC-135R. Traditional reservists and air reserve technicians assigned to the classic associate squadron work alongside active-duty airmen assigned to the 97th Air Mobility Wing at Altus, and support over 2,100 KC-135 and C-17 students annually in 22 formal training courses. The personnel account for nearly 25 per cent of the instructor force at Altus.

Liberty squadron stands downThe 361st Expeditionary Reconnaissance Squadron, which was activated at Kandahar Air� eld, Afghanistan, in May 2010, concluded operations in Afghanistan on September 1. Since being established the squadron’s MC-12Ws � ew more than 25,000 air tasking order sorties totaling 115,000 combat � ight hours in support of Operation ‘Enduring Freedom’. Those intelligence, surveillance and reconnaissance missions contributed to the elimination of 450 insurgents from the battlespace, provided over-watch for more than 50,000 friendly forces and scanned approximately 8,078 miles of roads.

Final HMX-1 Osprey deliveredMarine helicopter squadron HMX-1 recently accepted its 12th and � nal MV-22B from Bell

Helicopter at the contractor’s Final Assembly & Delivery Center in Amarillo, Texas.

‘Fighting Sixth’ disbandedThe 4th Squadron, 6th Cavalry Regiment was inactivated at Watkins Field on Joint Base Lewis-McChord, Washington, on. Known as the ‘Fighting Sixth’, the Attack Reconnaissance Squadron is the � rst unit to stand down under the Army’s � ve-year plan to phase out all OH-58D Kiowa Warrior scout helicopters. According to current intentions, the squadron, which completed a deployment to Korea in June, will be re-activated and re-equipped with AH-64 attack helicopters as part of the Army’s Aviation Restructure Initiative (ARI). Under that plan the US Army will replace the OH-58Ds with AH-64Ds taken from the Army National Guard. In exchange for the Apaches, the guard units will receive additional UH-60 utility helicopters.

In related news, eight US Army Aviators completed their training as the last students to transition to the OH-58D at Fort Rucker, Alabama, on August 8. The students assigned to Class 14-002 formally graduated from training, which took place under the cognizance of C Troop, 1st Battalion, 14th Aviation Regiment, on September 4.

‘Red Dogs’ retire the Twin Huey The Bell UH-1N made its � nal operational � ight with the US Marine Corps at NAS JRB New Orleans, Louisiana, on August 28, closing out a 43-year career. The ‘sundown’ ceremony included a � ypastby UH-1N BuNo 158777, which had been assigned to Marine light attack helicopter squadron HMLA-773 Detachment A, and UH-1Y BuNo 168691. The Venom is actually assigned to the main body of HMLA-773, which is stationed at Robins AFB, Georgia. The � rst Twin Hueys entered service in 1971 and the UH-1N variant � ew its � nal combat operation in Afghanistan in 2010. The last HH-1Ns continue to serve in the SAR role at MCAS Yuma, Arizona. Those � ve aircraft are will be replaced by UH-1Ys in 2015.

UNIT NEWS

UH-1N BuNo 158777 operated by Marine light attack helicopter squadron HMLA-773 Detachment A � ies in formation with UH-1Y BuNo 168691 at NAS JRB New Orleans, Louisiana, on August 28. The event marked the � nal � y-over by the UH-1N in US Marine Corps service. USMC/Cpl Joseph Karwick

First LAS Tucano fl iesEmbraer has conducted functional check fl ights on the A-29 light air support (LAS) aircraft for the Afghan Air Force at its facility at Jacksonville International Airport, Florida. The fi rst of 20 Super Tucanos will be delivered to the USAF in September and training operations will be staged from Moody AFB. Embraer is building the EMB-314 for the Sierra Nevada Corporation, prime contractor for the LAS program. It was awarded a $247 million contract for the project in March 2013.

8-14 US News C.indd 11 19/09/2014 14:53


News

The Scorpion prototype made a very successful UK debut in July. Textron AirLand/Jamie Hunter

Scorpion trainer plannedTextron AirLand eyes USAF T-X trainer contest

TEXTRON AIRLAND INTENDS to offer a modifi ed version of its Scorpion to the US Air Force in response to its T-X trainer replacement

competition. Although the Scorpion was designed as an intelligence, surveillance and reconnaissance (ISR) platform with strike capabilities, its modular design will easily enable the development of a trainer

variant, according to the contractor. Textron AirLand says that a trainer

would retain the Scorpion’s twin-engine, twin-tail design but the

wing span would be reduced and the wing made ‘more

aerodynamic’. Additionally, engine thrust would be

increased in order to boost performance.

The company plans to

fl y a prototype of the trainer derivative before the formal request for proposals is released in the third quarter of fi scal 2016. According to the contractor, the Scorpion will demonstrate an average fl ying-hour cost of $2,700, slightly higher than the turboprop-powered T-6 series at $2,200 per hour. Textron AirLand has not secured its fi rst sale for the Scorpion but active discussions are under way with several potential customers.

‘Merlins’ special Helicopter Sea Combat Squadron 3 (HSC-3) ‘Merlins’ has a new ‘CAG-bird’ thanks to the e� orts of Flygirlpainter Shayne Meder. MH-60S BuNo 166344 is shown at NAS North Island.

Damon Duran

8-14 US News C.indd 12 19/09/2014 14:53


United States

Black Hawks complete shipboard operationsUH-60 crews from 1st Battalion, 228th Aviation Regiment conducted deck landing qualifi cations aboard the guided-missile frigate USS McClusky (FFG-41) from August 3-4. The ship was operating in the Pacifi c Ocean around 20 miles (32km) from the coast of Honduras at the time. To retain their currency, crews must perform deck landings every six months for a ship equipped with a single landing pad and every 12 months for those with multiple landing pads. The capability enhances the brigade’s ability

to respond to humanitarian assistance, disaster relief, medical evacuation and other contingency missions. Carried out by a pair of Black Hawks, missions included both day and night operations, the latter conducted with night vision goggles; 19 pilots and 13 crew chiefs completed the deck landing qualifi cation training. Stationed at Soto Cano Air Base, Honduras, the 1-228th Aviation Regiment provides general aviation support throughout Central America as part of Joint Task Force-Bravo.

Upgrades for ‘Miss Piggy’ and ‘Kermit’The National Oceanic and Atmospheric Administration (NOAA) has announced plans to upgrade both of its WP-3D ‘Hurricane Hunters’ at a cost of $35 million. Work will be carried out over a period of three years and will provide the heavily-modifi ed Orions with new wings, upgraded engines and avionics, along with a new tail-mounted Doppler radar and improved video processors. Since entering service in 1975 and 1976, each of the WP-3Ds has fl own over 10,000 hours and penetrated more than 80 hurricanes. The installation of four upgraded Rolls-Royce T56 engines will be carried out on the fi rst WP-3D, which has fl own into 83 hurricanes, in March 2015. Subsequently the second aircraft, which has fl own through 98 hurricanes, will receive the upgraded engines along with new wings and the avionics modifi cations. In 2016, the wing and avionics modifi cations will be made to the fi rst airframe. Each of the WP-3Ds will be out of service for around a year, but the modifi cations will allow them to remain in use for another 15 to 20 years.

Sherpa shake-upThe fi rst US Army C-23C arrived at Davis-Monthan AFB, Arizona, when serial 93-1323 landed on July 30. Retired in 2013, 37 Sherpas that had been operated by the US Army have been in short-term storage at Fort Sill’s Henry Post Army Airfi eld in Oklahoma. Under the terms of the Fiscal Year 2014 National Defense Authorization Act (NDAA), 23 will be transferred to other government agencies. Prior to its ferry fl ight the C-23C was transferred to the US Forest Service (USFS) and received the civil registration N151Z. The USFS will receive 15 Sherpas, which will be operated under the designation SD3-60.

The Sherpas will reportedly undergo evaluation by the Smokejumper Aircraft

Screening and Evaluation Board (SASEB), which will test the use of the rear ramp for use in delivering paracargo and jumpers in fl ight. It will also examine the need for painting, avionics and removal of any un-needed military equipment, and ensure that the aircraft conform with the Federal Aviation Administration airworthiness certifi cate. The service is already planning to incorporate an avionics update on the Sherpas and will install an integrated fl ight deck that includes primary fl ight displays and at least one multi-function display.

Besides those C-23Cs being transferred to the USFS, the State of Alaska is acquiring four C-23Cs and all four C-23Ds.

In addition, C-23C serial 93-1318 has been transferred to the Black River Technical College in Pocahontas, Arkansas, and assigned the civil registration N318BR. Four C-23Cs had earlier gone to the National Aeronautics and Space Administration’s Wallops Flight Facility in Chincoteague, Virginia, and two were passed on to the Richland County Sheriff’s Offi ce in Columbia, South Carolina.

Whereas two of the aircraft being transferred to Alaska were built to C-23B confi guration for the US Army, the remainder, as well as those being those being transferred to the USFS, were originally built as SD3-60 airliners and were modifi ed to C-23B+ standard by the Short Brothers division of the Bombardier Corporation at the West Virginia Air Center in Bridgeport.

An HH-60L assigned to Company C, 1st Battalion, 228th Aviation Regiment prepares to land aboard

the USS McClusky during deck landing quali� cations

approximately 20 miles o� the coast of Honduras on August 3.

ANG/Capt Steven Stubbs

The � rst C-23C to depart short-term storage at Henry Post Army Air� eld at Fort Sill, Oklahoma, on the 309th AMARG’s ramp at Davis-Monthan. Formerly assigned serial 93-01323, it now wears civil registration N151Z. It is one of 15 Sherpas being transferred to the US Forest Service. USAF

8-14 US News C.indd 13 19/09/2014 14:53


News United States

The successful destruction of a QF-16 full-scale aerial target (FSAT) over the Gulf of Mexico on September 5 marked the conclusion of operational and range qualifi cation testing carried out at the Eglin Test Range and White Sands Missile Range and closed out the development phase of the program. Following an auto-take-off from Tyndall AFB, Florida, the unmanned QF-16 was targeted by air-to-air missiles launched over the Gulf test range.

The joint effort was conducted by the Test and Training Division at Eglin AFB, Florida and the 53rd Weapons Evaluation Group’s 82nd Aerial Target Squadron at Tyndall.

In related news, the sixth F-16C destined for the FSAT program departed Davis-Monthan AFB, Arizona, for Tyndall on August 14. Serial 85-1562 still wore the markings of the New Jersey Air National Guard’s 177th Fighter Wing.

First QF-16 downed in testing

Additional Apaches requestedThe DoD has requested permission to re-program $404 million currently set aside for overseas contingency operations (OCO) in order to purchase 21 additional Boeing AH-64E Apache attack helicopters. The move supports the US Army’s Aviation Re-structure Initiative (ARI). The Apaches will be direct replacements for the same number of OH-58D scout helicopters. The latter are being retired under the ARI and Apaches are taking on the armed scout role previously assigned to the Kiowa Warriors. According to the request, the additional aircraft will also ‘help the Army reach its acquisition objective earlier, contribute to manned-unmanned teaming, and reduce overall unit costs by increasing production effi ciencies.’

The Apaches would be ordered during Fiscal 2015 along with 25 AH-64Es that were requested by the President. According to the request, ‘accelerating the production of the AH-64Es will also reduce the operational risk caused by the termination of the Kiowa Warrior program.’

C-27J serial 10-27023 was removed from storage at Davis-Monthan AFB, Arizona, recently. The Spartan is the � rst of 13 C-27Js that will be re-generated for service with the US Coast Guard. 309th AMARG

California Guard fl ies Predator B missionThe California Air National Guard’s 163rd Reconnaissance Wing carried out its � rst MQ-9A Predator B mission when

serial 11-4166 took o� from Southern California Logistics Airport in Victorville, California, on July 30. The wing’s 196th Reconnaissance Squadron is converting from the MQ-1A to the MQ-9A. CA ANG/SrA Michael Quiboloy

C-27J removed from storage

8-14 US News C.indd 14 19/09/2014 14:53

2 E A S Y W A Y S T O P AYCall UK 01780 480404Overseas +44 1780 480404 Lines open 9.00am - 5.30pm GMT

OROrder online at www.keypublishing.com/shop

M A K E H U G E S A V I N G SUK QUARTERLY DIRECT DEBIT

Just £9.99 per quarter PLUS FREE DVD visit the website or call for details

PRE-PAY OFFERS

12 FOR THE PRICE OF 10

24 ISSUES FOR THE PRICE OF 20 PLUS FREE DVD

UK 12 issues £43.00 24 issues £81.49

Europe 12 issues €66.00 24 issues €121.00

Rest of the World 12 issues £55.00 24 issues £99.99

*Direct debit UK only. See website for full terms and conditions.

US & CANADIAN

READERS SEE PAGES 86-87

FOR DETAILS

WORTHUP TO

£19.99

CLAIM YOUR FREE DVD WHEN YOU TAKE OUT A 2-YEAR OR DIRECT DEBIT SUBSCRIPTION TO

CHOOSE FROM‘FLYING’ DVD

Witness cutting-edge fi ghter jets in their element with this collection of

5 stunning aviation fi lms from renowned fi lmmaker Lionel Charlet. Region-free DVD, Running time 115 minutes.

MIRAGE F1 COCKPIT DVD

AirUtopia bring you exclusive access to Armee De L’Air Mirage F-1s prior to

their retirement in 2014.Region-free DVD, Running time 70 minutes.

CHOOSE FROMCHOOSE FROM

OR

746/

14

746 CAM Subs Single.indd 15 19/09/2014 09:25

ONE RECENTLY RETIRED senior offi cer told me that US Air Force operations against the Islamic State (IS), previously called ISIS, are ‘being carried out by the

forces already in theater.’That means B-1B Lancers operating from

Al Udeid, Qatar, and F-15E Strike Eagles as well as unmanned assets. ‘They rotate these guys a lot’, a different insider told me, ‘so look for some of the assets at Bagram to move closer to the fi ghting in Iraq and Syria.’

Carrier strike group operations by the US Navy, spearheaded by F/A-18E/F Super Hornets, have been getting a little attention in the media. We also saw AV-8B Harrier IIs from the USS Bataan (LHD 5) lashing out at militants near the Haditha Dam. But the US

Air Force? The US Air Force has been less visible.

When the deadline for this column arrived, the Department of Defense wasn’t saying anything. With military members tasked, now, to carry out the mission set forth in President Barack Obama’s September 10 policy address — no American boots on the ground but plenty of risk of an aircrew member being captured by the fearsome IS militants — even routine sources of information have clammed up. This column is meant to offer insights into happenings in Washington and in the Pentagon. Right now there isn’t a lot to impart.

Shortly before Obama took the podium, a Wall Street Journal/NBC News poll asked whether military action against IS is in the US national interest. Some 61 per cent said yes, 13 per cent said no, two per cent said

they weren’t sure, and 24 per cent said they ‘don’t know enough to say’. Any American worried about the future of his country would have to fi nd those fi gures troubling, partly for their lopsidedness but mostly because of the 24 per cent — a reminder that literacy in my country has declined from 98 per cent in 1954 to 76 per cent in 2014. Obama was speaking to a willing audience but not to a well-informed one.

Policy shiftObama defi ned a new US goal to ‘degrade and destroy’ IS, a goal some Americans apparently believe can be achieved with a few aircraft and a few bombs. Previously, the

Combat Aircraft’s regular column — taking a look behind the headlines

by Robert F. DorrContact the author at [email protected]

FRONT


Air Power Against Islamic State... ...More or Less

F-16s from Bagram, Afghanistan, may be moved in order to join the US eff ort. USAF/SSgt Evelyn Chavez

16

16-17 Front Line Nov C.indd 16 19/09/2014 14:54

policy goal had been far more modest — to protect US assets in the region and, as one US Air Force offi cer put it, ‘prevent another

Benghazi.’Benghazi is, of course, not so much a city in Libya as the name

of a roiling domestic political quarrel in the United States. On September 11, 2012, Islamic militants attacked the US consular offi ce in Benghazi

and killed four Americans including Ambassador J.

Christopher Stevens, who once worked for me.

Serious mistakes were made,

acknowledged and addressed, but even though

no-one covered anything up, critics won’t leave Benghazi

alone. A simmering controversy continues among those who believe the administration could have done more, including those who believe that the F-16-equipped 31st Fighter Wing at Aviano AB, Italy, could have helped out if asked.

Initial US air operations against IS took place when it appeared the Islamic State might over-run the city of Erbil in the Kurdish sector of Iraq, where the United States maintains a consulate general — another Benghazi, critics of the Obama administration warned. In fact, although they seized the Iraqi city of Mosul, the militants were never a serious threat to Erbil or Baghdad.

Lt Col Chris ‘Deval’ Austin, commander of the Aviano wing’s 510th Fighter Squadron, the ‘Buzzards’, told me in August that his is ‘the world’s most capable fi ghter squadron’ and that, ‘We are really, really sharp’. While members of the companion 555th Fighter Squadron ‘Triple Nickel’ might disagree, all indications are that the ‘Buzzards’ and the ‘Nickel’ are sitting out the slugfest with IS. Their absence is noteworthy because it is at the core of Benghazi conspiracy theories. The day after Obama’s speech, the 31st Wing was not bombing IS but, rather, was deployed to Poland on an exercise called ‘Ample Strike’. The word ‘ample’, it would seem, describes the in-theater US air assets striking IS without reinforcement from outside.

Air power versus an ideaIn this space last month, I suggested that while air power may be effective against military targets, combat aircraft can’t fi ght an idea. Extreme Islamist jihad is an idea embraced by millions of adherents and cannot be defeated by a satellite-guided bomb.

Among the 13 per cent of my countrymen who don’t want airmen intervening in Iraq and Syria, a few may share my view that it would be better to allow confl icting factions in the Middle East to fi ght it out among themselves. Those factions include the nation of Iraq itself, which has a handful of air assets, and of course next-door Iran, which has formidable forces. And where is Turkey, the only Islamic state that is a NATO ally? The day after the White House speech, the UK and Germany issued statements that were supportive but noticeably lukewarm.

My minority American opinion is simple enough: if neighbors who oppose ISIS won’t fi ght, why should my countrymen do so?

See, here’s the thing about bombing people.

When you drop bombs on them, it makes them mad at you.

As author of ‘Mission to Tokyo’, a history of the bombing of Japan by B-29 Superfortress crews, I know that bombing can be effective. But you cannot defeat your adversary by wearing down his will. That’s fi ghting an idea. It won’t work. For bombing to succeed, you must wipe away your adversary’s ability to wage war.

In short, bombing only a little is less effective than not bombing at all. And the United States apparently intends to

bomb only a little while other nations with high stakes in the region are keeping their warplanes chocked.

In Washington, offi cials have been avoiding the word ‘war’ while launching one. Pressed by a reporter to say whether we’re at war, Senator Joe Manchin (Democrat, West Virginia) said he favors strong military action but refused to use the word war. ‘I prefer to say we’re ‘engaged’’, said Manchin. When I asked a Pentagon offi cer if we’re at war with IS, his response was: ‘More or less.’

And that’s the problem. To satisfy those who support action, we need to do more. To satisfy those who hold my minority opinion, we need to do less. What we are, in fact, doing is too much to be meaningless and too little to help.

We need to fi ght IS more, or less.

17

‘Bombing only a little is less effective than not bombing at all. And the US apparently intends to bomb only a little while other nations with high stakes in the region are keeping their warplanes chocked’

www.combataircraft.net November 2014

16-17 Front Line Nov C.indd 17 19/09/2014 14:54


NewsJ-11 meets PoseidonUS DoD criticizes ‘dangerous intercept’

J-11BH serial 81284, as seen from the US Navy P-8A. The � ghter was armed with indigenous PL-12 medium-range and PL-8 short-range air-to-air missiles. Chinese internet via Andreas Rupprecht

THE US DEPARTMENT of Defense has reacted strongly to the interception of a US Navy Boeing P-8A Poseidon by a Chinese People’s Liberation Army Naval Air

Force (PLANAF) J-11 fi ghter. The incident occurred in international airspace over the Pacifi c Ocean, approximately 135 miles (217km) to the east of Hainan Island, on August 19.

The Department of Defense expressed its concern to Chinese offi cials about the encounter, Pentagon Press Secretary Navy

RADM John Kirby describing it as ‘unsafe and unprofessional.’

According to the US, the patrol aircraft was on a routine mission when intercepted by an armed PLANAF Shenyang J-11BH. Kirby stated that DoD offi cials believe the Chinese fi ghter made several passes and crossed under the aircraft, one pass having only 50-100ft of separation.

‘The Chinese jet passed the nose of the P-8 at 90 degrees with its belly toward the P-8 Poseidon, we believe to make a point of showing its weapons load-out’, Kirby said. ‘They fl ew directly under and alongside

the P-8, bringing their wingtips to within 20ft and then conducted a roll over the P-8, passing within 45ft.’

Meanwhile, China’s Ministry of National Defense described the intercept as a ‘routine identifi cation and verifi cation’ and requested the US stop its ‘close-in reconnaissance activities against China’. In the MND account, the J-11 investigated a P-8 and a P-3 Orion, keeping a safe distance from both US Navy aircraft.

According to Kirby, this was the fourth such ‘close intercept’ incident involving Chinese jets since March.

The fi rst clear images have emerged of a new anti-submarine helicopter apparently intended to serve aboard the Chinese aircraft carrier Liaoning and Type 071 amphibious warfare ships. The Z-18F Sea Eagle is a version of the modernized Changhe Aircraft Industry Group (CAIG) Z-8F, also known as AC313 in its civil guise. At least two Z-18F prototypes are known to be under test.

The helicopter is equipped with a large surface search radar under the nose and a sensor turret on the starboard side. A dipping sonar is likely deployed through a hatch beneath the fuselage.

Four hardpoints on the fuselage sides will carry torpedoes and anti-ship missiles. A sonobuoy dispensing system is found in the rear loading ramp. Previously identifi ed military versions of the Z-8F comprise the Z-18YJ for maritime airborne early warning and the Z-18 White Heron utility/VIP transport.

China’s new Sea Eagle Z-18F destined for carrier service

One of at least two Z-18Fs currently � ying, this example wears a black Sea Eagle motif on the tail, above the serial Z18F-02. Chinese internet via Andreas Rupprecht

18-21 World News C.indd 18 19/09/2014 17:26


World

More ‘Mainstays’ for IndiaAccording to reports in the Russian media quoting the general director of the Beriev Aircraft Company, India plans to purchase another three Beriev A-50EI airborne early warning aircraft. In 2003, India ordered its � rst three A-50EIs, and deliveries to the Indian Air Force were completed in 2010.

India abandons LUH programIndia’s Defence Ministry has scrapped its tender for 197 Light Utility Helicopters (LUH). The LUHs were intended to replace the Cheetah/Chetak � eets with the Indian Army and Air Force. The deal had previously been put on hold pending an investigation into corruption in the IAF’s VVIP helicopter procurement. However, the Defence Ministry has meanwhile green-lit a program to acquire 16 multi-role helicopters for the Indian Navy. Succeeding the LUH, the Defence Ministry aims to furnish the IAF, Army and the Navy with 440 light utility helicopters. These will

likely be of a foreign design manufactured indigenously by Hindustan Aeronautics Ltd.

India extends transport biddingWith no vendor responding with a bid for the Indian Air Force’s $3.5-billion Avro/HS 748 replacement program, New Delhi has been forced to extend the deadline for price bids into October. This marks the fourth occasion that bidding has been extended. The program is the � rst in which a private consortium will join a foreign company to provide the 56 aircraft required, 40 of which will be built in India.

Fifth P-8I deliveredBoeing has delivered the � fth P-8I maritime patrol aircraft to India. The aircraft arrived at INS Rajali on September 9, after a � ight that departed Seattle’s Boeing Field, Washington, facility on September 5. Boeing will deliver one more P-8I before the end of the year, followed by two in 2015.

India

P-8I serial IN324 arrives at INS Rajali/Arakkonam Naval Air Station in Tamil Nadu, on September 9. It is the � fth example delivered to the Indian Navy as part of a contract awarded to Boeing in 2009. Boeing

After a two-year delay, the two latest C-130s to be upgraded under the fi rst phase of Project Sattari were re-delivered to the Islamic Republic of Iran Air Force (IRIAF) in May and August. The two C-130Hs are serials 5-8541 and 5-8552.

Project Sattari, involving the upgrade and modernization of the IRIAF’s 30 C-130E/Hs by Iranian Aircraft Industries (IACI) was launched in 2008 and will run until 2020. Five C-130E/Hs have now been upgraded under Phase I of the project. The fi rst was 5-8514, which was delivered to the IRIAF in

September 2010. C-130H serial 5-8544 was handed over in December 2011; the third C-130 upgrade was serial 5-8517 that was completed in August 2012.

The latest two aircraft were delivered to IACI in December 2008. Both are now in service with the 12th Tactical Transport Squadron at Mehrabad. According to the initial contract, Phase II of the project will start on September 26, 2014 when Iranian Aircraft Manufacturing Industries (IAMI/HESA) begins upgrade work on Hercules serial 5-8514. Babak Taghvaee

More upgraded C-130s for IRIAF

Serial 5-8552 (c/n 4594), the � fth and � nal C-130H upgraded under Phase I of Project Sattari. The Hercules was photographed taxiing prior to a check � ight after re-delivery to the 11th TAS in August 2014. Keyvan Tavakkoli

Iraqi L-159 sale moves closerAero Vodochody has agreed fi nancial terms for its planned purchase of L-159 ALCA light combat aircraft from the Czech Air Force for re-sale to Iraq. Aero will re-purchase 15 aircraft (11 retired and four active examples) at a cost of $35.62 million. Aero will then deliver 12 to Iraq (10 single-seaters and two twin-seaters). A contract could be submitted for approval in the next few weeks. Once permission is obtained, Aero could supply the fi rst four ALCAs within several months.

Iraqi ‘Havoc’ deliveriesIraq has begun to receive the Mil Mi-28NE attack helicopters ordered from Russia in 2012. The evidence emerged in an Iraqi Defense Ministry video released on August 30. In October 2012 it was announced that Iraq had ordered over 40 Mi-28NE and Mi-35M helicopters, although precise numbers were not revealed. In July, Russian media reported that the fi rst three Mi-28NEs and four Mi-35Ms had been delivered to Iraq by Antonov An-124 transport.

Afghan A-29 updateAfter completing its environmental analysis, the US Air Force confi rmed in June that Moody AFB, Georgia, will serve as the stateside training location for Afghan Air Force Embraer A-29 pilots and maintenance personnel. It will support 20 A-29s, 17 USAF instructor pilots, and 24 maintenance and support personnel that will train 30 Afghan pilots and 90 Afghan maintainers over a four-year period. Sierra Nevada Corporation, which is the prime contractor, may deliver the initial A-29 to Moody as early as September and the fi rst students are expected to begin training in February 2015. Once this is completed, the multi-role Super Tucanos will be delivered to Afghanistan. The aircraft are being purchased by the USAF on behalf of the Combined Security Transition Command-Afghanistan. Tom Kaminski

Pakistan receives fi nal upgraded ‘Vipers’The fi nal four F-16s modernized by Turkish Aerospace Industries (TAI) were handed over to the Pakistan Air Force (PAF) during a ceremony at TAI’s facilities in Ankara on September 2. The Fighting Falcons were upgraded by TAI on behalf of the PAF under the Pakistan F-16 Modernization Program, which provided 41 PAF Fighting Falcons with upgraded avionics and structural enhancement.

18-21 World News C.indd 19 19/09/2014 17:26


News

First contract for Saudi AH-6iThe US Department of Defense announced on August 29 the award of the � rst contract for the manufacture of 24 AH-6i Little Bird light attack/reconnaissance helicopters for the Saudi Arabia National Guard. Boeing received an order worth $234.7 million for the procurement of long-lead items for Little Bird production and delivery. Work will be performed in Mesa, Arizona, with an estimated completion date of December 31, 2016. Boeing � rst revealed the contract in late 2013. In addition to 24 AH-6i helicopters, the SANG has plans to acquire 12 AH-64E attack helicopters and 24 Sikorsky UH-60M Black Hawk transport helicopters.

UH-60Ms for Saudi GuardSikorsky Aircraft has received a Foreign

Military Sales order from Saudi Arabia for 12 UH-60M helicopters. Purchased at a cost of $30.4 million, the aircraft will be delivered to the Saudi Arabia National Guard (SANG) and deliveries should be completed by August 2017. Tom Kaminski

Saudi King Air ISR orderL-3 Communications Integrated Systems Group has received a $61-million Foreign Military Sales contract from the US Air Force Life Cycle Management Center to carry out modi� cations on two King Air 350 aircraft for Saudi Arabia. The e� ort includes the integration of intelligence, surveillance and reconnaissance (ISR) capabilities. The work will be carried out at the contractor’s Greenville, Texas, facility and will be completed by December 2015. Tom Kaminski

Saudi Arabia

Malaysian anniversary ‘Herc’The Royal Malaysian Air Force has applied special insignia on the vertical stabilizer of C-130H-30 serial M30-15 (c/n 5316) in commemoration of the 56th anniversary of the RMAF’s foundation. The C-130 is in service with 20 Skn, one of three RMAF transport squadrons, and which operates four KC-130Hs, four C-130H-30s and a single C-130H-MP, together with seven Cessna 402Bs that will be decommissioned in the near future. The legend in the insignia reads ‘Kuasa Udara, Kuasa Negara’ (Air Power, Nation’s Power). Babak Taghvaee

Singapore Master in serviceThe Republic of Singapore Air Force (RSAF) offi cially introduced to service the Alenia Aermacchi M-346 Master advanced trainer during a ceremony on September 3. The aircraft has now replaced the A-4SU Super Skyhawk with 150 Squadron, which has been based at Cazaux, France since 1998. The RSAF ordered 12 Masters in 2010 as part of the Advanced Jet Trainer program to succeed the A-4SU. A fi rst M-346 was delivered in 2012 and all 12 have now been delivered to 150 Squadron. According to the Singapore Defence Ministry, in February the squadron became the fi rst in the world to introduce the M-346 for ab-initio aircrew training.

Singapore boosts F-15 fl eetFollowing earlier speculation, Jane’s Defence Weekly has reported that the Republic of Singapore Air Force (RSAF) has expanded its Boeing F-15SG Strike Eagle fl eet by 16 aircraft. The report compared Boeing fi nancial statements, aircraft serials, and US Congressional reports to come to the conclusion.

A November 2012 letter from the US State Department to House of Representatives Speaker John Boehner under the Arms Export Control Act refers to the sale of eight ‘follow-on’ F-15SGs. Boeing fi gures also mention eight additional aircraft delivered to

an unspecifi ed customer in 2012 and eight jets are also unaccounted for in Boeing fi nancial data for deliveries in 2005 to 2012.

In January 2014, at least fi ve new F-15SG serials were noted at Mountain Home AFB, Idaho, operating with the Singaporean training unit the 428th Fighter Squadron ‘Buccaneers’. Finally, this August, Boeing took out civil aircraft registrations for another eight F-15SGs.

If the 16 additional jets are confi rmed, the RSAF F-15SG fl eet will have been increased from the offi cially announced 24 aircraft to 40.

F-16V gets AESAOn August 20, Lockheed Martin announced that the F-16V had received its new Northrop Grumman Scalable Agile Beam Radar (SABR) active electronically scanned array (AESA) radar. Development integration and ground and fl ight test will now continue as part of the upgrade for Taiwan’s fl eet of 144 Block 20 F-16A/B fi ghters to F-16V standard.

UH-60Ms for BrazilThe US State Department has approved a possible Foreign Military Sale to Brazil of three UH-60M Black Hawks. Together with associated equipment, the package is worth around $145 million and also includes eight T-700-GE-701C engines and 12 M134 7.62mm machine guns. The Black Hawks will support search and rescue and internal security operations.

18-21 World News C.indd 20 19/09/2014 17:26


World

Novaer T-Xc maiden fl ightOn August 22, Novaer Craft completed the fi rst fl ight of its prototype T-Xc Pilgrim trainer at São José dos Campos Airport. The two-seat side-by-side primary trainer was developed from the K-51 aerobatic demonstrator, originally designed by Joseph Kovacs, an aerospace engineer who also designed the Neiva T-25 Universal

and Embraer EMB-312 Tucano trainers. Development of the T-Xc Pilgrim began in 2010. The Brazilian government has provided funds of $11 million under the FINEP (Research and Projects Financing) initiative, with the aim of fi elding a replacement for the T-25 primary trainers in Brazilian Air Force service.

Australasia

Ecuadorian C295 deliveredEcuador has received its fi rst of three Airbus C295M transports to begin replacement of the HS748. Serial FAE-1030 will be joined by the other two in October. The operating unit is Escuadrón de Transporte 1112 at Quito.

T-6C serial NZ1401 en route to RNZAF Base Ohakea in Manawatu on August 22, still wearing the civil registration N2824B. The aircraft will be formally accepted from Beechcraft in October. RNZAF

Colombian Kfi rs train with the GuardA Colombian Air Force K� r heads a pair of US Air Force F-16 Block 52s from the 169th Fighter Wing over Rionegro, Colombia, on August 12. Normally based at McEntire Joint National Guard Base, the South Carolina Air National Guard jets were in Colombia to participate in Exercise ‘Relampago’ (lightning). K� r COA serial FAC 3059 is assigned to Escuadrón de Combate 11, based at Palanquero as part of Grupo de Combate 11. USAF

Australia kick-starts P-8A procurementAustralian has launched e� orts to replace the Royal Australian Air Force’s � eet of AP-3C maritime patrol aircraft with the Boeing P-8A Poseidon. The US Navy has issued Boeing with an advanced acquisition contract for Australia’s P-8A, including long-lead items for an initial four Poseidons. Delivery of the � rst aircraft is set for 2017, with a total of eight to be supplied by 2018.

New Zealand’s � rst T-6Cs arriveThe New Zealand Ministry of Defence marked the arrival of its � rst two Beechcraft Corporation T-6C Texan II trainers on August 22. The Royal New Zealand Air Force will receive a total of 11 T-6Cs under a $154-million pilot training package. The initial pair of Texan IIs arrived at RNZAF Base Whenuapai, Auckland, from Wichita, Kansas, after a journey that began on July 30 and

involved 20 stop-overs. Following their arrival in Auckland, the trainers made one � nal hop, � ying to their new home at RNZAF Base Ohakea in Manawatu. The aircraft will be handed over to the RNZAF on October 31 after the completion of maintenance training and pilot conversion courses. All 11 aircraft are expected to be delivered by June 2015, and the new system is due to be operational for the � rst trainee intake in early 2016.

18-21 World News C.indd 21 19/09/2014 17:26


News

40 years of TornadoFirst fl ight anniversary at Manching

THE LATEST GERMAN special scheme celebrates the 40th anniversary of the Panavia Tornado. After its roll-out at Manching on April 8, 1974, the Multi-Role Combat Aircraft

(MRCA) prototype P01 fi rst fl ew at the Bavarian airfi eld on August 14 of that year. A second fl ight was completed before the

end of the month and in September 1974 the MRCA was re-named Tornado. The original P01 (today with the

Militärhistorisches Museum at Berlin-Gatow) carried test registration D-9591, while this specially-marked Tornado IDS, 44+61 (GS118) — painted to represent the prototype — took to the air on 12 November 1984 prior to delivery to the Luftwaffe.

An event was held at Manching on September 16 to mark 40 years since the � rst � ight of the Panavia Tornado on August 14, 1974. For the occasion Luftwa� e Tornado serial 44+61 was painted in retro markings to represent the prototype MRCA P01/D-9591. Dr Stefan Petersen

Belgian F-16s leave Afghanistan

The chief of the Belgian Armed Forces has announced that the Belgian Air Component’s F-16 mission in Kandahar, Afghanistan, will conclude by the end of October. Currently, six Belgian F-16s are

stained at Kandahar, providing support to International Security Assistance Force (ISAF) ground troops as part of Operation ‘Guardian Falcon’. Over a six-year period, the jets fl ew over 15,000 hours in theater.

Publicly unveiled during the Belgian Air Force Days at Kleine Brogel, Belgian Air Component F-16AM serial FA-104 wears the colors of the F-16 prototype in commemoration of the 40th anniversary of the type’s maiden � ight, on February 2, 1974. Rene Köhler

No 1(F) Squadron moves to LossiemouthThe Euro� ghter Typhoons of the Royal Air Force’s No 1 (Fighter) Squadron have re-located from RAF Leuchars in Fife, Scotland, to RAF Lossiemouth, Moray. Flying from their new Scottish base, the Typhoons will provide Quick Reaction Alert (QRA) cover for the north of the UK alongside those of the co-located No 6 Squadron. RAF Leuchars will in future become home to British Army ground forces units.

Tornados in West AfricaRAF Tornado GR4s from No II (Army Co-operation) Squadron departed RAF Marham in Norfolk in the last week of August to join multi-national operations against the radical Islamist group Boko Haram. The jets are deployed to the French air base at N’Djamena in Chad and are operating in the intelligence, surveillance, targeting, acquisition and reconnaissance (ISTAR) role.

Two carriers for Royal NavyUK Prime Minister David Cameron has con� rmed that the UK plans to bring both of its new Queen Elizabeth-class aircraft carriers into operational service. The move will ensure that one ship is available at high readiness at all times. It had been expected that a decision on the carrier complement would be made as part of the 2015 Strategic Defence and Security Review (SDSR). The 2010 SDSR had envisaged that one of the carriers could either be mothballed or sold o� .

United Kingdom

22-25_EuropeNews_Nov C.indd 22 19/09/2014 14:53


Europe

First A400M for the UK • Delivery imminent Airb

us M

ilita

ry

The fi rst Airbus A400M Atlas for the RAF made its maiden fl ight from Seville, Spain on August 30. The fl ight of 5 hours and 5 minutes was captained by Ed Strongman, Airbus chief test pilot — military. Wearing RAF markings and a temporary Spanish registration, MSN15 is the fi rst of 22

A400Ms ordered by the UK and will be available for delivery by the end of September.

The A400M has also now successfully performed its fi rst air-to-air refueling tests with a Spanish Air Force EF-18 Hornet fi ghter. The test campaign involved fi ve

fl ights, during which the A400M performed 33 dry contacts and dispensed 18.6 tonnes of fuel to the Hornet in the course of 35 wet contacts. The basic A400M has a fuel capacity of 50.8 tonnes, which can be increased by the use of extra cargo hold tanks.

First modernized KC-135 returns to FranceA � rst upgraded KC-135RG tanker was delivered to the French Air Force at BA125 Istres on August 21. Flown from San Antonio, Texas, by a US crew, the aircraft carried a temporary US Air Force serial. The tanker is the � rst of three that are being upgraded to the RENO Global Air Tra� c Management (GATM) standard. The new interface provides the same navigation standards as USAF KC-135s, and improves integration into civilian air tra� c. Other changes include a high-frequency wire antenna and the capability to carry standard cargo pallets. French Air Force test and evaluation of the KC-135RG will begin in the fourth quarter of 2014.

Hawkeye upgradeNorthrop Grumman has received a $47.5-million contract to integrate the Lockheed Martin AN/ALQ-217 electronic support measures system with the French Navy’s E-2C airborne warning and control aircraft. The system is designed to passively detect ground-based and airborne radar transmitters and precisely locate and identify those systems. Tom Kaminski

Fifth French Atlas deliveredThe Direction Générale de l’Armement (DGA), France’s defense procurement agency, took delivery of the country’s � fth A400M Atlas transport on September 8. MSN12 will join the previous four aircraft at Orléans-Bricy air base.

France

RAF Atlas takes fl ight

The Belgian Air Force Days event at Kleine Brogel in September included Belgian Air Component Alpha Jet + serial AT-29, specially marked to celebrate 35 years of the type in service and 10 years of the Advanced Jet Training School (AJeTS). The trainer is based at BA120 Cazaux, France, where AJeTS employs a common fl eet of Belgian and French Alpha Jets.

Rene Köhler

Austria to retain Saab 105As part of budget reduction measures, the Austrian Air Force is to keep 12 of 22 surviving Saab 105OE jet trainers in service for longer than planned. The move comes in the wake of an Austrian Ministry of Defense decision to reduce Quick Reaction Alert (QRA) hours for the fl eet of 15 Eurofi ghter Typhoons. With daytime QRA cut by an hour per day, an average of 11 daytime QRA hours will be

operated fl exibly from September. All 15 Typhoons will remain active, fl own by a reduced contingent of 11 pilots and one trainee. While the Typhoons will fl y a maximum

of 1,070 hours per year, the Saab 105OEs will provide air surveillance, fl ying around 1,200 hours annually. The 12 aircraft will receive a limited avionics upgrade to keep them in service until 2020.

Belgium marks Alpha Jet milestone



News

Slovakia moves towards Gripen, C-27 buysSweden, the Czech Republic and Slovakia have signed a letter of intent paving the way for co-operation on the Saab Gripen fi ghter. The ultimate plan is to provide bilateral, common airspace surveillance and protection for Slovakia and the Czech Republic. This would include Gripen deliveries to the Slovak Air Force after 2016.

In related news, Slovakia aims to sign a contract for two Alenia Aermacchi C-27J Spartan tactical transports in the coming weeks. The C-27J was down-selected for the requirement in December 2008, but purchase was then put on hold due to budget restraints.

The � agship of the Hellenic Air Force demo team, F-16C Block 52 serial 505 Zeus has received this new color scheme. As indicated by the markings on the ventral � n, the � ghter performed at both the Belgian Air Force Days and AIR14 at Payerne in Switzerland. Rene Köhler

New-look Zeus

AMX re-shu� eOn July 22, Amendola, home of the Italian Air Force’s 32° Stormo, marked the end of operations at the base by the 101° Gruppo Operational Conversion Unit (OCU). Later that day, the unit’s standards were � own to Istrana on board a TA-11A AMX-T as part of a � ve-aircraft formation, accompanied by the commanders of the 32° and 51° Stormo.On July 23, 101° Gruppo OCU o� cially became part of 51° Stormo, joining 103° and 132° Gruppo.

The entire Italian AMX � eet is now concentrated at Istrana, where the local Gruppo E� cienza Aeromobili (GEA, aircraft maintenance squadron) manages and provides the aircraft to the units for daily missions. Some former 13° Gruppo aircraft were previously delivered to Istrana after that

unit’s disbandment on December 20, 2013. Daniele Mattiuzzo

15° Stormo re-equips with HH-139The Italian Air Force’s 15° Stormo has completed transition to the AgustaWestland HH-139A. It replaces the HH-3F Pelican with the combat search and rescue wing. On September 1, the 85° Centro CSAR based at Pratica di Mare, near Rome, began carrying out search and rescue missions with the new aircraft. The 85° Centro CSAR was the last of the wing’s SAR units to provide national emergency rescue services with the HH-3F. The conversion of the 85° Centro CSAR completes 15° Stormo’s transition to the new helicopter, while the 80° Centro CSAR based at Decimomannu, Sardinia, will continue to use the HH-212.

Italy

One of the � rst two TA-11As recently arrived at Istrana from Amendola, and

which now wear the new codes and markings of 51° Stormo. Daniele Mattiuzzo



Europe

Black Hawks for CroatiaCroatia’s Ministry of Defense has announced plans to acquire 20 UH-60 helicopters from the US. It will subsequently transfer 14 Mi-8MTV-1 helicopters to Ukraine. Tom Kaminski

Third Peace Eagle deliveredOn September 4, Boeing delivered the third of four 737 AEW&C aircraft to Turkey. Part of the Peace Eagle program, the airborne early warning and control platform was delivered to 131 Filo at Konya, the � eet’s main operating base. Boeing is scheduled to deliver the fourth aircraft in 2015.

Upgraded Mi-8AMTSh deliveredRussian Helicopters has delivered the � rst

batch of Mi-8AMTSh assault transport helicopters to the Russian Defense Ministry. Built at the Ulan-Ude Aviation Plant (UUAP), the helicopters were ordered in August 2013 under a long-term state contract. The Mi-8AMTSh features uprated VK-2500 engines and an upgraded and strengthened transmission. The helicopters also have modern weapons options and armour protection for the crew. New avionics include improved navigational equipment and night vision goggles.

More Su-30SMs for NavyAn additional seven Sukhoi Su-30SM multi-role � ghters have been ordered for the Russian Navy. The aircraft will be built by the Irkut

Corporation at a total cost of around $360 million. In July, the Russian Navy received the � rst three Su-30SMs ordered under a late 2013 contract for � ve aircraft. The Navy also plans to acquire a total of six Beriev Be-200 jet amphibians for use in the search and rescue role.

Dutch Chinooks to MaliThe � rst two CH-47 Chinook transport helicopters that the Royal Netherlands Air Force is contributing to the UN Multi-dimensional Integrated Stabilization Mission in Mali (MINUSMA) were transported to Goa, Mali by a chartered Russian An-124 on September 9. A third Chinook will follow shortly. Jimmy van Drunen

IN BRIEF

Dutch Alouette III half-century

Baltic Air Policing change-overAs NATO continues to demonstrate its solidarity in the Baltic region, the latest Baltic Air Policing rotation began at Šiauliai air base, Lithuania, on September 1.

The 36th rotation is led by six Portuguese Air Force F-16 Fighting Falcons that assumed the primary responsibility for the mission from Poland. The majority of the 70-strong contingent is provided by units from BA5 Monte Real.

Canada, Germany and the Netherlands are augmenting the mission on a four-month tour of duty.

Taking part in Baltic Air Policing tasks for the fi rst time, four Royal Canadian Air Force CF-188s are operating from Šiauliai alongside the Portuguese. The Canadian Air Task Force (ATF) mission, part of Operation ‘Reassurance’, includes over 130 personnel, who came to Lithuania after completing a NATO training mission at

Câmpia Turzii in Romania from April 29 until August 22. Two other RCAF Hornets that were in Romania returned to Canada.

Arriving at Šiauliai on August 26, the Canadian Hornet detachment includes personnel from 3 Wing Bagotville and 4 Wing Cold Lake, and aircraft drawn from 425 Tactical Fighter Squadron. The CF-188s relieved a similar number of Typhoon FGR2s operated by the Royal Air Force’s No 135 Expeditionary Air Wing.

The Luftwaffe has deployed four Eurofi ghters to Ämari air base in Estonia. The contingent comprises around 160 soldiers and four Taktisches Luftwaffengeschwader 74 Eurofi ghters, while another two jets remain in Germany on 96-hour readiness.

A detachment of Royal Netherlands Air Force F-16s arrived at Malbork in Poland to contribute to the Baltic Air Policing

mission from September 1. The fi ve jets, including one reserve, will remain in the region until the end of the year and relieved a French Air Force Rafale detachment.

The US Air Force has rotated its fi ghter detachment in Poland, with the arrival at Łask air base of an undisclosed number of F-16Cs, announced on September 8. The aircraft and around 150 personnel were provided by the 510th Fighter Squadron from Aviano AB, Italy. The detachment will conduct joint training exercises including Exercise ‘Ample Strike’ in the Czech Republic. Earlier in the year the USAF deployed 12 F-16s to Poland.

In related news, a Lithuanian Air Force C-27J transported supplies from Šiauliai to Ukraine on September 2. The Spartan ferried food and medical aid donated to the Ukrainian armed forces.

This year the Royal Netherlands Air Force is celebrating 50 years of Alouette III operations. Entering service in 1964, the helicopter has been used for the observation and light utility roles. Of the 77 airframes originally ordered, four are still in use. The remaining quartet of helicopters sees employment on training and light transport duties, as well as providing a Royal Flight, operating from Gilze-Rijen. On September 12, a celebration was organized and Alouette IIIs from Belgium and Portugal were present at the base. This line-up shows the two Portuguese, one Belgian, and one of the remaining RNLAF aircraft. At the end of the line is an instructional airframe, demonstrating the type’s road-transport capability. Anno Gravemaker


26

Compiled by Tom Kaminski

News Losses


• Two US Navy F/A-18Cs that were embarked aboard the aircraft carrier USS Carl Vinson (CVN 70) crashed in the western Pacifi c approximately 250nm (463km) west of Wake Island following an apparent mid-air collision on September 12. According to initial reports, the aircraft were assigned to Strike Fighter Squadrons (VFA) 113 and 94. Although the VFA-113 pilot ejected safely and was recovered, the pilot of the VFA-94 aircraft was presumed dead following an extensive search.• The pilot of an L-39, operated by the Uganda People’s Defence Force, ejected safely before the trainer crashed shortly after take-off from Gulu air base in Patek Parish on September 11.• A Russian Air Force MiG-31BM crashed in the southern Krasnodar region on September 4. Both crew ejected after making several attempts to extend the right main landing gear strut. The aircraft came down around 15.5 miles (25km) from Armavir.• Both pilots aboard an Air Force of Zimbabwe SF260F were killed when the trainer crashed in Mount Hampden shortly after taking off from Charles Prince Airport in Harare on September 4.• US Marine Corps AV-8B BuNo 166288, operated by Marine Attack Squadron 542 (VMA-542), was damaged by a fi re following a precautionary landing that occurred shortly after take-off at Kadena Air Base, Okinawa, Japan, on September 4.• A Libyan Air Force MiG-21bis crashed into a building in Tobruk, killing the pilot and two civilians and injuring nine on the ground, on September 2. The pilot was reportedly conducting a memorial fl ypast for another pilot who had been killed in an earlier crash.• The pilot of a Turkish Air Force F-16C ejected safely before it crashed while landing at Diyarbakir air base, Anatolia on September 2. The fi ghter, which had been assigned to the

8th Main Jet Base (8. Ana Jet Üs), reportedly developed an engine fi re.• A US Navy MH-60S assigned to Helicopter Sea Combat Squadron 6 (HSC-6) rolled over on landing in central Dixie Valley, around 40 miles (64km) from NAS Fallon, Nevada, on September 2. None of the fi ve crew and passengers was seriously injured.• US Marine Corps CH-53E BuNo 162485 assigned to Marine Medium Tilt-rotor Squadron 263 (Reinforced) crashed while attempting to land on the amphibious ship USS Mesa Verde (LPD 19) in the Gulf of Aden on September 1. The Super Stallion was carrying 17 Marines and eight sailors; all were recovered safely and taken aboard the Mesa Verde. The helicopter had been transporting personnel assigned to the 22nd Marine Expeditionary Unit to the amphibious ship, which was operating as part of the USS Bataan Amphibious Ready Group (ARG), following a training exercise in Djibouti.• A Libyan Air Force MiG-23 that was apparently en route to a bombing mission crashed near Beida, killing the pilot, on August 29.• A Yemeni Air Force L-39 trainer crashed while landing at Taiz Airport on August 27 and exploded, killing the pilot.• An Iraqi Air Force Mi-8 helicopter was reportedly shot down by IS insurgents north of Tikrit on August 27.• The pilot of a US Air Force F-15C operated by the Massachusetts Air National Guard’s 104th Fighter Wing was killed when the Eagle crashed in the Shenandoah Valley in western Virginia on August 27. The fi ghter was on a cross-country mission between its home base in Westfi eld and New Orleans, Louisiana, to receive a system upgrade, when the pilot reported an in-fl ight emergency. The crash site was located in the George Washington and Jefferson National Forest

near Deerfi eld, around 135 miles (217km) north-west of Richmond, Virginia.• The pilot of an A-7E operated by the Hellenic Air Force ejected safely before the Corsair II crashed near Komotini in northern Greece, on August 26. The aircraft, which had been assigned to 336 Mira at Araxos air base, was supporting a close air support training exercise with the Hellenic Army in the Evros region when the mishap occurred.• A Ukrainian Air Force Su-24M was shot down by separatists near the village of Novosvitlivka in the Luhansk region on August 20. Both crew ejected safely before the aircraft went down.• Separatists shot down one Ukrainian Army Aviation Mi-24 and damaged a second with man-portable air defense systems in the Luhansk region on August 20.• Bell 206L serial FAG-132 (c/n 45738) operated by the Guatemalan Air Force was written off in a crash on August 20. Five crew and passengers including the Guatemalan Army Chief of Staff and other senior offi cers were killed when the LongRanger went down in a wooded area near the villages of Gracias a Dios and El Aguacate, Nentón, in Huehuetenango.• US Air Force C-130H serial 92-1533, operated by the Wyoming Air National Guard’s 153rd Airlift Wing, was damaged by a small fi re after landing without its nose gear at Hill AFB, Utah, on August 17. Equipped with a Modular Airborne Fire Fighting System (MAFFS), the Hercules had been supporting fi refi ghting operations and was en route to Hill when the crew declared an emergency due to the landing gear problem.• Honduran Air Force Cessna 210 serial FAH-245 was severely damaged when it fl ipped over after landing at Gracias-Celaque Airport on August 15. Six crew and passengers were injured.

Iran shoots down Israeli UAV near nuclear plantOn August 24, Iranian news agencies reported that an Israeli unmanned aerial vehicle (UAV) had been shot down near the Natanz nuclear plant the previous day.

The Iranian Revolutionary Guard Corps (IRGC) quickly accepted responsibility for shooting down the drone over some of Iran’s most restricted airspace. According to Brig Gen Amir Ali Hajizadeh, the UAV was an Israeli Hermes fl own from a neighboring country. Later, it was said to have been operating from a former Soviet state.

After the apparent shooting-down of Malaysian Airlines fl ight MH17 by pro-Russian separatists, and the surge in IS terrorist attacks in Iraq and Syria, the International Air Transport Association (IATA) declared the airspace of Ukraine, Iraq and Syria as unsafe for airliners.

Over the years, numerous Asian, Middle Eastern and European airlines switched their routes towards Iran. As a result, the Iranian Airports Holding Company’s revenue in

this market was increased. More recently, however, many airlines preferred not to fl y over Iranian territory due to the country’s many restricted areas. In order to keep the market profi table for the Iranian Airports Holding Company, the Iranian National Security Council declared Iranian airspace fully unrestricted, except over fi ve nuclear plants, including Natanz, a hardened fuel enrichment facility. The announcement was made August 19, just fi ve days before the UAV violated Iranian airspace.

Israel has never used drones as small and short-ranged as the Hermes for strategic reconnaissance over Iran’s restricted areas. Spy satellites are available, and CIA drones have often been employed to detect nuclear activity in such locations. This was also the assessment of the Islamic Republic of Iran Air Defense Force (IRIADF) and Islamic Revolutionary Guard Corps Air and Space Force (IRGCASF) after Iran’s declaration of its airspace as ‘open skies’ for civil airliners.

The fact that a UAV managed to penetrate the airspace around Natanz is a result of the decline in the IRIADF, which is responsible for preventing violation of Iranian airspace at the entrances to air corridors across the country.

The IRIADF’s ADS-4 and other electronic warfare sites failed to detect the UAV penetrating from the north-west. Finally, the last layer of the air defense network, the IRGCASF’s Missile Air Defense, shot down the drone near Natanz using a 9M330 Tor M1 surface-to-air missile.

A few days after the accident, Brig Gen Farzad Ismayeeli, C-in-C of the IRIADF, announced in public that the drone had been shot down by a Bavar 373 missile fi red from the Talash-3 system, which is claimed to be an indigenous version of the Russian S-300PU. In fact, this was a ploy to boost confi dence among IRIADF personnel and to cover the weaknesses of the force under his command. Babak Taghvaee

26 Losses C.indd 26 19/09/2014 14:53


UNIT REP RT

29-35 69th FS C.indd 28 18/09/2014 15:41

Luke AFB has been associated with � ghter training since 1941 and is currently home to Air Education and Training Command’s 56th Fighter Wing. Embedded into this active-duty community are a select number of Air Force Reserve personnel of the 69th Fighter Squadron. They are the ‘Werewolves’…

report: Rens van Rijn and Dennis Vink/PHODOCU

MY FIRST IMPRESSION: a lot of responsibility!’ So says Lt Col Korey Amundson of his experience so far as the new commander

of the 69th Fighter Squadron ‘Werewolves’. The former Assistant Director of Operations was welcomed as the new squadron boss on May 2, 2014. With Luke AFB being selected as the US Air Force’s primary F-35 training location, the wheels of change were set in motion at this busy base and it is Amundson’s responsibility to ensure future employment for everybody in the squadron. The 69th FS currently has 50 instructor pilots and fi ve staff members, of which 95 per cent are senior offi cers. Amundson realizes that he might be the chief, but he’s not here to lead a group of Indians. ‘It’s a chief trying to lead a bunch of other chiefs’, as he puts it.

Back in 1987, when Luke was still home to the 58th Fighter Wing within Air Training Command, the Air Force Reserve (AFRES) activated the 944th Tactical Fighter Group at the base, including the subordinate 302nd Tactical Fighter Squadron. Established as an F-16 fl ying training squadron, the 302nd TFS operated its own fl eet of F-16s with a distinct ‘LR’ (Luke Reserve) tailcode instead of the ‘LF’ tailcode carried by the active-duty

squadrons at Luke. After being re-designated as the 944th FW, the wing expanded and in March 2000 the 301st FS was added as a sister squadron to the re-named 302nd FS under the newly-formed 944th Operations Group. However, the 301st FS did not have its own aircraft, acting instead as a so-called ‘classic associate’ unit to the 56th FW. It was specifi cally created to retain experienced F-16 instructor pilots at Luke and integrate them with the active-duty squadrons from the 56th OG. Interestingly, both these reserve squadrons have historical ties to the famous Tuskegee Airmen, having been part of the 332nd Fighter Group during WW2.

Lt Col Amundson became a Reservist in 2005 and joined the 302nd FS after serving as an instructor pilot (IP) with the 56th FW at Luke AFB for three years.

As a result of the 2005 Base Re-alignment and Closure (BRAC) recommendations, the 944th FW had to transfer all of its aircraft back to the active-duty US Air Force, and its last three F-16s left on February 17, 2007. With that, the 302nd FS was no longer needed at Luke AFB, but its legacy was preserved with the squadron’s move to Elmendorf AFB, Alaska under the 477th FG to become a classic associate reserve F-22 squadron to the 3rd Wing. Like several other IPs, Lt Col Amundson assimilated into

The 69th FS ‘borrows’ F-16s from the Luke-resident

56th FW — both of these examples are � ying over the

jaw-dropping terrain of Monument Valley

with ‘Werewolves’ pilots at the controls.

Jim Haseltine


‘

29-35 69th FS C.indd 29 18/09/2014 17:36

the 301st FS instead. However, his former full-time job turned into a part-time job, so he had to fi nd employment elsewhere. He is now a part-time pilot for Delta Air Lines fl ying Boeing 737s.

In 2008, the 301st FS was also chosen to fl y the F-22, at Holloman AFB, New Mexico, because of its Tuskegee heritage. While remaining fully operational in support of F-16 training at Luke AFB, it established Detachment 1 at Holloman to gradually stand up a classic associate reserve squadron to the local 49th FW. Once the 301st FS was ready to move to its new home, a replacement squadron was needed to fi ll the void at Luke AFB. In a ceremony on March 5, 2010, the 69th FS took over its mission and all personnel.

As pilots, Amundson included, symbolically exchanged their 301st FS patches for those of the 69th FS, their brand-new squadron commander Lt Col Steve Speckhard announced: ‘It is with great pride and honor that we are able to bring the 69th Fighter Squadron back to Luke AFB’. He was referring to the time the squadron previously operated from Luke as the 69th Tactical Flying Training Squadron from October 1969 to March 1983.

Plug and playGiven that the 69th FS is a classic associate reserve unit linked to the 56th OG, it integrates with all active-duty F-16 Formal Training Units (FTUs) based at Luke AFB. All 50 reserve IPs work in designated squadrons to provide the best support in training active-duty student fi ghter pilots. There is a set number of IP slots available, with 23 full-time and 27 part-time jobs. Everyone is assigned to a specifi c squadron, either to one of the

Lt Col Korey Amundson, commander of the 69th FS, going through the steps of launching from Luke AFB on a training mission. Amundson is � ying one of the 69th FS’ two unit-marked jets, carrying the ‘Werewolves’ titles on the � n band. This example is actually from the resident 310th FS, with the markings having been applied as a gesture of appreciation. PHODOCU


29-35 69th FS C.indd 30 18/09/2014 15:41

‘Here, being a Reservist, if we lose our jets, we are out of a job. So I have a lot of responsibility making sure that everybody stays being employed’Lt Col Korey Amundson


29-35 69th FS C.indd 31 18/09/2014 15:41

Combat Aircraft: You took command of the 69th FS on May 2. What are your key responsibilities as commander?Lt Col Amundson: ‘My responsibility is more towards the people since we don’t have our own aircraft here and we don’t have maintainers, so it is for our pilots and our sta� . With pilots you need aircraft. In the active-duty [component], if you lose aircraft on a base, the pilots would just move to a di� erent base. Here, being a Reservist, if we lose our jets we are out of a job. So I have a lot of responsibility making sure that everybody stays employed.’

CA: Can you brie� y describe your career path and � ying experience? Lt Col Amundson: ‘The � rst time I ever � ew was when I was 16 years old. I had an uncle who took me up in his little prop airplane. Turned out this uncle was on Omaha Beach during D-Day with a pigeon on his shoulder running up the beaches there. So I blame him for getting me started in the � ying business at the age 16.

‘I ended up going to the Air Force Academy in Colorado. At that point you pretty much get groomed to become a pilot. Unfortunately at the time in the early 1990s, they really cut

down our available pilot slots, so I ended up becoming a civil engineer for three years in the Air Force, which at the time was kind of disappointing to me. But it turned out as a great career-broadening experience, way di� erent than working on the pilot side of the business.

‘After that it was the standard pipeline for pilots: pilot training in Oklahoma, F-16 training at Luke in 1998, my � rst assignment at Hill AFB for two years (all active-duty), and then over in South Korea for a year, back here from 2002 to 2005, and then I left the active duty in 2005 and joined the Reserves. I was a full-time Reservist here at this squadron that was formerly called the 302nd Fighter Squadron, the ‘Hellions’. We had our own jets at the time; back then we had two Reserve squadrons here at Luke: the 302nd, and the 301st that was the classic associate which provided bodies for the active-duty.

‘In 2007 Congress decided to shut down the 302nd, so, like most of us did, we assimilated into the 301st as it was called at the time. My full-time job became a part-time job, so I had to go out and � nd employment elsewhere. I ventured into a business called ‘rocket racing’ a little bit. It is kind of a mix between the Reno air races and the Red Bull racing — I found myself getting involved with that for a year-and-a-half when I was � ying out here part-time. We decided not to proceed with that venture any more and then I got hired by Delta Air Lines. Ever since 2008 I have been � ying part-time for Delta and part-time for the Air Force at Luke.’

CA: While your squadron never gets deployed for combat, pilots from the 69th FS are able to deploy. How does that work? Lt Col Amundson: ‘In an active-duty squadron, so not in a schoolhouse, they are on a cycle to deploy every 18 months. Here at Luke, either active-duty or Reserve, we don’t deploy. But

LT COL KOREY ‘AXE’ AMUNDSONCommander 69th FS

INTERVIEW with

Toting a Litening targeting pod, a ‘Werewolves’ pilot heads out for some range time. Jim Haseltine

Lt Col Korey Amundson, commander of the 69th FS. PHODOCU


29-35 69th FS C.indd 32 18/09/2014 15:42

as Reservists we have relationships with all the Guard, Reserve and active units out there. So, if some unit out there gets activated to deploy and they need help, they know to come look here.’

CA: Being an AFRC associate squadron here at Luke AFB, can you explain which of the functions and resources are dedicated to the 69th FS and which you share with the 56th FW?Lt Col Amundson: ‘Basically, the aircraft and everything that goes along with the actual metal including the maintainers, the back shops, life-support equipment, is all maintained by the active-duty and we just provide the pilots. We have our own administrative sta� to run all the paperwork and take care of our career progression as a Reservist in this squadron. Now the whole reserve wing is a little bit di� erent, because they have got a lot more of their own functions including civil engineers and the medical folks that have their own organizations there. But as far as the pilots are concerned, we lost our jets back in 2007, so we just � y their jets now.’

CA: How does it work ‘borrowing’ aircraft from active-duty squadrons in terms of availability, maintenance, scheduling and so on?Lt Col Amundson: ‘The way they see it and the way we would like to see it — and by ‘they’ I mean the active-duty — is that it would be seamless. They wouldn’t know if they were providing an aircraft to a Reservist or an active-duty. That is the way it should be. The nature of our business as a Reservist means we have a full-time Reservist and a part-time Reservist. I have got about 23 full-time Reservists — this is their only job — and about 27 part-timers that do other jobs, not just airline jobs. So, with that sort

of availability it is a little more challenging scheduling their � ights than [with the] active-duty. I may have a Reservist that is only here six days a month and it may just be one straight week. So, he may need to � y every single day of that week, because he is not going to be here for the other three weeks. That is where they would notice the di� erence in dealing with a Reservist, but the ‘borrowing’ scheduling should be seamless. Other than that we are probably a little older — more bald spots, gray hairs, stu� like that!’

CA: For the part-time Reservists, do they also hold positions in the squadrons or will they just � y with any squadron by demand?Lt Col Amundson: ‘We basically have a set number of slots, so I go out and hire pilots for every slot available. When a full-time guy gets promoted or retired, that will open up his slot, and when two part-time guys decide to leave I have two part-time slots to � ll. I will advertise these positions and say, ‘Hey, we’ve got one full-time job and two part-time jobs; what do you want and what would work out best for you?’ We try to match that with the needs of the organization.’

CA: Do you have your own classes with students or do you participate in teaching classes assigned to the active-duty squadrons?Lt Col Amundson: ‘The latter is correct; the students are sent to all the active-duty squadrons and they all have their set syllabus of a nine-month course. The active-duty places them there and we just augment the squadron with bodies and experience. When we had our own jets here until 2006, we did have our own students that were active-duty and trained by a bunch of Reservists and [who] then entered the active-duty Air Force. The feedback we got indicated they were always much better!’

CA: And next to the active-duty, does something like an Air Force Reserve student exists?Lt Col Amundson: ‘Not many, but they do exist. That is what we call a ‘home-grown’ Reservist, or a ‘Guard baby’ as the Guard would call it. The Guard has more of them and they nurture them directly. Our mission here is pretty speci� c: we have to be instructor pilots and train these students. We do not go to combat, we are not deploying to Afghanistan with these jets — some of our bodies sometimes will, but the jets won’t — so we can’t really hire somebody o� the street brand-new since it is not our business model. In a normal Guard or active-duty Reserve squadron you probably have 40 per cent wingmen, 30 per cent � ight leads and 30 per cent instructor pilots. Here we have 100 per cent instructor pilots.’

CA: How will the move to Holloman a� ect the composition of the unit?Lt Col Amundson: ‘The division will eventually be 50:50. We will have two squadrons of F-16s here and two squadrons of F-16s down at Holloman until they are all done in around 2020 to 2025, depending [on] how long is needed. What happens at Holloman after that, I don’t know. By then we should have fully converted to the F-35 here at Luke.’

CA: Is it more likely that your squadron will stay here rather than moving to Holloman?Lt Col Amundson: ‘Correct, and we give our guys a choice. [With] the jets that went to Holloman, we have a certain requirement for Reservists there, an Air Force-established requirement. We get � rst right refusal to any of our guys here: ‘Hey, do you wanna go?’ Some may or may not do it. Most of the people are pretty established here in the Valley, so at Holloman they will probably hire local people there from Albuquerque.’

USAF squadrons (62nd FS, 308th FS or 310th FS) or to a Foreign Military Sales (FMS) squadron (the 21st FS for Taiwan or 425th FS for Singapore). The full-timers actually hold positions in the active-duty squadrons, with some acting as Director of Operations or performing comparable functions for that particular FTU. When it comes to part-timers, the 69th FS staff forward their availability to the corresponding squadron scheduling offi ces that co-ordinate all the sorties needed for their training syllabus.

With an average of over 2,300 fl ight hours in fi ghter aircraft (some have over 4,000), this pack of ‘Werewolves’ is undoubtedly among the most experienced F-16 squadrons in the world. In 2013, the 69th fl ew a total of over 5,000 hours. Air Education and Training Command (AETC), as well as the 56th OG and its subordinate F-16 squadrons, value the augmentation provided by the 69th FS. Not only do these IPs bring all their expertise to fulfi ll the mission of training the ‘fi nest fi ghter pilots in the world’, but they also safeguard the continuity of the training syllabus for a long period of time. While active-duty pilots on average have a three-year instructor assignment at Luke AFB and then leave again,

a reserve instructor normally remains with the 69th FS and stays integrated with a fi xed F-16 FTU. Lt Col Amundson adds: ‘We may rotate them after three to four years due to different career progression paths to fi ll, but for the most part they fl y with the same squadron.’

On the matter of acquiring their personnel, commander Amundson clarifi es: ‘It is actually ‘plug-and-play’; the people that we hire are ready to go. Most of them, say 95 per cent, probably came from the active-duty wing here at Luke and decided to change patches and work for us’. This reveals a unique selling point that is one of the keys to the success of the 944th FW. The lack of training costs, on top of a small footprint, makes this unit highly effi cient, yet very experienced and fl exible. ‘Maybe there are a couple of them that require something like a ‘top-off course’, teaching them the way we instruct here at Luke as they might have instructed somewhere else’, Amundson adds.

Bad on the back, good for the soulLt Col Amundson just passed his 20-year marker with the US Air Force and has no regrets in joining the Reserves nine years

ago. In comparison, during a 20-year career span with the active duty force, it is probable that a pilot will effectively fl y actively for 10 years, while the other half will be dedicated to advanced schooling and staff jobs at Air Force Headquarters level, for instance in the Pentagon. Amundson has accumulated over 2,200 fl ight hours in the F-16 and another 3,000 fl ying 737s for Delta. ‘As a Reservist here I have been fl ying straight now for 17 years on the F-16, so that is pretty good. Bad on the back, but good for the soul. And compared to fl ying the heavy airliners, this is kind of fun!’

Once graduated from initial pilot training, each pilot ‘owes’ 10 years to the US Air Force. After this contract is served, many fi nd themselves at a crossroads: whether to continue as active-duty or become either a full-time or part-time Reservist. In the active-duty USAF, people on average move to a different base every two years. A huge advantage for the Reserves is that people can stay in one location for a long period of time. Amundson points out: ‘I have been here since 2002, so that is 12 years in one place. Before that I was moving every two years.’

While Reservists already have the benefi t of staying at the same location, fl ying with


29-35 69th FS C.indd 33 18/09/2014 15:42

The arm patch reveals the identity of this

F-16 driver as a 69th FS ‘Viper’ a� cionado.

Jim Haseltine

‘Werewolves’ pilot Lt Col Ashley inspects a GBU-12 laser-guided bomb during his pre-� ight checks. Jim Haseltine

34

29-35 69th FS C.indd 34 18/09/2014 15:42

Acknowledgments: Thanks to 69th FS commander Lt Col Korey Amundson, 944th FW chief Public A� airs Maj Elizabeth Magnusson, TSgt Louis Vega Jr, and the 56th FW Public A� airs team for their support.

an F-16 FTU also means the squadron itself is excluded from the combat deployment cycle common to any operational squadron. However, the 69th FS has got ‘a really good track record of reserve instructor pilots volunteering to go down range’, as Lt Col Amundson puts it. Each year, on average two to three pilots will embed with either an active-duty, Air National Guard or Reserve F-16 unit. ‘It is good for our unit here, as they go down and get the combat experience and they bring that knowledge back to the students. And it helps out the other units that may be short-manned and have been to Afghanistan four times in the last six years. So it is a win-win for everybody! And, believe it or not, when we were full-up in Iraq and Afghanistan, there weren’t enough open slots to feed our desires. There were more guys willing to go than there were units out there to feed’. In preparation, pilots join a squadron in its work-up prior to a deployment in order to become familiarized.

Future perspectiveWith Luke AFB turning into the foremost F-35 training facility for the USAF as well as many international Joint Strike Fighter

(JSF) program partners, F-16 training will gradually be diverted to Holloman. Last March the fi rst F-35A was welcomed by the 61st FS, which is the fi rst of six squadrons to transition to the new fi ghter here with the 56th FW. At the same time, both the 54th FG and subordinate 311th FS were activated at Holloman as a Geographically Separate Unit (GSU) by the 56th FW to begin F-16 training at the New Mexico base. The 944th FW has been involved in this process with the 56th FW from the very beginning. It even fl ew some F-16s from Luke to Holloman ‘to initially validate the feasibility of actually moving ‘Vipers’ there’, according to Amundson. A second squadron (the 314th FS) is planned to be activated with the 54th FG by next year. Both these squadrons will also be augmented by reserve IPs, and for now will fall under the 944th OG as the 944th OG/Detachment 1 commanded by Lt Col Kurt Kochendarfer. ‘So far we contribute 4.5 FTE (Full Time Equivalent) to each squadron — that is to say, three full-time Reservists and three part-time Reservists’, Amundson explains. ‘Currently, two of the six pilots came from Luke, the other four from various other units.’

However, the 69th FS is expected to remain at Luke AFB and eventually continue augmenting the 56th OG once it has converted to the F-35. Amundson sees it as a challenge: ‘This is not an established weapon system; it is brand-new with all of the growing pains that go along with that, so that is the challenge. It is a logistical challenge, a manpower challenge, and of course a challenge and an opportunity for the Reservists to fi t into this picture.’

As 69th FS instructors previously helped re-write joint close air support techniques, tactics, and procedures (TTPs) for the US Air Force, they are now already involved in governing directives for the F-35 TTPs as well. With the 69th FS being such a valuable asset for the 56th FW, it is very likely that the unit will convert to the F-35 in order to continue its support. Amundson concludes: ‘It is a very complex process, of course, but I think that is the natural end state.’

A section of ‘Werewolves’ F-16s

heads out to the Barry M. Goldwater range to pound the desert

targets. Jim Haseltine


29-35 69th FS C.indd 35 18/09/2014 15:42

The US Army has begun � elding Boeing’s latest Apache model, the AH-64E Guardian. Combat Aircraft spoke with the Army aviators of C Company, 1-25th ARB, as they trained with the ‘Echo’ at the National Training Center (NTC) in California’s Mojave Desert.

report and photos: Barry D. Smith

THE ‘ECHO’ MODEL Apache was originally known as the AH-64D Block III when its system development and demonstration phase began in July 2006. The fi rst aircraft

was delivered in November 2011. In October 2012, the Block III was re-designated as the AH-64E. A total of 634 AH-64Ds are currently scheduled to be re-manufactured as E-models, another 56 new-build aircraft leading to a total of 690 AH-64Es. Deliveries are expected to be completed by Fiscal

Year 2027. In addition, as of the writing of this article, Foreign Military Sales (FMS) customers for the AH-64E include 30 for Taiwan, up to 70 for Saudi Arabia, 36 for South Korea, and eight for Indonesia. Iraq has also been associated with a potential order for 24 Apaches through FMS. India was also negotiating with Boeing for the purchase of AH-64Es.

The improvements to the Apache incorporated into the E-model can be divided into two categories: enhancements to airframe performance, and new weapon systems

capabilities. These will be introduced in stages as they are developed and then retro-fi tted into all the aircraft.

The performance improvements are mostly concerned with the power train. Two 2,000shp General Electric T700-GE-701D engines power the aircraft through a new 3,400shp-capable transmission. The engines include an enhanced digital electronic control unit, which provides better fuel performance and maximizes engine performance. So, while the engines produce more power, they have better fuel effi ciency than their

A new AH-64E Guardian attached to C Company, 1-25th ARB, � ares for landing at the National Training Center (NTC), Fort Irwin, in California’s Mojave Desert.


36-41 AH-64E C.indd 36 09/09/2014 10:07

predecessors. In addition, the power train drives new composite main rotor blades that develop more lift.

Guardian debutantsThe fi rst unit to receive the ‘Echo’ model was the 1st Battalion (Attack Reconnaissance) of the 229th Aviation Regiment (1-229) stationed at Joint Base Lewis-McChord near Seattle, Washington. It deployed to Afghanistan with 24 AH-64Es in March 2014.

It was followed in fi elding the AH-64E by the 1st Battalion (Attack Reconnaissance) of

the 25th Aviation Regiment (1-25th ARB), the ‘Gunfi ghters’, based at Fort Carson, Colorado. It achieved initial operating capability (IOC) in February 2014. The battalion consists of three companies of eight aircraft each. Combat Aircraft was able to spend time with C Company, 1-25th ARB, the ‘Bushwhackers’, at the US Army’s National Training Center (NTC) located in the Mojave Desert of southern California.

The NTC is the US Army’s premier combined-arms training facility. It covers over 2,500 square kilometers of desert mountains,

canyons, and fl ats, and can accommodate an entire brigade of infantry with supporting armor and aviation.

‘Our mission at NTC rotation 14-07 is to provide attack, reconnaissance, and security support to the 225th Stryker Brigade Combat Team during their training for a future deployment’, explained Capt Josh Brown, commanding offi cer of C Company. ‘My company’s goal is to validate our training to deploy to an austere environment with limited logistic support in a decisive-action and counter-insurgency environment.


36-41 AH-64E C.indd 37 09/09/2014 10:08

‘The number one difference between the ‘D’ and ‘E’ is the power and performance improvement of the E-model. With the D-model we were power-limited, especially in locations like Afghanistan, where we could not carry as much payload, munitions, fuel, etc. What we want to validate here is the E-model’s ability to carry more weapons and fuel and be able to operate on the battlefi eld with more agility.

‘The training scenarios we have been faced with here at the NTC have been different to what we have been used to in the past. The training is shifting from counter-insurgency operations you would fi nd in Afghanistan to what are called decisive-action operations where the opponent is more closely matched to our own capabilities. These are also called ‘near-peer’ operations. With operations in Afghanistan winding down, training in the US Army is going back to facing an opposing force that is more organized and technically sophisticated. So, we are going back to training for what the Apache was originally designed for: an anti-armor and close support role.

‘We have found that the E-model has been performing this mission very well. As an example, when we have to hover or hover-taxi while doing reconnaissance missions, we can’t always hover into the wind. There are times we have to hover with a tailwind, which would be very challenging in a D-model. The E-model has the extra power and performance to handle these situations very well.

‘We are fi nding we can give the units we support more options and greater fl exibility. In the past, a ground unit might ask for a certain number of missiles or supporting fi re at a certain time and location. Or, they might request a certain amount of loiter time with a certain weapons load. Many times, due to the performance limits of the D-model, we couldn’t provide the level of support they requested.

‘Now, with the E-model, we can provide the ground commander with much more fl exibility as far as weapon loads and longer time on station [are concerned]. These training events at the NTC help us fi gure out the best way to provide support to the ground commanders with the E-model and let the

ground commanders see what the E-model can do. So, we are still learning what the E-model can do for us. We like to come here a little early [to] let the infantry platoon and company leaders know the capabilities of the E-model so they can integrate the ‘E’ into their battle plans and take advantage of its capabilities.’

Fact-� nding missionC Company brought all eight aircraft to NTC for the three-week training rotation. It sent two crews as well as two crew chiefs for each aircraft, plus maintenance personnel for a total of 40 to 50 people. One of the training objectives for the rotation was to see what the logistic and maintenance needs are for the E-model. In what way are they different to the D-model, and is the unit bringing the right spare parts in the proper quantities to sustain operations in an austere environment?

‘We really haven’t seen a lot of difference between the ‘D’ and ‘E’ along those lines since they are so similar’, commented Brown. ‘We have been able to maintain our objectives for full mission capability rates with the E-model

Company leaders discuss the day’s missions as the Guardians sit in the desert heat.

38

36-41 AH-64E C.indd 38 09/09/2014 10:08

‘Helicopter pilots are typically pessimistic. We have to be thinking about what could go wrong. That is how we train our pilots……In the ‘Echo’ model, we still have to think about its limitations, but, because of the increased capabilities, pilots can demand more of the aircraft’CW4 Aaron Mitchell, AH-64E instructor pilot

Apache Guardian crews are well aware of the new-found performance that they

have in the uprated AH-64E.

The AH-64E has opened up a number of mission options for crews, such as the ability to hover in most conditions and target more freely.

An AH-64E takes its turn at the FARP (Forward Arming and Refueling Point).

39

36-41 AH-64E C.indd 39 09/09/2014 10:09

here at the NTC. So, there have been no maintenance surprises. This is a very diffi cult environment in which to operate helicopters. The dust can be very fi ne, almost like talcum powder, and we are not using any improved landing zones. The E-model has consolidated some of the electronics and avionics which makes it easier to troubleshoot problems. Access is also easier for the maintainers to many of the systems.

‘My number one goal for my crews is to leave the NTC with the knowledge and ability to conduct hasty and deliberate mission planning to support the ground forces utilizing the capabilities of the ‘Echo’ model. That entails transitioning from the counter-insurgency and wide-area security operations we have been doing for over 10 years in Afghanistan to more kinetic low-level maneuvering. In Afghanistan, the biggest threat was small arms fi re, so aircraft typically fl ew at 6,000 to 8,000ft. Now, we are transitioning to fi ghting a more technical opponent that would have surface-to-air missiles. This requires low-level and terrain-following fl ight maneuvers to mask the small arms threat as well as the anti-aircraft missile threat. We have to develop new tactics and are fi nding new ways to use the ‘Echo’ model.

‘As we do training like that here at the NTC, we will capitalize on the lessons we learn. That is one of the good things about Army aviation. We share information and lessons learned among the units. The fi rst unit to transition to the ‘Echo’ was the 1-229 Aviation Regiment. They have now deployed to Afghanistan. We have regular contact with them and they pass along lessons they are learning about the aircraft. There is both formal and informal information exchange.’

CW4 Aaron Mitchell is the 1-25th ARB battalion standardization instructor pilot. He has been fl ying Apaches since 2002 with experience in A-models, the AH-64D, and now E-models. He fl ew AH-64Ds for a year in Afghanistan in 2012.

‘The Apache Program Manager at the US Army Redstone Arsenal in Huntsville, Alabama, co-ordinates the ‘Echo’ model conversion training’, stated Mitchell. ‘They

come out to the home station of each unit to do the training with the New Equipment Training (NET) team. They bring an ‘Echo’ model simulator on which a large part of the training was done. It is not a full-motion simulator, but the seats move to give a feeling of motion. The training course assumes the students are fully mission-qualifi ed Apache pilots and have completed an instrument fl ight evaluation.

‘There are three days of academics, then we start in the simulator for about 18 hours. Afterwards, there is about eight-and-a-half hours of actual fl ight time in an ‘Echo’ model with two to three hours of contact training, just getting familiar with the aircraft. The rest is instrument fl ight time. The training was based on each pilot spending a total of 15 training days to complete the series transition.’

All the aircraft maintainers are also trained on their home station. They have what is called an L6 trainer, a full-sized AH-64E used only for maintenance training, parts and systems on which can be removed and installed. It can also be used for maintainers to analyze problems, fi nd them, and then replace malfunctioning equipment. They experience this training while the pilots are going through their fl ight training on the ‘Echo’ model.

‘The E-model gives us a lot more capability than we had with the ‘Delta’. It is an accumulation of all the things we have been asking for over the years. One of the biggest advantages is better power management. Our base at Fort Carson, Colorado, has an elevation of 6,000ft and summer temperatures can reach almost 100°F. So, we operate [at] some pretty high-density altitudes. The ‘Echo’ handles these conditions better than the ‘Delta’ model did. It gives the aircrews more confi dence in their aircraft. We have been using some high-altitude landing zones located at 7,000 to 8,000ft with full loads of fuel.

‘We have had ‘Echo’ models at the NTC in the Mojave Desert of southern California in April and May 2014. They were able to fl y low and use the terrain to mask them and come to a high hover to fi re weapons. The ‘Delta’ had limitations under those conditions. The extra power of the ‘Echo’

gives the crew a greater power margin so they can concentrate more on the mission. Our ability to maneuver at high gross weights is much better, which increases our effectiveness and survivability. In addition, the aircraft can cruise about 20kt faster than the ‘Delta’ model. With this we can reduce our response time with fewer instances of power-limiting.

‘Helicopter pilots are typically pessimistic. We have to be thinking about what could go wrong. That is how we train our pilots. With the D-model we had a heightened awareness of the limitations of the aircraft. We were always thinking about how much we could maneuver the ship with heavy loads. In the ‘Echo’ model, we still have to think about its limitations, but, because of the increased capabilities, pilots can demand more of the aircraft.

‘The aircraft did well in the desert environment of the NTC. They never used an improved runway or landing zone. They were based in a patch of desert with sand and very fi ne dirt. Every take-off and landing was a brown-out environment. We had problems with the dust clogging fi lters and environmental systems condensers, but nothing we didn’t expect in those conditions. So, no surprises. Our operational readiness rate stayed at about 80 per cent the whole time.

‘One of the biggest transitional elements of the ‘Echo’ model is that it is capable of instrument meteorological conditions (IMC) operation. This is the fi rst Apache model that is capable of IMC fl ight. Before, fl ight into IMC conditions would be considered an emergency. We had some basic instruments we could use in the ‘Delta’ model but not precision instruments. The IMC capability of the ‘Echo’ brings us [into] line with all the other aircraft out there. Before, clouds were things we had to avoid. Now, with the ‘Echo’, I look for clouds so I can practice fl ying IMC. It gives the aircrews more confi dence in the aircraft, knowing they can fl y it in poor weather.’

‘Echo’ enhancementsBeginning in 2015, Lot 4 aircraft will have joint interoperability enhancements with Link 16, navigation system upgrades, reduced-size crashworthy external fuel systems, improved diagnostics and prognostics, and the third-generation Common Missile Warning System.

The Link 16 network system will allow voice and data transmission between US Air Force and Navy attack and command and control aircraft, as well as unmanned aerial systems. This will be the fi rst US Army helicopter fi tted with the Link 16.

Testing of a Modernized Day Sensor Assembly (M-DSA) is currently under way. This will give the crew a high-defi nition low-light and full-color video, improved laser spot tracker performance, and greater laser pointer accuracy. Installation on AH-64Es is expected in late 2016. The sensor turret itself will be upgraded to include new turret drive motors, gears, and wiring assemblies to enhance the system’s stability, which will allow crews to detect and identify targets at maximum range with reduce system image jitter.


36-41 AH-64E C.indd 40 09/09/2014 10:09

A Modernized Radio Frequency Interferometer (M-RFI) will begin testing in 2014 and is scheduled to be installed in the ‘Echo’ models beginning in 2017. This device detects and classifi es radar threat emitters. It will have a digital processor with an expanded frequency capability over the current model.

A planned improvement of the AN/APG-78 Longbow mast-mounted radar will introduce lighter weight, more robust electronics as well as improved overwater capabilities. Currently, three aircraft in each eight aircraft company is equipped with the mast-mounted radar.

Another addition to the ‘Echo’ will be a Cognitive Decision Aiding System (CDAS). Few details of this are available, but it will

gather information from all the aircraft’s sensors and give the crew options on what action to take to counter threats. The crew can then select an option that the aircraft will carry out.

The fi nal new capability will allow communication with and control of unmanned aerial vehicles (UAVs). Amounts of interaction will vary depending on the mission. The ‘Echo’ model will be able to receive UAV payload data, direct the UAV payload regarding where to look, fi re weapons carried on the UAV, and even directly control its fl ight. As yet, the fi elded ‘Echo’ units have received limited training for this capability. One of the problems is having enough restricted airspace so as to prevent confl ict with civilian aircraft.

With the planned withdrawal of the OH-58D Kiowa Warrior, the scout and attack roles will have to be fi lled by the Apache for the next 15-20 years. The new AH-64E will require excellent sensor capability and agility for the scout role and accurate, hard-hitting weapons for the attack role. With the ability to quickly incorporate new technology, and the increased performance of the airframe, the ‘Echo’ model, according to its crews, is now achieving these goals.

Acknowledgments: Thanks to Maj Andrew Ruiz, Public Information O� cer, 4th Combat Aviation Brigade, for his assistance in producing this article.


36-41 AH-64E C.indd 41 12/09/2014 09:02

OREGON’S 173RD FIGHTER WING TRAINS F-15 PILOTS


42-51 173rd FW C.indd 42 17/09/2014 11:30

YOU CAN’T MAKE a mistake in the cockpit of the F-15C Eagle.

That’s not a criticism of the aircraft. It’s a philosophy steeped in the hearts of those who’ve been there, the ones

who fl y and fi ght and detect little humor in the profession of aerial arms.

‘Zero tolerance’ for error is the mantra among these instructors, nearly all combat veterans, who train F-15C pilots and maintainers at Kingsley Field, Klamath Falls, Oregon. The Eagle, renowned for its comfortable cockpit, sensible instrument display and ease of handling, will forgive an error.

They won’t.Perfection is the standard at the 173rd Fighter

Wing of the Oregon Air National Guard, commanded by Col Jeremy ‘Weed’ Baenen.

The 173rd Wing is a Guard unit with enduring ties to its home base, but it also boasts 84 active-duty members as part of what’s called the Total Force Initiative (TFI).

‘We’re that infamous ‘single point of failure’ you’ve heard about’, Baenen told Combat Aircraft. ‘That’s why we want to do it right.’

As an FTU, the 173rd reports to Air Education and Training Command (AETC). The Pentagon and AETC look to the 173rd to make certain there’s no lapse — no slack — in the continuing production of F-15 personnel.

Fighters from FresnoWith overall US air strength at its lowest ebb since before Pearl Harbor, pilot and maintainer trainees usually arrive at Kingsley Field in small numbers. But a challenge of larger proportions arose when the 173rd was tasked to train members of the Guard unit at Fresno, California, which recently converted from the F-16C/D Fighting Falcon to the F-15. The Fresno fl yers received F-15s that were transferred from another Guard unit in Great Fall, Montana, where heavy lobbying to keep the aircraft in Montana failed.

‘Fresno sent us a big bunch of people in a short time’, Lt Col Jeff ‘Sled’ Smith, the 173rd maintenance boss, told CA. ‘They came to us and said, ‘What can we do to help you guys increase the number of pilots you are training?’ The answer was for us to borrow some of their aircraft.’

That was in November of last year. Until late June of this year, four F-15s borrowed from the Fresno unit were part of 173rd strength. (The Fresno aircraft are being ‘dedicated’ to cities in California and each wears nose art bearing the crest of the city for which it is named.) As of August 1, the 173rd Wing had 32 Eagles on strength without reinforcements from Fresno. Baenen revealed that the 32nd Eagle, a transfer from an aggressor unit at Nellis Air Force Base, arrived July 27.

The 173rd Fighter Wing is currently the only American F-15C formal training unit (FTU) and produces every new airman in the US Eagle community.

report: Robert F. Dorr photos: Jim Haseltine

173rd FW F-15Cs with a load of six AIM-120

AMRAAMs and two AIM-9X Sidewinders climb into the local MOA (Military

Operations Area).


42-51 173rd FW C.indd 43 17/09/2014 11:31

This photo: Recently the 173rd FW has received a number of ‘new’ Eagles from other units, notably the 65th AGRS at Nellis as it winds down.

Below left to right: The busy Kingsley Field � ightline.

A student F-15 driver straps on an F-15D at Kingsley Field.


42-51 173rd FW C.indd 44 17/09/2014 11:31

Type Single-seat air superiority � ghter

PowerplantTwo Pratt & Whitney F100-PW-220 low-bypass turbofan engines developing 17,450lb (77.62kN) dry thrust and 23,770lb (105.72kN) thrust with afterburner

Performance

Maximum speed 1,875mph (3,000km/h), or Mach 2.5+, at 45,000ft (13,716m); service ceiling 65,000ft (19,810m); combat radius 1,000 miles (1,610km) unrefueled; ferry range with 730-US gallon conformal fuel tanks and three external fuel tanks 3,450 miles (5,520km)

Weights Empty 28,000lb (12,975kg); maximum take-o� weight 68,000lb (30,600kg)

DimensionsSpan 42ft 9.75in (13.05m); length 63ft 9in (19.43m); height 18ft 8in (5.69m); tailplane span 28ft 3in (8.61m); wheel track 9ft 0.25in (2.75m); wheelbase 17ft 9.5in (5.42m); wing area 608 sq ft (56.48 sq m)

Armament

One internal M61A1 Vulcan 20mm cannon with maximum of 940 rounds; provision for up to four AIM-9M Sidewinder missiles and up to four AIM-7M Sparrow or AIM-120C AMRAAM missiles; one fuselage and eight wing hardpoints for drop tanks, AN/ALQ-119(V) or AN/ALQ-131(V) electronic countermeasures pods; two 600-US gallon drop tanks are usually accommodated on mid-wing station

First � ightJuly 27, 1972 (F-15A); July 7, 1973 (F-15B); February 26, 1979 (F-15C); June 19, 1979 (F-15D)

F-15C EAGLE SPECIFICATIONS

The 173rd Wing’s aircraft have 6,000 to 7,900 fl ying hours behind them, about 20 per cent more than the average Eagle.

‘I have to pinch myself every day to believe this is real’, said Smith, referring to the breathtaking beauty of inland Oregon — west of the Cascade Mountains and south of scenic Crater Lake — where sunshine and a glass-like sky are ideal for training, year around. Now that the 173rd Wing is the only Eagle training unit for US forces, both the cadre at Klamath Falls and the prospective F-15 pilots who train there are delighted at the fl ying conditions and the learning opportunities.

‘The western side of the state gets fogged in with low clouds and poor visibility’, wing commander Baenen explained. ‘But the eastern side of Oregon, where we’re at, has spectacular fl ying weather almost every day of the year.’

Klamath Field instructors are probably the most experienced Eagle pilots in the world, reckons operations group commander Col Wes ‘Pappy’ French. ‘Our average pilot has 1,000 more F-15 hours than at any other base’. French has 3,500 hours in the F-15. ‘We have a level of expertise here that no-one else can match. Most of our pilots have previously been active-duty and most have been in combat.’

The 29 instructors in the 173rd Wing have an average of almost 1,800 cockpit hours in the F-15. The average has declined from 2,000 because of retirement by a handful of old-timers like Col Rich ‘Peewee’ Kelly and Col James C. Miller, each with 4,000 hours, in recent years. Incidentally, Klamath Falls’ Kelly and Miller are the number 2 and number 3 high-hour US Eagle pilots, behind Brig Gen Jon ‘JB’ Kelk of the Missouri Air National Guard who has 4,100 hours and is credited with shooting down a MiG-29 during Operation ‘Desert Storm’ in 1991.

When men and machines traveled from Fresno to Klamath Falls to rehearse and refi ne the art of war, and when others converge on Oregon from all directions, their lives revolve around a combat aircraft that many still consider the best fi ghter in the world. The concept that fi ghters exist in generations and that the F-15 is merely a fourth-, not fi fth-, generation fi ghter, is a handy marketing tool for industry, but no Eagle jock is going to accept terminology that puts his aircraft anywhere in the rankings except in fi rst place.

Boeing, formerly McDonnell Douglas, claims that its F-15 has an air-to-air combat score of 104 to 0. If we count Israeli operations that may not have been made fully public, the real ratio could be as high as 180 to 1. As far as anyone in the 173rd Wing knows, and they have studied this, no enemy fi ghter has ever shot down an F-15.

Pilots in the 173rd Wing, while far from modest, are not willing to criticize any other unit or aircraft. But hang around them long enough and the impression is unmistakable: they believe the vaunted F-35 Lightning II Joint Strike Fighter is no competition for their F-15 in an air-to-air knife fi ght. This past summer, Washington was embarrassed when it wanted to, but couldn’t, fl y the F-35 across the Atlantic to attend airshows at Fairford and Farnborough in England.

Flying and fightingWith only 183 F-22 Raptors in service (of 187 built) and the F-35 nowhere near operational

‘I have to pinch myself every day to believe this is real’

Lt Col Je� ‘Sled’ Smith


42-51 173rd FW C.indd 45 17/09/2014 11:31

A pair of 173rd FW F-15Cs cavorts for the camera in the Juniper/Hart MOA complex, the 173rd FW’s primary training airspace.

The F-15C instructor cadre is full of highly experienced pilots

from around the air force.

Maintainers load an AIM-120 AMRAAM inert training round.


42-51 173rd FW C.indd 46 17/09/2014 11:32

service (even though 101 airframes are fl ying), the Eagle remains the primary US air-to-air fi ghter. Retired Lt Col Robert Buck, who transitioned into the F-15 with the 173rd Wing in 2010, told this magazine that today’s upgraded F-15C can ‘kick the other guy’s butt’. Said Buck: ‘There is a certain purity to having only an air-to-air mission and drilling, drilling, drilling every day to get it right. They say the F-35 is a ‘multi-role fi ghter’ and that’s good, but if I fi nd myself in a furball [an air-to-air slugfest involving large numbers of fi ghters], I would like to have my F-15, thank you.’

A different F-15 pilot told the author he wonders whether anyone can maintain a high level of profi ciency when tasked to fl y several different missions, as F-35 pilots will be expected to do. Some analysts are skeptical of multi-mission aircraft, even of the Eagle’s close cousin, the F-15E Strike Eagle. The C and D have long been ‘wired’ for air-to-ground work (as were the A and B models, which are no longer in inventory) but crews have never trained for it and the aircraft has never been used for anything but the air-to-air mission.

A couple of years ago, the Obama administration was planning to put much of the Eagle fl eet to pasture. A select few airframes would be modernized with state-of-the-art radar, among other improvements, and the rest would go to the boneyard. That radar is a reference to the AN/APG-63(V)3 active electronically scanned array (AESA) unit. While the F-15 inventory has declined from 438 in 2008 to about 300 today — and the 173rd’s aircraft are not being upgraded with the new radar — an all-out retirement of this aircraft type is now far in the future. When we went to press, with troubles brewing in Ukraine and in the Middle East, the Pentagon announced it was cancelling plans to withdraw F-15s from Europe. This reversed a March statement by NATO commander Gen Philip M. Breedlove — a fi ghter pilot — that the US Air Force intended to retire 51 Eagles, including 21 based overseas, starting in Fiscal Year 2015. Twenty-one F-15Cs serve with the 493rd Fighter Squadron ‘Grim Reapers’ at Royal Air Force Lakenheath, England.

To prepare pilots and maintainers for duty at places like Lakenheath, the 173rd Wing typically fl ies about 5,000 hours per year, although the fi gure spiked to around 6,000 with the training of Fresno pilots. The F-15 training course, as noted below, can vary with the experience level of the pilot being trained. While most undergo a standard ‘B’ Course (‘B’ for ‘basic’), the length of the course, including the number and type of sorties, can be adjusted to the needs of the individual pilot.

The 173rd Wing’s airdrome, Kingsley Field, has a long history of accommodating those who practice the profession of aerial arms. The US Navy built the airfi eld in 1942. In the post-WW2 era, it became Kingsley Air Force Base, named for 2nd Lt David R. Kingsley, a native of nearby Portland who died while a bombardier on a B-17 Flying Fortress mission to Romania and was posthumously awarded the Medal of Honor. The US Air Force closed the base in 1978 but it was re-opened as an Air National Guard facility in 1980. Co-located with Klamath Falls Municipal Airport for many years, the airfi eld is now dominated by the Guard. In September 1995, the Air National Guard assumed the airport tower control from

‘We have a level of expertise here that no-one else can match. Most of our pilots have previously been active-duty and most have been in combat’ Col Wes ‘Pappy’ French

Two F-15Cs � y over the picturesque Crater

Lake, located to the north of Klamath Falls.


42-51 173rd FW C.indd 47 17/09/2014 11:32


42-51 173rd FW C.indd 48 17/09/2014 11:32

the Federal Aviation Administration. More recently, the base received huge increases in funding and resources in order to take over the training of all Eagle pilots.

Building it betterTwo years ago, Klamath’s 10,300ft runway was re-paved in a joint effort with the city, the FAA, and the National Guard Bureau. For the fi rst time, arresting cables were installed for use in emergency landings. Included in new construction was a joint Armed Forces Center shared with the Army National Guard.

The wheels are still turning in the Oregon Airspace Initiative, which will give the 173rd Wing’s companion Guard unit in Oregon, the 142nd Fighter Group ‘Redhawks’ at Portland, an expanded Military Operations Area (MOA). The initiative is important in Klamath Falls because it would reduce congestion in 173rd Wing operations. The increase in 173rd Wing student production and a gradual increase in F-15C fl ying-hour costs — attributed primarily to higher fuel costs — has combined to make it more challenging for the 142nd Wing to use the 173rd Wing’s existing MOA as back-up airspace. Developing airspace closer to Portland will allow the 142nd to better focus limited fl ying-hour resources on training. Establishing overland operating airspace closer to the 142nd Wing — under the proposal, it would be called the Redhawk MOA — would eliminate the need to schedule back-up airspace and improve effi ciencies for all airspace users.

The 173rd Wing is happiest when its members are doing their job, French told CA. ‘F-15 fi ghter training is the most diffi cult for a student to go through’, he said. ‘Our motto is ‘no slack’. It’s a funny thing. Some wings have a mascot. We have a mantra. Many years ago, we had a class that created the term. There are no breaks. There is no going easy on people. Our thought process is that if someone doesn’t meet our standards on a ride, there is no reason to push him ahead to the next event until he’s got that ride right’. In fact, the nickname of the wing’s 114th Fighter Squadron is ‘The Land of No Slack.’

If any leeway is to be granted anywhere, it happens earlier in the process of maturing an Eagle pilot. By the time a B-Courser (the term for an F-15 student) arrives at Klamath Falls, the new pilot has already been in the Air Education and Training Command (AETC) pipeline for almost two years. To earn silver pilot wings, the newcomer had to complete a rigorous Undergraduate Pilot Training (UPT) course that includes hours in the T-6A Texan II and T-38C Talon. A fl edgling fl yer also spends plenty of time in classrooms and simulators, and in a water survival course.

Once chosen for F-15 duty, a newly-winged pilot goes to an Introduction to Fighter Fundamentals (IFF) course in the AT-38C Talon at one of three locations (Columbus Air Force Base, Georgia; Vance Air Force Base, Oklahoma; Sheppard Air Force Base, Texas). A tiny number don’t make it into an F-15 cockpit because of diffi culty with high G or other issues. Most of these continue pilot careers in ‘heavy’ aircraft.

At Klamath Falls, a prospective Eagle jock gets a month-and-a-half of 12-hour days of academics and simulators and then proceeds to the cockpit. The 173rd Wing completes the fi rst

An F-15C instructor rolls the mighty Eagle

onto its back and pops decoy � ares.


42-51 173rd FW C.indd 49 17/09/2014 11:32

‘They say the F-35 is a ‘multi-role fi ghter’ and that’s good but if I fi nd myself in a furball, I would like to have my F-15, thank you’ Lt Col Robert Buck

173rd FW F-15C/Ds gaggle around a 92nd Air Refueling Wing KC-135R.

Set against a stunning cloud backdrop, a four-ship of 173rd

FW F-15Cs breaks for the camera.


42-51 173rd FW C.indd 50 17/09/2014 11:33

three rides in the two-seat F-15D model. The student sits in the front seat on the fi rst syllabus sortie and goes solo on his fourth fl ight. During early solo fl ying, the trainee fl ies in the number two slot in formation with an instructor pilot as number one.

In the very fi nal stages of training, even though the 173rd Wing doesn’t want to fl unk anyone, some new pilots prove unsuitable for the air-to-air combat mission. At one stage or another, about 10 per cent of those who reach Klamath Falls don’t fi nish the F-15 syllabus. Nearly all continue pilot careers fl ying other aircraft types.

Busting the B-CourseBefore getting fancy, the typical B-Courser spends three months learning Eagle basics. ‘You arrive thinking you’re really good and by the time you leave, you have a better perspective’, said an F-15 pilot who completed the B-Course and went on to fl y with the Massachusetts Air National Guard. ‘A fi ghter pilot is supposed to be arrogant. It comes with the green bag [fl ight suit] and sunglasses. But by the time you graduate, you have a better mix of arrogance and humility’. Another pilot reckoned ‘F-15 training is the hardest thing I ever went through.’

Near the end of the training syllabus — which, again, varies according to the needs of the student — a new F-15 pilot is subjected to Dissimilar Air Combat Maneuvering (DACM), although it is increasingly diffi cult to schedule dissimilar fi ghters from other units to act out the role of mock adversary. ‘Our overland airspace is already is in the top fi ve per cent of training space I’ve seen anywhere in the world’, said French. ‘We get a lot of support from the 92nd Air Refueling Wing at Fairchild Air Force Base, Washington’. That unit usually provides the B-Courser’s fi rst opportunity to plug in to a KC-135 Stratotanker to practice in-fl ight refueling. ‘We’ve been doing this for so long we know we can count on each other. They get their training on fi ghters just as we get our training hooking up on, and breaking away from, a tanker.’

The course includes simulated combat of every type an F-15 pilot can expect to encounter, French said. ‘You start out with simple things like just getting the jet started, but near the end you’re doing simulated war with maybe 30 Eagles engaging 30 ‘Flankers’’. At the end of it all, there is a degree of anti-climax — a very low-key graduation ceremony followed by transfer to an operational unit where the pilot must still undergo Mission Qualifi cation Training (MQT).

The 173rd Wing was once the last operator of the F100-PW-100 turbofan engine in the F-15 fl eet, but now has F100-PW-220 with digital electronic controls. The engine is rated at 17,450lb (77.62kN) basic thrust. No -100 engines remain in the US inventory.

Full details of the future of the US F-15 Eagle fl eet will be elusive until Congress and the administration resolve the issues surrounding the budget constraint known as sequestration. One thing that won’t change is the mission at Kingsley Field in Klamath Falls. ‘This is a very exciting time for us’, said ops group commander French. And few people are more excited than the promising young airman who slides into an F-15C cockpit for the fi rst time. Kingsley-based F-15Cs climb and

punch out decoy � ares.

Pilots mass at the outbrief ready to ‘step’ to their awaiting jets.


42-51 173rd FW C.indd 51 17/09/2014 11:33

With production gathering pace and the aircraft operational with the Pakistan Air Force, Pakistan, together with its Chinese partners, is now looking for export customers for the JF-17 Thunder. Combat Aircraft visited Pakistan to learn more about the aircraft.

report and photos: Rogier Westerhuis

IN THE 1980s, the Pakistan Air Force (PAF) started looking for a successor for its aging fl eet of Shenyang F-6s and a future replacement for the Mirage, Nanchang A-5III and Chengdu F-7 fl eets. Initially, a

further modernized version of the F-7 was considered under the Sabre II project, but this idea was later abandoned. During 1992 China offered the joint development of a new fi ghter instead. This proposal was an attractive one, as China would design and build an aircraft tailored exclusively to the PAF’s requirements and specifi cations. It was accepted, and work on the specifi cations of the new aircraft started, taking into account the future arrival of new air assets in the region. The Pakistani government declared it a Project of National Importance in 1998, followed by signature of a Memorandum of Understanding with China.

In 1999 a fi nal contract agreeing on the co-production and co-development of the JF-17 (at the time still named the Chengdu FC-1/Super 7) was signed. Thus, the project could enter its next phase with all parties agreeing on the details. The development plan was reviewed after Pakistan conducted a series of nuclear tests in May 1998, in response to similar Indian tests, and when international sanctions were put into place against Pakistan. This meant that Western avionics, something the PAF was initially keen to incorporate into the design, became impossible to acquire and the successful continuation of the project was put in serious doubt. In order to reinvigorate it, in 2001 the decision was made to carry on development of the airframe and to develop the avionics package separately and at a later stage. The advantage of this reached beyond the fact that the project could continue without delay; it

also meant that the aircraft is now equipped with systems more modern than those originally envisaged.

First � ightFollowing the decision to focus development efforts on the airframe, progress was swift. By the end of September 2001 the detailed design of the aircraft was fi nalized and construction of prototypes could begin. The initial JF-17 prototype fi rst fl ew in September 2003. Just over two-and-a-half years had passed since design fi nalization and the decision to exclude the avionics package. In that same period the aircraft was offi cially named as the JF-17 Thunder.

A second fl ying prototype (the third to be built) took to the skies on April 9, 2004. The second airframe produced was used for load testing, and the fi fth for fatigue testing and for certifi cation and qualifi cation purposes. Six prototypes (registered PT01 to PT06) were made. The fourth and sixth aircraft were also used for fl ight-testing.

Before series production started, eight SBP (Small Batch Production) JF-17s were completed with the aim of fi nishing the development process of the aircraft itself, as well as validating the production process. All the SBP aircraft were built in China — the fi rst two were air-freighted to Pakistan in early March 2007, just in time to be shown to

The JF-17 is a lightweight, single-engine, multi-role � ghter available for approximately a third of the cost of other such aircraft in its class. Combined with excellent performance it makes an attractive option for countries with a limited budget. This photo shows a pair of JF-17s with Uchalli Lake in the background.


52-57 JF-17 C.indd 52 19/09/2014 08:54


52-57 JF-17 C.indd 53 19/09/2014 08:55

26 Squadron was raised on August 30, 1967, to formalize the operational training of � ghter pilots on the F-86 Sabre. It was originally located at Masroor but later moved to Peshawar. The squadron trained over 400 Pakistani pilots and 150 student pilots from other nations. It also participated in the 1971 con� ict, � ying over 300 sorties in air defense, counter-air and close support roles. Throughout the war the pilots of 26 Squadron frequently attacked the Indian Air Force bases of Srinagar and Awantipura. In addition to two enemy aircraft destroyed on the ground, the unit’s pilots also challenged the IAF in the air, and achieved three kills.

By the end of the 1970s, the Sabres had become obsolete. 26 Squadron was re-equipped with the F-6 in December 1980 and designated as an air superiority squadron. Four years later, the F-6s were replaced with A-5IIIs and the role was changed to tactical attack. In 2007, the unit was the � rst selected to convert to the JF-17, and re-equipped with the new � ghter in 2010. It is still based in Peshawar.

26 SQUADRON ‘BLACK SPIDERS’

with A-5IIIs and the role was

In 2007, the unit was the � rst

an enthusiastic crowd during the Pakistan Day Armed Forces Parade in Islamabad on March 23. One of them (serial 07-101) was painted in a special livery depicting the Chinese and Pakistani fl ags, celebrating the relationship between the two countries. Both aircraft joined the JF-17 Test and Evaluation Flight at Pakistan Aeronautical Complex (PAC) Kamra.

The fi nal six SBP aircraft arrived in the fi rst quarter of 2008 and also joined the Test and Evaluation Flight to complete phase two of that program. Its purpose was to optimize the aircraft for operations with the PAF. During that same period, the PAF trained pilots and technicians to fl y and maintain the aircraft in preparation for the establishment of a fi rst Thunder squadron.

Serial production startsThe initial contract for serial production comprised 42 aircraft. Whereas the prototypes and SBP airframes were all built in China, new and ultra-modern production facilities were set up at PAC Kamra, where serial production started in 2008. The fi rst locally-produced aircraft was rolled out in November 2009.

PAC Kamra is currently responsible for 58 per cent of the production process and has the capacity to build 16 to 25 aircraft per year. The remaining 42 per cent of work is done in, or imported from, China. 26 Squadron ‘Black Spiders’ was the fi rst squadron to transition to the JF-17, having been chosen as such in February 2010. This marked the start of the retirement of the A-5III ‘Fantan’, the initial type to be replaced by Pakistan’s new fi ghter. 26 Squadron is stationed at PAF Base Peshawar in Khyber Pakhtunkhwa, formerly known as North-West Frontier Province. The PAF has ordered 150 aircraft with an option for 50 more.

Following on in the re-equipment process was 16 Squadron ‘Black Panthers’, which offi cially transitioned to the JF-17 in April

This photo: A 16 Squadron JF-17 in a zoom climb, a maneuver typical for the interception of enemy aircraft — one of the JF-17’s many tasks.

Left inset: Pakistan’s Chief of Air Sta� , Air Chief Marshal Tahir Ra� que Butt. PAF

The JF-17 is equipped with the Russian-designed RD-93 turbofan engine, a re-design of the RD-33 found in the MiG-29. It is believed that the powerplant produces 98kN thrust, providing excellent short take-o� and landing capabilities.


52-57 JF-17 C.indd 54 19/09/2014 08:55

2011 after moving from PAF Base Peshawar to PAF Base Minhas the previous month. The latter shares its runway with PAC Kamra. The squadron’s designation changed from ‘Tactical Attack Squadron’ to ‘Multi-role Squadron’ to better refl ect the capabilities of the Thunder. It also functions as the Test and Evaluation Unit for the JF-17 fl eet.

Wg Cdr Ronald Afzal Khokhar, 16 Squadron’s commanding offi cer, explains more: ‘We are tasked with both the air-to-air [and] air-to-ground roles. Secondary roles include the continuation training of new crew as well as assisting PAC with the implementation of various modifi cations to the aircraft’. Currently, all those selected to fl y the JF-17 are experienced fi ghter pilots. Wg Cdr Ronald continues: ‘We have set high criteria for new pilots selected to fl y the JF-17. Although all of them have a minimum of 300 hours in jets, they have different backgrounds, having previously fl own a variety of fi ghters. To be considered for the JF-17, a pilot needs to have ratings of ‘above average’ in a variety of areas including academics.’

The fi rst few pilots and technicians were trained in China, but since then PAC has

co-developed a modern JF-17 full-mission simulator. The PAF has also implemented its own training syllabus, with basic training on the JF-17 conducted by 26 Squadron, and 16 Squadron responsible for continuation training.

Hybrid � y-by-wireThe JF-17 has a Russian-designed RD-93 turbofan engine, an improved re-design of the RD-33 that is found in the MiG-29. It is believed that the engine produces 22,000lb (98kN) of thrust, and it contributes to the aircraft’s excellent short take-off and landing capabilities. Wg Cdr Ronald says: ‘The JF-17 has a thrust-to-weight ratio of 1:1.1, which gives it ample power. [It] has a digital hybrid fl y-by-wire fl ight control system. The advantage of fl y-by-wire is that it permits the pilot carefree handling and for him [although the PAF has female fi ghter pilots, none are currently fl ying the JF-17] to concentrate on the mission. Its fl y-by-wire system will ensure the aircraft stays within its fl ight envelope.’

In the case of the JF-17, ‘hybrid’ means that pitch is controlled through computer inputs whereas yaw and roll are mechanically

controlled but computer-assisted. Wg Cdr Ronald: ‘The aircraft has great maneuverability, which is a real advantage in both the air-to-ground as well as the air-to-air roles. It has a modern ‘glass’ cockpit, its key feature being three full-color multi-function displays. A lot of time and effort has gone into the design of the man-machine interface and all key functions can be controlled by the fl ick of a switch [hands on throttle and stick, HOTAS]. Having had the privilege of fl ying many fi ghters I must say that the JF-17 is more pilot-friendly, especially during take-off and landing. The JF-17 is a great asset for the nation and most importantly, we don’t need to ask anyone if we want to make changes or install new equipment. It is our aircraft that we can modernize as and when we like!’

Multi-roleOne of the long-standing wishes of the PAF was fulfi lled with the introduction of the JF-17: the ability to carry a beyond visual range (BVR) air-to-air missile. The aircraft is equipped with a modern Chinese avionics package comprising a weapons and mission management computer, GPS

‘After the decision was

made to pursue Pakistan’s dream

of building its own fi ghter,

the design and development

phases proceeded quickly — faster

than the design of any other modern fi ghter developed

in recent years’


52-57 JF-17 C.indd 55 19/09/2014 08:55

and INS navigation, wide-band radios and a comprehensive self-protection package including chaff and fl are dispensers and a missile approach warning system. It can also be fi tted with a KG-300G self-protection jammer. The cockpit is compatible with night-vision equipment; however, at the time of writing, this had not been introduced.

The Nanjing KLJ-7(V)2 radar, also co-developed and co-produced by PAC, currently equips the JF-17. This X-band fi re-control radar uses a mechanically steered slotted-array antenna. It has multiple modes, making it suitable for the air-to-air, air-to-sea and air-to-ground roles. The radar can scan over 40 targets, track up to 10 of them in track-while-scan mode, and simultaneously fi re two BVR missiles. It has terrain-avoidance capabilities and an air-to-sea mode suitable for smooth as well as rough sea conditions.

It is this radar, together with the SD-10A active BVR air-to-air missile (currently under study by PAF for employment on the JF-17), that will fi nally give the PAF its long-awaited BVR capability and add much to the aircraft’s air combat prowess. The PAF hopes in future to upgrade the radar system to an electronically scanned array.

A versatile radar and modern avionics permit the employment of a wide variety of air-to-ground as well as air-to-air weapons, such as the PL-5EII advanced short-range air-to-air missile and high- and low-drag Mk82, Mk83 and Mk84 bombs. It can carry a laser designator and targeting pod, allowing the use of LT-2 and LT-3 laser-guided bombs

as well as the LS-6 satellite-aided inertially-guided bomb. The C-802A radar-guided anti-ship missile gives the aircraft an air-to-sea capability. Currently, modifi cations are under way to enable the JF-17 to carry the CM-400AKG supersonic anti-ship and stand-off land attack missile. This is believed to travel at speeds up to Mach 4, making it hard to intercept and providing enough kinetic energy at impact to destroy a high-value target. In Pakistan the weapon is referred to as the ‘carrier killer’. A digital weapons interface is available on each hardpoint, increasing fl exibility.

In standard confi guration the aircraft will be fi tted with two SD-10As, two PL-5EIIs and two or three external fuel tanks. For close-range combat the JF-17 has a GSh-23 twin-barrel 23mm cannon that can carry up to 180 rounds of ammunition.

JF-17 Block IIDuring a ceremony held at PAC Kamra on December 18, 2013, the PAF’s Chief of Air Staff, ACM Tahir Rafi que Butt, took delivery of the 50th JF-17, completing the fi rst two orders (including the SBP) and marking receipt of the fi nal Block I aircraft. An audience consisting of local media, Chiefs of Staff of Pakistan’s other services and other government and industry offi cials from Pakistan and China attended. Pakistan’s Prime Minister Nawaz Sharif was invited to inspect the JF-17 up close, and to inaugurate both production of the JF-17 Block II and the second batch of 50 aircraft for the PAF.

Manufacturers often make use of a block concept, allowing a number of aircraft to be built in accordance with a fi xed set of specifi cations. Although minor changes and upgrades will often be tested and sometimes introduced while a certain block is still in production, major alterations are generally introduced as a standard specifi cation with the start of production of a new block or batch of aircraft. Production of the JF-17 is undertaken in blocks of 50 airframes, each successive block being an upgraded version of the preceding one.

The JF-17 Block II has improved avionics, strengthened wing roots so it can carry an additional 3,000lb of stores, further-optimized maintenance provisions and improved operational capabilities. Clearly visible is the air-to-air refueling probe, a concept fi rst tested on a Block I aircraft.

Joint sales and marketingDuring the roll-out ceremony for the 50th PAF aircraft, the PAF and the China National Aero-Technology Import and Export Corporation (CATIC) signed a joint sales and marketing agreement. The aircraft fi rst attended an international airshow at Farnborough in 2010 and has participated in a number of others since. After recent international exposure, several air forces have shown an interest in the aircraft — Egypt, Sri Lanka and Venezuela have all been mentioned. As a result the PAF and CATIC agreed to formalize increased sales and marketing co-operation and to increase their efforts to sell the JF-17 internationally.

The JF-17 isn’t the � rst aircraft Pakistan has co-developed with the Chinese. The CATIC Karakorum K-8 was sold to a number of overseas clients and made the decision collaboratively to develop the JF-17 much easier.


52-57 JF-17 C.indd 56 19/09/2014 08:56

This unit was established in 1957, equipped with F-86F Sabres. After six years of operations, 16 Squadron was disbanded in 1963 to be re-activated on April 13, 1970, again � ying Sabres out of Masroor. In February 1971 it was designated as a Fighter Leader School. During the 1971 war with India, the squadron’s pilots were dispersed to operational units, and it was disbanded in October 1972. 16 Squadron was re-formed again and equipped with the Shenyang F-6 at Ra� qui. In February 1983 it became the � rst unit to re-equip with the Chinese-built A-5III and was assigned the tactical attack role. Operational training started in April 1983, and over the next year the unit took on the job of converting the pilots of 7 and 26 Squadrons to the A-5. It was also responsible for delivering A-5s to the PAF. In July 1989, it moved to Peshawar and took delivery of two FT-6s to carry out currency checks, check-outs and other training requirements.

On March 25, 2011, the squadron moved to PAF Base Minhas, re-equipped with the JF-17 and was re-assigned as a Multi-Role Squadron with the additional task of being the Test and Evaluation Unit for the JF-17 � eet. 16 Squadron is now a fully-operational JF-17 unit.

16 SQUADRON ‘BLACK PANTHERS’

to PAF Base Minhas, re-equipped

Squadron with the additional

The JF-17 is incredibly simple and safe to fl y, even for less experienced pilots. Currently the type is only produced as a single-seater, meaning that every pilot’s fi rst trip in a JF-17 has been solo. The PAF is comfortable with this concept, as it has operated other types without a dual-seat version, such as the A-5III. However, in order to be successful in an international market a two-seater is desirable, and a prototype is currently under development in China. It has not been confi rmed when this will be available for series production.

PAC and CATIC aim to capture the market by offering a modern, versatile and cost-effective option for countries looking to replace their aging fl eets of third-generation fi ghter aircraft. Wg Cdr Ronald continues: ‘The performance of the JF-17 can be compared with that of other fi ghters in the same class. The aircraft is maneuverable, can carry similar amounts of fuel and can carry a wide range of weapons. However, one of the biggest advantages of the JF-17, in addition to the fact that its systems are less likely to be affected by sanctions, is that it is available at much lower cost than other fi ghter aircraft in this class. It is this price, combined with the aircraft’s excellent performance, that makes it a very attractive option for countries with a limited budget.’

A bright futurePakistan has already successfully produced and sold the K-8 Karakorum and MFI-17 Mushshak training aircraft. After the

decision was made to pursue Pakistan’s dream of building its own fi ghter, the design and development phases proceeded quickly — in fact, faster than the design of any other modern fi ghter developed in recent years. Co-production with China meant that good ties with its northern neighbor have since improved further, and the project has provided great impetus to Pakistan’s aviation industry. It has allowed for the rapid expansion of infrastructure, avionics and aerospace industries as well as technological know-how that can be used not only in the aviation industry but also in other high-tech fi elds. The JF-17 is an affordable yet

modern and versatile fi ghter that will serve Pakistan and, undoubtedly, other air forces for many years to come. Not threatened by international sanctions and capable of being modifi ed as per the PAF’s own requirements, the JF-17 is set to have a bright future and play a vital role in protecting the skies of Pakistan.

Clearly visible is the JF-17 Block II’s new, but somewhat crude, refueling probe.

Wg Cdr Ronald, commander of 16 Squadron, is one of the most experienced JF-17 pilots. He has demonstrated the aircraft at air shows in Dubai, China and Turkey.


Acknowledgements: Thanks to ACM Tahir Ra� que Butt, Air Cdre Tariq Mahmood, Gp Capt Mashkoor Hussain, Wg Cdr Nadeem Khan and everyone else who contributed to the success of this project.

52-57 JF-17 C.indd 57 19/09/2014 08:56

THE RECENT MEDIA attention attracted by Eglin AFB’s 33rd Fighter Wing has largely centered upon the F-35A engine failure in June that led to the no-show of

the Lightning II at UK air displays in July. However, despite this setback, the wing has continued to play an important role in the training of future F-35 pilots, including those of the program’s international partners.

A unique feature of the 33rd FW is that US Air Force as well as US Marine Corps and US Navy pilots attend the wing’s training course, although the Marines are now moving out. In addition, pilots of the Royal Air Force, Royal Navy and Royal Netherlands Air Force, as partners within the F-35 program, are detached to the 33rd FW for their transition to type. The USAF and RNLAF pilots fl y the aircraft of the 58th Fighter Squadron, which has 26 F-35As at its disposal. The USMC and the RAF/RN pilots fl y F-35Bs that are part

The 33rd Fighter Wing’s transition

to the F-35 is progressing

rapidly, not just for US forces, but also international partners. CA visits

the F-35 Integrated Training Center

to report on the Royal Netherlands Air Force (RNLAF) and its increasing

presence in the F-35 program.

report: Frank Visser

RNLAF F-35 PROGRAM GAINS MOMENTUM

58

58-63 Dutch F-35 C.indd 58 18/09/2014 15:32

59

Main photo: Maj Laurens Jan ‘Sjoak’

Vijge was the � rst Dutch F-35 pilot and is now an

instructor. He is seen here alongside F-002 at Eglin

AFB. Frank Crébas/Bluelife Aviation

Inset: Col Bert ‘Vidal’ de Smit

is the commander of the Dutch Stateside OT&E

team. He also became the second Dutch F-35 pilot.

Frank Visser

58-63 Dutch F-35 C.indd 59 18/09/2014 15:32

of Marine Fighter Attack Training Squadron 501 (VMFAT-501). This unit’s presence at Eglin AFB will come to an end before long as it completes its move to Marine Corps Air Station Beaufort, South Carolina, which is already well in progress.

Strike Fighter Squadron 101 (VFA-101) is the fi nal part of the 33rd FW structure at Eglin AFB. It fl ies the F-35C carrier version. All in all, the 33rd FW has at its disposal 1,500 staff and almost 50 F-35s. The maximum capacity of the wing is 59 aircraft. The monthly number of F-35 sorties in the US currently stands at around a thousand, of which one third are carried out by the 33rd FW.

As the program and F-35 production gain momentum, the 56th FW at Luke AFB, Arizona has also begun transition. It will become the training unit for US Air Force F-35 pilots and will also parent training for overseas Lightning II operators. The fi rst few aircraft have already been delivered to Luke and 144 F-35As will eventually be stationed there. This does not imply, however, that Eglin AFB will be left empty-handed, as the training of maintenance personnel at least will continue here.

Training syllabusFor several years Dutch military and civilian personnel, being ‘Level 2’ partners in the F-35 program, have been involved in the further development of this so-called ‘fi fth-generation’ fi ghter, for example in the System Development and Demonstration (SDD) phase at Edwards AFB, California, and at Fokker Aerostructures in the Netherlands. For some time another Dutch team, consisting of pilots and technical personnel, was ready to make the technological leap from the F-16 to the F-35A. Since the Dutch government was coerced into postponing a number of important decisions concerning the F-35 purchase, this particular team could not start training until 2013. The two Dutch test aircraft (F-001 and F-002) that were previously purchased had been assembled before the Dutch F-35


This photo: Col Bert de Smit climbs up the integrated access ladder of a 58th FS F-35A. Frank Crébas/Bluelife Aviation

Below left to right: The helmet is still cited by many pilots as being problematic, despite a huge e� ort to eliminate a number of problems like latency and jitter in the enhanced vision system. Frank Crébas/Bluelife Aviation

The Electro-Optical Targeting System (EOTS) is essentially a Sniper targeting pod re-packaged into a stealthy housing under the nose. However, despite its lineage from the popular Sniper system, EOTS has come in for criticism over poor performance. Frank Crébas/Bluelife Aviation

58-63 Dutch F-35 C.indd 60 18/09/2014 15:32

‘After six months you get to know this aircraft well. Flying becomes [more automatic] and you are able to assess the speed just by listening to the sound of the engine’ Maj Laurens J. W. Vijge

program ran into political trouble and were kept airworthy by Lockheed Martin test pilots. Eventually, Maj Laurens J. W. Vijge was honored to be the fi rst RNLAF pilot to begin the course. As a weapons instructor with 15 years of experience fl ying the F-16, Maj Vijge therefore fulfi lled one of the key US requirements to be met at this stage, and he started his training at Eglin in October 2013.

Each pilot starts with 210 hours of classroom instruction, the so-called academics training, which is spread over fi ve weeks. In this period, students attend interactive lessons, Electronic Mediated Lecture (EMLs), and Pilot Training Aid (PTA) simulations. Subsequently, the

four-week Device Training begins, including ejection seat maintenance training and 18 Full-Mission Simulator (FMS) fl ights. The FMS features a state-of-the-art replication of Eglin’s local area so that pilots are optimally prepared for their fi rst fl ight.

On December 18, 2013, after nine weeks of training on the ground, Maj Vijge fl ew his fi rst sortie in F-35A F-001 (the initial Dutch test aircraft), accompanied by instructor pilot (IP) Lt Col Matthew Renbarger, commanding offi cer of the 58th FS, fl ying alongside. Maj Vijge became the fi rst foreigner to fl y the conventional take-off and landing (CTOL) version of the F-35. With his maiden fl ight the Netherlands became


58-63 Dutch F-35 C.indd 61 18/09/2014 15:32

the second partner country to begin operating the F-35, after the UK.

Flight training at Eglin AFB consists of six sorties with an IP wingman. During the fi rst three, the emphasis is on instrument fl ying, quite regularly using the Duke Field auxiliary fi eld, just north of Eglin. Flight four is an air-to-air mission, and the use of the Electro Optical Targeting System (EOTS) is practiced during fl ights fi ve and six. The ‘taxi ride’, a compulsory ground element that had to be carried out by each pilot before his fi rst fl ight, has now been dropped.

The head of the Dutch F-35 Operational Test & Evaluation (OT&E) team and former F-16 pilot, Col Bert de Smit is the second Dutch F-35 pilot. He fl ew the F-35 for the fi rst time on April 8, 2014, a crucial step towards gaining the four RNLAF pilots that are mandated for the Dutch contribution to Operational Test and Evaluation (OT&E), which is planned to start on January 1, 2015. The third recently began training and a fourth will complete his course this fall.

During Combat Aircraft’s visit to Eglin in June, the Dutch detachment consisted of 16 personnel, and Maj Vijge and Col de Smit had already fl own 55 and 16 missions respectively. Despite the limited number of fl ying hours, both pilots are now F-35 instructors, and in this role they have also been of huge assistance to the fi rst Australian F-35 pilot.

After expressing his praise for the excellent pilot training at Eglin, Maj Vijge described the F-35A as a ‘very solid training system’ and one that was compatible with the RNLAF F-16 training standards: ‘It turns like a heavyweight F-16, but climbs, descends and accelerates like a clean one’. Col de Smit added: ‘Since

we are in the early stages of the development of this jet and its systems, we will certainly meet with some challenges. One issue is the availability of the Dutch F-35As and the night vision goggles for the HMD [Helmet-Mounted Display].’

‘After six months you get to know this aircraft well. Flying becomes [more automatic] and you are able to assess the speed just by listening to the sound of the engine’, commented Vijge.

As capabilities develop, the syllabus will become increasingly complex. It will eventually comprise 40 fl ights, excluding night sorties and 1-v-1 air combat missions. A positive outcome of these course enhancements is that no supplementary terrain-familiarization fl ights will be necessary once pilots are back home in the Netherlands.

However, the difference between the two Dutch F-35s does currently present something of a problem. The fi rst test aircraft, F-001, was delivered as part of Low-Rate Initial Production (LRIP) batch 3 and in Block 1B confi guration, whereas the second example, F-002, was completed to LRIP 4 Block 2A confi guration. Block 2A, unlike Block 1B, has increased g limits, can climb without any restrictions and all the sensors can be activated. The Block 2A software is also more stable. For OT&E both test aircraft will be updated to Block 2B confi guration, part of the well-known concurrency plan — the aircraft regularly have to return to the Depot for upgrades. During OT&E, another upgrade to Block 3B will be carried out in order to pave the way to Block 3F standard in 2017. Updates will then be carried out every two years.

OT&E at EdwardsOf course, much of the talk about the F-35 currently relates to testing. There’s an awful lot to complete. The two main stages are the Development Testing and Evaluation (DT&E), which has been active at Edwards AFB for some time and which is accommodated by the 461st Flight Test Squadron/412th Test Wing, plus the Operational Test and Evaluation (OT&E) phase, which will also be undertaken at Edwards, by the 31st Test and Evaluation Squadron/53rd Wing.

The OT&E is to be run as a joint effort, since in addition to the USAF, the USMC, USN, RAF/RN and RNLAF will participate with their own aircraft. Twenty-three F-35s (six F-35As, six F-35Bs and six F-35Cs owned by the US, three RAF/RN F-35Bs, and two RNLAF F-35As) will soon congregate at Edwards. They will fl y some 2,200 test sorties during the planned four-year OT&E. A total of 36 missile fi rings and 120 weapon drops are planned at the China Lake, Nellis and Yuma ranges. The immense area of these ranges and the existence of realistic threats on the ground create the ideal practice location. Also scheduled are a further 10,700-plus so-called tactics development, training and support sorties and 5,000 simulator fl ights on the ground. This unique OT&E process involves 12 deployments to other air bases and ships. Selected are, among others, Alpena Air National Guard Base in Michigan and Volk ANGB in Wisconsin. The RNLAF will only take part as an observer in these deployments, and a future feature will detail Dutch OT&E activities as they develop.

Maj Vijge confi rms that the US is very happy for the RNLAF to be participating as

62

This photo: F-002 on the ramp at Eglin AFB, with the squadron sun shelters in the background. Frank Crébas/Bluelife Aviation

Inset: Col Bert de Smit will lead the Dutch involvement in the operational testing e� ort from next year. Frank Crébas/Bluelife Aviation

58-63 Dutch F-35 C.indd 62 18/09/2014 15:33

a partner in the F-35 project right from the start. Other partners, including Norway and Australia, have been less involved. Except for an observer role, they do not yet fl y their own aircraft at Eglin as the British and Dutch do.

The RNLAF views Eglin AFB as part of a transitory phase. The air arm’s team will be at full strength there before leaving Eglin as planned at the end of this year. Col de Smit is convinced that they can gather all the basic knowledge at Eglin, enabling the Dutch to participate as full partners during the four years of the OT&E phase. ‘We really had to seize this opportunity as it is the fi rst time that the US has allowed foreign participants in the OT&E of a fi fth-generation aircraft’. Time is pressing, though, as the OT&E phase will start at Edwards AFB on January 1, and the current engine issues may have a knock-on effect. Despite this, preparations are well under way in the US and the Netherlands.

According to plans, 323 Tactical Training, Evaluation and Standardisation Squadron (TACTESS) will close at Leeuwarden air base on November 1, 2014 and move to Edwards AFB. A key part of 323 TACTESS, the Fighter Weapons Instructor Course (FWIT), will be accommodated by 322 Squadron, also based at Leeuwarden. Preparations at Edwards started with the block of buildings for OT&E: a container setting including a mobile Special Access Program (SAP) facility and offi ce space. Later, this set-up will also be used for the out-of-area operations at Alpena and Volk ANGBs.

In November the Autonomic Logistics Information System (ALIS) will be installed at Edwards. This links various data to permit

optimum supply chain management. A pilot will then be able to transmit maintenance data to the ground during fl ight, reporting, for instance, if parts have to be replaced. On the ground it can then be seen whether this part is in the warehouse or if it has to be ordered. The maintenance hours can then be registered to gain essential time and reduce administration costs. When a pilot starts his next mission, he will log into ALIS to register the latest state of affairs. Sun shelters will also be built to accommodate the 23 F-35s. The accommodation for the staff and other affairs must be completed before January 2015. Nine Dutch quartermasters are already at Edwards and this group will soon be increased by seven. The goal of OT&E for the RNLAF is to validate whether the F-35 meets Dutch requirements. In addition, these four years will be used to acquire the necessary experience with stealth technology, to develop procedures and tactics, to write the manual and record possible limitations. In spring 2015 the two Dutch F-35As will both be available in the Block 2B confi guration.

Col de Smit concludes that OT&E will be vital in order for the RNLAF to be able to operate the F-35 autonomously. Maj Vijge adds: ‘We went from crawling to walking and eventually to running. Now this project has fi nally received the attention it deserves’. Partnership in the F-35 program with its own test aircraft presents a unique chance for the RNLAF to become a front-runner. The RNLAF can look forward with optimism and is well positioned to enjoy the same lead role that it currently has at the head of the European Participating Air Forces (EPAF) F-16 community.

‘The F-35A turns like a heavyweight F-16, but climbs, descends and accelerates like a clean one’ Maj Laurens J. W. Vijge

63

58-63 Dutch F-35 C.indd 63 18/09/2014 15:33


EXERCISE REPORT

64-69 USAF in Greece Crev.indd 64 19/09/2014 08:53

AS FORCE LEVELS diminish, partnerships between allies are becoming ever more important. Therefore, the need to train together and share doctrines and tactics

does likewise.‘I can’t stress enough how important and

valuable these large-force training exercises are’, said Col Pete Bilodeau, commander of the 52nd Fighter Wing, parent organization of the 480th Expeditionary Fighter Squadron. ‘Training deployments like this one keep our pilots, maintainers and support personnel sharp and ready. Ultimately we train like we fi ght, which is as one team. Collaborative planning and execution of large-force air combat capabilities with NATO allies like Greece in a training environment ensures that

we’re forward-thinking and ready for any real-world contingency, right now.’

Following a visit to the Hellenic Fighter Weapons School at Andravida by a detachment from the headquarters of the USAFE Operations Training Division, and an agreement concerning a joint training program between USAFE and the Hellenic Air Force, two American squadrons have deployed to Greece in the last six months. In February, 12 F-15E Strike Eagles from the 494th EFS ‘Panthers’ departed RAF Lakenheath, England for a two-week deployment to Souda Bay, Crete. Last August, 18 F-16C Fighting Falcons from the 480th EFS ‘Warhawks’ made the trip from Spangdahlem AB, Germany to the home of 115 Pterix Mahis (Combat Wing) at Souda.

‘The 480th EFS had an extraordinary opportunity to visit Souda Bay and train with

Two high-pro� le units of US Air Forces in Europe (USAFE), the 494th and

480th Expeditionary Fighter Squadrons,

deployed to Greece in recent months for

bilateral training with the Hellenic Air Force.

report and photos: Ioannis Lekkas

‘PANTHERS’ AND ‘WARHAWKS’ TRAIN WITH HELLENIC AIR FORCE

This photo: A 343 Mira F-16C breaks away from a US Air

Force KC-135R tanker during August’s exercise.

Inset: A 494th FS ‘Panthers’ F-15E pilot plugs in his Joint Helmet-Mounted

Cueing System (JHMCS) in preparation for a mission

from Souda Bay.



our partners from the Hellenic Air Force’, noted Lt Col David Berkland, the squadron’s commander. ‘We mobilized and deployed the entire ‘Warhawks’ team from [our] home station to an unfamiliar environment, and, once in place, tested the spectrum of our combat capabilities… Our airmen [fl ew] over 200 F-16 training sorties.’

Mission planning‘I think it is important for everyone gathering in the briefi ng room to start the brainstorm, discuss the game plan, the suitable tactics and some war procedures’, outlined Lt Col Michael Tsikalakis, 343 Mira commander. ‘Then we can witness in the air if these work and make appropriate changes to improve our performance for the next time.’

The fi rst sorties by both squadrons were dedicated to familiarization fl ights, in order for the US pilots to obtain a clear picture of the environment in which they would operate during the exercise. Thanks to the excellent weather conditions, it was also a great chance to perform their regular daily training program without restriction.

USAFE pilots had the chance to operate within an aggressive and demanding environment involving Hellenic Air Force assets and the formidable ground-based air defense system (GBADS) employed by the Hellenic armed forces. Scenarios planned

by the staff of the Fighter Weapons School anticipated the employment of the USAFE jets in both the Blue Air and Red Air roles. Typically they participated in defensive counter-air or combat air patrol tasks. Therefore, the defense of certain areas (fi ghter areas of responsibility, FAORs) involved the defenders assembling a force of eight to 10 jets. In many cases the planners demanded the presence of dissimilar jets within the same formation — mixed fi ghter force operations (MFFO) — to enhance the realism of the missions.

Apart from air-to-air training, the participants undertook a wide range of air-to-ground missions including close air support (CAS), deep air support (DAS), reconnaissance attack interface (RAI), tactical air support for maritime operations (TASMO), and strike

A gaggle of 480th FS F-16CMs joins the tanker for a post-strike top-up.

Col Pete Bilodeau, commander of the 52nd Fighter Wing.

The 480th FS F-16s � ew alongside the resident and highly capable F-16C/Ds. 343 Mira



satisfactory results. The US F-16’s advanced avionics like the HARM Targeting System (HTS) and Sniper pods, combined with 341 Mira’s SEAD experience, contributed to a realistic operational environment and provided signifi cant experience in the planning of enemy air defense suppression by both US and Greek fi ghter pilots.’

‘For the latest visit of the 480th EFS, the American fl ight crews performed mostly in the SEAD/DEAD role, successfully using the HTS and the Link 16’, noted Lt Col Georgios ‘Sniper’ Bontzios, commander of the Hellenic Fighter Weapons School. ‘Due to the AIM-120 and AIM-9X missiles, the Spangdahlem jets were also assigned the swing role, with a secondary task of protecting the offensive counter-air strike force, before and after the attack on ground targets.

‘The scenarios anticipated the penetration through hostile FAORs both before and after the attack on the targets, which were defended by Hellenic or US fi ghters, or a combination (MFFO).’

The strike packages usually consisted of 18 to 20 jets, including the escort fi ghters. Attacking aircraft simulated the release of the majority of munitions in both the USAFE and Hellenic arsenals including GBU-12 and GBU-24 laser-guided bombs, GPS-guided GBU-31 and GBU-38 Joint Direct Attack Munitions, and the Small Diameter Bomb. Against GBADS and naval surface units they employed the AGM-88B HARM and AGM-65G Maverick missiles. In some cases the American jets took advantage of the Greek fi ring ranges to release inert laser-guided bombs.

‘The aim of these bilateral collaborations is the training of fl ight crews in the execution of complex air operations’, explained Maj Athanasios Antonakakis, 340 Mira commanding offi cer. ‘They undertook specifi c

co-ordination and reconnaissance (SCAR), as well as combat search and rescue (CSAR).

SEAD specialistsThe USAFE detachments were particularly interested in working with the two dedicated SEAD squadrons of the Hellenic Air Force, and many sorties were devoted to this.

‘Force protection specialists present the most signifi cant component of the strike package’, noted 341 Mira commander Maj Panagiotis Stathopoulos. ‘The Hellenic 341 Mira and the USAFE’s 480th EFS are assigned as SEAD forces, and operate closely with air superiority assets to ensure that the strikers can employ their weapons on the target area without being engaged by enemy air defenses.

‘We enjoyed constructive co-operation with USAFE’s fl ight crews, ensuring very

‘The Eagle drivers were particularly surprised by the Mirage 2000-5’s radar and missile capabilities and the performance of the pilots operating the older version of the F-16 in Greek service, the Block 30’Lt Col Georgios ‘Sniper’ Bontzios

A ‘Warhawks’ F-16C gets airborne from Souda

Bay toting a centerline ALQ-131 jamming pod.

343 Mira



missions in air-to-air, air-to-ground, COMAO (composite air operations) and aerial refueling as well as practicing the release of inert air-to-ground munitions on the fi ring ranges of southern Greece.’

An ideal environmentThe geographical conditions of Greece, with its varied terrain and near-unlimited airspace, offer a superb environment for realistic training. Crews face the challenge of operating above rugged terrain or between the hundreds of islands in the Aegean Sea. Ground threats become more effective when they use terrain for protection and employ an element of surprise. The battlespace encountered by the engaging forces was a dynamic, aggressive threat environment with many challenges for the crews. The Fighter Weapons School instructors applied very strict training rules

that are usually not found in NATO training courses in Europe. As such, jets declared ‘killed’ were in most cases forbidden from re-generating and returning to the fi ght. Tactical leaders were forced to develop alternative scenarios to replace ‘losses’, resulting in increased combat stress and realism similar to that found at ‘Red Flag’.

In such large-scale exercises the most important element is the evaluation of the crews’ ability to utilize their equipment (aircraft, ordnance, systems) in order to co-operate with different units and contribute to the success of the assigned mission. Instructors and planners put considerable emphasis on co-ordination of sorties between crews with varying levels of experience. The essential outcome was that communication between the two parties was free from inconsistency, while both forces stressed professional training

within NATO interoperability standards. Of particular value for the Greek side, all involved squadrons had the chance to operate with or fl y against the American jets. On the other side, USAFE had the chance to engage with a force that has invested a lot of time, money and effort in air superiority. Notably, many US pilots expressed their admiration for the inventiveness and aggressive spirit of their Greek colleagues.

‘The ‘Panthers’ fl ight crews had the benefi t of the mighty F-15E Strike Eagle with its powerful radar, unmatched performance and unprecedented range, while the Greeks had their vast experience in the air superiority role on their side’, observed Lt Col Bontzios. ‘The F-15 fl ew against all the types of jets in the Hellenic Air Force inventory. The Eagle drivers were particularly surprised by the Mirage 2000-5’s radar and missile capabilities and the

A fantastic night study of a ‘Panthers’ F-15E bombed up with GBU-12s at Souda Bay.



performance of the pilots operating the older version of the F-16 in Greek service, the Block 30.’

Lt Col Philip Principi, 494th EFS commander, summed up the value of the exercise for his squadron: ‘This has been a unique opportunity for us to exercise and evaluate our aircraft and personnel in a NATO training environment. We’ve been able to challenge ourselves daily during large-force exercises consisting of up to 30 aircraft — six different airframes from four different bases. We’ve been able to share tactics, techniques and procedures in the planning, execution and debrief, which will continue to build the tactical partnership between our two countries. With key training opportunities like this one, we gain the experience of fl ying together, and we’re better-prepared to execute a successful, tactical game plan.’

‘The standardization of procedures and identical phraseology utilized by the American and Greek fl ight crews made them feel that they were operating within the same unit’, concluded Col Ioannis Godikoulis, 115 Pterix Mahis commanding offi cer. ‘There was absolute professional collaboration at all levels and in all missions conducted, resulting in the full exploitation of the operational characteristics of all aircraft involved. Lessons learned from the exercise show that development and investment in training are key factors to achieving air superiority in the modern air warfare environment. Through joint training with high-value units of the USAFE we derive signifi cant benefi ts and provide the chance to all aviators to experience the intensity of air operations within complex, dynamic and realistic scenarios that cannot be experienced in everyday life within the squadron. Finally, the young pilots of the 494th EFS left Souda having spent two full weeks of action in a dynamic, realistic and aggressive operational environment.’

An F-16C pilot from 341 Mira takes on fuel from a

US Air Force KC-135R.

Taxiing out at Souda Bay, this F-15E is clean-con� gured for dissimilar

air combat training (DACT).

343 Mira




UNIT REPORT

70-77 VAW-120 C.indd 70 17/09/2014 11:33

THE E-2 HAWKEYE is now enjoying its 50th anniversary with the US Navy. The initial E-2A was followed by the E-2B, and then the E-2C. A variety of E-2C versions have supported

the fl eet for years and will continue to do so. Now, the latest variant to enter the community is the E-2D Advanced Hawkeye. It offers a wide range of improvements over its forebears, and the Hawkeye community is very excited by its introduction.

Meanwhile, the faithful C-2A Greyhound has for decades been a proven performer in the carrier on-board delivery (COD) role. All E-2 and C-2 aircrew attend Carrier Airborne Early Warning Squadron One Two Zero (VAW-120) ‘Greyhawks’ for training on these types. VAW-120 is responsible for having spare aircraft ready to replace fl eet aircraft, as well as training all E-2/C-2 aircrew and maintainers entering (or refreshing within) the community.

Greyhawks’ nestVAW-120, the E-2/C-2 Fleet Replacement Squadron (FRS, sometimes called RAG, after the previous Replacement Air Group nomenclature) is located on the US east coast at Naval Air Station Chambers Field on Naval Station Norfolk, Virginia. The unit operates a total of 19 aircraft, comprising fi ve different sub-variants. Among them are four E-2C Group II Nav Upgrades, three E-2C MCU ACIS (Mission Computer Upgrade/Advanced Control Indicator System), three Hawkeye 2000s (HE2K) that include a sole TE-2C (very similar to the HE2K), four E-2D Advanced Hawkeyes, and fi ve C-2A Lot IV Greyhounds.

The MCU ACIS aircraft are essentially hybrids, but for VAW-120 they represent a bonus since they have all of the HE2K avionics and interfaces, and use the same software. However, the cockpit is of the older ‘steam gauge’ variety, like that of the Group IIs. The C-2As have all passed through the NP2000 eight-bladed propeller upgrade. In the recent past there were a number of different sub-species of C-2A depending on the navigation systems and avionics, but today they are all identical Lot IV machines.

Critical roleThe primary function of VAW-120 is to produce students and maintainers, and generate spare aircraft ready for the fl eet. Without aircraft, crews, or support, the mission would cease. VAW-120 is all-important in ensuring that these needs are met, while maintaining safety. The squadron’s replacement pilots and Naval Flight Offi cers (NFOs) fall into different categories, the bulk being E-2C new category 1 students. Then there are those who undergo transition training from the E-2C to E-2D, and others completing refresher training after being out of the cockpit for a while. These represent categories 2 and 3. On average, instructor pilots and NFOs make about three or four fl ights per week.

The ‘Greyhawks’ have 40-50 NFO students and slightly fewer student pilots at any given time. The student syllabus takes about 40 weeks to complete, for both the E-2 and C-2, and the fl ow through VAW-120 is steady. Every quarter, around 10 pilots and seven to 12 NFOs graduate and move on to their fl eet

A trio of Norfolk-based Hawkeyes. A VAW-120 E-2D

leads an E-2C of the same unit with a VAW-123 ‘Screwtops’

E-2C � ying as ‘dash three’.


Combat Aircraft visits VAW-120 ‘Greyhawks’, the US Navy’s E-2/C-2 Fleet Replacement Squadron at Naval Station Norfolk, Virginia, to explore the work of this vital unit as it introduces the latest E-2D Advanced Hawkeye variant.

report and photos: Ted Carlson/Fotodynamics.com

E-2/C-2 TRAINING WITH VAW-120

70-77 VAW-120 C.indd 71 17/09/2014 11:34

assignments. About 45 NFOs, 40 E-2/C-2 pilots, and 15 C-2 aircrewmen graduate each year. More students are currently completing the E-2C syllabus than the E-2D, but that ratio will change with time.

New kid on the blockThe four E-2D Advanced Hawkeyes that VAW-120 operates are modex numbers 670, 671, 672, and 673. The ‘Greyhawks’ received their fi rst E-2D in 2010. E-2D Operational Test and Evaluation (OT&E) was concluded in the fall of 2012, but small tweaks are ongoing to fi ne-tune this spiral-development aircraft. The fi rst fl eet E-2D squadron is VAW-125 ‘Tigertails’, which is now operationally ready, and VAW-121 ‘Bluetails’ has begun receiving E-2Ds. VAW-126 ‘Seahawks’ will probably be next in line for the transition. Each fl eet unit will receive fi ve E-2Ds, whereas in the past they had four E-2Cs. A total buy of 75 E-2Ds is planned. Long-term, the ‘Greyhawks’ may fl y as many as 10 E-2Ds.

Compared to the E-2C, the E-2D introduces a long list of new capabilities. To begin with, it comes equipped with Rolls-Royce T56-A-427A engines with full-authority digital electronic control (FADEC), while the E-2C has the straight -427 with digital electronic control (DEC). The -427As are more effi cient than the C-model’s engines, and include a single-engine auxiliary power reserve (APR) mode. In an emergency, this increases single-engine performance for safety.

‘The E-2D’s core missions remain about the same as the E-2C’s, but it is really about doing the job with a superior tool’ CDR Paul ‘Paulie’ Lanzilotta

With wings folded, a VAW-120 E-2C throttles up on the ramp and prepares to taxi out.

C-2 students and instructors discuss their mission.

72

70-77 VAW-120 C.indd 72 17/09/2014 11:35

The E-2D is faster than the E-2C, and can attain a speed of 345kt at sea level. Pilots often need to keep the throttles back due to the extra power. During missions, when loitering with the radar on, the ‘Delta’ fl ies at about 140 to 150kt and at around 25,000ft, with the fl aps set at 10 degrees to increase lift. Flying slowly is good for radar accuracy, and the fuel is also balanced between tanks to maximize the radar angle. The throttles are now electronic and utilize redundant resolvers, rather than the older and less reliable mechanical cable-based type on the E-2C. The NP2000 eight-bladed propeller remains identical to that on the E-2C. The E-2D has a propulsion system

control, monitoring and maintenance system (PSCMMS) and is equipped with redundant ‘smart probes’ that replace the older static pitot probes.

The gross weight of the E-2D is 2,500lb higher than the E-2C, with the capacity to add avionics and other equipment in the future. Thus, more robust C-2-style brakes were included and the airframe strengthened. E-2Ds have an on-board oxygen generating system (OBOGS) and a revised engine fi re extinguisher system. A refueling probe has been added on a test aircraft with success, but fl eet-wide funding has not yet been forthcoming. At the time of writing it appears that the community may receive

refueling probes around 2017 to 2019, based on priorities.

The prototype E-2Ds had triangles on the nose cones to differentiate them from the E-2Cs that have a ‘+’ symbol, but this proved too diffi cult for Landing Signal Offi cers (LSOs) to discern, so E-2D noses are now all-black. Furthermore, VAW-120 painted red fi n tips on their E-2Ds, so they could be readily identifi ed on approach by VAW-120 LSOs who need to know if they are dealing with an E-2C or E-2D during carrier qualifi cations. Fleet squadrons will not have that problem, since all the Hawkeyes will be of the same species during fl eet deployments. The best way to identify an E-2D externally is by the vapor cycle scoop and side heat exchangers above and on the side of the fuselage. These have been functionally improved and now have a different appearance. The ‘Delta’ is also the only Hawkeye with a fl ush radome, whereas E-2Cs have a conical-shaped satellite communications (SATCOM ) antenna on top of the dome.

Either of the E-2D pilots, seated left or right, can view the tactical radar displays and help with the mission details, this being known as the T4O (Tactical Fourth Operator) position. Equipped with a superior tactical ‘glass’ cockpit and improved communication devices, ‘Delta’ pilots have access to two 17in primary fl ight displays (PFD) connected to a special mission kneeboard controller. This allows them to view the same information as the NFOs and interact in the mission as an NFO would. The unit is currently building mission task training tailored for T4O pilots. While this includes more mission responsibilities than in the E-2C, the general strategy is not to make a pilot equal to an NFO in respect of qualifi cation as an Air Intercept Controller.

A nice close-up view of an E-2D.

The cockpit of a C-2 Greyhound during a training mission from Norfolk.


70-77 VAW-120 C.indd 73 17/09/2014 11:35

The E-2D navigation systems include dual embedded GPS/INS (EGI), communication, navigation, and surveillance/air traffi c management (CNS/ATM), SATCOM, and HF and AN/ARC-210 radios. Pilots employ the fl ight management system (FMS) that incorporates the avionics fl ight management computer (AFMC), and make use of an improved and centralized advisory caution and warning system (ACAWS). A self-diagnostic system displays bit-codes when certain potential problems arise, and crews must interact more with the aircraft in that event.

The crew positions otherwise remain the same, comprising the two pilots and, from front to back in the ‘tube’, a trio of NFOs: the

‘The Hawkeye is a very diffi cult aircraft to fl y. Every control and throttle input affects all of the different control surfaces and engine requirements. Essentially, it is a beast to handle!’ LT Matthew ‘Boxxx’ Orner

Radar Operator (RO), the Combat Information Center Offi cer (CICO) who is also the mission commander, and the Air Control Offi cer (ACO). The E-2D has a thicker gold coating on the Plexiglas to defl ect the more powerful radar emissions.

The operator consoles are enhanced and more powerful than ever. Being a component of the Combat Information Center (CIC), they include 20in LCD mission displays, with updated input control devices. Every operator has a control display unit to minimize button-pushing and increase reliability, as well as their own ARC-210 radio, making a total of six ARC-210s on board. Fitted with a Mil Std 1553 bus and a fi ber-optic LAN network, the mission data processing and computers feature open architecture. Tracking algorithms have been improved and the data is processed much faster.

The aircraft excels at communicating with all kinds of assets. It has network-ready Link

One of the new E-2Ds � own by VAW-120.


70-77 VAW-120 C.indd 74 17/09/2014 11:35

order to drive it, a new 255kVA generator was installed. The radar is able to see very small targets, and has an approximately 300 per cent greater search volume than that of the C-model. It is a hybrid multi-mode fully-digital phased electronically scanned array system that contains a space-time adaptive processor, with an AN/ADS-18 antenna co-aligned to an all-new identifi cation friend or foe (IFF) system.

To provide cool, dry air in the radome for system cooling, the radar pressurization cooling system (RPCS) was designed to employ engine bleed air. A fl ush-mounted SATCOM antenna in the dome minimizes drag. A new 18-channel rotary coupler had to be designed for the radome, which presented an engineering challenge. The aircraft has an improved AN/ALQ-217 electronic support measures (ESM) system containing a radio-frequency threat directory and which is more automated, reliable, and intuitive.

‘Greyhawks’ chief‘Currently all of our training pipelines are alive and well, and one of our signifi cant tasks now is taking E-2C squadron crew members that have no experience in the E-2D, and turning them into safe and fully-qualifi ed E-2D instructors’, explains CDR Paul ‘Paulie’ Lanzilotta, the commanding offi cer of VAW-120. CDR Lanzilotta has a total of 2,500 hours, the majority in the E-2C. Having been in the E-2 community for the past 19 years, he has about 500 combat hours, and now has some 50 hours in the E-2D. Lanzilotta has served with VAW-121 for two tours, went to test pilot school fl ying F/A-18s, T-38s, T-2Cs and other aircraft, completed a command tour with VAW-126 as executive offi cer and commanding offi cer, and now is the CO of VAW-120.

16 architecture (the Joint Tactical Information Distribution System, or JTIDS, and Multi-functional Information Distribution System, MIDS, are the hardware), and is ready for any future Link-based avionic expansion. Link 16 is a system that shares data with other aviation, ship-based, and ground-based assets. The E-2D is an all-important node in the global information grid (GIG), the term for the ‘big picture’ network and battlefi eld information-sharing system. It also has Link 4 (used for carrier landings) and Link 11 ability, HF, VHF/UHF, SATCOM voice and data, plus a digital integrated communication system.

The co-operative engagement capability (CEC) system, the same as is found on the Hawkeye 2000, is incorporated into the E-2D. This line-of-sight information-sharing system links the aircraft to shipborne AEGIS and carrier radar systems equipped with the same feature, plus land-based radars. The data is fused together and gives all parties linked a common and shared aerial image. It allows for high-capacity data exchange of detailed target information to the carrier’s command center and surface combatants for enhanced fl eet-wide connectivity, resulting in improved situational awareness.

The AN/APY-9 radar system is superior to and more powerful than its predecessor. In

He continued, ‘Then we have to build their expertise in the E-2D, since it is a different aircraft that has different standardization guidelines. We have to ‘cross the streams’ internally to build an instructor core in order to ensure our instructor knowledge base and expertise. The E-2D is a big leap forward in many different ways. The basic communication systems are much better, with all-new, modern and reliable radios. Having top-of-the-line dependable radios alone is really a big improvement in how well we can do our job.

‘Couple that with the radar and sensor suites, and the improvement is huge. Since the E-2D is a spiral-development aircraft, we are often updating them with minor upgrades on an ongoing basis, increasing reliability, sustainment, and meeting regulatory conformance issues. In the E-2D we have OBOGS and we do not have the need to always be on oxygen, since we have a pressurized cabin. However, we do test the system on every fl ight to keep it exercised.

‘And now that one of the pilots has the ability to integrate into the radar monitoring team, there is no reason why the pilots should not be as tactically employed up front as the three behind, taking full advantage of the synergies of increased co-operation to accomplish the job. That could be as an air intercept controller or might include a variety of other jobs. The E-2D’s core missions remain about the same as the E-2C’s, but it is really about doing the job with a superior tool. With the improved radar, and since our line-of-sight at altitude is an excellent extension for the fl eet command and control, we can see things earlier and sooner, with a lot more confi dence and better quality than ever.

‘This carries over to force defense, air defense, or even just power projection, bringing an F/A-18 or, in the future, an UCLASS in to a shore target. Speaking of UAVs, there may even be growth in our community [through which] we could control them from the E-2D.

‘The squadron personnel are attracted to military service and are self-motivated, rather than it being a last-option scenario. There are lot of good perks for them. Our enlisted sailors, as well as our offi cers, are all extremely top-notch and quality individuals. And they get to lay their hands on a $300-million aircraft, use very high-tech equipment, and then get to take it out to the carrier. While our airplanes are cool, this couldn’t happen without our dedicated people.’

LT Matthew ‘Boxxx’ Orner is a senior E-2C instructor pilot and has almost completed


70-77 VAW-120 C.indd 75 17/09/2014 11:36

Acknowledgments: Thanks to CDRs Paul ‘Paulie’ Lanzilotta (CO) and Geo� ‘Mac’ McAlwee (XO), LTs Matthew ‘Boxxx’ Orner and Ronald ‘Shamwow!’ Smith, and the many other members of VAW-120.

qualifi cation in the E-2D. He previously served with VAW-116 and participated in Operation ‘Enduring Freedom’. LT Orner has about 1,500 fl ight hours, with over 1,200 of those in Hawkeyes. He is qualifi ed to instruct in all E-2C variants, and soon the E-2D. ‘While teaching students can be a challenge, it is also very rewarding’, he said. ‘The Hawkeye is a very diffi cult aircraft to fl y. Every control and throttle input affects all of the different control surfaces and engine requirements. Essentially, it is a beast to handle!

‘We watch for areas that students may be struggling with and focus on that until it ‘clicks’ with them; then the light bulb comes on. We may demo it for them, or try to explain it from a different angle. Keep in mind that the stick and rudder pilot skills required for the E-2 are intense, and we start with students that have never fl own the E-2. Then after 40 hours they have become carrier-qualifi ed, being able to make safe passes. Making that happen is challenging for instructors. That says a lot for what we do here as instructor pilots. E-2 pilots will not feel completely comfortable fl ying the Hawkeye as an extension of their body until they get between 400 to 600 hours in the aircraft. Other aircraft are not like this.

‘The various E-2C models are all fairly close in weight, but the E-2D is 2,500lb heavier, so it is different. The ‘C’ and ‘D’ models are different enough that a pilot must dive into the books and learn the E-2D systems. The goal here at the FRS is for all instructors, pilots and NFOs to be qualifi ed to instruct on any Hawkeye type/model/series in the squadron, whether it be a Group II, MCU ACIS, HE2K, or E-2D. It is great to give [something] back to the fl eet and produce a quality product.’

Instructor NFO LT Ronald ‘Shamwow!’ Smith attended the US Merchant Marine academy, started out as a mariner, and decided he would rather fl y than sail. He went to Pensacola, Florida for training and fl ew the T-6A and T-39N. With 1,350 total fl ight hours,

he completed two tours with VAW-121 and fl ew in Operations ‘Enduring Freedom’ and ‘Unifi ed Protector’. He also served with Air Test and Evaluation Squadron One (VX-1) as an E-2D NFO for Integrated Test and Evaluation (IT&E). He stated, ‘Going from the T-6A to the old Group II Hawkeye was quite a shock, since the Hawkeye systems were much older. In my case, I went from the oldest Group II to the advanced E-2D, which was a challenge, and then later learned the MCU ACIS and HE2K that are in-between.

‘The students we get from Pensacola are very intelligent. Their comfort level managing the mission and battlespace, as a whole, is high when they leave VAW-120 for the fl eet. They can become overwhelmed during training and work very hard to be the best battle managers and air controllers possible. As instructors, we facilitate that.’

LTJG Daniel McGourty is an E-2C student pilot. He went to Pensacola for initial fl ight training, and then later to Kingsville, Texas for the T-45 stage, before going to VAW-120. He has 220 fl ight hours, with some 45 fl ying the E-2C, and recently completed the syllabus. At the time of CA’s visit, he was awaiting word of his fl eet assignment. ‘Flying the Hawkeye is a fun challenge’, he commented. ‘Good rudder control is an important part of learning this aircraft, and that is part of keeping everything going in the right direction with the Hawkeye. In the training command, the other aircraft were easier to fl y and didn’t need much rudder input, since the rudders tended to do their own thing. It is important to listen closely to the advice offered by the instructors.’

An E-2C HE2K NFO under training is ENS Tom Fagan, a Notre Dame graduate with over 20 hours in the Hawkeye. ‘I have about 70 hours in the training command in the T-6A and the T-39N’, he said. ‘Here at the FRS, we spend more time in the simulators than actual fl ying, learning to master the systems. While

I only have four more actual E-2C fl ights left, I still have the entire tactics phase left in the simulator. That includes seven introductory events, followed by ‘battle problems’, which is more challenging. Then comes the systems troubleshooting portion, and that is followed by standardization checks. Managing several jobs at one time — basically, task saturation — presents challenges, and training for that is paramount. Although it is a tough road, it’s a fun time and all good.’

What’s in store?As time marches on and the E-2C ages, the E-2D will continue to replace it, starting with the Group II Nav Upgrade aircraft. With the E-2C’s withdrawal continuing, and after the Group II Nav Upgrades are gone, the MCU ACIS will most likely be next to bow out, followed by Hawkeye 2000s in the long term. However, the HE2Ks should remain in use for another decade or so.

The C-2A has received a variety of upgrades over the years. The eight-bladed NP2000 propeller was one of the last major changes, increasing effi ciency and reducing vibration. The COD will continue to soldier on for the foreseeable future.

In the next fi ve to 10 years, there will be increased emphasis on E-2D student production as the primary task for VAW-120, and E-2C training will become secondary. The numbers of students and aircraft types and models are dynamic and changing constantly, based on needs, budgets, and when new aircraft become available. The ‘Greyhawks’ stand ready to adapt their schedule to meet the needs of the fl eet.

One for the camera — an E-2 crew illustrates the team that typically � ies aboard the Hawkeye.


70-77 VAW-120 C.indd 76 17/09/2014 11:36

Three Norfolk-based Hawkeyes � y a perfect line-astern formation behind the cameraship.


70-77 VAW-120 C.indd 77 17/09/2014 11:36

In all, Taktisches Luftwa� engeschwader 73 (Tactical Air Force Wing 73) ‘Steinho� ’ celebrated three anniversaries on August 23, 2014, during an open house event at its Laage base in north-east Germany.

report: Stefan Büttner and Alexander Golz

THE FIRST OF the German Eurofi ghter wings, TaktLwG 73 has marked 10 years of the EF2000 in Luftwaffe service, 55 years of the ‘Steinhoff’ wing, and

30 years of operations at Laage. The trio of landmarks was celebrated with a TaktLwG 73 open house event on August 23, with Eurofi ghter serial 30+47 receiving special markings.

10 YEARS OF LUFTWAFFE

ANNIVERSARY CELEBRATIONS AT LAAGEEUROFIGHTERS


SPECIAL REPORT

78-79 10 years of Typhoon C.indd 78 16/09/2014 15:00

CA: The 10th anniversary of the Euro� ghter in the Luftwa� e has been celebrated here at Laage. What is your assessment of Germany’s most modern � ghter?

Oberst Teicke: ‘Overall, I rate the introduction of the Euro� ghter as very successful. Never before has the Luftwa� e had 10 years of accident-free � ying after the introduction of a new � ghter. I think this is a signi� cant achievement. But this also shows that all organizations involved in the project — from industry all the way to the user — have done a lot right. An example of this [can be found in the form of] the technical groups established in the squadrons: streamlined from the outset, and yet higher-quality. Of course there will always be criticisms with such a complex defense project. Here one should not forget that the safety requirements are getting stricter, and this has its price, both in terms of timescale

[and] the � nancial cost. As far as � ight safety [is concerned], after over 2,000 � ight hours on the very mature F-4F Phantom II, I started to � y the Euro� ghter with exactly the same high level of trust. Tactically, I have a much better picture of the situation and immensely increased agility.’

CA: With the introduction of the Tranche 3 aircraft, in the future Euro� ghter pilots will take on the air-to-ground role. Are there already plans to integrate this new task into the syllabus?

Oberst Teicke: ‘The rapid attainment of the Euro� ghter’s multi-role capability is an urgent goal of the Luftwa� e. This includes the training of our pilots in this new capacity. Approved plans are not yet available, but we have a draft that just needs to be � nalized and implemented in time. Of over 200 course participants we have trained

since 2005, all have completed the training successfully. This is clearly not because our � ight instructors mark them generously, but re� ects [upon] both our instructors and our training concept, as well as a very manageable jet with a well-realized cockpit design.’

OBERST BERNHARD TEICKECommander of TaktLwG 73

INTERVIEW withwith

The specially-painted Euro� ghters of all three Luftwa� e Euro� ghter wings in

proud formation over the Baltic coast to mark the 10th anniversary of the type in

German service. Bundeswehr

Stefan Büttner


78-79 10 years of Typhoon C.indd 79 16/09/2014 15:01

F-104G serial 26+88 and RF-104G 21+24 of MFG 2 pictured in 1986.

TF-104G 27+86 of MFG 2 on the taxiway at Eggebek.


80-85 Starfighters Crev.indd 80 18/09/2014 15:38

FOR ABOUT THREE decades the slender lines of the F-104 were a common sight in the skies over Western Europe. Of all users of the ‘Free World Defender’ — as Lockheed dubbed its

product at the beginning of the 1960s — the largest was the Federal Republic of Germany with 916 aircraft, of which 168 went to the Marinefl ieger, the air arm of the Navy.

Starfi ghters equipped two naval air wings, Marinefl iegergeschwader (MFG) 1 and 2, at Jagel and Eggebek naval air stations in northern Germany. In September 1963, MFG 1 started replacing its Hawker Sea Hawks with the Starfi ghter; the fi rst F-104 for MFG 2 arrived in March 1965.

The two squadrons of MFG 2 had different tasks. 1. Staffel was a maritime reconnaissance squadron mainly fl ying the camera-equipped RF-104G and serving as the ‘eyes of the fl eet’, although it also fulfi lled the fi ghter-bomber and fi ghter-escort roles. 2. Staffel was the fi ghter-bomber/strike element, using the standard Vulcan cannon-equipped F-104G. In 1982, MFG 1 became the fi rst German Tornado IDS wing, while MFG 2 operated the Starfi ghter for four years longer until it began its transition to the Tornado in 1986.

Beginning of the endAt the end of February 1986, all fl ying activities at Eggebek ceased. The wing’s Starfi ghters were moved to Jagel while Eggebek underwent large-scale runway and infrastructure renovations before receiving its fi rst Tornados in September. The F-104 never returned to Eggebek for operational fl ying; the remaining Starfi ghters of MFG 2 were moved to the Luftwaffe’s base at Erding in southern Germany. There the aircraft operated until May 1987, being piloted by a detachment of MFG 2 aviators who, one by one, went on to their Tornado transition courses.

The era of the Starfi ghter in the German Navy ended on May 26, 1987. Ultimately, MFG 2 logged 173,000 fl ying hours on the

For many years during the Cold War the F-104 was a mainstay of NATO forces in Central Europe. Dr Stefan Petersen recalls � ying with the last Star� ghters of the German Navy.

report and photos: Dr Stefan Petersen

F-104Gs 26+69 and 26+70 of MFG 2 cavort over the wintry landscape of northern Germany.



‘manned missile’, while MFG 1 reached nearly 132,000 hours. Following the arms reduction after the fall of the Iron Curtain, MFG 1 was disbanded at the end of 1993. Ten years later it was decided that the German Navy no longer needed a fast-jet component and MFG 2 followed its sister wing by disbanding in August 2005.

Before the blue-grey ‘rockets’ left Eggebek, I was given a long-awaited opportunity to fl y in the Starfi ghter. Participating in a mission conducted by 1. Staffel of MFG 2, my TF-104G trainer was to accompany a two-ship of F-104Gs for fi ghter escort training over the nearby Jutland peninsula, the part of Denmark connected to northern Germany. Afterwards we were to enter Temporary Reserved Airspace (TRA) over Eggebek for some high-performance maneuvers. Being February 1986, the weather on that day was forecast to change from clear skies in the morning to afternoon snow-showers. As a result, low-level VFR (visual fl ight rules) fl ying was cancelled, and sub-freezing temperatures forced all fl ight crew members to wear thermal coveralls for protection against the cold in case of a bail-out, the latest having been made by a squadron member just the previous week.

After the mission briefi ng with the pilots of the two F-104Gs (called ‘Gustavs’), my pilot, Kapitänleutnant Hagen Haar, and I left the squadron ops building for our aircraft, TF-104G 28+10, which stood at a dispersal on the far end of the base. While Hagen made his walk-around, I began the strap-in procedure with assistance from a ground crew member. The ‘One-Oh-Four’ cockpit was very short and narrow, but once in it seemed custom-made for me. After Hagen settled into the front seat we closed our canopies. He undertook engine start and the seven-fi nger check (Starfi ghters had no pilot/ground crew communications system, so pre-fl ight checks had to be conducted in sign language) — then we taxied to the end of the ramp, where two technicians

The F-104G was replaced in Marine� ieger service by the new Tornado. Axel Ostermann

F-104Gs 26+63 and 26+72 received a special livery in the colors of Schleswig-Holstein, the most northern federal state of Germany, where MFG 2 was based. They � ew as the Vikings demonstration team and said goodbye on a trip circling the whole state on September 8, 1986, when this photo was taken.



pulled out the tank safety pins. Another stop for the last-chance check, and we fi nally lined up behind the two single-seaters, 26+69 and 26+70, at the end of runway 01. Mission call sign was ‘4957’; the other two jets were ‘Alpha’ and ‘Bravo’, and we were ‘Charlie.’

During a short engine run-up the power of the mighty J79 brought on a light skid, even with full brakes. Then the afterburners of ‘Alpha’ and ‘Bravo’ lit, and the two F-104Gs began their take-off run. Ten seconds later Hagen released our brakes, too, and I came to understand why the Starfi ghter was called the ‘manned missile’. Hagen moved the throttle forward into the afterburner position, and the tremendous reheat thrust pushed us forward and into the cold, blue air. Climbing and making a left turn to the north, Hagen cut back the power, and ‘Charlie’ joined up with the other two-thirds of mission ‘4957’.

We fl ew in loose formation across the Danish border and, on top of the clouds, along the west coast of the snow-covered Jutland peninsula, which occasionally appeared below some holes in the white cotton. Then we crossed over to Denmark’s east coast, passing south of Skrydstrup air base. Skrydstrup then was the home of the Flyvevåbnet’s fi rst F-16s, which succeeded

www.combataircraft.net November 2014 83


F-100 Super Sabres and F-104s in Danish service, and which, as part of the Royal Danish Air Force, shared with West German aircraft the responsibility of defending the Baltic approaches during the Cold War. We did not meet up with any Flyvevåbnet F-16s, and soon afterwards left Danish airspace for the skies over northern Germany, where the clouds had meanwhile scattered so that large areas of the snowy countryside were visible.

‘Hot’ maneuversNow came the more exciting part of the sortie, but our aircraft was still too heavy for ‘hot’ maneuvers since it was confi gured as a ‘Zero-Niner’: a TF-104G with four external tanks that naturally limited the maximum load factor. We thus had to fi rst burn off the fuel in the outer tanks before we started turning.

Pulling g in a Starfi ghter was a somewhat strange feeling: the ‘manned missile’ began to rumble and shake, while most other combat jets turn much more smoothly, even under higher g-loads. But one look at the 104 revealed that this fl ying machine wasn’t designed to turn! We were fi nally light enough to fl y lazy-eight maneuvers in formation with the two single-seaters, which were equipped with just the two tip-tanks. Here the Starfi ghters showed their full power. Starting at 5,000ft, we rolled out just seconds later at 30,000ft, having zoomed through the whole vertical extent of the TRA. Such fl ying in a 104

was more than impressive: its climbing and acceleration capabilities were extraordinary even in the age of the F-15 and F-16. On more than one occasion, Hagen had to throttle back because we were too close to the sound barrier and we had to stay subsonic to avoid noise pollution.

After little more than an hour the single-seaters departed, low on fuel. We still had enough, so Hagen started a low-level run around the local area of Eggebek. Unfortunately, the weather had become very

hazy, and it seemed like the whole world was grey. We were darting at 500ft through a misty sky over a fl at landscape covered by dirty-looking snow. On the way home I was given the controls for a few minutes before Hagen had to take the stick back again for the IFR (instrument fl ight rules) approach. Visibility worsened fast, but the calm voice of the GCA (ground-controlled approach) controller started to talk us down long before the base came into sight. Eighty-fi ve minutes after take-off, our TF-104G touched down on the runway. Hagen immediately released the drag chute, and its deployment pushed us forward against our harnesses. At the end of the asphalt strip Hagen dropped the chute. We went down the intersection and began taxiing back to our dispersal.

When we opened the canopies, it was bitterly cold, and snow was dancing around the aircraft. But before I could get into the warm line car I had to undergo a brief ceremony to mark my Starfi ghter initiation: with a bright smile, Hagen handed me a big tankard fi lled to the brim with a strange green liquid which he ordered me to drink to ‘rinse down’ my fi rst ride in the ‘One-Oh-Four’. I drank the concoction, which didn’t taste as bad as it looked. Later I was told it was made of peppermint liqueur, ouzo, grappa, Liquore Strega and a raw egg. A fi tting end to my fi rst fl ight in the ‘missile with a man (or two) in it’, the unforgettable F-104 Starfi ghter.

The Marine� ieger F-104s regularly exercised with NATO counterparts. This example is seen over the � ords of Norway. Axel Ostermann

‘The afterburners of ‘Alpha’ and ‘Bravo’ lit up, and the two F-104Gs began their take-off run. Ten seconds later Hagen released our brakes, too, and I came to understand why the Starfi ghter was called the ‘manned missile’’



Left: Kapitänleutnant Axel Ostermann in F-104G 26+63 during pre-� ight checks for the � nal demo from Eggebek on 11 September 1986.

Below: In clean con� guration, F-104G 26+67 of MFG 2 stays low after taking o� from Oldenburg in typically dull weather.

Bottom: Low-level was regularly practiced by the German Star� ghters, as evidenced here during training in Corsica. Axel Ostermann



POST

3 EASY WAYS TO ORDER...

Complete the form and post toCombat Aircraft Monthly,

3330 Pacific Ave, Suite 500, Virginia Beach, Va 23451, USA.

www.imsnews.com/combator email:

[email protected]

TOLL-FREE: +1 800 428 3003

ONLINE PHONE

WHEN YOU TAKE OUT A 2-YEAR OR QUARTERLY CREDIT CARD SUBSCRIPTION TO

747 CAM Subs DPS.indd 86 18/09/2014 16:49

MAKE HUGE SAVINGS!when you subscribe by quarterly credit card

payments - NOW JUST $17.49! YES, I would like to subscribe to

Signature ......... ............................................... Today’s date ............. ...................................................

I enclose a check for $ ................................. made payable to International Media Service

SPECIAL OFFERS (PLEASE TICK)

*Key Publishing and IMS News will hold your details to process and fulfi ll your subscription order. All prices exclude applicable taxes. Prices correct at time of going to press. Occasionally we may wish to contact you to notify you of special offers on products or events. Savings based on subscription cost versus newsstand single purchases. If you do not wish to receive this information

please tick here or mention when calling. Free magazines refers to savings compared to full cover price. Gift subject to change. Any replacement gift will be of equal or higher value. Please allow up to 28 days for gift delivery. 747 /14

PAYER’S DETAILSTitle

First name

Surname

Address

Zip Code

Country

Email address Please complete to receive news updates and offers from us by email. Please send gift card.

DELIVERY DETAILS (IF DIFFERENT)

Title

First name

Surname

Address

Zip Code

Country

Email address

CHECK

PAYMENT METHODS

CODE: USNOV14 OFFER CLOSE DATE: 30 NOVEMBER 20143

Issue number Start date Expiry date Security Code

Please debit my Mastercard Visa

NEW LOW PRICES!Subscribe today from just $17.49!

Quarterly payment agreement: If you wish to take advantage of the quarterly payment offer, you must consent that your credit card will charged on a quarterly basis for the duration of one subscription year. Charges will appear on your credit card statement under International

Media Service. Once your 4 quarterly payments are complete your subscription will automatically be renewed for individual quarterly subscription at the preferred renewal rate available. All subscriptions can be cancelled or suspended at any time by emailing

[email protected] or by calling our toll free number: (800) 428-3003

SAVEOVER 20%

12 ISSUESFOR THE PRICE OF 10

24 ISSUES FOR THE PRICE OF 19 PLUS FREE DVD

USA andCanada

12 issues $81.00 24 issues $159.00

12 issues $69.90 24 issues $132.49

Gift choice: F-16 Afghanistan DVD F-14 Cockpit DVD

USA/Canada Quarterly Payments $19.99 $17.49

PLUS FREE DVD!

SEE PAGE 15 FOR DETAILSREST OF WORLD CUSTOMERS

FREE MAGAZINES5 WITH A 2 YEAR SUBSCRIPTION2 WITH A 1 YEAR SUBSCRIPTION

F-16: MISSION AFGHANISTAN DVDStrap on your very own F-16 Fighting Falcon and experience the visual spectacle of the air war over Afghanistan! Witness the daily challenges that face the brave men and women (both in the air and on the ground) from training sorties in the USA to actual deployment and live operations in Afghanistan!Region-free DVD, running time 60 minutes.

F-14 COCKPIT DVDJoin AirUtopia onboard an F-14 during a real wartime mission! Enjoy low level

fl ights up to Mach 2 over desert and mountain terrain from carrier takeoff to carrier landing! Experience the view from an F-14 during taxi and take

off and experience barrel rolls, in fl ight refueling from a KC-135 and KA6 Intruder and do some touch and go carrier landings all while listening to

the live audio. Region-free DVD, running time 75 minutes.*DVD is free with all 2year and quarterly credit card subscriptions.

F-16: MISSION AFGHANISTAN DVD

OR

WORTH$14.99$14.99$14.99WORTH$14.99WORTH

ROW CUSTOMERS SEE PAGE 15 FOR DETAILS

Image: USAF – Daryl Knee

747 CAM Subs DPS.indd 87 18/09/2014 16:43

The world’s largest international maritime exercise, ‘Rim of the Paci� c’ (RIMPAC) brings together the armed forces of nations with an interest in the Paci� c Rim region. Established in 1971, RIMPAC is conducted on a biennial basis from the Hawaiian islands and Pearl Harbor.

report and photos: Kevin Jackson

THE BASIC PREMISE of RIMPAC has always been to foster greater co-operation between partner nations in the region, to enhance interoperability and improve

readiness for a wide range of potential operations. According to VADM Kenneth Floyd, commander of the US 3rd Fleet and the RIMPAC 2014 Combined Task Force, RIMPAC provides realistic and relevant training, forging relationships and building trust within the partner nations so that when called upon to react to a crisis or disaster they can respond swiftly as a team.

‘The global maritime environment is too large and too complex for any one nation to safeguard’, he said, ‘and countries in the Pacifi c region have experienced economic prosperity largely because of the security and stability that exist at sea. Our

economies, lives and mutual interest are more intertwined now than ever before, and RIMPAC provides the opportunity for participating forces to train to ensure the ability to deter disruptions to global supply chains and threats to lines of communication and commerce.’

Scheduled between June 26 and August 1, the 2014 edition of RIMPAC was the largest to date, comprising 22 nations, 49 surface ships, six submarines, in excess of 200 aircraft and 25,000 personnel. Units from Australia, Brunei, Canada, Chile, Colombia, France, India, Indonesia, Japan, Malaysia, Mexico, the Netherlands, New Zealand, Norway, the People’s Republic of China, Peru, the Republic of Korea, the Philippines, Singapore, Tonga, the United Kingdom and the United States participated.

While the sea portion of the exercise, understandably, draws the most media


EXERCISE REPORT

88-95 RIMPAC 2014 C.indd 88 18/09/2014 15:34

This photo: A 199th FS, Hawaii ANG, F-22A

Raptor sits alongside a tanker during RIMPAC.

The Raptors worked mainly alongside the fast

jet assets from the USS Ronald Reagan.

Inset: A US Marine Corps MV-22B of VMM-161 comes into the hover

alongside the amphibious assault ship USS Peleliu.


88-95 RIMPAC 2014 C.indd 89 18/09/2014 15:35

attention, the air power assets for the RIMPAC 2014 Combined Forces Air Component Command (CFACC), both locally-based and deployed, rivaled and in some cases exceeded the scale and complexity of the world’s largest dedicated aerial exercises such as ‘Red Flag’, ‘Pitch Black’ or ‘Cope North’. The opportunity to train in a large-scale maritime environment with a wide range of vessels including a carrier strike group, alongside individual unit-to-unit dissimilar training, live weapon employment, shipborne and airborne early warning radar coverage, and air-to-air refueling assets, attracts an ever-increasing number of tactical fi ghter squadrons from the US Air Force, US Navy, US Marine Corps and foreign countries to Joint Base Pearl Harbor-Hickam (JBPHH) and Marine Corps Base Hawaii (MCBH), formerly Marine Corps Air Station (MCAS) Kaneohe Bay.

International partners are fully integrated into the exercise, with Japanese, Australian and Canadian personnel fi lling key RIMPAC leadership positions. Canada, Australia and the US are the only nations to have participated in every RIMPAC, and the Canadian Forces played a prominent role in RIMPAC 2014, contributing 1,000 sailors, soldiers, airmen and airwomen. The

Canadian Army deployed a Company Group, the Royal Canadian Navy three ships and one submarine, and the Royal Canadian Air Force (RCAF) six CF-188s, a CC-130 Hercules, a CC-150 Polaris and three CP-140 Auroras. The position of Deputy Commander CFACC was held by Col Dave Lowthian, RCAF.

At sea — USS Ronald ReaganThe aircraft carrier USS Ronald Reagan (CVN 76) and Carrier Air Wing Two (CVW-2) departed from the southern California operating area for the Hawaiian Islands on June 18. Home-based in San Diego since its commissioning in 2004, RIMPAC was one of the Ronald Reagan’s fi nal major exercises before it changes home port in 2015 to Yokosuka, Japan, replacing the USS George Washington as the only US fl at-top permanently stationed outside the US.

On June 26, the Ronald Reagan moored at Pier H in Pearl Harbor, Hawaii, for the ‘Harbor Phase’ of RIMPAC 2014. The exercise takes place in three phases: Harbor, Force Integration Training, and Free Play. Each offers a different experience and affords service members opportunities to assume a wide variety of leadership positions.

The Harbor Phase is designed to build professional and personal relationships

‘Typically we will take off from here and meet a four-ship of F/A-18s from the Ronald Reagan. We’re also working with the ships in orchestrating all this, so it’s a great opportunity to maximize training, utilizing all the different assets that are out in the airspace and on the water’Lt Col James Sage, commander, 199th Fighter Squadron

A � ne evening shot of a VFA-2 ‘Bounty Hunters’ F/A-18F toting live Mk82 bombs.


88-95 RIMPAC 2014 C.indd 90 18/09/2014 15:35

between individuals from participating nations. Personnel have the opportunity to meet face-to-face for briefi ngs, training and detailed planning. The aim is to allow participants to get to know their exercise colleagues, fi nalize details and lay the foundations for a successful and professional operating environment.

The Force Integration Training Phase involves a structured and detailed training program aimed at enabling participants to operate at the task-force level. It exercises each nation’s ability to operate in a robust and multi-national command and control environment. While the Force Integration Training Phase develops the skills of participating units, the Free Play Phase tests those skills within a scenario. Component commanders and subordinate units respond to increasingly intense scenarios, including realistic situations that nations could face in the Pacifi c. As a result, units and personnel experience challenging full-spectrum operations that cover air, surface, submarine and land threats.

CVW-2 deployed with the Reagan and consisted of Strike Fighter Squadron 2 (VFA-2) ‘Bounty Hunters’ (F/A-18F), VFA-137 ‘Kestrels’ (F/A-18E), VFA-86 ‘Sidewinders’ (F/A-18E), VFA-34 ‘Blue

Blasters’ (F/A-18C), Electronic Attack Squadron 136 (VAQ-136) ‘Gauntlets’ (EA-18G), Helicopter Sea Combat Squadron 4 (HSC-4) ‘Black Knights’ (MH-60S), Helicopter Maritime Strike Squadron 78 (HSM-78) ‘Blue Hawks’ (MH-60R), Carrier Airborne Early Warning Squadron 113 (VAW-113) ‘Black Eagles’ (E-2C), and last but not least Fleet Logistics Support Squadron 30 (VRC-30) Det 2 ‘Providers’ (C-2A).

Combat Aircraft talked to one of VAW-113’s E-2C Hawkeye Combat Information Center Offi cers (CICO), LT Mike Axle, about the training opportunities offered during RIMPAC. ‘We’ve been doing a lot of unit-level training and some missions in support of RIMPAC. Much of what we do in my squadron is an overwatch of all the aircraft, making sure everyone’s safe and where they’re supposed to be. The fi ghter squadrons have been fl ying DCA (defensive counter-air), basically defending a certain patch of sea or land against opposing forces.

‘We do a couple of control events although the majority of these are being done by the ships. RIMPAC is a great opportunity for the controllers on the ships to get some real-life experience of controlling aircraft.’

LT Axle went on to explain the art of de-coding the returns from the Group II

Hawkeye’s powerful AN/APS-145 radar system: ‘We can see ships, we can see air contacts, any returns, and that’s where the art of airborne early warning comes in because you have to see whether it’s a ship or an air contact, and where it’s going. You learn to pick out the nuances of what the radar video is telling you, as to whether something is moving quickly or slowly, towards us or away from us. Occasionally transponders will be switched off to allow for more realistic training.’

Further along the Reagan’s seemingly endless corridors sits the ready room of the ‘Bounty Hunters’ of VFA-2. LT Christopher Norine is one of the squadron’s F/A-18F Super Hornet Weapons System Offi cer (WSO), and described VFA-2’s training objectives during RIMPAC.

‘Prior to the exercise starting we spent a lot of time getting familiar with the airspace and integrating with the air traffi c control agencies in Hawaii. During the exercise itself we execute our missions with a building-block training approach. We are conducting our own ULTs (Unit Level Training); however, we provide support for surface combatants as well, the cruisers and destroyers.

‘Initially, just after we left port we conducted a SINKEX (Sinking Exercise)


88-95 RIMPAC 2014 C.indd 91 18/09/2014 15:36

whereby we dropped live GBU-12 ordnance on a decommissioned ship. Our objectives were proper mission employment and to refi ne operating on the boat again.

‘RIMPAC defi nitely involves a lot more air wing integration; we’re working with much larger packages than just the in-house fl ying we normally do. The basic training is the same as we do at home, but what is different is working with all the outside assets.’

At sea — USS PeleliuThe Tarawa-class amphibious assault ship USS Peleliu (LHA 5) headed up the Marine Expeditionary Force units under Special Purpose Marine Air-Ground Task Force 3. SPMAGTF-3 is comprised of multiple III Marine Expeditionary Force units including Marine Medium Tilt-rotor Squadron 161 (VMM-161) with MV-22B Ospreys and two Marine Heavy Helicopter Squadrons (HMH) fl ying CH-53E Super Stallions (HMH-463 augmented by HMH-465) from the 3rd

Marine Aircraft Wing headquartered at MCAS Miramar, California.

USMC Air Combat Element (ACE) units embarked in the Peleliu consisted of Marine Light Attack Squadron 367 (HMLA-367) with AH-1Ws and UH-1Ys. Joining them was a US Navy search and rescue detachment, HSC-21 Det 2 with the MH-60S.

Peleliu’s air boss, CDR Matthew Niedzwiecki, explained the ship’s role in RIMPAC as part of a wider Combined Task Force (CTF): ‘Peleliu’s participation in RIMPAC as a member of Task Force 176 is centered on the amphibious assault mission set. The rotary-wing component is crucial to the quick insertion of multi-national troops by MV-22s and CH-53Es with the escort support of UH-1s and AH-1s. Our aim during RIMPAC was to demonstrate the safe and effi cient insertion of multiple waves of hundreds of coalition troops. In addition, the exercise scenario offers the USS Peleliu the opportunity to hone its skills in joint well-deck and fl ight-deck operations. It is a

full team effort to co-ordinate the launching of Landing Craft Air Cushion (LCACs) with fl ight operations while maintaining the ship in the proper location. Constant communications are required between the bridge, primary fl ight control, and debark control.’

The USS Peleliu also afforded the opportunity to other RIMPAC participants to carry out deck-landing qualifi cations. The US Army took full advantage with AH-64E Apache Guardians operated by the 1st Armed Reconnaissance Battalion, 25th Aviation Regiment, 25th Combat Aviation Brigade from Fort Carson, Colorado, which conducted the fi rst deck-landing qualifi cations for the E-model on July 19. A primary goal is to build greater maritime fl exibility for the Pacifi c joint commander to utilize when determining capabilities during mission planning.

The Peleliu’s participation in RIMPAC marked the beginning of her fi nal six-month cruise under the 3rd and 7th Fleet areas


88-95 RIMPAC 2014 C.indd 92 18/09/2014 15:36

of responsibility (AOR). Commissioned on May 3, 1980, she is scheduled for decommissioning on March 31, 2015.

Marine Corps Base HawaiiProviding close air support (CAS) for the Marine Air-Ground Task Force were the ‘Werewolves’ of Marine Fighter Attack Squadron 122 (VMFA-122), whose F/A-18Cs were detached to USMC Air Combat Element (ACE) Ashore at Marine Corps Base Hawaii (MCBH) along with KC-130Rs of Marine Aerial Refueler Transport Squadron 234 (VMGR-234) and VMGR-152.

MCBH at Kaneohe Bay is home to three tenant P-3C squadrons under Patrol Reconnaissance Wing Two, namely Patrol Squadron 4 (VP-4) ‘Skinny Dragons’, VP-9 ‘Golden Eagles’ and VP-47 ‘Golden Swordsmen’. The base also hosted a large contingent of deployed long-range patrol aircraft for RIMPAC to conduct the primary mission of anti-submarine warfare. P-3Cs from Australia, Japan, New Zealand and

South Korea, along with three RCAF CP-140s, stretched out along the MCBH fl ightline.

In addition, the P-8A Poseidon showcased its abilities alongside its Orion stablemates in joint anti-submarine warfare, anti-surface warfare, and intelligence, surveillance and reconnaissance scenarios. The ‘Pelicans’ of VP-45 Combat Aircrew Four (CAC-4) completed the fi rst P-8A Co-ordinated Time on Top (CTOT) AGM-84D live missile shot with a Japan Maritime Self-Defense Force (JMSDF) P-3C crew during RIMPAC 2014.

The missile shot involved a P-8A-launched AGM-84D Harpoon missile and an ATM-84D Harpoon telemetry missile fi red from a JMSDF P-3C. The result was a successful strike against a surface target, both missiles arriving simultaneously.

Joint Base Pearl Harbor-HickamThe ‘home team’ units of the 154th Wing, Hawaii Air National Guard (HI ANG) based at Joint Base Pearl Harbor-Hickam (JBPHH)

took full advantage of RIMPAC, hosting visiting units as well as providing and receiving valuable training opportunities in conjunction with its co-located active-duty 15th Wing counterparts.

Lt Col James Sage, F-22A Raptor pilot and commander of the 199th Fighter Squadron, HI ANG, explained the unit’s involvement. ‘Our mission is to participate in RIMPAC with the US Navy and the other coalition partner nations. We’re bringing our fi fth-generation F-22 Raptor into that fi ght and co-ordinating with the different assets that are out there, both sea-based — the ships, the carrier — as well as the air, the F/A-18 Hornets, the command and control aircraft and the other fi ghters in the airspace.

‘Typically we take off from here and meet a four-ship of F/A-18s from the Ronald Reagan. The tanker assets will also take off from here. We meet them in the airspace and we conduct the fi ghts. We’re also working with the ships as well in orchestrating all this, so it’s a great opportunity to maximize training,

This photo: A soldier from 3rd Battalion, Princess Patricia’s

Canadian Light Infantry Recce Platoon, 3 Section, jumps from

a US Marine Corps CH-53E Super Stallion during RIMPAC training

at Kaneohe Bay. Canadian Forces Combat Camera/

Sgt Matthew McGregor

Right top to bottom: This VFA-34 ‘Blue Blasters’ F/A-18C is taxiing

forward to a catapult aboard the USS Ronald Reagan. Notably,

many of the unit’s aircraft were carrying the old ADM-141

Tactical Air Launched Decoy (TALD), as seen here.

F-16Cs from the 457th Fighter Squadron, Air Force Reserve

Command (AFRC) at Joint Reserve Base Fort Worth, Texas,

were heavily involved.


88-95 RIMPAC 2014 C.indd 93 18/09/2014 16:55

utilizing all the different assets that are out in the airspace and on the water. It adds a level of complexity that equates to better training for our pilots. With the Red Air/Blue Air fi ghts, we do mix and match with different units participating in different mission sets throughout the exercise, and not to forget RIMPAC is a very sea-centric exercise with a lot of activities going on with the ships, in command and control specifi cally. The air war is just another portion of the entire exercise.’

Every unit within the 154th Wing, be it Raptors, KC-135s or C-17s, is blended with Pacifi c Air Forces’ (PACAF) 15th Wing under the Total Force Integration concept. Lt Col Sage explained how that works at the 199th: ‘Seventy-fi ve per cent of our pilots are Guard (199th FS), [and] 25 per cent active-duty (19th FS) in what we call a TFI, or Total Force Integration construct. The tails are Guard, and it’s a Guard-led organization. We pride ourselves on being fully integrated, so you will see formations going out with Guard and active-duty pilots. Even in our non-fl ying duties we’re fully blended, so we’ll have a scheduler working side-by-side with an active-duty guy and we try to keep it that way: one team, one fi ght all the time. Initially when the Guard got the F-22 the active-duty brought the experience, with high-time pilots providing us with the experience and getting us up to speed. Now the Guard pilots have several hundred hours in the jet and we’re starting to see the results of that continuity from a training standpoint.’

Summing up his unit’s contribution to RIMPAC, Lt Col Sage was full of praise for the Raptor and the benefi ts it and the unit’s pilots bring to the fi ght: ‘The F-22A is performing very well in the exercise. It brings the supercruise capability, [and] the tremendous stealth, and the avionics we have on board provide us with a very good force-multiplier for the other fi ghters that are out in the airspace… There is a lot of great training utilizing a lot of different aircraft and the command and control co-ordination aspect of it is providing excellent training for all my pilots.’

Deployed unitsTactical fi ghter units deployed to JBPHH to participate in RIMPAC 2014 included the 391st Fighter Squadron ‘Bold Tigers’ from Mountain Home AFB, Idaho, marking the fi rst time F-15E Strike Eagles had taken part in the exercise. They were joined by F-16CM Fighting Falcons from the 457th Fighter Squadron, Air Force Reserve Command (AFRC) at Joint Reserve Base Fort Worth, Texas. Lastly, the RCAF sent six CF-188s from 409 Squadron, 4 Wing Cold Lake, Alberta.

US Air Force airborne early warning and control support came courtesy of reservists from the 513th Air Control Group’s 970th Airborne Air Control Squadron aboard an E-3 Sentry that deployed for two weeks, fl ying fi ve missions with US Navy communications specialists to integrate Link 16 capability. Link 16 connectivity provides all the ships, aircraft and other coalition units with the ability to exchange tactical data to enhance their situational awareness. The link also allows the air

operations center to see everything the Sentry’s radar detects in real time, allowing US and allied forces to share the same information securely.

Tanker assetsIn addition to the Hornets, the Canadians sent the largest force to RIMPAC after the US. This involved over 1,000 personnel. The RCAF aircraft included a CC-150T Polaris and CC-130T Hercules joining USAF KC-135R Stratotankers as part of a large RIMPAC tanker task force. Within the RIMPAC Combined Air Operations Center (CAOC) there was a tanker cell, and within that each unit had a Tanker Liaison Offi cer. KC-135R units involved included the JBPHH-based 96th Air Refueling Squadron (96th ARS), partnering with the Hawaii Air National Guard’s 203rd ARS, as well as the 645th ARS from Tinker AFB, Oklahoma, the 909th ARS from Kadena Air Base, Japan, and the 117th ARS from Forbes Field Air National Guard Base in Topeka, Kansas. These provided air refueling support to all RIMPAC air assets.

As an active-duty unit assigned to PACAF’s 15th Wing, the 96th ARS is used to the air refueling mission, but RIMPAC brought with it the opportunity to refuel different aircraft in larger numbers and also increases the pace signifi cantly. ‘We’re going to use RIMPAC fl ying hours to upgrade a few co-pilots to aircraft commanders’, said Maj Kelly Church, 96th ARS assistant director of operations. ‘We’re using this opportunity to cultivate our young captains and groom them to command a jet.’

Church said RIMPAC is an opportunity for pilots to get a broader training experience than might be the case during their daily training missions. ‘This is a really good experience for them’, Church said. ‘Flying during RIMPAC, the airspace will be busier than anything they’ve ever experienced due to the number of aircraft that are here now.’

‘The KC-135 Stratotanker plays an essential role in RIMPAC’, explained Lt Col Reese Evers, 96th ARS operations offi cer. ‘The projection of air power is vital, especially in the Pacifi c theater, and that couldn’t happen without the air refueling capability.’

Extra fl ying hours aside, Evers concluded that RIMPAC is really about the 96th ARS supporting the mission: ‘During the largest US Navy exercise in the world it would be easy for the US Air Force aspect to get overlooked, but every day there is a KC-135 launching in support of RIMPAC and this is just an extension of what we do every day, which is projecting combat air power throughout the Pacifi c region.’

With the theme of ‘capable, adaptive partners’, participating nations at RIMPAC 2014 demonstrated the fl exibility of maritime forces to meet regional and global challenges for mutual benefi t.

Acknowledgments: Thanks to LT Lenaya Rotklein, Capt Je� Noel (RCAF), TSgt Terri Paden and the Combined Information Bureau sta� for their assistance.

This photo: This VAW-113 E-2C Hawkeye 2000 is a split second from taking the wire aboard the USS Ronald Reagan during RIMPAC.

Above left to right: Riding in the cockpit of a 96th ARS KC-135R.

Lt Col James Sage, Raptor pilot and 199th FS squadron commander.


88-95 RIMPAC 2014 C.indd 94 18/09/2014 15:36


88-95 RIMPAC 2014 C.indd 95 18/09/2014 15:37


Dispatches from the

front line of aerospace

technology

US AIR FORCE REVEALS NEW CITY-WIDE DRONE SENSORBY DAVID AXE

This MQ-9 Reaper from the 62nd Expeditionary Reconnaissance Squadron at Kandahar

Air� eld, Afghanistan, is carrying the new pods. USAF/SSgt Evelyn Chavez

‘Gorgon Stare Increment 2 can reportedly view an area as large as 20 square miles — the size of a small city’T

HE US AIR Force has released a photo depicting an unmanned aerial vehicle on the ground at Kandahar Airfi eld in southern Afghanistan with two underwing pods of a type not

previously seen by the public.The image dated August 18 shows MQ-9

Reapers belonging to the 62nd Expeditionary Reconnaissance Squadron, one of America’s main drone units in Afghanistan. One of the Reapers — which the 62nd launches, lands and repairs, but which are operated remotely by pilots in the US — sports two sensor pods, one under each wing.

These could comprise the latest Increment 2 version of the rarely-seen Gorgon Stare system, which can monitor an area the size of a small city with its electro-optical and infra-red sensors.

Look closely at the offi cial photo, and you can seen ‘EO’ markings on one pod and ‘IR’ on the other.

According to Sierra Nevada Corporation, the contractor that makes Gorgon Stare, the Increment 2 system ‘features two state-of-the-art imaging sensor turrets — an electro-optical sensor derived from the Defense Advanced Research Projects Agency’s ARGUS technology and manufactured by BAE Systems, and an infra-red sensor integrating the largest IR arrays available manufactured by Exelis.’

With 1.8 billion pixels, ARGUS was the highest-resolution camera in the world when it fi rst appeared in early 2013. ARGUS is composed of 368 fi ve-megapixel smartphone cameras clustered together and peering through four telescopic lenses.

Thanks to ARGUS, Gorgon Stare Increment 2 can reportedly view an area as large as 20 square smiles — the size of a small city.

‘Gorgon Stare provides unprecedented, real-time situational awareness — both for troops in contact and commanders who are directing large-scale operations’, Sierra Nevada Corporation explained. ‘Simultaneously, it also provides [a] unique near-real-time forensics capability to intelligence analysts that enables rapid adversary pattern-of-life analysis.’

In other words, with Gorgon Stare watching over a huge area, analysts can sense the normal ebb and fl ow of everyday life… and detect anything abnormal that might indicate the presence of insurgents or terrorists.

The older Increment 1 version of Gorgon Stare also comes in a pair of underwing pods — one carrying the cameras, the other with networking and communications equipment. The original Gorgon Stare entered service in early 2011 aboard Reaper drones.

Along with the manned MC-12 surveillance aircraft, the earlier Gorgon Stare was the main result of then-Secretary of Defense Robert Gates’ push to boost US surveillance capabilities in Iraq and Afghanistan starting in 2009.

But US Air Force testers were unhappy with Gorgon Stare at fi rst. In December 2010, the 53rd Wing at Eglin Air Force Base,

Florida, which ran the operational trials for Gorgon Stare, complained about the new sensor’s performance, specifi cally the relatively low quality of its video footage and glitches in the datalink.

The 53rd Wing testers declared Gorgon Stare ‘not operationally effective’ and ‘not operationally suitable.’

Nevertheless, the US Air Force sent some of the $15-million Gorgon Stare systems to Afghanistan. Between March 2011 and July 2014, Increment 1 achieved ‘10,000 hours of direct combat support’, Sierra Nevada Corporation boasted.

The US Air Force once had plans to install Gorgon Stare on a massive, robotic spy blimp called Blue Devil II, but the US Air Force cancelled Blue Devil II in mid-2012. Today only the Reaper drone carries Gorgon Stare.

In 2013, the USAF cut future funding for the new system, reducing the number of units it would purchase to just a handful, including no more than six Increment 2 pod sets.

Increment 2 debuted in Afghanistan ‘earlier’ in 2014, Sierra Nevada Corporation revealed in July. The new system corrects some of Increment 1’s defi ciencies, and boasts four times the fi eld of view and twice the resolution of the initial version.

Now, thanks to the US Air Force’s photo release, we probably know what Gorgon Stare Increment 2 looks like, as well.

96 Cutting Edge C.indd 96 16/09/2014 15:00


© Key Publishing Ltd 2014All rights reserved. No part of this magazine may be reproduced or transmitted in any form by any means, electronic or mechanical, including photocopying, recording or by any information storage and retrieval system, without prior permission in writing from the copyright owner. Multiple copying of the contents of the magazine without prior written approval is not permitted.

We are unable to guarantee the bona � des of any of our advertisers. Readers are strongly recommended to take their own precautions before parting with any information or item of value, including, but not limited to, money, manuscripts, photographs or personal information in response to any advertisements within this publication.

EDITORIAL EDITOR: Jamie Hunter ([email protected])DEPUTY EDITOR: Ben Dunnell ([email protected])ASSISTANT EDITOR: Thomas NewdickNORTH AMERICAN NEWS EDITOR: Tom KaminskiEUROPE/WORLD NEWS EDITOR: Thomas NewdickDESIGNER: Dominique Maynard

Special Correspondents: David Axe, Luigino Caliaro, Ted Carlson, Richard Cooper, Frank Crébas, Robert F. Dorr, Neil Dunridge, Brad Elward, Paul Filmer, Alexander Golz, Jon Lake, Ioannis Lekkas, Neil Pearson, Andreas Rupprecht, Warren E. Thompson

Editorial Address: Combat Aircraft, Key Publishing Ltd, PO Box 100, Stamford, Lincs, PE9 1XPTel: +44 (0)1780 755131E-mail: [email protected] site: www.combataircraft.net

Editorial Contributions: The Editor is pleased to receive contributions to Combat Aircraft in the form of articles, news stories, letters and photographs. Items accepted will be retained and paid for at standard rates on publication. Material sent to the Editor, whether commissioned or freely submitted, is provided at the contributor’s own risk; Key Publishing Ltd cannot be held responsible for loss or damage howsoever caused. The opinions and views expressed by authors and contributors within Combat Aircraft are not necessarily those of the Editor or Key Publishing Ltd.

ADVERTISING

Group Advertisement Manager: Brodie Baxter Tel: +44 (0)1780 755131 • E-mail: [email protected] Manager: Ian MaxwellTel: +44 (0)1780 755131 • E-mail: [email protected] Production: Debi McGowan Tel: +44 (0)1780 755131 • E-mail: [email protected] Office: Key Publishing Ltd, PO Box 100, Stamford, Lincs, PE9 1XQ

SUBSCRIPTIONSUS/CanadaCombat Aircraft 3330 Paci� c Ave, Suite 500, Virginia Beach Va. 23451Tel: +1 800 428 3003 (Toll Free for US and Canada)E-mail: [email protected]: www.imsnews.com

UK/Europe/RoWCombat Aircraft Subscriptions DepartmentKey Publishing Ltd, PO Box 300, Stamford, Lincolnshire, PE9 1NA. UK.Tel 01780 480 404, (from UK), +44 1780 480 404 (from outside UK).Email: [email protected]: www.keypublishing.com/shop

Combat Aircraft Monthly (ISSN 2041-7489), is published monthly by Key Publishing Ltd and distributed in the USA by Mail Right Int., 1637 Stelton Road B4, Piscataway, NJ 08854.

Periodicals Postage Paid at Piscataway, NJ and additional mailing o� ces Postmaster: Send address changes to Combat Aircraft Monthly, Key Publishing C/o 1637 Stelton Road B4, Piscataway NJ 08854

Magazine Binders & Back Issues: Available from our UK Subscriptions o� ce

PUBLISHINGManaging Director and Publisher: Adrian CoxCommercial Director: Ann SaundryConsultant Editor: Paul HamblinMarketing Manager: Martin SteeleWebmaster: Simon RussellExecutive Chairman: Richard Cox

Combat Aircraft is published 12 times a year by:Key Publishing Ltd, PO Box 100, Stamford, Lincs, PE9 1XPTel: +44 (0)1780 755 131 • Fax: +44 (0)1780 757261Registered Offi ce: Unit 1-4, Gwash Way Ind Est, Ryall Road, PE9 1XP UK: ISSN 2041-7489 US: ISSN 2041-7470

PrintingWarners (Midlands) plc, The Maltings, Bourne, Lincs. PE10 9PH

Distribution

US/Canada: Enquiries Line 001 973 939 7213UK/Europe/RoW: Seymour Distribution Ltd, 2 Poultry Avenue, London. Enquiries Line: +44 (0)20 3148 3333

(ON SALE DATE MAY VARY BY REGION)

Contents subject to changeContents subject to changeJULY ISSUE: ON SALE FROM 23 JUNEContents subject to change

DECEMBER ISSUE: ON SALE GLOBALLY FROM NOVEMBER 6

NEXT MONTH

JAPANESE AIR POWER 2014

Rich Cooper

98 Next Month C.indd 98 12/09/2014 09:05

AVA I L ABLE NOWFrom and other leading newsagentsFor latest subscription deals visit

www.air forcesmonthly.com

806/12

officially the world’s number one military aviation magazineofficially the world’s number one military aviation magazine

Search: Airforces monthly

ALSO AVAILABLE ON

also available for PC, MAC & Kindle Fire from

735/12

F R E E A P Pw i t h s a m p l e i s s u e

IN APP ISSUES £3.99

SEARCHAIRFORCES MONTHLY

758/14

AirForces Monthly provides the best military aviation news coverage from

around the globe and is essential reading for anyone seeking a well-informed view.

Devoted entirely to modern military aircraft and their air arms, AirForces Monthly has built up a formidable reputation worldwide

by reporting from places not generally covered by other military magazines.

OCTOBER issue features:

CHINESE ATTACK HELICOPTERSIn a world where sanctions, vetoes, clones and copies play a big part, China’s attack helicopters are fi nally emerging from the

shadows as Jakub Fojtik explains.

RUSSIAN AVIATION EXPANSIONDr Dave Sloggett considers how Russian

military aviation is increasingly showing signs of behavior reminiscent of the Cold War

OMAN’S JAGUARSAs the Jaguar is retired from Oman, Peter R

Foster takes a brief look at the aircraft’s history in the kingdom.

FORCE REPORT - USAF Air Mobility Command

Bob Archer describes the operational fl eet of the USAF’s Air Mobility Command – a force that’s

‘making do’ with transports both old and new in a challenging unfamiliar world.

A n d m u c h m o r e !

provides the best military aviation news coverage from

around the globe and is essential reading for anyone seeking a well-informed view.

Devoted entirely to modern military aircraft has

built up a formidable reputation worldwide by reporting from places not generally covered by other military magazines.

OCTOBER issue features:

CHINESE ATTACK HELICOPTERSIn a world where sanctions, vetoes, clones and copies play a big part, China’s attack helicopters are fi nally emerging from the

shadows as Jakub Fojtik explains.

RUSSIAN AVIATION EXPANSIONDr Dave Sloggett considers how Russian

military aviation is increasingly showing signs of behavior reminiscent of the Cold War

OMAN’S JAGUARSAs the Jaguar is retired from Oman, Peter R

Foster takes a brief look at the aircraft’s history in the kingdom.

FORCE REPORT - USAF Air Mobility Command

AVA I L ABLE NOW

JUST$11.50

UK £4.60

*

758 AFM Latest FP.indd 99 18/09/2014 17:05

Christopher Ward F_P.indd 1 10/09/2014 10:19

Combat-Aircraft-Monthly-2014-11 - November 2014 UK.pdf

Documents

Transcript of Combat-Aircraft-Monthly-2014-11 - November 2014 UK.pdf