Combat Aircraft Monthly 2014-04

Vol 15, No 4 | www.combataircraft.netNorth AmericA’s Best-selliNg militAry AviAtioN mAgAziNe

IN THE NEWS:

USAF F-16 upgrades scrapped?UK to make new F-35 commitment

boeing KC-46 delays expectedUAE asks america FOR MORE f-16s

CH-53K testing gets under way

ExclusivE

TARANIS UNVEILED

DRONE DELIVERY

GORILLA FORCEGORILLA FORCEGORILLA FORCEGORILLA FORCEGORILLA FORCEGORILLA FORCEGORILLA FORCEGORILLA FORCEGORILLA FORCEGORILLA FORCEGORILLA FORCEGORILLA FORCEGORILLA FORCEGORILLA FORCEGORILLA FORCECOmbAt AAt AA IRCRAFtIRCRAFtIRCRAF JOINS t JOINS t tHE USAF F-35A tRAINING UNIt

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BRAZILIAN SCOOTERSAir-to-air with Latin America’s finest Skyhawks

‘FITTER’ WARRIORsPoland marks 30 years of operations

‘RED FLAG© IS BACK! • F-35 OPERATIONAL TEST REPORT EVALUATED • END OF THE LINE FOR C-17

Gaijin F_P.indd 1 04/02/2014 09:20

HEADLINE NEWS

United Arab Emirates to buy more ‘Vipers’, Iraq to acquire Apaches, and UK unveils Taranis testing

US NEWS

F-35 production rates slowed, AC-130J gunship rolled out, CH-53K starts dynamic testing

Uk NEWS

‘Dambusters’ end Tornado GR4 operations, F-35 order imminent and Voyagers grounded

WorLD NEWS

Kuwaiti C-17 delivered, all the latest Chinese news and Saudi Eagles head to ‘Red Flag’

EUropE NEWS

Plans for new Russian display team, French E-3Fs upgraded and Belarus ‘Flankers’ are coming back

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32 GorILLA ForCE Lockheed Martin’s Joint Strike Fighter program has had its share of trials and tribulations, but genuine progress is now being made. The US Air Force’s 58th Fighter Squadron ‘Gorillas’ is at the forefront of service introduction of the F-35A Lightning II, as Robert F. Dorr reports, with exclusive photographs by James Haseltine

40 SpECIAL rEporT: F-35 oN TEST The annual report from the DoD’s Director of Operational Test and Evaluation always provides an interesting insight into the world of key US military programs. Jamie Hunter evaluates the F-35 feedback

42 rENEWING BrAZIL’S NAVAL WINGS Cees-Jan van der Ende travels to Brazil and discovers how naval air power has been subject to government-enforced cutbacks. With rich pickings of Skyhawk IIs, Sea Kings and Super Pumas, the skies around Naval Air Station São Pedro da Aldeia are buzzing with activity again

52 AIr poWEr rEVIEW: CHArrúA FIGHTErS Brigada Aérea No 2 of the tiny Uruguayan Air Force concentrates all of the air arm’s combat units at its base in the center of the country. Santiago Rivas flew with the unit

58 VAmpIrE TESTErS Dick Wels visits the ‘Vampires’ of VX-9 at NAWS China Lake, California, to meet the US Navy squadron responsible for the execution of operational test and evaluation

64 SpECIAL rEporT: TArANIS BrEAkS CoVEr BAE Systems and the UK Ministry of Defence have together developed an advanced concept demonstrator that may lead to the next-generation of combat aircraft post-2030. Jamie Hunter reports

66 FACT FILE: FIrE SCoUT A unique unmanned aerial vehicle, the US Navy’s vertical take-off and landing Fire Scout is designed to serve aboard air-capable ships. Tom Kaminski details how these UAVs will soon form a key component of the Littoral Combat Ships

70 INDUSTrY rEporT: C-17: THE FINAL CoUNTDoWN The Boeing C-17 experienced a somewhat checkered history in its early years, before emerging as the US Air Force’s go-to intra-theater transport. With production now set to end in 2015, Jon Lake looks at the status of the Globemaster III

74 SWING-WING SUrVIVor Bartosz Bera and Maciej Wolanski celebrate 30 years of Polish Air Force duty by the Su-22 ‘Fitter’, a type that may now be facing imminent retirement

88 EXErCISE rEporT: ‘rED FLAG’ IS BACk! Following the unprecedented cancellation of two of last year’s events due to sequestration, exercise ‘Red Flag’ is back with a vengeance this year. Jamie Hunter attends the first of this year’s scheduled three-week exercises at Nellis AFB

92 GLorY DAYS: roVING SANDS ’97 Warren E. Thompson recalls a one-of-a-kind event, ‘Roving Sands ’97’ — at the time, the largest joint tactical air operations exercise staged anywhere in the world

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

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

What’s insideWhat’s insideVol 15, No 4 April 2014

Gorilla Force — F-35As attached to the 58th FS ‘Gorillas’ provide our cover subject this month as we showcase the USAF’s Lightning II training squadron. James Haseltine

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

During the last decade the People’s Liberation Army Naval Air Force has developed further towards becoming a truly capable air arm than at any time since its foundation. Andreas Rupprecht details a service that no longer hides behind the ‘real’ Air Force. via Chinese Internet

80 AIR POWER REVIEW: THE SEA DRAGON RISES

SHAW SHOOTER

It Is gratIfyIng to see that the Us air force is back at full tilt with its training. Last year was adark time for the world’s most powerful air arm, crippled by legislation and budgetary infighting.

With its headline training efforts such as the Weapons school and ‘red flag’ effectively shut

down (not to mention some squadrons being groundedcompletely), front-line fighter pilots were clearly not receiving the instruction required to enable them to remain razor-sharp.

It is therefore pleasing that, in february, CA was able to visit the first ‘red flag’ to be held in a year. similarly,the Weapons school is back in action and training new fighter pilots to the high standards demanded by theUsaf.saf.saf

Of course, there are those who argue that ‘red flag’ or the Weapons the Weapons the W school are not required, that they are the legacies of past eras. However, we could counter that they are now more necessary than ever before.

the Us military is vocal in its need to look to the future, to emerge from its narrow, but important, role of future, to emerge from its narrow, but important, role of future, to emerge from its narrowsupporting troops on the ground — as has been the focus over the last decade.

We are entering a multi-role era. as is evidenced by the pressure being applied on the a-10 ‘Warthog’ force,as much as we all respect such types, no single-role airframe is safe. Hopefully they can still find a niche and be retained in smaller numbers.

We are also in an age of fewer airframes, and fewer squadrons. Pilots need to be able to turn their hand to unexpected missions, to react at short notice to whatever challenges issue forth.

this places a high demand on personnel. Multi-role pilots not only need the right kit, but also the righttraining. Building experience via realistic exercises and interoperability with allies is a necessity.

Jamie Hunter, EditorE-mail: [email protected]: [email protected]

ALL SYSTEMS GO!

Bedecked with mission markings, the 20th FW F-16CMs were in action suppressing the range threats during exercise ‘Red Flag 14-1’ in February at Nellis AFB. Jamie Hunter

4 April 2014 www.combataircraft.net

Combat EdgeCombat EdgeCombat EdgeCombat EdgeCombat Edge

CONTRIBUTOR PROFILEJIm HaselTINe

Born and raised in the US Air Force, Jim spent much time traveling around the world with

his father. This upbringing fostered a tremendous passion for the Air Force and aviation, along with a great admiration for the men and women involved. His other great interest is electronics. For the past 20 years he has worked across the electronics industry as

a camera operator and projectionist, producing and directing productions for concerts and TV shows. Fifteen years ago Jim started HIGH-G Productions for multi-media production, specializing in aerial photography. His work has appeared in numerous calendars, books and magazine publications worldwide, including the pages and covers of Combat Aircraft.

5www.combataircraft.net April 2014

This MOnth


NewsNews

More Desert Falcons for UAENew Block 61 ‘Viper’ revealed for Emirates

The UniTed ArAb emirates has moved to acquire 30 additional Lockheed Martin F-16 desert Falcon fighters. On January 23 the US defense Security Co-

operation Agency notified Congress of a possible Foreign Military Sale (FMS) of the jets to the UAe. US defense Secretary Chuck hagel had first mooted the follow-on ‘Viper’ sale in April 2013, the deal at that time involving 25 new airframes.

The dSCA announcement described the aircraft variant as the F-16 ‘block 61’, although it remains unclear how this will differ from the F-16e/F block 60 desert Falcons currently in the UAe Air Force inventory. While Lockheed Martin has not commented on the new standard, US department of defense officials note that the block 61 will include enhanced radar, avionics, and weapons capabilities.

Among the items of equipment listed as part of the initial sale are 40 20mm M61A1 Vulcan guns, 40 embedded GPS M61A1 Vulcan guns, 40 embedded GPS M61A1 Vinertial navigation systems, identification friend or foe equipment, Joint Mission

Planning Systems, and night vision devices. Since the northrop Grumman An/APG-80 active electronically scanned array (AeSA) radar as used by the block 60 desert Falcon is no longer in production, it is expected that the block 61 will feature a new radar type, likely to be either the northrop Grumman Scalable Agile beam radar (SAbr) or the rival raytheon Advanced Combat radar (rACr).

An initial equipment package in support of the acquisition will cost $270 million. Ultimately, the 30 aircraft plus associated equipment, parts, training and logistical support could be worth as much as $5 billion.

According to the dSCA, the proposed sale ‘will contribute to the foreign policy and national security of the US by improving the security of a friendly country that has been, and continues to be, an important force for political stability and economic progress in the Middle east.’

As well as the 30 new F-16 block 61s, the UAe plans to upgrade its existing F-16e/F block 60 desert Falcons, 80 of which were originally delivered.

Although some sources list a surviving fleet of 79 block 60 jets, the UAe force is understood to have suffered additional attrition that reduces this figure. The upgrade standard is referred to under the new designation of block 60+, suggesting that these aircraft will not be brought up to exactly the same standard as the new block 61 fighters.

Last October, the UAe put in an FMS request for $4 billion-worth of weaponry and stores including 5,000 GbU-39/bSmall diameter bombs, 1,200 AGM-154C Joint Stand-Off Weapons, 300 AGM-84hStand-off Land Attack Missiles — expanded response (SLAM-er), and 30 An/AWW-13 datalink pods. Thomas Newdick

The UAE has ordered an additional batch of Desert Falcons to join the survivors from a total of 80 F-16E/F Block 60s that were delivered between 2004 and 2006. The new aircraft will be produced to an improved standard known as Block 61. Jamie Hunter

F-35 orders trimmedUS DoD request stretches out procurement. See US News

New Russian display team9th of May Yak-130 team could debut this year. See Europe News

Also this month...


HeadlinesIraq to receive ApachesAH-64Es to be preceded by lease dealIraq is set to receive 24 Boeing AH-64E Apache Guardian attack helicopters from the US government. The possible Foreign Military Sale was announced to Congress by the Defense Security Co-operation Agency on January 27. Including associated equipment, parts, training and logistical support, the deal will be worth an estimated $4.8 billion. As well as the 24 AH-64Es, Iraq will receive 56 T700-GE-701D engines, 27 AN/ASQ-170 Modernized Target Acquisition and Designation Sights (MTADS), 27 AN/AAR-11 Modernized Pilot Night Vision Sensors (MPNVS), and 12 AN/APG-78 Longbow fire-control radars. Armament will include 480 AGM-114R Hellfire missiles with fragmentation anti-personnel warheads.

In the interim, Baghdad has requested the lease of six AH-64s, likely to be former US Army AH-64A or AH-64D versions, in a deal worth $1.37 billion. The same package would also take in 152 AGM-114K Hellfires with shaped-charge anti-vehicle warheads. The leased helicopters could arrive in Iraq as early as summer 2014 and are expected to remain in Iraq after the delivery of the new-build AH-64Es.

Approval for the deal is a major victory for the Obama administration, which had faced opposition within the Senate amid concerns that the attack helicopters could be used against Sunni and Kurdish minority groups in Iraq. In its notification to Congress, the DSCA noted that the ‘proposed sale supports the strategic interests of the United States by providing Iraq with a critical capability to protect itself from terrorist and conventional threats, to enhance the protection of key oil infrastructure and platforms, and to reinforce Iraqi sovereignty.’

Iraqi demand for advanced attack helicopters has increased in recent months, with al-Qaeda militants having taken control of the key city of Fallujah. The status of Iraq’s reported order for up to 40 Mil Mi-28NEs remains uncertain — although initial deliveries were reported by Russian agencies in January, these have yet to be confirmed by any photographic evidence. The Mi-28s were part of a $4.2-billion arms order with Russia reportedly signed in 2012.

Iraq also placed a request for 500 AGM-114K/R missiles earlier in January,these apparently in addition to the weapons mentioned above. Thomas Newdick

Complete with RAF markings and serial ZZ250, the Taranis is seen during testing last year. BAE Systems

UK unveils TaranisDetails of first flight given at briefing

Pictured at Khotilovo in the Tver Oblast’ in January, serial RF-92431 (Bort 10) is so far the only Russian Air Force Su-27UB to have been painted in this overall gray color scheme. The Su-27 serves alongside modernized MiG-31BMs at Khotilovo after transferring to the base from the serves alongside modernized MiG-31BMs at Khotilovo after transferring to the base from the former 611th Fighter Aviation Regiment at Bezhetsk. Sergey Aleksandrov

RUSSIAN ‘FlANKeR’ GOeS GRAy

The British Ministry of Defence and BAE Systems gave more details of the Taranis stealthy unmanned combat air vehicle at a press conference held in London on February 5. Following ground trials at BAE Systems’ Warton facility in July 2013, a Royal Air Force C-17A transported the demonstrator to the undisclosed test location where the 15-minute first flight was completed on August 10. For more details see our Special Report on page 64.


NewsNews

Photographed at Edwards AFB, California, on February 7 in full 461st FLTS ‘Deadly Jesters’ markings, F-35B BF-18 (BuNo 168314) is now part of the integrated test team there. Ashley Wallace

US budgets hit F-35Lightning II procurement stretched

The US DeparTmenT of Defense’s forthcoming budget request for the fiscal year commencing October 1 looks set to trim original F-35 Lightning II orders for

the period to 34 aircraft, down from the originally-planned 42.

The FY2015 budget request will be released shortly after this magazine goes to press and is expected to allow for 26 F-35as for the US air Force, six F-35Bs for the US marine Corps and just two F-35Cs for the US navy. The procurement still shows an increase year-on-year, 29 jets having been budgeted in the current financial period. This reflects the

ramp-up in F-35 production rates and does not include international customers.

however, it also underlines the budgetary pressures faced by the DoD and a gradual stringing-out of procurement. each of the services remain wedded to their initial requirements for a total of 2,443 F-35s. This is balanced against the pentagon having to reduce its total budget request by about $43 billion to stay within a cap of $498 billion for fiscal 2015. Defense Secretary Chuck hagel has repeatedly warned of the need for ‘cuts across the board.’

meanwhile, the F-35C is moving nearer to planned October sea trials after having completed shore-based testing at naval

UNIT NEWS Kandahar wing re-designated

The 451st Air Expeditionary Wing was formally re-designated as the 451st Air Expeditionary Group (AEG) during a ceremony held at Kandahar Airfield, Afghanistan, on January 13, 2014. Initially activated as an AEG at Kandahar on May 3, 2002, it was upgraded to wing status on July 2, 2009. Since its formation the group’s assigned expeditionary units have flown over 111,160 sorties totaling 692,990 hours, transported nearly 500,000 personnel, delivered 505,300 tons of cargo, provided close air support to 1,985 troops-in-contact events and rescued 1,797 personnel from the battlefield. Returning to group status was brought about by the ongoing phased departure of US forces from Afghanistan.

Raptors transferredFive additional F-22As were delivered to the 95th Fighter Squadron at Tyndall AFB, Florida, on February 5, bringing its inventory to 10 Raptors. Included was the flagship of the 301st Fighter Squadron. Like the Raptors, the Air Force Reserve Command squadron is being re-located from

Holloman AFB, New Mexico, to Tyndall, where it will be assigned as an associate squadron alongside the 325th Fighter Wing’s 43rd and 95th Fighter Squadrons. The 301st is a component of the 44th Fighter Group.

Re-activated in October 2013, the 95th will receive its full complement of 24 F-22As from the 49th Fighter Wing’s 7th Fighter Squadron in mid-April. Two pilots from the 95th, which is known as ‘Mr Bones’, conducted their first flights at Tyndall on January 21.

The 49th is scheduled to receive its first F-16C/Ds from Luke AFB, Arizona in early-April. The fighters will be assigned to the re-activated 311th and the 314th Fighter Squadrons, which will be part of the 364th Fighter Group. The latter unit will be gained by Air Education Training Command and assigned to the 56th Fighter Wing at Luke.

Upgraded B-1B deliveredThe USAF received the first production B-1B upgraded with the new Integrated Battle Station (IBS) at Tinker AFB, Oklahoma, on January 21.

Serial 86-0122 subsequently departed for Dyess AFB, Texas, where the 337th Test and Evaluation Squadron will conduct operational testing of the updates.

Carried out by Boeing at the Oklahoma Maintenance Repair and Overhaul Technology Center, adjacent to Tinker, the project involves installation of a fully integrated datalink (FIDL), a vertical situation display upgrade (VSDU), and improvements to the central integrated test system (CITS) that include full-color displays, moving maps, and a new diagnostics system. Two additional B-1Bs are currently undergoing modification at Tinker and a fourth recently arrived at the base. Boeing had previously installed and tested the IBS upgrade on two B-1B test aircraft.

Ski birds fly more missionsThe New York Air National Guard’s 109th Airlift Wing concluded its annual support of US Antarctic research efforts in late February when it moved 1,100 personnel and 43 tons of cargo from the McMurdo Station base to New Zealand.


United States

While deployed, the unit utilized seven of its 10 ski-equipped LC-130H/R airlifters. An early thaw of McMurdo’s ice runway has caused the LC-130s to be used for the mission rather than C-17As assigned to the 62nd Airlift Wing at Joint Base Lewis-McChord, Washington. The decision to employ the LC-130s resulted in an extension of the 109th’s deployment, which normally ends in February. Whereas the C-17A can carry as many as 120 passengers, the LC-130s are limited to just 35-40 for the inter-continental flights between McMurdo Station and Christchurch, New Zealand, and resulted in a larger number of missions than would have been required by the Globemaster III. The wing had been scheduled to fly only 181 sorties in support of the Antarctic operations and had already carried out 219. Upon returning to Stratton Air National Guard Base in Scotia, New York, the 109th AW will begin preparing its LC-130s to fly science support missions to Greenland during the northern hemisphere’s summer months. Although the wing normally deploys six LC-130s and six crews to Antarctica, this season it used seven aircraft and additional

crews and maintenance personnel so that it could handle the increased mission requirements. In total the 109th expects to complete 284 missions, a 57 per cent increase in workload.

Super Hornet move delayedThe US Navy has delayed a planned move of two strike fighter squadrons from NAS Oceana, Virginia, to NAS Lemoore, California, until at least 2016. The original plans for fielding the Super Hornet to the Atlantic fleet called for eight squadrons to be located at Oceana and two at MCAS Cherry Point, North Carolina. Although Super Hornets were eventually assigned to 10 of Oceana’s operational squadrons, the fielding plan was revised in 2011 when the Navy announced that two squadrons would move from Oceana to Lemoore by 2014.

‘Pelicans’ accept PoseidonPatrol squadron VP-45 accepted its first Boeing P-8A at NAS Jacksonville, Florida, on January 13. The Poseidon, which carries BuNo 168434, is the first of six that will initially be assigned to

the ‘Pelicans’. Currently undergoing transition with VP-30, the squadron expects to receive its ‘safe for flight’ certification during February and will become the fleet’s third operational P-8A squadron.

‘Nightdippers’ transitionHelicopter anti-submarine squadron HS-5 became helicopter sea combat squadron HSC-5 during a ceremony at Naval Station Norfolk, Virginia, on January 24. The event also marked the conversion of the ‘Nightdippers’ from the SH-60F/HH-60H to the MH-60S variant of Sikorsky’s Seahawk. HSC-5 had previously been scheduled to convert to the MH-60S earlier in 2013, but the schedule was delayed by an extended deployment that concluded in July. Flight crews and maintainers received transition training locally at Norfolk with HSC-2. Rather than being tasked with the anti-submarine warfare mission, the squadron will now carry out combat search and rescue (CSAR), naval special warfare support, and anti-surface warfare (ASUW) duties.

UNIT NEWS

Osprey gunship?US Air Force Special Operational Command (AFSOC) is in the early stages of developing a gunship variant of the CV‑22B Osprey and is looking at a number of different weapon and configuration options. Although the aircraft’s 38.08ft (11.6m)‑diameter rotors would likely preclude it from delivering forward‑firing munitions from underwing stations,the Osprey would probably employ ramp‑mounted/cargo bay‑stored canister munitions, similar to those carried by

the Marine Corps’ KC‑130J Harvest HAWK gunship, or possibly on sponsonHAWK gunship, or possibly on sponsonHA ‑mounted stub wings. Although a side‑firing cannon could be installed, some structural re‑designing would be required because the Osprey is not equipped witha paratroop door on the left‑hand side of the fuselage, and the right side dooris located forward of the rotors, which would present a safety issue. The gunship is one of a number of new missions under consideration for the Osprey and has also attracted the interest of the Marine Corps, which is following its development.

‘Phrog’ retirement continues‘Phrog’ retirement continuesMarine medium helicopter squadron HMM‑774 at Naval Station Norfolk, Virginia, began retiring its 12 CH‑46E helicopters when the first pair of Sea Knights departed from Chambers Field in February. The initial pair of ‘Phrogs’ will be flown to Davis‑Monthan AFB where the airframes will be placed in storage with the 309th Aerospace Maintenance and Regeneration Group. Known as the ‘Wild Goose’, the squadron willtransition to the MV‑transition to the MV‑transition to the MV 22B Osprey.

CH-46E Sea Knights of HMM-774 at Naval Station Norfolk, Virginia, in February as the unit began retiring the type. US Navy

Air Warfare Center Lakehurst, New Jersey, in January. Testing to ensure the F‑35C’s compatibility with shipboard arresting gear was conducted at Lakehurst from January 9‑16 and included 36 successful roll‑in arrestment tests. Aircraft CF‑03, the first F‑35C to be equipped with the re‑designed tail‑hook, had earlier performed three ‘lower‑energy roll‑ins’ and one ‘fly‑in’ arrestment at NAS Patuxent River, Maryland. Problems with the tail hook were first discovered in 2012 and resulted in the re‑design. In preparation for the sea trials, the aircraft will conduct a three‑to‑four‑month series of field‑based ship suitability tests including fly‑in arrestments.


NewsNews

CH-53K ground testing gets under wayRotors spin as Sikorsky starts test work on new CH-53 variant

Sikorsky began testing the engines and powertrain of the CH-53K ground test vehicle at its West Palm Beach, Florida, facility in January 2014. Sikorsky Aircraft

SikorSky AircrAft powered up the engines and spun the rotor head on the first prototype cH-53k ground test vehicle (GtV) at its West Palm Beach, florida, test

facility on January 24. referred to as the ‘Bare Head Light off’ phase, the testing was conducted without rotor blades. trials of the Gtrials of the Gt tV under auxiliary power began in December with safety-of-flight test pilots at the helicopter’s controls. Whereas many of the new Sea Stallion’s components and sub-systems, including electrics and avionics, hydraulics and flight controls, landing gear, propulsion, transmissions and rotors, have been tested independently, the GtV allows testing of

the entire system, powered by the aircraft’s three 7,500shp (5,593kW) engines, to begin.

the GtV, which weighs in at 44,000lb (19,958kg) and is anchored to a test stand, is equipped with more than 1,300 points and sensors that will measure and verify the prototype’s ability to operate safely under its own power. it will undergo ground testing for around two years with both Sikorsky and US Marine corps test pilots at the controls.

After the Bare Head tests are completed, Sikorsky will mount seven main rotor blades and four tail rotor blades onto the GtV. During the second test phase engineers will conduct extensive aircraft system checks leading to a formal pre-

flight acceptance test that is required before cH-53k flight testing can begin. four cH-53ks will support a three-year flight test program, which is scheduled to start in late 2014.

Weighing in at a maximum gross weight of 88,000lb (39,916kg), the cH-53k is designed to transport a 27,000lb external load over a distance of 110nm (204km), which is more than triple the capacity of the USMc’s current cH-53E. the new type is scheduled to achieve initial operational capability in 2019. As things stand, the Marine corps’ program of record for the type includes 200 aircraft that will be assigned to eight active-duty squadrons, one training squadron, and one reserve squadron.

11 11www.combataircraft.net April 2014

United States

Global Hawks to MisawaThe USAF plans to deploy two RQ-4B remotely-piloted aircraft from Andersen AFB, Guam, to Misawa AB, Japan, this spring. The Global Hawks will fly from the base on Honshu from May to October. The 9th Reconnaissance Wing’s Detachment 3 currently operates several Block 30 Global Hawks from Andersen but will also deploy at least two Block 40 models this year. Whereas the Block 30 variants carry radar, infra-red sensors and signals intelligence systems, the Block 40 is equipped with the AN/ZPY-2 multi-platform radar technology insertion program (MP-RTIP) radar, which is designed to detect and track ground targets.

Pave Hawks deployedAir Force reservists from the 920th Rescue Wing deployed from Patrick AFB, Florida, to the Horn of Africa on January 19. Personnel and HH-60G helicopters from the wing’s 301st Rescue Squadron along with pararescue personnel assigned to the 308th Rescue Squadron were flown to Djibouti aboard C-17As operated by the 315th Airlift Wing at Joint Base Charleston, South Carolina. While deployed they will be assigned to the Combined Joint Task Force — Horn of Africa as part of the 449th Air Expeditionary Group and tasked to perform personnel recovery operations along with humanitarian efforts as needed.

Airlift operation concludesThe USAF completed the airlift of Rwandan peacekeeping troops into the Central African Republic on January 30. During the mission, which began on January 14, USAF C-17As and C-130s transported 868 personnel, 177 pallets of supplies and equipment, 68 vehicles and a forklift. Whereas the Globemasters carried out 42 flights, the Hercules conducted three missions.

‘Fighting Bengals’ deployOn January 9, VMFA(AW)-224 departed from MCAS Beaufort, South Carolina, for MCAS Iwakuni, Japan, where the squadron’s 12 F/A-18Ds are supporting the Unit Deployment Program (UDP) as part of Marine aircraft group MAG-12 for a period of six months. Prior to arriving in Japan, the ‘Fighting Bengals’

participated in Exercise ‘Lava Viper’ at the Pohakuloa Training Area on Hawaii, where they provided close air support to Marines from the 1st Battalion, 3rd Marine Regiment. The Hornets arrived at MCAS Kaneohe Bay, Oahu, on January 10. Assignment to the 1st Marine Aircraft Wing allowed VMFA-112 to complete its UDP at Iwakuni and return to NAS JRB Fort Worth, Texas. The ‘Cowboys’ left Iwakuni a day earlier and returned to NAS JRB Fort Worth, Texas. The reserve squadron has been serving on active duty since April 1, 2013 and spent three months in Hawaii before assuming responsibility for the UDP in July.

Carrier newsShips assigned to carrier strike group CSG 2 deployed from Naval Stations Norfolk and Mayport on February 15. The USS George H. W. Bush (CVN 77) serves as the centerpiece of the strike group. Aircraft assigned to carrier air wing CVW-8 are embarked aboard the carrier.

The ships of the Bataan Amphibious Ready Group (ARG) began a scheduled eight-month deployment to the US 5th and 6th Fleet areas of responsibility on February 8. The 22nd Marine Expeditionary Unit (MEU) is embarked. Aircraft assigned to Marine medium tilt-rotor squadron VMM-263 (Reinforced), which is tasked as the

MEU’s Aviation Combat Element (ACE), arrived aboard the ships on February 10.

Last Twin Huey deployment complete Marine light attack helicopter squadron HMLA-773 recently completed the Corps’ final deployment with the Bell UH-1N helicopter. The ‘Red Dogs’ deployed two Twin Hueys from their detachment at Joint Base McGuire-Dix-Lakehurst, New Jersey, and crews from each of its locations, aboard the Royal Netherlands Navy landing platform dock HNLMS Rotterdam(L800). During the three-month deployment the helicopters participated in the Africa Partnership Station 2013 international exercise, intended to strengthen capabilities with African partner forces along the West African coast. The helicopters were assigned as the air component of the Security Co-operation Task Force. Although the main body of the squadron is based at Robins AFB, Georgia, HMLA-773 also has detachments at McGuire and at NAS JRB New Orleans, Louisiana. The ‘Red Dogs’, the last Marine Corps squadron still operating the UH-1N, are scheduled to receive their first replacement UH-1Y in June 2014. In support of the transition the Marine Corps recently established the UH-1Y Tactical Training Unit (TTU) at MCAS New River, North Carolina.

DEPLOYMENT NEWS

CAPES on the lineReports from Washington suggest that the fiscal year 2015 budget request will not include the USAF’s F-16 Combat Avionics Programmed Extension Suite (CAPES) project to replace the avionics and radars in 300 aircraft. The USAF is thought likely to have opted to channel funds into a modest service-life extension program (SLEP) for its F-16 Block 40/42/50/52 fleet instead of funding the addition of the Northrop Grumman Scalable Agile Beam Radar (SABR), a high-resolution multi-function display, new electronic

warfare suite and integrated broadcast service.

A move away from CAPES is also likely to impact the export deal for the SABR radar upgrade with Taiwan. The 2011 $5.3-billion upgrade program for Taiwan’s 146 F-16A/Bs was based on the CAPES program, and it is unlikely that Taiwan would be willing to fund the development work onto which it was likely to ‘piggy-back’ with the USAF. It may instead opt out of CAPES and move to join the South Korean KF-16 upgrade program being run by BAE Systems Inc and using the Raytheon RACR (Raytheon Advanced Combat Radar).

Navy COD replacementAccording to the Commander Naval Air Forces, the US Navy is ‘about a year away’ from selecting a replacement aircraft for its carrier on-board delivery (COD) mission. The service is currently reviewing data and completing an analysis of alternatives for replacing the fleet of Grumman C-2A Greyhounds that have served in the COD role since the 1960s. The alternatives being considered include a new and upgraded version of the C-2A and a variant of the Bell Boeing MV-22B Osprey.

UH-1N BuNo 158561/WG-52 of HMLA-773 operating as part of the Africa Partnership Station international security co-operation initiative. The deployment was the last for the UH-1N, which is being replaced by the more capable UH-1Y. USMC/Sgt Marco Mancha


NewsNews

First AC-130J modification completedGhostrider, Spectre and Shadow special ops milestones

The firsT AC-130J gunship carried out its maiden post-modification flight at eglin AfB, florida, on January 31. The flight was conducted bythe 96th Test Wing’s 413th

flight Test squadron, which is responsible for AC-130J development testing. serial 09-5710 arrived at eglin as an MC-130J on January 9, 2013. Over the 12 months thatfollowed it underwent conversion and was equipped with the Precision strike Package

(PsP) that includes dual electro-optical infra-red sensors, an all-weather synthetic aperture radar (sAr), a GAU-23/A 30mm cannon, the ability to deliver stand-off precision-guided munitions (sOPGM) including the AGM-176A Griffin missile and GBU-39 smalldiameter bomb (sDB), and a dual-console Mission Operator Pallet in the cargo bay. Mission Operator Pallet in the cargo bay. Mission Operator Pallet in the cargo bayits sensors allow the gunship to visually or electronically identify friendly ground forcesand targets by day or night and in adverse weather.

Air force special Operations Command (AfsOC) plans call for the modification of 32 MC-130Js as gunships as part of the$2.4-billion AC-130J program, although the program of record includes 37 aircraft. AC-130Js will initially be assigned to the 16th special Operations squadron at Cannon AfB, New Mexico. The Ghostrider is expected toachieve initial operational capability in fiscal 2017 and the last delivery is scheduled for fiscal 2021.

As the 16th sOs makes preparations to transition to the AC-130J, it carried outits final mass AC-130h ‘h ‘h spectre’ launch

This photo: The first of a planned fleet of 37 AC-130Js taxies for its maiden flight at Eglin AFB, Florida, on January 31. USAF/Sara Vidoni

Inset: MC-130P serial 66-0215 operated by the 67th Special Operations Squadron refuels CV-22B serial 09-0046 during the Combat Shadow’s final operational training mission from RAF Mildenhall on January 24. Assigned to the 7th SOS, the Ospreys are replacing the MC-130Hs currently flown by the latter unit. USAF/SrA Kate Maurer

Bottom: AC-130H serial 69-6573 leads four gunships to the runway in preparation for the final ‘Spectre’ mission conducted at Cannon AFB, New Mexico, on January 16. USAF/SSgt Matthew Plew


United States

JSTARS replacement plannedThe USAF has begun a planned eight-year effort to replace its current fleet of 16 Northrop Grumman E-8C Joint Surveillance Target Attack Radar System (JSTARS) aircraft. Under the JSTARS Recapitalization (Recap) program, the service plans to acquire and field a business jet-sized replacement for the Boeing 707s now serving in the ground surveillance role. The project, which is currently unfunded, will be developed using separate contracts for the aircraft, airborne sensor, battle management command and control (BMC2) system and a communications sub-system. A request for information (RFI) associated with the BMC2 system was released by the Air Force Lifecycle Management Center’s electronic systems division at Hanscom AFB, Massachusetts, on January 23.

Since Northrop Grumman developed the E-8C, which is equipped with a synthetic aperture radar featuring a ground moving target indication (GMTI) mode, Raytheon has developed a similar system that

was installed on five Bombardier Global Express business jets delivered to the United Kingdom’s Royal Air Force as the Sentinel R1. An earlier effort to replace the E-8C with a variant of the Boeing 767-400, known as the E-10A Multi-Sensor Command and Control Aircraft (MC2A),was cancelled in 2007. A subsequent plan to equip the E-8Cs with Pratt & Whitney JT8D-219 engines, and sensor and structural upgrades, was also scrapped as a result of a 2011 analysis of alternatives that recommended replacing the aircraft with a mixed fleet of smaller jets and the Block 40 version of the unmanned RQ-4B. The Block 40 Global Hawk carries the AN/ZPY-40 Global Hawk carries the AN/ZPY-40 Global Hawk carries the AN/ZPY 2 multi-platform radar technology insertionprogram (MP-RTIP) radar originally planned for the E-10A. First announced by the Air Force Chief of Staff in September 2013, the recapitalization effort is intended to greatly reduce the operating and sustainment costs of the current JSTARS fleet. The new aircraft would achieve initial operational capability in 2022.

Army Guard proposes alternative to aviationre-structuringAfter receiving news that the US Army planned to take 215 helicopters from the Army National Guard (ARNG), including its entire fleet of 120 AH-64Ds and a large number of its UH-72As, the National Guard Bureau (NGB) has outlined a counter-proposal. Under its proposed aviation re-structuring, the Army would retire its entire fleet of OH-58D scout helicopters and its OH-58A/C and TH-67A training helicopters. The former wouldbe replaced by AH-64Ds taken from the ARNG and the latter by UH-72As previously flown by active-duty and ARNG units. The Army would provide the Guard units with an additional 111 UH-60Ls, which it believes are better suited to theGuard’s homeland defense and disaster response missions. Its aviation brigades would all be re-structured and optimized for airlift and medevac tasks. Under the NGB proposal, the Guard would retain four attack reconnaissance battalions and convert two to attack reconnaissance squadrons. Additionally, the ARNG proposal also recommends that an Army Aviation study be completed before any changes are implemented. Advocates have suggested the need for a national commission to study the Army’s end strength and structure. Elected officials are already lining up in support of the ARNG. The Army wants to begin implementing the aviation re-structuring plan in 2015 and complete the re-organization by 2019.

Air Force Commission releases recommendationsEstablished in response to a requirement of the National Defense Authorization Act for Fiscal Year 2013, the National Commission on the Structure of the Air Force released its final report to the President and the US Congress on January 30. The commission determined that the USAF ‘must change the way it organizes, aligns and employs’ its assets. Among its recommendations was that the USAF should place additional forces and missions into its reserve components. Whereas the USAF component mix is currently 69 per cent active and 31 per cent reserve, the commission recommended shifting the mix to 58 per cent active and 42 per cent reserve. However, it also said that Air Force Reserve Command, its Numbered Air Forces, Wings, Groups, Squadrons and Flights should be de-activated and those assets integrated into active component organizations. The report states, ‘As the Air Force progresses toward fuller integration at the unit level, the need for an [AFRC] as a ‘force providing’ headquarters declines, as does the need for its subordinate [NAFs]’. The position of the Chief of the Air Force Reserve would be retained but the command’s units and functions would be taken over by USAF headquarters and the major commands. Likewise the commission recommended that the separate active associate squadrons should be eliminated and assigned personnel integrated into the respective Air National Guard organizational structure.

at Cannon AFB on January 16. Personnel there are currently stripping out eight of the gunships in preparation for their retirement. Of Cannon’s eight ‘Spectres’, one of the aircraft will remain at the base, where it will be placed on static display, while a second will be similarly displayed at Hurlburt Field, Florida. The remaining six airframes will be placed in storage with the 309th Aerospace Maintenance and Regeneration Group at Davis-Monthan AFB, Arizona.

In related special operations Hercules news, the last MC-130P (serial 66-0215) assigned to the 67th SOS at RAF Mildenhall, UK, carried out its final flight as part of the 352nd Special Operations Group on January 24. The aircraft, which had flown its last operational sortie on January 24, departed the base en route to Hurlburt Field on February 3. The 67th SOS is currently transitioning to the MC-130J.

Looking to expand potential sales for its Super Hercules, Lockheed Martin ismoving forward with plans to obtain civil certification for its Model L-382J, which will be marketed as the LM-100J. In support of its intention the contractor submitted a Program Notification Letter for a type design update to the US Federal Aviation Administration on January 21, 2014. The contractor hopes to sell as many as 100 LM-100Js to replace earlier civil variants of the Hercules that were sold between 1964 and 1992.


NewsNews United States

Northrop Grumman and the US Navy carried out the first flight of the second MQ-8C Fire Scout at Naval Base Ventura County’s NAS Point Mugu in California on February 12. Since the first MQ-8C made its

maiden flight on October 31, the program has conducted 41 flights totaling 66 hours. Current test work is focused on validating the flight capabilities of the system before ship-based testing begins this summer.

Super Hornet IRST testedThe US Navy has started flight trials of a new Infra-Red Search and Track (IRST) sensor for the Super Hornet. Designed to locate and track hard-to-detect targets over long distances, the Lockheed Martin-developed IRST is being touted as an essential upgrade to the combat capability of the type.

F/A-18 program manager CAPT Frank Morley said: ‘Combined with the Super Hornet’s advanced radar and the Growler’s electronic attack radar jamming ability, IRST will allow the fleet to dominate the skies in all threat environments.’

Tim Adrian, IRST F/A-18 program manager, added: ‘When radar isn’t an option, this upgrade allows operators to locate targets and deploy the best weapon for the mission.’

The IRST system is being developed under a $135-million contract awarded in 2011. It is currently planned to be deployed by 2017.

Full-rate Poseidon production approvedBoeing received approval to move forward with full-rate production of the P-8A on January 3. Through January 2014, the contractor had delivered 13 of 37 Poseidons purchased under low-rate initial production (LRIP) contracts. Currently, three squadrons have converted or are converting to the P-8A, and all will initially operate the Increment 1 variant of the Poseidon. Upgraded Increment 2 aircraft, which will feature advanced acoustic systems, automated identification system (AIS) and a high-altitude anti-submarine warfare (ASW) weapon capability, are scheduled to achieve initial operational capability in 2016. All Increment 1 aircraft will be upgraded to the later configuration.

Prowler on final carrier deploymentThe departure of the aircraft carrier USS George H.W. Bush (CVN 77) on February 14 marked the final scheduled carrier deployment of the EA-6B Prowler electronic attack aircraft. Part of Carrier Air Wing (CVW) 8, VAQ-134 ‘Garudas’ has operated the Prowler since 1972. Upon VAQ-134’s return, the squadron will transition to the EA-18G Growler. The Prowler made its first deployment during the Vietnam War and has served in almost all US air operations since then. The EA-6B will be retired from Navy service in 2015, but the type will continue in Marine Corps use until 2019. Brad Elward

KC-46 delays likelyThe US Air Force and Boeing have voiced confidence that the $52-billion KC-46 tanker/transport program will remain on track for the delivery of the first 18 aircraft by August 2017 as scheduled, despite a Pentagon report warning that testing could be delayed by six to 12 months.

The project calls for 179 new 767-based tankers to replace a portion of the KC-135R fleet, but the report from the Operational Test Directorate released in January suggests that more time will be required to complete developmental testing and initial training before operational testing can commence. Initial operational test and evaluation is expected to start in May 2016.

X-47B testing continuesThe US Navy will conduct another at-sea period with its X-47B Unmanned Combat Air System-Demonstrator (UCAS-D) aircraft this summer. This will evaluate how well the UCAS-D operates in conjunction with manned aircraft in the vicinity of the ship and on the flight deck, and allow the Navy to continue developing its concept of operations for manned and unmanned aircraft in the carrier environment. During two previous at-sea periods, conducted aboard the USS George H.W. Bush (CVN 77) and USS Theodore Roosevelt (CVN 71) in 2013, the X-47B was Roosevelt (CVN 71) in 2013, the X-47B was Rooseveltthe only aircraft operating on the flight deck.

The testing will evaluate how the X-47B integrates with manned aircraft both in the marshal stack in the airspace around the carrier and on deck, and will reduce the risk for the operational follow-on to the UCAS-D. The Navy hopes to operate the Unmanned Carrier Launched Airborne Surveillance and Strike (UCLASS) aircraft from its carriers from around 2020. Testing of the X-47B is continuing at Patuxent River and the Navy now plans to keep the demonstrators flying over the next two to three years to mature and verify technologies for the UCLASS program.

MQ-8C BuNo 168456, the second VTUAV-EU Fire Scout unmanned helicopter, lifts off at NAS Point Mugu, California, at the start of its first flight on February 12. Northrop Grumman/Alan Radecki

Second MQ-8C fliesSecond MQ-8C flies

An EA-6B Prowler from VAQ-134 ‘Garudas’ launches from the USS George H.W. Bush

(CVN 77) during a Composite Training Unit Exercise (COMPTUEX) in the Atlantic.

US Navy/MCS 3rd Class Greg Wilhelmi

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For years, the Us Navy’s Boeing P-8a Poseidon maritime patrol aircraft hasbeen held up as a model acquisition program.

the aircraft was manufactured at the expected cost and on schedule. Itentered service when it was supposed to. But now the trade journal Navy Times calls Navy Times calls Navy Timesit ‘the troubled P-8a Poseidon’ because of conclusions reached by the Pentagon’s chief weapons tester, whose own work is questioned by some.

Michael Gilmore, chief of the operational test and test and t evaluation (ot&e) office of the secretary of Defense, has concluded that the P-8a is ‘not yet capable’ of performing wide-area anti-submarine warfare orIsr (intelligence, surveillance and sr (intelligence, surveillance and srreconnaissance) missions. Bloomberg leakedportions of the Gilmore report, which had not been publicly released when this issue of Combat Aircraft went to press.Combat Aircraft went to press.Combat Aircraft

among other ills, the report cites, ‘flaws… in the [aircraft’s] radar performance, sensor integration and data transfer.’

Poseidon and the physicistthe P-8a, a derivative of the Boeing 737-800 jetliner, is intended to replace the venerable P-3 orion while using somewhat different methods to stalk and kill submarines. Newsof the Gilmore report came just as Boeing delivered ahead of schedule the 13th Poseidon of 117 the Us Navy wants to buy.

Gilmore took his current job on september 23, 2009 after working at the CongressionalBudget office. a Presidential appointee confirmed by the senate, he advises Defense secretary Chuck hagel on operational and live-fire test and evaluation of Departmentof Defense weapon systems. a physicist and engineer, Gilmore could be mistaken for Clark Kent, the mild-mannered alter ego of superman.

although one defense publication spoke of his ‘rage’ over a program that isn’t workingwell, Gilmore isn’t known to have a temper, rarely makes public appearances and avoids the Washington social set, preferring to allow the text of his reports to speak for him.

on paper at least, Gilmore is renowned for blasting defense programs that he says don’twork, famously calling performance of the software of the F-35 Lightning II Joint strike Fighter ‘unacceptable’. he raised warning

flags about the Us Navy’s amphibioushelicopter carrier Uss san Antonio (LPDan Antonio (LPDan Antonio17), which he says cannot survive in combat. he even found fault in the Virginia-class nuclear attack submarine (ssN 774), often cited along with the Poseidon as awell-managed program.

so, is Gilmore a brave man with a thankless job, as his supporters claim?Critics say he has no choice but to find fault in programs whenever possible because that is the essence of his job. one observer told me ot&e reports are often superficial and ‘need to be taken with a grain of salt.’

to all appearances, the Poseidon is making to all appearances, the Poseidon is making tnormal progress toward becoming a familiar aircraft on the naval aviation scene.

six P-8as have been deployed to the Western Pacific, flying from Kadena Western Pacific, flying from Kadena Wair Base, Japan with the ‘War eagles’ of squadron VP-16.

the P-8a is based on the 737-800 airliner but with 737-900 wings and rakedwingtips — not winglets — borrowed from the widebody 767-400er. Poseidon is the name for the ‘god of the sea’, one of the 12olympian deities in the pantheon in Greek mythology. In a Us Navy news release dated January 10, Vadated January 10, Vadated January 10, V DM robert thomas, commander of the 7th Fleet, praised theP-8a as ‘a significant improvement over the P-3C’ and as a ‘game-changer.’

advocates for the P-8a acknowledge that it is not optimized for operations at lowaltitude like the P-3, which is why it lacks the latter’s magnetic anomaly detection (MaD) gear, although the Indian Navy’s P-8I version will use MaD. they readily concur,as well, that the P-8a is less than ideal for getting down to wave-cap level in order to‘rig’ other countries’ warships and merchant vessels — meaning, to identify them by transponder and visually by the shape of their riggings.

the Us Navy has always intended to introduce the P-8a to service in three successive increments, or low-rate initialproduction (LrIP) batches, each adding new capabilities to the aircraft.

Boeing delivered the last of six P-8as in LrIP Increment 1 in January 2014 and flew the seventh Poseidon, the first LrIP Increment 2 aircraft, on March 26, 2013.all went initially to Naval air station Jacksonville, Florida, where Poseidontraining is conducted. LrIP Increment 2 will take the program through to the 16th aircraft.

‘Advocates for the P-8A acknowledge that it is not optimized for operations at low altitude like the P-3… They readily concur, as well, that the P-8A is less than ideal for getting down at wave-cap level to ‘rig’ other countries’ warships and merchant vessels’

VP-16 became the first operational squadron to deploy with the P-8A. US Navy/MCS2C Eric A. PastorPoSEidoN forgES AhEAd,

dESPitE CritiCiSM


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

by robert f. dorrContact the author at [email protected]

FRont

Pros and consThe P-8A is quieter than the P-3C, less The P-8A is quieter than the P-3C, less costly and time-consuming to maintain, and provides more on-station time.

The US Navy did not respond to an inquiry about torpedoes. As an interim measure, it has deployed the P-8A with un-modified 12.75in Mk54 lightweight torpedoes meant to be dropped by the Orion at low level. By April 2016, the P-8A is slated to introduce the High-Altitude Anti-Submarine Warfare Weapon Capability (HAAWC), an attachment that will add wings, a tail assembly, and a new guidance kit to the Mk54, enabling it to be dropped from greater heights and far from targets. HAAWC will use technologies already employed in the Joint Direct Attack Munition (JDAM) and Small Diameter Bomb (SDB).

A US Navy response to the Gilmore report — also not released, although CA obtained a copy — says the radar ‘flaws’ were addressed in software updates delivered in October 2013.

The service acknowledged some ‘deficiencies’ but said some of Gilmore’s

concerns ‘are with the absence of capabilities that have not yet been fielded because they that have not yet been fielded because they are part of either the ongoing Increment 2 or [future] Increment 3 upgrade efforts, in accordance with the P-8A evolutionary capability upgrade strategy. For example, a broad-area Multi-Static Active Coherent (MAC) ASW system is currently in test and scheduled for fleet delivery next year as a component of the P-8A Increment 2 upgrade.’

Responding to Gilmore’s conclusion that the initial aircraft in the Poseidon program ‘aren’t ready for deployment’, the US Navy said, ‘criteria for attaining P-8A IOC [initial operating capability]… were fully met in November 2013 prior to operational deployment of the P-8A.’

The P-8A will eventually operate on a permanent basis from Kadena. The US Navy is building a new hangar at Kadena for the Poseidon, which has greater external dimensions than the P-3C. The new type will operate in co-ordination with the MQ-4C Triton high-altitude unmanned aerial vehicle

when the latter becomes operational in 2016.As for Gilmore, he continues to point to As for Gilmore, he continues to point to

areas for improvement in military programs. He sees a likely 13-month delay in completing testing of the Block 2B software on the F-35B to enable the US Marine Corps to clear the aircraft for initial combat use next year. He predicted in January that a slippage of six to 12 months would occur in operational test and evaluation of the Air Force’s KC-46 tanker, scheduled to make its first flight this year.

The message is always found within a report, and almost never comes from the mouth of the messenger. I asked a Washington defense expert about Gilmore’s personality.

‘He doesn’t have one’, the expert told me.Whatever is going on with him, this

Pentagon official is achieving a worthy purpose keeping defense programs under scrutiny and military officers on their toes. Michael Gilmore may not be a household name, but his influence on military affairs is unmistakable.



NewsNews United KingdomUnited Kingdom

The RAF’s No 617 squadron ‘Dambusters’ completed its final flight as a Tornado GR4 unit on January 29 as it ended its deployment to Afghanistan as part of operation ‘herrick’.

The officer Commanding 617 squadron, Wg Cdr David Arthurton, commented: ‘Today, in the skies over Afghanistan, No 617 squadron completed its last flight as a Tornado squadron. It is fitting that this milestone event occurred on operations, delivering [sic] decisive air power much as our forebears did in 1943.’

Leading the final two-ship flight was sqn Ldr Mark Jackson, who said: ‘As I stepped down from the aircraft for the last time, my emotions were mixed. Tinged with sadness is an overwhelming sense of achievement for what the squadron [has] accomplished. I am sure that the original ‘Dambusters’ felt a similar poignancy at the end of their iconic raid and would echo how very proud I am of those that serve today.’

Wg Cdr Arthurton handed over the detachment to No II(AC) squadron, for what will also be its last operational deployment as a Tornado GR4 operator. Both the ‘Dambusters’ and No 12(B) squadron will disband formally at RAF Lossiemouth in March.

During their final operational tour the ‘Dambusters’ flew 188 missions, clocking up more than 1,500 total flying hours supported by 11,352 engineering hours.

617 is now expected to reform as the UK’s first operational F-35B Lightning II unit in 2016, with No II(AC) squadron transitioning to the Typhoon FGR4 in March 2015. This will leave the RAF with just two remaining front-line Tornado GR4 units — Nos IX(B) and 31 squadrons, which will see the type out until its final retirement date, currently set for 2019.

• In related news, the UK has confirmed that the ALARM (Air-Launched Anti-Radiation Missile), used by the Tornado GR4, was retired last December.

Voyagers groundedThe RAF’s military-registered Voyager tanker/transports were grounded on February 9 after one of the aircraft, carrying 181 British troops to Afghanistan, rapidly dropped 2,000ft over Turkish airspace. The ferocity of the event was such that it caused minor injuries. The crew reportedly declared an emergency and diverted to Incirlik AB in Turkey. The aircraft were noted back flying again on February 21.

Merlin newsA new £330-million deal will see the RAF’s Merlin hC3/3A helicopters being upgraded for useby the Royal Navy’s Commando helicopter Force (ChF). The 25 ‘marinised’ Merlins will replacethe sea King hC4 fleet, set for retirement in 2016. The work willinvolve fitting new ‘glass’ cockpits and avionics, a folding main rotor head and tail, and an improved undercarriage.

Meanwhile, the UK is also set to accelerate its Project Crowsnest airborne maritime surveillance program. This is intended to introduce a replacement system for the Royal Navy’s sea King AsaC7s, which are to be retired in 2016.The new incentive should mean that by 2019 the new airborne radar will be fitted to the upgraded Merlin hM2. Both Lockheed Martin and Thales are competingfor Crowsnest, with four radar systems under evaluation from elta systems, Northrop Grumman, selex As and Thales.

F-35 order dueAs we went to press, the UK Ministry of Defence was expected to announce a formal order for 14 F-35B Lightning IIs. The news was originally expected in February but was delayed due to the planned release of a major assessment of weapons systems by the National Audit office.

The UK’s F-35 procurement is beingcarried out under a so-called ‘Gated’ process. Main Gates 1-3 have already been passed; these dealt with F-35 procurement strategy and the purchase of the initial four

operational test and evaluation aircraft. The latest 14-aircraft order falls under Main Gate 4. This will be followed in 2017 by Main Gate 5, planned as the main UK F-35 procurement tranche, this coming after 2015’s intended 2015 strategic Defence and security Review. It is also expected that theoverall cost of the program to the UK will be published at this time.

so far the UK has two operational test and evaluation F-35Bs (BK-1 and BK-2) andone training aircraft (BK-3). A further test

and evaluation example (BK-4) is already scheduled. BK-1, BK-2, and BK-4 will move from eglin AFB, Florida, to edwards AFB, California, later this year to formNo 17 Test and evaluation squadron (Tes), with BK-3 transferring to MCAs Beaufort, south Carolina, from its current assignment at eglin AFB as it moves with training squadron VMAT-501.squadron VMAT-501.squadron VMA

The 14 new aircraft will start being delivered in 2016 to the newly re-formed No 617 squadron ‘Dambusters’, which is set to be established at MCAs Beaufort. Two years later, the ‘Dambusters’ are due to Two years later, the ‘Dambusters’ are due to Tmove home to RAF Marham, UK, in order to declare initial operating capability in the land-based role in December 2018.

The RAF’s No 617 Squadron has completed its detachment

in support of operations in Afghanistan. Crown Copyright

‘Dambusters’ bow out

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NewsNews

Texan II for New ZealandNew Zealand has awarded a contract to the Beechcraft Defense Company to supply 11 T-6C Texan IIs to provide a primary and advanced pilot training capability to the New Zealand Defence Force. The $154-million package includes ground simulators and other training aids.

The first four aircraft will be delivered to the RNZAF in November 2014. At that point, the Air Force will begin validation flying in preparation for integrating the aircraft into pilot training by mid-2015, by which time all 11 T-6Cs will have arrived. The new trainer is expected to be fully operational with 14 Squadron — the former MB339CB operator — at RNZAF Base Ohakea in early 2016. It is estimated that the type will produce up

to 15 graduate pilots and 12 qualified flying instructors per year over the next 30 years. The flight simulators and other ground-based training devices will also be installed at Ohakea.

Pilot training for the NZDF is currently performed using the single-engine CT-CT-CT 4E Airtrainer and the twin-turboprop Beechcraft King Air 200. The service life of the CT-4Es is expected to come to an end in 2018, while the King Air lease expires in the same year. Until the Airtrainer is withdrawn, the T-6C will serve as an intermediate trainer, before assuming the primary and advanced training roles from these two types. The Texan II will also be flown by the RNZAF’s aerobatic display team.

Kuwait accepts Globemaster IIIFirst C-17A for KAF handed over by BoeingFirst C-17A for KAF handed over by Boeing

BOEINg DElIvERED ThE first of at least two C-17As to the Kuwait Air Force at its long Beach, California, facilityon February 13. Although Boeing had not confirmed

Kuwait as a customer for the globemaster III, the gulf state had requested permission to purchase its first aircraft in September2010 and a second in April 2013. At the

delivery ceremony, the deputy commander of the Kuwait Air Force said, ‘The C-17 meets the unique airlift requirements of the Kuwait Air Force’, adding: ‘With this airlifter we can more effectively participate in the operations we choose, transporting large payloads across long distances, flying at high altitudes in hot climates such as ours, and landing on short, unpaved runways’.

The 260th globemaster III built thus far (see also pages 70-73 of this issue),Kuwait’s first aircraft will be operated by the 41st Transport Squadron. In preparation for receiving the C-17, Kuwaiti personnel have been undergoing training alongside the US Air Force 437th Airlift Wing’s 17th Airlift Squadron at Joint Base Charleston, South Carolina. Tom Kaminski

Kuwait’s first C-17A departs Long Beach Airport, California, for a test flight on January 31. Serial KAF 342 is also assigned the USAF serial 13-0001. Boeing

Asia More Afghan ‘Hips’ delivered

Afghanistan has begun to receive its latest batch of Mi-17V-5 military transport helicopters from Rosoboronexport, the Russian state arms export agency. The latest deal involves 30 aircraft, acquired under a 2013 contract between Rosoboronexport and the US government. As of February 12, a total of three aircraft had been delivered to Afghanistan, where they will serve with the Afghan Air Force. The remaining helicopters are due be delivered in several batches throughout the year.

In total, 36 Mi-17V-5s have now been delivered to Afghanistan via the US Army. These were purchased in separate orders, the first of which included 21 aircraft, with a


World

Indonesia may revive HawksOfficials from BAE Systems have revealed that Indonesia plans to restore its fleet of Hawk jet trainers. A British delegation recently visited the country to examine the requirements for returning the aircraft to service. Should the project be pursued, the Hawks would be brought back to full airworthy condition, but would not receive any extensive upgrades. The Indonesian Air Force Hawk fleet includes a reported 32 aircraft, comprising two-seat Mk53 and Mk109 trainers and single-seat Mk209 combat aircraft. The Mk53 is in the process of being replaced by the Korea Aerospace Industries T-50i Golden Eagle, deliveries of 16 aircraft being completed on January 25.

Australia to buy P-8 PoseidonsThe Australian government has approved the acquisition of eight Boeing P-8A Poseidon maritime patrol aircraft.

The first aircraft will be delivered in 2017, with all eight aircraft becoming fully operational by 2021, according to the statement. Australia has also approved an option for a further four aircraft subject to the outcomes of a forthcoming Defence White Paper review.

The new P-8s will replace the Royal Australian Air Force’s AP-3C Orions. They will ‘work closely with other existing and future ADF assets, and the Australian Customs and Border Protection Service (ACBPS) aviation fleet, to secure our ocean resources, including offshore energy resources off northern Australia, and protect our borders’, the news release said.

The acquisition of the eight P-8As will cost approximately $4 billion, including support facilities. Australian businesses have already won approximately $8.5 million-worth of work associated with Australia’s participation in the Poseidon programme and stand to benefit by as much as $1 billion through the construction of facilities at RAAF Base Edinburgh in South Australia and elsewhere, together with work to meet maintenance and other support needs.

contract signed in May 2011, and delivered by mid-2012. A further agreement in 2012 covered 12 aircraft supplied as options, deliveries of those being completed in 2013.

Bangladesh orders Yak-130sRussian state arms exporter Rosoboronexport and the Bangladesh Defense Ministry have reportedly signed a contract for the delivery of 24 Yak-130 combat trainers. The contract was signed in the fourth quarter of 2013 and is valued at around $800 million. The jets will be purchased using $1 billion of credit provided by Russia to Bangladesh in January 2013. The first batch of Yak-130s should be delivered to the Bangladesh Air Force in 2015.

Boeing


NewsNews

Second Y-20 in flight testThe first clear images are now available of the second Xi’an Aircraft Corporation (XAC) Y-20 prototype airlifter, which surprisingly appears to carry the out-of-sequence serial number 20003. Following a maiden flight on December 16, 2003, the aircraft is seen here during a test flight from Xi’an-Yanliang on January 26, exactly a year after the maiden flight of the first prototype, serial 20001. While the initial prototype now wears a service-style scheme, 20003 continues to fly in its yellow-green zinc-chromate primer finish.

A319 in PLAAF service Iraq signs for Super MushshakThe Pakistan Aeronautical Complex (PAC) signed a contract with the Iraqi Air Force on February 10 for the supply of 20 new-build PAC MFI-395 Super Mushshak (proficient) basic trainers. The Super Mushshak is an upgraded variant of the PAC MFI-17 Mushshak that is in service with the Pakistan Air Force (PAF), among other operators. It features an uprated engine of 260hp (194kW), side-by-side seating in the cockpit for the student and instructor, and is ideal for pilot training, aerobatics and as a liaison aircraft. It can also undertake a variety of other roles if required. The Super Mushshak may be fitted with hardpoints under the wing for carrying payloads for training purposes. Waseem Abbas

via Chinese internet

via Chinese internet

Philippine Navy adds PowerPhilippine Navy adds PowerThe Philippine Navy has signed a contract with AgustaWestland for The Philippine Navy has signed a contract with AgustaWestland for two additional AW109 Power helicopters. The maritime helicopters two additional AW109 Power helicopters. The maritime helicopters will be used for missions including economic zone protection, will be used for missions including economic zone protection, surface surveillance, search and rescue and maritime security. The surface surveillance, search and rescue and maritime security. The latest contract brings to five the total number of Powers ordered by latest contract brings to five the total number of Powers ordered by the Philippine Navy. A first batch of three aircraft was delivered the Philippine Navy. A first batch of three aircraft was delivered in December 2013, and these are now in service. Furthermore, in December 2013, and these are now in service. Furthermore, the Philippine Air Force signed a contract for eight Powers in the Philippine Air Force signed a contract for eight Powers in November 2013. The two additional helicopters for the Navy will be November 2013. The two additional helicopters for the Navy will be delivered in the second half of this year and will operate from both delivered in the second half of this year and will operate from both shore and ship bases. For the latter, the helicopters will be equipped shore and ship bases. For the latter, the helicopters will be equipped with a reinforced wheeled landing gear and deck-mooring points as with a reinforced wheeled landing gear and deck-mooring points as well as corrosion-protection measures.

AW109 serial 430 from the first batch of helicopters delivered to the Philippine Navy during a pre-delivery test flight on October 9, 2013. AgustaWestland

An unusual addition to the People’s Liberation Army Air Force (PLAAF) fleet is this Airbus A319. It complements a handful of Boeing 737NG airliners (serials in the range B-408x) operated by the PLAAF’s 34th Division as VIP transports. The PLAAF has added at least two A319-118s (serials B-409x) to its inventory, and some sources report a third. All are former China United Airlines aircraft reportedly converted to Airbus Corporate Jet (ACJ) standard by Airbus Hamburg in Germany. They wear full Air Force insignia and color schemes similar to those of the 737NGs. Andreas Rupprecht


World

Indian Rafale deal stallsIn the latest twist to India’s Medium Multi-Role Combat Aircraft (MMRCA) saga, New Delhi has announced that it will not sign a contract to acquire 126 Dassault Rafales until the next fiscal year, which begins on April 1. The deal, expected to be worth some $18 billion, will therefore now only be finalized under the next government. India’s next national election is due to take place in April or May. According to the Ministry of Defence, India no longer has sufficient funds in its current budget, 92 per cent of which has already been spent. It had previously been expected that the order would be finalized by March.

At the same time, the MoD is continuing discussions with Dassault concerning life-cycle costs of the fighter and potentially problematic license-production issues. A sticking point in negotiations relates to the Indian Air Force’s insistence that Hindustan Aeronautics Ltd provide guarantees on the delivery schedule for the aircraft, 108 of which will be built in India.

Meanwhile, reports in the Indian media suggest that the IAF is losing patience with its Russian partner in the Fifth-Generation Fighter Aircraft (FGFA) project. Among major concerns highlighted is Russia’s unwillingness to share critical design information, as well as technical and cost issues. An $11-billion co-development deal is close to being finalized, but the IAF has alleged that the jet will be unable to meet the required performance parameters. Other key concerns of the IAF are ‘inadequate’ AL-41F1 engines and excessive cost. The IAF’s deputy chief of air staff has also suggested that the FGFA’s radar will be inadequate, its stealth features poorly engineered, and India’s work share too low. Russia’s ambassador to India has refuted that there are any major problems with the Sukhoi T-50 fighter, on which the FGFA will be based. Russian ambassador Alexander Kadakin also confirmed that a first prototype of the FGFA will arrive in India this year. The jet will then undergo trials at AFS Ojhar in Maharashtra. It has been suggested that India’s backtracking on the FGFA is engineered to free up funds for the embattled Rafale acquisition.

Twin boost for Tejas India’s Aeronautical Development Agency (ADA) is close to completing preliminary design of the upgraded Hindustan Aeronautics Ltd

Tejas Mk2 Light Combat Aircraft (LCA). The detailed design phase of the Tejas Mk2 is now expected to commence in the second quarter of 2014. The version introduces a General Electric F414 engine among other changes, including additional fuel capacity, an in-flight refueling system, an on-board oxygen generating system (OBOGS), and new electronic warfare suite. Performance improvements will boost rate of climb, transonic acceleration and turn rates.

Indian Defence Minister A. K. Antony recently announced a planned procurement increase from 200 to 300 Tejas fighters that should provide for at least 14 squadrons. Current Indian Air Force plans account for two squadrons of the Tejas Mk1, and four squadrons of the improved Mk2. The Indian Navy also plans to buy 40-50 navalized LCA variants. Final operational clearance for the basic Mk1 aircraft is expected by the end of this year.

Service extension for KiranIndia has revised its plans for the replacement of the Hindustan Aeronautics Ltd (HAL) HJT-16 Kiran jet trainer. As a result of delays to its successor, the HAL HJT-36 Sitara Intermediate Jet Trainer (IJT), it has been decided to extend the service life of the Kiran MkI. Originally intended for withdrawal in 2014, an extension to the total technical life of the Kiran MkI will keep it in service, albeit in dwindling numbers, until 2017-18. Service life of the Kiran MkII, however, is limited by lack of technical support for its Bristol Siddeley Orpheus engine. Meanwhile, the outstanding requirement for 73 IJTs will be partly met through the import of around 24 aircraft, in order to supplement the indigenous HJT-36. After 14 years of development, the Sitara is still awaiting initial operational clearance with the Indian Air Force.

India fast-tracks US-2i buyIndia’s Ministry of Defence plans to accelerate the purchase of ShinMaywa US-2i search and rescue amphibians. Although the MoD has not yet issued a tender for the aircraft, the Indian and Japanese governments are reportedly in agreement regarding the supply of 15 examples to the Indian Navy at a cost of $1.65 billion. India and Japan will follow up on the sale in March, and are planning a joint working group meeting. Indian Defense Minister A. K. Antony is due to visit Japan before May in order to

finalize the deal. This will see India becoming the first country to purchase defense hardware from Japan since the latter’s self-imposed ban on defense exports began in 1967. The Indian amphibians will be based in the Andaman and Nicobar Islands, in the Bay of Bengal.

Indian VVIP helo plansThe Indian Air Force has taken the decision to mothball its token fleet of AW101 VVIP transport helicopters, after the contract with manufacturer AgustaWestland was terminated in January. With no spares available for the three aircraft that were delivered, the IAF had no option but to put the fleet into storage. The air arm planned to acquire 12 AW101s under a deal worth $770 million, but this fell foul of corruption allegations and was terminated. The helicopters are being stored in hangars at Palam and Hindon near Delhi.

The IAF now has only a limited number of helicopters available with which to fly VVIP transport missions, and existing Mi-8s flown by the IAF Headquarters’ Communication Squadron reached the end of their service lives in February. While Russian Helicopters recently announced that 12 examples of the Mi-17V-5 have been selected for the role, this is contradicted by Indian media reports, which point to the fact that the type is not certified for civilian flights. India ordered a total of 150 Mi-17V-5s produced by Kazan. Russian Helicopters states that, of the 12 VIP helicopters, eight will be used to transport senior government officials, and four will be reserved for the Special Protection Group that transports the Indian prime minister. The aircraft will be based at AFS Palam.

First Indian-flown MiG-29K carrier trapA first Indian-piloted MiG-29K naval fighter has landed on the Indian Navy carrier Vikramaditya. The landmark was recorded on February 7. The re-fitted former Soviet aircraft carrier was delivered to India in early January, after being handed over to the Indian Navy on November 16 at the Semvash shipyard. Now home-ported at the naval base in Kanwar, official commissioning of the carrier will take between three and four months. India acquired an initial 12 single-seat MiG-29Ks and four two-seat MiG-29KUBs under a 2004 contract, before signing for a further 29 MiG-29Ks in 2010. Indian Navy MiG-29s are operated by INAS 303 ‘Black Panthers’ based at Dabolim, Goa.

India

Malaysia looks to lease new fighterMalaysia has revised its plans for the acquisition of a new multi-role combat aircraft. Citing budgetary concerns, the Malaysian government is now looking to lease a new fighter, rather than buy the aircraft outright. The program was suspended in 2013 but has now been revived in the new format, and leasing proposals are

expected to be received from Boeing (for the F/A-18), BAE Systems (Typhoon) and Saab (Gripen). The change in plans may allow Dassault and Sukhoi to return to the bidding after their elimination from the original procurement shortlist. The Royal Malaysian Air Force requires a new fighter to replace its MiG-29 fighters — between eight and 10 of

which remain active — which are due to be retired next year. It is expected that the aircraft chosen for the leasing deal will ultimately be purchased for long-term use. Saab already submitted a Gripen lease model to Malaysia in 2012. A rival BAE offer is likely to involve former Royal Air Force Tranche 1 Typhoons.


NewsNews World

Thailand looks for LIFTThe Royal Thai Air Force (RTAF) is planning to acquire a new lead-in fighter trainer (LIFT). The program, expected to be worth in the region of $400 million, will be launched after the formation of a new Thai government. A request for proposals for eight to 10 jet trainers is expected to be released imminently. The aircraft acquired through the LIFT program will replace a small number of Northrop F-5F trainers (reportedly three) that remain in RTAF service, and will ultimately succeed Thailand’s fleet of Aero L-39 Albatros trainer/light attack aircraft that were purchased in the early 1990s. Alenia Aermacchi has already identified Thailand as a possible customer for its M-346 Master jet trainer. The M-346 will likely face competition from the Korea Aerospace Industries T-50 Golden Eagle and the BAE Systems Hawk.

Raytheon receives Korean RACR contract Aurora upgrade

Wearing the test registration I-EASI, AW139 serial 31525 carries out a pre-delivery test flight from AgustaWestland’s Vergiate facility in Italy. AgustaWestland

Thai Army receives AW139sThe Royal Thai Army has taken delivery of two AW139 helicopters, the manufacturer The Royal Thai Army has taken delivery of two AW139 helicopters, the manufacturer AgustaWestland announced on February 11. The twin-engine machines were ordered at the end of 2012, and will be used for transport and utility missions. The contract also includes a comprehensive maintenance and training package. These are the first AW139s purchased by the Thai military.

Saudi Strike Eagles head to NellisOn February 10, eight Royal Saudi Air Force F-15S Strike Eagles and a pair of A330-203 MRTT tankers passed through Morón in Spain while deploying to Nellis AFB, Nevada, for exercise ‘Red Flag 14-2’. Using ‘Dark’ call signs, the F-15Sjets of the 55th Squadron comprised serials 5504, 5511, 5513 and 5516, while the aircraft from the 6th Squadronwere serials 601, 623, 621 and 605. The two A330s of the 24th Squadron were serials 2401 and 2403. Antonio Muñiz Zaragüeta

South Korea has officially become the first international customer for the Raytheon Advanced Combat Radar (RACR). Contract signature between sub-contractor Raytheon and prime contractor BAE Systems was announced on January 24, and will see the active electronically scanned array (AESA) radar being introduced as part of the BAE-led upgrade of the Republic of Korea Air Force’s fleet of 134 F-16C/D Block 52 Fighting Falcons. As sub-contractor to

BAE Systems, Raytheon will also provide AN/ALR-69A all-digital radar warning receivers, advanced mission computingtechnology and weapon systems integration.

Last December BAE reached a final agreement with Seoul for the upgrade of the Fighting Falcons, having been selected in August 2012 to equip the Block 52 fighters with AESA radars, new mission computers and new cockpit displays.

Canada’s defense budget for 2015 is being reduced by around $2.8 billion and plans to purchase a new fleet of 10-12 new maritime patrol aircraft by 2020 have apparently been postponed. In lieu of the new procurement, Canada will spend $1.8 billion to extend the life of its 14 CP-140 long-range patrol aircraft until 2030. The Auroras previously received a $1.6-billion upgrade that was intended to keep the aircraft flying until 2020. Tom Kaminski


NewsNews

In late 2013 the Russian Defense Ministry made the decision to establish a new aerobatic display team. the team will be the fourth in the Russian air Force after the Russian Knights (flying the Su-27/

Su-27UB) and Swifts (MiG-29/MiG-29UB) that operate from Kubinka air base, and the

Golden eagles (Mi-28) from the torzhok helicopter training center.

the new outfit will probably be named 9th of May (in recognition of the date on which Russia marks Victory Day in WW2) and will utilize the Yakovlev Yak-130 advanced combat trainer, home-based at Borisoglebsk in the Voronezh region. It will likely

operate 10 aircraft. a number of pilots from Borisoglebsk are currently mastering their aerobatic skills under the guidance of pilots from the Swifts. a first public appearance by the new team is scheduled for May, during celebrations marking the 69th anniversary of Victory Day. Stanislav Bazhenov

Italian F-35 orders threatened againItalian lawmakers are planning to propose a further cut to the acquisition of F-35 lightning II Joint Strike Fighters for the country’s armed forces. Having already slashed planned F-35 numbers from 131 to 90, the latest round of cuts would trim this further to around 45 aircraft.

Italy currently plans to acquire 60 conventional take-off and landing (CtOl) F-35as and 15 short take-off and vertical landing (StOVl) F-35Bs for the air Force, plus 15 more of the latter for thenavy to employ aboard its Cavour aircraft Cavour aircraft Cavourcarrier.

to date, Italy has confirmed the to date, Italy has confirmed the tprocurement of 14 aircraft, comprising

New aerobatic team for RussiaYak-130-equipped 9th of May could debut this year

First German A400M takes shapeAirbus Defence and Space has begun final assembly of the first A400M transport (MSN18) for Germany’s Luftwaffe at its facility in Seville, Spain. With the arrival of the fuselage for MSN18, all major structures are now being assembled there. The Luftwaffe will take delivery of its first A400M in November 2014. Germany has reduced its A400M order from 60 to 53 aircraft (plus seven options), but will attempt to re-sell 13 of these, leaving a fleet of 40.

Skyhawks for German trainingCanadian contractor Discovery Air Defence Services has won a contract to provide training to the German military using a fleet of Douglas A-4 Skyhawks. Under the five-year deal, the subsidiary of Discovery Air Inc will fly seven jets to provide around 1,200 hours of fast jet airborne training services annually, beginning in January 2015. Discovery Air Defence Services acquired 10 A-4s after its take-over of Advanced Training Systems International in December 2013. Operating from bases in Germany, France, the Netherlands, Belgium and Italy, the A-4s will likely be used for missions including Joint Tactical Air Controller (JTAC) training, adversary support, target towing, and electronic warfare training.

Germany


EuropeEurope

Bort 02, a Yak-130 from the Borisoglebsk base,

recently appeared in this overall red scheme.

It is likely connected with establishment of a new aerobatic team, expected to be named

9th of May. Stanislav Bazhenov

France looks to build ISR capabilitiesIndustry publication Defense News has reported that the French Air Force is examining options to increase its intelligence, surveillance and reconnaissance (ISR) and special operations capabilities. Among the possible solutions is acquisition of the Beechcraft King Air 350ER for the ISR role, and a mission package for French Air Force C-130 Hercules transports. Such packages could

include ISR, gunship, and low-level air-drop capabilities.

The French Air Force’s latest addition to its ISR inventory comprises two MQ-9 Reaper unmanned aerial vehicles. Acquired under an urgent operational requirement, these are now operational with Escadron de Reconnaissance 1/33 ‘Belfort’ forward-deployed at Niamey, Niger. The unit now operates four Harfang and two Reaper UAVs.

FranceE-3F serial 204/702-CD in special colors to mark 50,000 flight hours for the French Air Force AWACS fleet. Operations have included 7,000 flight hours spent over Bosnia between 1992 and 1998, 2,400 hours over Kosovo between 1998 and 2003, 2,500 hours over Libya in 2011 and, more recently, 600 hours over Mali during the first half of 2013. Chris Lofting

First E-3F passes MLUBoeing and Air France Industries have announced completion of the mid-life upgrade of the first of four French Air Force E-3F Airborne Warning and Control System (AWACS) aircraft. The most significant upgrade in the history of the E-3F program, the work addresses mission system software and hardware. Based on the US Air Force Block 40/45 standard, the update is being pursued under a Foreign Military Sale agreement from 2010. Air France Industries began the upgrade of electrical, mechanical and structural systems and mission hardware in June 2013. The first aircraft will now undergo ground and flight tests at BA702 Avord before returning to service later this year.

Norwegian F-16s in Iceland

three from low-rate initial production batch 6, three from LRIP 7, four from LRIP 8 and four from LRIP 9 (including one F-35B). However, in June 2013 the Italian government suspended any additional orders for the F-35.

Should Italy reduce its planned F-35 buy, it could yet open the way to a move towards adding an air-to-ground capability to the Italian Air Force’s Eurofighter Typhoon fleet, an aspect that has so far been neglected by the air arm. It has also been suggested that the threatened cuts are being used as means of gaining improved conditions on the JSF program from the US government.

First flight of the initial Italian-built F-35A (AL-1) is due to take place in 2015, and assembly of a second aircraft began at Cameri, near Turin, last November.

A Royal Norwegian Air Force F-16AM taking part in ‘Iceland Air Meet 2014’, an exercise

conducted within the context of Nordic Defence Co-operation (NORDEFCO).

Frank Crébas/Bluelife Aviation

Six Royal Norwegian Air Force F-16AMs deployed to Keflavík, Iceland on February 27 in order to complete a one-month rotation as part of NATO’s ‘Airborne Surveillance and Interception Capabilities to Meet Iceland’s Peacetime Preparedness Needs’ mission. The deployment will provide Iceland with a quick-reaction capability to conduct the peacetime NATO Air Policing mission, and will also ensure

that Icelandic and NATO personnel are fully trained for future such deployments. The RNoAF jets were deployed until February 21. Beginning on February 3, the F-16s took part in ‘Iceland Air Meet 2014’, involving training with fighters from Finland and Sweden, tankers from the Netherlands and the United States, and Icelandic rescue helicopters and support staff.


NewsNews

The Belarusian Defense Ministry is set to reverse a 2012 decision that saw the withdrawal from service of the Belarusian Air Force’s Su-27 fleet (numbering around 17 Su-27Ps and four two-seat Su-27UBM1s).

According to the new strategy, theSu-27s will undergo modernization by the 558th ARZ (Aviation Repair Plant) at Baranovochi. The program will likely address avionics and electronic warfare capabilities (including addition of the Satellit electronic warfare pod), and will increase the number of guided munitions options. The 558th ARZ is an experienced player with a history of successful Su-27 modernization for different air arms, including the Kazakhstan Air Force.

Sources indicate that a first group of four updated Su-27s will participate in the Belarusian Independence Day parade in July. Stanislav Bazhenov

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Belarusian ‘Flankers’ to return


EuropeEurope

Su-35S enters serviceThe first Sukhoi Su-35S fighters for a front-line Russian Air Force unit have entered service with the 23rd Fighter Aviation Regiment based at Dzemgi (6883rd Air Base) in the Khabarovsk Territory, part of the Third Air Force and Air Defense Command of Russia. The deliveries were reported by Sukhoi on February 12. The aircraft were completed at the nearby Komsomolsk-on-Amur plant where the hand-over took place.

An initial total of 48 Su-35S are on order for the Russian Air Force, of which 10 were delivered in 2012, and 12 in 2013. A further 12 aircraft are expected this year, followed by 14 more in 2015. The Su-35S includes the N135 Irbis passive electronically scanned array (PESA) radar and AL-41F1S engines with thrust vectoring.

Tupolev to develop PAK DATupolev has signed a contract with the Russian Defense Ministry to develop a new

long-range strategic bomber. Known as the Perspektivnyi Aviatsyonnyi Kompleks Dalney Aviatsyi (PAK DA), or Future Air Complex for Long-Range Aviation, research and development work on the bomber apparently began in 2011, under the project codename Poslannik (envoy), having been preceded by preliminary design work in 2009. The design concept was approved in spring 2013.

According to the new contract, Tupolev will prepare a draft technical design for the aircraft, with a view to its inclusion in the State Armament Program for 2016-25. The type has received the Tupolev design bureau’s in-house designation izdeliye 80. Late last year it was reported that construction of the prototype is planned to be finished within five years (i.e. 2019-20). It has been suggested that flight tests of the new bomber could begin in 2020, in order for it to enter Russian Air Force service in 2025.

Swiss Tigers on patrol

SEEn at Sion wearing ‘75 years of Fliegerstaffel 19’ tail markings and carrying live aiM-9P Sidewinder missiles, F-5E J-3038 was one of the Swiss air Force fighters involved in providing aerial policing for the World Economic Forum annual Meeting that took place at Davos from January 22-25. the Swiss tiger ii fleet is earmarked for replacement by the JaS 39E Gripen, although acquisition of the latter is dependent upon a public referendum that will take place on May 18.

RussiaFirst Peace Eagle deliveredafter a delay of seven years, the initial Boeing 737-700 Peace Eagle airborne early warning and control (aEW&C) aircraft has been delivered to the turkish turkish t air Force from turkish turkish t aerospace industries’ ankara facility. the first of four such aircraft, serial 13-001 was accepted in earlyFebruary at the 3rd Main Jet Base at Konya, where it will begin acceptance tests. Formal acceptance was marked on February 21.

ankara began acquisition of the aEW&C system in 2003, signing a contract valued at more than$1.6 billion that July. at the time it was planned for the aircraft and a related ground control centerto be delivered from 2007. Boeing completed modifications to the first aircraft in the US, while tai converted the remaining airframes from a ‘green’ condition. the two companies plan to deliver two more examples in 2014, with the finalaircraft arriving in 2015. as a result of lengthy delays, Boeing now faces penalties that are beingnegotiated with the turkish government. turkish government. t


Compiled by Tom Kaminski

NewsNews Losses• Two personnel were injured when an unidentified helicopter operated by the Peruvian Army suffered a hard landing near the town of Echarate in the Cusco region on February 13. The helicopter had departed from a military base in Macamango with 14 crew and passengers, and was en route to Lower Urubamba in the province of La Convention, Cusco, when the crew was forced to make an emergency landing.

• A Libyan Air Force Mi-35 helicopter with crew and six passengers on board crashed in the east of the country on February 13. According to reports from the military, the aircraft may have been shot down. The helicopter, the serial of which is unknown, was en route to Benghazi but was forced to change course when it came under fire and subsequently went down near the town of Ras Lanov.

• C-130H-30 Hercules 7T-WHM (c/n 4919) operated by the Algerian Air Forcecrashed on the Djebel Fertas Mountain in Oum al-Bouaghi Province, around 20 miles (32km) south of Constantine-Mohamed Boudiaf International Airport, on February 11, killing 77 passengers and crew including military personnel and civilians. A single soldier reportedly survived the accident, which occurred in bad weather in a mountainous area. The Hercules was reportedly flying between Oum al-Bouaghi and Constantine when contact was lost.

• 3X-GGG, a CN235 operated by the government of the Republic of Guinea, crashed near Charlesville, Liberia, on February 11, killing all 11 occupants, including the head of Guinea’s Armed Forces, who had been leading a Guinean delegation to mark Liberia’s annual Armed Forces Day. The turboprop transport aircraft came down in thick forest near Roberts International Airport, about 28 miles (45km) south of Monrovia. Thomas Newdick

• An unmanned US Air Force QF-4 Phantom II drone crashed on the White Sands National Monument, approximately 5 miles (8km) west of Holloman AFB’s Runway 22 in New Mexico, on February 7. The full-scale aerial target, which was assigned to Detachment 1, 82nd Aerial Targets Squadron, had been conducting a routine training mission when it went down.

• Bell 412EP serial AN-137 (c/n 36569) operated by Panama’s Servicio Nacional Aeronaval (SENAN) crashed in the Mamsuggun area near the Colombian border, while conducting a drug interdiction operation on February 6. Three crew and six passengers were aboard the helicopter, and one person was killed. The Bell was conducting operations

in support of Operation ‘Martillo’ in conjunction with the guided-missile frigate USS Halyburton (FFG 40), when the crash occurred. Six of the survivors were recovered by a US Navy MH-60R from Helicopter Maritime Strike Squadron 46 (HSM-46) that was operating from the Halyburton.

• Nanchang PT-6 serial 3515 operated by the Bangladesh Air Force’s 11 Squadron made an emergency landing in a paddy in the village of Mahidia near Jessore Airport following a mechanical failure on February 6. Both pilots suffered minor injuries when the trainer suffered the mishap.

• A TH-300C (Schweizer 269C) helicopter, assigned to the Royal Thai Army’s Fifth Infantry Division, crashed while landing in Nakhon Si Thammarat Province, on February 3, injuring two pilots. The mishap occurred after the helicopter’s tail struck a pick-up truck at the Vajiravudh military camp in Tambon Bang Phun, in the district of Muang.

• Mexican Air Force Bell 212 serial FAM 1417 (c/n 35012) crashed into a mountain within the 8th Military Zone Army Base in Reynosa, Tamaulipas, Mexico, while attempting to take off on January 31. One soldier was killed in the accident.

• An AgustaWestland A109LUH operated by the Malaysian Army Air Corps was heavily damaged when it went down in the jungle near Bedok Dam in Segamat on January 30. None of the four passengers and crew was injured when the helicopter crashed in the Kluang District, while attempting an emergency landing.

• A Yemeni Air Force helicopter crashed near an oil pipeline in the Oselan region of Shabwa Province on January 29. Five personnel were injured in the accident, which occurred while the crew was attempting an emergency landing.

• A Diamond DA20-C1 crashed short of the runway at Fort Carson’s Butts Army Airfield in Colorado while landing on January 29. The Eclipse, which carried the civil registration N959DA (c/n C0469), was conducting a training flight as part of the USAF’s Initial Flight Screening (IFS) Program when the mishap occurred. The trainer, which was owned by Doss Aviation Inc, was heavily damaged. Based at Pueblo Memorial Airport, Doss operates the IFS program under contract to the USAF. Both the student and instructor pilot suffered minor injuries.

• Two Kawasaki T-4 trainers operated by the Japan Air Self-Defense Force’s Blue Impulse Flight Demonstration Team were involved in a mid-air collision over the Pacific Ocean on January 29. The incident

occurred approximately 28 miles (45km) south-east of Matsushima AB. Both trainers recovered safely.

• A Predator B operated by the US Customs and Border Protection’s Office of Air and Marine was intentionally crashed into the Pacific Ocean around 20 miles (32km) south-west of San Diego, California, after it developed a mechanical problem on January 27. The unmanned air vehicle had been patrolling the California coastline when an unspecified malfunction occurred. After operators in Corpus Christi, Texas determined that the Predator would not be able to return to its base in Sierra Vista, Arizona, the aircraft was ditched. Although CBP operates a fleet of 10 unmanned Predators, the mishap aircraft was one of just two equipped with a maritime search radar and known as Guardians. Although the Predator B and Guardian fleet was grounded, it was allowed to return to operation on February 7.

• The pilot of a Royal Jordanian Air Force F-16A Fighting Falcon ejected safely before the jet crashed during a training flight on January 26.

• An unidentified Egyptian Army helicopter crashed while battling Islamic militants in the northern Sinai Peninsula on January 25. The helicopter went down near the village of el-Kharouba, killing five passengers and crew. The aircraft was apparently brought down by a shoulder-launched surface-to-air missile.

• A Royal Canadian Air Force instructor and a student ejected safely from CT-156serial 156102 (c/n PF-2) near 15 Wing/CFB Moose Jaw, Saskatchewan, on January 24. The crew ejected from the Harvard II as a result of a landing gear problem, after the instructor determined it would not be safe to attempt a controlled landing. The trainer came down in a field around 10nm (18.5km) south of the airfield. The CT-156 was owned by the NATO Flying Training in Canada (NFTC) consortium and the crew was assigned to 2 Canadian Forces Flying Training School based at Moose Jaw.

• The commanding general of Italian Army Aviation was killed in the crash of one of the branch’s AB206C-1 helicopters on January 23. The JetRanger went down near Monte Marta, around 6.2 miles (10km) from Tuscania in Viterbo after hitting a high-voltage cable. A student pilot was also killed.

• A Jaguar IB strike aircraft operated by the Indian Air Force crashed while on approach to Nal Airport on January 22. The two pilots ejected before the aircraft went down near Bholasar village, in the district of Bikaner, Rajasthan.

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Edwards – US Test Pilot SchoolGary Wetzel goes behind the scenes of a

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Force Report: Turkish Air ForceTurkey has one of the world’s largest air forces - Dr Dave Sloggett, together with AFM’s Jerry

Gunner, describe the force in detail.

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Special REpoRt

Lockheed Martin’s Joint Strike Fighter program has had its fair share of trials and tribulations, but genuine progress is now being achieved, and the US Air Force’s 58th Fighter Squadron ‘Gorillas’ is at the forefront of service introduction of the F-35A model.

report: Robert F. Dorr photos: James Haseltine

58th Fighter Squadron ‘gorillaS’ maKeS progreSS with the F-35

GoRILLAFORCE


If an aIrcraft has just one seat and you’ve never piloted it before, how do you become qualified not only to handle its controls but to instruct in it?

they’ve worked that out at the 58th fighter Squadron, the ‘Gorillas’, at

Eglin air force Base, florida, the burgeoning unit that will create instructors and train newpilots in the f-35a Lightning II, the US a Lightning II, the US a air force’s conventional take-off and landing(ctOL) version of the Joint Strike fighter.

Maj Jay Spohn, the assistant director for operations of the squadron and the first air national Guard pilot to qualify in the f-35a, described the process of weaning oneself in tothe f-35a cockpit. a cockpit. a

It’s completed in six sorties under the current arrangement, loosely called the ‘Block 1B syllabus’ and intended for experienced pilots. During your first flight in an f-35ayou’re ‘getting a feel for how the aircraft handles and [you make] several approaches to the runway’, where you perform ‘touch-and-goes’, said Spohn. Your second and third goes’, said Spohn. Your second and third goes’, said Spohn. Y

FORCE

This photo: A pair of 58th FS F-35As seen during a training

detail from Eglin. The US Air Force is planning shortly to

establish its second F-35 FTU at Luke AFB.

Inset: Lt Col Todd Lafortune pre-flights his F-35A, paying

particular attention here to the Electro-Optical Targeting System (EOTS). This provides

precision air-to-air and air-to-surface targeting capability, combining forward-looking

infra-red and infra-red search and track functionality.


F-35A flights include ‘a lot of the same, plus instrument approaches’. On the fourth trip aloft, ‘The formation flight can be with another F-35 or an F-16 as the support aircraft’. On the fifth flight, ‘The wingman and the lead pilot switch roles and the IP [instructor pilot] verifies you can teach’. Then, on the last flight, there is an evaluation that includes the student again assuming an instructor role, ‘plus dozens of tasks now graded, like ground operations, take-off and departure to the airspaces, instrument approaches and post-landing, to list a few.’

That fifth flight sees the pilot employing the F-35A radar in the air-to-air mode, simulating

the use of the AIM-120 AMRAAM missile. On the sixth, the pilot uses the radar for simulated air-to-surface work, simulating the use of the GBU-12 500lb laser-guided bomb.

Combat Aircraft visited the 58th at a time Combat Aircraft visited the 58th at a time Combat Aircraftwhen the F-35 program is gathering momentum. After a long wait there’s now an unmistakable feeling of solid progress in the squadron. Many consider the F-35 as having turned the corner and that its days as a punching bag for critics are numbered. ‘I’ve never seen a pilot come back from his first sortie without a huge smile on his face’, says Lt Col Matt Renbarger, 58th Squadron commander. His call sign is ‘AB’, meaning

afterburner. ‘It’s something new, and programs like this only come around every 30 years or so, and to be on the ground floor — it’s the perfect time.’

In January, the 58th had 20 US Air Force F-35As, mostly in the Block 1B configuration, which will soon be replaced by Block 2A. Also on the squadron were two Royal Netherlands Air Force F-35As, which will remain at Eglin until about the end of the year before transferring to Edwards AFB, California to conduct developmental work. The ‘Gorillas’ were expected to be up to a full strength of 26 US aircraft, all brought up to Block 2A standard, by early 2015.

This photo: The large touch screen is the pilot’s main interface with the aircraft, aside from the HOTAS controls, in what is a very uncluttered cockpit.

Right page: Maj Jay Spohn performs his walk-round checks on an F-35A at Eglin prior to a training flight. Spohn was the first Air National Guard pilot to qualify on the new fighter.


‘We’re proud of the 58th Fighter Squadron’, said Col Stephen ‘Jester’ Jost, commander of the parent 33rd Operations Group. ‘We are doing something unprecedented. We are operating the F-35A safely while those ‘Out West’ are putting it through the wickets in tests. The 58th has overcome a lot of programmatic changes. We’re doing all we can to operate within a very disciplined fashion.’

Jost acknowledged that ‘there is some risk’ in the concept of concurrency, under which the F-35A is tested at Edwards and employed operationally at Eglin simultaneously. He said the 58th is an official formal training unit

(FTU) for the F-35A, trained 45 pilots last year (many of whom are now participating in developmental efforts) and currently has 23 instructors assigned. During 2014, the squadron is expected to complete seven F-35 classes with six pilots in each. ‘This is a good time for us’, Jost added.

Problems persist but it genuinely is climb time for the F-35. Progress at the 58th FS is emblematic of that being solidly documented throughout the Joint Strike Fighter program. In time, F-35 adherents say, the US Air Force will have an operational fighter more advanced than any other, even its F-22 Raptor stablemate.

This narrative will not linger long on the term ‘fifth-generation fighter’. The appellation is a marketing tool that comes from up in the corporate boardroom, not an objective descriptor from down in the engineering shop. It’s meant to portray the F-22 and F-35 as more advanced than other fighters because of their low-observable, or stealth, properties that make them difficult to detect on radar. But stealth is only one characteristic of an aircraft and by itself doesn’t automatically render the F-35 superior to a Gripen, Typhoon, or Su-35. Nor is stealth a deciding factor in air-to-ground warfare, including close air support.


That doesn’t mean Air Force chief of staff Gen Mark Welsh isn’t appreciative of the F-35’s high-tech advantages. The F-22 was meant to provide theater-wide air superiority, Welsh said last December 13. With too few F-22s to provide this umbrella, F-35s will be heavily tasked for air-to-air responsibilities. ‘You have to have the F-35 to augment the F-22 to do the air superiority fight at the beginning of a high-end conflict to survive against the fifth-generation threats we believe will be in the world at that point in time’, he said.

Welsh added he is not willing to go to his bosses in the Pentagon ‘and say, ‘I would recommend we keep our old equipment and update it and just accept more losses and count on the incredible ability of our aviators to win the fight anyway.’’

The 58th ‘Gorillas’, again, operate the CTOL F-35A. Other squadrons that form part of the 33rd Fighter Wing ‘Nomads’ at Eglin (and, thus, are in Jost’s operations group) train in the US Marine Corps F-35B short take-off and vertical landing (STOVL) and the US Navy F-35C carrier-based version, both of which have been covered extensively in these pages but are outside the scope of this report.

Looking over the F-35APerhaps it’s time to take another look at this aircraft, this much-scrutinized and much-publicized aircraft, about which so much has been written and yet so much more remains to be understood. It’s time to be a pilot doing a pre-flight walk-around.

When a pilot like Jay Spohn does a walk-around check of an F-35, he sees a fighter that is mostly unremarkable in appearance. In a world where most fighters have two engines, the F-35 is powered by a single Pratt & Whitney afterburning F135-PW-100 two-stage turbofan with a thrust rating of around 28,000lb (125kN). It has tricycle landing gear with the nosewheel on the centerline a few inches behind the pilot. Mounted internally on the F-35A is a GAU-22/A, a four-barrel derivative of the GAU-12 Equalizer 25mm caliber cannon with 182 rounds. This is considered a small supply of ammunition compared with 500 rounds in a typical F-16, especially since the F-35A has air-to-ground duties and a gun is the best precision weapon when flying close air

The pace of flying with the 58th FS is ramping up fast. During 2014, the squadron is expected to complete seven classes with six pilots in each.


support in proximity to friendly forces, protected structures and non-combatants. The gun on the F-35B and F-35C models is carried in an external pod.

‘We currently don’t have any gun capability’, said Jost. ‘It’s not an authorized weapon’. Officials say the new gun is close to being fully developed and will be operational soon.

The F-35A has a 35ft (11m)-span trapezoidal mid-wing and twin tail fins. Because carrying an external load might compromise its stealth properties, an internal weapons bay is an integral part of the fuselage design. The wing’s leading edge and fins are both swept back at about 33 degrees. The tail fins are canted outward at about 12 degrees.

The somewhat cramped cockpit of the F-35A is unique among contemporary fighters

in not having a head-up display (HUD). This is a contrast to the even tighter cockpit of the F-22, which has a HUD but not yet a fully integrated helmet-mounted display system (HMDS). To the pilot of the F-35, the HMDS is everything: the aircraft can’t fight without it. It gives the pilot a bug-faced, Creature-from-Mars look, but it works — despite teething troubles as recently as a year ago.

Brian Brennan, a news reporter for 8NewsNow, described the HMDS in unique language: ‘The F-35… requires a pilot to wear a new kind of helmet. It connects to cameras on the outside making it possible to melt away blind spots. The pilot can essentially see through the walls of the aircraft’. Full integration of the F-35 HMDS has hit some bumps in the road but now appears to be

proceeding smoothly. The US Air Force decided last October to halt development of an alternate F-35 helmet and to focus on near-term upgrades for the current Vision Systems (VSI) 2nd Generation helmet.

Jost said the helmet is ‘very well balanced, with the center of gravity right, so it is extremely comfortable’. As a career F-16 Fighting Falcon pilot (when we talked with him, he had just been named to command the F-16-equipped 20th Fighter Wing at Shaw AFB, South Carolina), Jost has to be aware that the weight and shape of fighter pilot headgear is receiving more than a little attention today.

Under proposed legislation for Fiscal Year 2015, the US Air Force must assess the risks of whether helmet equipment can cause

‘You have to have the F-35 to augment the F-22 to do the air superiority fight at the beginning of a high-end conflict to survive against the fifth-generation threats we believe will be in the world at that point in time’ Gen Mark Welsh

‘GORILLA’ RAMP ACTION


increased risk of death or serious injury during an emergency ejection. The amendment was introduced by Senators Mark Udall (Democrat, Colorado) and Roy Blunt (Republican, Missouri) following the January 28, 2013 mishap that killed Capt Lucas ‘Gaza’ Gruenther of the 510th Fighter Squadron, 31st Fighter Wing near Aviano Air Base, Italy. During a night flight in inclement weather, Gruenther, piloting an F-16C Block 42 (serial 88-0510) became spatially disoriented and ejected while flying at 560kt. He was wearing helmet equipment when he ejected, and was killed by a 40g snapback when his drogue chute deployed. ‘The Aviano incident has raised concerns about… adequate protections for pilots wearing advanced helmets’, Udall spokesman James Owens told reporters.

Jost praised the simplicity of the F-35A’s cockpit, which, unlike those of other fighters, has no switches to the right and left of the pilot. ‘It’s a very clean cockpit. It has very few gauges and switches. It’s a comfortable aircraft to sit in for a long time’. He said visibility is superb. ‘I can easily look over my shoulder and check my six.’

The status of a fully-fledged datalink for the F-35A — a challenge because existing systems transmit in a way that degrades stealth — is

yet to be entirely resolved. Like the F-22, the F-35A today has a Link 16 datalink in receive-only mode, allowing a pilot to take in, but not transmit, electronic data and images.

Years ago the US Air Force announced a new system, the Multi-function Advanced Data Link (MADL), initially intended to provide datalink capability for the F-35 only. Subsequently, the service said it would integrate MADL into all of its stealth aircraft, including the B-2 Spirit bomber. In 2010, the USAF cancelled plans to integrate MADL into the F-22 and the B-2, citing technology maturity risks. The system is still planned as an important tool for the F-35 to enhance pilot situational awareness but is not ready yet. ‘We will get MADL farther down the road’, Jost said. Meanwhile, the existing Link 16 arrangement in the F-35 ‘is not the robust, data-sharing item we’d have in my F-16’, Jost told this magazine.

‘Gorillas’ at workThe 58th FS commander recognizes challenges but shares the enthusiasm of the ops group boss. ‘On October 1, 2009, we stood up as an F-35 unit’, said Lt Col Renbarger. ‘We were handed keys to an empty building, with five pilots, a technical sergeant, two lieutenant colonels and three majors’. Delay after delay

followed until the first F-35A reached Eglin on July 14, 2011. That was the aircraft known as AF-9 (serial 07-0747), delivered from the Fort Worth, Texas factory by the 58th Squadron’s Lt Col Eric ‘Emmitt’ Smith, the US Air Force’s first Lightning II pilot. A formal announcement of the beginning of instruction of new F-35A pilots was made on December 17, 2012.

Pilot transition training, conducted as described by Spohn at the start of this article, began on May 6 of last year, at the same time as delivery of the first aircraft with Block 2A avionics software. ‘It’s an accomplishment that, in less than six months since we started pilot training, we have been able to produce a course as good as any fighter course created in the last 20 years’, said Spohn.

Deliveries of F-35s will occur more frequently as work at the Fort Worth assembly plant accelerates. The Pentagon has said for years that it wants 2,443 F-35s for US use — 680 for the US Navy and Marine Corps, down from a once-planned 1,089, and no fewer than 1,763 F-35As for the US Air Force. Low-rate initial production (LRIP) is slated to continue at a rate of 29 per annum until the end of this year but is scheduled to increase to 44 in 2015, 48 in 2016 and 2017, 60 from 2018 to 2020, and 80 thereafter. LRIP batches come in

A fine study of two clean F-35As. Primarily devised as a stealthy, multi-role replacement for the F-16, few can fault the rationale behind the F-35A.


numbered lots including the current LRIP 3 for 17 aircraft.

The increased pace at Eglin was evident last December 4 when the 33rd Wing accomplished 45 sorties in one day (10 F-35A, 32 F-35B and three F-35C). Another sign of progress came on December 18 when Maj Laurens J. W. Vijge became the first Netherlands pilot to take to the air in the F-35A, with Renbarger on his wing. At the time, officials at Eglin reported that the F-35 program had completed 7,400 flights and 11,600 flying hours, with 3,200 flights and 4,250 hours being completed at Eglin.

As progress continues, flight restrictions on the F-35 are gradually being lifted and the potential for future operations is expanding. When CA talked to pilots in January 2014, the 58th was not doing any night flying, but officials said that would change soon.

To the extent possible, everything done by the 58th is both realistic and real-world. The ‘Gorillas’ train to fly the system. They use the helmet-mounted cueing sight. They are fully cleared to conduct air-to-air refueling operations.

Training a new pilot — under today’s Block 1B standard written for the experienced flyers arriving at Eglin — involves 210 hours of classroom training and 13 flights in

simulators. The Eglin simulator incorporates a 360-degree visual display and a re-configurable cockpit that can simulate all three variants: the conventional F-35A for the US Air Force, the F-35B short take-off and vertical landing variant for the Marine Corps and the carrier-capable F-35C for the Navy.

In addition to being cleared only for VFR flight (operating in daylight under visual flight rules), the F-35A has other restrictions that officers at Eglin expect to be relaxed soon. ‘It’s a 9g aircraft but we keep it at 5g’, Jost told CA, referring to the gravity forces encountered in maneuvers. ‘It’s a Mach 1.5 aircraft but we’re operating only at 0.9 Mach’. He said night flying is expected to begin in the spring. Rankled by press reports that the Lightning II cannot fly near lightning, officials have repeatedly said that these restrictions are cautionary and do not reflect any flaw in the design of the F-35A.

So far, the 58th FS’ F-35 pilots-to-be have been arriving very experienced and, like Spohn at the beginning of this narrative, were able to learn their new aircraft in a comparatively short span of time. In the near future, at a date to be announced soon, the squadron will start what’s loosely called the ‘Block 2A syllabus’. Those who enter this

program, said Jost, ‘will fly additional sorties to include close air support, four-ship air interdiction, four-ship offensive counter-air, and night IMC [instrument meteorological conditions] training].’

The second F-35A FTU, the 61st Fighter Squadron at Luke AFB, Arizona, is scheduled to receive F-35As in March and will get Block 2A models from the start. Commander of the 61st, Lt Col Michael ‘Jeb’ Ebner, is a former deputy for operations for the 58th at Eglin.

The 58th is scheduled to announce initial operating capability (IOC) in 2016. It will begin thereafter to, as Jost put, ‘use a syllabus similar to those for ‘legacy’ airplanes’. That means accepting F-35 pilots-to-be directly from undergraduate pilot training.

When the squadron begins training newly-minted pilots, the course will take seven months and involve 40 sorties, although exact details have not been ironed out. ‘This aircraft is the future of American air power’, Eglin’s 1st Lt Hope Cronin told CA. ‘In the near future we’re going to start pushing through the first of our new lieutenants’. When that happens, the 58th Fighter Squadron ‘Gorillas’ and the F-35A Lightning II will be firmly established as key to US Air Force operations.

Much praise for the F-35A often gets lost in criticism over cost. The US Air Force remains totally dedicated to making the aircraft and its

associated program a total success.

With its single Pratt & Whitney F135-PW-100 engine in full afterburner, an F-35A leaps into the moist Florida air.


Special REpoRt

Released by the Pentagon on January 29, the annual report from the director of Operational test and evaluation Michael Gilmore is always eagerly awaited.

this is one of the few official reports that gives broad program overviews and latest updates, although it does only offer the perspective of the operational test community, one that often differs wildly from that of the other agencies involved. Nevertheless, it provides many reality checks and factual updates.

When the document was released publicly, many will have clicked straight onto the F-35 section, which as ever offered comprehensive coverage of all that has occurred in this complex project over the 12 months to October 2013.

the report shows that all three F-35 variants remained generally on track with their respective test plans in 2013 despite a variety of distractions, ranging from a week-long government shut-down and temporary fleet-wide groundings caused by component failures on the F-35a and F-35b.

a number of problems have emerged with the lift fan on the F-35b, relating

The annual report provided by the DoD’s Director of Operational Test and Evaluation always provides an interesting insight into the world of key US military programs, none more so than the F-35 Joint Strike Fighter.

report: Jamie Hunter

F-35 TEST REpoRt

This photo: The Marine Corps is focused on July 2015 for achieving initial operating capability with the F-35B. Operational test overseeing teams predict a 13-month delay to this. Lockheed Martin

Below: Block 2B software includes AIM-120C AMRAAM integration. Lockheed Martin


to thermal and heating issues and door/hinging mechanisms, requiring some quite extensive re-designs.

There are, as always, a number of stand-out points. Most stark is again the lack of confidence in the F-35’s complex software, so much so that Gilmore and his team went as far as to speculate that it might force a 13-month delay in the US Marine Corps’ plans to declare IOC (Initial Operating Capability) with the F-35B in mid-2015.

This hinges on the combat-coded Block 2B software being ready for service. The F-35 Joint Program Office says it remains on track for IOC in July next year, whereas Gilmore predicts July 2016.

Block 2B is the next software release to the squadrons and the first to offer combat capability. The report stated: ‘Mission systems development and test teams focused on getting Block 2B capability into flight test, which began several months later than planned in the integrated master schedule’. According to the report, Lockheed Martin delivered the Block 2A software with nearly half of the contractually required software functions incomplete. As the company continued working on Block 2A, it handed over the initial increment of Block 2B software on

time last February. A second increment of Block 2B software arrived in October 2013, but the initial results did not seem encouraging, Gilmore’s report said.

Lockheed Martin is running well behind schedule on Block 2A even though it is installed on low-rate initial production (LRIP) 4 and 5 jets that have already been delivered. The report described how testing of Block 2A was a major factor in delays, and said that, as of October last year, ‘little progress was made in completing flight testing required by the baseline Block 2B joint test plan’, putting pressure on the planned operational utility evaluation (OUE) of the combat effectiveness and suitability of Block 2B.

Three more increments of the Block 2B software will be released this year. Each is expected gradually to improve the maturity of the software and fix the bugs.

The difficulties relating to the F-35’s development have always gone wider than any single system. Deficiencies still exist with regard to sensor fusion, the radar, electronic warfare, navigation, EOTS, the Distributed Aperture System (DAS), the Helmet-Mounted Display System (HMDS), and the datalink. These have blocked the ability of the test team to complete baseline Block 2B test points, including weapons integration.

Another factor critical to the Marine Corps’ declaration of IOC that has been cited as another area of concern is the functionality of the Autonomic Logistics Information System (ALIS). This has been fielded with what the report called ‘significant deficiencies’.

A clear picture?It is important to remember that while reports such as this appear at times to make gloomy reading, testing is conducted for a reason: to iron out problems. It is unthinkable for everything to work perfectly from the get-go, but with an aircraft as complex as the F-35, not to mention a complex aircraft built in three distinct versions, the test plan always needed to be robust, coherent, and ready for setbacks. The desire to achieve so much with so many aims and so many interleaved complex systems means that testing is never going to be straightforward, and it must be said that the pace of work intended to clear the F-35’s flight envelope has been impressive.

Despite clear progress being made by the test teams, significant problems are still being overcome. F-35 engineers are struggling to overcome the aircraft’s tendency for transonic roll-off (TRO) and buffet, according to the report. These conditions affect all supersonic fighters to some degree, but have appeared particularly acute on the F-35C carrier variant. Program engineers have exhausted options for altering the flight control laws to compensate, and testing is still under way to decide if using leading-edge spoilers on the F-35C will be necessary.

Flight sciences testing has been evaluating the effects of buffet on the helmet-mounted display. Reducing buffet

on the A and B models is not a likely option, and no further changes to control laws are planned ‘as further changes will potentially adversely affect combat maneuverability or unacceptably increase accelerative loading on the aircraft’s structure’. However, leading-edge spoilers may still be chosen for the F-35C to reduce buffet and the onset of TRO if trade-offs made in control laws are insufficient to manage the negative impact of these effects.

Reality checkOne thing that remains constant within the F-35 program is officials being at odds with the operational test report, stating that none of the concerns will entail major repercussions, or that the report is biased or even wrong. Lockheed Martin, meanwhile, criticized the assessment of a one-year delay as being based on an inflated test-point growth rate. Block 2B development testing experienced a 120 per cent increase in test point growth in 2013, and Gilmore’s team assumes the same rate will be required this year.

Whatever the outcome, experience suggests a fair chance that the fielded F-35B upon declaration of IOC will be a fighter with less capability than initially promised — an aircraft falling short in some areas when compared with performance ambitions contained in the production contract.

Mission systems are developed and fielded in incremental blocks of capability.• Block 1The program designated Block 1 was for initial training capability and allocated two increments: Block 1A for Lot 2 (12 aircraft) and Block 1B for Lot 3 aircraft (17 aircraft). No combat capability is available in either Block 1 increment.• Block 2ABlock 2A is for advanced training capability and is in aircraft in production Lots 4 and 5. No combat capability is available in Block 2A.• Block 2BThe program designated Block 2B for initial, limited combat capability with internal weapons (AIM-120C, GBU-32/31, and GBU-12). This block is not associated with the delivery of any production aircraft. Block 2B software, once complete with development and certification, will be retro-fitted onto earlier production aircraft.• Block 3i The program designated Block 3i for delivery of aircraft in production Lots 6 through 8, as these aircraft will be built with an improved integrated core processor and other upgrades collectively known as ‘Technology Refresh 2’ (TR2). No new capability beyond Block 2B is introduced in Block 3i.• Block 3FThe program designated Block 3F as the full capability for production Lot 9 and later.

F-35 CAPABILITY BLOCKS


The Douglas aircrafTcompany’s first skyhawk, the literally hand-built Xaliterally hand-built Xaliterally hand-built X 4D-1 BuNo 137812, first flew on June22, 1954. in 2014 the aircraft type will mark 60 years of

service, and the venerable ‘scooter’ remains in the hands of three combat forces: argentina, argentina, aBrazil and israel. of these, the latter will cease all a-4 skyhawk operations in the course of the year, while Brazil will receive its first Brazilian/year, while Brazil will receive its first Brazilian/yearisraeli-upgraded jet in May.

a total of 23 ex-Kuwait a total of 23 ex-Kuwait a air force a-4s were delivered to Brazil in 1998 after which, onoctober 2, 1998, the 1º esquadrão de aviões de aviões de ainterceptação e ataque (1st ataque (1st a interception and attack attack a squadron) — Vfquadron) — Vfquadron) — V -1 ‘falcões’ (falcons) — was established under the command offormer sea King pilot cdr (captão-de-fergata) carlos augusto Marcondes. The augusto Marcondes. The a skyhawk iis were re-designated from a-4Ku-4Ku-4K to u to u af-1 for the 20 single-seat fighters, and af-1a for the three a for the three atwo-seat Tatwo-seat Tatwo-seat T -4Ku-4Ku-4K s.

cdr Marcondes was the first in command of the new fixed-wing assets for the Marinha doBrasil (MB, Brazilian Navy). strangely, a lawhad barred the Navy from operating fixed-wing aircraft since the mid-1960s, leaving the força

RENEWINGBRAZIL’S NAVAL WINGSBrazilian naval air power has been subject to government-enforced cutbacks since monetary devaluation and financial problems began early this century. As a result, previous plans have been reduced in scope, and operations by naval aviators and their Skyhawk IIs, Sea Kings, Super Pumas and Lynx have been scaled back. Today, however, the skies around Naval Air Station São Pedro da Aldeia near Rio de Janeiro are buzzing with activity again.

report and photos: Cees-Jan van der Ende

Main photo: A wonderful airborne view of a VF-1 AF-1 Skyhawk on a mission near Naval Air Station São Pedro da Aldeia.


AIR POWER REVIEW

Aérea Brasileira (FAB, Brazilian Air Force) to fly its Grumman S-2 Trackers from the aircraft carrier NAeL (Navio Aeródromo Ligeiro, light naval airfield) Minas Gerais (A11) in the Minas Gerais (A11) in the Minas Geraisinterim. The former Brazilian President Fernando Henrique Cardoso ended this absurd situation on April 8, 1998 by signing Presidential Decree No 2598. The Skyhawks whose arrival followed were low-houred — up to 1,700 hours — airframes that could easily serve for another two decades or 6,000 hours with the new operator. The Brazilian Navy bought the former French Navy carrier Foch(R11) in September 2001 and re-named it NAeSão Paulo (A12) after the country’s largest city.São Paulo (A12) after the country’s largest city.São Paulo

The ‘Falcões’ began operations from the carrier with great enthusiasm. Sadly, problems soon occurred when corrosion appeared on the fan blades of the Pratt & Whitney J52-P408 engines, and a lack of funds, and thus spares, set A-4 operations back yet further. A contract worth $6.5 million was signed in 2005 with Córdoba, Argentina-based LMAASA (Lockheed Martin Aircraft Argentina Sociedad Anónima) to return the A-4s to service.

An unfortunate accident befell the São Pauloin 2004 when an explosion in one of the steam catapults killed several sailors. The Marinha

addressed these problems, and began a five-year upgrade of the ship at Rio de Janeiro’s naval base. However, propulsion problems then arose during sea trials and a fire in February 2012 — unfortunately again involving loss of life — has since kept the São Paulo in São Paulo in São Pauloharbor, only leaving Rio for tests. The carrier will return to maintenance in 2014, some 10 years after Skyhawks last trapped on the deck. It seems that few people within Brazil know what the future holds for the São Paulo.

Falcons’ bright futureOngoing problems with the carrier have not prevented Marinha do Brasil decision-makers from embarking on an upgrade for the Skyhawk IIs of VF-1. At the start of the century, the Brazilian Air Force commenced work with Embraer and a local subsidiary of Elbit Systems of Israel, AEL-Aéro Electronica, on a program to update the FAB’s Northrop F-5E Tiger IIs to F-5M standard. It was decided to use much the same systems in the Skyhawks, and a $140-million contract was concluded for the upgrade of nine single- and three two-seat Skyhawk IIs. A signing ceremony took place during the seventh Latin America Aero and Defence (LAAD) trade fair, held from April

14-17, 2009 at RioCentro in Rio de Janeiro, and attended by the then Defense Minister Nelson Jobim, the commander of the Navy, Admiral of the Fleet Júlio Soares de Moura Neto, Air Force commander Lt Gen Juniti Saito, and Embraer president and CEO Frederico Fleury Curado.

The upgrade program for the 12 ‘Scooters’ includes standard depot-level maintenance (SDLM) of the aircraft and the full overhaul of 12 J52-P408 engines as well as replacement of all electrical wiring. Being added to the previously radar-less Skyhawks is the IAI/Elta EL/M-2032 advanced multi-mode airborne fire-control radar, designed for multi-role fighters and featuring air-to-air, air-to-ground and air-to-sea capabilities. A radar warning receiver (RWR) suite will also be installed. The current use of outdated oxygen bottles will be superseded by a new on-board oxygen generating system (OBOGS), improving the jets’ turn-around times. The new electrical power generator currently fitted to three of VF-1’s Skyhawks (serials N-1004, N-1013 and N-1021) will also be used on the upgraded jets, now re-designated as AF-1Bs for the single-seaters and AF-1Cs in the case of the two-seaters.

The Skyhawk’s small cockpit will be transformed from a second-generation ‘office’


to one of the fourth generation, with the installation of a new head-up display (HUD), ‘hands on throttle and stick’ (HOTAS) controls, two 5 x 7in multi-function color tactical displays, and other changes. As a part of standardization between the Navy and Air Force, some 290 aircraft and helicopters will gain the Mectron Link BR-2 datalink system as well as the Rohde & Schwarz multi-mode M3AR data transmission radio, not least the 12 upgraded ‘Scooters’. A full new array of Brazilian and Israeli weapons will be added to the Skyhawk’s armory, including Rafael’s Derby beyond visual range air-to-air missile, the Brazilian Mectron MAA-1 Piranha and Israeli Python 4 short-range air-to-air missiles, and laser-guided bombs such as Mectron’s 500lb SMKB-82 and 1,000lb SMKB-83. The new multi-mission computer will enable the pilot to deploy different weapons simultaneously, and is able to communicate via a datalink with air, ground and naval command and control stations. Mectron is now developing the MAA-1B Piranha II, considered to be a fourth-generation short-range AAM. This will enter service in 2015 and be made available to the upgraded AF-1s.

Embraer is working on the A-4s at its Gavião Peixoto facility in São Paulo province. The upgrade has been given the AF-1M (Modernização, modernized) designation by the company. The first jet destined to serve as a prototype was AF-1 serial N-1014, followed by AF-1B N-1022. The latter was flown to Gavião Peixoto, while N-1014 was transported by truck. When the aircraft was dismantled, Embraer discovered that it would take too long to overhaul the ‘Scooter’ and fit all the

AF-1M’s new systems due to its lack of experience on the jet. A third airframe — AF-1 serial N-1011 — was flown to the factory in October 2012, after which Embraer proceeded with the effort, leading to the ‘new’ prototype’s first flight on August 8, 2013. It now wore a toned-down gray color scheme.

According to current plans, VF-1’s commander estimates that the first upgraded AF-1B (N-1001) will touch down at Naval Air Station São Pedro da Aldeia in May 2014, followed by an initial AF-1C in September. Prior to these deliveries, VF-1 pilots and technicians will attend ground school to familiarize themselves with the new systems. The current program with Embraer will keep the Skyhawks in Brazilian skies for another 10 years. When VF-1 receives its first modernized aircraft, it will be far better able to fulfil its mission of engaging air and ground targets as part of its contribution to the defense of naval forces along Brazil’s coastal economic zones.

VF-1’s current operationsAt present, the ‘Falcões’ operate just three aircraft under the command of Captão-de-Fergata Fernando Souza Vilela, who commenced fixed-wing flying for the Navy in 1995, before it was even authorized in law! However, plans to receive fixed-wing aircraft were already taking shape. The young aviator was sent to the Argentine Navy for training on the T-34 Mentor at Naval Air Station Punta Indio, east of Buenos Aires. Cdr Fernando and his executive officer Alexandre Vasconcelos Tonini are the only VF-1 pilots who have operated from the São Paulo.

As VF-1 is in transition, two of its 10 pilots are currently posted to the FAB, flying the Embraer A-29 Super Tucano. The contract with the Air Force includes 150 hours on the turboprop; however, more hours are actually flown, as back-seat trips are provided for free. The ‘Falcões’ aircrew who remain at São Pedro da Aldeia are making up hours in the current three Skyhawks. As well as local flights, three deployments took place in 2013, of which two were to Natal air base and one to Anápolis. During the latter, the Skyhawk IIs flew air-to-air combat training missions with the local Mirage F-2000s of the 1º Grupo de Defesa Aérea ‘Jaguares’, which were retired in December 2013 after a lease deal with France ended. The Dassault fighters will be replaced by the upgraded F-5Ms until Saab JAS 39 Gripens are delivered, likely beginning with interim leased aircraft in late 2016 or early 2017.

A contract between Saab and the FAB for 36 Gripens will be signed in late 2014, paving the way for the Brazilian Navy to negotiate a deal for 24 Sea Gripens, as has been rumored. If pursued, this will be a very interesting project, as a carrier-based Gripen has to date only existed in studies. Saab exhibited at LAAD 2013 a scale model of the São Paulo showing seven Gripens on the deck of the carrier. Saab


‘The Skyhawk’s small cockpit will be transformed from a second-generation ‘office’ to one of the fourth generation’

seems quite serious about this proposal, and the manufacturer is also negotiating a deal with India for its second indigenous carrier (IAC II), also planned to feature a catapult system.

For Cdr Vilela, these developments seem very far off. He notes ‘that you don’t simply make a carrier-based fighter!’ The commander — who has over 1,000 hours on the Skyhawk — will leave VF-1 in July 2014 and transfer his post to Captão-de-Fergata Gaio, who has also trapped on the deck of A12.

Vilela was one of four officers who visited the Israeli air base at Hatzerim last October. During LAAD 2013 the Brazilian delegation was invited to inspect several Israeli Air Force Skyhawks for possible future purchase as spares sources. According to the commander, ‘it was an interesting trip but nothing firm came out of it’. A separate deal with IAI is under study, with a view to having an additional six J52-P408 engines overhauled in Israel before the Israeli Air Force ceases Skyhawk operations in 2014.

Last October, VF-1 celebrated 15 years of existence with a major ceremony in the ‘Falcões’ hangar. AF-1 N-1004 was painted in an eye-catching anniversary scheme featuring a large falcon on the nose and a stylized VF-1

patch on the tail. This was the work of the Embraer painters, who also added part of the new AF-1B/C scheme. Unfortunately, N-1004 will not be upgraded to AF-1B standard and is due for retirement later this year.

On June 22, 2014 will be marked 60 years since the A-4 Skyhawk’s maiden flight. Cdr Vilela noted that ‘the Brazilian Navy will have the chance to commemorate the A-4’s 70 years,’ and continued with a local joke: ‘we fly less than we would like to but more than we deserve!’

Argentina and Brazil will remain the sole military operators of the A-4 by the end of 2014. Who knows how many more years will be added to the operational life of this capable little jet?

Trader and TrackerOne of the most interesting recent moves made by the Marinha do Brasil was the 2010 plan to acquire eight Grumman C-1A Traders from long-term storage and modify them with full ‘glass’ cockpits and avionics as KC-2 Turbo Traders. Four were to be used for carrier on-board delivery (COD) and air-to-air refueling (AAR). The Navy’s main aim was to secure long-range support for the aircraft carrier São

This photo: Brazil’s charismatic Skyhawks are in line for a major upgrade. The first refurbished aircraft is due to be handed over in May.

Right top to bottom: Skyhawks on the flightline at São Pedro da Aldeia. The AF-1 nearest the camera is adorned with special markings for the 15th anniversary of Brazilian operations with the type last year.

Skyhawk ‘boss’ Captão-de-Fergata Fernando Souza Vilela briefs two fellow pilots at VF-1.


Paulo and the upgraded AF-1B/C Skyhawks of VF-1. At NAS São Pedro da Aldeia, a second fixed-wing squadron — VC-1 — was to be established after a contract was signed in Rio de Janeiro in October 2011 between the Brazilian Navy and Marsh Aviation of Mesa, Arizona, covering the four COD and AAR KC-2 Turbo Traders. Unfortunately, as of last December, all work on the upgrade program for the C-1s had been reduced to a minimum as the company was facing legal problems with the US government over alleged illegal trading with Venezuela. Marsh is being investigated for the export of T76 aircraft engines for the Vietnam-era OV-10 Broncos operated by the Venezuelan Air Force.

On December 10, 2013, the Director of Aeronautics of the Marinha do Brasil, RADM Carlos Frederico Carneiro Primo, and the Managing Director of Marsh Aviation, Chuck Stanford Jr, signed a Technical Assistance Agreement (TAA). This document covering technical co-operation, issued by the US Department of State, allows the partners to proceed with the modernization and re-engining contract for the four C-1A COD/AAR aircraft.

For the airborne early warning (AEW) task, the Brazilian Navy eyed four Grumman S-2G Turbo Trackers of the Armada Nacíonal de Uruguay (Uruguayan Navy), which are stored at the air base near the capital Montevideo.

Plans were developed to modify these to the same standard as the Turbo Traders. In addition, the Trackers would be fitted with AEW equipment. The Navy is studying different AEW radars; either the Eliradar HEW-784 or the Thales Searchwater 2000AEW are likely to be chosen. Nothing concrete is currently known about the AEW Trackers, nor the delivery schedule for the Turbo Traders, but pressure could be mounting to have the aircraft on the São Paulo before the Olympic Games commence in Brazil in summer 2016.

From Kings to HawksBrazil’s Navy operates a wide range of rotary-wing assets, mainly based at NAS São Pedro da Aldeia. The anti-submarine warfare (ASW) role is assigned to Esquadrão HS-1 ‘Guerreiros’ (warriors) that operated the mighty Sea King in various forms until August 23, 2012. This date is the anniversary of naval aviation in Brazil, and the day on which serial N-3012, an SH-3A (Agusta-built SH-3D), flew for the last time. The type had been in service for more then 40 years and for its final flight it flew in formation with an example of its successor, the Sikorsky S-70B Seahawk.

The Marinha do Brasil began the search for a Sea King replacement early this century, but budgetary constraints imposed by the government forced HS-1 to soldier on with the SH-3 for almost another decade. At the end of 2009 the Sikorsky Aircraft Corporation received a $163.8-million, not-to-exceed deal for four S-70B ASW/anti-surface warfare (ASuW) helicopters. Sikorsky finalized this in early 2010 via the Foreign Military Sales (FMS) program. Originally designed for the US Navy, the MH-60R variant of the S-70B represents a significant leap into the 21st century for the ‘Guerreiros’ pilots and technicians alike.

Sikorsky flew the first S-70B for Brazil on September 7, 2011. Test flights lasted for an

additional six months as a Rohde & Schwarz multi-mode M3AR data-transmission radio and DS-100 HELRAS (Helicopter Long-Range Active Sonar) dipping sonar were installed. The Brazilian armed forces locally re-designated the S-70B as the MH-16.

On July 30, 2012 the initial two MH-16s arrived at Cabo Frio airport aboard a US Air Force C-17A, as NAS São Pedro da Aldeia was deemed too small to receive the Globemaster. The next pair arrived in a similar way during August. Brazil is the first country in Latin America to receive the Seahawk, along with all the technology that it entails.

Under the command of Captão-de-Fergata Günter Otto Diehl Junior, a former Sea King pilot with over 2,000 hours logged, flights on the MH-16 and training of personnel commenced. Included in the contract with Sikorsky, six to nine months of in-country training was provided to eight pilots, sensor operators and technicians, supervised by the company’s staff. As part of Seahawk familiarization, two ‘Guerreiros’ were posted for a year of training on the SH-60Fs of the US Navy’s Helicopter Anti-Submarine Squadron 10 (HS-10), where each pilot logged around 100 hours.

The MH-16 features a state-of-the-art Rockwell Collins Avionics Management System that includes four high-resolution multi-function displays (MFD), control display units (CDU), and data transfer units (DTU). For ASuW missions, the MH-16 will use the Telephonics AN/APS-143C(V)3 maritime surveillance radar and Kongsberg C3 AGM-119B Penguin Mk2 Mod 7 missile, and for ASW missions Mk46 torpedoes and depth charges. Of the Penguins, ordered a dummy missile has currently been delivered; no live examples have yet arrived.

Deck landings were practiced on various Brazilian warships during 2013, including the

This photo: A nocturnal study of AF-1 serial N-1013.

Inset: A view inside the cockpit of one of the four new S-70Bs.

Right top to bottom: A Brazilian Navy S-70B gets airborne with SH-3A serial N-3012, now retired after over 40 years, behind.

Based on the US Navy MH-60R, the S-70Bs represent a significant leap in capability for the ‘Guerreiros’.

An AS332F Super Puma (UH-14) skirts the beaches as it whips along at low level.


harbored São Paulo. HS-1 is set to start full training for the ASW task this year.

A total of eight MH-16 Seahawks are on order for HS-1, of which the last two S-70B-2s ordered in October 2013 will arrive during 2017.

‘Pégasus’ utility helosIn addition to HS-1’s new Seahawks, HU-2 ‘Pégasus’ has added two EC735 (UH-15) Super Cougars to its list of assets, which includes up to seven AS332F Super Pumas (UH-14). The two Eurocopter-built UH-15s are part of a huge deal, worth $2.6 billion, that was struck between the then Brazilian President Luiz Inácio Lula da Silva and his French counterpart Nicolas Sarkozy on January 5, 2009. This called for the delivery of 50 EC735s: 16 for the Navy, 16 for the Army and 18 for the Air Force.

Before this was finalized, Brazil launched Project H-X BR as a competition to find a medium transport helicopter. This involved three well-established players: AgustaWestland’s AW101, Eurocopter’s EC725, and an up-to-date version of Russia’s Mil Mi-171. Unfortunately for the other two contenders, Eurocopter always had the edge as Brazil’s Army and Navy were long-time operators of the Super Puma, and a subsidiary of Eurocopter, Helibras, maintains and builds different variants of the HB350 and HB355 Esquilo/Squirrel in Brazil. Helibras, 45 per cent of which is owned by Eurocopter, will carry out the assembly work at its Itajuba factory, in the state of Minas Gerais. Powerplants for the EC735BR — the Makila 2A turboshaft — will be manufactured at Turbomeca’s facility in Rio de Janeiro. The agreement also ensures that a substantial part of the avionics will be built in Brazil. Eurocopter has said that the Brazilian deal is the biggest helicopter contract ever signed in South America. The first three EC725s were delivered to Brazil in December


2010. The 16th of that month saw the presentation of the new Super Cougars for each component of the armed forces to President Lula da Silva, an event held at the air base near the capital Brasilia.

Call sign ‘Pégasus 01’, serial N-7101 was the first UH-15 to arrive at NAS São Pedro da Aldeia, followed by N-7102 in January 2013. These two airframes were built in France and

then readied for service by Helibras. The Brazilian Navy’s remaining 13 Super Cougars will be supplied by the Helibras plant at Itajuba, where assembly of the first EC725BR began in 2012. The factory will produce the UH-15 and UH-15A variants, with the latter being equipped for ASuW tasks and therefore capable of carrying and launching the MDBA AM39 Block 2 Mod 2 Exocet anti-ship missile.

Like the MH-16 Sea Hawk, the UH-15A will have AN/APS-143C(V)3 maritime surveillance radar installed. A total of eight of the ASuW Super Cougars will be delivered to the Navy from 2015. HU-2’s commander, Captão-de-Fergata Fabricio Fernando Nazareth Duarte, noted that the Navy is currently studying whether to establish another utility helicopter squadron as a second UH-15/UH-15A operator.

Like the Super Puma, the EC735BR is a twin-engined helicopter designed to perform multiple utility missions, such as combat search and rescue, long-distance tactical airlift, air ambulance transport, logistics support and naval taskings. The type is fitted with a state-of-the-art full ‘glass’ cockpit, a Mectron Link BR-2 datalink, and a Rohde & Schwarz multi-mode M3AR radio. Currently, ‘Pégasus 01’ and ‘02’ are lacking the Star SAFIRE III FLIR (forward-looking infra-red) mounted under the nose. A full self-defense suite will be added, including an RWR suite, MAGE missile warning system, UV laser warning system, and chaff and flare system. Provisions have been made to have these installed on N-7101 and N-7102, for which work the two helicopters should return to Helibras in the near future.

Cdr Fabricio has 26 years of experience in the Navy, during which he has flown the T-34C, T-27 Tucano, AF-1 Skyhawk, AH-1 Lynx, UH-12 Esquilo and UH-15 Super Cougar. He will command HU-2 until

This photo: HU-2 ‘Pégasus’ currently operates a pair of EC735 (UH-15) Super Cougars.

Inset: A Westland AH-11A Super Lynx (Mk21A) of helicopter attack squadron HA-1 ‘Lince’ complete with new Star SAFIRE III FLIR.


mid-2014. The unit will continue to operate the UH-14 Super Pumas and UH-15 Super Cougars side-by-side for years to come. The long-term outlook for operation of the Super Pumas by the Esquadrão ‘Pégasus’ looks bright, and plans are being studied to modify six UH-14s with new avionics, radios, GPS, flight management systems, and ‘glass’ cockpits. Cdr Fabricio, however, says: ‘Right now, that matter is on hold.’

All personnel and helicopters will be ready for the two major forthcoming events being hosted in Brazil, the Soccer World Cup in 2014 and the Olympics two years later. During these, the utility rotorcraft will be deployed for search and rescue and special forces operations as required.

Shipborne ‘cat’Unlike the larger helicopters that operate from the big helo decks of support ships and the aircraft carrier, the Westland AH-11A Super Lynx (Mk21A) of helicopter attack squadron HA-1 ‘Lince’ (Lynx) find their homes aboard smaller surface combatants. The current AH-11As, equipped with Star SAFIRE III FLIR, are at a turning point in their operation by the Brazilian Navy. The unit commander, Captão-de-Fergata Luciano Claro Garcia, notes that his Lynx are likely to be upgraded to Series 300 standard from 2015. A total of eight will undergo the modernization program, of which two will be shipped to

AgustaWestland’s Yeovil plant in England. Work on the other six is set to occur at NAS São Pedro da Aldeia.

In March 2013, a team from AgustaWestland’s United Kingdom office as well its counterpart in Brazil presented their $9-million upgrade proposal to the Command of the Aviation Department. The most significant change involves replacement of the twin Rolls-Royce Gem turboshafts with two LHTEC CTS-800-4N engines and addition of a full-authority digital engine control (FADEC) system. The UK-based company also offered five variations in cockpit avionics layouts from which Brazil could make a selection. It is understood that the Marinha do Brasil favors the most common Lynx 300 layout. After a further visit last October, the AgustaWestland delegation returned to the UK to revise its price and offer. A return to Brazil is expected in early 2014 for final offer negotiations, before the contact is signed in early spring. According to Cdr Garcia, there is a certain amount of pressure to get work under way, since AgustaWestland will cease to provide technical support for the AH-11As of HA-1 when their technical lives expire at the end of 2014. After contact signature the upgrade program will begin, and the Brazilian Navy estimates that its Lynx will be able to prowl the skies until 2027.

A Super Lynx can today be found aboard a Niteroi-class frigate in the Mediterranean,

operating on behalf of the UNIFIL (United Nations Interim Force in Lebanon) mission. For the Marinha do Brasil, this is the fifth UNIFIL operation, the first starting in 2011 with the frigate União. Especially for this operation, the Lynx is fitted with an FN Herstal 0.50in caliber gun on loan from the German Navy. The commander informed us that, for the next UNIFIL rotation, the Brazilian Navy helicopter will operate with its own FN Herstal gun. A total of 200 hours is flown on each UN mission, operating out of Beirut.

In the modern world, few are willing to predict what the future will hold economically. Financial concerns have been a very important factor for the armed forces of Brazil, and specifically for Naval Aviation and the São Paulo.

Beginning in 2007, greater political interest in the county’s Navy was promoted due to the huge amounts of crude oil found in Brazil’s coastal waters. This discovery seems to have safeguarded the current funding for hardware. A newly-established naval squadron for the Israeli-made IAI Heron VANT (Veículo Aéreo Não Tripulado) unmanned aerial vehicle is also on the horizon, after the system was demonstrated to the Navy commander last November.

With continued funding and the concerted efforts of its personnel, Brazilian Naval Aviation stands ready to serve when called upon.


SUPER SCOOTERSA pair of immaculate AF-1 Skyhawk IIs of the Brazilian Navy’s VF-1. Cees-Jan van der Ende

50-51 centrespread C.indd 50 18/02/2014 16:12

SUPER SCOOTERS

Charrúa fightersBrigada Aérea No 2 of the tiny Uruguayan Air Force concentrates all of the air arm’s combat units on its base in the center of the country, and is well prepared to defend Uruguay from a range of external threats.

report and photos: Santiago Rivas

The original eight Uruguayan A-37s included FAU 273, seen here alongside OA-37B FAU 285.


AIR POWER REVIEW

For more than 30 years, the combat units of the Uruguayan air Force have been concentrated at Base aérea teniente 2º teniente 2º t mario W. Parrallada, located in the W. Parrallada, located in the Wcity of Durazno, almost in the

center of Uruguay. Construction of the airfield was ordered in 1935, based on an existing aerodrome, and works began two years later, with the base being inaugurated in 1940.

the first based unit was the escuadrilla de Caza, equipped with the Curtiss-Wright de Caza, equipped with the Curtiss-Wright de Caza, equipped with the Curtiss-WSnC-1. this squadron later became escuadrilla no 2, after escuadrilla no 1 (ataque) had been formed with the at-at-at 6D texan, and texan, and t escuadrilla no 3 (Información) with the de havilland tiger tiger t moth and Fairchild Pt-19.t-19.t

From the basis of those units, Grupo de aviación aviación a no 2 (Caza) was created on may 8, 1951. It then moved from Durazno to Carrascoairport at montevideo, where it was equipped with the P-51D mustang. Formation of Grupo

de aviación aviación a no 1 (reconocimiento táctico) táctico) ttook place at Durazno in 1955; it briefly flew the at-6 before being de-activated shortly at-6 before being de-activated shortly atafter. In 1958 it was re-formed once more,equipped with the F-51D mustang, which served until 1960. this left only a single at-6 at-6 atand a Chipmunk in service with the Centro de Instrucción de entrenamiento, created in 1959 to undertake advanced pilot trainingas part of the Curso de aplicación. a lack of a lack of aaircraft led to the decision to close the latterunit, until on march 4, 1969, it was established again as Grupo de aviación aviación a no 1 (Instrucción y entrenamiento), receiving a number of at-at-at6s. By 1979 the at-6 could no longer satisfy at-6 could no longer satisfy atthe requirement for an advanced trainer, so aportion of the 35 t-34t-34t a mentors purchased by Uruguay in the US and Chile were sent to theunit. the mentors continued to serve for some time alongside the last of the texans.texans.t

In 1980 it was decided to move Grupo de aviación aviación a no 2 (Caza) from Base aérea no 1


at Carrasco back to Durazno. This unit was now equipped with eight A-37B Dragonflies, which arrived in the country beginning on October 31, 1976. Meanwhile, on November 12, 1980, a purchase deal for six IA-58A Pucarás was signed, and these began to equip Grupo No 1 in May 1981. The unit’s name was changed in 1982 to Grupo de Aviación No 1 (Ataque), while the Mentor formed the Centro de Instrucción y Entrenamiento de Vuelo Avanzado. This outfit also included the Escuadrilla de Enlace, equipped with the Cessna U-17.

Most of the remaining Texans were finally retired in 1990, leaving only FAU 372 in service for some while longer, while six Pilatus PC-7s (FAU 301 to 306) were received during 1992 to replace the Mentors. The Turbotrainers were used to equip the Escuela de Vuelo Avanzado, while the Escuadrilla de Enlace began to report directly to the base.

In 1995 the two groups and the school became squadrons within the newly-created

Brigada Aérea No 2, which comprised Escuadrón Aéreo No 1 (Ataque), Escuadrón Aéreo No 2 (Caza), the Escuadrón de Vuelo Avanzado, and the Escuadrilla de Enlace.

Escuadrón No 1This unit is equipped with the Pucará, used for close air support missions, attack and intercepting illegal flights. An initial six aircraft were purchased, comprising serials FAU 220 to 225, and these operate under the local designation A-58. FAU 225 was lost in an accident on July 22, 1993, while performing low-level maneuvers at the La Carolina firing range. The aircraft came down in the waters of Lake Rincón del Bonete, killing both crew members.

During their years in service the Pucarás have deployed across the country, including operations from small airstrips.

Although a contract for four additional examples was negotiated in November 1991, they failed to materialize. FAU 221 was

withdrawn from service after suffering a minor accident, leaving only four aircraft operational. An agreement was signed in 1998 with the Argentine Air Force for the delivery of two incomplete Pucará airframes, in exchange for four T-34s. One of these was put into service using parts from FAU 221, flying for the first time on June 14, 1999. It received the same serial, but its identity was later changed to FAU 227. The other ex-Argentine airframe was used as a source of spare parts.

Escuadrón No 1 being left with only a few aircraft in service, the Argentine Air Force provided another Pucará, serial A-574, which became FAU 226 between 1998 and 2000. In 2001 it was exchanged for A-571, which received the same serial as its predecessor and remained in Uruguay until February 2003.

Finally, in 2009 an agreement was reached with the Colombian Air Force for the delivery of three out-of-service Pucarás, which were provided to Uruguay for use as spares sources.

Over the years, the unit has adapted the inspection schedule for the Pucará to meet its needs and in response to its experience with the aircraft. As a result, the 1,050-hour inspection is now made after 1,200 hours of service. Some systems have also been changed, notably communications equipment, including installation of a Litton LTN211-28 INS and a different model of GPS. The aircraft use Argentine-made weapons, together with

Brigada Brigade

Centro de Instrucción de Entrenamiento Center for Instruction and Training

Centro de Instrucción y Entrenamiento de Vuelo Avanzado

Center for Advanced Flying Instruction and Training

Comando Aéreo de Entrenamiento Air Training Command

Comando de Personal Personnel Command

Comando Aéreo de Operaciones Air Operations Command

Curso de Aplicación Application Course

Curso de Instrucción de Cooperación Aire-Superficie

Air-to-Surface Co-operation Training Course

Escuadrilla (Ataque) Attack Squadron

Escuadrilla (Información) Communications Squadron

Escuadrilla de Caza Fighter Squadron

Escuadrilla de Enlace Liaison Squadron

Escuadrón Aéreo (Ataque) Air Squadron (Attack)

Escuadrón Aéreo (Caza) Air Squadron (Fighter)

Escuadrón de Vuelo Avanzado Advanced Flying Squadron

Escuela Militar de Aviación Military Aviation School

Grupo de Aviación Aviation Group

Reconocimiento Táctico Tactical Reconnaissance

Glossary


Mk81 and Mk82 bombs, LAU-61 and 68 rocket launchers and night illumination flares.

The aircraft are now receiving new communications and navigation equipment, beginning with FAU 227. They are being outfitted with a Sandel SN3500 to display navigation information, new VOR, radio beacon and other new equipment.

In 2013 the fleet was modified to operate with night vision goggles. Crews began training in this type of operation, reaching full night operational capability by mid-way through the year. As such, these are the only Pucarás capable of round-the-clock operations. For the future, Uruguay is interested in re-engining its Pucarás, probably with the Pratt & Whitney PT6A that has also been selected for the Argentine fleet. This is a pressing issue, due to the lack of spares for the Astazous. However, a decision has not yet been made, and a great effort has been made to keep the original powerplants serviceable.

The unit has flown in excess of 20,000 hours over more than 30 years, including notable participation in the CRUZEX exercises in Brazil during 2006, 2008 and 2010.

Escuadrón No 2 (Caza)During its years at Carrasco, this unit was equipped with P-51Ds and, from 1956, with Lockheed T-33s, of which the Uruguayan Air Force received 15 examples. The latter were

joined between 1958 and 1970 by 14 F-80C Shooting Stars. The T-33s operated together with the A-37Bs until they were retired from service in 1995.

The original batch of eight A-37s comprised serials FAU 270 to 277. On October 6, 1983 FAU 271 and 272 suffered a mid-air collision during a night take-off, killing four crew members. Later, on October 7, 1987, serials FAU 270 and 276 collided while they were recovering from a firing run some 6km north of the base, killing two pilots.

Because of the lack of aircraft, two additional Dragonflies (serials FAU 278 and 279) were purchased in 1988, followed by six OA-37Bs

in 1989, bringing the serials up to FAU 285. FAU 279 and 250 had been sent to Chile by the end of the 1990s for a complete overhaul. After being almost rebuilt by Enaer using parts from two Chilean Air Force aircraft, they returned to Uruguay in 2003 and 2005 respectively.

The most recent loss occurred on January 31, 2004 near the town of Florida, one pilot being killed.

The current squadron commander, Maj Pedro Cardeillac, explains that the unit’s mission is ‘to gain and maintain air superiority. The essence is control of the airspace, although we don’t have the adequate equipment for that.

This photo: Escuadrón No 1 operates the Pucará for close

air support missions, attack and the monitoring of illegal

activities.

Left: Uruguay has considered re-engining its Pucarás with

the Pratt & Whitney PT6A, since the current Astazous

are now proving difficult to support in service.

Below: A replacement for the Dragonfly is under analysis. The EMB-314 Super Tucano,

the IA-63 Pampa and the CATIC K-8 have all been

considered.


We have the A-37, which is an attack airplane, We have the A-37, which is an attack airplane, so we maintain a dual role, which includes air-so we maintain a dual role, which includes air-to-air, control of the airspace, military tactical to-air, control of the airspace, military tactical interceptions and those according to ICAO interceptions and those according to ICAO rules, in order to identify airplanes. But we rules, in order to identify airplanes. But we also perform air-to-surface missions.’also perform air-to-surface missions.’

To better counter illegal flights, the aircraft To better counter illegal flights, the aircraft are now guided by the recently-received Indra are now guided by the recently-received Indra ground radars, which cover all of Uruguay’s ground radars, which cover all of Uruguay’s national airspace. This mission has recently national airspace. This mission has recently become much more important, and, in order become much more important, and, in order for it to be fulfilled, the unit receives orders for it to be fulfilled, the unit receives orders from the Air Operations Center. The AOC from the Air Operations Center. The AOC gives the order for a section to take off, with a gives the order for a section to take off, with a pre-determined heading and distance.pre-determined heading and distance.

‘The ground control guides us; they have ‘The ground control guides us; they have different decision levels’, explains Maj different decision levels’, explains Maj Cardeillac. ‘We talk with the interception Cardeillac. ‘We talk with the interception controller, but, according to the point we controller, but, according to the point we reach in the interception, the decisions go reach in the interception, the decisions go up the hierarchical chain of the Operations up the hierarchical chain of the Operations Center. The interception could be only for Center. The interception could be only for identification, without being seen by the identification, without being seen by the intercepted airplane, or for communication, intercepted airplane, or for communication, in which we make ourselves visible to the in which we make ourselves visible to the other aircraft and try to communicate to see other aircraft and try to communicate to see what’s happening with them — whether it’s what’s happening with them — whether it’s a technical problem or not’. Uruguayan law a technical problem or not’. Uruguayan law does not currently allow the Air Force to shoot does not currently allow the Air Force to shoot down an illegal aircraft, unless it is attacked down an illegal aircraft, unless it is attacked

first. For such missions the Dragonflies fly armed only with the internal 7.62mm-caliber GAU-17 Minigun.

An important boost in capability was marked by the start of training for aerial refueling. For this, the unit counts on the support of the Argentine Air Force, which has on five occasions deployed a KC-130H Hercules to Durazno to train the A-37 pilots. This capacity has been demonstrated during international exercises, including ‘Ceibo 2005’ in Argentina and CRUZEX III, IV and V in Brazil.

‘Because the squadron is so small in terms of personnel, we acquire a lot of experience’, says Maj Cardeillac. ‘Three of our pilots have participated in all of [the foreign exercises]. This makes it possible to generate the knowledge of how to operate with other forces, and how they operate in turn. It is a major boost in confidence for the Uruguayan crews, despite our equipment being less capable. This made it possible for us to increase our level of participation, not only for the crews but also in terms of leading the exercises. We had a co-director on one CRUZEX exercise, and personnel on all the planning levels. The doctrine learned there is being assimilated by the force’.

Another important achievement was the ability to operate with night vision goggles.

This was achieved in 2013, after appropriate modifications to the aircraft’s instrument panels.

Currently, a replacement for the Dragonflies is under analysis, the Air Force having studied aircraft including the EMB-314 Super Tucano, the IA-63 Pampa and the CATIC K-8. However, a lack of funds is delaying these plans.

Escuadrón de Vuelo Avanzado (EVA) When this unit adopted its current name in 1995, it also changed the command to which it answers from the Comando Aéreo de Entrenamiento (now known as the Comando de Personal) to the Comando Aéreo de Operaciones, together with the rest of Brigada II. However, the advanced training course mission remained unchanged.

On 8 April 1994, PC-7 FAU 304 was lost in an accident when it entered a flat spin while carrying Twin MAG pods (armed with two MAG machine guns each), a load prohibited by Pilatus. As a result of the accident, the PC-7 demonstrator was purchased, receiving the serial FAU 307. FAU 303 was lost in 2008 when a bird hit the horizontal stabilizer during low-level flight. The aircraft became destabilized, went inverted and crashed.

This photo: As well as the training role, the PC-7s are also employed for light strike duties and flown by instructors.

Left top to bottom: Uruguay’s Pucarás can employ Mk81 and Mk82 bombs, LAU-61 and 68 rocket launchers and night illumination flares.

The A-37s have started aerial refueling operations, with the Argentine Air Force supplying a KC-130H Hercules for training purposes.


The unit currently has four PC-7s in service, since FAU 305 was withdrawn when spares ran low, before being cannibalized to keep the others in service. The fleet recently reached 32,200 flight hours.

Squadron commander Maj Néstor Ramírez explains that when ensigns leave the Escuela Militar de Aviación (EMA) they have not yet undertaken a military flying course. ‘They graduate as basic pilots. We teach them the technical part, the advanced instrument flying, in order to fly in any weather conditions and to overcome spatial disorientation. After that part, which is flown blind, they start to learn to fly in combat formation, with air-to-surface training, basic gunnery, and then tactical flying for air-to-surface missions, at very low level, and making firing corrections at the moment they are over the target. We also conduct some air-to-air training, including the rules of engagement, so they know what it is when they go to the combat squadrons.’

To reduce the workload on the unit, the destination of each pilot is defined before the course begins. All entrants complete basic instrument flight training, but those going to helicopters and transport aircraft depart the unit at this stage, while those going to combat units or to the EMA as instructors undergo

the full training course. Each year the unit prepares around 12 pilots.

The unit’s instructors also perform light attack missions, for which they use the Twin MAG pod (TMP), carrying two machine guns each with 500 rounds, and seven-tube 70mm rocket launchers. According to Maj Ramírez, ‘We can carry up to 1,040kg on six pylons. Sometimes we use four TMPs and two rocket launchers and sometimes four rocket launchers and two TMPs’. Although the PC-7s can carry Mk81 bombs, they are not used. Instead they usually tote 11kg practice bombs, one on each pylon. The aircraft sometimes also carry illumination flares to support ground forces.

The attack mission consists primarily of close air support, and exercises with the Army are a regular feature. The unit also takes part in the interception of irregular flights, and has participated in exercises including ‘Rio’ with Argentina and ‘Urubra’ with Brazil.

Another task is to prepare forward air controllers from all three armed forces for the Curso de Instrucción de Cooperación Aire-Superficie (CICAS). Air Force personnel trained in this role include paratroopers or pararescue men. The three squadrons at Durazno all provide instructors, although the course is taught exclusively by the EVA.

The course usually lasts around 10 days and ends with a ground operation, sometimes co-ordinated with the Army to enhance realism. ‘The last training exercise was conducted together with the Army, when the artillery units deployed to the area of Andresito’, says Maj Ramírez. ‘We send in the pupils, we have to find where they have hidden the artillery pieces and the pupils must lead us in to attack them.’

The PC-7 has proved popular in Uruguayan service, offering a combination of excellent performance, a very low failure rate and highly economical operation.

Escuadrilla de EnlaceThe liaison unit was initially equipped with the Cessna U-17 and T-34, before it received four Cessna U-206 Stationairs (FAU 710 to 713) in 1998. Of these, FAU 710 and 712 can carry a ventral cargo pannier. Having replaced the older equipment, the Stationairs are currently used for liaison and to support deployments by the other units. Following an offer from China for the donation of two Harbin Y-12 light transports, the Air Force announced that, if these do arrive, they will be assigned to the Escuadrilla de Enlace in order to boost its ability to support the deployment of the unit’s other aircraft.


VAMPIRE TESTERSAir TesT And evAluATion squAdron nine


This photo: Low down in the now renowned Rainbow Canyon, the VX-9 CO’s F/A-18E Super Hornet dashes through the vast R-2508 range complex. This tight valley is formally known as the Jedi Transition, a low-fly corridor linking the wide Owens Valley with the Death Valley National Park. Jim Mumaw

Inset left to right: With the famous VX-9 squadron badge emblazoned on its main hangar wall, an F/A-18F eases out for an afternoon mission. Jamie Hunter

The magnificent tail art applied to F/A-18E BuNo 166957/XE-111. Dick Wels

AreAlity check is what VX-9 ‘Vampires’ is all about. Operational testand evaluation of new and updated weapons and systems performed in

a realistic environment, not by specially trained test pilots, but US Navy pilots, fresh from the fleet. Surprising? in fact, it’s logical.Aviators with recent experience in a fleet squadron know as well as anyone what the US Navy and Marine corps demand from their weapon systems. So, who would bemore capable of testing them?

NAWS china lake is located around 150 miles (241km) north of los Angeles in the western Mojave Desert, adjacent tothe city of ridgecrest. the land, facilities and nearby ranges support the US Navy’s research, development, acquisition, testing and evaluation (rDAtDAtDA &e) of weapons and systems for Navy and Marine corps aircraft.

the extraordinary environment of china lake and its surroundings is one of the reasons why it is so alluring to pilots.encompassing more than 1.1 million acres, it has intriguing variations, includingmountains, desert, sand dunes, dry lakes and forests. During WW2, this was a motive behind the choice of china lake as a test site. the sparsely-populated surrounding area offers the opportunity to conductsupersonic flight and low-altitude high-speed maneuvers. the r-2508 Special Use Airspace complex is the restricted airspace surrounding china lake. it encompasses more than 19,600 square miles (51,000square kilometers) and is jointly managed by NAWS china lake, edwards Air Force Base, and Fort irwin. it provides an unmatched location for integrated testing and training,and incorporates bombing and gunnery ranges, air-to-air refueling, and radar intercept areas. With only four to five days of bad weather annually, there are very few missed opportunities to conduct missions.

Life at ‘The Lake’Before joining Air test and test and t evaluation Squadron Nine (VX-9), pilots will havegained the rich experiences of fleet operations. Fleet experience is the most important pre-requisite for an operational test pilot. Some pilots who join VX-9 go to NAS Fallon, Nevada to attend the Strike Fighter tactics tactics t instructor course, at the Navy Fighter Weapons School (Navy Fighter Weapons School (Navy Fighter W tOPGUN). A few pilots attend the Adversary training training tcourse: a seven-week training program, also at Fallon, designed to teach aircrew how to

Combat Aircraft visits the ‘Vampires’ of VX-9 at Naval Air Weapons Station (NAWS) China Lake, California, to meet the US Navy squadron responsible for the execution of operational test and evaluation.

report: Dick Wels

VAMPIRE TESTERSAir TesT And evAluATion squAdron nine


‘Our aircrew are up to date with the way the US Navy and Marines operate and know what is expected of crews and the systems that they use during their operations’ CDR William Agerton

simulate an enemy opponent. Adversary pilots are essential for the conduct of operational tests. Typically, newly-assigned aircrew are identified to serve as an Operational Test Director for a specific acquisition program and will function in that capacity for the duration of their tour (normally two to three years).

China Lake is home to two Air Test and Evaluation Squadrons: VX-9 ‘Vampires’ and VX-31 ‘Dust Devils’. VX-31’s mission is to test and evaluate developmental weapons and software systems used on various strike and assault aircraft. The unit employs test pilots to check rigorously the early stages of development through controlled scenarios. They advise when a weapon or system is ready for operational examination. Once this approval is given, VX-9 puts it to the test to see if the requirements of the fleet are met.

CDR William Agerton, VX-9’s flight surgeon, explains: ‘In VX-9 we like to work with fleet pilots. We want our aircrew to act with their aircraft and weapon systems in the way that the majority of US Navy or Marines pilots would do. They are up to date with the way the US Navy and Marines operate and know what is expected of crews and the systems that they use during their operations. They use realistic combat scenarios to get an accurate opinion of the ability of the tested weapon or system. So, in our opinion, these aviators are the best possible reviewers of new systems or updates of existing systems.’

The test work in VX-9 is divided across several project branches: • Mission Systems• Weapons• Electronic Warfare• Light Attack• AV-8B Harrier II• TacticsThe Mission Systems branch takes care

of testing sensors, communication systems, and all of the software that supports the F/A-18 Hornet and Super Hornet, the latter nicknamed ‘Rhino’. The Weapons branch nicknamed ‘Rhino’. The Weapons branch nicknamed ‘Rhino’. The Wtests new weapons on the Hornet and

VX-9, or AIRTEVRON NINE, was established in 1994 when VX-4 and VX-5 were combined, but its origins date back to 1950. In that year, VX-4 ‘Evaluators’ was commissioned at NAS Atlantic City, New Jersey. Two years later, the squadron moved to NAS Point Mugu, where it remained until 1994. The unit became well known for its black-painted ‘Bunny’ F-4 Phantom IIs and F-14 Tomcats. It also conducted a considerable amount of testing in co-operation with US Navy ships and submarines. VX-5’s role primarily involved testing in the air-to-air and air-to-ground role. The squadron bore the name and emblem that VX-9 uses now: the ‘Vampires’. It began life in 1951 at NAS Moffett Field, California, re-locating five years later to NAWS China Lake in the same state.

VX-9 is larger than an average US Navy squadron. Today the ‘Vampires’ have 34 pilots, 18 Naval Flight Officers (NFOs), 300 maintenance professionals, and close to 100 civilians supporting the squadron. The flying inventory consists of a mix of 24 aircraft from both the US Navy and the US Marine Corps: 11 F/A-18E/F Super Hornets, six F/A-18C/D Hornets, three EA-18G Growlers, two AH-1W/Zs and two UH-1Ys. It co-operates with VX-31 for AV-8B Harrier II test flights.

‘Rhino’, and the Electronic Warfare branch those systems associated with the EA-18G Growler and EA-6B Prowler, while the Light Attack branch does likewise with helicopter-related systems and weapons, and the AV-8B branch specializes in testing for the Harrier II. Tactics is a special branch within VX-9, interacting with all the other branches of the squadron. The unit provides its perspective on tactics, techniques, and procedures associated with the weapons and systems being fielded.

In all cases, during operational tests the individual system is evaluated as well as the ‘system of systems’, which could be thought of as the aircraft as it functions in concert with the new systems on board. A team of analysts typically works with the Operational Test Director to help co-ordinate events, analyze data and write reports. All possible combat scenarios are worked through, including large-force strike packages. The systems have to perform under any circumstances. Besides testing the weapon/system itself, integration with other platforms — like US Navy ships — is evaluated.


‘During test flights we don’t go outside acceptable risks. You have to stay away from things that you would not do when assigned to a fleet squadron’ CAPT Brandt

Four Plus FiveThe majority of pilots and maintainers assigned to VX-9 are regular fleet personnel, a move designed to enable a realistic assessment of new equipment and systems. Dick Wels

This VX-9 F/A-18F carries an unusual combination of a centerline buddy refueling pod and Mk76 practice bombs. Jamie Hunter

The briefing before a test flight is similar to a regular fleet briefing. The aim of the mission is discussed and the team specifies what it wants to achieve. Some 60 to 70 per cent of the tests are executed at China Lake. If specific circumstances not available at China Lake are required, the aircraft deploy to an appropriate location, for example NAS Point Mugu, California, for tests above open water. When all the testing is complete and the results are satisfactory, the system or weapon is labeled ‘Ready for Fleet use’. If this is not the case, testing is interrupted until a solution is determined.

Test pilot challengesOf course, there are differences between VX-9 and a normal fleet squadron. Not only is it larger, but VX-9 also does not deploy operationally. Formal channels exist for the fleet to relay their concerns to VX-9 and the rest of the test acquisition community in order to address the issues most pertinent to them.

Although VX-9 does not go on operations, the aircrew travel often. For example, when

a weapon or system is used operationally for the first time, VX-9 aircrew will go to brief individual fleet units on it.

Fleet aviators fly frequent training flights, functioning as students and eventually instructors as they advance in proficiency and experience. In VX-9, the focus is on evaluating the systems under test and how they interact with existing systems on board the aircraft. Pilots at VX-9 fly a comparable number of hours to fleet aviators, since it is important that they accurately represent the fleet. Aircrew will normally fly an average of two to four times a week. Time in the air is spent either maintaining proficiency or participating in test events supporting the systems under test.

In addition to flying, every aircrew member is also assigned a ground job to support the test effort. These range from writing the schedule to being responsible for directing the test effort on one or more acquisition programs. When not flying or preparing for a flight, aircrew are generally performing tasks related to their ground job. As an operational Test Director, the main


A Super Hornet pilot and WSO discuss the last few mission aims as they crew into their jet at China Lake. Jamie Hunter

‘I like the opportunity to directly influence the quality of the product that is delivered to the fleet. We have our fingers on the pulse of what’s coming down the pipeline’ LT Mike ‘Mitch’ Shaughnessy

challenge is co-ordinating with support personnel, the program office, contracting engineers and other test agencies to ensure information is transmitted in a timely and accurate fashion. Developing a test plan and writing test reports are part of that process.

LT Mike ‘Mitch’ Shaughnessy expresses his feelings about being an operational test pilot: ‘Operational testing is a challenging and rewarding link between the acquisition community and the aviators in the fleet. I like the opportunity to directly influence the quality of the product that is delivered to the fleet. We have our fingers on the pulse of what’s coming down the pipeline. That responsibility is what makes our job important.’

Exchange experienceThe US Navy and US Air Force each have separate organizations responsible

for conducting operational tests. In general, because both services fly different aircraft, there are limitations on the relevance of information that they share. But when operating together, systems must be able to interact with each other. Working together often occurs when testing weapons with the ‘J’ of ‘Joint’ in their name. In that case VX-9 tests the US Navy/Marines component of a weapon. CDR Agerton: ‘Because we are an operational test organization, we look forward to opportunities to fly together and also participate in training events. We have traditionally had an exchange pilot from the United Kingdom on staff. We enjoy trading experiences with them. They offer an inherently different perspective on flying, which is simply a function of

their experiences. Because most pilots at VX-9 flew a version of the F/A-18 in the fleet, we welcome that perspective.’

Risky business?Working with new weapons and systems can lead to unexpected surprises. Does that make it risky to be an operational test pilot? CAPT Brandt doesn’t think so: ‘I personally believe that flying in a test squadron is safer than flying in a regular squadron. VX-9 is a land-based squadron comprised almost entirely of fleet-experienced aviators. We focus our flying on maintaining proficiency and evaluating new systems and tactics. Developmental and flight test squadrons have normally flown and vouched for the safety of systems under test as a risk migration measure before they arrive at VX-9.


The Super Hornet is the most numerous type on the strength of VX-9. This example is again seen in the R-2508 Jedi Transition low-flying corridor. Tim Laurence

Acknowledgments: Thanks to Peggy Shoaf (PAO NAWS) and the entire VX-9 community.

‘During test flights we don’t go outside acceptable risks. You have to stay away from things that you would not do when assigned to a fleet squadron. And of course we often have observers on the ground, who keep an eye on us. As a result of the extra risk management and safety precautions, our work may even be safer than in a fleet squadron.’


One of VX-9’s two UH-1Y Venoms skims the desert scrub as it heads out on a test mission. Note that it has an AIM-9 Sidewinder launch rail, probably used to carry a range telemetry pod during weapons testing. Jim Mumaw

Special REpoRt


tARANIS BREAKS COVERUK lifts the lid on flight-testing its stealthy UCaVBAE Systems and the UK Ministry of Defence have jointly developed an advanced concept demonstrator that may lead to the next generation of British combat aircraft post-2030.

report: Jamie Hunter

The BriTish MinisTry of Defence and BAe systems broke their silence regarding the status of the much-vaunted Taranis stealthy unmanned combat air vehicle on February

5. A press conference held in London, akin to revealing a new ‘black program’, described how flight-testing commenced last year and that significant progress has been made.

Last October the MoD confirmed that Taranis flight trials had begun. it did so

in written evidence buried in a report produced for an inquiry into the current and future use of remotely-piloted air systems.

More details have now been divulged. Following the clandestine roll-out and first ground trials at BAe’s Warton site in July 2013, the demonstrator was transported by rAF C-17A to the undisclosed test location, widely believed to be the Woomera test range in south Australia. The 15-minute first flight occurred on August 10.

BAe group managing director nigel Whitehead commented: ‘The flight went

entirely as expected, with the system performing as per the simulation and rehearsal, and it made a perfect landing.’

Whitehead compared the Taranis to the company’s eAP (experimental Aircraft Programme), which helped lead to the eurofighter Typhoon. ‘Taranis has the potential to be as influential as eAP’, he commented.

indeed, the £120-million Anglo-French pact signed on January 31 takes in combined development activities for the respective Taranis and Dassault-led neuron technology demonstration programs, linked to the UK’s Future Combat Air system (FCAs) requirement.

Air Vice Marshal sue Gray, Director of Combat Air at Defence equipment and support said such an operational platform would likely enter operational service post-2030 and that it would be flown together with manned combat aircraft.

Incredibly, BAE Systems managed to keep the Taranis demonstrator under wraps during taxi trials at its Warton facility in July last year.

The BAE Systems Taranis demonstrator during flight trials last year. All photos BAE Systems


Advanced programBAE Systems’ Chris Boardman, managing director of Military Air and Information, called Taranis: ‘One of the most advanced programs which BAE has ever undertaken.’ But the company is not new to advanced technology demonstrations, and many will recall the futuristic Replica manned fighter that was built as a detailed full-scale radar cross-section model.

UK spending on Taranis has so far totaled £185 million, an increase of £45 million on originally-projected costs in

2011, while the first flight took place some two years later than first planned. Queried on this, Whitehead said: ‘We recognized we had opportunities to expand the nature of what we were testing’. He added that the increased testing was ‘adding significantly to the volume of data generated by the program.’

Early Taranis aspirations included the demonstration of precision ground target engagement and long-range surveillance capabilities.

While not revealing the current location of the Taranis platform, nor how many flights have been completed, Whitehead said that a second sortie was launched on August 17 and that it spent a maximum of one hour in the air during any single mission. He continued: ‘During the subsequent sorties — and there were many — Taranis didn’t just meet our expectations; it surpassed them in every way... confidence has allowed us to continue discussions over spend and investment.’

A further two test phases are expected, with the MoD using a ‘gated’ test process. The next set of objectives, and funding requirements, are likely to be concluded ‘within the next weeks’, said Boardman.

Minister for defence equipment, support and technology Philip Dunne said that data from the Taranis trials is helping to ‘inform future air combat capability planning’. He went on to say that programs like Taranis will allow the UK to ‘retain our freedom of action, and the ability to upgrade incrementally to meet future threats, and for UK industry to retain a competitive edge... It is only right that as we bring in the F-35B, we are already thinking about what might follow. In contested airspace it may be an unmanned, LO (low-observable) intelligence and attack aircraft.’

It is clear that although the Taranis is being developed with a mindset of autonomous operations, the current UK military thinking will always call for a ‘man in the loop’. The autonomy is closer associated with reducing the workload of flying the craft, so that that the operator can focus on the mission at hand.

The demonstrator will pave the way towards an operational system, which will offer a reliable platform in demanding environments, one potentially able to operate at a lower cost than can manned platforms.

The BAE Systems Taranis UCAV demonstrator (named after the Celtic god of thunder) was conceived in 2006 and has incorporated all the technologies developed to date by the manufacturer into a ‘super-stealthy’ platform.

The demonstrator carries the serial ZZ250 and is powered by a Rolls-Royce Turbomeca Adour Mk871 turbofan. It is described as being roughly the same size as a Hawk jet trainer.

TARANIS SPECIFICATIONS

A unique unmanned aerial vehicle, the US Navy’s vertical take-off and landing Fire Scout is designed to serve aboard air-capable ships. After initial deployments on board guided-missile frigates, the latest MQ-8C will soon form a key component of the Littoral Combat Ships (LCS).

report: Tom Kaminski

Northrop GrummaNaNd Nd N the uS Navy conducted the first flight of the mQ-8C version of the Fire Scoutvertical take-off and landing tactical unmanned aerial

vehicle (VtuaV) at NtuaV) at Ntua aS point mugu, aboard Naval Base Ventura County, California, on Naval Base Ventura County, California, on Naval Base Voctober 31, 2013. the third generation of the contractor’s Fire Scout combines the systems developed for the uS Navy’s earlier mQ-8B with the airframe of Bell helicopter’s model 407. Larger than the mQ-8B, which is based on the airframe of Sikorsky aircraft’s model S-333 helicopter, the mQ-8C will provide increased capabilities and greater endurancewhen compared to its predecessor.

Both the Both the mQ-8B and Q-8B and mQ-8C are categorized Q-8C are categorized as a Group 4 unmanned air system (uaS), which applies to an air vehicle with a grossweight greater than 1,320lb (599kg) and an operational altitude under 18,000ft (5,486m).

developed from the earlier rQ-8a (a (a model 379), originally planned as a replacement for

the uS Navy’s rQ-2a pioneer tactical unmanned air vehicle (tuaV), the tuaV), the tua mQ-8B flew for the first time at NaS patuxent river’sWebster Field annex, maryland, on december 18, 2006. the contractor delivered five rQ-8as before the program underwent a restructuring.

the addition of a fourth rotor blade, increased fuel capacity and otherenhancements to the mQ-8B (model 393) provided a 600lb (272kg) increase in usefulload over the earlier rQ-8a, which had utilized the airframe of the Schweizer model 330Sp helicopter. additionally, its endurancewas extended to six hours and range increased to 110nm (177km), which enabled the air vehicle to meet the uS Navy’s designrequirements. requirements. the program entered low-rate he program entered low-rate initial production (LrIrIr p) after receiving a ‘milestone C’ approval on may 29, 2007.

at that time the uS Navy had planned to procure seven developmental and 168production mQ-8Bs that would have equipped one training and 55 operational

systems, each comprising three air vehicles and one ground control station (GCS). procurement, however, was halted after sevendevelopment and 23 LrIrIr p aircraft. purchased in five Lots between Fiscal Years 2007 and in five Lots between Fiscal Years 2007 and in five Lots between Fiscal Y2011, the LrIrIr p aircraft included eight airframes that had originally been purchasedfor the uS army’s Future Combat System(FCS) Class IV unmanned air system, which was canceled in January 2010. By January 2014, Northrop Grumman had delivered 28 mQ-8Bs.

Since 2008, the VtuaV has flown over 4,850 tuaV has flown over 4,850 tuashipboard hours during testing and in the course of eight deployments aboard uS Navy guided-missile frigates.

Initial operationsoriginally intended for operation aboard the uS Navy’s new classes of Littoral CombatShips (LCS), the mQ-8B made its first deployment aboard the guided-missile frigateuSS McInerney (FFG 8) in McInerney (FFG 8) in McInerney october 2009, while it was still undergoing testing. Insupport of 4th Fleet/uS Southern Command (SouthCom) counter-drug operations,helicopter anti-submarine Squadron Light 42 (hSL-42) detachment 7 deployed a pair of mQ-8Bs and a single Sikorsky Sh-60B Seahawk on the frigate. over the six-month eastern pacific patrol, the Fire Scouts supported a military utility assessment (mua), flew a combined total of 88 hours and contributed to the seizure of 500lband contributed to the seizure of 500lb(227kg) of cocaine.

the Fire Scout completed its inaugural deployment to the uS 5th Fleet/uS Central Command (CENtCom) area of operations in support of Nato’s operation ‘unified protector’ counter-piracy operations. this

MQ-8B BuNo 167785 (N2) fires a 2.75in (70mm) rocket from a newly-developed three-tube LAU-153/A launcher during weapon separation testing near NAS Patuxent River, Maryland, on May 14, 2013. As part of the 18-month VTUAV Weaponization Rapid Deployment Capability (RDC), the Fire Scout is being made compatible with the laser-guided Advanced Precision Kill Weapons System (APKWS) II rocket. US Navy

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MQ-8B MQ-8C

Length 23.95ft (7.3m) 41.4ft (12.6m)

Width 6.2ft (1.9m) 7.8ft (2.4m)

Height 9.71ft (2.9m) 10.9ft (3.3m)

Rotor diameter 27.5ft (8.4m) 35ft (10.7m)

Gross take-off weight 3,150lb (1,429kg) 6,000lb (2,722kg)

Powerplant One 420shp (313kW) Rolls-Royce 250-C20W turboshaft engine with FADEC

One 700shp (522kW) Rolls-Royce M250-C47E turboshaft engine with dual-channel FADEC

Max speed 115kt (213km/h) 140kt (259km/h)

Operational ceiling 20,000ft (6,096m) 17,000ft (5,182m)

Max endurance 8-plus hours 14 hours

Max payload 1,000lb (454kg) internal; 600lb (272kg) with 11 hours’ endurance

Typical payload (8 hours endurance) 200lb (90.7kg) 1,250lb (567kg)

Max sling load 2,650lb (1,202kg)

Fire Scout SpeciFicationS

took place aboard the USS Halyburton(FFG 40) with HSL-42 Detachment 2, beginning in January 2011. Deployed alongside a single SH-60B, two MQ-8Bs flew a total of 450 hours before returning to Naval Station Mayport, Florida, in to Naval Station Mayport, Florida, in August 2011.

During six subsequent patrols, the detachments operated multiple Fire Scouts and no Seahawks have been embarked. The MQ-8B’s most recent deployments began aboard the USS

MQ-8C BuNo 168455, the first of two developmental aircraft, carries out its initial test flight at Point Mugu, California, on October 31. The newest version of the Fire Scout is based on the airframe of Bell Helicopter’s Model 407. Northrop Grumman

MQ-8B BuNo 167787 (N4) departs the US Army Yuma Proving Ground for a test mission on May 2, 2011. Northrop Grumman

67 67

Simpson (FFG 56) in September 2013 and the USS Elrod (FFG 55) in January 2014.Elrod (FFG 55) in January 2014.Elrod

Deployed to Afghanistan in support of the Intelligence, Surveillance and Reconnaissance (ISR) Task Force, between May 2, 2011 and August 1, 2013, three MQ-8Bs made 1,438 flights totaling 5,084.3 hours, providing a critical over-land ISR capability to field commanders. The land-based system was operated and maintained by PMA-266 Detachment Alpha, which included both sailors and contractor personnel and two ground control stations. There the MQ-8Bs flew counter-IED (improvised explosive device), route clearance and convoy escort/overwatch missions in the Regional Command North area of operations.

Littoral trialsShip-based dynamic interface testing of the MQ-8B was completed aboard the USS Freedom (LCS 1) in November 2010. Expanded tests followed on the USS Fort Worth (LCS 3) in November 2013. The aircraft is expected to achieve initial operational capability (IOC) aboard the LCS in June 2014 and will make its initial deployment on the latter ship with the ‘Magicians’ of Helicopter Maritime Strike Squadron 35 (HSM-35) Detachment 1 in late 2014. The squadron, stationed at NAS North Island, California, took charge of its first MQ-8B in January 2014. Dynamic interface testing with the Independence-class LCS ships is also scheduled for summer 2014.

Current plans call for 24 MQ-8Bs to equip eight systems that will be available for deployment aboard the LCS fleet. Since entering service, four MQ-8Bs have been written off, including one brought down by enemy fire over Libya on June 21, 2011, while operating from the USS Halyburton, and another that went down in Afghanistan on April 16, 2012. The most recent loss occurred on December 15, 2013, when an air vehicle operated by HSM-46 crashed. Since entering service the MQ-8B has accumulated over 12,100 hours in support of testing and operational missions.

Anticipating the need for additional capability, on May 3, 2010, Northrop Grumman and Bell Helicopter announced plans jointly to develop and demonstrate a new medium-range vertical unmanned aerial system (VUAS) known as Fire-X. Integrating unmanned systems architecture developed for the RQ-8A/MQ-8B with Bell’s Model 407 commercial helicopter, the project was developed in anticipation of a 2011 US Navy competition to demonstrate a new medium-range vertical take-off and landing unmanned air system (VUAS) and was funded entirely by the two firms. In addition to ISR sensors, the design featured enhanced cargo hauling, payload, and endurance capabilities. It provided an endurance of 8 hours and an internal payload capacity of 1,250lb (567kg) or as much as 2,646lb (1,200kg) in an external sling load.

Modifications to the demonstrator were carried out at Bell Helicopter’s XworX facility in Fort Worth, Texas, and the systems were powered up for the first time on September 17, 2010. Preliminary flights were carried out in Fort Worth in a manned configuration in order to validate the guidance, navigation and control (GN&C) system. After completion of ground testing and engine runs, the air vehicle was ferried, in an optionally piloted configuration, to the US Army Yuma Proving Ground (YPG), in Arizona. The Fire-X demonstrator completed its first fully autonomous flight at the YPG on December

10, 2010, just 11 months after development began. The Bell 407 provides a useful load of more than 3,200lb (1,450kg) including fuel, ISR payloads or cargo. Fire-X was designed to conduct ISR missions lasting up to 16 hours or cargo missions in support of US Army and US Marine Corps ground troops and it retained the ability to be optionally piloted, providing additional operational flexibility.

Formal development of the MQ-8C began on April 23, 2012, when the US Navy awarded a sole-source Rapid Deployment Capability (RDC) contract to Northrop Grumman for the VTUAV — Endurance Upgrade (VTUAV-EU). The project was developed in response to a Joint Urgent Needs Statement (JUONS) released by US Special Operations Command in July 2011. It required a ship-based, maritime unmanned air system capable of providing continuous (24-hour) ISR coverage at a range of 150nm (278km). The Office of the Secretary of Defense (OSD) subsequently validated the requirement for an ‘endurance upgrade’ to the Fire Scout in August 2011.

The initial $262.3-million contract included design, manufacture, integration and testing of two developmental air vehicles and production of six air vehicles. Delivery of the first production MQ-8C is expected to take place in the third quarter of Fiscal 2014. A subsequent $71.6-million contract, issued on March 11, 2013, added six additional air vehicles and seven ground control stations (GCS). The RDC contract provides for production of a maximum of 31 aircraft, comprising three development-test endurance VTUAVs and 28 operational examples. Northrop Grumman has acquired at least 15 Model 407s from Bell in support of the project.

The average unit cost for the initial 12 MQ-8Cs is estimated to be $11.8 million, a figure approximately $1.5 million to $2 million more than the MQ-8B, but according to Northrop Grumman a single MQ-8C provides the same capability as two MQ-8Bs. Both the Boeing A160T Hummingbird and the Lockheed Martin/Kaman K-Max were evaluated before the decision was made to issue the sole-source contract to Northrop Grumman.

Under the deal, Northrop Grumman was required to integrate the MQ-8 Fire Scout avionics, software, payloads, GCS, Tactical Common Data Link (TCDL), Unmanned Common Automatic Recovery Systems (UCARS) and UHF/VHF secondary datalink systems with the basic Bell 407 that had been used for its Fire-X demonstrator. Retaining the sensors, communications and software, the

MQ-8B 167784/167792 N1/N9 N1/N7 SDD, N8/N9 LRIP Lot 1

MQ-8B 167986/167988 N10/N12 N10 LRIP Lot 1, N11/12 LRIP Lot 2

MQ-8B 168210/168213 N13/16 N13 LRIP Lot 2, N14/N16 LRIP Lot 3

MQ-8B 168441/168454 N17/N30 N17/27 LRIP Lot 4 (includes 8 ex-US Army air vehicles), N28/30 LRIP Lot 5

MQ-8C 168455/168456 RDC development air vehicles

Model 393 N398NG P7 Northrop Grumman-owned

Fire Scout production


MQ-8B and MQ-8C share over 85 per cent of the Fire Scout system hardware and 95 per cent of the software. Specific changes made to the Bell 407 include additional fuel capacity, uprated 700shp (522kW) Rolls-Royce M250-C47E engine and reliability improvements. The engine features a single-stage centrifugal compressor and two-stage low- and high-pressure turbines, and is equipped with dual-channel full-authority digital engine controls (FADEC). The US Navy became the first customer for the high-power engine when it approved the installation on March 4, 2013. It offers a five per cent increase in ‘hot and high’ power, two per cent reduction in fuel consumption, eight per cent increase in take-off power, and improved reliability compared to the earlier -C47B, which powers the standard Model 407 helicopter.

The MQ-8C will have a top speed of 140kt (259km/h), compared to 115kt (213km/h) for the MQ-8B. Additionally, it will be able to remain airborne for 11 to 14 hours, compared with a typical four to five hours for the smaller variant, and its 1,000lb (454kg) internal payload capacity allows it to carry an additional 400lb (181kg) over the MQ-8B.

The second MQ-8C was delivered to Point Mugu on November 22, 2013. As of January 2014 the two prototypes had flown more than 46 hours. Testing should continue at Point Mugu into September 2014 and the MQ-8C is on target to carry out dynamic interface testing aboard the guided-missile destroyer USS aboard the guided-missile destroyer USS Dunham (DDG 109) in July 2014. Commander, Operational Test and Evaluation Force (COTEF) is due to conduct a Quick Reaction Assessment (QRA) in October 2014 and the MQ-8C could make its first deployment in early Fiscal Year 2015. The newest version is

scheduled to achieve IOC and join the fleet in 2016. Prior to that it will be deployed for operational testing, which will likely occur in 2014. Like the MQ-8B, the MQ-8C is assembled at Northrop Grumman’s Unmanned Systems Center at Trent Lott International Airport, in Moss Point, Mississippi. Required airframe modifications to the Model 407 are made at Bell’s facility in Ozark, Alabama.

Responsibility for the Fire Scout is assigned to the Program Executive Office Unmanned Aviation and Strike Weapons (PEO U&W) at NAS Patuxent River, Maryland. According to CAPT Patrick Smith, PMA-266 Multi-Mission Tactical UAS Program Manager, the US Navy plans ‘to procure MQ-8Cs beyond the 28 for future LCS’. Ultimately, planned procurement includes 96 MQ-8Cs that will equip 48 Fire Scout systems.

TrainingTraining for MQ-8B Air Vehicle Operators (AVOs) and Mission Payload Operators (MPOs) is carried out at NAS Jacksonville, Florida, where the Fire Scout Training Center was opened on July 10, 2012. Additionally, on October 1, 2012 Unmanned Helicopter Reconnaissance Squadron One (HUQ-1) was established at NAS North Island, California. Whereas HUQ-1’s shore component will serve as the Fleet Readiness Squadron (FRS) for the MQ-8B/C, its sea component will provide unmanned detachments (UDet) that will deploy for operation from US Navy air-capable ships.ships.

Fire Scout AVOs include Naval Aviators and Naval Flight Officers (NFO), but unlike the US Air Force certain enlisted Petty Officers that are rated as Naval Aircrewmen (AW), and Air Traffic Controllers (AC), are also eligible to fly the aircraft. The MPOs include certain enlisted

Petty Officers that are rated as AWs, Operations Specialists (OS), or Intelligence Specialists (IS).

WeaponizationIn response to a Naval Forces Central Command (NAVCENT) Urgent Operational Needs Statement (UONS), the US Navy awarded a $17.1-million contract for the RDC Weaponization Program to Northrop Grumman in September 2011. The effort integrates a stores management system (SMS), weapons suspension and release equipment and interfaces that will allow the Fire Scout to deploy the laser-guided 2.75in (70mm) rocket known as the Advanced Precision Kill Weapon System (APKWS) II. The MQ-8B conducted the first guided test firings of the weapon at Naval Air Weapons Station China Lake, California, in June 2013.

The Fire Scout will also field the Telephonics AN/ZPY-4(V)1 all-weather, multi-mode radar, developed from the commercial RDR-1700B+. The x-band radar provides inverse synthetic aperture (ISAR), strip map and spotlight SAR modes for imaging targets. Northrop Grumman received a $33.3-miliion RDC contract to integrate the radar with the MQ-8B on December 30, 2012. Six MQ-8Bs will be modified to carry the equipment, which will make its initial deployment in 2014.

Like the MQ-8B, the larger MQ-8C will be equipped with the AN/AAQ-22D Brite STAR II electro-optical/infra-red (EO/IR) sensor and II electro-optical/infra-red (EO/IR) sensor and the Automatic Identification System (AIS), but will not be weaponized until sometime after 2016. Additional capabilities include the Coast Battlefield Reconnaissance and Analysis (COBRA) mine countermeasures system, which underwent testing in April 2013.

This photo: An artist’s rendering of the MQ-8C Fire Scout conducting unmanned operations. Northrop Grumman

Top left: US Navy Reserve personnel assigned to helicopter anti-submarine helicopter light squadron HSL-60 Detachment 4 refuel an MQ-8B aboard the guided missile frigate USS Simpson (FFG 56) in preparation for a mission off the east coast of Africa on March 14, 2012. US Navy


C-17 the final CountdownLatterly a Boeing product, the C-17 experienced a somewhat checkered history in its early years, before emerging as the US Air Force’s go-to intra-theater transport and as a winner on the export market. With production now set to end in 2015, production now set to end in 2015, Combat AircraftCombat Aircraft looks at the current status of the Globemaster III. looks at the current status of the Globemaster III.Combat Aircraft looks at the current status of the Globemaster III.Combat AircraftCombat Aircraft looks at the current status of the Globemaster III.Combat Aircraft

report: Jon Lake

This photo: Many expected the US Air Force to continue with C-17 orders. Instead it ceased at 223 aircraft. USAF

Inset: The final US Air Force C-17 (c/n P-223) emerged from the Boeing assembly line at Long Beach on September 12, 2013. USAF

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INDUSTRY REpoRt

April 2014 www.combataircraft.net

The US Air Force accepted its 223rd and final C-17A Globemaster iii transport on September 12, 2013, prompting manufacturer Boeing to announce, less than a week later,

that the production line would be closed in 2015. Just 22 more airframes were scheduled to be built, nine of which were already spoken for, while 13 are not on firm order and are effectively being built ‘on spec’. Nan Bouchard, Boeing’s C-17 program manager, said that it expected these 13 as yet unallocated aircraft to go to ‘a mix of new and existing customers’. Boeing has estimated that these 13 ‘white tails’ represent a potential $620-million liability.

Some 258 C-17As have been delivered to date, including 34 to export customers — eight to the UK’s royal Air Force, six to Australia, four to Canada (as the CC-177), four to india, six to the United Arab emirates (UAe), four to Qatar, and three to the NATO Strategic Airlift Capability program, a consortium consisting of Bulgaria, estonia, hungary, Lithuania, the Netherlands, Norway, Poland, romania, Slovenia, the United States, and two Partnership for Peace countries: Finland and Sweden.

This is not a bad total by any stretch of the imagination, and especially not for an aircraft whose early technical troubles once threatened to cap production at just 32 units. But the C-17A matured rapidly, and quickly proved indispensable. The global C-17 fleet has completed 2.6 million flying hours since the type’s maiden flight on September 15, 1991. The USAF has 29 active duty, Air National Guard and Air Force reserve Command C-17 squadrons at Altus, Charleston, Dover, elmendorf, hickam, Jackson, March, McChord, McGuire, Memphis, Stewart, Travis, and Wright-Patterson, and two expeditionary squadrons forward-based in South-west Asia.

eight of the remaining 21 aircraft (the 22nd, the fourth for india, was delivered in October 2013) will go to customers who already had firm orders in place when the decision to end production was made. Six will be delivered to india and two to what Boeing identifies as an ‘undisclosed customer’, but which Combat Aircraft has long been predicting to be the Kuwait Air Force.

The US Defense Security Co-operation Agency (DSCA) reported a request from Kuwait for a single C-17A in September 2010, and for a second in April 2013. Many DSCA notifications

are not followed by actual export orders, but our estimate was always that the Kuwaiti requirement for the C-17A was rock-solid.

This was confirmed in January 2014, when a white-topped, light-gray C-17 was quietly rolled out on to the ramp at Long Beach, California for flight-testing. The aircraft, wearing full Kuwait Air Force titles, national insignia and badges, and the serial KAF 342, wears almost exactly the same color scheme as the air arm’s hercules, with the same red, white and green cheatline. A maiden flight was made on February 1, KAF 342 flying from Long Beach to nearby March Air reserve Base before returning.

india already has options on six further C-17s. Other prospects include extra aircraft for the UAe and rAF, while Algeria, Japan, South Korea and Saudi Arabia have all been reported as potential C-17 customers in the past. But, short of a big order soon, these nations (who could have a combined total requirement for as many as 30 C-17s) will have to fight over just 13 remaining production line slots.

Production of the C-17 has been threatened before. in 2006 Boeing began taking measures to close the C-17 line during 2009, but Congress added dozens of USAF orders (taking the total from 177 to 222 aircraft), and international sales also started to trickle in. At one time, it seemed likely that the USAF would receive 295 Globemaster iiis, and there is still a compelling case for ordering new airframes as the first aircraft are now coming up for retirement. These older machines could then perhaps be refurbished and sold cheaply on the export market, probably under-cutting the less-capable rival Airbus A400M.

And though the C-17A is probably still the world’s most modern in-service military airlifter, it is now also a museum piece. The USAF’s first example was retired to the National Museum of the US Air Force in Dayton, Ohio, on April 25, 2012. This C-17 was essentially hand-built for developmental test and evaluation, with an estimated lifespan of approximately five years, though in fact it was periodically rebuilt and refurbished and actually returned 21 years of service.

even outside of the test aircraft, the oldest USAF C-17As were built in the early 1990s and have logged thousands of flight hours. Some of them, mainly serving with the Air National Guard and Air Force reserve, are starting to show their age.


US AIR FORCE C-17 UnItS

Air Mobility Command

60th Air Mobility Wing Travis AFB, California 21st Airlift Squadron

62nd Airlift Wing McChord Field, Joint Base Lewis-McChord, Washington

4th Airlift Squadron




305th Air Mobility Wing Joint Base McGuire-Dix-Lakehurst, New Jersey 6th Airlift Squadron

436th Airlift Wing Dover AFB, Delaware 3rd Airlift Squadron

437th Airlift Wing Joint Base Charleston, South Carolina





Air Force Reserve Command

315th Airlift Wing Joint Base Charleston, South Carolina



701st Airlift Squadron

349th Operations Group Travis AFB, California 301st Airlift Squadron

445th Airlift Wing Wright-Patterson AFB, Ohio 89th Airlift Squadron

446th Operations Group McChord Field, Joint Base Lewis-McChord, Washington

97th Airlift Squadron (AFRC unit attached to the 4th Airlift Squadron)



452nd Air Mobility Wing March Air Reserve Base, California729th Airlift Squadron


512th Airlift Wing Dover AFB, Delaware 326th Airlift Squadron

514th Air Mobility Wing Joint Base McGuire-Dix-Lakehurst, New Jersey 732nd Airlift Squadron

Pacific Air Forces

3rd Wing Joint Base Elmendorf-Richardson, Alaska 517th Airlift Squadron

15th Wing Joint Base Pearl Harbor-Hickam, Hawaii 535th Airlift Squadron

Air National Guard

105th Air Mobility Wing Stewart Air National Guard Base, New York 137th Airlift Squadron (New York ANG)

154th Wing Joint Base Pearl Harbor-Hickam, Hawaii 204th Airlift Squadron (Hawaii ANG)

164th Airlift Wing Memphis Air National Guard Base, Tennessee 155th Airlift Squadron (Tennessee ANG)

172nd Airlift Wing Allen C. Thompson Field ANGB, Jackson-Evers IAP, Mississippi 183rd Airlift Squadron (Mississippi ANG)

176th Wing Joint Base Elmendorf-Richardson, Alaska 249th Airlift Squadron (Alaska ANG)

Air Education and Training Command

97th Air Mobility Wing Altus AFB, Oklahoma 58th Airlift Squadron (C-17 training unit)

Provisional units

379th Air Expeditionary Wing Al Udeid AB, Qatar 816th Expeditionary Airlift Squadron

Dets from 62nd Airlift Wing, Joint Base Lewis-McChord Incirlik, Turkey 817th Expeditionary Airlift Squadron

C-17 ExpORt OpERAtORS

Royal Australian Air Force

86 Wing RAAF Base Amberley, Queensland No 36 Squadron

Royal Canadian Air Force

8 Wing CFB Trenton, Ontario 429 Transport Squadron

Indian Air Force

28 Wing AFS Hindon, Uttar Pradesh No 81 Squadron

NATO Strategic Airlift Capability

Heavy Airlift Wing Pápa, Hungary

Qatar Emiri Air Force

Transport Wing Al Udeid Transport Squadron

Royal Air Force

Brize Norton, Oxfordshire No 99 Squadron

Air Warfare Centre MoD Boscombe Down, Wiltshire No 206(R) Squadron

United Arab Emirates Air Force

Dubai/Minhad Heavy Transport Squadron


Proposed variantsNo lifeline is likely to be thrown by the US Department of Defense, which has more important priorities than recapitalizing an airlift fleet that is arguably already larger than it needs to be. Nor is there any longer a prospect of Boeing winning orders for an advanced ‘Super C-17’.

Boeing was ultimately unsuccessful when it tried to extend the life of the C-17 production line by proposing a modernized, modified C-17B variant. This was optimized as a tactical theater transport and featured eight major upgrades, including increased-thrust engines and double-slotted flaps for short-field landings, and a new Goodrich center main landing gear unit with tire inflation and deflation to allow landings on softer surfaces.

The C-17B was also to have featured an engine-out control system (EOCS), an all-weather, autonomous landing system, a precision-landing augmentation system (PLAS), an opportune landing site (OLS) system and a new advanced situational awareness and countermeasures system (ASACMS), many of which had already been developed using grants by the Air Force Research Laboratory and the Defense Advanced Research Projects Agency (DARPA). Boeing built other elements in prototype form, including the uprated Pratt & Whitney F117 engines, the new Goodrich landing gear and double-slotted flaps.

Such a C-17 variant would have offered some of the capabilities that the A400M is now promising, and could well have allowed the aircraft to enjoy even healthier export orders.

One of the reasons given for shelving the C-17B was that the cheaper, already ‘tactical’ A400M was expected to be available for export by 2015, when Boeing had hoped the C-17B would also be rolling off the production line. In the event, the C-17B would have had a crucial ‘first to market’ advantage over the European airlifter, which will not be available to buyers outside its core, ‘domestic’ customer base for some time.

As it was, the ASACMS defensive suite was incorporated as an upgrade in the final C-17A production lots.

A more modest roll-on/roll-off KC-17 tanker capability upgrade and a civilian BC-17 had no more success, and a more ambitious proposed derivative with a new, all-composite wing and scaled-down versions of the General Electric GEnx-1B and -2B engines currently powering the Boeing 787 and 747-8 was never likely to make it into production.

Any extension to USAF orders now seems unlikely, in the face of defense budget cuts

and sequestration. And even though there has been a great deal of interest in the C-17A on the export market, international orders have been slow to emerge — when they have done, they have come in small quantities. The program manager observed that Boeing had been protecting the Globemaster III production line with long-lead funding, but that the ‘timing of the orders just didn’t line up for us.’

Boeing will begin reducing its workforce in 2014, and will close the C-17 final assembly plant in Long Beach in 2015. Some 3,000

people are directly employed on the C-17 at facilities in California, Arizona, Missouri and Georgia, and about 20,000 more support the C-17 program in the supply chain. By them in particular, the Globemaster III will be sorely missed.

C-17 T-1 (87-0025) was the first example built to perform developmental testing. It is seen here during a mission from Edwards AFB, California. The 418th Flight Test Squadron retired the aircraft on April 23, 2012, and it went to the National Museum of the USAF at Wright-Patterson AFB. USAF

The Indian Air Force’s C-17s spent a period at Edwards AFB for acceptance testing prior to delivery. USAF

A C-17 conducts austere operations training at Fort Polk, Louisiana. USAF/ TSgt Matthew Smith


2014 marks 30 years of Polish Air Force duty by the Su-22. While repeated efforts have been made to comprehensively upgrade or replace the Cold War fighter-bomber, these have so far failed to materialize, and the impressive ‘Fitter’ may now be facing imminent retirement.

report: Bartosz Bera and Maciej Wolanski

30 years of Polish su-22 oPerations

Su-22M4 serial 8919 cruises above a heavy cloud layer as it returns to Poland from a popular airshow appearance. Alexander Golz


The Sukhoi Su-22M4, the export version of the Soviet Su-17M4, is currently the longest-serving combat aircraft in the Polish Air Force (Siły Powietrzne) inventory. The first

example, Su-22M4 serial 3005, landed at Piła on August 28, 1984 and is now preserved in the Polish Aviation Museum in krakow.krakow.k

Poland purchased 90 single-seat Su-22M4fighter-bombers and 20 Su-22uM3k two-k two-kseaters. These entered service with the 6 Pułk Lotnictwa Myśliwsko-Bombowego (6 plmb, 6th Fighter-Bomber Regiment) at Piła, the 40 plmb at Świdwin, the 8 plmb at Mirosławiec, and the 7 Pułk Lotnictwa Bombowo-Rozpoznawczego (7 plbr, 7th Bomber-Reconnaissance Regiment) at Powidz, the last of these having been the sole unit equipped with the previous-generation Su-20.

After 1989, and prior to joining NATo, the armed forces of Poland underwent a periodof transformation combined with significant reductions. Although its base was the most modern, in 1998 the 6th Regiment was disbanded (the last aircraft to depart the base was again serial 3005). The regiment’s Su-22s then went to Powidz as a replacement for the retired Su-20s.

The structure of the Polish Air Force was significantly altered during 2000, the previous regiments being replaced by a combination of squadrons and bases. The operators of the Su-22 thus became the 6 eskadra Lotnictwa Taktycznego (6 elt, 6th Tactical Aviation Taktycznego (6 elt, 6th Tactical Aviation TSquadron) and 7 elt at Powidz, the 39 elt and the 40 elt at Świdwin, and the Mirosławiec-based 8 elt.

Rationalized forceFurther reductions subsequently affected Powidz. The 6 elt was transferred to Poznan for re-equipment with the newly-arrived F-16, the 7 elt moved to Świdwin, making room for newly-acquired former uS Air Force C-130 transports, and the aircraft from Mirosławiecwere also moved to the 21 Baza Lotnictwa Taktycznego (21 BLT, 21st Tactical Air Base) at Świdwin. The result was that all the Polish Su-22s were now consolidated at a single base, 21 BLT. After Piła briefly fulfilled the same role, Mirosławiec was assigned the status of a reserve base.

Alexander Golz


‘Although the Polish Su-22 fleet no longer offers significant combat potential, it continues to play an important role in the daily tasks of all branches of the Polish armed forces’

In total, 11 Polish Su-22s have been lost in accidents and crashes. Of these, one was shot down by a Polish 2K12 (SA-6 ‘Guideline’) missile in a ‘friendly fire’ incident. The pilot survived, but later perished in another air crash in 2009. The Polish Air Force now uses a fleet of 32 ‘Fitters’, including both single- and two-seaters.

The Su-22M4s purchased by Poland were cycled through a basic modernization program at Wojskowe Zakłady Lotnicze 2 (WZL-2, Military Aviation Facility No 2) in Bydgoszcz. This is the same organization responsible for the maintenance and modernization of the Polish MiG-29s, of which five have been completed to date. The Su-22s underwent limited upgrades, taking in the addition of anti-collision lights, a Trimble 2101AP GPS receiver, a Bendix/King KLU-709 tactical navigation system (TACAN) and tactical navigation system (TACAN) and tactical navigation system (TANV-ANV-ANV 241MMR instrumented landing system (in place of the former RSBN-7S navigation system), an R-862 digital radio station controlpanel, and an ATM-QAR/S-54 recorder.

The assortment of weapons remains unchanged, consisting of two NR-30 cannon (one only in the twin-seater) and S-24 and S-25 unguided air-to-ground rockets, as well as S-8 and S-5 rockets carried in B-8 and UB-32 launchers. Guided air-to-groundmissiles that can be carried by the Su-22 comprise the Kh-23M (AS-7 ‘Kerry’) and Kh-25 (AS-10 ‘Karen’) series, including the

anti-radiation Kh-25MP (AS-12 ‘Kegler’), Kh-58 (AS-11 ‘Kilter’), and Kh-29 (AS-14 ‘Kedge’). Anti-radiation missiles arecomplemented by the Vyuga (known locally as Wjuga) electronic countermeasures pod. The aircraft can also be equipped with SPPU-22 and UPK-23-250 gun pods, each of which contains two 23mm-caliber cannon.Their characteristics are almost identical, but the SPPU-22’s barrels can be traversed from a horizontal position to an angle of -30 degrees, allowing them to strike ground targets in horizontal flight. The aircraft can be equipped with air-to-air missiles comprising the R-3S and R-13M (AA-2 ‘Atoll’), and the R-60 and R-60M (AA-8 ‘Aphid’), as well as free-fall high-explosive or incendiary bombs from 50 to 500kg. Supplementary PTB-600, PTB-950 and PTB-1150 fuel tanks may be mounted on external pylons. Additionally, seven on external pylons. Additionally, seven on external pylons. AdditionallySu-22M4s are adapted to carry the KKR-1 reconnaissance pod, as previously used by the Su-20.

Upgrade offersThe first proposals for a ‘deep’ modernization of the Su-22 appeared in the early 1990s. The original manufacturer suggested a version designated as the Su-22M5, a project involving the installation of multi-function displays and the Komar/Kopyo radar. Later in that decade, Sukhoi put forward a more complex offer, with a choice of options

including, among others, the modernization of the on-board computer, a GPS system, IFF system, new self-defense suite, the RŁPK-22 system incorporating the Kopyo radar, and a selection of new munitions.

Israeli company IAI provided another alternative after 1993. This included an the potential installation of a GPS receiver, as well as liquid-crystal displays (LCDs) and a head-up display (HUD). Further options to increase the combat effectiveness of the aircraft included the introduction of new weapons. The proposed modernization also encompassed further development of the two-seat UM3K version, which was to become an aircraft dedicated to target recognition and identification (the concept assumed that each attack formation would include one two-seater equipped with radar).

Some time later, OKB Sukhoi and Sextant Avionique jointly tabled a new proposal. As in the previous cases, they offered new cockpit equipment (‘hands on throttle and stick’ controls), new weapons (for example, R-27, R-73 and R-77 air-to-air missiles, KAB-500T TV-guided bombs and Kh-31air-to-ground missiles, plus undisclosed Western munitions), the Rubis infra-red targeting pod, Phantom radar and a new self-defense system.

None of the aforementioned concepts have been implemented in any of the countries

This photo: Older, more charismatic, jets like the Su-22 are becoming few and far between in Europe. Bartosz Bera

Left: The Świdwin ‘Fitters’ remain very active and are seen regularly over the live weapons ranges. Alexander Golz


that operate the Su-22. The only known comprehensive modernization is the work done by WZL-2 at Bydgoszcz on the aircraft of the Angolan Air Force. However, this took place within Angola and full details have not been revealed.

The latest, and broadly speaking still current, update proposal for the Polish Air Force Su-22 has been schemed by WZL-2. Two variants, tentatively named ‘A’ and ‘B’, were developed several years ago. They differ in terms of the scope of proposed modifications and therefore combat potential. Option ‘B’ is an extension of option ‘A’. The basic offer aims to enhance the pilot’s tactical awareness through the use of imaging systems analogous to those mounted on modern multi-role aircraft (and as have been introduced on the Angolan machines). The proposal includes a multi-function LCD display, mission display processor (MDP) mission computer, HUD, up-front control panel (UFCP), INS laser platform with GPS, air data computer, data transfer system, video recorder with TV camera, and attitude director indicator. A laser guidance system integrated with the GPS increases the precision of the with the GPS increases the precision of the munitions. The updated aircraft would also be more resistant to radio communications interference. Further scope for subsequent modification would come via the Mil Std 1553b databus. The introduction of Western weapons would therefore not be included but rendered possible in future.

Option ‘B’ would introduce further upgrades, the scope of which has not fully been disclosed, and perhaps include a radar in an external pod. New pylons would permit the integration of Western weaponry. Compared to the previous option, the degree of digitalization would be increased, together with flight safety parameters, thanks to the addition of advanced navigation aids. The systems in both proposals provide connectivity compatible with NATO standards, and signify further independence from the Russian defense industry.

At the end of 2010, a decision was made on the Su-22 update, although — surprisingly — this had nothing in common with the aforementioned proposals. During 2013 WZL-2 was to select two aircraft during routine overhaul; work on these was tentatively tobe extended, depending on their existing technical condition. After analyzing the results and evaluating the work done, the Air Force HQ would then decide whether to extend this program to take in the next 30 Su-22s.

The Polish Air Force has developed a range of modernization packages, the most urgent of modernization packages, the most urgent being the retro-fit of radios (8.33kHz) and a radio transmitter to provide an emergency signal at a frequency of 406MHz. The latter is required for search and rescue, and works with the international COSPAS-SARSAT satellite-based distress alert system. The aircraft would also be prepared for the use

of combat flight-recording systems. If the assessment of the work performed on the first two jets is positive, a likely decision regarding the modernization of another 30 Su-22s could mean retaining these in the service until around 2024 or 2026.

Current fleetIn terms of hardware, the current situation is as follows. In service are six twin-seat Su-22UM3K aircraft delivered in 1984 and 1985 (serials 308, 509, 305, 310, 508 and 707). These include two specially painted examples, well known from European events. Joining those are a total of 26 single-seat Su-22M4s delivered in 1985, 1986 and 1988 (serials 8309, 9102, 8920, 8919, 8818, 8816, 9616, 8310, 8205, 8308, 8103, 8102, 7412, 7411, 8715, 9615, 3201, 3304, 3817, 8101, 3819, 3816, 3715, 3713, 3612 and 3920). The approaching end of the planned service life of the aircraft (3,000 flight hours, 3,000 landings and 30 years for the Su-22M4 and 3,000 flight hours, 4,000 landings and 30 years for the UM3K) and its munitions (for example, the Kh-25MP), as well as more mundane issues, Kh-25MP), as well as more mundane issues, prompted a 2012 decision by the Polish Defense Ministry to set December 2015 as the withdrawal date for the fleet. Rumors concerning the possibility of extending the use of the Su-22 (based on the above-mentioned service-life extension) were, however, dispelled by official documents — the 2012


Plan of Technical Modernization of the Armed Forces and other official announcements (for example, the MoD’s answer to a parliamentary question dated October 2013).

Here we come to the crux of the problem facing the Polish Su-22. For many years, no binding decision has been made about the aircraft’s future. Various concepts have clashed with each other at different levels of decision-making. Some time ago, the leading proposal in terms of Su-22 replacement was to purchase a lead-in fighter trainer (LIFT) aircraft. A tender for 16 highly advanced machines capable of carrying a wide range of weapons (including anti-ship missiles) was issued. Soon afterwards, however, the project was cancelled when it emerged that none of the bidders was able to meet 100 per cent of the requirements, and in addition the cost of the entire program was considered unacceptable. A new competition was launched for an Advanced Jet Trainer (AJT) that no longer aspired to the role of successor to the Su-22. The winner of the AJT was recently revealed as the Alenia Aermacchi M-346 Master. Finmeccanica will deliver M-346 Master. Finmeccanica will deliver eight aircraft (one Master arrived in Poland in February to complete the final tests required to authorize the purchase process), but they are not equipped to supplant the ‘Fitters’.

Some time ago, former Deputy Defense Minister Gen Waldemar Skrzypczak announced that the Su-22 would be succeeded by a modern unmanned aerial vehicle (UAV) with enhanced attack capabilities. The declaration led to some controversy among the military and professionals. Meanwhile, the Deputy Minister has been fired, and it seems that this idea died with his departure.

There have been persistent rumors about the acquisition of a new manned aircraft to replace the Su-22s once they are withdrawn from use at the 21st Tactical Air Base. Frequently mentioned is a further purchase of F-16s, either involving used MLU jets from one of the NATO countries or additional new Block 52+ aircraft. This topic was raised during the January visit to Poland by US Secretary of Defense Chuck Hagel. But, again, there has been no official announcement.

It has been hard not to notice the activity of Eurofighter in the Su-22 saga. The consortium advertises its aircraft as an ideal replacement for the type. Any possible Typhoons for the Polish Air Force would probably be Tranche 1 aircraft withdrawn by the Luftwaffe or the Italian Air Force. There are no official plans as regards this, and the purchase of a new combat jet is not included in any published long-term modernization plan for the Polish armed forces (for example, the aforementioned plan from 2012). It is hard to imagine that in the current economic climate, and with other military equipment climate, and with other military equipment purchases, a Su-22 replacement of this kind will be announced. However, the previous history of Polish military bids suggests that anything is possible.

Indeed, as this article was being prepared, the Polish Defense Minister announced that an extension to Su-22 flying activity was still under discussion. Two life-extension options are apparently being considered, with either the full fleet of 32 aircraft remaining in use for another three years, or a reduced force of 16 ‘Fitters’ remaining on the front line for a further 10 years.

Although the Polish Su-22 fleet no longer offers significant combat potential, it continues to play an important role in the daily tasks of all branches of the country’s armed forces. The unit at Świdwin performs a wide range of missions on behalf of the Polish Land Forces and Navy. With huge stocks of munitions still available, the Su-22s conduct frequent sorties over the firing ranges.

Polish ‘Fitters’ todayA normal flying day involves 10 to 15 aircraft (the total number of pilots at the 21st Base is 32), which fly missions in several waves. Usually, Su-22s can be seen in the ‘home’ Temporary Segregated Areas that include TSA09, TSA12 and TSA14. Air-to-ground missions are undertaken at the Nadarzyce firing range or the naval range at Wicko Morskie near Ustka (here, Su-22s also launch SRCP-WR aerial targets for surface-to-air missiles).

The 21st Tactical Air Base still trains young pilots (among them, Poland’s first female Su-22 pilot). They are taught the combat skills required for the Su-22, with a view toskills required for the Su-22, with a view tofuture conversion to other types. It is hoped that flying will continue at Świdwin after the Su-22 — one of the emerging concepts implies the transfer to the 21st Base of one of the F-16 squadrons now based at Poznan-Krzesiny, where the close proximity of a major city can be problematic. In the meantime, 2013 was an especially fruitful year for the Su-22 pilots. In addition to routine tasks they participated in three major international exercises, collaborating with the armed forces of Estonia within the framework of ‘Spring Storm 13’, and operating from

This photo: Serial 509 is one of six twin-seat Su-22UM3Ks that remain active in Poland. Alexander Golz

Right top to bottom: Poland is still training Su-22 pilots, with the type acting as a useful, albeit challenging, lead-in platform for the F-16. Alexander Golz

The service lives of the ‘Fitters’ will ultimately dictate their demise. Three decades of use have taken a toll and a new upgrade is now highly unlikely. Bartosz Bera

A Su-22M4 tears down Świdwin’s runway, leaving a trail of spray in its wake. Alexander Golz


the Czech air base at Náměšť during NATO’s ť during NATO’s ť‘Ramstein Rover’ maneuvers, as well as flying from their home base during exercise ‘Steadfast Jazz’.

In 2011, a Su-22 demonstration team was re-instated, and since then the aircraft have appeared at a few public shows in Poland and the rest of Europe each year. In 2013, these comprised the Radom Air Show, the ‘air picnic’ at Świdwin, the Royal Netherlands Air Force Open Days at Volkel, the Kecskemét Air Show in Hungary, and the Slovak International Air Fest at Sliač. For this year’s anniversary, base commander Col Ireneusz Starzyński has invited all Su-22 fans to another air picnic, which will be held on June 28. The assumption is that there will be presented a special commemorative scheme on one of the Su-22s, following a competition revealed on the base’s website. So far details of the project have not been disclosed — but we were promised it will be attractive.

Time is nearly up for the Su-22 in Polish Air Force service. For 30 years the fighter-bomber has been a familiar sight in the country’s skies. Unfortunately, its inevitable passing leaves a Unfortunately, its inevitable passing leaves a question mark over the future of Polish Air Force attack capabilities. Forty-eight F-16s are not enough for a country of Poland’s size and geopolitical position. It must be hoped that the powers-that-be find a solution to fill the gap left after the departure of the mighty ‘Fitter’.

Acknowledgments: Thanks to the 21st Tactical Air Base PAO, Maj Miroslaw Lorenc and Mr Krzysztof Zielinski, for their assistance in the preparation of this article.



AIR POWER REVIEW

Compared to the people’s Liberation army air Force (pLaaF), the ‘second Chinese air Force’ — the people’s Liberation army Naval air Force (pLaNaF) — has

attracted relatively little attention. as a result, little has been published about its history, organizational structure and equipment. For many years it was something of an ‘ugly sister’ and the pLaNaF ranked low in terms of receiving new equipment. this status, however, is now changing, thanks to the growing importance of securing China’s national interests in the pacific region, and is clearly demonstrated by introduction of the aircraft carrier Liaoning (CV 16). as such, the

time is right for a closer look at this developing force.

Historical rootsalthough there are some uncertainties over when the Navy began establishing its own aviation component, the predecessor to today’s pLaNaF apparently came into being on april 23, 1949. While this would make the pLaNaF older than the pLaaF, it was not until at least august 1950 that a naval air arm was formally established, and its official founding occurred only in 1952.

While early plans were delayed by the outbreak of the Korean War, the initial pLaN aviation unit emerged as the 1st Naval aviation School, formed on

october 1, 1950 at Quingdao. the first true pLaNaF combat unit followed on June 1, 1951, when the newly-established 17th division, pLaaF, based at tangshan, was transferred to the pLaNaF and re-designated as the 4th Naval division at Qingdao.

Interestingly, a true ‘naval air force’ did not exist until after a formal proposal was submitted in January 1952. thereafter, the first newly-established pLaNaF unit, the 1st pLaNaF air division, became operational on June 27, 1952 at hongqiao. Its core was again

formed of other pLa units, in this case the 30th regiment of the 10th division, pLa

army Corps and the 25th regiment, 9th division,

pLaaF.

This photo: The PLANAF is developing and testing the Shenyang J-15 navalized fighter. All images via Chinese Internet

Left: The first Chinese aircraft carrier, the Liaoning, is the modified Varyag of the Soviet Navy. It will be followed by an expected three totally new carriers.

THE SEA DRAGON RISESChina’s naval aviation — in detail


During the last decade the People’s Liberation Army Naval Air Force has developed further towards becoming a truly capable air arm than at any time since its foundation. It is today able to perform a number of roles, which are no longer restricted to air defense and support missions, and no longer does it have to hide behind the ‘real’ Air Force.

report: Andreas Rupprecht

As noted previously, at this time the PLANAF had not yet officially been founded. This only changed on September 6, 1952, when a Naval Aviation Department was formed as a separate administrative body within the PLAN Headquarters in Beijing and thus as a separate operational branch. Additionally, an organic Naval Aviation HQ was established at Liangxiang air base, close to Beijing.

By late 1954 five PLANAF divisions and one independent regiment had been established. The 9th PLAAF Division based at Jilin followed the path of its sister unit on December 7, 1955 and was established as the 5th Naval Division based at Yantai Laishan. Altogether the PLANAF set up three further

divisions during the 1960s, reaching its peak strength of nine air divisions, an air academy with an air academy regiment, and six independent regiments by the early 1970s. Other reports, however, describe a slightly different reality, with only a few ‘true’ divisions in existence. In May 1978, however, the existing units were re-structured into the 1st to 3rd Bomber Divisions as well as the 4th to 9th Fighter/Attack Divisions, now with dedicated roles.

ProblemsThe PLANAF has experienced a much slower pace of development during recent years. Whereas the PLAAF has been undergoing a constant process of

modernization and re-organization since at least 1985, the PLANAF introduced its first major changes only in 2000.

The Air Force has invested heavily in obtaining much more modern combat aircraft and equipment, as well as developing entirely new doctrine and training syllabi for its crews, but the PLANAF only retired its hopelessly obsolete J-6s in 2006. Until a few years ago it was still equipped mainly with J-7s and J-8s, and had no airborne early warning aircraft. Close co-operation between the two air arms was almost unheard of. On the contrary, there appears to be considerable disagreement and no little rivalry between the services with regard to responsibility for air defense not


Code Unit (Division/Regiment) Base Aircraft type Remarks2nd Naval Aviation Division (Specialized) HQ Laiyang

9xx1 4th Air Regiment Laiyang Y-8J, Y-8W(GX5)

AEW unit (not yet re-numbered), former 1st Independent Regiment

9xx3 5th Air Regiment (Det) Qingdao-Tuandao SH-5 ASW unit (not yet re-numbered), former 3rd Independent Regiment

9xx6 5th Air Regiment Qingdao-Licang SA321Ja, Z-8JH, Z-9C, Y-5

Former 6th Independent Regiment; base also known as Changkou

9xx1 6th Air Regiment Dalian-Tuchengzi Y-8X, Y-8JB (GX2)

EW/ELINT/SIGINT unit (not yet re-numbered);former 1st Independent Regiment

5th Naval Aviation Division HQ Yantai-Laishan

82x7x 13th Air Regiment Shanhaiguan JH-7A Base also known as Qinhuangdao; former 7th Division, 20th Air Regiment (not yet re-numbered)

82x5x 14th Air Regiment Yantai-Laishan JH-7A83x5x 15th Air Regiment Jiaozhou J-8F, J-8FH, JZ-8F Dispersal at Qingdao-Liuting

The geographical area of responsibility of the North Sea Fleet (NSF) extends from the Korean border to roughly 35°10’N, and thus includes coverage of the coast of the Shenyang, Beijing and Jinan MRs. Historically, the NSF received most attention because of its responsibility for the coastal defense of north-east China and Beijing against a possible US or Soviet amphibious landing. More recently, the importance of the NSF lies foremost in its control of

most of the PLAN’s nuclear attack and ballistic missile submarines, all of which are based at Qingdao, which also houses the HQ of the NSF. It seems as if additional changes might be planned in the near future in line with the establishment of a carrier-borne unit, which would include a new distribution of helicopter units — including between the NSF and ESF — and the consolidation of anti-submarine units.

North ChiNa Sea Fleet Naval air ForCe

Code Unit (Division/Regiment) Base Aircraft type Remarks

9xx293x295x2B-401xB-410xB-470x

2nd Independent Regiment LiangxiangzhenAn-26, Y-7, Y-8C, Y-8CH, Yak-42, CL-650, CRJ-200LR

Re-assigned from NSF

B-410x 2nd Independent Regiment (Det) Mianyang Cessna S550 Airborne Remote Sensing Center

PLANAF Training Base

81x7x 2nd Training Regiment Qinhuangdao/Shanhaiguan JL-9H

Former 7th Division, 19th Air Regiment; may move to Suizhong or Huangdicun (Xingcheng-2)

1xx Detachment or new unit Xingcheng-2 J-15 Also known as Huangdicun

Naval Aviation Air Academy (Naval Flight Academy) HQ Changzhi (Wangcun)

81x0x, 93x0 1st Training Regiment Huludao CJ-6A, Y-5 Also known as Flight Training Institute

82x0x 2nd Training Regiment Changzhi (Wangcun) JL-8H

83x0x 3rd Training Regiment Xingcheng-1 JL-9G Base unconfirmed

84x0x 4th Training Regiment — Navy Fighter School Jiyuan JL-8H Maybe also at Changzhi

90x0 93x0 98x0 4th Training Regiment — Training Base Flight Changzhi (Wangcun) NA Y-7, HYJ-7, Mi-8, Z-9C Plus a few transferred to the

PLANAF Fighter School at Jiyuan

Naval aviatioaviatioa N uNitS aS aS SSigNed direCtly to PlaN headquarterS

only of crucial naval facilities, but also the entire coast of China. The existing system for the defense of these areas is based on geographical sectors rather than actual capabilities and doctrine, indicating that no joint operations are envisaged.

Although a number of its traditional divisions are reportedly in the process of disbandment, the PLANAF at present appears to have a brighter future ahead. Its overall capabilities have been considerably bolstered in recent times, primarily through the introduction of potent fighter-bomber types, but also thanks to various new assault, anti-submarine and other helicopters. This might point to a future in which the PLANAF specializes in fleet support operations — foremost, anti-ship attack, surveillance, and anti-submarine warfare — while the PLAAF is expected to concentrate on classic air-intercept taskings.

Future prospectsSome aspects of the PLANAF’s future remain unclear. For example, it is unknown to what degree the PLANAF might be affected by the ongoing military reforms in China; on the other hand, there are reports that the force might be expanded through the establishment of its tenth division, which could be tasked with providing crews and aircraft for the future carriers operated by the PLAN.

Recent sea trials of the first Chinese carrier, the completely overhauled and modified former Soviet Navy ship Varyag, now Varyag, now Varyagchristened Liaoning, as well as the June 2011 Liaoning, as well as the June 2011 Liaoningannouncement by the PLA’s Chief of Staff that the PLA intends to construct at least three aircraft carriers, two of which are said to be already under construction at the Jiangnan Shipyard in Shanghai, are a clear sign in this direction.

Additionally, the PLANAF is in the process of completing development of the Guizhou JL-9G dedicated carrier-capable jet trainer and the Shenyang J-15 navalized fighter-interceptor, as well as related tactics, on-board procedure, and joint operations.

OrganizationIn contrast to the PLAAF, the PLANAF’s organizational structure has not changed much since its establishment. The PLAN Headquarters represents the highest tier, subordinated to the PLA General Staff Department and the Chairman of the Central Military Commission, and consists of four General Departments (the General Staff Department, Political Department, General Logistics Department and General Armament Department).

The Fleet Headquarters forms the second tier and represents the operational component related to geographical sectors. The Fleet HQs are under a two-fold command, being not only under the command of PLA HQ, but also their respective Military Region HQ (the PLAN’s three Fleet HQs are regarded as MR Deputy Commander-grade organizations, and therefore each Fleet commander is concurrently assigned as an MR Deputy Commander).

The third tier consists of support bases, responsible for the comprehensive support of all naval forces within their area of responsibility, and the fourth of garrisons. Aside from this administrative chain of command, there is also an operational chain of command,


Top left: This J-10AH is attached to the 4th Fighter Division’s 12th Air Regiment.

Above top to bottom: The PLANAF is busily developing the Guizhou JL-9G/H dedicated carrier-capable jet trainer.

New pilots march past rows of JL-8s at the Naval Aviation Air Academy.

One of the new J-11BSH ‘Flankers’, thought to be a navalized derivative of the Su-27UBK.


Code Unit (Division/Regiment) Base Aircraft type Remarks4th Fighter Division HQ Ningbo-Zhuangqiao

81x4x 10th Air Regiment Feidong Su-30MK2 Temporarily based at Ningbo-Zhuangqiao in 2012-13

9xx4 11th Air Regiment Ningbo-Zhuangqiao Mi-8, Ka-28, Ka-31

Former 4th Independent Regiment (not yet re-numbered)

83x4x 12th Air Regiment Taizhou-Luqiao J-10A,J-10AH Temporarily based at Feidong in 2012-13

6th Naval Aviation Division HQ Shanghai-Dachang81x6x 16th Air Regiment Shanghai-Dachang JH-7 (mod)

81x1x 17th Air Regiment Jiangsu Benniu H-6G (plus a few H-6A)

Former 1st Air Regiment/1st Bomber Division; base also known as Changzhou (not yet re-numbered)

82x6x 18th Air Regiment Yiwu JH-7 (Block 02) Renamed 17th Air Regiment

HY-0x Reconnaissance Dadui Huangyan/ Luqiao (Taizhou) BZK-005 UAVNew unit moved in when 12th Regiment/4th Fighter Division left Luqiao in late 2010

East China sEa FlEEt naval air ForCEThe geographical area of responsibility of the East China Sea Fleet (ECSF) extends from the Shandong/Jiangsu provincial border to that of Fujian/Guangdong. As such, this fleet has a key role in facing Taiwan, and its primary role in the case of war would be to support any PLA amphibious operations against that island.

Interestingly, following the departure of the 12th Regiment from Luqiao in late 2010, a new reconnaissance unit was established operating the BZK-005 UAV. Historically, the ECSF PLAN is the oldest, being formed on April 23, 1949. Its HQ is in Taizhou and its commander is also the Deputy Commander of the Nanjing MR.

beginning with PLAN HQ, via the Fleets, to operational units (divisions, regiments, groups and squadrons) and bases, but about which much less is known.

structural changesIn the past, the PLANAF maintained a relatively large number of independent regiments. This was a product of the necessity to operate a larger number of specialized units, in terms of mission and equipment, to meet the Navy’s requirements.

While the re-structuring of the PLAAF has been discussed quite openly, similar efforts are already under way for the PLANAF, albeit under much greater secrecy. The re-organization of the naval air arm can be traced back to 2007 and became evident with the re-assignment of bomber regiments to other divisions. In line with this, several special missions assets were concentrated and one operational division became the PLANAF Training Base.

The rumored creation of an additional 10th Division has not materialized, but cannot be excluded at a later date, when carrier-based units are established.

Strangely, aircraft have not actually been re-numbered to reflect their changed subordination, creating a certain degree of confusion. However, the situation now seems to have been finalized, and the final step within this process was the incorporation of the previously independent helicopter regiments into regular divisions in 2012.

Reflecting their mixed status, the six present PLAN air divisions are now uniformly styled as Naval Aviation Divisions.

Plan headquartersHistorically, the Naval Aviation Headquarters were located quite far away from the sea, at Liangxiang (Liangxiangzhen) near Beijing. Although it had been re-subordinated under the Headquarters Department at PLAN Headquarters by around 1986, and then

An H-6G long-range bomber attached to the 23rd Air Regiment at Guiping-Mengxu.

The Ka-28 is attached to the 11th Air The Ka-28 is attached to the 11th Air Regiment at Ningbo-Zhuangqiao.


Code Unit (Division/Regiment) Base Aircraft type Remarks

8th Naval Aviation Division HQ Jialaishi

81x8x 22nd Air Regiment Jialaishi J-11BH, J-11BSH Formerly based at Haikou-Da Yin

81x2x82x3x 23rd Air Regiment Guiping-Mengxu H-6G, H-6DU Former 8th Air Regiment/3rd Bomber Division (2011)

and 2nd Bomber Division (2003) (not yet re-numbered)

83x8x 24th Air Regiment Jialaishi J-7EH, JJ-7 Base unconfirmed; reportedly due to convert to J-10AH/ASH

9th Naval Aviation Division HQ Lingshui

81x9x 25th Air Regiment Lingshui J-11BH, J-11BSH Currently under conversion from J-8H and JJ-6

9xx7 26th Air Regiment Sanya (Yaxia) Y-7, Z-8J, Z-8S,Z-9C

Former 7th Independent Regiment (not yet re-numbered)

83x9x 27th Air Regiment Ledong (Foluo NE) JH-7A

The geographical area of responsibility of the South China Sea Fleet (SCSF) extends from the Fujian/Guangdong provincial border to the frontier with Vietnam. Most of its surface vessels are stationed at Zhanjiang naval base, while Yulin on Hainan Island is the major submarine base. The SCSF was established in late 1949, mainly using former Nationalist vessels and personnel (which either were captured or defected during the latter stages of the Civil War).

Historically, it has been considered a lower priority than the other two Fleets. However, a major expansion was launched during the 1970s following a conflict over the Parcel Islands, and more recently as a result of disputes between the PRC, Vietnam and the Philippines over the Spratly Islands. Locally-based PLANAF units were significantly bolstered during the last decade and units now assigned to the SCSF maintain some of the highest readiness rates within the entire PLAN.

South China Sea Fleet naval air ForCe

abolished as an independent Naval Aviation Headquarters as part of its downsizing program during late 2003, the Naval Aviation Department was retained as a second-level organization under the Headquarters Department at PLAN Headquarters. Even today PLAN Headquarters is therefore responsible for naval aviation training assets such as the Naval Aviation Air Academy, the PLANAF Training Base, which was established in 2011 from the former 7th Division, and the only current remaining Independent Regiment, the 2nd, which acts as a headquarters liaison unit. It is evident that the PLANAF has a complete independent fixed-wing training syllabus, ranging from basic training on the CJ-6 to operational conversion on the JL-8, JL-9 and even JH-7A; however, it seems that very few ZL-9 training helicopters are available.

The latest addition to the Naval HQ’s force is the carrier LiaoningLiaoning (CV 16), which is directly (CV 16), which is directly Liaoning (CV 16), which is directly LiaoningLiaoning (CV 16), which is directly Liaoningassigned to Headquarters, even though it is based at Qingdao-Xiaokouzi (Guzhenkou Bay Surface Fleet Base) within the administration of the North Sea Fleet. This is consistent with previous reports stating that the ship is not intended for operational use, but rather as a training vessel to explore carrier operations.

Additionally, the PLAN has formed the Navy’s first carrier-based unit. So far the PLAN remains tight-lipped about the true nature of

this unit, but the most likely base is Huangdicun — also known as Xingcheng-2 — which was constructed as a dedicated carrier-training facility with a ski-jump ramp and hangars for a full J-15 regiment. Also unclear is the true designation of this unit, which for the moment seems to receive assets

assigned from other units when required, although, according to several reports, the former 7th Naval Aviation Division might be a candidate to be re-formed as the PLANAF’s first dedicated carrier wing, with three regiments of J-15 fighters, JL-9G trainers, and Ka-28PL/PS and Ka-31 helicopters.

A Yu-7 torpedo-toting Z-9C. This naval light utility helicopter generally operates from older classes of destroyer and frigates.

The Y-8GX-2 is a dedicated naval ELINT version of the venerable ‘Cub’ and is distinguished by a large chin radome.

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88

ExErcisE REpoRt

April 2014 www.combataircraft.net

This photo: Killer stare — a 27th Fighter Squadron F-22, callsign ‘Pulsar 01’, prepares for a pre-strike tanker top-up from a ‘Blue Force’ KC-135R, callsign ‘Enco 45’. The Raptors worked closely with the RAF Typhoons in a formidable partnership that is becoming increasingly close.

Below left to right: In the zone — a young No 6 Squadron pilot, Flt Lt Scott Holliday-Stevens, is ready and focused for the daylight ‘go’.

The manic EOR (End Of Runway) area near the runway 03L threshold at Nellis as the main ‘Blue Force’ push gets into full swing. The F-16C nearest the camera is from the Colorado ANG’s 120th FS.

Following the unprecedented cancellation of two of last year’s events due to sequestration, ‘Red Flag’ is back with a vengeance. The first of 2014’s scheduled three-week exercises took place at Nellis AFB in February.

report and photos: Jamie Hunter

As Us Air Force squadrons seek to return to full combat readiness following last year’s budget-related grounding orders, exercise ‘red Flag’ has returned to a

full schedule in 2014. The first of three ‘red Flags’ at Nellis AFB, Nevada, slated for the current calendar year (14-1) took place from January 27 until February 14.

As usual, it attracted a wide range of participants; however, as a high-security exercise, international participants were limited to Australia and the UK. As well as Us Air Force units, the event also saw involvement from Us Navy weapons test squadron VX-31 ‘Dust Devils’ and Us Marine Corps F/A-18A unit VMFA-314 ‘Black Knights’. Both of these were limited to a two-week participation on budgetary grounds.

The royal Air Force was back at Nellis, this time making the debut of its new

Tranche 2 Eurofighter Typhoon FGr4s with a detachment led by No 6 squadron, supplemented by No 1(F) squadron, both from rAF Leuchars. The Tornado Gr4 was also represented, one of the rAF’s only two-remaining front-line Gr4 units, No iX(B) squadron, making a valuable contribution to the ‘mud-mover’ force.

The exercise followed its familiar format, all ‘red Flags’ now being composed of one daylight and one night wave each day. swarms of ‘aggressor’ F-15Cs and F-16Cs typically preceded the main ‘Blue Force’ package, with the Typhoons again flying alongside the 1st FW F-22 raptors to clear out the air picture ready for the ‘gorilla force’ of F-16CJs, F-15Es, B-2s, Tornado Gr4s and royal Australian Air Force AF-18As.

Combat Aircraft will feature more in-depth coverage of ‘red Flag’ with a pilot’s perspective of the exercise in a forthcoming issue.



Clockwise from left: The night-time missions involved a far greater spread of assets, with the EA-18G Growlers of VAQ-132, for example, only flying on this wave. The RAF Typhoons (pictured) flew six jets on each mission, squadron engineers reporting a dramatic increase in serviceability as the exercise progressed.

A Royal Australian Air Force E-7A Wedgetail AEW&C aircraft gets airborne from Nellis’ runway 03R ahead of the main ‘Blue Force’ package. The Wedgetail worked alongside USAF and RAF E-3 AWACS to build and manage the battlespace picture during each mission.

VMAQ-4 ‘Seahawks’ sent a very welcome quartet of EA-6B Prowlers to Nellis for the entire exercise.

The RAAF AF-18As made use of the latest capabilities available to them including ASRAAM short-range missiles, Litening targeting pod and GBU-54 laser JDAM.

Toting a Litening III targeting pod and an inert Paveway IV, one of the four Tornado GR4s eases out into the night at Nellis.


The ‘Roving SandS’ exercises began in 1989, but, due to budget constraints and the demands of real-world missions, what started as an annual event was subsequently held every other

year, before ceasing entirely after 2005. in addition to the various aircraft, the blockbuster 1997 edition — taking place from april 17-26 — involved around 20,000 troops from all branches of the US military, as well as soldiers from Canada, germany and the netherlands.

The joint exercise would cover approximately 14,000 square miles between Fort Bliss, Texas and Roswell, new Mexico, including the White Sands Missile Range and part of northern new Mexico. The basic purpose of ‘Roving Sands’ was air defense, with a focus on the protection of ground troops and assets from attacks by enemy aircraft and missiles. objectives were

the planning, establishment and execution of a joint integrated air defense System (iadS), and the use of joint composite strikes against targets protected in turn by a modern iadS.

For the 1997 exercise, the Red Forces would be made up primarily of US navy aircraft, many of which had recently finished a cruise with Carrier air Wing 14 on the USS Carl Vinson (Cvn 70). The commander of the Red Forces was CaPT Thomas Kilcline Jr. he would eventually retire in 2010 as a three-star vice admiral with over 5,600 hours of flight time and 1,150 carrier landings.

The Red Forces would hQ out of the large facility located at Roswell, new Mexico, which in the late 1940s had been the biggest Strategic air Command bomber base. CaPT Kilcline described some of his assets for the exercise. ‘We would have the support of numerous aircraft types, and not all of them fighters.

These would include the B-52h, B-1B and the eC-130s, all of which would operate from bases in other states; they would also have tanker support. [But] the largest number of aircraft would come out of various US navy air groups.

‘The Red Forces would house 39 aircraft at Roswell, with the germans operating their Tornados out of their home base at holloman, new Mexico. Supporting us would also be some surface-to-air weapons such as Sa-6s, Sa-11s and Sa-13s. These would be up on the north ranges close to the Colorado state line. The SS-1 ‘Scud’ surface-to-surface missiles would be simulated with trucks that had tubes mounted on them. i can tell you that putting all of this together as a navy air Wing Commander was a real challenge and it was something that a Cag would normally not have to do.’

The ‘friendlies’ of the Blue Forces used Cannon aFB at Clovis, new Mexico as

CDR Dave Cully pitches out in his F-14D of VF-31 as he returns a section of Tomcats to the Red Force base at Roswell. Dave Cully via author


their base of operations, and flew US Air Force F-15Cs, F-15Es, EF-111As and almost two-dozen F-16Cs. The German Luftwaffe provided the Blue Forces with the services of six F-4F Phantom IIs. Single examples of the RC-135, E-3 and U-2 were also on hand. The US Marines furnished two HAWK missile battalions to defend the high-value assets of the friendly ground forces.

When the aircraft of the Blue Forces were tied in closely with the surface-to-air shooters (Patriot and HAWK missiles), the result was the perfect IADS. The Patriot provided a high- and medium-altitude defense against hostile aircraft and tactical ballistic missiles.

Red leader remembersOne of the leaders of the Red Forces was CDR Dave Cully, who had commanded VF-31’s Tomcats on their recent cruise on the

A one-of-a-kind event, ‘Roving Sands ’97’ was, at the time, the largest joint tactical air operations exercise to be staged anywhere in the world. Some of those involved in this sophisticated multi-national training scenario recall their experiences. As a contrast to our ‘Red Flag’ report, we hark back to how exercises used to look!

report: Warren E. Thompson

‘If this had been a real war, there would not have been any way the Red assets could have survived the attempts to destroy them on the ground’CAPT Thomas Kilcline Jr

‘The moTher of all combined exercises’


Carl Vinson: ‘While we performed the ‘bad guy’ mission, we still tried to conform to our basic tactics. On one of the ranges, we were able to drop live ordnance, most of which were Mk76s. We were able to get some practice in air-to-surface as we conducted our runs down there against their IADS and tested their effectiveness. What we did, essentially, was try to maintain our air wing’s way of doing business.’

Teaching aircrew how to attack and survive in heavily-defended airspace was the major theme for ‘Roving Sands’. But the three Soviet-designed SAM types used by the Red Forces were not the only targets for each inbound strike package. ‘Scud-B’ and ‘Scud-C’ missiles were hidden up on the New Mexico/Colorado state line. Unfortunately, a huge snowstorm hit that area during the final three days of the exercise and kept the attacking forces out.

CAPT Kilcline continued, ‘For the Red Forces, it was a win-win situation. If we won, we were teaching the Blue Forces how to survive and they continued to get better with each day. If we lost, then the victors had learned well. All of this was a condensed learning process that taught survival skills and tactics that you would only have seconds to pick up on and execute. If this had been a real war, there would not have been any way the Red assets could have survived the attempts to destroy them on the ground.

‘With regard to what we utilized for a typical strike against the Blue Forces’ assets, this would consist of all 12 of our F/A-18 Hornets, two divisions of Tomcats, a couple

A shark-mouthed F-16C from the 27th TFW’s 524th TFS ‘Hounds’. The unit contributed to the 22 ‘Vipers’ that participated in the exercise. USAF/SrA Jeffrey Allen

A ‘Scorpions’ EA-6B Prowler heads out over the desert of southern New Mexico to protect the defending Red Forces aircraft against the attacking Blue Forces. Robert D. Wood via author


of helos, up to three EA-6B Prowlers, and one E-2C Hawkeye (it was launched first which gave it plenty of time to look over the range and relay anything that was important back to the main force). This was the perfect package and we folded it in such a fashion that at least some portion of these assets got to do some unit-level training and do some live ordnance dropping. This was done on other ranges away from the valuable SAM sites. After dropping their ordnance, they automatically turned to the air-to-air role.’

‘We worked two cycles in a three-hour window. This is known as a vulnerability period. In the first 1.5 hours, we were offensive counter-air, and this was all strikes. The Blue Forces’ F-16s and F-15s were trying to keep us from coming in. As we pulled out of that, some of our strikers broke away and headed for the tankers, and when they topped off, they took up the combat air patrol (CAP) role. Then… during the final 1.5 hours, the Blue Forces started forming up strike packages and headed north to hunt for the ‘Scuds’. We were constantly trying to slow down or stop their ability to move around in the areas they wanted to. We opposed their strikes coming north. The reason we did this was because of de-confliction issues. We could easily be launching our strikes when they were launching theirs. All you would end up with was two strike packages running into each other and we would not know who was doing what to whom! The set-up we used was strictly for safety reasons and was realistic enough to get the job done.’

The US Army has operated Mi-24 ‘Hinds’ since the 1990s as part of what is now the Threat Support Activity at Biggs Army Airfield. This ‘Hind’ is seen during Roving Sands ’97 and a simulated aerial chemical attack on an air defense site on the Dona Ana Range at Fort Bliss, Texas. DoD/SrA Jim Shryne

A smart AGM-88 HARM-toting F/A-18A of VFA-115 rolls out at Roswell during ‘Roving Sands’. Warren Thompson

The flightline at Roswell was jammed as the aircraft prepared for a long day

of fighting the friendly forces. These EA-6B Prowlers were flown by VAQ-132

‘Scorpions’. Warren Thompson


Introducing the RQ-170 ‘Wraith’by DaviD axe and joe trevithick

The US Air Force assigns official names to its warplanes — and they’re often not very suitable. A-10 Thunderbolt ii. F-16 Fighting Falcon. B-52Stratofortress. B-1 Lancer.

Airmen inevitably give the airplanes unofficial nicknames that are far more fitting. unofficial nicknames that are far more fitting. unofficialA-10 ‘Warthog’. F-16 ‘Viper’. B-52 ‘Buff’. B-1 ‘Bone’.

Now, four years after its public unveiling, we’ve finally confirmed the nickname of the secretive, radar-evading rQ-170 Sentinel drone that has snooped on iran, North Korea and China, and even helped Navy SeALs find and kill al-Qaeda leader Osama bin Ladenin Pakistan.

it’s the rQ-170 ‘Wraith’. A wraith is a ghost.The name is appropriate considering the Lockheed Martin-made drone’s alleged ability Lockheed Martin-made drone’s alleged ability to evade radar detection, thanks to its flying wing shape and, apparently, special radiation-absorbing coatings.

The rQ-170 is the result of a crash program in the early 2000s to finally restore the US AirForce’s ability to spy inside the borders of heavily armed enemies. The Mach-3 Sr-71 ‘Blackbird’ manned reconnaissance aircrafthad performed that role from the 1960s until its retirement in the late 1990s.

Lockheed built an estimated 20 or 30 rQ-170s and the US Air Force assigned them to the 30th reconnaissance Squadron at the remote Tonopah Test remote Tonopah Test remote T range in Nevada.

rQ-170s, presumably fitted with cameras and radars, were spotted flying over iraq during the build-up to the 2003 US-led invasion.

The drones continued on to Afghanistan andwere photographed several times, starting in 2007, by journalists at NATO’s Kandahar Air Field in the country’s south. in 2009, the 30th reconnaissance Squadron took its rQ-170s on a tour of America’s main Pacific bases, including a stop-over in South Korea.

The US Air Force copped the existence of the type in December 2009.

in 2010, the stealth drones were at Al Dhafra, the sprawling air base the US leasesfrom the United Arab emirates for spyflights over iran. When Navy SeALs raided Bin Laden’s Pakistan compound in May 2011, an rQ-170 was overhead. And in December 2011, one of the drones crashed on theAfghanistan-Afghanistan-iiran border, presumably whileran border, presumably whilesurveilling iranian targets — possibly including the country’s nuclear program. The wreckage was seized by iranian agents and put on display for propaganda purposes.Tehran later claimed it could copy the drone’s technology.

The satellite-controlled rQ-170s have been fairly silent since the crash, and the US AirForce has not provided more information on the drones’ deployments. According to Aviation Week reporters Amy Butler and Bill Aviation Week reporters Amy Butler and Bill Aviation WeekSweetman, the Air Force is testing a bigger, stealthier rQ-180 drone, made by Northrop Grumman, to eventually replace the rQ-170.

But for now the rQ-170s supposedly remain active. To find out more, we used the federal active. To find out more, we used the federal active. TFreedom of information Act to acquire USAF Air Combat Command’s official annual history for 2010.

While heavily redacted, the history does include a telling footnote. in January 2010, Air Combat Command circulated a documententitled ‘rQ-170 Sentinel ‘Wraith’ CapabilitiesBriefing’. it’s the only official mention we’veseen of the drone’s nickname.

The moniker has certainly been hinted at. The rQ-170 was apparently part of the classified Desert Prowler reconnaissanceprogram. The uniform patch for Desert Prowler included the image of a wraith, clearly lifted from an insane Clown Posse album cover.

We asked the US Air Force to confirm the nickname but the flying branch ignored us. nickname but the flying branch ignored us.

however, a quick Google search led us tothe website of Gannet international, a Washington DC-area drone consultancy. The Washington DC-area drone consultancy. The Wsite includes a biography for Gannet member Bruce Black, a retired US Air Force officer whose flight experience includes ‘more than 4,000 hours in the T-37 as an instructor pilot, the C-130, the MQ-1 Predator and the rQ-170 Wraith.’

Black did not return our phone call, butwe’re assuming he was accurate in his biography. And so it’s confirmed — the US Air Force calls its secretive stealth drone, at least unofficially, the ‘Wraith’.

the rQ-170 Wraith is now seen operating regularly from creech aFB, Nevada.

‘The RQ-170 was apparently part of the classified Desert Prowler reconnaissance program. The uniform patch for Desert Prowler included the image of a wraith, clearly lifted from an Insane Clown Posse album cover’

‘The RQ-170 was apparently part of the classified

96 april 2014 www.combataircraft.net

Dispatches from the

front line of aerospace

technology

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Despite a series of severe cutbacks, the US Navy still maintains by far the most impressive naval air arm in the world. Its most visible, and versatile, elements are the air wings that serve aboard the fleet of nuclear-powered aircraft carriers.

report: Tom Kaminski and Rick Burgess

They are The ultimate symbol of air power projection, a flexible force able to react at short notice to support the US president on the international stage and meet aggression

or support humanitarian operations. The US Navy’s mighty nuclear-powered aircraft carriers stamp america’s military might in the minds of any potential adversary, and provide a compelling deterrent to would-be aggressors. a compelling deterrent to would-be aggressors. each supporting an air wing that is the equivalent of many proud air forces, and with its supporting vessels, the Carrier Strike Group (CSG) is the backbone of the US Navy.

Battle groups operate in international waters without needing permission for landing or overflight rights. each is a self-sustained floating airport that is sovereign US territory. When deployed, they operate with their own ZIP code, post office, hospital, dental clinic, barber shops, athletic facilities and chapels.

40 March 2014 www.combataircraft.net

More than 18,000 meals are prepared daily and each of the crew has e-mail access.

A carrier has approximately 18 levels, including eight above the ship’s enormous hangar bay and 10 decks below. The ‘island’ or superstructure above the flight deck contains the bridge, where the admiral and his staff can watch operations and conduct planning at the task group level.

On a strategic level, the US Navy is currently reacting to the ‘pivot to the Pacific’. ‘We’re reacting to the ‘pivot to the Pacific’. ‘We’re slowly shifting from a 50/50 mix in the US Navy to a 40 per cent Atlantic, 60 per cent Pacific mix’, said VADM Robert L. Thomas, describing the swing away from traditional areas of operation.

ADM Harry Harris, the US Pacific Fleet commander, commented recently, ‘Our President and Secretary of Defense are clear. As a nation, we will re-balance to the Pacific and we will work closely with our allies and partners in the Indo-Asia-Pacific region.’

However, the recent budgetary restrictions have severely impacted upon the Carrier Strike Groups, with intense deployment schedules, and little time for rest and recuperation of assets and personnel.

The premature retirement of the USS Enterprise (CVN 65) in 2012 ‘temporarily’ Enterprise (CVN 65) in 2012 ‘temporarily’ Enterprisereduced the US Navy’s carrier fleet to just 10 ships. It was allowed to retire the Enterpriseearlier than planned in order to save $2.2 billion in operations and maintenance costs, billion in operations and maintenance costs, but needed to gain approval to drop below 11 ships as required by a Congressional Statute. The fleet will be returned to 11 aircraft carriers when the USS Gerald R. Ford (CVN Gerald R. Ford (CVN Gerald R. Ford78) enters service in 2016. This is the first of a new class of aircraft carriers and will differ from the current fleet in many respects. The most noticeable change is the re-located and re-designed island structure, which has been shifted 100ft (30.5m) further aft. Additionally, the re-designed and more efficient flight deck

has just three flight deck elevators rather than four, and an improved weapons handling system. The flight deck configuration provides a 25 per cent increase in the ability to launch and recover aircraft and it is equipped with an Electro-Magnetic Aircraft Launch System (EMALS). New and simplified nuclear propulsion plants and electrical power generation systems are also incorporated, allowing the ship to operate with a smaller crew.

The 10 remaining carriers, which are all Nimitz-class nuclear-powered ships, are dispersed among five home ports. The Pacific Fleet carriers are based in Coronado/San Diego, California; Bremerton and Everett, Washington; and Yokosuka, Japan. All four of the Atlantic Fleet carriers are currently stationed in Norfolk, Virginia, while the USS Abraham Lincoln is undergoing a Refueling and Complex Overhaul (RCOH) in Newport News, Virginia.

This photo: F/A-18E Super Hornets from VFA-14 ‘Tophatters’ fly over the USS John C. Stennis (CVN 74) following an eight-

month deployment to the US 5th and 7th Fleet areas of responsibility. US Navy/MCSSA Ignacio D. Perez

Top left: A yellow-shirted aircraft director maneuvers a C-2A Greyhound from logistics support squadron VRC-30 into

position aboard the USS George Washington (CVN 73), ready to launch. US Navy/MCSS Chris Cavagnaro

41 41www.combataircraft.net March 2014

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