Advanced jet TRAINING ALENIA AERMACCHI M-346 • ISRAELI SKYHAWK RETIREMENT • PACER CLASSIC T-38 TALONS • GREEK BUCKEYES AND TEXAN IIS

Volume 17 • Number 3 AMERICA’S BEST SELLING MILITARY AVIATION MAGAZINE

combataircraft.net EAGLE FROM THE Pilot stories from the mighty F-15C ‘Desert Storm’

25 years ON F-15C victories IN THE NEWS: USAF Saves the a-10

SIKORSKY CH-53K C-5 SUPER GALAXY KING STALLION AT DOVER AFB S-3 Vikings

BOW OUT OF UK £4.50 SERVICE WITH VX-30 CHINESE FIGHTER

BOMBER REVIEW MARCH 2016

SPECIAL air force air power YEARBOOK 2016

Produced by the Combat Aircraft team; the US Air Force Air Power Yearbook is the ultimate guide to the world’s most powerful air arm. Packed with features on latest aircraft capabilities, famous squadrons and the personnel that fly and maintain the various types, plus a detailed unit and aircraft air power review. This 100-page publication is a must-have for USAF aviation fans. FEATURING:

F-22 on the front line A review of the Raptor’s combat debut over Syria and recent deployment to Europe. 40 Years of exercise’ Red Flag’ A review and tribute to the world’s most famous exercise. Bayou Militia A unit review of the F-15Cs of the 122nd Fighter Squadron Louisiana ANG F-35 training Behind the scenes at Eglin and Luke AFB as the F-35 training squadrons get up to full speed. B-1 today Exclusive interviews with B-1 senior officers as we detail recent combat operations and latest JUST upgrades for the B-1 Lancer. Plus a full review of all USAF types and £5.99! squadrons. And much more!

A NEW SPECIAL PUBLICATION FROM KEY PUBLISHING AVAILABLE UNTIL 18TH FEBRUARY FROM AND ALL LEADING NEWSAGENTS JUST £5.99 FREE P&P* *Free 2nd class P&P on all UK & BFPO orders. Overseas charges apply. 002/16 Free P&P* when you order online at Call UK: 01780 480404 www.keypublishing.com/shop OR Overseas: +44 1780 480404 Monday to Friday 9am-5:30pm SUBSCRIBERS CALL FOR YOUR £1.00 DISCOUNT! March 2016 • Vol 17 • No 3

F-15C from the cockpit. USAF pilots recount personal 38 experiences of  ying the Eagle

24 IN THE NEWS SKYHAWK SUNDOWN Yissachar Ruas looks back at the nal 06 Headline News days of the McDonnell Douglas A-4 US Air Force gives A-10 a reprieve, rst A-29 Skyhawk in Israeli service Super Tucanos delivered to 08 US News US nally retires S-3 Viking, F-35 ADVANCED JET TRAINING production ramps up and all the latest unit and deployment news 66 CLASSIC TALON Michael Keaveney looks at Pacer 16 World News Classic III, the US Air Force’s latest News from Europe and around the globe Northrop T-38 Talon life extension including China’s ‘Growler’ clone, plus all 58 program the latest military losses GALAXY QUEST 70 WHERE EAGLES SOAR Neil Dunridge heads to Dover Chris Balmer and Mark Rourke 26 SPECIAL K AFB to talk C-5M Super Galaxy visit the Hellenic Air Force’s 120 Air Known as the King Stallion, Sikorsky Aircraft’s Training Wing at Kalamata, the home CH-53K represents the third generation of the of both the Texan II and Buckeye heavy-lift helicopter, as Tom Kaminski details trainers 32 PEGASUS AT THE TOP END 74 MASTER COMES Roy Choo joins the Aviation Combat Element OF AGE of the 2015 Marine Rotational Force — Darwin Francesco Militello Mirto and Luca during its deployment to ’s Northern La Cavera  y with the 61° Stormo at Territory late last year Lecce-Galatina, now home to the T-346A Master as ’s Aeronautica 92 Militare inducts this new trainer into F-15C FROM THE COCKPIT its pilot training program ‘BLOODHOUND’ 38 EAGLE DRIVER VIKINGS BOW OUT 80 DUTCH MASTERS FIGHT’S ON! Although the S-3 Viking was retired from Stephan de Bruijn explains how Representing nothing less than a operational service in 2009, test squadron VX-30 the Royal Air Force revolution in air combat when it rst ‘Bloodhounds’ continued  ying the type at NBVC is gearing up for the arrival of the appeared in 1972, the F-15 Eagle Point Mugu until January. Scott Dworkin reports F-35A. This means nding a new remains the yardstick by which other ghter lead-in training platform — Western ghters are measured. Retired and the M-346 Master might just t US Air Force F-15C pilot Doug ‘Disco’ the bill Dildy takes us aloft for some fast-paced basic ghter maneuvers 84 THE DRAGON’S CLAWS 46 ON A ‘KNIFE’ EDGE Andreas Rupprecht details the latest US Air Force Eagle driver Maj Ben ‘Evil’ intelligence on the ‘mud-movers’ of the Cook provides a from-the-cockpit People’s Liberation , including the account of deployment to a wintry advanced J-16 Iceland as a young wingman — and a not-to-be-forgotten recovery to Ke avík 96 CUTTING EDGE Combat Aircraft’s monthly column in atrocious conditions reporting from the front line of aerospace 50 EAGLE CENTERSPREAD technology, by David Axe Jamie Hunter photographs a four-ship of F-15Cs from the 122nd Fighter Squadron, Louisiana , PLUS SUBSCRIBE AND based at New Orleans New ‘Eye on the East’ column details 52 MiGKILLERS OF Chinese J-20 developments, and a special report on the Australian Gulfsteam 550 SAV E ‘DESERT STORM’ special missions aircraft 25 years on from Operation ‘Desert Subscribe to Combat Storm’, Warren Thompson recalls how Aircraft Monthly and the F-15C was a major force for the ON THE COVER: make great savings on coalition. Capt Jay ‘OP’ Denney recounts In this issue, F-15C pilots tell the story cover price. the events of January 27, 1991, when he of ying and  ghting in the mighty and his wingman  ew one of the most Eagle. Jamie Hunter See pages memorable engagements of the war 36 and 37 for details. COMBAT EDGE | FIND US ON

The Alenia Aermacchi M-346 is re-writing the rule book when it comes to advanced training. Luca La Cavera

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increasing demand. In the US, the T-X requirement should address all of these TRAINING ON DEMAND areas. As with the Italian M-346 in Europe, and UR SERIES OF pilots up to radar work, helmet- the desire to spin up centralized training reports in this issue mounted sights and targeting pods at organizations to meet demand with a linked to advanced the Phase IV (lead-in ghter training) versatile and  exible o ering, we may jet training throws stage rather than on a front-line type at also see the smart use of these assets up some interesting the respective operational conversion to provide a pooled resource of Red Air themes. Not the unit has to be a smart move, especially aircraft — available on demand and as Oleast of them is the requirement to if this is intrinsically linked to advanced required. minimize the impact on expensive synthetic training in both the simulator To keep track of the latest breaking front-line ghter aircraft by and in the air. The M-346, for example, news and analysis in the world of military ‘downloading’ some of the initial is able to link the simulator to the air power you can visit our social media conversion training, plus a chunk of the squadron’s live  ying, adding Red Air sites and our website: ongoing continuation training, to a less threats, other ‘players’ and so on. www.combataircraft.net expensive but still capable platform. This must surely go hand-in-hand with Like the has with o ering a so-called ‘companion trainer’ its Hawk T2s, the Italian Air Force is capability for front-line squadrons, much making huge strides in advancing the as the US Air Force has done with T-38 mix of live and synthetic training with Talons attached to F-22 Raptor wings. the Alenia Aermacchi M-346 Master As an increasing number of operators Jamie Hunter, and its associated integrated training introduce the F-35 Lightning II, we are Editor system. Opening new ab initio student very likely to see ‘companion trainers’ in E-mail: [email protected]

www.combataircraft.net March 2016 MARCH 2016 | COMBAT EDGE

CONTRIBUTOR PROFILE TOM KAMINSKI

om Kaminski working in the general and is the North corporate aviation segments, Tom later America News went to work for Fairchild Republic as a Editor of eld service engineer on the A-10 program, TCombat Aircraft and has where his involvement in military aviation been a member of the and photography began. Tom later spent magazine’s publication nearly 15 years with Grumman Aerospace team since the rst issue and Northrop Grumman, where he worked was published 1997. on the F-14 aircraft and  ight trainer Growing up in the ‘Cradle of Aviation’ on programs as a speci cations engineer and Long Island, New York, he has been around technical writer, before joining Honeywell airplanes for most of his 56 years. Despite International. Today he works as a technical his dad’s early protests, Tom stepped into writer in Honeywell’s Security and Fire the aerospace business in 1977. Initially division.

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March 2016 www.combataircraft.net [NEWS] HEADLINES

US Air Force A-10Cs are at the forefront of the current Operation ‘Inherent Resolve’. USAF/ TSgt Nathan Lipscomb A-10 SAFE FOR NOW USAF GIVES ‘WARTHOG’ A NEW LEASE OF LIFE • NEW PLATFORM MAY BE SOUGHT 06

SUPER TUCANOS ARRIVE IN AFGHANISTAN THE AFGHAN AIR Force has taken combat-ready A-29 pilots graduated Afghanistan will receive 20 A-29s and delivery of its first four Embraer A-29 from training at Moody Air Force the next batch is expected to arrive in light attack aircraft. The US Air Force Base, Georgia, and returned to March. Final deliveries will occur in delivered the Super Tucanos to Afghanistan. These represent the first 2018. The aircraft are being delivered Hamid Karzai International from a total of 30 pilots who will be to Afghanistan by the Sierra Nevada Airport in Kabul on January trained by the 81st Fighter Squadron Corporation under a contract from 15. On December 17, eight at Moody over the next three years. the USAF. Thomas Newdick

www.combataircraft.net March 2016 HEADLINES [NEWS]

S THE US Air aircraft have been deployed to the was found. Lisa Disbrow, the The debate may now turn to Force prepares its where they have been Assistant Secretary of the Air Force whether the USAF needs to retain budget proposal used to combat the so-called Islamic for Financial Management and the A-10 or turn to a new platform for Fiscal 2017, State, and to Europe under Theater Comptroller, indicated that a new such as the AT-6 Wolverine or the it has reportedly Security Packages (TSPs). type might supersede the A-10. Embraer A-29 Super Tucano. We dropped its US Congress members who have The US Air Force’s primary have been here before. Both of these Aannual attempt to retire the A-10C vehemently opposed the retirement argument for getting rid of the A-10 have been evaluated as possible Thunderbolt II from this latest are calling this a huge victory. ‘It centers upon the fact that it says low-cost CAS-specialist platforms. request. The Secretary of the Air appears the administration is  nally precision weaponry has removed the The Super Tucano in particular was Force Deborah Lee James and the coming to its senses’, commented need for a pure CAS platform such evaluated under the ‘Imminent boss of Gen Republican Martha McSally, a as the ‘Warthog’ to operate ‘down in Fury’ program by the US military, Herbert ‘Hawk’ Carlisle both earlier retired A-10 pilot. Senator John the weeds’ over the battle eld. The the type also having been selected indicated that the Air Force may McCain, chairman of the Senate broad plan is that other types such for the Light Air Support (LAS) delay its controversial plans to Armed Services Committee, said he as the F-15E, F-16 and the F-35A will requirement to supply a new aircraft phase out the aircraft due to current would welcome plans to keep the assume the CAS role. However, the to the Afghan Air Force. A-10 pilots operational needs — the ongoing A-10  ying until the end of Fiscal rate of employment currently being argue that platforms such as these Operation ‘Inherent Resolve’ in Iraq 2017. ‘With growing global chaos seen for the A-10 would suggest are only relevant in con icts such and Syria. and turmoil on the rise, we simply that it is needed, with little slack as the Afghan insurgency that we Although the service seems to be cannot a ord to prematurely retire or availability to be found in other have seen over the last decade. The back-pedaling on the retirement, the best close air support weapon in USAF  eets. turboprops lack the robustness of o cials say they still need to retire our arsenal without  elding a proper The Air Force is desperate to the A-10 and would not stand up the A-10 to free up funding and replacement.’ ensure that it has the correct and well in a contested environment. manpower for newer types — The  rst signs of a ‘stay of requisite funding in place in order A-10 pilots point to their aircraft’s speci cally the F-35A. The service’s execution’ for the A-10 came back in to enable the full procurement of maneuverability, its battle damage previous e orts to mothball the December when testimonials to the types such as its 1,763 F-35As and protection, redundancy of systems, close air support (CAS) aircraft have Senate Armed Services Committee the Long-Range Strike — Bomber. e ective use of electronic warfare, been blocked by elected o cials. indicated that the Thunderbolt It therefore needs to make savings and speed. ‘Couple of pulls of the Since the USAF  rst proposed II would not be replaced until while protecting these important trigger and an AT-6 would be going retiring the ‘Warthog’ in 2015 the a suitable replacement aircraft future programs. home’, commented one pilot. 07

The initial batch of A-29s delivered to Afghanistan in January 2016 included serials 13-2006/2009. USAF

ALSO THIS MONTH... J 10 CAPABILITIES EXPAND S-3 Vikings retired The Chengdu J-10  ghter continues to gain additional capabilities VX-30 ‘sundowns’ last ‘War Hoovers’. in service with the People’s Liberation Army Air Force. This example See US News exhibits a new operational  t comprising the K/JDC01 (also known as the OC-5) targeting pod and two GB-1/TG-500 500kg (1,102lb) laser- Electronic attack J-16 guided bombs. via Chinese internet ‘Sino-Growler’ takes  ight. See World News

March 2016 www.combataircraft.net [NEWS] UNITED STATES

The last two US Navy S-3Bs fly over the Channel Islands National Park near Naval Base Ventura County, Point Mugu, California. US Navy/ Scott Dworkin

mission-qualified crew members US ARMY FIXED-WING REPLACEMENT and equipped with at least seven passenger seats. The service intends 08 THE US ARMY Fixed-Wing Project and be considered as a commercial and air movement to self- to procure up to 92 aircraft over an Office released a draft request for derivative aircraft (CDA). deployment within eight hours. eight-year period. The initial base proposals (RFP) associated with the The FUA will be capable of The self-deployment requirement project will include three aircraft procurement of up to 92 fixed-wing conducting both self-deployment specifies that the FUA be capable as part of the first low-rate initial utility aircraft (FUA) on November 19, and air movement-type missions, of transiting 2,100nm (3,889km) production (LRIP) batch. A second 2015. Among its requirements, the and must be reconfigurable to with a 45-minute fuel reserve. In the LRIP batch of seven aircraft will be service has specified that the FUA be fully mission-capable from utility role the fully mission-capable followed by 10 in the first full-rate must have a minimum of two engines self-deployment to air movement (FMC) aircraft will be flown by two production (FRP) lot.

for the USAF, two KC-130Js for the ‘HERC’ DELIVERIES AND ORDERS Marines and one HC-130J for the LOCKHEED MARTIN DELIVERED configuration incorporating a capability by late 2017 when six US Coast Guard. The latter aircraft three C-130Js to the USAF during 105mm cannon. aircraft have entered service. is the 12th example purchased December 2015. The aircraft Although Air Force Materiel Lockheed Martin will deliver by the Coast Guard and will be include a C-130J that arrived with Command declared the initial 78 C-130J variants to the US delivered in 2019. Under the terms the at Little Rock AC-130J prototype a complete government under the terms of the previous multi-year contract AFB, Arkansas, on December 17 loss after the airframe was of a new multi-year II contract Lockheed Martin delivered 60 and an HC-130J that was assigned severely over-stressed during released on December 30, 2015. C-130Js to the US government to the 347th Rescue Group’s 71st developmental testing, the second Under the terms of the $5.3-billion from 2003 to 2008. Rescue Squadron at Moody AFB, prototype is currently supporting contract, which runs from 2016 Meanwhile, US Special Georgia, on December 18. operational testing with the to 2020, Lockheed Martin will Operations Command (USSOCOM) Earlier, on December 11 a crew 1st Special Operations Group’s deliver 30 MC-130Js, 13 HC-130Js has selected Northrop Grumman from the 1st Special Operations Detachment 2 at . and 29 C-130J-30s to the USAF and BAE Systems to develop Wing ferried a fifth MC-130J from The third and fourth aircraft are and six KC-130Js to the US Marine advanced radio frequency Marietta, Georgia, to Hurlburt undergoing gunship conversion at Corps. In addition, the US Coast countermeasure (RFCM) systems Field, Florida, where it will a Lockheed Martin facility at Bob Guard has the option to acquire for its AC-130Js and MC-130Js. undergo conversion to AC-130J Sikes Airport in Crestview, Florida, five HC-130Js. The initial year The systems will be developed Ghostrider gunship configuration. with delivery scheduled for spring provides more than $1.06 billion under separate $32.8-million and The aircraft will become the 2016. Air Force Special Operations in funding for the first 32 aircraft, $20-million contracts, but the fifth example of the AC-130J Command expects the AC-130J which comprise 13 C-130J-30s, production efforts could be worth and the second built to Block 20 to achieve initial operational five HC-130Js and 11 MC-130Js as $400 million.

www.combataircraft.net March 2016 UNITED STATES [NEWS] NAVY RETIRES THE VIKING VX 30 ‘BLOODHOUNDS’ DRAW S 3 OPERATIONS TO A CLOSE

HE LAST S 3B service with the ‘Bloodhounds’, Fleet control squadron VS-22, which was submarine warfare systems program Viking in US Navy Readiness Center South-east (FRCSE) the last operational unit to  y the o ce (PMA-264) for sonobuoy lot service departed completed depot-level maintenance type. The squadron initially received testing. That role was transferred to Naval Base Ventura on each of the Vikings at NAS S-3B BuNos 160126 and 160601 from the squadron’s KC-130T in November County/NAS Point Jacksonville, Florida. VS-22 and operated those aircraft 2015, utilizing a pallet-mounted Mugu, California, E orts associated with the unique until the overhauled Vikings were roll-on, roll-o system that includes Ton January 11, 2016, when BuNo depot-level restoration referred to delivered. two modi ed SH-60B sonobuoy 159746 was  own to Cleveland, as planned maintenance intervals While operated by VX-30, the launchers. Ohio, and its new assignment (PMIs) 1, 2 and 3 began in March S-3Bs were tasked with local range VX-30 sent the  rst of its S-3Bs to with the National Air and Space 2009 and the  rst Viking was surveillance and clearance (RS&C) in Davis-Monthan AFB, Arizona, when Administration (NASA)’s Glenn returned to service with VX-30 on support of sea test range operation. BuNo 160581 left Point Mugu on Research Center at Lewis Field. April 14, 2010. The second arrived The Viking’s AN/APS-137 inverse November 3, 2015. Subsequently, Although retired from active service at Point Mugu on November 5, synthetic aperture radar (ISAR) and BuNo 160147 was delivered to the in January 2009, three Vikings were 2010 and the  nal aircraft left NAS OR-263 forward-looking infra-red 309th Aerospace Maintenance and assigned to air test and evaluation Jacksonville for its delivery  ight on (FLIR) imager supported this mission. Regeneration Group on January 8, squadron VX-30 ‘Bloodhounds’ May 26, 2011. All three Vikings had Additionally, the Viking served as the 2016. at Point Mugu. Prior to entering previously been assigned to sea primary platform utilized by the anti- See also our report on pages 92-95.

GLOBAL HAWK PLANS and reconnaissance mission, will NORTHROP GRUMMAN TO BUILD THE USAF ANNOUNCED on begin with enlisted pilots being SHIP BASED UNMANNED SYSTEM December 17, 2015, that it would trained to  y the RQ-4B Global Hawk. begin training enlisted personnel to Air Combat Command is developing 09 THE DEFENSE ADVANCED Research design, fabrication and a full-scale,  y its remotely-piloted aircraft (RPAs). an implementation plan that will Projects Agency (DARPA) and the at-sea demonstration of the system. Previously the service’s  eet of RPAs address entry requirements, training O ce of Naval Research have Powered by 10ft (3m) diameter have only been operated by o cers plans, career path development, selected Northrop Grumman to co-axial, counter-rotating propellers that were rated as pilots. The new delineation of duties, compensation conduct the third phase of the Northrop Grumman’s TERN will take initiative, which is to intended to and an appropriate force mix between Tactically Exploited Reconnaissance o and land vertically in a tail-down enhance the intelligence, surveillance enlisted and commissioned personnel. Node (TERN) unmanned systems con guration from small-deck naval program. The program is intended surface vessels but will transition into DEPLOYMENT NEWS to develop an autonomous, an e cient  ying-wing for  ight. The unmanned, long-range, global, requirements for the UAV include the ‘Stingers’ in where they will be  own by persistent intelligence, surveillance, capability to carry a 600lb (272kg) The ’s 180th the 112th EFS. reconnaissance (ISR) and strike payload and a range of up to 900nm Fighter Wing recently deployed system that will operate from small- (1,670km). more than 200 airmen to Andersen ‘Bengals’ in Japan deck naval vessels in heavy seas, with Northrop Grumman’s TERN team AFB, Guam, in support of the US The US Marine Corps’ VMFA(AW)-224 minimal ship modi cations. includes its subsidiary Scaled Paci c Command Theater Security ‘Bengals’, home-based at MCAS Under phase three plans, the Composites, General Electric Aviation, Package (TSP). They are deployed Beaufort, South Carolina, is currently contractor will carry out  nal AVX Aircraft Company and Moog. as the 112th Expeditionary Fighter deployed to MCAS Iwakuni, Japan. Squadron (EFS), which assumed the The unit was at Chitose Air Base from Northrop Grumman will develop a medium-altitude, TSP mission from the Oklahoma January 12-22. Here the squadron’s long-endurance unmanned ANG’s 125th EFS. Prior to returning to F/A-18D Hornets engaged in air system (UAS) to operate Tulsa, the latter unit, which had been dissimilar air combat training (DACT) from smaller ight-capable deployed to Kadena, Japan, against Japan Air Self-Defense Force warships. Northrop Grumman moved its 12 F-16Cs to Andersen, (JASDF) F-15Js.

F/A-18Ds of VMFA(AW)-224 at Chitose, Japan, in January. USMC/Cpl Jessica Quezada

March 2016 www.combataircraft.net [NEWS] UNITED STATES

A member of the US Navy’s Seal Team 17 jumps from an HH-60H of HSC-85 during training at NAS North Island. US Navy/ MC2 Gregory A. Harden

10 select P-3C Orions. Although the LSRS POSEIDON UPGRADES PLANNED provides a broad range of capabilities THE US NAVY has announced plans P-8A’s ability to detect and target warfare (ASW) signals intelligence against moving and stationary to award a contract to Boeing that submarines and surface vessels (SIGINT) systems. targets at sea and on land, the AAS’s will allow it to conduct engineering as well as its signals intelligence The US Navy has confirmed that electronically-scanned active array and design analysis to incorporate and networking capabilities. integration and testing of the first will also feature a mast and periscope Increment 3 Block 2 capabilities and Work is scheduled to begin in the AN/APS-154 Advanced Airborne detection (MPD) capability. Carried architecture upgrades into the P-8A third quarter of fiscal year 2016 Sensor (AAS) aboard the P-8A is externally in a pod beneath the Poseidon multi-mission maritime with completion in mid-2018. continuing. Developed by Raytheon, Poseidon, the AAS is an integrated aircraft. The capabilities will include an the AAS is intended as a replacement intelligence, surveillance, Scheduled to achieve initial update for the Poseidon’s track for the AN/APS-149 Littoral reconnaissance and targeting (ISR&T) operational capability in 2020, management system, acoustics Surveillance Radar System (LSRS), asset. The P-8A carried out its first test Increment 3 will improve the improvements, and anti-submarine which is currently deployed aboard flight with the AAS in May 2015.

UPGRADE UPDATE

B-52 conventional upgrades Munitions (JDAMs), but future Upgrades for Reserve tankers altimeter, autopilot, digital flight Boeing has delivered six upgraded updates are expected to add the KC-135Rs operated by the 507th Air director and associated conventional rotary launchers capability to carry Joint Air-to- Refueling Wing at Tinker AFB, module upgrades. The first group of (CRLs) to the at Surface Stand Off Missiles (JASSMs) Oklahoma are scheduled to be the upgraded tankers was delivered to Barksdale AFB, Louisiana. Installed and Miniature Air-Launched Decoys Reserve Command the at in the B-52H’s internal weapons bay, (MALDs). Developed as part of the tankers to receive modifications McConnell AFB, Kansas. The the CRL allows the bomber to carry 1760 Internal Weapons Bay Upgrade associated with the Block 45 $910-million program, which began GPS-guided ‘smart’ weapons (IWBU), the CRL is created by upgrade. The work will be carried out in 2014, will upgrade around 400 internally for the first time, modifying common strategic rotary at the Oklahoma City Air Logistics Stratotankers by 2026. providing a 60 per cent increase in launchers (CSRLs) that are excess to Complex, which is located at Tinker, smart weapons payload. Capable of nuclear requirements. Boeing beginning in February. The Block 45 Pave Hawk tests new gun being transferred between aircraft, initially modified three prototypes program, the third series of major An HH-60G operated by the the launchers currently provide the and is scheduled to deliver 38 modifications for the Stratotanker, Detachment 1, 413th Flight Test capability to carry, target, and additional production units by provides the cockpit with new liquid Squadron at Nellis AFB, Nevada, was launch eight Joint Direct Attack October 2017. crystal display panels, radio recently deployed to Edwards AFB,

www.combataircraft.net March 2016 UNITED STATES [NEWS]

CARRIER ‘FIREHAWKS’ SURVIVE CORNER USS George Washington Concluding a seven-month US NAVY TO RETAIN SPECIAL OPS’ SEAHAWK UNIT cruise, the USS George Washington (CVN 73) arrived at HE US NAVY has of the transition from the logistical In related news, HS-11 completed Naval Station Norfolk, Virginia, reversed its plan to support mission it also traded its its last deployment with the SH-60F on December 17, 2015. The disband one of its MH-60S eet in for HH-60Hs. The and HH-60H and returned to NAS carrier departed its home port two Naval Reserve transition began in April 2011 when Jacksonville on November 25, in Yokosuka, Japan, having helicopter sea the  rst of 12 aircraft was accepted. 2015. The squadron’s nine-month served as the forward-deployed combat squadrons. Support from elected o cials deployment aboard the USS aircraft carrier since 2008, when Rather than standing down in caused the Navy to reverse its Theodore Roosevelt (CVN 71) as part T it replaced the USS Kitty Hawk March 2016, HSC-85 ‘Firehawks’ will plans for HSC-85 when language of carrier air wing CVW-1 began (CV 63). The USS Washington remain active at NAS North Island, was inserted into the Fiscal 2016 in March 2015 and marked the returned to the east coast in California. National Defense Authorization Act last for the ‘legacy’ models of the preparation for a comprehensive Plans announced in February (NDAA) that restricted the service’s Seahawk. At the conclusion of the mid-life refueling and complex 2015 called for the ‘Firehawks’ plan for inactivating the squadrons. deployment, the carrier changed overhaul (RCOH) that will be and HSC-84 ‘Red Wolves’ to be HSC-84’s  nal detachment returned its home port from Naval Station carried out by Newport News disestablished. Whereas HSC-84 from the US Central Command Norfolk, Virginia, to NAS North Shipbuilding starting next year. had primarily operated its HH-60H area of responsibility, concluding Island. The ‘Dragonslayers’, the last The ship’s transfer was part of a Seahawks in support of special almost 13 years of combat support squadron to operate the ‘legacy’ three-carrier swap that saw the forces operations since 2003, operations, in October 2015. Seahawks, is now preparing to USS Ronald Reagan (CVN 76) HSC-85 formally assumed the HSC-84 will stand down in March, move to Norfolk, where the unit re-assigned to Yokosuka and the Navy Special Warfare (NSW) but the ‘Firehawks’ will continue will transition to the MH-60S and USS Theodore Roosevelt (CVN 71) support role in July 2011. As part operations at NAS North Island. become HSC-11 in June 2016. transferred from Norfolk to San Diego.

USS John C. Stennis MARINES GET C+ The USS John C. Stennis 11 (CVN 74) began a regularly The US Marine Corps has received its rst scheduled deployment to Hornet upgraded to F/A-18C+ standard. The upgrade is part of a US Navy service the Western Paci c area of life extension program (SLEP), which operations when the ship continues to add additional  ight hours departed its home port of to the ‘legacy’ Hornet  eet to enable the Bremerton, Washington, on aircraft to attain 10,000  ight hours. January 15. CVW-9 will be VMFA-115 ‘Silver Eagles’ received the Marine Corps’ rst C+ model when BuNo embarked aboard the 163755 was delivered from the Boeing aircraft carrier for the upgrade line at the former Cecil Field. deployment. Planned avionics upgrades for the aircraft are yet to be contracted, but this e ort USS Harry S. Truman is all part of keeping the Marine Corps in Hornets until 2030. Doug Glover The USS Harry S. Truman (CVN 75) carrier strike group (CSG) UPGRADE UPDATE transited through the Suez Canal and entered the US 5th Fleet’s area of operations (AOR) California, in order to conduct tests is also lighter and generates less Herstal M3M already in use on December 14, 2015. CSG-8’s of a new .50-caliber (12.7mm) gun. recoil while nearly tripling barrel-life on the US Navy’s MH-60S Seahawks. arrival marks the  rst carrier The GAU-21 will likely replace the to approximately 10,000 rounds. Baseline testing of the older strike group in the region since helicopter’s current GAU-18 The HH-60G’s external gun mount weapon was conducted by the unit the USS Theodore Roosevelt .50-caliber defensive weapon, system (EGMS) allows the helicopter at Edwards in February 2015. Nellis (CVN 71) CSG left the 5th Fleet which delivers a lower cyclic rate of to carry two defensive weapons. is home to the Combat Search and AOR in October, 2015. The USS  re and has a shorter barrel life. The Pave Hawk arrived at Edwards Rescue Combined Test Force and Truman strike group departed Delivering a cyclic rate of  re of on January 5 and trials of the includes Det 1, 413th FLTS and the Naval Station Norfolk on around 1,100 round per minute, GAU-21 were conducted through 88th Test and Evaluation Squadron, November 16 for a scheduled which is nearly double that of the January 22. Carried out on the which are geographically-separated deployment in support of GAU-18, the GAU-21’s barrel has a ’s gun harmonizing units of the and the maritime security operations and service life of approximately 10,000 range at Edwards, the testing was at Eglin AFB, Florida, and theater co-operation e orts in rounds, allowing it to remain in intended to compare the GAU-21’s respectively tasked to the US 5th and 6th Fleet areas of service more than three time longer ballistic dispersion to the GAU-18. conduct developmental and responsibility. that the older weapon. The weapon The GAU-21 is a derivative of the FN operational testing.

March 2016 www.combataircraft.net [NEWS] UNITED STATES

Lockheed Martin workers mark the UNIT NEWS delivery of the 45th F-35 of 2015. Last Kiowa Warrior squadron New F-16 squadron Lockheed Martin to deploy A third detachment assigned to The US Army has revealed that the the 495th Fighter Group at Shaw 82nd Airborne Division/Combat AFB, South Carolina, was elevated Aviation Brigade’s 1st Squadron, 17th to full squadron status on January Cavalry Regiment (1-17th CAV) will be 10, when Detachment 134 was the last unit to operate the OH-58D activated as the 315th Fighter when it completes a deployment to Squadron. The new squadron is Korea in 2017. It is currently one of just stationed alongside the two units still ying the Kiowa Warrior Air National Guard’s 158th Fighter and will deploy from Fort Bragg, Wing at Burlington International North Carolina, to Korea later this year. Airport. The unit’s active-duty pilots, The 10th Infantry Division/Combat maintainers and support personnel Aviation Brigade’s 6th Squadron, 6th share the responsibility for ying and Cavalry Regiment (6-6th CAV), which maintaining the F-16Cs assigned to began a nine-month deployment the Guard’s 134th Fighter Squadron to the Republic of Korea in October as an associate unit. Under the 2015, will transition to the AH-64 USAF’s Total Force Integration (TFI) when it returns to Fort Drum, New program the active-duty squadrons LIGHTNING II UPDATE York, in early summer 2016. and detachments are aligned with LOCKHEED MARTIN DELIVERED total the contractor has delivered reserve component units to increase 154 operational aircraft, which 45 F-35 Lightning IIs during 2015 Reserve changes overall mission e ciency. Prior to its have accumulated more than and achieved a 25 per cent Air Force Reserve Command has alignment under the 495th Fighter 45,000 ight hours. increase in production over 2014 announced organizational changes Group in March 2013, Detachment Meanwhile, the 61st Fighter when 36  ghters were completed. that will re-align several units within 134 had been assigned to the 20th Squadron launched its 3,000th The break-down included 26 the command’s numbered air forces. Fighter Wing’s Operations Group at F-35A sortie at Luke AFB, Arizona, F-35As for the USAF, eight F-35Bs E ective December 10, 2015, the Shaw. on January 11, as pilot training for the US Marine Corps, eight at Scott AFB, continues to push forward. At the F-35Cs for the US Navy and Marine Illinois, was re-assigned from the Sacramento prepares for Spartan end of 2015 the 12 Corps, two F-35As for the Royal at March Air Reserve The US Coast Guard is preparing to had received 34 of its planned Norwegian Air Force, and a single Base, California, to the 22nd Air begin C-27J operations at Air Station complement of 144 Lightning IIs. F-35A for the Italian Air Force. Luke Force at , Sacramento, which will be the The wing expects to receive 10 AFB, Arizona received the bulk of Georgia. The 1st Aviation Standards  rst operational facility to operate additional  ghters in 2016 the jets including 14 USAF and all Flight at Will Rogers World Airport the Spartan in the medium-range comprising two Royal Norwegian three international F-35As. Nellis in Oklahoma City, Oklahoma, was surveillance role in 2016. In support Air Force, the  rst two Italian Air AFB, Nevada and Hill AFB, Utah relieved from its previous assignment of that plan the HC-27J asset project Force and six more USAF respectively received seven and under the at o ce has begun assisting with the  ghters. Additionally, the wing will  ve F-35As. Eight F-35Bs were Tinker AFB, Oklahoma and re-aligned transition by providing a forward- form its third F-35A squadron delivered to MCAS Beaufort, South with the 413th Flight Test Group at deployed maintenance team and when the 63rd Fighter Squadron Carolina and all eight of the F-35Cs Robins AFB, Georgia. As part of that pilot, aircrew and maintenance is re-activated. were sent to Eglin AFB, Florida. In move responsibility for the ight was technician instructors. Additionally, shifted from the 4th Air Force to the C-27J tail number 2708 was re- 22nd Air Force. positioned on December 2, 2015 to Another change, which will be Sacramento, where it will be used for e ective in February 2016, will training. During 2016, the air station, re-align the 13th Reconnaissance located at McClellan Air eld, will Squadron at Beale AFB, California, receive four Spartans. It will achieve from its current assignment with the full capability in 2017 when the  nal 940th Wing/Operations Group to two C-27Js arrive. The aircraft will the 926th Wing’s 726th Operations initially be maintained by contractor Group at Creech AFB, Nevada. As logistics support during the early part of that move, the responsibility stages of the transition. In support for the squadron will be switched of the project the air station, which SHOW OF from the 4th Air Force to the 10th Air currently operates four HC-130Hs, FORCE IN KOREA Force at NAS Fort Worth Joint Reserve will receive $1.5 million in facility In response to claims from North Korea that it tested a hydrogen Base, Texas. In March 2014 the USAF improvements. Work to missionize bomb for the rst time on January 6, the US Air Force quickly set announced that a new KC-135R the C-27J aircraft with specialized about mounting a clear show of force. B-52H serial 60-0055 from squadron would be activated under systems to support the Coast the 69th Bomb Squadron at Minot AFB, North Dakota,  ew a Global Power mission over on January 10 from its temporary the 940th Wing — that unit is Guard mission is under way and detachment at Andersen AFB, Guam. It was  anked by Republic of currently known as Detachment 1, modi cations to the  rst aircraft Korea Air Force F-15K Slam Eagles and USAF F-16Cs from the 51st . should begin in 2017. Fighter Wing’s 36th Fighter Squadron. USAF

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p013_CAM_Mar16_ad.indd 13 19/01/2016 15:31 SPECIAL REPORT | AUSTRALIAN SPECIAL MISSION GULFSTREAM

AUSTRALIA’S

14 SPECIAL GULFSTREAMS In an unexpected announcement, the Royal Australian Air Force is set to bolster its intelligence, surveillance, reconnaissance and electronic warfare (ISREW) capabilities through the acquisition of two specially-adapted Gulfstream 550s.

report: Nigel Pittaway

HE ROYAL AUSTRALIAN Required under US law, the DoD ‘The aircraft will be modi ed to provide Air Force’s two new noti cation reported that the work will airborne intelligence, surveillance, Gulfstream 550s will be contracted via the US Air Force’s 645th reconnaissance and electronic warfare be modi ed for their Aeronautical Systems Group, known as (ISREW) capability to support Australian specialist role by L-3 ‘Big Safari’, based at Wright-Patterson Air Defence Force (ADF) operations for Communications in Force Base, Ohio, and that this is expected Australia. TGreenville, Texas. It is understood that the to be completed by the end of November ‘The acquisition was undertaken two aircraft are the rst of up to ve to be 2017. through the FMS process because the acquired under Australia’s Project Air 555, The timing of the announcement ISREW program and its interoperability which will be formally announced with appears to have caught the Australian with other defense capabilities is only the release of the Turnbull government’s Department of Defence by surprise, available through the USAF.’ Defence White Paper early this year. requiring it to respond to questions The spokesperson said that further The existence of the acquisition program about the hitherto unknown acquisition details, including the nal  eet size, will was revealed by a US Department program ahead of o cial government be provided in an integrated investment of Defense (DoD) announcement con rmation. programme (IIP) document, which will on December 28, which detailed the ‘The Australian government entered be released in conjunction with the US$93.6-million Foreign Military Sales into an FMS arrangement through the forthcoming White Paper. (FMS) contract for the procurement and US Air Force for the purchase of two The cost of the program, however, is maintenance of two Gulfstream 550s for G550 aircraft’, a spokesperson for the only for the purchase of two standard, the Australian government. Department of Defence said on January 7. new-build Gulfstream 550s from the

www.combataircraft.net March 2016 AUSTRALIAN SPECIAL MISSION GULFSTREAM | SPECIAL REPORT

ELINT Orion successor? to an area of operations and more time Two major roles for the aircraft in on station than is currently possible service with the RAAF are likely to be using a platform with the performance the gathering of signals and electronic of a P-3. Gulfstream’s brochure gures intelligence (SIGINT and ELINT) data for a standard G550 in business which, up to the current point in time, con guration quote a range of 6,750nm is widely reported to have been carried (12,500km), a cruise altitude of 51,000ft out by a small sub-set of specially- (15,54m) and a maximum operating modi ed Orions within the RAAF speed (MMO) of Mach 0.885. AP-3C  eet. The Orion  eet comes under the Eighteen of Australia’s 19 control of the RAAF’s Surveillance surviving P-3C Orions and Response Group (SRG), which were upgraded to is responsible for all Air Force air AP-3C con guration surveillance assets including maritime under Project Air 5276 warfare, aerospace, surveillance (Sea Sentinel) some and battlespace management, and years ago, and at least developing intelligence, surveillance three have subsequently been and reconnaissance (ISR) and electronic retired from service and scrapped. warfare (EW) capabilities. Left: Israel The Orion  eet is based at RAAF Besides No 92 Wing at Edinburgh, operates the Edinburgh in South Australia, operating the SRG oversees No 41 Wing (air G550 Shavit ELINT platform, with Nos 10 and 11 Squadrons as part defense radar), No 42 Wing (Boeing locally modi ed of No 92 Wing, but the existence of E-7A Wedgetail airborne early warning by IAI and Elta specially-modi ed aircraft within the and control aircraft of No 2 Squadron) Systems. The Australian  eet for SIGINT and/or ELINT operations and No 44 Wing (air tra c control G550s will be has never been publicly acknowledged radars). Aircraft operating bases are at converted by L-3 by the RAAF or the Australian Edinburgh, and Williamtown, north of Communications Integrated government. Sydney — home to the Wedgetail  eet. Systems at Given the acknowledged ISREW role of The Australian Department of Defence Greenville, Texas. the G550s, it is a reasonable assumption said that a decision on which squadron Yissachar Ruas that they are replacing an existing or wing will  y the G550 ISREW aircraft 15 Below: Rumors SIGINT/ELINT capability. The timing of has not yet been made by the RAAF, but have suggested Project Air 555 is likely to be driven by con rmed that they will be operated that two RAAF Orions were the planned withdrawal date (PWD) of within the SRG. converted as the Orion  eet. The RAAF is acquiring Australia also has a program under EP-3C SIGINT at least eight Boeing P-8A Poseidons to way to replace its current special- platforms under ‘Project replace the AP-3Cs, with the rst due for purpose aircraft (VIP)  eet of two Boeing Peacemate’ by delivery in 2017. The last Orion will be 737-BBJs and three Bombardier CL-604 L-3, but this retired at the end of the decade. Challengers with new types in the 2017 has never been con rmed. The aerodynamic performance of the timeframe. The Gulfstream 450/550/650 Australian DoD Gulfstream 550 will allow faster transits are likely candidates. manufacturer in Savannah, Georgia, and their maintenance until 2017, when mission equipment will be installed by L-3 Communications. ‘The price of the conversion is yet to be determined’, the spokesperson added. A spokesman for Gulfstream said the company was ‘unable to make any comment, con rm or deny anything pertaining to its customers in this instance.’ It is understood that the Australian government’s National Security Committee (NSC) gave the project the green light in the days leading up to Christmas, with letters of o er and acceptance (LOA) being exchanged very soon thereafter, prompting the US DoD FMS noti cation on December 28.

March 2016 www.combataircraft.net [NEWS] WORLD

The latest version of the J-16 is expected to be used in a similar way to the EA-18G: as a dedicated EW escort for standard fighters and fighter-bombers. via Chinese internet

ELECTRONIC ATTACK J-16

‘SINO-GROWLER’ TAKES FLIGHT

16 FIGHTER FOCUS MORE CAYUSE

International Lightning IIs additional F-35As on December rejected and introduced to WARRIORS FOR take shape 11, bringing the total authorized Russian service. At least two, Assembly of the first Japanese-built procurement of Lightning IIs to 28 and perhaps four ‘Russianized’ AFGHANISTAN Lockheed Martin F-35A reached for the Royal Norwegian Air Force. MiG-29SMTs, which feature a new AFGHANISTAN HAS PLACED a key milestone on December 15 The fighters will be delivered in internal electronic warfare suite, orders for another 12 MD when the wings, fuselage and tails 2020. were delivered to Astrakhan- Helicopters MD530F Cayuse of AX-5 were joined together for Privolzhskiy air base in late Warriors to add to the 16 it the first time to form the aircraft’s Russia orders Su-35S December. A single MiG-29UB was currently fields. The light attack structure. Production of the first Reports from Russia’s United also delivered. All 16 jets will be helicopters will be equipped four Japanese Lightning IIs, aircraft Aircraft Corporation (UAC) indicate handed over by the end of 2016. with the Enhanced Mission Equipment Package (EMEP) AX-1 to AX-4, is under way by that Moscow ordered another that has been fitted to the 12 Lockheed Martin and Mitsubishi 50 Sukhoi Su-35S fighters in late Lockheed confirmed for Korean armed helicopters delivered in Heavy Industries (MHI) at the December. The deal, valued at ‘Viper’ upgrade 2015 (one of which has been final assembly and check-out over $788 million, will see the jets Seoul has formally selected lost in a training accident), and (FACO) facility in Nagoya. AX-5 is built at the Komsomolsk-on-Amur Lockheed Martin to upgrade retrofitted to five of the six intended for delivery to the Japan Aircraft Plant (KnAAPO). In 2009 the Republic of Korea Air Force’s unarmed training helicopters Air Self-Defense Force in 2017. Russia ordered 48 Su-35Ss, most of F-16C/D Block 50/52 fleet. The it received in 2011 (one being Japan ordered 42 aircraft under which have now been delivered. announcement came from South lost to an improvised explosive the Foreign Military Sale (FMS) Korea’s Defense Acquisition device in 2013). Deliveries of the program. MiG-29SMTs delivered Program Administration (DAPA) new aircraft are expected to take Meanwhile, AS-1, Israel’s first The Russian Air Force has received on December 16. The upgrade will place in 2012. F-35A Adir, officially began its the first MiG-29SMT fighters from include the Northrop Grumman’s In related news, it was mate process at the Fort Worth a batch of the aircraft ordered in AN/APG-83 Scalable Agile Beam announced on December 22 on January 7. Assembly of AS-1 April 2014. Ordered as a stop-gap Radar (SABR), as well as updated that the Afghan Air Force has will continue at Fort Worth and is pending availability of the MiG-35, avionics, networking capabilities received the first of four Mi-25 expected to be rolled out of the the 16 aircraft — 14 single-seat and weapons. Work on the 134 assault helicopters being gifted factory in June for delivery to the MiG‑29SMT fighters and two F-16C/Ds is valued at around $1.9 by India. The ‘Hinds’ will replace Israeli Air Force later this year. MiG‑29UB combat trainers — will billion. The announcement came five Mi-35s that were due to The Norwegian government join 28 MiG-29SMTs originally around a year after an initial deal be withdrawn from service in approved the purchase of six ordered by Algeria, before being with BAE Systems was cancelled. January 2016.

www.combataircraft.net March 2016 WORLD [NEWS]

DEDICATED ELECTRONIC NEWS BRIEFS WARFARE Japanese E-2D under contract slightly upgraded L-15s in 2012 and orders tankers (EW) version of Northrop Grumman recently received it seems that these aircraft feature a France has con rmed an order for the Shenyang a $286-million contract modi cation small passive electronically-scanned eight A330 Phénix Multi- J-16 ghter from the US Navy to produce a single array (PESA) radar developed by the Role Tanker Transports (MRTTs). Acompleted its maiden  ight on E-2D Advanced Hawkeye for Japan. No 607 Institute. Up to 13 L-15s have It committed to 12 of the tankers December 18. The rst images The type was selected by Japan to been identi ed since 2013, but initial in November 2014 and the latest of the aircraft — sometimes ful ll an emerging next-generation deliveries are expected only in early move brings rm orders to nine. described as the J-16D or even airborne early warning requirement 2016. In parallel to Zambia, it seems as The remaining three will likely be J-16G — reveal several changes in November 2014. The US State if China is due to receive its rst batch con rmed in 2018. France’s rst compared to the standard J-16 Department approved the sale of four of L-15s soon — in People’s Liberation A330 MRTT will be delivered in 2018, ghter-bomber: most obviously, E-2Ds and associated AN/APY-4 radar Army service the type is designated followed by the second in 2019, and two large EW pods on the systems to Japan in June 2015. The JL-10. Andreas Rupprecht one or two per year thereafter. wingtips that are very similar in $151-million Foreign Military Sale of via Chinese internet appearance to the AN/ALQ-218 the rst E-2D to Japan was announced tactical jamming receivers used by in November 2015. It will be delivered the Boeing EA-18G Growler. The some time during spring 2018. The aircraft also features a new, shorter Japan Air Self-Defense Force currently radome, and the standard 30mm operates 13 E-2Cs. Tom Kaminski cannon and the optical sensor in front of the starboard side of the Zambian L-15 ies windshield have been removed. The Hongdu L-15 program reached In addition, several conformal a milestone in late 2015 with the rst dielectric EW arrays can be seen  ight of an aircraft for the Zambian Air around the fuselage, front section Force, serial 001. The aircraft received (behind the radome), and intakes. its technical certi cation on December Andreas Rupprecht 26. Zambia apparently ordered six

17 On December 15 a farewell ceremony was held for the FAREWELL TO THE ‘BLUEBIRD’ Alouette III ight, including THE LAST FOUR Sud Aviation 1964. The type was perhaps In 2008, 300 Squadron moved a static display of all four Alouette III helicopters operated best-known as the mount of to Gilze-Rijen, and from here the helicopters and ying displays by 300 Squadron of the Royal the long-running Grasshoppers Alouette III  ight continued to by serials A-301 and A-292. Manolito Jaarsma Netherlands Air Force (RNLAF)’s display team. As of 1994 nine provide transport for the Royal Defensie Helikopter Commando were operational and assigned Family, VIP  ights, support of (Defense Helicopter Command — to 300 Squadron. Of those, four the Royal Netherlands Army and DHC) were withdrawn from use were then stored. During 2003-04 other squadrons. In 2014 the on January 1. four Alouettes underwent major RNLAF decided that the Alouette A total of 77 Alouette IIIs were maintenance with RUAG, which IIIs were to be retired from service purchased by the RNLAF, with extended their service lifetime on January 1, 2016. the rst helicopter arriving in until 2016. Manolito Jaarsma

March 2016 www.combataircraft.net [NEWS] WORLD

PAKISTAN FLEXES ITS MUSCLES

FIREPOWER DEMONSTRATION AND GROUND ATTACK COMPETITION 18

ROYAL NAVY SAR STANDS DOWN MILITARY also based at Prestwick, Scotland. support camera-ship Sea King Northern Ireland, the Isle of (SAR) in the United Kingdom On January 14, ‘Rescue 177’ made HC4 from 848 NAS. A Royal Navy Man and northern England. The came to an end on January 1 with a farewell tour of western and SAR ight operated from HMS unit’s  nal three Sea Kings were the hand-over of duties from central Scotland with a sortie that Gannet for 44 years, saving lives serials XZ578/30, ZA134/25 and HMS Gannet to the civilian HM included two of Gannet Flight’s over an area measuring 98,000 ZA130/19. Coastguard/Bristow operation, Sea King HU5 helicopters and a square miles across Scotland, Dan Foster

Dan Foster

www.combataircraft.net March 2016 WORLD [NEWS]

On December HE PAKISTAN UNMANNED NEWS 7, a firepower AIR Force (PAF)’s demonstration was The first RQ-4B Alliance Ground Surveillance aircraft staged on the PAF Inter-Squadron arrives at Edwards AFB, California, at the conclusion of range, and included Armament its first flight on December 19. Northrop Grumman/ four Chengdu F-7PG Competition Alyssa Cooper fighters from No 20 Squadron ‘Cheetahs’ (ISAC), that performed tactical dedicated to ground attack, strafing with their twin T was held between November 30mm cannon. 16-30 at PAF Base Masroor. Waseem Abbas, with thanks to Gp Capt With the aim of evaluating the Muhammad Ali operational readiness of PAF fighter squadrons and to assess the performance of different weapon systems in various weapon delivery profiles, ISAC 2015 saw participation by all PAF fighter squadrons, with a NATO AGS flies systems, each comprising three team of four pilots from each NATO’s first Northrop Grumman unmanned aircraft. unit. As the squadron with the RQ-4B Block 40 Alliance Ground highest score, No 11 Multi-role Surveillance (AGS) aircraft Heron TP for Squadron ‘Arrows’ was awarded completed its maiden flight on Germany has decided to lease the the Armament Competition December 19. The test flight of Israel Aerospace Industries (IAI) Trophy. Participating for the first NATO-01 saw the aircraft take off Heron TP medium-altitude long time were the Lockheed Martin from Northrop Grumman’s facility endurance (MALE) unmanned aerial F-16 Block 52 and the Chengdu/ in Palmdale, California and land at vehicle (UAV) until a European- PAC JF-17, the latter including nearby Edwards AFB. The Global developed drone becomes available examples from No 2 Squadron Hawk-based aircraft will now around 2025. Between three and ‘Minhas’, which re-equipped commence a six-month ground five aircraft will be acquired under a with the Thunder in September and airborne test program from deal worth $650 million, and initial 2015. Edwards prior to delivery to the deployment is planned for 2018. main operating base (MOB) at Germany is currently leasing the 19 Sigonella, Italy in 2016. Heron 1 from Rheinmetall Defense as an interim MALE solution. France adds Reaper France ordered a third General Italian Predator deliveries AUSTRALIA ADDS CHINOOKS Atomics MQ-9A Reaper medium- complete THE US STATE Department has Chinooks will join seven other altitude long-endurance (MALE) General Atomics announced on approved the possible Foreign CH-47Fs ordered in 2010 as part of drone system on December 7. December 22 that it had delivered Military Sale of three additional Project AIR 9000 Phase 5C. The last A first example was delivered the final two RQ-1 Predator CH-47F helicopters to Australia. of those was delivered in September in December 2013, and is being remotely-piloted vehicles (RPA) The package includes aviation 2015. The helicopters are operated intensively used in the Sahel ordered by the Italian Air Force. survivability equipment and other by the ’s 5th Aviation and Sahara regions. Delivery of The deliveries also marked the associated systems and services Regiment at RAAF Base Townsville, the second system — including end of the Predator A product and is valued at $180 million. The Queensland. Tom Kaminski three Block 5 MQ-9As and two line. The Italian Air Force inventory ground control stations (GCS) — now includes seven Predator RPVs, is scheduled for 2016, and the together with six MQ-9 Reaper SAUDIS ORDER SEAHAWKS third will follow in 2019. France (Predator B) platforms, all operated SIKORSKY AIRCRAFT RECEIVED Systems and Training, which will carry ultimately plans to field four Reaper by the 32° Stormo at Amendola. a $145.1-million modification to out integration of the Mission Avionics a Foreign Military Sales contract Systems and Common covering the purchase of 10 ‘green’ under separate $117.2-million and MH-60s for the Royal Saudi naval $110.2-million contracts. The US FIRST ASW NH90 FOR forces. Sikorsky will deliver the bare government approved the sale of the airframes to Lockheed Martin Mission helicopters earlier in May 2015. SWEDEN HAS RECEIVED its and rescue (SAR) missions and five first NHIndustries NH90 in full in ASW configuration. Another four anti-submarine warfare (ASW) helicopters that have already been MORE TIGRES AND NH90S FOR FRANCE configuration. delivered in SAR configuration seven Tigres will be delivered in LIGHT Aviation delivered the helicopter to will now be modified to the same 2017-18, and the NH90s in 2017-19. (Aviation Légère de l’Armée de the Swedish Defense Materiel ASW standard, which is based The move will increase final ALAT Terre — ALAT) is to receive seven Administration (Försvarets around a mission system including totals to 74 NH90s and 67 Tigres (all more Airbus Helicopters Tigre HAD Materielverk — FMV) on December underwater sonar, tactical radar of which will eventually be to HAD attack helicopters and six additional 17. Sweden ordered 18 NH90s, 13 and a high cabin for improved standard, after the conversion of 40 NHIndustries NH90 Caïman tactical of which are equipped for search interior space. transport helicopters (TTH). The HAP variants).

March 2016 www.combataircraft.net [NEWS] WORLD

operations against Shiite rebels in Eagle was reportedly conducting a Yemen when the mishap occurred. demonstration as part of a celebration • Cessna 172S N914CP (172S8334) marking the 70th anniversary of the LOSSES owned by the US Air Force Auxiliary Air Force Flight School at Yogyakarta. Compiled by Tom Kaminski clipped a six-storey office building • J-10ASH serial 83147 operated • A pair of US Marine Corps CH-53E province of Sistan and Baluchestan on before crashing into a second by the People’s Liberation Army helicopters, operated by Marine January 12. multi-storey commercial building Naval Air Force’s 4th Naval Aviation Heavy Helicopter Squadron (HMH) • An MQ-1B operated by the US in downtown Anchorage, Alaska, Division, 12th Air Regiment crashed 463, collided north of Oahu in Air Force crashed in the vicinity of on December 29, killing the pilot. near Wenling in Zhejiang province Hawaii and crashed into the Pacific Akashat, Anbar, Iraq on January 7. The Although the pilot was a member on December 17. Both pilots ejected Ocean on January 15. The mishap Predator was flying a combat mission of the , he was not safely before the fighter came down. occurred around 2 miles (3.2km) when the ground pilot lost control. authorized to operate the aircraft and • A Bell 412EP operated by ‘The offshore of Haleiwa Beach. Twelve • AC-47T serial FAC1658 (c/n the incident is being examined by the Gallants’ Squadron of the Aviation personnel aboard the Super Stallions 15793/32541), operated by the Federal Bureau of Investigation. Wing of the Pakistan Army suffered were posted as missing. Colombian Air Force, received • A Mongolian Armed Forces Mi-8 a hard landing on December 13. • Both pilots aboard an unidentified substantial damage after it ran off the crash-landed during a military training The incident occurred at Awaran combat aircraft operated by the runway while landing at Comando exercise 31.1 miles (50km) east of Ulan in Baluchistan province. According Royal Jordanian Air Force ejected Aéreo de Combate 6 Tres Esquinas, Bator on December 23, killing one and to officials the helicopter suffered safely before it crashed during a Caqueta, on January 5. Neither of injuring 10 personnel. a technical malfunction soon after training flight on January 14. the pilots aboard the Basler Turbo • Indonesian Air Force T-50i serial take-off and crash-landed near the • An unidentified unmanned aerial conversion was seriously injured when TT-5007 crashed during an airshow helipad. The helicopter was carrying vehicle operated by the Pakistan the aircraft came to a rest in a ditch. at Adisucipto International Airport five personnel including three crew Air Force crashed at Chiniot in • A US Air Force HH-60G was in Yogyakarta, Java, Indonesia on members to Khuzdar. The passengers Punjab province on January 14. damaged after its rotor blades December 20. Both pilots aboard suffered minor injuries in the incident. The UAV was operating from PAF reportedly struck the wall of a the trainer were killed. The Golden Waseem Abbas Base Mushaf at Sargodha on a night compound while the crew was flying mission when it crashed. attempting to recover a US special LATEST J-10 MISHAP Waseem Abbas operations team in Afghanistan on Lost after a bird strike on December 17, J-10ASH serial 83147 was • The pilot of US Navy F/A-18A January 5. The mishap occurred assigned to the East China Sea Fleet of the PLA Navy and based BuNo 162837, which was assigned in the Marja district of southern at Huangya/Luqiao (Taizhou). At the time of the mishap, the two- to the Naval Aviation Warfighting Helmand province. seat fighter was conducting a night training flight. Both pilots 20 ejected safely before the jet came down near Lianshu in Development Center at NAS Fallon, • A Mi-17 operated by the Afghan south-east China’s Zhejiang province. via Chinese internet Nevada, ejected safely before the National Army crashed during a fighter crashed during a training training exercise in eastern Logar mission on January 12. The Hornet province on January 3. Three went down in a remote mountain area personnel were killed and two were of northern Nevada around 25 miles injured in the mishap. (40km) east of NAS Fallon and 90 miles • An F-16C operated by the Royal (145km) east of Reno. Bahraini Air Force crashed in • Both pilots aboard an F-4 operated southern after reporting by the Islamic Republic of Iran Air a technical problem on December Force were killed when the fighter 30. The pilot ejected safely before the crashed 45 miles (72km) west of fighter went down in Jizan province. Konarak air base in the south-eastern The pilot had been supporting

‘NEW’ RH-53D FOR IRINA

AN -BELL AB212ASW, two RH‑53 in 2010, it was another three Agusta-Sikorsky ASH-3Ds, a Sikorsky years before replacement parts for RH-53D and a Fokker F27-600 were 9-2701 could be procured on the all returned to Islamic Republic of black market. Its overhaul came to Iran Navy Aviation (IRINA) service a conclusion in January 2015, but after overhaul in November and subsequent test flights lasted almost December 2015. nine months. The RH-53D in question was Another ex-US Navy RH-53D is now serial 9-2701 (former US BuNo under overhaul, due for completion 160099), one of six examples in the in February 2016. After re-delivery Iranian inventory. Its last overhaul to the IRINA in autumn 2016, the RH-53D serial 9-2701 prior to a test flight in September 2015. It is was performed in 2005. After its fleet of operational RH-53Ds will be assigned to the IRINA’s 13th Minesweeping Squadron. Alireza Shams parts were used to restore another increased to three. Babak Taghvaee

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OLLOWING THE MAIDEN at CAC’s home facility at Chengdu- dielectric electronic warfare antennae,  ight of the seventh J-20 Huangtianba. In contrast to all previous usually concealed by the standard pale- prototype, serial ‘2016’, aircraft, the nal prototype features a gray paintwork — was its side number, on September 18, 2015, slightly re-shaped canopy as well as a ‘2101’. This is in line with the standard serial the Chengdu Aircraft new ejection seat. Otherwise, the external sequences spotted on all CAC J-10 ghters Industry Corporation design now seems to be frozen. delivered to date, and a clear sign that this F(CAC) delivered no fewer than two Rumors that the program had entered aircraft is indeed the long-expected rst more examples of the fth-generation its next stage rst emerged with the LRIP airframe. jet ghter within the space of just appearance of ‘2016’ in September. Then, In the days following its appearance, two months. The eighth aircraft, serial in early December, several reports began high-speed taxi tests were conducted in ‘2017’, took to the air for the rst time to circle on the internet suggesting that preparation for a maiden  ight, which on November 24. And then, as if by way possibly two more aircraft had been occurred on January 18 and reportedly of a seasonal gift for Chinese aviation completed. Somewhat surprisingly the lasted for 40 minutes. 22 observers, the apparent rst low- This image: new example —the ninth  ying J-20 — In entering the LRIP phase, Chengdu has rate initial production (LRIP) aircraft, The seventh did not wear the expected side number achieved this milestone in a little under J-20 prototype numbered ‘2101’, was unveiled on ‘2018’ or ‘2019’ and the now-familiar ve years since the rst J-20 demonstrator, (‘2016’) December 26. rst  ew on gray camou age scheme. Instead, it rst ‘2001’, took o for its inaugural  ight The J-20’s move to the production phase September 18, appeared at the CAC facility in a canary- in January 2011. This is similar to the 2015. All images was already expected when the last true yellow coat of primer. However, even more development cycle achieved by Lockheed Chinese Internet prototype, ‘2017’, was prepared for its via Andreas notable than its unusual color scheme Martin for both its F-22 Raptor and F-35 maiden  ight with a small celebration Rupprecht — which revealed several interesting Lightning II programs.

www.combataircraft.net March 2016 J20 GOES INTO PRODUCTION | EYE ON THE EAST

In accordance with typical People’s Right top to Liberation Army Air Force (PLAAF) bottom: A rare detailed view procedure, the J-20 prototypes have been of J-20 ‘2016’ sent to the China Flight Test Establishment as it taxies at (CFTE) at Xi’an-Yanliang, where the primary the Chengdu Aircraft Industry ight-testing is carried out. If the J-20 Corporation’s follows the pattern established by the Huangtianba J-10B program, then the LRIP units will facility. be assigned to the PLAAF’s Flight Test J-20 serial ‘2017’ and Training Center (FTTC) at Cangzhou/ is the eighth Cangxian near Tianjin and later to Dingxin aircraft. It took to the air for or Jiugucheng air bases, to test the  ghter the rst time on to the limits of its ight envelope and to November 24. develop tactics for the aircraft. This is likely The rst low- to be the case for the next LRIP aircraft — rate initial similarly wearing serials in the ‘210x’ range production — during 2016 and 2017. (LRIP) aircraft — ‘2101’ — which Even without its de nitive engines (the was unveiled on current J-20 probably uses a version of December 26. the trusted, Russian-made AL-31FN Series 3) the PLAAF seems to be eager to put its J-20s into service as soon as possible to devise and exploit operational tactics and procedures. However, since the  nal version of the WS-15 Emei engine seems to be still lagging behind the J-20’s schedule — most reliable reports indicate that it will not appear until 2017 — much of the testing and certi cation will have to be repeated once it  nally becomes 23 available. However the powerplant issue is resolved, once the type is in front-line PLAAF service — a milestone expected to occur around 2018 or 2019 — it is likely to have a signi cant impact and will present a challenge to the balance of air power in Asia’s Far East and western Paci c region.

‘In entering the LRIP phase, Chengdu has achieved this milestone in a little under ve years since the rst J-20 demonstrator, ‘2001’, took o for its rst  ight in January 2011’

March 2016 www.combataircraft.net NEWS REPORT | ISRAELI A4 RETIREMENT

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Last December the Israeli Air Force retired its nal McDonnell Douglas A-4 Skyhawks (known locally as Ahit — eagle) after almost 48 years of service.

report and photos: Yissachar Ruas

NDER CLEAR SKIES, two-seat TA-4J aircraft serving together the Israeli Air Force on with 102 ‘Flying Tigers’ Squadron, part of December 13 marked the IAF Flight Training School (FTS). the end of an era as The replacement Alenia Aermacchi the A-4 Ahit bowed out M-346 Master (locally known as Lavi — of service. Once the lion cub)  rst arrived at Hatzerim in July Ubackbone of the Israeli strike eet, with 2014 as the clock started ticking for the over 300 examples acquired, from 1972 Skyhawks of the ‘Flying Tigers’ Squadron. the Skyhawk was also responsible for The arrival of advanced types such as advanced training, latterly with the Air the F-16I, and with the prospect of the Force Academy at Hatzerim. The  nal A-4 forthcoming F-35, Israeli pilots felt the inventory included single-seat A-4N and increasing gap between A-4 training

www.combataircraft.net March 2016 ISRAELI A4 RETIREMENT | NEWS REPORT and operational conversion ying. Below: A ne farewell shot of The search for a new lead-in  ghter one of the last trainer (LIFT) platform began and after Israeli TA-4Js at evaluation of types that included the Hatzerim. Korean T-50, the M-346 was selected. Left top to Air Force commander Gen Amir bottom: An Eshel ew the lead jet for the  nal impressive line-up of A-4s event that marked the retirement. He shortly before comments: ‘The Ahit wrote some of retirement. the most incredible chapters in con ict An M-346 Lavi during the IAF’s history. Many of the joins A-4s on IAF’s achievements are a combination the runway at of this small aircraft and the large Hatzerim. heart and soul of both its pilots and its Far left: Old maintainers who have kept this aircraft meets new — combat ready for years, showing their sundown for the Israeli A-4s. professionalism and dedication, which empowers the Air Force as a whole.’ The Skyhawk now holds the record for the longest period of service by a  ghter aircraft in Israeli service. Many Israeli A-4s have been sold to private operators and more of the remaining airframes are likely to follow this route.

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March 2016 www.combataircraft.net INDUSTRY REPORT | CH53K KING STALLION

Known as the King Stallion, Sikorsky Aircraft’s CH-53K represents the third generation of the heavy- lift helicopter that rst entered service with the US Marine Corps more than 50 years ago.

report: Tom Kaminski

ESCRIBED BY MANUFACTURER Sikorsky Aircraft as ‘the world’s premier heavy- lift helicopter’, the CH-53K King Stallion Drepresents the future of the US Marine Corps’ heavy aerial assault capabilities, and will provide the rotary-wing backbone for the service’s expeditionary missions for years to come. Drawing upon lessons learned in half a century of operations by the CH-53A/D/E, the CH-53K is super cially similar to its illustrious forebears, but is an entirely new 26 aircraft beneath the skin. Compared to the current CH-53E Super Stallion, the King Stallion incorporates much more modern technologies, improved reliability, reduced maintenance requirements, and greater survivability. The CH-53K was selected as a new- build helicopter in preference to remanufacturing older CH-53E models, and the US Navy is now looking forward to taking on charge an aircraft ‘that will expand the  eet’s ability to move more material, more rapidly, throughout the area of responsibility using proven and mature technologies’. Once in service — SPECIALNovember 2015, carried out the maiden Intended as a replacement for the planned for 2019 — the King Stallion will  ight of the initial CH-53K at its West Palm CH-53E, the CH-53K will be capable of provide the ‘Gator Navy’ with three times Beach, Florida, Development Flight Center delivering a 13.5-ton load consisting of the baseline lift capability of the CH-53E, on October 27, 2015. The 55-minute test two up-armored High Mobility Multi- despite an equivalent shipboard logistics of Engineering Development Model 1 purpose Wheeled Vehicles (HMMWV), footprint, with lower operating costs per (EDM-1) marked the start of a three-year, one armored vehicle, or three 9,000lb aircraft, and fewer direct maintenance 2,000-hour  ight-test program that will (4,082kg) sustainment loads to three man hours per  ight hour. include four test aircraft. By early January separate landing zones at a range of As well as a US Navy program of record 2016, EDM-1 had carried out seven  ights. 110nm (204km). Above: YCH-53K for 200 CH-53Ks, the King Stallion has A 1.5-hour ‘long  ight’ was the rst time The rst of four YCH-53K  ight test EDM-1 made its already attracted interest from Germany, a USMC pilot  ew the King Stallion. Lt aircraft was unveiled during a roll-out maiden ight on October 27. seeking a replacement for its aging ‘legacy’ Col Jonathan Morel said: ‘The aircraft was ceremony at the West Palm Beach facility The 30-minute CH-53G  eet. Japan has been mentioned quite stable and handled predictably. on May 5, 2014. During the event the then sortie included as another possible customer. You can feel the huge amount of power commandant of the Marine Corps, Gen hovering, and, overall, it de nitely felt like a [CH-]53.’ James F. Amos, announced that the new sideward, rearward, and A second aircraft is expected to join the heavy-lift helicopter had been named Flight test begins forward ight. Sikorsky Aircraft, which became a  ight test e ort when EDM-3  ies for the as the King Stallion. Originally planned All images subsidiary of Lockheed Martin in rst time in early 2016. for summer 2014, the aircraft’s rst  ight Sikorsky Aircraft

www.combataircraft.net March 2016 CH-53K KING STALLION | INDUSTRY REPORT

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was pushed back after to begin in early 2017 and, according to Sikorsky was originally selected by a crack was discovered in the Marine Corps deputy commandant the US Navy to build a new heavy-lift a ground test article gearbox for aviation, the King Stallion remains helicopter for the US Marine Corps in during testing. Qualification testing on track to reach initial operational August 1962. The first YCH-53A flew on of the redesigned gearbox began in capability (IOC) in 2019. A Government October 10, 1964 and fleet deliveries the ground test vehicle (GTV) in August Accountability Office report indicates began in 1966. Ultimately, 139 examples 2015, and more than 200 hours of testing that the CH-53K’s development cost has were built before production switched preceded the first flight. increased by 44 per cent, and that the to the improved CH-53D. Deliveries All four test aircraft should be in the air cost of a single aircraft has risen 13 per commenced in March 1969 and ran by the middle of 2016. Each is expected cent since work began. until January 1972, when the last of 126 to fly around 500 hours during the CH-53Ds was completed. Developed test program. Initial operations will be Heavy Lift Replacement in response to a 1967 Marine Corps conducted in West Palm Beach but the The Heavy Lift Replacement (HLR) requirement, work on the three-engine aircraft will later be ferried to Naval Air requirement’s history can be traced to late CH-53E began in 1973. The first prototype Station Patuxent River, Maryland, where 2000, when the USMC announced plans took to the air in March 1974 and the Integrated Test Team (ITT) will carry to upgrade the CH-53E fleet. Introduced deliveries to the fleet began in June 1981. out the majority of development testing. in 1981, the Super Stallion replaced the The Marines received the last of 172 Operational evaluation (OPEVAL) is slated earlier twin-engine CH-53A/D Sea Stallion. CH‑53Es on November 24, 2003. Since its

March 2016 www.combataircraft.net INDUSTRY REPORT | CH53K KING STALLION

introduction, however, the aircraft has su ered from degraded performance, fatigue, interoperability, maintainability, and other operational issues. The CH-53E then cost approximately $17,500 per hour to operate and required 44.1 28 maintenance man-hours for each  ight hour. Although current plans call for the last CH-53E to remain in service until 2030, the helicopters began reaching the end of their 6,150-hour design service lives in the 2011-12 timeframe, at a rate of 15 aircraft per year. Attrition within the Super Stallion  eet caused Naval Air Systems Command (NAVAIR) to reclaim eight ex-US Navy CH-53Es from storage with the 309th Aerospace Maintenance and Regeneration Group (AMARG) at Those modi cations will be completed not be ready for service before 2025 and Davis-Monthan Air Force Base, Arizona, by Fiscal Year (FY) 2020. was too large to operate from the Navy’s between August 2005 and July 2008. Then referred to as the CH-53X, the current or planned amphibious vessels. Once upgraded and brought up to the HLR project originally called for a An operational requirements Above: The King latest con guration by Fleet Readiness remanufacture and service life extension document (ORD) was completed along is born — the Center Southeast at Marine Corps Air program (SLEP) for 111 of the service’s with an analysis of alternatives (AOA) of four YCH-53K ight test Station Cherry Point, North Carolina, 165 Super Stallions. The SLEP would that evaluated seven existing aircraft aircraft being the helicopters entered service with the have extended the aircraft’s service life platforms and four alternative CH-53E unveiled at West Marines between June 2006 and May until 2025 at a cost of approximately designs. It was determined that only Palm Beach on May 5, 2014. 2010. $21 million each. The Marines expected an enhanced CH-53 would meet the Despite these additions, by October to award a development contract ORD’s performance and survivability Right inset: Five 2014, the  eet had been reduced to 150 during 2004 with full-rate production requirements, operating and support SDD airframes include this CH-53Es resulting in an adjustment of beginning in FY 2011. costs, and the operational capability single ground the Primary Mission Aircraft Inventory Consideration was also given to dates. test vehicle (PMAI) from 16 to 13 aircraft. With a joining the US Army’s Joint Heavy Lift Completed in September 2003, the (GTV). In January 2014, requirement for 193, the service has a (JHL) program, which was then intended AOA determined that construction of its engines were shortfall of 43 aircraft. The type’s service as a replacement for the Boeing CH-47 new airframes was more cost-e ective powered up and life has, however, been extended to Chinook. However, the requirements for than upgrading the existing  eet of the rotor head turned for the 10,000 hours through the replacement that project vastly exceeded those of CH-53Es. Although engineers initially  rst time. of the station 820 transition bulkhead. the Marines. Additionally, the JHL would estimated that the remanufactured

www.combataircraft.net March 2016 CH53K KING STALLION | INDUSTRY REPORT

CH-53X would be about one- fth the support of the CH-53X HLR program in On May 9, 2007, Sikorsky announced cost of a new replacement helicopter, December 2004. the selection of four sub-contractors experiences with the USMC’s UH-1 and The Defense Acquisition Board (DAB) that would be responsible for design the US Army’s CH-47 remanufacturing approved the acquisition program and fabrication of major CH-53K programs showed that the costs were baseline (APB) and gave its approval for fuselage sections: nearly equal to those involved in the HLR program to enter the system • Spirit Aerosystems: cockpit and cabin building a new airframe. In fact, the development and demonstration (SDD) section and tailboom April 2005 decision to build new UH-1Ys phase on December 22, 2005. NAVAIR • Excelis Inc: tail rotor pylon, horizontal rather than remanufacture UH-1Ns was subsequently awarded Sikorsky an stabilizer and fuselage sponsons the result of a 1 per cent di erential $8.4-million cost-plus, xed-fee contract • Aurora Flight Sciences: main between the two approaches. on January 3, 2006. The interim SDD rotor pylon, engine nacelles Remanufacturing programs further allowed the contractor to continue • GKN Aerospace: aft transition section, require a ‘pipeline’ of donor airframes progressing with its risk-reduction and including ramp and overhead door that impact the service’s ability to meet sub-system selection e orts. NAVAIR Preliminary (PDR) and critical design operational taskings. announced the assignment of the reviews (CDR) respectively occurred in The decision was made to proceed mission design series (MDS) designation September 2008 and July 2010. Five with a design that met range and CH-53K to the new heavy-lift helicopter SDD airframes include a single ground payload requirements and minimized on January 5, 2006. test vehicle (GTV) and four  ying the e ects on service capability dates, A full SDD contract, valued at $2.9 engineering development models inventory, support costs, and risk. The billion, was issued on April 5, 2006. (EDMs) as well as static and fatigue test ORD was subsequently approved by the Systems integration and RDT&E e orts articles. The SDD schedule was altered Joint Requirements Oversight Council were then expected to run until 2015 and in August 2011, the rst  ight being (JROC) in December 2003. The following cost up to $4.4 billion. rescheduled from 2011 to 2013, and March the USMC announced plans to Sikorsky con rmed the selection of the IOC moved from 2015 to 2018. Those go ahead with the purchase of 154 new General Electric GE38-1B to power the dates were later pushed out to 2014 HLR helicopters. On December 23, 2004, CH-53K in December 2006. A derivative and 2019 respectively. Final assembly of NAVAIR awarded Sikorsky Aircraft a of the CFE738 commercial turbofan and the GTV began in July 2011 and the rst $34-million risk-reduction contract. The the T407 turboprop, which was originally  ying YCH-53K prototypes followed in manufacturer received an additional developed for the cancelled Lockheed December 2011. The GTV was delivered $43.3-million contract in August 2005 to P-7A maritime patrol aircraft, the to West Palm Beach on December 4, continue with requirements de nition, GE38-1B’s ve-stage axial compressor is 2012. Initial  ight-testing of the EDM 29 engineering trade studies and risk- coupled with a single-stage centrifugal aircraft is being carried out by the HLR reduction e orts. compressor. It features an annular Integrated Test Team (ITT) at Sikorsky’s combustor, two-stage gas generator Florida test center. Development and turbine, and three-stage power turbine, Developmental testing began in EDM-2, the second YCH-53K production and is equipped with a dual-channel December 2013, and on January 24, (BuNo 168779) Research, development, test and full-authority digital electronic control 2014, the GTV’s engines were powered is towed to the evaluation (RDT&E) work associated with (FADEC) system with advanced health- up and the rotor head turned for the rst ight line. It was expected to the new helicopter began when Sikorsky monitoring functions. The engine later time. Subsequent testing, with the rotor make its maiden was awarded a sole-source contract in received the T408-GE-400 designation. blades installed, started on April 17. ight in January.

March 2016 www.combataircraft.net INDUSTRY REPORT | CH-53K KING STALLION

Aircraft BuNo Test duties took in procurement of four system Readiness Squadron (FRS). Whereas GTV Propulsion system demonstration test articles (SDTAs), each active component HMH squadron development occurred on January 18, 2012 and the will have 16 aircraft assigned, the and qualification, new APB was approved by the DAB reserve component squadrons will systems on April 14, 2013. Four production- receive eight CH-53Ks, and the FRS integration, representative SDTA CH-53Ks were will operate a fleet of 17 King Stallions. climatic tests, live-fire tests subsequently ordered on May 30, 2013 Those units assigned to Marine Aircraft STA Static test article at a cost of $435.3 million, using FY 2013 Group (MAG) 29 at MCAS New River, for structural load RDT&E funds. Three of those airframes North Carolina, will be the first to test and analysis are already undergoing final assembly transition. FTA Fatigue test article in West Palm Beach and the fourth Under current plans, HMH-366 will EDM-1 168778 Structural/ fuselage is receiving modifications at be the first operational unit to field dynamics the contractor’s Bridgeport, Connecticut the CH-53K. The unit, which currently EDM-2 168779 Handling facility. Once delivered, the aircraft will operates from MCAS Cherry Point, qualities, performance, support operational testing. North Carolina, will relocate to New propulsion In April 2014, the US Navy announced River early in FY 2016. The squadron’s EDM-3 168780 Avionics, plans to acquire two additional SDTA conversion to the CH-53K will begin in electrical, aircraft, and long-lead items were FY 2019 and be complete in FY 2022. cargo, and ordered at a cost of $38.8 million in July The FRS is scheduled to receive its environmental 2015. A procurement contract for SDTAs first Super Stallions in FY 2020, and EDM-4 168781 Electromagnetic 5 and 6 will be awarded in 2016. HMH-461 and HMH-464 will commence environmental effects (E3), As a result of a USMC force structure their transitions in FY 2023 and 2024 maintainability review completed in March 2011, respectively. Conversion of the units SDTA-1 169019 planned procurement was boosted by assigned to MAG-16 at MCAS Miramar, SDTA-2 169020 44 helicopters, increasing the program California, will follow beginning in SDTA-3 169021 of record (POR) to 200 CH-53Ks. The FY 2025. SDTA-4 169022 Super Stallion will achieve IOC in June 2019, when four aircraft and combat- CH-53K PRODUCTION PLANS Although original plans had the first ready crews are declared to be ‘ready for Year Aircraft of three low-rate initial production deployment’. FY 2017 2 (LRIP) lots being ordered in FY 2013, A full-rate production (FRP) decision 30 FY 2018 4 a Milestone C LRIP decision is now is expected in May 2019 and 174 FY 2019 7 expected in January 2017. The initial aircraft will be procured from FY 2021 FY 2020 7 pair of CH-53Ks will be ordered in to 2028. Each aircraft is expected to FY 2021 14 FY 2017, with four aircraft following in cost around $81.7 million, with the total FY 2022 21 LRIP Lot 2. Under present commitments, program procurement cost reaching Below: Lt Col FY 2023 24 Jonathan Morel the third and fourth lots will each $29.5 billion. FY 2024 24 became the include seven helicopters for a total of FY 2025 24 first US Marine 20 LRIP CH-53Ks. Fielding Corps aviator to FY 2026 24 fly the YCH-53K The original LRIP plan, which included As things stand, the King Stallion is due FY 2027 24 when he took four RDT&E and 25 production aircraft, to be fielded by eight active Marine FY 2028 19 the controls was revised as part of an updated Heavy Helicopter (HMH) squadrons, Total 194* of EDM‑1 on December 18, acquisition strategy. The approval of two reserve squadrons and one Marine * Total does not include six 2015. acquisition strategy revision 1, which Heavy Helicopter Training (HMHT) Fleet production-representative SDTAs

www.combataircraft.net March 2016 CH53K KING STALLION | INDUSTRY REPORT

Architecture System (CAAS) from the MH-60M Black Hawk, the latter provides the helicopter with an electronic ight instrument system (EFIS) including  ve liquid-crystal ight displays. A health and usage monitoring system (HUMS) is incorporated. Whereas the CH-53E was originally designed to operate in benign environments, the CH-53K is intended to Below: New go in harm’s way and will be equipped composite with a sophisticated range of defensive rotor blades are countermeasures and weapons including incorporated but the the GAU-21 0.5in (12.7mm)-caliber diameters of the machine gun and ballistic protection. main and tail Overall, the CH-53K will provide the eet rotors remain unchanged at CH-53K WALK-ROUND swept tips are incorporated. Although with enhancements in terms of range and 79ft (24.08m) Whereas the CH-53E is capable of the diameters of the main and tail rotors payload performance, cargo handling, and 20ft (6.1m) operating at a maximum gross weight remain unchanged at 79ft (24.08m) and turnaround times and survivability. The respectively. of 74,000lb (33,566kg), the CH-53K’s 20ft (6.1m) respectively, the chord of both advanced technologies incorporated Left: The new gross weight is increased to 88,000lb has been increased, resulting in 12 per in the helicopter will result in a major main rotor (39,916kg). Visibility for the pilots is cent more surface area on the main rotor reduction in life-cycle costs over the blades feature an advanced improved through the incorporation and 15 per cent more on the tail rotor. CH-53E while improving reliability, airfoil and swept of larger windscreens and side panels. Constructed using layers of elastomer maintainability and interoperability. tips. Its cabin is 14in (0.36m) wider than and metal, the main rotor hub design is the earlier model, allowing it to carry based on that of Sikorsky’s commercial SPECIFICATIONS standard 463L-series cargo pallets. S-92 helicopter. It includes fail-safe Although troop seating is reduced from bearings that accommodate blade lead, Main rotor diameter 79.0ft (24.08m) 55 in the CH-53E to just 30 aboard the lag, ap and pitch movement without Overall length (rotors turning) 99.0ft (30.18m) Fuselage length 73.1ft (22.29m) CH-53K, the passengers will be provided requiring lubrication. In addition to a Overall height (rotors turning) 28.4ft (8.66m) with newly-designed crashworthy seats. wider chord, the new airfoil’s twist, taper Cabin length 30.0ft (9.14m) 31 Cargo movement will be aided by an and tip shape are optimized to increase Cabin width 9.0ft (2.74m) internal cargo rail locking system and an performance in hover and forward ight. Cabin height 6.5ft (1.98m) improved system. The design of the split-torque gearbox Powerplants Three General Electric Larger external sponsons increase the was originally developed for the RAH-66 T408-GE-400 (GE38-1B) helicopter’s internal fuel load, alleviating Comanche and includes three input engines each the need for external fuel tanks. modules that each takes the power from rated at 7,332shp (5,467kW) Maximum gross weight (internal load) 74,000lb (33,566kg) Although not as large as those found one engine and divide it between four Maximum gross weight (external load) 88,000lb (39,916kg) on the US Navy’s MH-53E (see Combat shafts that drive the output gear turning External payload 36,000lb (16,329kg) Aircraft January 2016), the sponsons are the main rotor. Maximum passengers 30 constructed from composite materials The CH-53K features a triple-redundant Mission radius with 27,000lb payload 110nm (204km) radius and are longer and taller than those of ‘ y-by-wire’ ight control system and Mission radius unrefueled (with no payload) 200nm (370km) radius the CH-53E. Each houses two self-sealing Joint Interoperable ‘glass’ cockpit. Maximum cruise speed 170kt (315km/h) fuel tanks that hold 2,300 gallons (8,706 Developed by Rockwell Collins and Service ceiling 14,380ft (4,385m) liters) of fuel, for a total of 15,500lb based on the US Army Common Avionics Hover ceiling (out of ground e ect) 3,180ft (969m) (7,031kg). The CH-53K’s combat radius will be double that of the CH-53E. Its ‘hot and high’ performance will enable it to carry 27,000lb (12,247kg) of cargo over 110nm (204km), to an altitude of 3,000ft (914m) at an ambient temperature of 91.5°F (33.1°C). Each of the T408 engines develops approximately 7,332shp (5,467kW), providing the aircraft with a 57 per cent increase in power over the CH-53E’s T64 . Fuel consumption is reduced by approximately 18 per cent. A new split-torque gearbox, an elastomeric rotor head and high-e ciency composite rotor blades featuring an advanced airfoil and

March 2016 www.combataircraft.net EXERCISE REPORT | HMH463 ‘PEGASUS’

US defensive posture toward the Asia- Paci c region following the draw-down of US forces in the Middle East. The rst, the Enhanced Air Co-operation Initiative, allows increased rotations of US Air Force elements through Australia for exercises and training. The second, the US Marine Corps Initiative, involves the annual rotation of USMC units through Australia’s Northern Territory over a six-month period. Since 2012, USMC units have deployed as the Marine Rotational Force — Darwin (MRF-D) from April to October each year PEG SUS to the Top End, as the northernmost section of the Northern Territory is known, AT THE TOP END coinciding with the dry season in that tropical region. The MRF-D presence allows increased training opportunities The Aviation Combat S PART OF the 25- with the Element of theA 2015 Marine year bilateral Force (ADF) without the political sensitivities Posture Agreement associated with the permanent basing of Marines deploy Rotational Force — Darwin from a CH-53E announced by the American forces. Super Stallion completed its demanding leaders of Australia and Company-size rotations of 200 to 250 for a company the United States in Marines were stationed at Robertson assault on an deployment in Australia’s enemy objective Northern Territory late ANovember 2011, two initiatives came into Barracks in Darwin, the capital city of the at the Bradshaw being to enhance the strong and long- Northern Territory, in 2012 and 2013. In Field Training last year. standing defense relationship between 2014, the MRF-D was scaled up to the size Area. Marine Rotational Force both countries. This e ort followed of a battalion and became the rst to be — Darwin/ report: Roy Choo President Obama’s call for a ‘pivot’ of the Marine Air-Ground Task Force (MAGTF)- Cpl Scott Reel 32

www.combataircraft.net March 2016 HMH463 ‘PEGASUS’ | EXERCISE REPORT capable with an Aviation Combat Element support this assignment for the second the previous rotation, it is our  rst time in (ACE) in the form of four CH-53E Super time as we are currently the best  t for it. It Australia.’ Stallions, detached from Marine Heavy has been signi cant for the squadron as a Before the CH-53Es could be ferried Helicopter Squadron (HMH) 463 ‘Pegasus’. whole as it has been helpful for many of us on two USAF C-5 Galaxy transports into The fourth iteration of MRF-D in 2015 to gain such valuable experience out here.’ RAAF Base Darwin, where they were was its most active yet. A unique Special- Explaining the role of the ACE within mostly based during the detachment, Purpose MAGTF (SPMAGTF) was built MRF-D, ‘Senator’ continued: ‘We are the each was subjected to a rigorous around the Ground Combat Element sole air transport of the MAGTF; our entire inspection process by the Australian (GCE) comprising 1,150 Marines from mission is to support the GCE primarily Quarantine and Inspection Service to the 1st Battalion, 4th Marine Regiment and we do that through detailed planning meet the country’s environmental and (1/4), based out of Camp Pendleton, with both them and the LCE to sustain bio-security requirements. ‘That was about California. The ACE was again supported their training and exercise objectives. Our 800 to 1,000 man-hours spent pressure- by HMH-463 with a detachment of four taskings involve heavy-lifting of cargo, washing and vacuuming each aircraft. CH-53Es and included Marine Aviation assault support — which is moving The inspector came up to Hawaii and Logistics Squadron (MALS) 24 and Marine Marines around the battlespace — as examined every nook and cranny before Wing Support Squadron (MWSS) 171. well as refueling vehicles with the tactical the aircraft could get on the C-5. It was a A third element, the Logistics Combat bulk fuel delivery systems. Additionally, in tremendous burden on the squadron but Element (LCE), was provided by Combat conjunction with that, we have our own we knew it was necessary and required.’ Logistics Detachment 1. unit-level training and interoperability training with the ADF.’ Outback operations ‘Pegasus’ deployment The ACE consisted of 120 Marines The four CH-53Es of the ACE were kept Usually operating out of Marine Corps Air and sailors, made up of 10 pilots and16 busy over the detachment with back- Station Kaneohe Bay, Hawaii under the dedicated crew chiefs as well as 94 ground to-back unilateral and joint Marine- command of Marine Aircraft Group 24, crew and mechanics, some of whom are ADF exercises conducted at the North 1st Marine Aircraft Wing, HMH-463 was trained crew chiefs and aerial observers. Australian Range Complex — Mount selected for the second year running to According to ‘Senator’, ‘We arrived here Bundy and Bradshaw training areas, both form the core of the MRF-D ACE. The ACE [in the] middle of April 2015 from our located in the hot and dusty bush and commanding o cer, Maj Daniel ‘Senator’ di erent units, worked for six months and outback regions. ‘Flying here is very much Fitzpatrick, told Combat Aircraft: ‘We have then split and go back to our parent units. di erent as the landscape is relatively  at been tasked by Marine Forces Paci c to Except for four Marines who were here in as compared to the mountainous terrain 33

March 2016 www.combataircraft.net EXERCISE REPORT | HMH463 ‘PEGASUS’

and open water of Hawaii’, said ‘Senator’. that a orded numerous opportunities to provide additional lift for the Marines ‘The biggest challenge here is the long enhance interoperability with Australian and ADF soldiers during the exercise, distances involved, hence we rely heavily forces. A ‘crawl, walk, run’ approach was four additional CH-53Es from the 31st on SATCOM [satellite communications]. adopted as part of e orts to validate MEU were deployed to augment the We don’t usually utilize HF frequencies and strengthen the capacity to conduct MRF-D ACE. which the ADF uses around here. integrated combined arms exercises with The culminating event at ‘Talisman ‘We had all been expecting the support from the air. Saber’ had the reinforced ACE deployed to conditions to be worse than what ‘Senator’ explained how the integration Nackeroo Air eld — a dirt airstrip within they actually are. Many of us on this training began: ‘Exercise ‘Predator Walk’ the 3,300-square-mile Bradshaw Field detachment have had experience in Iraq back in May 2015 provided us [with] our Training Area — to simulate operating and Afghanistan, so when we think about  rst opportunity to train together as a from an austere  eld environment. Capt brown-out conditions, we are expecting work-up to larger, more sophisticated Kevin ‘Red Time’ Roche, operations o cer between 25 to 50ft visibility on approach exercises. We started o with on/o drills of the ACE, recounted: ‘The deployment before we lose visual reference with the where ADF soldiers and Marines sat in at Bradshaw, which was about three ground. We have not seen it at all out the CH-53s and practiced getting on and times the size of Twentynine Palms [in here; in my opinion the dust has been o , which can be a challenge in itself for California], was the toughest exercise in light to moderate. The biggest challenge, those who are not used to such a large our rotation. We did several air assault however, were the near-blackouts from aircraft. We progressed to small-unit troop courses [AACs] with live artillery  re. the ash down in Bradshaw from controlled transport; the highest level in the exercise ‘The CH-53s lifted the M777 howitzers burning of vegetation in the training areas. we did was platoon-level insertions and from the Royal Australian Artillery’s ‘It’s just a little warmer than in Hawaii extractions together with a few casevac 8th/12th Regiment to the  ring area and where we deal with the heat and humidity [casualty evacuation] drills. So, really the within an hour they were getting rounds regularly, so our Marines are pretty  rst month was relatively light as far as our o . We then moved the Marines and acclimated. The only di erence is that the tactical training was concerned.’ ADF soldiers to the objective, and while beginning and end of the detachment The MRF-D ACE was very much involved ingressing we could see the impacts of the coincides with the wet season and the in ‘Talisman Saber 2015’, the most howitzers on the target area. We pressed humidity goes up a lot higher than important bilateral set-piece exercise in with our GAU-21 0.5in [12.7mm]-caliber An MRF-D ACE in Hawaii.’ between the ADF and US forces. Held door guns  ring away. The artillery  re CH-53E Super from July 4 to 19, more than 30,000 stopped one minute prior to us getting Stallion whips Aussie integration personnel from both countries were wheels on the deck and resumed once we up a dust storm 34 as it lands for a Capitalizing on the partnership with involved. It saw participation from the inserted the assault force and departed. troop insertion the co-located ADF 1st Brigade, MRF-D 31st Marine Expeditionary Unit (31st It was very well-orchestrated and it was mission in the exercised joint command and control MEU) with AV-8B Harrier IIs, AH-1Z Vipers an incredible experience, particularly for Bradshaw Field Training Area. of ADF and Marine task forces in an and MV-22 Ospreys embarked aboard those who have not seen anything like Roy Choo aggressive schedule of bilateral exercises USS Bonhomme Richard (LHD 6). To this before.’

www.combataircraft.net March 2016 HMH463 ‘PEGASUS’ | EXERCISE REPORT

rotate through. They have lent us tools and equipment and we have done the same, so it has been a mutually bene cial relationship. ‘The dust here is a bit di erent from other parts of the world and we had some wear and tear issues on the blades last year. It has been  ne thus far and we have been keeping an eye on them. However, when the dust mixes with oil leaks, which the CH-53s do a lot, it cakes up in places, so we have been washing the aircraft a lot to avoid issues with the transmissions. Overall, we have achieved excellent aircraft availability, with up to three available for operations most of the time.’ As the 2015 rotation drew to a close in October, ‘Red Time’ summed up how the experience ‘down under’ enriched the Marines: ‘It’s been a great environment for our young pilots to integrate outside the Above: Maj Interoperability training was also at the objective, the ARHs would use the Marine Corps and talk to other nations and Daniel ‘Senator’ conducted with the Tiger Armed time on station for a CAS mission with build a friendship with them. Just seeing Fitzpatrick was commanding Reconnaissance Helicopters (ARH) of the the Marine JTACs [Joint Terminal Attack how our counterparts in the ADF work and o cer of the Australian Army’s 1st Aviation Regiment. Controllers] we had placed on the deck.’ getting the chance to integrate with them 2015 MRF-D ‘Red Time’ continued: ‘Throughout the has been an eye-opening experience.’ ACE. Roy Choo rotation, we have done substantial work Keeping the With the US building up its forces in Below left to with the ARHs in the development of the Asia-Paci c, the Marine presence in right: Australian Stallions going Army Tiger tactics, techniques and procedures — The generation of su cient airworthy Australia will be a long-lasting one. In its ARHs worked how we could work and integrate with CH-53s to keep up with the aggressive mature state some time by the end of this closely with the them in escort and combat air support operational tempo of the MRF-D decade, plans call for the MRF-D to be MRF-D ACE on 35 escort and CAS [CAS] operations. We have a Marine required the set-up of some higher-level expanded to a full MAGTF of 2,500 Marines missions. liaison o cer, who is an AH-1 Cobra maintenance shops typically not found in and a reinforced ACE that will allow it Roy Choo pilot, attached to them just so we can a standard squadron. Lt Joe Hibbits, the to project air power within the region Maintainers co-ordinate better. Nevertheless, working ACE’s maintenance material control o cer, and beyond. For now, it is certain that work on the tail of a CH-53E. with the ARHs has been a near-seamless said: ‘A whole lot of work has been done HMH-463 will still be around for the next Although experience as we speak the same out here in the past six months. We have rotation or two as it builds up institutional based a long aviation language. changed almost every major component knowledge and partnerships while distance away from home, the ‘During the escort operations, there on at least one of the aircraft, so we are operating from the Top End. ACE was able would be two ARHs escorting two, lucky to have an excellent supply system to generate sometimes three, CH-53s to the objective. so far from home. We have also been It was with great sadness that we su cient learned Capt Kevin ‘Red Time’ Roche aircraft to keep There would be times when they [ ew] working closely with the RAAF’s No 13 was among 12 US Marine Corps up with the alongside us to form attached escorts and Squadron, the only unit with permanent personnel killed on January 14 in a operational then there would be others when they personnel assigned on the base, to provide  ying accident in Hawaii. This feature is tempo. Roy Choo would be detached escorts. Upon arrival assistance whenever their AP-3C Orions dedicated to them.

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EVELING OFF AT 24,000ft extinguishes, con rming contact, and we check out with airspace almost immediately the gas  ows. control, get a vector to I check the director lights on the tanker’s the tanker track and, once belly, make some ne adjustments to Jim Haseltine we’ve got radar contact ensure I’m in the best position and relax. on ‘Exxon 11’, we’re sent to While the immense size of the tanker Lthe AAR (air-to-air refueling) frequency. and the knowledge that it contains Exxon 11’s in his turn at the end of the tons of highly volatile jet fuel can be track, so the intercept and join-up will psychologically intimidating, the actual be expeditious. I rock my wings to have task of refueling is as easy as any other everyone close to ngertip formation kind of close formation  ying. We’re and pass the ‘check’ sign (thumb and getting a top-o to re- ll the internal fore nger extended) to ‘Scout’, telling tanks for BFM (basic ghter maneuvers). 04 to do a quick ‘battle damage’ check. As soon as that happens, I push the AAR Eagle 04 climbs slightly to visually release button to eject the boom. inspect the topside of ‘Scout’s’ jet for Reducing power, I slide back and, once any wrinkled skin and missing panels, clear, bank left to cross beneath 02, then then dips down beneath him to look climb up on to his wing. He makes sure for that, plus any  uid leaks. He scoots I’m there before dropping down and across underneath each of us, inspecting sliding over to the pre-contact position. ‘Turn and burn’ — a pair our jets, and then climbs above 02 to I monitor 02 until he’s plugged in and of 122nd FS F-15Cs enters check his topside. He returns to his own looks stable, then I go to the controlling the merge at close range for some BFM (basic ghter position without comment — meaning agency’s frequency in the aux (auxiliary maneuvers). Jamie Hunter everything’s OK — and I waggle the tails radio) and co-ordinate our departure from to send everyone out to a looser the tanker track and clearance back into en route formation. the airspace for BFM. By this time, ‘Exxon’s’ With the KC-10 approaching my 10 reached the other end of the track and o’clock, 180 degrees out and slightly begins a turn. I check 02 to be sure he’s high, I begin banking towards him to handling the bank, and monitor him until  y the intercept curve and call for a fuel he’s got his gas and drops 38 check to see if anyone needs priority on o the boom, the boom. Sounds like the normal  ight scooting out left, line-up will work. This is also the signal passing behind and to accomplish our pre-air refueling beneath me to show up on checklist, which most of us memorize my left wingtip. as the BRITES check: Beacon, Radar, As ‘Scout’ moves down and over to IFF, air-to-air TACAN, and any other pre-contact, leaving 04 on the tanker’s game (BVR, or Emitters — o , Slipway door — open. right wing, I check out with ‘Exxon’ beyond visual range, The AAR ‘ready’ light on my canopy bow and climb o his wing, switching us to employment). If you illuminates, indicating that the AAR the controlling agency’s frequency for can’t  y your jet and put receptacle is open for business. airspace entry and BFM. it where it has to be to get a kill or stay alive, you’ve no respect Topping up BFM — fast and furious in a ghter squadron. BFM is the art and Swinging around into the KC-10’s six ‘Scout’ and I are splitting the airspace with science of maneuvering your jet against o’clock, we’re sent to the ‘boomer’s freq’ an east-west line through the ‘bullseye’, an aware and aggressive bandit who (boom operator’s frequency) and check with the rst element o the tanker going is actively maneuvering his own in. I send my wingmen to the tanker’s to the farthest half. Once in the airspace, to defeat your shot opportunities wings — 02 on the left, ‘Scout’ and 04 on 02 and I check in with the E-3 Sentry and kill you instead. It is the dynamic the right — as I motor forward into the and ‘fence in’ again. ‘Fence in/out’ means blending of energy management and pre-contact position. The boomer lowers the pilot is preparing cockpit switches lift-vector control, plus another dozen less the winged tube, signaling me forward. for combat: crossing the ‘fence’ means critical elements, to arrive in a weapons Add a bit of power and the Eagle pushes the pilot ‘fences in’, and then ‘fences out’ employment zone (WEZ) or keep the ahead. I guide it past the end of the boom when leaving the ght. We do a couple bandit out of one. and stabilize beneath the tail of the big more g-awareness turns — this time a While judicious energy management jet — the boomer does the rest. The AAR 90-degree turn followed by a full 180 creates the continued ability to turn receptacle is atop the left wing root, so to practice physically sustaining the g, your jet, lift-vector control determines I o set to the right, my nose pointed not just being aware of it — in order where it will go. The lift vector is that beneath the ‘10’s right-hand main landing to get ourselves warmed up for the imaginary arrow that extends upwards gear door, and push my left-hand mirror most physically strenuous part of the perpendicular to the jet’s wings, pointing outboard a little to see the boomer guide mission: BFM. to where the jet’s nose will go if you the tube to the receptacle and plug it in. It doesn’t much matter that you can add g — the more g, the faster it goes The AAR ‘ready’ light on the canopy bow kill bandits by the score on the video there, airspeed permitting — and is

www.combataircraft.net March 2016 F 15C FROM THE COCKPIT | FEATURE

EAGLE DRIVER...

FIGHT’S 39 ON! Representing nothing less than a revolution in air combat when it rst appeared in 1972, the F-15 Eagle remains the yardstick by which other Western ghters are measured. Retired US Air Force F-15C pilot Doug ‘Disco’ Dildy takes us aloft for some fast-paced basic ghter maneuvers, the Eagle driver’s ‘bread and butter.’

report: Col (ret) Doug ‘Disco’ Dildy

March 2016 www.combataircraft.net FEATURE | F15C FROM THE COCKPIT

mentally visualized as an extension of I snap the Eagle into a deep left bank Sure enough, he’s coming back to the This image: your own spine. Pulling hard and looking (120 degrees or so), pointing the lift vector inside of my turning circle, still about a F-15C pilots pride directly above the canopy bow you beneath his jet’s tail (‘deep six’), my left mile out, his own nose rotating to point at themselves on see where the nose is going. You want hand ‘karate-chopping’ the cha / are me. I add some g — to slow-rate beeper their pedigree that to be the bandit’s ‘six o’clock’ when lever on the left side of the throttle as I — and rotate my jet more/faster in front of in the dog ght, but the Eagle maneuvering into the WEZ (the AIM-9 twist, tense and strain, anticipating the him, kicking him out of the WEZ and into can also  y and gun employment envelope aft of high-g onset. I pull back hard and fast, the middle of my turning circle. His nose fast and high the bandit’s 3-9 o’clock line) and, once until the OWS (overload warning system) continues to pull inside — I’m starting to — ideal for throwing a there, out in front of him when you’re chirps its high-rate beeper in my ears, see some of his belly, the tell-tale sign that missile a long trying to bring the nose, the gun and the telling me I’m pulling about as much he’s pulling ‘lead’ for a gun attack. I ease o way. heater (heat-seeking missile) to bear. If as I can without over-g-ing the jet — the g now to about 6 and pull the throttles Ioannis Lekkas starting defensive, you roll to point the approximately 8.5g+. to idle, letting him close more rapidly. Wait Right top to lift vector into the bandit’s ‘deep six’ and I see 02 roll and pull his nose to my six for it… Bait him… Bait him… bottom: On the pull max allowable g or angle of attack o’clock,  ying his jet towards the WEZ As he approaches 3,000ft (max defensive — an Eagle driver (AoA) to rotate your jet on its wingtip, that’s trailing me, disappearing behind e ective gun), I add g sharply. With no punches out swinging your WEZ away from the bandit my tails with his nose ‘in lag’ (I’m looking AB (afterburner) to sustain the speed or  ares as he is and creating such high crossing angles mostly at the top, not the front, of his g, I quickly feel the subtle tickle in the chased down by his wingman. that you deny him valid heater and jet as he disappears behind me). In spite stick grip that signals my jet’s at its best Raytheon/ gun attacks. of the spiraling descent I’ve started, the ‘instantaneous corner’ velocity, rotating Jim Haseltine The g-awareness turns have set us up high g has begun scrubbing o airspeed rapidly in front of him. To spoil his gun The infamous in a lead-trail formation with Eagle 02 at and I relax slightly to what I can physically shot, I roll out briskly, point my wingtip ‘Wall of Eagles’ my six o’clock about a mile back. He’ll be sustain — about 7g — knowing that at him to make my big Eagle as ‘skinny’ as — a four-ship o ensive  rst — I give us a 30-degree this is also the Eagle’s best energy- possible (knife-edge) and pull up, out of of ‘Jazz’ Eagles looking for in-place ‘check turn’ to the left, so I’m maintaining turn. More g tightens the his gunsight. Rolling back towards him, I trade. now looking at him over my left shoulder circle but depletes airspeed (energy); less slam the throttles to the stops and point Jamie Hunter (seven o’clock). He’s at the edge of the g widens the turn. my lift vector to his ‘high six’, pulling hard, old AIM-9/Atoll IR missile envelope Knowing that it will be about 60-90 deep into the bu et as the wings are and well outside gun range. We’re at degrees of turn before 02 shows up shedding knots in droves. This was a ‘jink’. 18,000ft altitude above the water’s dark inside my turn again, I do a quick energy 02 tries to correct his aim, but rolling surface (our play area ‘ oor’ is 10 grand) check (airspeed/altitude) in the HUD out to do so means he’s not turning and, 40 and we’re doing about 430kt, a good (head-up display), clear the  ight path by the time he can get back into his bank tactical airspeed. ahead and inside the turn, and take and g, the  eeting gun shot’s vanished a couple of deep breaths to reset my and he’s sailing past my tails with way too ‘Fox two’ straining maneuver. Then I toss my head many knots! His speed brake yawns open We both call ready, I say ‘Fight’s on’ and over my left shoulder again and bear in a futile attempt to slow down. I roll right maneuvering begins with his ‘Fox two’ call. down hard against my g-suit. to catch him coming out the other side,

www.combataircraft.net March 2016 point my lift vector at his ’burner cans, for anybody else to shoot. I ‘knock it o ’. make sure my throttles are jammed into One of the BFM training objectives has the ‘north-west corner’ of the cockpit — been met: his attack was neutralized. the ABs kick in hard (because airspeed is so low, their light-o s are much more On the offensive discernible) — and pull at the tickle to We roll o towards the wider part of swing my nose towards his the airspace and settle our breathing six o’clock as he and heart rates a bit while we check goes scooting fuel — ‘Lead’s 7.4, squared and balanced’ forward of meaning I’ve got 7,400lb of fuel, both my 3-9 line. total and internal, and the wing tanks Recognizing have equal amounts. After mid-airs and that his G-LOC (g-induced loss of consciousness), o ensive the next greatest cause of lost Eagles is its potential has propensity to go into a spin under high just vaporized, he can AoA if one wing is appreciably (200lb of either turn into me, and go fuel or more) heavier than the other. So fully defensive, or pull up and we always make sure we’re still ‘balanced’ away from me. This he does, before resuming BFM. all of his excess energy now This time, I’m o ensive. We set up again making him zoom up into the with a ‘check turn’ that puts me 30 degrees blue. I pull my jet around under o 02’s tail, to his right side, about a his six o’clock and roll wings-level mile back. to camp out below and behind him. ‘Lead’s ready’. ‘Two’s ready’. ‘Fight’s However, he’s a couple of thousand on, Fox two!’ feet above me and nothing but an ‘I-wish-you-were-dead-missile’ can get him. I’m now in an o ensive position but without a shot. This is about the same as having a possum or raccoon ‘treed’ — you can’t 41 shoot him but he can’t get down. By the same token, if I turn to leave, he’ll descend back into my six and I’m defensive all over again. Tactically this is not good for either of us — we’re both just ‘strafe rags’, targets

March 2016 www.combataircraft.net FEATURE | F15C FROM THE COCKPIT

Immediately 02 rolls and pulls towards I call ‘Snapshot!’, roll left and pull hard Above left to me, bright streamers of ares spitting to his ‘deep six’, count  ve potatoes, right: The calm before the storm from his belly and arcing through the unload and roll out — pushing the — an F-15C pilot air. These indicate where he started his stick forward to get light in the seat climbs up the turn and that’s where I’m going  rst. I (about 5g, minimizing induced drag tall access ladder to the cockpit. plug in the ABs, roll left, pull the nose for the best acceleration) and making Rich Cooper to the streamers, reverse the bank and sure the throttles are jammed in full AB. settle into a hard 7.5g turn behind him. Checking over my right shoulder I see Having ‘stepped’ from Defensively, angles determine the results; 02 has reversed his turn, rotating his jet the squadron o ensively, energy dictates, so I bide hard to get a ‘fade-away jump shot’ (as building the my time, holding the g and sustaining in basketball) as I’m exiting the  ght, pilot will greet the crew chief my ‘corner velocity’, working my way accelerating through the Mach, angling and inspect the around his turning circle, noting that he downhill, getting close to the simulated jet. Rich Cooper is spiraling downwards, trading altitude ground (airspace ‘ oor’) where the thicker The agile AIM-9X to sustain speed and g. With equally- air shrinks my WEZ. I give one quick turn to Sidewinder is matched jets, this will continue to the the right to rotate my WEZ away from him the ‘bread and oor of the area and then settle into a and watch as his jet diminishes to a dot. butter’ for Eagle 42 pilots in close-in at, continually decelerating and equally ‘Good separation’, 02 calls, meaning I’ve ghts. unsatisfactory ‘circle jerk’. gotten away — he’s got no shot. I call Ioannis Lekkas I pull my nose into his turning circle ‘knock it o ’ again. We re-join to tactical, I Right: The once. He counters e ectively by point us into the wider part of the airspace Joint Helmet- increasing the angles again, and I decide and we climb back up to 18,000, checking Mounted this has gone on long enough. Relaxing fuel and taking a moment to get our Cueing System (JHMCS) helmet g slightly to slide back on to his turning breath and strength back. is not new circle, with my nose ‘lagging’ about 30 for the Eagle degrees behind him, I roll out slightly, Neutral engagement community. It allows the pilot reducing my spiraling descent, building The  nal set-up is for a neutral to get  ight some vertical turning room between engagement. It begins with us in tactical information us as he continues downwards. This formation, line-abreast level, and I call ‘heads-up’ and to cue weapons. costs me airspeed, but I’m now climbing ‘turn away’. We each make a 45-degree Jamie Hunter (relative to 02) and because, as the turn away from the other, and after the turning continues, geometry swings distance between us increases to about my nose inside his turn again. Once my four miles (read on the air-to-air TACAN) nose has swung ahead of him, I roll, put I call ‘turn in’. We roll and pull towards ‘It doesn’t much matter that my lift vector well out ahead of him and one another, both level, approaching pull hard, stick ‘tickling’ my  ngertips, each other at 480kt each (over 1,000mph you can kill bandits by the bringing my own nose to an imaginary combined), o set slightly to one side. intercept point ahead of him. As we turn in, I practice my weapons score on the video game (BVR Recognizing that I’m swooping in for a employment — ‘never pass through a gun attack, he rolls out slightly to arrest WEZ without shooting something’ — employment) — if you can’t his descent (minimizing my vertical using the vertical scan auto-acq mode, in turning room), then sets his bank to which the radar scans up and down the y your jet and put it where it rotate his jet in front of me. I pull a little lift vector and locks on to the  rst target has to be to get a kill or stay more lead, center the gunsight ‘in plane’ in this slice of the sky. I lock him up and ahead of his nose and squeeze the trigger thumb forward to MRM (medium-range alive, you’ve no respect in a as he enters the reticule. He recognizes it missile). Never taking my eyes o him as and jinks ‘out of plane’, passing just above we pull our noses towards each other,  ghter squadron’ the pipper. as soon as the ‘lock-shoot’ lights on the

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canopy bow start ashing I know I’m in distance I wrack it into a 70- to 80-degree A two-circle  ght is also a turn rate  ght the AIM-120 WEZ and mash the ‘pickle bank towards him, pulling across his in which — all other things remaining button’, hesitate for the ‘Slammer’ to clear canopy in full blower at ‘high-rate beeper’. equal — the  ghter that generates the the rail, then thumb to SRM (short-range Neutral BFM can be own in either a greater rate of turn will eventually arrive missile). As soon as I hear the heater’s buzz two-circle  ght, in which both  ghters at one of the subsequent merges with a in my headset I un-cage, get the self-track turn towards each other at the merge with signi cant angular advantage and can tone, check that it’s eagerly circling 02’s jet, lift vectors aimed at each other’s six o’clock convert that to a position of advantage and push the ‘pickle button’ again. These and continue turning for 360 degrees until behind the other jet. A single-circle shots don’t count, but if 02’s not getting pointed at one another again (looking  ght, by contrast, is from the outset an the same practice, it’ll be a debrief item. like a ‘ gure 8’ if seen from above), or a ‘angle’  ght in which sustained turn Just before we merge, I call ‘Fight’s on!’ single-circle  ght, where one  ghter turns rate performance is not as signi cant as Like knights jousting, it’s a left-to-left belly-up to the other at the merge (both judicious use of ‘quickest, tightest’ turns to pass, but as soon as the words are out pointing their lift vectors into the centre bring the nose to bear. of my mouth I pulse the stick to get an of the same circle). They meet each other To me one of the keys to winning neutral upward vector and the instant I’ve cleared after only 180 degrees of turn (from above, BFM is to not be on the horizon when your 02’s jet by the required TR (training rules) the two jets describe only one circle). adversary rotates his jet around and can

March 2016 www.combataircraft.net FEATURE | F15C FROM THE COCKPIT

Above: Pilots see out the top of his canopy, searching for Time to change this ght from rates to head back to the squadron you. Consequently, once I’m in 02’s ‘blind angles! With 02 headed downhill, he won’t and share some zone’ I roll out slightly to start climbing, be able to pull out sharply, whereas I’m banter about once again creating vertical turning room. over the top at just under corner velocity their sortie. Ioannis Lekkas 44 Airspeed diminishes and my turning circle — I can feel it in the stick. Anticipating widens, but looking back and down I nd the pass, I roll right to point my lift vector This image: An 02 quickly — light grey stands out starkly deep into his left-turning circle, brace my F-15C punches defensive ares against the dark blue water — while it feet against the rudder pedals and pull as the pilot takes him another moment to visually the stick all the way to my gut. My Eagle’s drags the  ght acquire me. I can tell when he does nose swings round sharply, and as 02 into the vertical. Jim Haseltine/ because he rolls out slightly, halting his goes zooming past I continue an aircraft- Raytheon descent to keep from giving me additional shuddering rolling pull, using a boot-full vertical turning room. of inside rudder to help roll my jet around Meanwhile I’ve rolled over on to my into his circle, shedding knots by the back, pointing my lift vector into his six butt-load. o’clock and pulling ‘across the top of the Recognizing that the ght’s changed, energy egg’ (where turns are the tightest 02 pulls hard to get out of his descent, and ‘God’s g’ — gravity — helps you get his wings showing great sheets of white your nose back down quickly) to sweep vapor, telling me he’s desperately deep down in an oblique circle towards him. into the bu et as he rolls towards me. 02 responds by pulling up towards me, But as our fuselages become somewhat  ying around the larger ‘bottom of the aligned (our noses are now pointed in the egg’, working against ‘God’s g’ to get his same general direction), his downward nose up at me. We pass again — me velocity carries him out in front of me diving, him climbing — with me having before his upward vector takes him over good, but not good enough, angles at the my canopy bow, rolling for my ‘high six’. I second merge. respond by rolling underneath, pulling on Now that I’m the low guy, I  y around the tickle towards his ‘low six’. the butt of the egg at ‘best rate’, twisting We roll around each other like two in my seat and craning my neck, straining gun ghters wrestling on a saloon  oor, against the g as it mounts, and catch our jets horizontally describing two sight of 02 going ‘over the top’ above me. strands of a braid. Although we’re both at I continue pulling up towards him and about 220kt, the descending jet naturally we approach canopy-to-canopy with me accelerates while the rising one slows, so headed uphill, while 02’s nose is pointed that the descending one always slides out deep into the water. in front a bit. Known as a ‘rolling scissors’,

www.combataircraft.net March 2016 F15C FROM THE COCKPIT | FEATURE

The AN/ this alternating cycle would continue to instantly get light in the seat and shoved APG-63(V)3 active the airspace oor. to the right as my Eagle does a sort of electronically- The winner of a ‘rolling scissors’ is the pirouette (a dainty concept for a big, scanned  rst one to convert it to a ‘ at scissors’, 20-ton  ghter!) rolling left and rotating array (AESA) radar has so as 02 slides downhill and ahead I set the nose down until I’m inverted, nose made a huge my wings horizontal and give the stick pointed deep into the water, but on the di erence to — with both hands now — a sharp, hard inside of 02’s turn as he’s spiraling down, the Eagle’s long-range pull all the way into my gut and hold it. relaxing his AoA to accelerate to better prowess. My Eagle jacks its nose 40-50 degrees maneuvering airspeed. This widens his Steve Davies/ into the sky and the whole airframe circle, of course. FJ Photography shudders like there’s elephants dancing Caring more about nose position than on the wings, slowing me to 150kt airspeed, I continually roll to keep my in no time. lift vector pointed in front of him as I I hold it there with both hands, pull out of the ensuing dive, aligning my practically standing the jet on its two fuselage with his as I slide out towards his 25,000lb thrust columns, making sure turning circle, saddling up behind him at I hold the wings level while I watch 02 about 2,000ft. slide further forward as he attempts Now I’m ‘highly o ensive’ (a  ghter to arrest his downhill roll, jacking his pilot’s usual attitude) and a tracking guns own nose up to slow down. But his kill is the inevitable conclusion. But we’ve momentum carries him about 1,000ft been at this a long time, so I call ‘check ahead of me, at right two o’clock, and I gas’ and check my own. begin a slight bank and use the rudders ‘Two’s joker’, meaning he’s 200lb above to ‘walk’ my nose over to point at him. ‘bingo’ — time to go home. I’m ‘joker plus Recognizing that he is now defensive, three’ (hundred pounds), so the gun shot 02 unloads dramatically, tipping his ends the engagement as 02 calls ‘Bingo, nose down, trading the wings’ lift for knock it o ’. roll authority. He banks to point his lift vector under my jet, then pulls, going Acknowledgments: CA into a slicing turn designed to put me in thanks Steve Davies for lag behind him. He crosses beneath my his assistance in providing the words for this feature, 45 jacked-up nose and, once I make sure which appear in the he’s safely clear, emerging to the left in a ‘McDonnell Douglas/ 90-degree banked turn, I shove both stick Boeing F-15 Eagle: 1972 onwards and rudder into the upper left corner. (all marks) Owners’ Workshop Manual’, published by Haynes. Unloading and rolling simultaneously, I

‘I pull a little more lead, center the gunsight ‘in plane’ ahead of his nose and squeeze the trigger as he enters the reticule. He recognizes it and jinks ‘out of plane’, passing just above the pipper’

F-15C serial 84-0010 carries a single Su-22 ‘Fitter’ kill marking from Operation ‘Desert Storm’. Steve Davies/FJ Photography

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INTERTIME resembles canvas but with the inside used to  ying in all that gear, but it IN ICELAND coated in rubber. It is a one-piece that never was fun — and was hell on you means a lot of covers you from a watertight opening trying to move around in the cockpit to things. It means for your neck and wrists, down to check your six o’clock. cold, snow, booties that cover your feet. There is ice and bad a waterproof zipper across your chest 2-v-2 intercept Wweather. Beyond that, it also means very that is about 2in too long for any human One ne winter day in Iceland we drove high winds — upwards of 50kt — and being to be able to zip it without help. to work in gale-force winds while snow darkness; in the rst week of January, There is another zipper (‘the jaws of dumped down like monsoon rains. We the sun is only up for about three or death’) across your crotch for when you went through the motions of brie ng four hours a day. When it is up, it’s barely have to pee while  ying. These things a 2-v-2 intercept ride, but in everyone’s above the horizon, then right back into are uncomfortable, to say the least, mind the weather was going to prevent us blackness. Iceland’s topography adds to but they are supposed to protect you from  ying. the other-worldly sense up there: gray enough so that you can get in your tiny After the brie ng, we went to the ops rocky outcrops dot the landscape with one-man life raft if you have to eject and desk to get the o cial word that we only a rare tuft of green scrub grass to land in the north Atlantic. Good luck were going to cancel for bad weather. break up the monotony. It resembles the with that one! The operations supervisor informed us surface of the moon so much that it still Under the poopy suit, most guys wore that the weather was getting better and surprised me after all the guys at work a liner or just a T-shirt. On top of it we we should expect to  y. We needed to told me how it looked. still had a g-suit, Combat Edge vest, the burn o the  ying hours, of course — just The trips to Iceland were still a good harness that attached us to the ejection another example of the bean-counters deal. The  ying wasn’t bad, the ‘qweep’ seat, a mostly worthless survival vest running the Air Force. So, o we went to was pretty minor, the food was good that had more of the same crap that was wrestle ourselves into our poopy suits and and the women were beautiful. in our seat-kit, and a horse-collar type other  ying gear. Back at the desk, the ops Flying in Iceland also means wearing a  otation device. We’d of course wear big, supervisor warned us to keep an ear out ‘poopy suit’. This is an ingenious torture thick gloves and our standard cool-guy for a weather recall if things got bad. He device made from a material that ghter pilot helmet. We eventually got also gave me a hard look since I was the

www.combataircraft.net March 2016 F15C FROM THE COCKPIT | FEATURE US Air Force Eagle driver Maj Ben ‘Evil’ Cook provides a from-the-cockpit account of a deployment to a wintry Iceland as a young wingman — and a not-to-be- forgotten recovery to Ke avík in atrocious conditions.

report: Maj Ben ‘Evil’ Cook ON A ‘KNIFE’ EDGE youngest guy in the ight — a reminder Left: High above comfortable above 40, but it’s no fun if you system) runway 11. It is the only runway not to do anything stupid. the weather it have to stay there all day. We separate and that they’ve been trying to keep open The weather had gotten marginally may be ideal start trying to get as much training as we with the snow removal. We’re in the radar for some BFM, better and it was now brighter out — the but back on can, with the Red Air in the 40-44 block trail formation and right back into the perpetual twilight that passed for winter the ground the and the Blue Air in the 45-49. After our weather at 38,000ft. I’m really glad the daylight at those latitudes. We skidded on weather might third intercept, Ke avík approach calls us. boss is leading; he always makes the right be moving in icy taxiways out to runway 11, received — in places like ‘Knife 21 this is Ke avík approach.’ call so I’m feeling pretty good about our our clearance for departure and slogged Iceland, a recall ‘Go ahead Kef.’ options. We have quite a bit of gas — on to the runway. I was number four in the to base is always ‘Yes, sorry to interrupt but the weather enough to get to our next closest divert a possibility. formation — the last guy. Numbers one Ioannis Lekkas here is getting very, very bad. You might base at Stornoway, Scotland, over 1,000 and two lined up 500ft down the runway want to come home now.’ miles to the south-east across the frigid so that number three and I could get set Below right: Ahhh, nuts! When the locals say the north Atlantic. An ops check revealed that up at the end of the runway and be able to Maj Ben ‘Evil’ weather is getting bad, you know it’s we had too much gas to land safely on hold our position with a bit of thrust if the Cook in getting bad. what was sure to be a slippery and very icy the o ce. wind blast from the lead element’s take- Jamie Hunter ‘Knife: fence out, tapes o , cleared radar Ke avík runway. 47 o started pushing us back on the ice. I trail, push 1 aux.’ ‘Knife, adjust gross weight to 11,000lb.’ watched as the ’burners lit for number Yikes, that’s cutting it pretty close — the one — our squadron commander and a The blizzard arrives boss just instructed us to dump gas out of legend of the community. He disappeared We switch our aux radio to the supervisor our jets until we had 11,000lb remaining. into the snowy mist just after rotation; of ying (SOF) frequency and check in We are supposed to have 10,500lb to numbers two and three likewise. with him. He tells us that he’s been trying make the divert pro le to Stornoway. I released my brakes at the appropriate to get in touch with us for 20 minutes and However, the general rule for a dry runway 20-second interval, felt the ‘blowers’ light to haul our butts home because Ke avík is no more than 1,000lb of fuel for every and I was o . We were executing a radar is in the middle of a blizzard and the snow 1,000ft of runway — and this one is icy. trail departure, so each person locked his removal guys say they can’t keep the The heavier we land, the faster we are radar on to the guy in front of him and runway open more than another 10 to 15 going and the harder it is to stop. 10,500 used it to follow the leader through the minutes; all commercial tra c has already it is! I reach to the left and ip the dump weather. It is easier and safer than ying been diverted. The winds are picking up switch, pause and then look over my close formation in the nasty weather, so and constantly shifting. He recommends right shoulder. Through the icy clouds I it is a common procedure. After ensuring we land on the closest runway. can make out a fog of JP-8 streaming out my gear and aps were retracted, I locked Ke avík approach advises us to take the right wingtip. I’ve established myself number three, called ‘four’s tied’ on the aux vectors to the ILS (instrument landing comfortably at 2.2nm from number 3 and radio and entered the complete white-out of a snowstorm. We continued our climb out to the training airspace, all the while wondering how high we’d have to get before breaking out into blue sky. The weather shop told us that the maximum tops should be around 20,000ft. As we passed 35,000ft without an end in sight, I reminded myself that being a weather guy must not be too hard, since they rarely got it right yet there were never any consequences. We eventually climbed out of the clouds at 38,000ft. The Eagle is

March 2016 www.combataircraft.net FEATURE | F15C FROM THE COCKPIT

just got my approach plate out to start the runway. This has quickly become a getting ready for the instrument approach very serious emergency-type situation. back into Ke avík when the SOF busts Passing 4,000ft I momentarily break out through the aux radio with panic in his of the weather and I can see all the way voice. to the ocean surface below me. It looks ‘Knife 1, SOF. Stop dumping gas NOW!’ like something out of a science  ction ‘Knife 1, dump switch o ’, echoes the movie. Even though I was still over 20 boss. We each respond as we quickly stop miles o shore, the seas were so agitated dumping fuel. 2… 3… 4. they looked about 3ft deep. There were ‘Knife 1, SOF. I just checked the winds for huge waves crashing into each other from the divert to Stornoway if you need it. The opposite directions sending spray and storm has raised the winds to over 150kt in foam skyward. I saw what I thought were the face for your divert altitude. You’ll need several icebergs bobbing in the pale green at least 12,500lb to make it there with water. those winds.’ I immediately became aware of how ‘Aux, Knife 1 is 11.7’ — already more than much I had been freaking out. Seeing that 800lb short of what we need to make it to chaos below me in the ocean actually Scotland. calmed me down. I reached down with ‘2 same… 3 same…’ Gulp. ‘4 is 11.3’. I’ve my left hand and moved the ejection seat got less gas than everyone else. No freakin’ arming handle to SAFE. There was no way way am I going to make it to Scotland if I I was getting out of this jet unless I was have to divert. back in the chocks at Ke avík. If something ‘SOF, Knife 1. It looks like we are all happened and I couldn’t land I wasn’t landing at Kef today, I hope you have no punching — I was going to die warm, not more bad news for us.’ ‘Passing 4,000ft in that sub-zero water trying to clamber I momentarily my big behind into the tiny one-man raft From bad to worse attached to my seat kit. That took all the The SOF didn’t have any more news, but break out of the guesswork out of it. Just y this ILS until that didn’t mean there wasn’t any. As we you see the runway and land. How hard turned on our last vector to line up on  nal weather and I can was that? I’ve done it a thousand times. out over the bay, almost eight miles in The radios were completely quiet as we 48 This image: The weather clamps front of me I hear lead ask approach what see all the way to all intercepted the localizer, applied the in as Eagles RTB the winds are. appropriate heading corrections to track (return to base). ‘Knife 1, Kef approach, winds are variable the ocean surface it inbound and waited for our turn to get Steve Davies/ FJ Photography 330 to 030; 40 gust 52. Ceiling 250’ the gear down and start the approach. overcast with blowing snow. Knife ight below me. It looks Somewhere in there as I was studying the Inset: Working you are cleared to land runway 11. Good approach plate, making my corrections hard in the o ce like something out — Eagle drivers luck.’ and assuring my radar was still locked are amongst This is o cially bad. Controllers never say of a science ction to number three, I went back into the the best in the ‘good luck’. The winds are now 90 degrees weather. No more angry seas staring up at business. USAF/MSgt o where we want them, which means movie’ me, just white-out conditions. I did notice Shaun Withers we’ll be ying nearly sideways on  nal to a small amount of ice starting to develop

www.combataircraft.net March 2016 F15C FROM THE COCKPIT | FEATURE

on the front of the canopy and leading 11. I can feel the wind gusts pick up, to nd the runway. I only have time to rip edges of the wings. Not much I can do rocking the jet and pushing my heading the power to idle, slam a full boot of right about that; I’ll be on the runway or in a o the mark. Constant corrections are rudder in and correct with left and aft stick smoking hole by the time ice is a factor. required now in all three axes as I pass as I abruptly arrive on terra rma. I am now ‘Knife 1, nal approach x, gear down, through 1,500ft. I’ve never used this much careening down this runway-cum-ice rink full stop.’ heading correction to track an inbound at 160kt in a 37,000lb tricycle with very Here we go! The seconds stretch into course before. My mind keeps telling me little braking action. hours as we await some news about the I should be aligned with the inbound ‘Aux, Knife 4 is down, cable, cable, cable!’ approach conditions. If ‘Knife 1’ never nds heading but my training is keeping me on I reach up to  ip the hook switch down the eld, we’ll hear him transmit that he track. It is freezing in the cockpit but sweat but I can’t nd the switch and I can’t take ‘missed approach’, and then… well, I have is pouring down my face. my eyes o the runway. I’m spending no idea what will happen then. I hope I ‘Aux, Knife 3 is on the deck. 4, skulls up, every ounce of concentration on reining won’t have to nd out. it’s getting really slippery, take the cable if in my jet to settle down and nd some ‘Knife 2, nal approach x, gear down, you need it.’ braking action. At mid- eld I wrangle it full stop.’ Great: slippery runway, heinous down enough to relax the death grip I’ve Still nothing from lead. My nerves are crosswinds, heavyweight jet, blowing had on both stick and seat cushion for starting to perk up as I wonder what’s snow, icing-up canopy and wings, 100- the last 30 minutes. I skid to a stop on the going on up there. I’m ve miles from the hour wingman — what could go wrong? runway. The snow is dumping in buckets nal approach x — time to con gure for The needles get more sensitive as I and I can only see two Eagles from where landing. I throw the gear handle down approach decision height. Passing 500ft I I sit. I assume number one is somewhere and reach around the throttle quadrant hazard a glance up at the HUD (head-up beyond them and stopped at the end of to  ip the tiny  ap switch to the down display). I see more ice on the canopy the runway. Ke avík tower announces on position. Feeling the gear lock into place, and nothing but white-out — back to guard that the air eld is closed to all tra c I verify that my hydraulic pressure is good the round dials! Every few milliseconds I and the snow continues. I slump back and that both the gear and  aps indicate glance up hoping to see runway; nothing in the ejection seat, knowing I am likely down and locked. but ice and cloud. Back to the needles, going to have a few cocktails tonight. ‘Aux, Knife 1 is on the deck. It’s sporty, check my airspeed, con rm the gear is It took the snowplow guys over an hour boys, but you can make it in. Runway will down one last time, back to the needles, to get the four of us back in the chocks. be way right on the canopy when you check the airspeed — over and over. Every The snow didn’t stop for three days. By break out.’ second cycle I look up for the runway the end there were drifts over 20ft high OK, nally some good news: the boss — nothing passing 300ft. I’ve got only next to our dorms. During that storm, 49 says we can do it. He knows I’m back here seconds to make a decision if I do break we re-hashed that recovery a thousand as the young wingman and if he says I can out here. I’ve never been this low and still times. We all make mistakes. The boss was do it, it must not be that bad. Number two in the weather. kicking himself for not putting me — the reports he’s down and broke out around At 250ft I look up and barely see youngest wingman — out front to ensure 300ft, number three calls gear down. All something through the clouds. My I could get down before he landed so I too soon it’s my turn. peripheral vision catches a couldn’t get stuck airborne alone. I should ‘Knife 4, nal approach x, gear down,  ashing light to my right. have monitored my gas a bit more in full stop.’ Just then I’m out of the relation to how far I was from the eld. weather but there’s just The more we talked about it, the more Moment of truth rocks and snow in front it scared me to realize the position I had The yellow steering needles on the ADI of the HUD… I look to been in. That was the rst time it dawned (attitude director indicator) seem the right, almost on me that  ying jets is fun and exciting On nals, three greens to land. to dance all over the place as I start behind the but also could kill anyone, any day — Ioannis Lekkas down the glide path for runway canopy bow, even me.

March 2016 www.combataircraft.net

A flight of F-15C Eagles from the 122nd Fighter Squadron, Louisiana Air National Guard, from NAS JRB New Orleans, radio callsign ‘Jazz’ flight. Photo Jamie Hunter GLORY DAYS | F 15C FROM THE COCKPIT

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www.combataircraft.net March 2016 F15C FROM THE COCKPIT | GLORY DAYS MiG-KILLERS OF ‘DESERT STORM’ As the pride of the US Air Force’s ghter community, the F-15C was a major asset for the coalition in ‘Desert Storm’ and ended the war with the most air-to-air kills. Twenty- ve years on, Capt Jay ‘OP’ Denney recalls the events of January 27, 1991, when he and his wingman  ew what was probably the most successful single engagement of the entire campaign.

report: Warren E. Thompson

FTER THE IRAQI invasion of Kuwait on August 1, 1990, US Air Force Eagles began arriving in the Gulf on August 6, when Athe 1st Tactical Fighter Wing (TFW) sent its jets to Dhahran Air Base in Saudi 53 Arabia. Initially, the F-15E Strike Eagle did not deploy due to a lack of targeting pods for its LANTIRN system, which was being installed at the time. The second same  ight downed four enemy aircraft. o ensive counter-air sweeps with a couple round of F-15C moves to Saudi Arabia Capt Jay ‘OP’ Denney bagged two Iraqi of escort missions to Al Taqaddum, which started in November 1990 when the MiG-23s, while Capt Ben ‘Coma’ Powell was west of Baghdad. Our comfort level 33rd TFW deployed its 58th Tactical shot down another MiG-23 followed by was growing as we had all gotten in the Fighter Squadron (TFS) to Tabuk AB from a Mirage F1. All four kills registered that groove of mission planning and co- its home at Eglin AFB, Florida. Towards night were credited to the 53rd TFS. ordination via secure KY-68 eld phones the end of 1990, the number of F-15C with various units deployed all over the squadrons in-theatre increased as a plan The ‘Sporty Forty’ Middle East. We had just about overcome evolved to control the skies over Iraq Capt Denney remembers the details the problems of late air tasking orders and Kuwait. leading up to his MiG-23 kills: ‘Initially, [ATOs] that were still being hand-delivered The 36th TFW’s 53rd TFS deployed out we deployed 40 pilots that formed a in C-21 Learjets and each base only got of Bitburg AB, Germany on December 20, combination of 53rd and 22nd TFS pilots. one copy. 1990 during the nal stages of Operation We became known as the ‘Sporty Forty’. ‘AIM-9 missiles accounted for at least ‘Desert Shield’, the preparation for the war We had a total of 24 F-15C Eagles and nine kills in ‘Desert Storm’. However, most Left page: A ahead. The 53rd’s base was to be Al Kharj some of the nest maintenance personnel Eagle kills were made at very long range ‘First Fighter’ AB, also known as Prince Sultan AB. types supporting us. After we arrived at Al with the AIM-7 Sparrow missile. Many (FF) F-15C from Once the Eagles had settled in, they Kharj, we began studying the plans for day of the kills posted by the Eagles were the 1st Tactical Fighter Wing began to  y combat air patrols (CAPs) one and day two of the war. It was intense on aircraft that were  eeing to Iran as at Langley and then commenced intensive training and a well-thought-out operational plan. an attempt to save their aircraft… The AFB on patrol missions co-ordinated as part of the much The orders for day three were simple and Eagle pilots [who] were trained in the art high above Iraq. USAF/ larger force that would be employed when to the point: repeat day two. By the time of dog ghting had to put that training Falkenhainer the ghting began. On the rst night of January 27 rolled around, the Eagles from on hold, as the Iraqi pilots were not in the air war, January 17, 1991, six enemy [1st TFS] had one the mood to go toe-to-toe with them. Above: Kill markings on a aircraft were shot down over Iraq. First to kill and the pilots from Eglin AFB [33rd One of their kills was accomplished by an 33rd TFW F-15C fall was an Iraqi Air Force MiG-29 downed TFW] had at least 10 kills. Eagle pilot [who] maneuvered his MiG-29 from Eglin by Capt John Kelk of the 58th TFS. ‘Since the rst night, I had logged 10 opponent into  ying his ‘Fulcrum’ into the AFB, including one MiG-23. Ten days later, the air war over Iraq was missions which were mostly defensive ground. The 20mm cannon was never US DoD/Don S. in full force when element leads in the counter-air CAP types, but a few were red in anger during the war. Montgomery

March 2016 www.combataircraft.net GLORY DAYS | F15C FROM THE COCKPIT

‘Fox one!’ A Langley F-15C lets rip with an AIM-7 Sparrow. This shot is post-‘Desert Storm’, taken during an armament practice camp. USAF/MSgt Michael Ammons

Left top to ‘On the 26th, the pilots from the 53rd into a hot area. I thought to myself that [80.5km] in trail with them as they were bottom: found out there was a plan called the maybe this wouldn’t be such a bad day moving northbound. We passed over an F-15C/Ds from 54 the 1st TFW ‘Langley kill box’. It was a 50-mile by after all.’ SA-3 SAM [surface-to-air missile] site with began their 100-mile [80.5km by 161km] area south Having received the information, some hesitation and continued to the deployment of Baghdad that would be manned by Denney pushed north to a position north. We closed to 40 miles [64km] in trail to Dhahran, Saudi Arabia, F-15Cs from the 1st TFW. This was a major approximately 60 miles (97km) south as we were abeam of the capital’s east side during the early push for that wing to improve on its kill of Baghdad. After about half an hour of and as far north as any Saudi-based Eagles days of ‘Desert numbers.’ patrolling, the pair got a call that there had been. We were not closing despite our Shield’. David Nolan were bogeys in their area. ‘The enemy best e orts and ‘Bulldog’ called us o the via author Vectored hot air activity was south-east of Salman Pak intercept.’ Capt Jay ‘OP’ Capt Denney continues his recollection of East, which was on the south-east corner At this point, Denney and his wingman Denney (left) the events of January 27: ‘My four-ship was of Baghdad. We were about 50 miles  ew south to Al Asad air eld (at the notched up tasked to provide a high-value asset [HVA] time, Iraq’s second largest air base) and two MiG-23 kills on January protection combat air patrol south of the performed a CAP near the air eld from 27 and Capt border for tankers and AWACS [Airborne ‘The Eagle pilots which they thought the enemy aircraft ‘Coma’ Powell Warning and Control System]. Based on had launched. They remained over the (right) claimed who were trained a MiG-23 and a the lack of threats to date and the fact that area for about 30 minutes before being Mirage F1 kill we would be south of some tanker tracks, in the art of told that the mechanical problems on the same we felt a more e cient use of our F-15Cs su ered by the other half of their  ight day. They are seen here would be to sit on the ramp at Al Kharj dog ghting had to had been solved and that two further being lmed and call ‘hot north/cold south’ on radios F-15s were inbound to join them. With on the  ight versus actually burning fuel  ying. That put that training that in mind, Denney made for the tanker. line directly afterwards. morning, we briefed on the road while Jay Denney traveling from our tents to breakfast. Two on hold, as the Closing in via author of our aircraft had mechanical issues, so I Iraqi pilots were ‘After topping o our tanks, we went The 40 pilots took my number four and launched. We back on station. Right away, ‘Bulldog’ from the 53rd went straight to the orange tanker track, again snapped us onto airborne bogeys and 22nd not in the mood to got our gas, checked in with ‘Bulldog’ that were in the vicinity of ‘Bullseye Pepsi’ Tactical Fighter Squadrons who (central AWACS) and, lo and behold, they go toe-to-toe with [Salman Pak East]. We did not have digital were dubbed pushed us right into the ‘kill area’. I had bullseye in our software, so it was good the ‘Sporty to authenticate and con rm since our old ‘pie in the sky’, and we headed o F o r t y ’. them’ Jay Denney assigned CAP was south of where we got eastbound to hunt any airborne MiGs. via author our gas and now we were being vectored CAPT JAY ‘OP’ DENNEY We increased our airspeed to the proper

www.combataircraft.net March 2016 F15C FROM THE COCKPIT | GLORY DAYS

Mach since we were in hostile airspace. My wingman was on my port side, the sun was high to the south and we had bogeys 55 north-north-west-bound. Hammer down for the IFF [identi cation friend or foe] and no friendlies in the area. Our targets were low somewhere down around 5,000ft [1,524m] and we closed fast.’ At approximately 20 miles (32km), the bogeys had turned to the north-east. At this point, Denney’s  ight had locked on to them. With friendly IFF and the AWACS declaring that they were de nitely hostile, the Eagles armed hot. With the bandits cold, Denney directed his  ight to break lock. He re-sanitized the low block and, with great discipline, Capt ‘Coma’ Powell re-set his radar coverage and sanitized high. At that point, Denney had no idea that Iraqi GCI (ground-controlled intercept) was telling the  ight of hostiles that they had F-15s in pursuit. This was picked up by the AWACS covering them. ‘With the enemy GCI subsequently jammed and no indication of what they were doing, the Iraqi ghters again turned north and pitched back toward Baghdad. We were now supersonic and clear of the SAM zones. We had two contacts, in azimuth echelon south-east. My  ight was northbound with ‘Coma’ on my port side, trailing slightly aft and high. We targeted in azimuth; I was six miles [9.7km] in trail

March 2016 www.combataircraft.net GLORY DAYS | F15C FROM THE COCKPIT

of the closest contact and ‘Coma’ was about 8 miles [12.9km] in trail of his group. Based on radar software at the time, with our 250kt of closure, our weapons indicated we were in range for AIM-7 shots. ‘Coma’ called ‘I’ve R2’ and I replied that I was closing for an RTR shot’. ‘R1’ denotes AIM-7M maximum aerodynamic range; ‘R2’ denotes AIM-7M optimum range, assuming target maneuvers to try to defeat the missile as it arrives; and ‘RTR’ means ‘range [with target] turn and run’, meaning that the AIM-7 will still reach the target even if he turns away and tries to run from the missile. ‘I watched my AIM-7 Sparrow steam towards

56 Splash one MiG the MiG, and at that second there was a reball Denney red rst from an altitude of 16,000ft (4,877m) with his target as the missile passed the MiG-23 at a 90-degree down low at 300ft (91m). ‘Coma’ red immediately afterwards. Both claimed angle from above’ they could see the shadows of the bandits CAPT JAY ‘OP’ DENNEY much better than the actual aircraft as they descended to below 100ft (30m). I passed it, I was able to see the ’chute of was defended by a large array of SA-2 As Denney recalls, ‘I watched my AIM-7 the pilot descending above the reball. SAMs. He stated that when the fourth Right: A Langley Sparrow steam towards the MiG, and at Eagle armed with He had been able to eject safely. Powell’s bogey went down, their radar warning that second there was a reball as the live AIM-7s and second AIM-7 found its target in a violent receivers were  ooded with SA-2 spikes. missile passed the MiG-23 at a 90-degree AIM-9s ready for explosion. That still left one bandit out They immediately initiated a hard right a mission over angle [straight down] from above. Iraq. David Nolan there [a MiG-23]. turn to the south-east in afterburner, Fortunately for the MiG pilot, his ghter via author ‘I saw the fourth bogey turning west, jettisoned their empty wing tanks and had  own out of the reball but I still had bringing his nose toward ‘Coma’ who was started climbing out towards the south. Above left to a lock on him so I uncaged one of my AIM- right: F-15Cs shot at 7,000ft [2,134m] and about 3km [1.8 At this point, the radios on Denney’s  ight 9s and red. The MiG-23 was in a gentle down a total of miles] abeam of me on my left side. I was erupted — everyone wanted to know turn to port about 3km [1.8 miles] out in eight MiG-23s down on the deck at 500kt, rolling in on what had just happened. When he stated during ‘Desert front. The missile tracked perfectly and Storm’, most the last bandit. I could not get a boresight that four bandits had been splashed, the MiG erupted like a Molotov cocktail of which were lock, so I uncaged an AIM-9M and got a there was plenty of excitement back at right above the desert. ‘Coma’s’ missile had eeing to Iran. perfect screaming tone. I red a no-lock their base. They continued southbound US DoD barely missed the target. shot from 2.4km [1.5 miles] aft. I wanted to and, after making contact with the tanker ‘By now, Capt Powell had rolled and Maintainers gun the MiG but he was too low and not controller, they were on their way to top pulled his nose down toward the bogeys, load a live AIM-7 turning hard enough to give me a shot. As o their tanks. But the patrol was not over Sparrow onto an re-locked and red two more AIM-7s. He F-15C. USAF/ TSgt soon as I red, he reversed his turn back to yet. had a two-ship that was in welded wing/ Shane A. Cuomo the right and the missile appeared to go ‘The tankers were the real heroes as ngertip — a MiG-23 and Mirage F1. I right up his tailpipe.’ our tanker had ventured 50 miles [80km] A pair of F-15Cs scanned from his group to the north-east from the 53rd across the border to help us out. After a and picked up our fourth bandit about TFS on patrol In harm’s way quick weapons inventory, we returned 6km [3.7 miles] ahead. ‘Coma’s’ rst missile over Iraq in As the fourth bogey exploded, Denney to our CAP for over an hour hoping we February 1991. hit the MiG-23 and it exploded and Jay Denney realized they were getting very close to would get a chance at more action, but it cart-wheeled across the desert  oor. As via author Salman Pak East. This major Iraqi air eld was uneventful.

www.combataircraft.net March 2016 F15C FROM THE COCKPIT | GLORY DAYS

‘When we returned to Al Kharj, they were in the middle of a sandstorm with almost zero visibility. No-one would have seen us do a victory roll down initial if we had tried it! We didn’t have enough fuel to divert to another base, so the scariest part of the day was just getting our ghters down on the ground safely.’ While the last aerial kills were registered on March 22, it was not until April 11, 1991 that the war ended. Many of the USAF F-15C squadrons had already closed up shop and returned to their home bases. The list of victories compiled by American pilots was impressive, and the F-15C scored far more than any other type in theater. By the time the brief war in the air was over, the coalition had shot down a total of 42 enemy aircraft. Of these, the Eagle had claimed 37, many of which were from elite Iraqi Air Force units, and also including examples of the newer MiG-29.

Tom Cooper OUT NOW! is a new publication from Key Publishing that looks back on the air war over the Gulf 25 years ago. 57

March 2016 www.combataircraft.net UNIT REPORT | C-5 GALAXY

‘ HE SUPER GALAXY is a fun thing to fly. It’s a Cadillac. Everyone thinks it’s not nimble, but in reality it is very nimble, and with the Tnew engines it’s a kick in the pants when you go flying down the runway’. Lt Col Matthew Husemann, the 9th Airlift Squadron (AS) commander at , Delaware, was talking about the Lockheed Martin C-5M Super Galaxy, a quantum leap from the days of the unreliable and underpowered C-5A/B. The 436th Airlift Wing (AW) at Dover AFB was the first such unit to receive the C-5M in 2008. Fifty-two aircraft will eventually be converted and spread among the 436th, the 60th Air Mobility Wing (AMW) at Travis AFB, California and the reserve forces, until the final example is delivered in 2018.

9th AS ‘Pelicans’ In 2015 the ‘Pelicans’ of the 9th AS marked their 75th anniversary. Through the years they have operated a wide variety of classic transports, including the C-53 Skytrooper and 58 C-47 Skytrain, C-46 Commando, C-54 Skymaster, C-124 Globemaster II and C-141 StarLifter. From the outset they have carried cargo and personnel, but they have never seen such a significant technological leap in a single airframe as that from C-5A/B to C-5M. The C-5M is powered by four General Electric CF6-80C2 turbofans, each developing 50,580lb of thrust. Compared to the previous GE TF39 turbofans, these engines each provide a 22 per cent increase in thrust, a combined 30 per cent shorter take-off roll, and a 58 per cent faster climb rate. Today’s C-5M is the result of a two-phase modernization effort: the Avionics Modernization Program GALAXY QUEST (AMP) and the Reliability Enhancement and Re-engining C-5M AT DOVER AFB Program (RERP). AMP added a new, modern cockpit with a digital, all-weather flight control system and autopilot, a new communications Combat Aircraft met with personnel from the 9th Airlift Squadron and suite, flat-panel displays, and the 436th Maintenance Squadron to talk about the C-5M and how enhanced navigation and safety equipment. the upgrade has improved reliability, maintenance practices and load- Improvements such as integrated carrying, and brought savings in flight hours — not just for the C-5 datalink capabilities, predictive flight community but for the C-17 Globemaster III fleet as well. performance cues and situational awareness displays (the Enhanced report and photos: Neil Dunridge

www.combataircraft.net March 2016 C-5 GALAXY | UNIT REPORT

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Ground Proximity Warning System) greatly because she is going to go, and when you manage the crews they would need as the ease crew workload and enhance pull back the controls you have got to be aircraft came on-line. As the aircraft arrived situational awareness. ready to reduce the power. That’s even at the crews went up — it was a nice gradual Speaking about engine performance, max weight. move. controlled Husemann said: ‘Although the engines are ‘I really notice it most in the local pattern. that, as they are doing at Travis AFB at the still down-rated it’s still a lot of power. In the B-model you would keep power up moment until the crews are all When they created the C-5 in the 1960s all the way to 1,500ft [457m] and you C-5M-qualified. the M-model is the model the engineers would be coming around to try and get to ‘Once we got our full complement of were thinking about — it’s awesome. With your 180kt. In the ‘M’ if you keep power up C-5Ms we were able to loan a few out to the old B-model, you would open up the much past 1,000 to 1,200ft [304-365m] Travis. That’s been great to see, as then throttles and be adjusting them hoping you are going to over-speed everything Travis can take part in such missions as the that they are right and not over-temping; on the jet as you start the turn. retrograde down-range where we were we would be rolling down the runway and ‘I wasn’t here for the C-5B/M crossover moving from location to location’. it’s like the engine in the children’s book, but I know that it was a delicate balance. ‘Retrograde operations’ describes the A fabulous view of the vast ‘The Little Engine That Could’. The avionics up front aren’t a lot different organized movement of equipment out of C-5M Galaxy, ‘I’ve seen all of [the] Frankfurt/Rhein- but the power and the management on all theater, in this case Afghanistan and Iraq. as this example Main runway, all 13,123ft, every last brick the systems within the airframe are ‘If Travis hadn’t had the loaned C-5Ms taxies back to its parking spot at of it. In the Super Galaxy, no way. If you awesome. They used a flow chart while they wouldn’t have been able to support Dover AFB. throw the throttles forward, sit back they were spinning up to the ‘M’ to that mission. It will be exactly the same

March 2016 www.combataircraft.net UNIT REPORT | C5 GALAXY

The C-5 crews do not work under a ‘hard’ bunch of regulations based on safety so crew system in which everybody works you don’t become complacent or overly with the same crew; it’s a very  exible exhausted. When you look at safety system. The C-5Ms usually  y with the investigations, a lot of that is crew fatigue same number of crew on board, but that and we try to manage that at our level.’ depends on what is being provided to the When asked about managing jet lag, combatant commander. Husemann explained: ‘We usually  y out from our home station, so when we arrive ‘Over the pond’ at the land-away base we are tired and When retrograde operations only usually get 12 hours o before we were  own in South-west have got to be ready to go again, which is Asia during 2015, the wing good because when you land you have pre-positioned crews and time to eat, get a work-out in and sleep continued to move with eight hours of uninterrupted rest. aircraft back and forth. About 12 hours is perfect so you don’t But this is not a regular worry about the jet lag because you are occurrence. For the now setting your body clock to your work when the 68th AS/433rd AW at Lackland, most part, the job of the 9th AS is strategic schedule, not a 24-hour clock.’ Texas (a US Air Force Reserve Command airlift. It  ies a lot of ‘over the pond’ Above: Lt — AFRC — unit) transitions. We at Dover missions, delivering supplies to bases TRANSCOM ‘boss’ Col Matthew AFB have passed the initial operational around the world. C-5 crews can work on The 9th AS is assigned its loads by the US Husemann, the 9th Airlift capability [IOC] for the C-5M and are a 24-hour crew duty day. In practice, they Transportation Command (TRANSCOM). Squadron ‘technically’ at full operational capability might  y from somewhere in Europe to This is co-ordinated through the 618th Air commander at [FOC], but as the C-5M has not fully somewhere in the area of operations and Operations Center (Tanker Airlift Control Dover AFB. reached its complement with other air back out within a day. They generally Center) at HQ Air Mobility Command. This image: wings, the C-5M has not yet passed the operate as the same crew  ying the same Located at Scott AFB, Illinois, the 618th A young o cial FOC. The wing here can fully jet all the way through. AOC (TACC) plans, schedules, directs and maintainer and crew chief operate its mission complement, and Husemann continued: ‘There isn’t a set assesses a  eet of nearly 1,100 mobility engaged in the although the C-5 is capable [of] airborne limit to time away but we are only able to aircraft in support of combat delivery and delicate art of delivery drops, the community is not  y 56 hours in seven days. That’s our  rst strategic airlift, air refueling and aero- marshaling a 60 huge C-5 onto a quali ed, so this is currently not a mission limit, and then it’s 125 hours in 30 days, medical evacuation operations around parking spot. we perform.’ and 330 hours in 90 days. We have a the world. The 618th will decide whether

www.combataircraft.net March 2016 C5 GALAXY | UNIT REPORT ‘The C-5B/M crossover was a delicate balance. The avionics up front aren’t a lot di erent but the power and the management on all the systems within the airframe are awesome’

LT COL MATTHEW HUSEMANN the job requires a C-5 or C-17. If appropriate, information on the mission is then passed down to current operations at Dover AFB, and they in turn assign it to the 9th AS. TSgt Joseph Pinkerton, a 9th AS loadmaster, explained more about the nal stages of planning for a mission: ‘We on the squadron get a mission cut that will say you will be going to A, B and C. We will look at that mission cut for multiple di erent things; we are the last in the line to make sure the weights and balance as such are correct, and [whether we have] 61 got enough ground time to load or o -load. Usually we have ground times between 3.75 and 4.15 hours, but it can be less. However, if it’s a very di cult load, such as helicopters, it could be longer. We get lots of helicopters to load, but we have to be very methodical with them, to load them in the right position to make sure we The C-5 Galaxy and ‘tactics’ aren’t usually ‘On a previous assignment I have taught Above: Inside the maximize the load in the cargo bay. found in the same sentence, but the the contingency load mission at McGuire new, advanced of ‘The loadmaster’s role is a unique job. If squadron and wing both have a tactics AFB, New Jersey where we will teach the C-5M. we get someone having just joined the Air o ce. C-5 tactics are secret but aircrew aircraft load planning to any Department Force, six months after basic training they members do attend tactics school, since of Defense [DoD] component, be it the Top: Flight crews arrive at their are going to be dealing with a tremendous there are tactical requirements for the Federal Emergency Management Agency aircraft ahead of responsibility, especially handling weight pilots to maintain with the C-5 being such [FEMA], Federal Bureau of Investigation a mission from and balance, loading and unloading the a big target. If the C-5 is not going to a [FBI], US Army etc. for every aircraft type in Dover. Air Force’s biggest tool.’ routine air eld, it will not be the rst in. The the Air Force. When we do a land-away the operator will get a site survey document to agencies on the ground are generally very Smart technology see if the air eld is suitable for a C-5 after good at providing load plans, so all we Prior to the C-5M, aircrew had to carry other aircraft such as the C-17 have have to do is verify the plan before 100lb bags of  ight documents with operated from it. loading. Without that aspect it would be information on air elds and the aircraft TSgt Pinkerton continued: ‘We will usually very challenging to show up, inspect the itself. These have now been replaced by get a minimum 24 hours of notice if we are cargo, work out weight and balance from information on Apple iPads. However, hard  ying out, which is designed to allow eight scratch and then try to load it.’ copies of the documents are carried on hours of rest and to get your domestic board the aircraft in case all iPads fail at the chores in order, but it could be a minimum Maintaining the same time. The loadmasters use a of 12 hours’ notice if the need arises. Super Galaxy Windows-based system to work out the ‘I grew up on the A/B-models where the In charge of 300 personnel with the 436th weights and balances but there are plans serviceability would be not as great as the Maintenance Squadron (MXS) is the to develop a system on the iPads, such as M-model, so it was, ‘will I leave Wednesday squadron commander, Lt Col Danzel an application that will eventually perform or Thursday?’ Now it’s [a] pretty dead cert Albertsen. He also has available 24 full-time all the calculations more quickly. that we will go when needed. and 200 part-time reserve personnel from

March 2016 www.combataircraft.net UNIT REPORT | C-5 GALAXY

the AFRC’s 512th MXS/512th AW. Albertsen always opening up engine cowlings, but spoke about the role of the MXS: the ‘M’ is saving a lot of time as you can ‘Seventy-five per cent of the fleet has to be now see the oil levels from the flight deck ready for combat, so that’s training the station without climbing up to the engines force or any mission around the world. In and popping up hatches. Fiscal Year [FY] 2014, out of 2,000 sorties, ‘The avionics suite has also greatly 900 missions were supporting the fight. improved our workflow. The old ‘With the C-5A/B, if an aircraft broke Malfunction Detection Analysis and down overseas and the fault was difficult Recording [MADAR] system that recorded to narrow down we would hope to get the and analyzed information and detected right people out there to repair it. Today malfunctions was a lot less efficient on with the C-5M’s mission computer it takes giving true data — it gave you an area to the guesswork out of it and saves us three look at. [With] the new system, we pull a to four days. card and download it and it gives us help ‘The engines on the C-5A/B used to need in troubleshooting, which saves us many, work on them all of the time. We were many hours.

Right: Maintainers inspect the fan blades on one of the Galaxy’s four General Electric CF6-80C2 turbofans. 62 Below: A C-5 in maintenance at Dover AFB.

‘An example is the anti-skid realm. When ‘With the an aircrew would go out to pre-flight an aircraft the anti-skid could fail and we upgrades the wouldn’t know which gear it was; we may know only ‘left or right’. Because the C-5 C-5M is truly much has two main landing gears on each side better than it was. made up of five wheels for each main landing gear, narrowing it down to the Normal weight for exact wheel having anti-skid problems meant each wheel had to be tested. So, the C-5 planners after four to eight hours we would call a new crew back out. Today we can narrow it at TRANSCOM to down to an axle and have the aircraft back on-line anywhere from 30 minutes to two carry would be hours later, which is such a manpower saving. We used to have to pull all the hubs 160,000lb for a off the wheels!’ C-5A/B. Multiple Current plans call for 18 aircraft each to be assigned to the 60th AMW and 436th missions with AW, which would allow for 12 aircraft to be available for daily operations. This would the C-5M carried permit the remainder to be in use for training or undergoing some kind of 250,000lb or maintenance.

more’ Improving availability The 436th AW at Dover has slowly been SRA KARL KING increasing its mission-capable rate (MCR)

www.combataircraft.net March 2016 63

as more C-5Ms have become available. In amazing what that time we changed 60 tires. The behemoth FY 2014 the MCR was 63 per cent; in FY the C-5M could The jets would land in Kuwait with that is the Galaxy dwarfs 2015 it was 71.2 per cent, and the goal is do. We broke the 15,000lb of fuel, we would fuel them the refueling 75 per cent. Lt Col Albertsen said: ‘Between weight-carrying record while up with 180,000lb and that would get boom as it December 2014 and June 2015 we over there. them to Bastion, Bagram, Kandahar and suckles from a KC-10. USAF/ averaged over 76 per cent MCR. That ‘With the upgrades the C-5M is truly return to Kuwait without having to refuel Greg L. Davis hasn’t been done in over 20 years, and one much better than it was. Normal weight down-range as we would try to minimize of those months we had the highest MCR for the C-5 planners at TRANSCOM to carry the down-time down-range.’ in 24 years.’ would be 160,000lb for a C-5A/B. Multiple These days the aircrew and maintenance missions with the ‘M’ carried 250,000lb or ISO inspections personnel expect a C-5M to fly when more, with one mission setting a record Hidden from view, the 436th MXS has also needed. An important crew position is the 280,880lb, so when you add that up, been carrying out isochronal (ISO) flying crew chief (FCC). They represent ‘the moving from a theater when you are inspections, in which 150 aircraft best of the best’ in the maintenance breaking records every week proves the maintainers strip down the C-5 looking for community, and they have to be, as they capability of the aircraft. any deficiencies, faults, cracks or any other are usually thousands of miles away from ‘TRANSCOM planned the loads and they problems in every system and in their home station. They may stop at planned the co-ordination but we were each aircraft. locations such as Ramstein Air Base, able to fly fewer sorties. Two hundred-plus Lt Jay Spada, the 436th MXS flight Germany, where there is en-route sorties were expected, but in the end we commander, explained how the timeline maintenance, but if the aircraft breaks only needed to fly 152 sorties, 25.5 million of events unfolds: ‘We have 50 days given down in Afghanistan or Iraq they will be pounds of cargo being brought out, and to us by Major Commands [MAJCOM]. In on their own to narrow down the problem Camp Bastion closed 10 days early. the past it has been 46 to 50 days, but as and, if necessary, call in help to solve it. ‘At any one time there were two aircraft the pace of operations for the fleet has In 2014 two C-5Ms were deployed to in Kuwait with two missions a day. We slowed we have been able to take a Kuwait to help close Camp Bastion in were there for just under four months breather, look at our work processes, Afghanistan. SrA Karl King was an FCC with aircraft and aircrew rotated out after making sure we aren’t damaging any type deployed to Kuwait for four months as 45 days. It was an intense ‘24/7’ period and of equipment. Right now it’s at 50 days, part of the retrograde operations: ‘It was the taxiways weren’t the best quality; in which equates to nine ISOs a year.

March 2016 www.combataircraft.net UNIT REPORT | C5 GALAXY

‘The inspections are governed on 360 work cards. On those work cards you are looking at 1,700 to 2,000 individual inspections, which in turn will likely generate 3,000 jobs per ISO inspection. ISO inspections are scheduled by the calendar; every eight years a C-5 will come through here.’ Spada’s team is currently working on 86-0015, a Travis machine, which will return to ISO in 2023. In an e ort to maximize the life-span of the C-5  eet the aircraft will go through several stages of maintenance in an eight-year cycle. The maintenance cycle is known as the Maintenance Steering Group 3 process; it includes minor ISO that takes place at Westover Air Reserve Base, Massachusetts, major ISO inspections at Dover, and the programmed depot maintenance (PDM) that takes six to eight months at the Warner Robins Air Logistics Complex (WR-ALC), Georgia. The whole process is carried out in what is called ‘battle pressurized bulkhead on top. The aircraft the maintainers were regularly having rhythm’. The rhythm begins with a major have been in service a long time and involved the  oor of the cargo hold. ISO; two years later comes a minor ISO; they have been pressurizing and Although the C-5’s  oors are solid metal, two years after that the aircraft will go to de-pressurizing continually since the they will su er when they take a PDM (major); then a minor ISO; two years 1970s. They have now developed small 100,000lb vehicle or a pallet falling on later a major ISO; and then the eight-year cracks so an ultrasonic and magnetic them. The previous regulation stated that 64 cycle will restart. inspection is carried out to nd the the aircraft would have to be grounded One of the major tasks during the PDM cracks. However, the only way to do this for 24 to 48 hours for an inspection, since at Warner-Robins is the ‘Batman’ tting, is to remove the entire  ight engineer’s if repairs were required for the  oor the which holds up the T-tail vertical station, so being in ISO for 50 days we maintainers would have to go in from the stabilizer. Cracks were found in some of take the opportunity to do that job while outside of the aircraft. these ttings — named for their it is o -line.’ Engineers were brought in to conduct resemblance to the superhero’s headgear There is an overlap of aircraft coming the analytical work to re-de ne the — so over the next six to seven years the through the ISO. Previously the next inspection criteria as it was a ecting C-5 old ttings will be taken out and aircraft would be inducted into ISO on availability rates. Repairs for the whole replaced. The aircraft will also receive a day 36 of the previous aircraft’s process. Dover  eet required 3,700 man-hours per consolidated mission computer and new This has changed to day 42 as the ISO year, e ectively taking a C-5 out of color weather radar, both of which will be inspection has switched to a 50-day operations for a year. The procedure now tted at Greenville, South Carolina. schedule. This has given the ISO team the is to get the repair completed during a Spada continued: ‘During the ISO we luxury of an extra week if any problem minor or major ISO. are looking at a little bit of everything. should crop up. Whether in the maintenance shop, on There are things in the aircraft such as One of the the  ight deck or marshalling cargo, the structural components that are very hard problems personnel at Dover were keen to point to get to unless we take out part of out that not only has the C-5M proved the aircraft. more reliable, and can carry cargo ‘We will do checks from visual, to see if further, but it has also assisted other any cracks have occurred, to the crown aircraft in the Air Force inventory. Every Left: With its nose hinged scan inspection. This is an inspection on time a C-5M  ies it takes the place of two upwards, a C-5M top of the aircraft where it has a C-17s. The C-17 community has been run reveals its huge pretty hard over the past 15 years, with cargo bay as it awaits its load. the average example  ying 1,200 hours per year. While this gure recently went Above: The down to 1,000 hours, there are hopes C-5M is able to transport for much lower  ight hours in the huge loads over future. The C-5M is clearly helping large distances, meet this long-term goal of spanning the globe for the US extending the life of the C-17 military. USAF/ before it runs out of hours. Greg L. Davis

March 2016

TRAINING FOCUS | T38 PACER CLASSIC

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Pacer Classic III is the US Air Force’s latest T-38 life extension program, addressing a shortfall in trainers until the follow-on T-X is selected and enters service. Like the previous two Pacer Classic programs, the latest incarnation deals with structural repairs to extend the operational life of the venerable Talon.

report: Michael Keaveney

ORTHROP major scheduled structural work for the MANUFACTURED T-38 eet. SOME 1,187 T-38s Between 1986 and 1992, Pacer Classic The T-38 is between 1959 and I saw 454 T-38s receive new dorsal going to have to 1972. Today, almost longerons, new wiring, replacement of remain in service until at least the half the T-38s produced  rewall panels and other minor structural middle of the remain in service around the world, and repairs. Pacer Classic II ran from 1993 next decade, N as of the end of 2015 the US Air Force still to 2002 and replaced forward cockpit and Pacer Classic III is all about had 538 aircraft on duty. longerons, also involving further re- keeping the The latest initiative to keep these wiring and bulkhead repairs on 452 jets. nippy Talon training workhorses structurally Consecutively, two other major ready and available. sound is Pacer Classic III. As the name upgrade programs ran outside the Jamie Hunter suggests, this is the third program of Pacer Classic project. The T-38 Avionics

www.combataircraft.net March 2016 T38 PACER CLASSIC | TRAINING FOCUS

Upgrade Program (AUP) ran from 1995 to up at Hill AFB, Utah. The Pacer Classic 2007 and was conducted by Boeing at its III program is located at Randolph AFB Mesa, Arizona, facility at the old Williams primarily for the ease of our customers.’ Air Force Base. Approximately 425 A T-38C airframe that has been aircraft received a new head-up display identi ed for the Pacer Classic III upgrade (HUD) in the front cockpit only, new will go through a complete break-down multi-function displays, new electronic upon its arrival at Randolph. ‘When an instrument displays, up-front control aircraft arrives it is defueled, prepped, panels, integrated Global Positioning purged of all the  uids’, explains Lewin. System (GPS)/inertial navigation system ‘Then we go in and start tearing down (INS) and a tra c collision avoidance the aircraft. We actually separate the aft system (TCAS). section away from the airplane at the Meanwhile, the ‘487 bulkhead’. We pull the aircraft apart Propulsion Modernization in two pieces so we can change structure Program (PMP), carried out from on either side of it. The tear-down 2001 to 2010, addressed several removes the wing package, aft fuselage de ciencies relating to performance package, the engines, the vertical tail, parameters and durability issues with nose landing gear section and most of the J85-GE-5 engines. The  rst measure the cockpit components, and then we was to increase the thrust, and to enable get into the internal structure. We remove this air ow to the engine was increased all the fuel cells and pull the main wiring thanks to a modi ed inlet ‘fat lip’ harnesses back through the airplane developed by the National Aeronautics back up to the center fuselage. The T-38 and Space Administration (NASA) for its wings are built as a single component T-38s. The increased air ow to the engine and are dry wings [they have no fuel cells resulted in a 20 per cent static thrust in them]. When the wing is removed they increase, and a take-o performance fold the landing gear up into the wing improvement of 3 per cent. Fuel and lock it in place. The wings are put into consumption was reduced by 10-12 per storage unless they require an analytical cent at cruise altitude. Climb speed was condition inspection which some are increased by 250ft per minute. going through for engineering purposes.’ 67 Other structural work has been The aircraft are currently on an eight- completed on ‘needy’ airframes, such as month projected timeline from arrival replacement wings and the complete until all the new components have been replacement of all ejection seats with reinstalled and checked out for return new Martin-Baker seats. Pacer Classic III is to  ying units. ‘We are trying to shorten now in full swing, and it will serve to keep that through similar e ciencies to those the T-38s viable until the eagerly-awaited achieved on the KC-135 process’, says T-X replacement trainer ultimately Lewin. ‘We are trying to do the same supersedes them. thing here on the T-38. We are going to try and get it down to 180 days.’ Pacer Classic III The Pacer Classic III program is run by the Pacer Classic III 575th Aircraft Maintenance Squadron production by FY (AMXS) at Joint Base San Antonio- FY Quantity Randolph, Texas under its director Robert 2013 2 Lewin, who told Combat Aircraft: ‘Pacer 2014 0 Classic III is only applicable to the T-38C. 2015 14 [The USAF] looked at the entire make-up 2016 17 2017 22 of the T-38C  eet, and then rank-ordered 2018 22 them according to the ones with the CLASSIC 2019 22 most hours and most aggressive  ight 2020 22 pro le. The identi ed aircraft were the 2021 22 Introduction to Fighter Fundamentals 2022 7 [IFF] jets. The IFF aircraft were selected Total 150 because they received the most stress TALON on the fuselage and as such will be the The reason for no airframes being  rst and foremost aircraft that receive the inducted in Fiscal Year (FY) 2014 Pacer Classic III modi cation. was to use that time to perform the PACER CLASSIC III ‘Our parent [unit] is the Ogden Air validation and veri cation process for Logistics Complex [and the] System the modi cation itself using the  rst KEEPS T-38S FLYING Program O ce [SPO] is also located two aircraft.

March 2016 www.combataircraft.net TRAINING FOCUS | T-38 PACER CLASSIC

within .005 of a square inch when we go to put the aircraft back together. ‘When the aircraft arrives we do an alignment check to verify that it hasn’t been twisted or torqued out of position. Once we get that set alignment, it is placed into a 50,000lb fixture that is the length of the fuselage of the aircraft. It is hard-pointed at all the wing mount points along with the nose and then it is stabilized throughout that whole process. The fixture is laser-shot to .001 to .005 of a square inch. It is checked periodically throughout the process so they can verify the alignment by just lining up the longerons. We can tell if the aircraft has shifted at the end of the modification process to make sure the aircraft is within .005 of an inch.’ Another challenge that the team faces is the age of the airframes. Not Above: T-38C everything is readily available, so the serial 65‑10350 Pacer Classic III team is having to come from the 80th up with alternative solutions. ‘We get FTW being re-assembled the longerons in a kit; the longerons are after having a solid stock’, says Lewin. ‘Because each Pacer Classic III aircraft may be slightly different they do modifications completed. all the match-drilling of the longerons in- Michael Keaveney house. When we go to match it up to the airplane, we have to pick up all the holes Right: A USAF 68 chart showing along the airplane for the main attach all elements of points as well as the skin attach points. Pacer Classic III. ‘The program is broken up into two USAF different Time Compliance Technical Orders [TCTOs]. One of those we call the ‘100 per cent’ parts, where approximately 178-185 parts are physically changed in the aircraft. Then there [are] an The composition of the workforce additional 155 parts that are considered performing Pacer Classic III is a mix of 50 ‘We have had select structural components that we contractors on site, one support service have to visually inspect or [perform] non- and 240 government civilians. ‘It is an pilots tell us it’s destructive inspection techniques on organic depot’, explains Lewin. ‘The those portions of the aircraft. If we find leadership team in place is all organic. almost like flying any problems, [we] either repair that area We are actually still growing and we will or we replace it if the part is available. be a total complement of 340 people. a brand-new ‘There is not a standard depot schedule Currently we are expending about 7,874 airplane. That’s for the T-38; this is a modification-based planned hours per airplane, and we are aircraft. So, when a modification is working to get that down. just how tight it required on the aircraft it comes here. ‘In FY 2013 we did the validation We also do several other modifications verification, then in FY 2015 [December feels when they fly on the aircraft. We do an asbestos 2014] we actually inducted the first abatement modification in conjunction production aircraft from Sheppard it’ with Pacer Classic III as well as the rest of AFB’s 80th Flying Training Wing, the fleet. There is asbestos in the engine 469th Flying Training Squadron, serial ROBERT LEWIN bay, behind the engine bay panels and number 66-4320. up around the liquid oxygen [LOX] ‘Pacer Classic III is the most invasive proficiency not really seen before on bottle. We abate that area and put in a structural integrity program ever done the T-38. We have gone out and done newer, safer type of barrier material. We on the T-38 aircraft in its entire lifespan. extensive training and brought in various are doing a flight control magnesium- The technical nature of the work, along subject matter experts [SMEs] to help to-aluminum conversion. Because of with the large amount of structure us get through these portions of the the caustic type of magnesium, it’s we are changing, requires a technical modifications. We have to keep things starting to fail through corrosion. Those

www.combataircraft.net March 2016 T-38 PACER CLASSIC | TRAINING FOCUS components are the horizontal stat Current status Pacer Classic III program, it is basically a tension regulator support, things where The last step the aircraft goes through zero-timed airframe. This $240-million the cables go through. We are doing that is the flight check. It is flown to validate there will be T-38s available until 2029, to the entire Air Education and Training the modifications, and any deficiencies and at roughly $1.6 million per aircraft it Command [AETC] fleet, and for Air Force found with the aircraft are repaired. ‘We is the most economical solution, even if a Materiel Command [AFMC] and Air have had pilots tell us it’s almost like replacement was available today. Combat Command [ACC]. flying a brand-new airplane’, enthuses In recent history, USAF acquisition ‘We are using a flow-line process on Lewin. ‘That’s just how tight it feels when programs have taken longer than the aircraft. We are working through they fly it.’ expected and cost more than planned. efficiency targets where we have set At the time of CA’s visit, the 575th The T-X program is the first under the T-38C serial ‘gates’. Each aircraft goes through a gated AMXS had returned three aircraft to their service’s new ‘Bending the Cost Curve’ 65-10367 of the 435th FTS process and it is broken out in a logical units: two to Randolph AFB and one to initiative. Hopefully this will have a was the second sequence as to where that aircraft may Sheppard AFB, Texas. Sheppard IFF T-38s positive benefit in terms of preventing production transition from one production facility to have been identified as having the most all the missed timelines and cost growth aircraft from the Pacer Classic III another facility, or it may go to a different risks, and they are coming through first. that have occurred in programs of project. area for a special set of circumstances.’ After a T-38 has gone through the the past. Michael Keaveney

Through the gates When an aircraft comes in to the Randolph facility it goes through the following ‘gates’: • 1) Incoming gate: prepping, defueling and getting the aircraft ready. • 2) Tear-down gate: vertical stabilizer removed, boat tail removed, engines removed, canopies, ejection seats, cockpit instruments, wing, nose landing gear. • 3) Production gates 1 and 2: Removal and replacement of parts as necessary. • 4) Build-up gate: re-attach wing, 69 vertical stabilizer, ejection seats, engines, cockpit instruments. • 5) Rigging and operations gate. • 6) Flight test gate: handling and systems check-out. Any deficiencies found are corrected. ‘What we do’, says Lewin, ‘is a regimented process. We have to ‘sell’ the MAJOR T-38 PROGRAMS aircraft in between gates to each other. Period Program Description Aircraft quantity Contractor The supervisor for tear-down will meet 1986-1992 Pacer Classic I Dorsal longerons, re-wire from fuselage 454 with the supervisor for production gate station FS 284-445, firewall panels, 1 and they have to agree that the aircraft miscellaneous structural repairs is ready to transition to that next gate. 1993-2002 Pacer Classic II Replace forward cockpit longerons, 452 This is to prevent traveling work that re-wire from FS284 to the nose, 325 bulkhead, miscellaneous structural repairs might catch the other guy off-guard and 1997-2007 Avionics Upgrade Head-up display (front cockpit), multi- 425 Boeing (Mesa, Arizona) extend his timeline to completion. Program (AUP) function displays, electronic engine ‘Our goal is to take the original displays, up-front control panels, projected cost to put an aircraft GPS/INS, TCAS through Pacer Classic III and reduce that 2001-2010 Propulsion Modified inlet for increased airflow, engine 445 CPI Aero/General through doing the mod faster while Modernization modifications, new nacelle, aft fuselage Electric Program (PMP) ejectors, bulkhead repairs maintaining the same safety and quality 2001-2006 Replacement wing High-stress wing replacements 55 Northrop Grumman requirements. This is done either through 2010-2014 Ejection seat US16T zero-zero seats, parachute 458 Martin-Baker coming up with better engineering replacement integrated into seat solutions on how to do certain tasks on 2013-2019 Pacer Classic III Upper and lower cockpit longerons, 150 Northrop Grumman the airplane, or finding easier parts to upper and lower center longerons, dorsal/ 51 kits, CPI Aero 99 kits remove and install on the airplane.’ shim longerons, upper and lower nacelle (USAF modification longerons, inboard lower longerons, line at JB San Antonio- When they are finished with the aircraft dorsal attach angles, vertical attach angles, Randolph) they put primer on the areas that they center fuel cell floor, aft fuel cell floor, have been working on. The aircraft bulkheads, firewalls, outer skins will go back to the customer who then 2015-2021 Replacement 103 aircraft currently contracted. Second 200 Israel Aerospace paints it. wings contract in preparation Industries

March 2016 www.combataircraft.net TRAINING FOCUS | GREEK BUCKEYES AND TEXAN IIS

ESPITE THE Training syllabus access to  ight simulators at Kalamata Student and RETIREMENT of the Training of HAF  ight crew is undertaken as well as the computer-based training instructor taxi out at last of its A-7 Corsair in four stages: systems in order to further their skills Kalamata in one IIs, the Hellenic Air • Phase one — basic  ight training at the without having to take to the air. of the school’s Force (HAF) retains a Hellenic Flight Academy; Once the phase two training has been wonderful former US Navy justi ed reputation • Phase two — ground school and completed, those students who pass T-2C Buckeyes. Dfor operating a diverse and charismatic contact training with the T-6; move on to phases three and four, geared  eet of aircraft. The HAF established a • Phase three — ground school and toward the advanced and operational dedicated training wing at Kalamata contact training with the T-2; aspects respectively. This is achieved with air base back in 1970, and this unit • Phase four — air-to-ground training. a change of aerial platform, in the form continues to provide  ight and ground Student pilots begin their careers with of the T-2 Buckeyes of 362 or 363 MEA. training to prospective pilots. Back phase one at Tatoi-Dekelia, to determine Again, the training is split into ground- in 1970 the aircraft of choice was whether they have the aptitude for  ying. and air-based elements involving  ight the T-33A, but within a year this had If successful, they move on to 120 PEA simulators, computer-based training been augmented by the T-37C ‘Tweet’, at Kalamata. systems, and hands-on  ight time in the which remained in service until the Upon arrival at Kalamata, prospective aircraft. The whole process consists of introduction of the Beechcraft T-6A pilots are assigned to either 361 or 364 roughly 20 hours for the ground training, Texan II in 2002. In the meantime MEA  ying the T-6 to commence phase and 80 hours in the air, the majority of this the T-33s had been replaced by the two of their training. This covers the initial once more with an instructor. Advanced venerable T-2E Buckeye in 1976, and and basic stages, and employs both principles and further instruction on the latter is still in use today despite a computer-based training systems and the elements learned in phase two are number of initiatives to replace this  eet hands-on  ying. The initial stage includes applied, culminating in a process in with a new platform. roughly 50 hours (46 of these with an which trainees are selected for service The wing at Kalamata comprises ve instructor), while the basic stage covers 75 within di erent areas of the HAF. It is at training squadrons: 361, 362, 363 and 364 hours (58 with an instructor). this point that the in-depth training for Mira Ekpetheusis Aeros (MEA, Air Training During the initial stage, students other functions such as multi-engine Squadron) and the Sea Survival Training learn about  ight procedures, transport aircraft, maritime patrol aircraft, School (SSTS). Each squadron undertakes maneuvers, aircraft systems handling, helicopters, or fast jets begins. a distinct type of training utilizing the standardization, adherence to  ight The HAF currently operates a wing’s two di erent aircraft. The T-6 is safety rules and decision-making. The variety of platforms with 70 used by 361 and 364 MEA, while the T-2 basic stage advances things, covering the a multitude of roles, is operated by 362 and 363 MEA. These enhancement of all the points learned including F-16 squadrons are all under the umbrella of in the initial stage as well as teamwork, Fighting 120 Pteriga Ekpetheusis Aeros (PEA, Air leadership abilities, and situational Training Wing). awareness. The students have

120 Air Training Wing at Kalamata in is all about training new pilots. This is where the really old meets the relatively new — it is the home of both the Texan II and Buckeye.

report: Chris Balmer photos: Mark Rourke

www.combataircraft.net March 2016 GREEK BUCKEYES AND TEXAN IIS | TRAINING FOCUS WHERE EAGLES SOAR TEXANS AND BUCKEYES OF KALAMATA

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March 2016 www.combataircraft.net TRAINING FOCUS | GREEK BUCKEYES AND TEXAN IIS

Falcon, Mirage 2000, and F-4 Phantom This image: The wing’s Buckeyes II ghters; Embraer R-99 airborne early BUCKEYE HERITAGE are likely to soldier on for a few warning aircraft; C-130 Hercules, C-27J more years before they can be replaced. Spartan, ERJ-135/145LR and Gulfstream In 1956 the US Navy began to look for a new jet trainer that would allow it to G500 transport aircraft; Canadair Below: Lt Col Socrates Serves, undertake advanced training in air-to-air CL-215, Bombardier 415 and PZL M-18B commander of 364 MEA. and air-to-ground gunnery, bombing, and re ghting aircraft; and AS332 Super dog ghting tactics. Unusually, the North Puma, AB205 and AB212 helicopters. American T-2 Buckeye was chosen without Trainees selected for the fast jet types the completion of a prototype, but rather undertake approximately another 60 with an initial batch of six pre-production aircraft being built. The name Buckeye is hours of training in phase four, which derived from the colloquial name given to includes advanced weaponry and people from the state of Ohio, where all combat  ying. T-2s were manufactured. The rst of these aircraft, designated as the YT2J-1,  ew International effort on January 31, 1958. The original design included a single engine, before the At the time of Combat Aircraft’s visit to trainer was developed into twin-engine Kalamata, there were 22 instructor pilots form with the development of the YT2J-2 (three of whom are from the Italian Air in 1962, replacing the Westinghouse J34 Force) and 15 students ( ve from Italy). powerplant with J60 units from Pratt & The result is an even balance between Whitney. The rst production variant with this new engine  ew as the T-2B in instructors and students for the duration of 1965 and entered service with the US these training phases. Co-operation with Navy in the same year. There was also the Italian Air Force began in August 2009, a development of the Buckeye using and comes in the form of a long-term General Electric J85 engines, which led to reciprocal arrangement that bene ts both a production run of 231 T-2C airframes for the US Navy, beginning in 1968. parties. A major push in the HAF training The Buckeye was always intended program has seen implementation of the to be a robust and easily maintainable English language and the training of new aircraft. It o ered many advantages instructors. These two elements are being that included waist-level access to the concentrated on to enhance the overall engines, maintenance panels, and fueling points to name but a few. Despite its package. 72 straightforward design, the Buckeye was As well as the pilot training facilities at only ever used by the US Navy, Venezuela Kalamata, there are two well-equipped (the T-2D version), and Greece. The latter maintenance units that look after the is now the only military operator of the technical needs of the T-6s and T-2s. Buckeye in the world, and replacement with a more modern jet trainer is still a few The maintenance sections carry out years away. the majority of tasks, including engine

The T-6A is used in the primary ight training regime.

www.combataircraft.net March 2016 GREEK BUCKEYES AND TEXAN IIS | TRAINING FOCUS

in morale, despite Greece’s recent scal DAEDALUS DEMO worries. The T-2 engineers, for example, have a special bond with the aircraft Aside from the training provided by after many years of service, with a very the T-6, the Texan II is used by the Daedalus demonstration team. It was extensive bank of knowledge gained inaugurated in 2005 and its rst outing since the type’s introduction in 1976. occurred during that year’s Archangel Though it is likely that a new trainer Airshow at Tanagra. Several members in the class of the Alenia Aermacchi of the US Air Force provided training for M-346 will replace the aircraft in the display  ying during a short period at Kalamata between July 26 and August 16, near future, with the nancial challenges before the debut display took place on that lie ahead it is conceivable that the September 18, 2005. The team consists Buckeye will grace Greek skies for a few of a close-knit group that includes the years yet. demonstration pilot,  ight and ground safety o cer, a narrator, and support/ maintenance crew. The team has worked Acknowledgments: Caroline together for a number of years and has Makropoulos, FCO, British Embassy, developed a very professional display. Athens; Col Panagiotis Ntardas, ops Until recently Daedalus had only ever and training director, 120 PEA; Lt Col Socrates Serves, commander 364 displayed in Greece, but the team MEA; Maj Dimitrios Manoliodakis, Maj attended the Malta International Airshow Ioannis Kitsios, and the security sta at in September 2015. Kalamata air base. maintenance for the T-2  eet. Some aspects require work to be performed TRAINING TIMES in other HAF facilities, but most is undertaken directly at Kalamata. The HAF has accumulated a large stockpile of spares and accessories at the base in order to continue using the Buckeye  eet. The present HAF inventory of around 35 aircraft consists of survivors from the 73 original 40 T-2Es that were procured in 1976, and later deliveries of ex-US Navy T-2Cs. Additional airframes and spares have been obtained via the US Navy and from the Aerospace Maintenance and Regeneration Group (AMARG) in the United States. With the US Navy’s retirement of its last three T-2 Buckeyes in September 2015, the HAF is the sole military operator of this machine. The HAF maintains excellent relations with the US Navy, whose large spares stock can be used for the Greek T-2  eet. Meanwhile, all T-6 maintenance training for the HAF is still provided by Beechcraft, building up a large number of suitably quali ed/certi ed sta . The base at Kalamata shares a runway Left top to with the civil airport facilities located on bottom: the other side of the air eld, so military Echoes of the past — the  ying is broken into two shifts, one in the retired T-37s morning and one in the afternoon. The still sit in open morning shift tends to operate between storage at Kalamata. 07.00 and 13.00hrs, with the afternoon shift working between 14.00 and 21.00hrs. A hangar-full Kalamata is unique in Greece in that of T-6s ready to be towed to the it allows  ying from sunrise to sunset line for the day’s — something not seen at any other  ying. HAF facility. A Buckeye Both the T-2 and T-6 communities at receives some Kalamata are highly motivated and high maintenance.

March 2016 www.combataircraft.net TRAINING FOCUS | ITALIAN T 346 SCHOOL

74 MASTER COMES OF AGE ITALIAN FLYING TRAINING WITH THE T-346 The 61° Stormo at Lecce-Galatina is now home to the T-346A Master approach to  ying training under the as the Aeronautica Militare (AM — Italian Air Force) inducts this new so-called Integrated Pilot Training System (IPTS) 2020. This has transformed aircraft into its pilot training program. the system from the award of BPM to Specialized Undergraduate Pilot Training report and photos: Francesco Militello Mirto and Luca La Cavera (SUPT). Until 2014 students were assigned to di erent training streams for fast jets, ‘ HE T 346 IS already after Phase II training — basic  ying transports, helicopters and unmanned considered the  agship training with the T-339A (the AM aircraft upon completion of Phase of operational training. designation for the MB339A). In addition, III. Selection and streaming to these The introduction of the the 214° Gruppo handles all Instruzione respective roles now comes at the end new aircraft represents Professionale (professional instructor) of Phase II (basic training), with Phase III a generational leap. training. The 213° Gruppo, also on the now being crafted according to the type T[It] currently has no equal in the world T-339A, handles Phase III training work, a student is selected to  y on the front due to its simulation systems and also which essentially leads to students being line. The net result is that only students the outstanding performance of the awarded their military pilot’s license selected to  y fast jets at the end of their aircraft’. So says Col Paolo Tarantino, (Brevetto di Pilota Militare — BPM). time at the 214° Gruppo remain at Lecce commander of the 61° Stormo. Few are Finally, the 212° Gruppo is responsible for for Phase III training and the award of their better-quali ed to evaluate the Alenia the high-end advanced  ghter lead-in BPM, before progressing to  y for a further Main image: Aermacchi M-346 Master, known in Italian training (FLIT), or Phase IV work, currently 10 months with the 61° Stormo for the The mix of ghter-like service as the T-346A. Tarantino is a man with both the T-346A and the FT-339C Phase IV work ahead of their operational performance, with over 3,800  ight hours to his name, (MB339CD). conversion unit and either the AMX, smart synthetic having  own revered Italian fast jets such Not at Lecce, but an essential piece of Tornado IDS or  ghter Typhoon. training and lower operating as the G91T and the F-104 ASA Star ghter, the puzzle, the Phase I work (including costs make the not to mention having led the national initial screening) falls to the T-260Bs Phase IV with the T-346 T-346 Master aerobatic team, the Frecce Tricolori. (SF260EAs) of the 70° Stormo at Latina. The T-346A has slotted in perfectly to ful ll an attractive prospect for The integrated  ight school at Lecce The arrival of the new T-346A has the Phase IV FLIT role and that role only. many air forces. includes the 214° Gruppo, which looks heralded a total overhaul of the Italian Having been introduced alongside the

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M 346 AT A GLANCE

Alenia Aermacchi jointly developed the M-346 in co-operation with Russian aircraft manufacturer Yakovlev. The Russian company started work on the Yak-130 in 1991, but it needed more advanced knowledge at that time and found a suitable partner in Alenia. From 1993, both rms worked closely together, and this resulted in the rst  ight of the Yak-130/AEM-130 in 1996. Unsolvable disputes between the two companies resulted in the end of the joint venture in 2000. Alenia evolved the M-346, which led to a substantially modi ed and highly advanced jet trainer, albeit retaining almost the same appearance as the Yak-130. The M-346 is thus equipped with a full-digital cockpit, multi- function displays (MFDs), hands on throttle and stick (HOTAS) controls, a head-up display (HUD) for student and instructor, voice control inputs, carefree handling and a helmet- mounted display. These capabilities are normally reserved for advanced multi- role ghter aircraft, not for trainers. The M-346 is said to be able to simulate the  ying characteristics of, for example, the F-16 and F-35 at supersonic speeds, or the ‘switchology’ of an F/A-18 or Typhoon. Pilots can learn to make use of radar in combination with almost every type of 75 Western air-to-air missile, or they can operate a targeting pod to work with a range of (laser-) guided weapons that they can ‘drop’ on static or moving MB339CD, the T-346A is still in its early partly due to considerable con dence in ground targets. At the same time a days, and the syllabus is currently being the aircraft and the integrated training variety of other sensors can be used — ne-tuned to ensure the Master achieves system (ITS) that Alenia Aermacchi has all with a subsonic, unarmed platform its full potential. introduced at Lecce. that is not equipped with a radar, The 61° Stormo  ies the T-339A, FT-339 Considering that the school’s rst T-346A sensors or pods. The M-346 is currently certi ed for and the T-346A. Six Masters had been (MM55154/61-01) in so-called full trainer the use of real weapons, including a delivered by the end of 2015, and a further (FT) con guration was only delivered to 12.7mm gun pod, AIM-9L and IRIS-T two were due in March 2016. Despite the 212° Gruppo on February 26, 2015, air-to-air missiles. Air-to-ground the T-346 being a home-grown product, this is an impressive feat. The FT standard weapon certi cation will follow soon. procurement is modest to say the least, came about as a result of modi cations A total of 59 M-346 orders have been con rmed. The Republic of with a likely maximum of 18 aircraft. to the T-346A requested by the Reparto Singapore Air Force ordered 12 ‘In August 2014 we had the rst Sperimentale di Volo (RSV) test unit during aircraft, which have all been delivered instructor quali ed on the new airplane, follow-on operational test and evaluation. and serve with 150 Squadron at the and on October 2 that year we had the Phase IV and the T-346A are reserved French air base at Cazaux. According rst all-61° Stormo crew  ight’, explains for pilots destined for a fast-jet  ying to the Lecce base commander Col Paolo Tarantino, 150 Squadron is Col Tarantino. ‘In March 2015 we had career. Tarantino adds: ‘After passing planning to make the move to Lecce the rst weapons campaign with the the Phase IV [FLIT] course at Galatina in the near future so that Singapore T-346A, which was held at Decimomannu’. the pilot attends a conversion course at can make use of all the base’s Milestones have come thick and fast in the OCU [operational conversion unit]. facilities, including the integrated recent months. In late August 2015 the For example, those destined for the training system building with simulators. The AM has taken delivery rst four new student pilots bound for the Euro ghter will progress from the 212° of six aircraft and has three more on Typhoon and Tornado  eets began the Gruppo straight to the 20° Gruppo, part of order. Israel ordered 30 M-346s, locally new Phase IV course on the ‘346’. These the 4° Stormo at Grosseto’. The advent of designated as Lavi. At present, nine  edgling aviators started  ying the Master the new trainer and its associated training Lavis are at Hatzerim air base. Poland on October 8, alongside the progressive infrastructure has greatly streamlined the has ordered eight M-346s, of which the rst will be delivered — probably spin-up of the instructor cadre. transition to the big ghters. ‘The T-346 to Dęblin air base — in 2016. The student course actually commenced is not just an aircraft in its own right, but Stephan de Bruijn some six months earlier than planned, part of an integrated system that is a real

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revolution compared to the past. The ground element of the IPTS employs modern simulation systems [that enable us to] ‘download’ a good slice of the activities that were previously carried out at the OCU and that were previously conducted in flight, thereby bringing substantial savings.’ The number of flights under the new T-346A Phase IV syllabus marks a slight increase over the MB339CD, but this is balanced by an expected reduction in the more expensive OCU flights, to the tune of 20-30 per cent. Phase IV flying on the T-346A is planned to continue in parallel with the MB339CD course until 2018, when the T-339As should be replaced by the new M-345, with the MB339CD relegated to Phase III flying and eventual replacement by the newer Alenia Aermacchi types.

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Left page: The Teaching at its best ranks include highly experienced pilots T-346s at Lecce The introduction of the T-346A at Lecce who are qualified to train these new operate from bespoke new has bought with it major improvements instructors. Col ‘Sossi’ is one such instructor hangars and in infrastructure, not least investment trainer. ‘We start with a teaching methods squadron in state-of-the-art hangars for the new course, then we get our instructor buildings. aircraft, as well as new tensile structures students to become comfortable with Six T-346s had to accommodate the slightly less well- the aircraft so they can learn to manage been delivered pampered MB339s. the many problems that can arise with a to Lecce by the end of 2015. Lt ‘Ciccio’ has notched up around 290 young student. If they are destined for the flight hours to date, including time T-346 course we add a further phase for Above: The on the T-260B, and currently flies the the LIFT instructor qualification. T-346 currently shares the resident FT‑339C. He’s on the fast-jet ‘An instructor pilot needs not fighter lead- track. ‘The MB339 is an excellent trainer only awareness, responsibility and in training that represents the best compromise professionalism, but a good deal of role with the 77 MB339CD. between performance in terms of passion, patience and dedication.’ speed, maneuverability and economy’, When it comes to the T-346A, Alenia Below: he says. ‘With the introduction of the Aermacchi provided the Italian Air Force International students are digital MB339CD with its more advanced with a ‘gold-plated’ integrated training starting to avionics, the end result is perfectly suited system (ITS). This ground-breaking system gather at Lecce to meet the needs of a student.’ includes not only the aircraft themselves for the enviable training The 214° Gruppo’s basic training but also the ground-based training system available here. mandate is supplemented by special (GBTS) and an integrated logistic support courses for new instructors. This means its (ILS) element. The purpose-built training facility for the GBTS includes various classrooms with specific simulation systems and teaching aids that readily allow the student to become familiar with the aircraft, its procedures, on- board systems and tactics that can all be harnessed ahead of the expensive and demanding live flying. It all starts with computer-based training, full of ‘e-learning’, supplemented by lectures. The simulator-based training (SBT) includes nine procedural training devices (PTDs), before moving on to the impressive full mission simulator (FMS) in a 360° dome that enables realistic mission rehearsal with night vision goggles and, soon, helmet-mounted display (HMD) functionality. Tactical missions in the simulator can be linked to other simulators or indeed to aircraft actually in flight. This is part of so-called live virtual constructive (LVC) training,

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which enables interoperability between position of the emulated aircraft as if it a 50:50 split of live versus synthetic various elements, networking the aircraft was really there in the sky.’ training. The FT-339 Phase IV course (live), simulators (virtual) and computer- All training phases are observed on the boasts far less simulator time, while the generated forces (constructive) via the ground by the instructor, through the real- ‘shiny’ T-346A course offers advanced aircraft’s embedded tactical training time monitoring station (RTMS), which is beyond visual range (BVR) combat and system (ETTS). This takes place within a connected both with the simulators and close air support, as well as the use of distributed mission operations (DMO) aircraft in flight via datalink. Thanks to this night-vision aids in both missions, taken environment in which the real flights can the instructor can change the scenario in over from the OCU level. ‘Sossi’ adds: ‘The be combined to simulate the presence of real time, for example instantly displaying training [comprises] 60 per cent air-to- other forces, both allied and opponents. or erasing a new threat. air and 40 per cent air-to-ground’. The Col ‘Sossi’ continues: ‘All of this allows Post-mission, everything can be played expected arrival of systems like the HMD [us] to increase the realism of pilot out in great detail thanks to the mission will provide valuable lessons in their training in complex tactical scenarios planning debriefing station (MPDS), operational employment, reducing the with multiple assets, thus ensuring the a device that is also used for mission training burden on the OCU. reduction of training costs. It’s possible planning. This huge mass of data is all to simulate missions with an aircraft flowed into the training management Flying the Master including a pilot and a weapons system information system (TMIS), the virtual Pilots at Lecce talk enthusiastically about officer [WSO] too, while in the real aircraft ‘director’ of the school, which records all flying the T-346A. Col ‘Sossi’, an instructor the ETTS allows student pilots to see tasks performed by the student pilots. This with the 214° Gruppo, is no exception: virtual aircraft coming into their visual in turn helps to manage the syllabus and ‘The T-346 has striking performance’. He field through their HMD. In the same way, student progression. particularly notes the generous thrust, the radar and datalinks on the real aircraft’s The future of fast jet pilot training in roll rate and, in general, the high stability multi-function displays will show the the Italian Air Force looks set to embrace at all speeds. ‘One major difference

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Left: A pair of real and, at the same time, also interacting Austria, France, Greece, Kuwait, the T-346s on finals with ground simulators to re-create an Netherlands, Poland and Singapore. to Lecce after a environment typical of that of the latest- Col Tarantino says: ‘We have started local sortie. generation combat aircraft. Combined with Dutch students who will attend Below: The live with the M-346’s autopilot, auto-trim, Phase II, III and IV training here [see versus synthetic HOTAS and voice commands, among ‘Dutch Masters’ in this issue], and in flying on the others, the life of the pilot is much more August 2015 we resumed instructional Master is likely to equate to a simple, but when you start to interact activity with students from Singapore. 50:50 split. deeply with the aircraft the difficulties At the end of November the first course increase. for six instructors from Poland began’. ‘For us instructors, the ‘346’ has Sixteen Polish instructor pilots will definitely changed the approach to receive tuition in preparation for the advanced training. For students, it will delivery of the first Polish M-346s in the dramatically enhance the exit level second half of 2016. ‘We also have an from the course, and this is our ultimate instructor from Argentina in our Phase goal — the manner in which they will III course, plus a French instructor in the progress to the OCU. These guys will have Phase IV unit’, Tarantino adds. These join been exposed to advanced flight stages an Austrian and a Greek instructor, and ahead of the OCU, which in turn frees up Austrian students are currently attending resources to allow further improvements the Phase IV course alongside Kuwaiti to enhance their exit level from there.’ students, who will go through the complete training program. Important partners The progress made at Lecce is something Red Air Master that Italy is keen to publicize, as it seeks The T-346A is also turning its hand to to attract international interest in terms the companion training role. During of both students and, of course, to garner summer 2015 a few T-346As were interest in the M-346. A European flight deployed by the 61° Stormo to Grosseto school has been a pipedream for many in order to harmonize and standardize years, but now this could be realized at the various syllabuses, and to enable the Lecce. Since the 1950s students from Masters to fulfill an aggressor role for 79 a number of countries have attended dissimilar missions. This helped prove courses here, including trainees from interoperability between the T-346A Congo, Eritrea, Ghana, Guatemala, Iraq, and the Typhoon in this scenario, with Tunisia, the United Arab Emirates and both platforms operating full simulation Zaire. More recently, Lecce has systems (radar, which right now simulates hosted students from Argentina, the AN/APG-68 and targeting pod) in radar-to-radar BVR interception missions as well as ‘visual arena’ missions with close with its close relative, the MB339, is the combat profiles. It is even possible to architecture of the flight controls’, he adds. perform 2-v-2 missions using a single real ‘Through four and as many T-346A and another virtual jet controlled airflow angle data sensors, the pilot’s through the simulator, and linked with the commands are transformed into digital three real aircraft. signals, processed and sent to the control Part of this activity involved honing new surfaces’. These fly-by-wire (FBW) controls tactics for the HMD capabilities of the mean the student is unable to exceed the Typhoon, but this forthcoming capability airframe’s structural limitations thanks to is equally important for the 61° Stormo carefree handling and has a well-governed pilots during the FLIT courses. experience in the various outer limits of Col ‘Sossi’ says: ‘The ‘346’ proved to be the LIFT flight envelope. an excellent companion trainer’. Indeed, ‘I have followed the program from the following these activities the T-346A has beginning’, ‘Sossi’ says. ‘I’ve always had been confirmed as a Red Air player for the high expectations but the first flight was, Tactical Leadership Program at Albacete in for me, love at first sight. The strength of during 2016. the ‘346’ is surely the ETTS, the integrated simulation platform, which allows you Acknowledgments: The authors wish to thank the Italian Air Force press to play a variety of sensors such as radar, office staff, Col Paolo Tarantino, Capt targeting pod, [and] a suite of electronic A. Guerrieri, Lt D. Chiarello, our pilots countermeasures, to name a few. All these ‘Nando’, ‘Staffo’ and ‘Greg’, and all sensors can be employed with other the 61° Stormo personnel for their outstanding support. aircraft of the same type as if they were

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80 DUTCH MASTERS ROYAL NETHERLANDS HEN ROYAL manageable. Currently, RNLAF students NETHERLANDS move from the T-38 at Sheppard to AIR FORCE TRAINS IN ITALY Air Force Tucson, Arizona-based RNLAF F-16BMs; (RNLAF) the jump from T-38 to the future F-35A is commandant foreseen as being too great. Lt Gen The EACTC initiative could signal the end Alexander Schnitger met European air of the ENJJPT, with the US also searching The Koninklijke Luchtmacht (KLu — W chiefs in 2014, one of the main items for a future trainer in the shape of the T-X Royal Netherlands Air Force) is gearing on the agenda concerned a European program that will replace the venerable up for the arrival of the F-35A. This Aircrew Training Center (EACTC). The T-38. However, the T-X’s schedule will put means finding a new fighter lead-in EACTC is seen as a potential alternative it in operational service in the 2023-30 to the existing and strongly US-inspired timeframe. This is deemed unacceptable training (FLIT) platform, and the M-346 Euro NATO Joint Jet Pilot Training for the RNLAF, which requires a robust FLIT Master might just fit the bill. (ENJJPT) school at Sheppard Air Force solution by 2019. Base, Texas. The proposal coincided For this reason, the RNLAF and several with a new push to identify a training other smaller European air forces without report and photos: aircraft for the RNLAF that will make such training schools of their own have Stephan de Bruijn/Bluelifeaviation.nl the transition to the F-35A more expressed their interest in EACTC and a

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that can be used to fulfill the remaining flight hours and thus keep pilots at full operational readiness, while minimizing the burden on the costly F-35s. It needs to match the F-35 closely in terms of cockpit layout, but come at an affordable price. Good relations between Lt Gen Schnitger and his Italian counterpart led to the idea of doing business with the Aeronautica Militare (AM — Italian Air Force) and tapping into its new M-346 Masters. The M-346 Integrated Training System (ITS) is a smart concept from Alenia Aermacchi. It includes the aircraft plus a high-quality training program, with concept syllabuses and a variety of ground simulators. This builds on the rich history of aviation manufacturing in Italy and Left: Dutch a strong and successful line of training, pilots fighter and transport aircraft. The Italian are now experiencing aerospace industry is deep-rooted in the the development and manufacture of both combination trainers and combat types such as the of MB339CD and T-346 Tornado, Eurofighter and more recently, Master at the F-35 itself. The application of this Lecce.

M-346 SYNTHETICS

One of the strengths of the M-346 syllabus is the synthetic training it offers. At Lecce, two part-task training (PTT) 81 simulators, each with a 180° (horizontal) and 40° (vertical) screen are located in a hall. The screens surround a mock-up cockpit. The PTTs are used as an advanced simulator. The real ‘showpieces’ of the Integrated Training System (ITS) are two non-movable full-mission simulators (FMS), each located in their own hall. Each ultra-modern dome is equipped with a complete M-346 cockpit section, including an out-of- action ejection seat. The image projected in the dome offers incredible detail, to some 20in. The dome gives the SP an almost 360° view, and only the small entrance door just behind the cockpit and two small floor panels on each side of the cockpit section are without image. The FMS can simulate all procedures extremely realistically, the reason that 50 per cent simulator training can be used in the full training syllabus. The DUTCH MASTERS ejection seat has safety belts that tighten when the SP pulls new trainer. Cdre Dré Kraak, RNLAF, was (at present) 37 F-35As the RNLAF faces a g-forces, and the seat vibrates a little during simulated taxiing, appointed as project manager to find a challenge: those 180 flying hours cannot bad weather or in air traps. Although non-moveable, the SP thus experiences some forces in the FMS. FLIT solution and a training school for the realistically be achieved with that number The Embedded Tactical Training System (ETTS) is an office from Dutch, and to take the lead in developing of Lightning IIs. Besides this, training which the IP can submit all kinds of scenarios to the SP in the co-operation with other European hours in the F-35 are expensive. Synthetic simulators. A huge advantage compared to other simulators is countries. Kraak is now working on a training in the simulator will meet some the fact the PTT and FMS simulators can work together on the plan that will be presented to other of this requirement, and this simulator ground, but they can also ‘join in’ an actual mission by a real M-346. One or all PTTs and FMS can be connected by a smart European partners in 2016. It outlines time could count towards the more or less tactical link from a ground station (also manned by an IP) to a possible European flight training obligatory 180 hours. But still, ‘live’ training one or more flying M-346s, or vice versa. An SP in an M-346 can school, in which smaller European air remains vital. be confronted on his multi-function displays, ‘radar’ or head- forces could participate to meet their jet The Dutch Air Force Command (CLSK) up display (HUD) with an SP colleague in the simulator. The training needs. has assessed that each Lightning II pilot colleague on the ground can act as a wingman or as an enemy during air combat maneuvering (ACM), and of course vice versa. could log some 80 to 90 hours, in relation Even enemy aircraft can be projected on the Master’s ‘radar’ and Stepping up to the F-35 to the 37 aircraft currently stipulated, to HUD while there are no real aircraft in the vicinity. This push relates directly to a Dutch keep them combat-ready. As a result, The aim of the M-346 ITS is to be able to simulate everything project to train future F-35A pilots. Each Cdre Kraak was given an additional task, on the ground, from basic M-346 training to complex flying year, a Dutch pilot has to log some 180 one breaking new ground for the RNLAF scenarios. To validate the ground training, a real M-346 Master can then be picked up from the flight line. flying hours, but with the acquisition of — to find an advanced training platform

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knowledge has led to a smart approach with the M-346 (T-346A under the Italian military designation system).

Master in the RNLAF? The RNLAF, together with partner air forces, is working up a plan by which several Italian T-346As would be own for a given number of hours each year, under a similar concept to the utilization of the C-17 Globemaster III transports belonging to NATO’s Heavy Airlift Wing. Countries could submit to this tender and use some of the ying hours. Besides training, the hours could be used for Red Air support, leading to potential for a European aggressor squadron. This is all open to debate, and Cdre Kraak asserts that it is still in the research phase. In the meantime, the Dutch elected to try out the Italian syllabus and on May 8, 2015, the RNLAF and the AM signed a corresponding agreement. Under this, ‘We are developing to become a multi- the CLSK and Kraak assigned an instructor national training hub and we are currently the pilot (IP) and two student pilots (SP) to Lecce for a full syllabus, during which only candidate for the EACTC mission’ time the Dutch will carefully examine the quality of the program. The IP will report COL PAOLO TARANTINO on the adaptability of the M-346 and

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II in Phase II training, during which they the T-339A within the AM) with the 213° will be streamed. Those selected for jets Gruppo. During this phase, all aspects of will progress to Phase III on the T-38 at basic jet training are taught. The T-339A is Sheppard, followed by Phase IV in Tucson. starting to show its age and is equipped Geffrey and Martijn will most likely with analog systems. In the near future, conduct F-16 conversion at Leeuwarden Phase II will switch to the M-345, acquired or Volkel in the Netherlands and both will as a replacement for the old T-339A, as probably fly the F-35 in the future. outlined in the preceding feature. The Kraak is monitoring everything closely. FT-339 (MB339CD) differs from the T-339A Upon completion of the current pilot thanks to its digital avionics and a non- project in mid-2016, he will make a retractable probe. During proposal to the CLSK in which Phase II Phase III, the students learn to fly the and III students (respectively, basic jet fighter in an advanced and tactical way. If training in the MB339A and advanced successful, they receive their wings. Phase jet training on the MB339CD and M-346) IV is conducted by the 212° Gruppo, flying could make use of Lecce. This would not the FT-339C or T-346A in the FLIT role. mean the end of the Sheppard course, Then, the Dutch fighter pilot would be and it is expected that both Italian and transferred to Tucson for F-16 conversion American training syllabuses would work (or in the future to Luke AFB, Arizona in parallel to each other for several years for F-35A transition). If the CLSK decides to come, at least. As long as the Dutch to use Lecce for the full-phase training, F-16s are still flying, students can handle Tucson will become superfluous and the the step up from the T-38. pilot will go directly from the Phase IV FLIT training at Lecce on the T-346 to Luke AFB Euro training center and the F-35. Lecce-Galatina has all the attributes A decision is coming soon, and Lecce necessary for it to become a European may well become the future base Aircrew Training Center. Col Paolo for RNLAF fast jet training, perhaps Tarantino is the base commander: ‘We are establishing the foundations for a wider developing to become a multi-national EACTC. Time will tell as to whether the training hub and we are currently the only RNLAF will continue to use the 61° 83 candidate for the EACTC mission’. Usefully, Stormo syllabus in combination with the base enjoys 320 sunny days per year. the M-346, and whether the Master whether it could serve as a FLIT platform ‘It’s extremely rare that we cannot fly from is the right choice as a LIFT for F-35A for the RNLAF. here’, Tarantino adds. After take-off, pilots pilots. Furthermore, the RNLAF must In early May 2015 the CLSK and Cdre can be in the training airspace within 10 decide if the M-346 is the best means of Left top: The Kraak selected two SPs, the young minutes. preserving flight hours within the RNLAF air base at lieutenants Geffrey and Martijn, plus Maj The future RNLAF syllabus could see a F-35 program so that its Lightning II pilots Lecce-Galatina Aldo (a very experienced F-16 pilot). The new student arriving at Lecce to become can keep their fighter skills sharp without has been extensively SPs will spend two years with the 61° part of the AM’s Integrated Pilot Training expending all available flying time in the improved for Stormo at Lecce-Galatina. System (IPTS). First, they would take part in F-35A. the arrival of the While the two ab initio students initially ground school with the 213° Gruppo or, if M-346. embarked on MB339A training, Maj Aldo the student is to become an instructor, the Acknowledgments: Cdre Dré Kraak, Col Above: The started off with the 214° Gruppo and 214° Gruppo. Then, he or she would enter Tarantino, Lt Col Sidney Plankman, airspace at the quickly made his first familiarization and Phase II to fly the MB339A (designated as Maj Diana Niggendijker and Maj Aldo. 61° Stormo’s disposal is close orientation flight on the MB339 before to the airfield transferring to the T-346A and the relevant and enjoys great instructor course. Aldo will not just fly with year-round weather, as Dutch students, as the AM and several illustrated by other countries (among them Kuwait) also this cavorting send SPs to Lecce. If the RNLAF project MB339CD. works out, it expects to send six pilots to Left: Dutch pilots the school each year. Indeed, a further pair are evaluating of SPs and another instructor started there the potential to use the M-346 as in February. a lead-in fighter Successful completion of the current trainer for the course will see Geffrey and Martijn move F-35A. on to join the 148th FS at Tucson — the Right:An Dutch detachment flying the F-16BM — in MB339CD leads April 2017. In contrast, their colleagues a pair of AM T-346s during a who are slated to go through the ENJJPT formation flight. course at Sheppard will fly the T-6 Texan

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THE

DRAGON’SWhile greater attention has been paid to China’s impressive ghter and interceptor developments, the force of ‘mud-movers’ has experienced something of a renaissance within the People’s Liberation Army in recent CLAWS years, with the advanced J-16 apparently entering service, and a number of unmanned aircraft making similar progress.

84 report: Andreas Rupprecht

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INCE COMBAT AIRCRAFT’S last run-down of China’s CURRENT Q 5 UNITS attack and ghter-bomber PLAAF Operational unit Base Military region Version assets back in 2011, 11th Ground Attack Division, 20x2x (50-99) Dalian Sanshilipu Shenyang MR Q-5IA/B the People’s Liberation 32nd Air Regiment 11th Ground Attack Division, Army Air Force (PLAAF) 21x2x (01-49) Gongzhuling Huaide Shenyang MR Q-5IA/B, Q-5J 33rd Air Regiment and People’s Liberation Army Naval Air S 70x1x (01-49) Dalian Base, 90th Brigade Wafangdian Shenyang MR Q-5IA/B, Q-5J Force (PLANAF) have gradually shifted 15th Ground Attack Division, 21x6x (01-52) Qizhou-Dingxian Beijing MR Q-5IA/B, Q-5J away from genuine single-mission 45th Air Regiment 28th Ground Attack Division, ground-attack types to rather more 30x9x (01-49) Hangzhou-Jianqiao Nanjing MR Q-5D, Q-5J versatile multi-role machines, typi ed 82nd Air Regiment 5th Ground Attack Division, Weifang-Weixian 10x6x (01-49) Jinan MR Q-5L, Q-5J by the most recent J-16. At the same 13th Air Regiment (also known as Linyi/Weifang) time, the older types have continued 5th Ground Attack Division, 10x6x (51-99) Zhuzheng Jinan MR Q-5L to be modernized to give them new 14th Air Regiment capabilities.

Nanchang Q-5 The Nanchang Q-5 close air support ghter remains the real veteran within the current PLAAF order of battle. Its history stretches back to 1955, when the PLAAF issued a requirement for a more ‘modern’ replacement for its venerable Ilyushin Il-10 prop-driven attack aircraft. Although initiated at the Shenyang Aircraft Design Department, development was soon transferred to the Nanchang Aircraft Factory, where it evolved into the well-known Q-5. The design was nalized in February 1959, but due to the turbulent political situation at the time development 85 was delayed until 1963, leading to a maiden  ight in June 1965. Considerable development work was Left: An undertaken in the following decades and incredible shot of Su-30MKK the Q-5 eventually became the standard operations with close air support type within the PLAAF the 18th Fighter and PLANAF, serving in several di erent Division, 53rd Air Regiment at versions. Of these, the Q-5IA entered Changsha. service during the mid-1980s. It was All images further enhanced as the Q-5B, which Chinese Internet via author included an improved gun- or bomb-sight, a laser range- nder and radar warning Above: A pair receivers (RWR). The designation Q-5C is of Q-5Ds from the 28th sometimes used for this model. Today, Ground Attack four PLAAF units still operate these oldest Division, 82nd Q-5IA/B/C versions, while the PLANAF has Air Regiment, tearing out already replaced all its Q-5s with the JH-7. of Hangzhou- After the Q-5B and C, the next model Jianqiao. was the Q-5D, based on two failed Westernized versions that were initiated before the Tiananmen Square riots and the embargo that followed. The Q-5D was developed in the 1990s and had entered service by the late 1990s. Compared to its predecessors, the main di erence was an avionics t with improved navigation and re control systems including a head-up display (HUD), GPS/INS navigation, RWR and a ballistic computer. Interestingly, although the Q-5D replaced the majority of the obsolete earlier Q-5 versions in

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PLAAF ground-attack divisions, today This image: The only one unit still ies this version, which two-seat Q-5J is is distinguished by its overall green a modi ed Q-5D camou age. with a re-designed forward fuselage. The lack of any precision strike capability was always regarded as the biggest Below: This weakness of the Q-5 in a modern warfare upgraded Q-5L is carrying a K/ environment. Although a few aircraft PZS-01H targeting were brie y identi ed as the Q-5E and pod on the F to explore precision strike options, it centerline station. was not until the late 1990s that the  rst Q-5L appeared. In contrast to all other versions, the Q-5L — created by upgrading Q-5B/C models — features a small fairing underneath the nose which houses an ALR-1 laser range- nder/laser spot-tracker as well as a strengthened fuselage pylon for a K/PZS-01H targeting pod. Its main weapon is the LS-500J 500kg (1,102lb) laser-guided bomb (LGB) carried under the wings. Some aircraft have been seen toting a huge semi-conformal fuel tank under the belly to achieve longer range; the radius of action can be further extended using two large (1,140-liter) drop tanks. The latest addition to its weapons arsenal seems to be 86 a new 250kg (551lb) LGB — perhaps designated GB-3 or TG-250 — featuring a proportional navigation seeker. Today, two PLAAF units operate the Q-5L. The  nal ‘Fantan’ version was a twin-seat Q-5J variant developed during the early 2000s to replace obsolete JJ-6  ghter- trainers and also for the use of airborne forward air controllers. Rebuilt from CURRENT JH 7 UNITS

PLAAF Operational unit Base Military region Version retired Q-5D single-seaters, these aircraft 11th Ground Attack Division, 20x2x (01-49) Siping Shenyang MR JH-7A 31st Air Regiment have a completely re-designed forward 72x1x (01-49) Ürümqi Base, 110th Brigade Ürümqi South (Wulumuqi) Lanzhou MR JH-7A fuselage with two separate, sideward- 28th Ground Attack Division, opening canopies and an enlarged tail  n 30x9x (51-99) Hangzhou-Jianqiao Nanjing MR JH-7A 83rd Air Regiment to improve stability. 28th Ground Attack Division, 31x9x (01-49) Jiaxing Nanjing MR JH-7A 84th Air Regiment Xi’an JH-7 5th Ground Attack Division, 11x6x (01-49) Weifang-Weixian Jinan MR JH-7A 15th Air Regiment The Xi’an JH-7 was born out of a 78x6x Air Force Test and Training Base (CFTE), PLAAF Headquarters/ JH-7A (only a few, requirement formulated after a military Dingxin/14th Air Base (01-49) 175th Air Brigade Central Command for test purposes) con ict, in which the PLAN and the South PLANAF Operational unit Base Fleet Version Vietnamese Navy were engaged around 5th Naval Aviation Division, 13th Air the so-called Xisha Islands in 1974. The 82x7x Regiment. Former 7th Division, 20th Air Shanhaiguan North Sea Fleet JH-7A Regiment (not yet re-numbered) need for a modern replacement for the 5th Naval Aviation Division, Q-5 and H-5 thus received greater impetus. 82x5x Yantai-Laishan North Sea Fleet JH-7A 14th Air Regiment Following a request for proposals issued 6th Naval Aviation Division, JH-7 81x6x Shanghai-Dachang East Sea Fleet in 1975, development was hampered by 16th Air Regiment (Block 01 mod) internal rivalry between the PLAAF and 6th Naval Aviation Division, JH-7 82x6x Yiwu East Sea Fleet 18th Air Regiment (Block 02) the PLANAF, which favored di erent main 9th Naval Aviation Division, Ledong performance requirements and airframe 83x9x South Sea Fleet JH-7A 27th Air Regiment (Foluo NE) con gurations. In the end, Xi’an was

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A Block 01 JH-7 of the 6th Naval Aviation Division, 18th Air Regiment. The unit is now equipped with Block 02 aircraft.

87 authorized to proceed with development after intensive  ight-testing, the ‘Flounder’ Above: pre-series examples — in the early 2000s since its proposal o ered a compromise entered service only in 1994. In the A rare glimpse the lack of engines was resolved through of a JH-7B. between technological risk and meantime, ongoing problems — especially the purchase of another 90 used Spey The aircraft operational performance, which should in relation to the JH-7’s primary sensor, is visually 202s, and a second production run of Block have resulted in an early in-service date. the Type 232H Eagle Eye multi-function similar to its 02 aircraft followed. For this improved predecessor Once again delayed by technical issues  re control radar — led to the PLAAF’s model, the new JL-10A multi-mode pulse- but is thought and even more so by the political situation withdrawal from the program, especially to feature Doppler radar with enhanced air-to-air in the wake of the Cultural Revolution, after it was able to order the a new re and air-to-ground modes replaced the control radar the design was frozen in late 1983. It Su-27SK and later (in 1999) the specialized unreliable and less-than-powerful Type and mission was decided that the aircraft would be Su-30MKK  ghter-bomber. As a computer 232H radar. As such, this JH-7 Block 02 can powered by the Rolls-Royce Spey 202 consequence the JH-7 became the  rst as well as a be seen as a step between the original full-authority and later by a licensed version known as dedicated maritime attack aircraft for JH-7 and the projected de nitive series digital FBW the WS-9 Qinling; this decision very likely the PLANAF. system. version known as the JH-7A. As of today, saved the JH-7 from cancellation. A maiden Following a few so-called Block 01 aircraft all Block 01 aircraft have been upgraded  ight took place in December 1988 and, — which can perhaps be regarded only as accordingly to Block 02 standard.

The JH-7A features a new one- piece windshield, a new wing without wing fences, and two large ns under the rear fuselage. This example carries a KD-88 ASM and its datalink pod.

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Problems with the WS-9 engine were finally solved by 2007, paving the way 88 for the definitive production version, the JH‑7A. This entered development in the mid-1990s. Its precision strike capability also saw the PLAAF returning to the ‘Flounder’. It seems that even though the Su-30MKK offered impressive performance, it was simply too expensive to be deployed in the required large numbers. Furthermore, the ‘Flanker’ was still not compatible with Chinese- designed weapons such as the YJ-8 series of air-to-surface missiles (ASMs). In contrast to the original JH-7, the A-model differs in terms of some important modifications made to the airframe. The most prominent external alterations are a new one-piece Top: This JH-7 Other, less visible changes may be even windshield, a re-profiled wing without Block 02 is more important, since the JH-7A features equipped with wing fences, and two large fins under large electronic a new databus and INS/GPS system, a the rear fuselage instead of the previous warfare pods ‘glass’ cockpit with an updated HUD, and a central fin. It has additional pylons under similar to the digital, dual-redundant fly-by-wire (FBW) US Navy’s the mid-fuselage, below the air intake, for AN/ALQ-99 system bestowing a true terrain-following different types of pods — the K/JDC01 jammers. capability. targeting pod and a datalink pod for the Besides serving as a strike aircraft, the Above: The KD-88 ASM and YJ-91 anti-radar missile last Su‑30MK2 JH‑7A can carry two large electronic (ARM) — and the ability to carry PL-8 was delivered warfare (EW) pods similar to the air-to-air missiles (AAMs) on additional in 2004, and AN/ALQ‑99 jammers used by the EA-6B remains the wing pylons. The JH-7A can employ a last Russian- Prowler and EA-18G Growler. In total, wide range of ordnance, reflecting an made ‘Flanker’ three different types of pods have been enhanced capability to launch precision supplied to identified, these differing in terms of China. strikes using ARMs, long-range missiles antenna shapes and as such most likely and LGBs. covering different frequencies. The

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latest addition is a KG600 electronic Below: The to further reduce weight. Some sources countermeasures (ECM) pod for Su-30MK2 is a assume that the engine is an improved dedicated naval self-defense. attack ‘Flanker’, WS-9B delivering slightly increased optimized to thrust. Although unconfirmed, most JH-7B: a new lease of life fire Kh-31A and reports indicate a retractable in-flight Kh‑59MK anti- Originally expected to be a completely ship missiles. refueling (IFR) probe under the port side new design with a stealth-optimized of the cockpit. fuselage including a diamond-shaped Bottom: A The situation surrounding the JH-7B fabulous shot forward fuselage and diverterless from the edge of is unclear, since there are few images supersonic inlet (DSI), the JH-7B turned out the runway of a available and no news has appeared since to be only a limited mid-life upgrade (MLU) Su-30MKK toting its maiden flight in 2011. Two prototypes a TV-guided package consisting of improvements in KAB-1500Kr on — serials ‘821’ and ‘822’ — are under test the areas of avionics, flight control system the centerline. with the China Flight Test Establishment and weapons arsenal. (CFTE) at Xi’an-Yanliang. As a consequence Known to have been under it is assumed that the JH-7B will form the development at Xi’an’s No 603 Institute basis of an MLU package only, probably to design office since the mid-2000s, the replace the old batches of original JH-7s in JH-7B retained the external appearance naval service and to keep the JH-7A up-to- of the basic aircraft. The main feature date until a true successor is available. The is reportedly a new fire control radar type appears to face tough competition and mission computer as well as a full- from the J-16 multi-role fighter-bomber authority digital FBW system. Additional currently under development at Shenyang composite materials may have been used and which reportedly entered service in to replace parts for greater strength and late 2015.

Sukhoi Su-30MKK As mentioned above, one of the driving forces behind efforts to develop an indigenous ‘Flanker’ version was the type’s lack of multi-role performance. Additionally, the JH-7, with its long and 89 troubled development during the late 1980s, was always in real danger of failing to fulfill its once-promising aspirations to become a true multi-role fighter-bomber suitable for both flying branches. As such, and since it became apparent that the Su-27 as ordered would only be able to perform secondary attack missions with ‘dumb’ munitions, the PLAAF began to look for an alternative design. A solution was found in the opportunity to purchase a version of the multi-role Su-30MK. Related negotiations began in 1996. These resulted in an initial order CURRENT Su-30 AND J-16 UNITS

PLAAF Operational unit Base Military region Version PLAAF Flight Test and Training Center Cangzhou- 78x3x (01-49) Headquarters/ Su-30MKK (FTTC), 172nd Air Brigade Cangxian Central Command 3rd Fighter Division, 11x4x (01-49) Wuhu Nanjing MR Su-30MKK 9th Air Regiment 69x6x (01-49) Shanghai Base, 85th Brigade Quzhou Nanjing MR Su-30MKK 18th Fighter Division, 20x9x (50-99) Changsha Guangzhou MR Su-30MKK 53rd Air Regiment 3rd Fighter Division, J-16 (reportedly under conversion from 10x4x (01-49) Wuhu Nanjing MR 7th Air Regiment J-7E/JJ-7A since May 2015 — unconfirmed) PLANAF Operational unit Base Fleet Version 4th Naval Aviation Division, 81x4x Feidong East Sea Fleet Su-30MK2 10th Air Regiment

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for 38 Su-30MKKs in 1999. This PLAAF- tailored version features some di erences to the Indian Su-30MKI, above all the lack of canards and thrust-vectoring engines as well as the MKI’s N011M phased array radar. Instead, the Su-30MKK is equipped with an uprated NIIP N001VE  re control radar capable of guiding the R-77 AAM and enhanced by additional air-to-ground modes. Typical Russian-made weapons comprise laser- and TV-guided ASMs including the Kh-29T and Kh-59ME, the Kh-31P ARM, and laser- and TV- guided bombs like the KAB-500Kr and KAB-1500Kr. The initial contract had been completed by the end of 2001, and was supplemented by a second order for an additional 38 aircraft in mid-2001. A third and  nal contract for 24 examples of a specialized Su-30MK2 naval attack version was placed in 2003 on behalf of the PLANAF. The Su-30MK2 features the upgraded N001VEP radar especially

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www.combataircraft.net March 2016 CHINESE FIGHTERBOMBERS | AIR POWER REVIEW tailored to re Kh-31A and Kh-59MK anti-ship missiles. The nal Su-30MK2 was delivered in August 2004 and remains the last Russian-made ‘Flanker’ supplied to China. The ‘Flankers’ are surely among the most capable ghters in PLAAF service. However, they are still limited to using Russian weapons only. As a consequence, there are ongoing reports about a possible upgrade program, including a cockpit update with new  ight instruments such as domestically-developed multi-function displays and improved avionics. A recent image showing a Su-30MKK carrying the brown or pink/green are believed to serve all current Chinese ‘Flankers’, the J-16 is Above: The J-16 new KG600 ECM pod could be a hint that as Blue Force aggressors for dissimilar air powered by two WS-10A turbofans. is based on the Su-30MKK and this program has already been successful combat training. The maiden  ight of the J-16 was is thought to be and that more Chinese weapons such as performed in October 2011. By early a new multi-role the LS-500J LGB, YJ-91 ARM and KD-88 Shenyang J-16: 2013 at least two prototypes had been type in Chinese service. ASM will become compatible with the an indigenous seen undergoing tests at the CFTE. Two type. Besides this, the MKKs are regularly strike ‘Flanker’ years later, in October 2013, the rst Left page top to used as long-range interceptors over Besides the improved J-11B — a pre-production models (with serials in bottom: This is the rst sight of the East China Sea, and a few examples standard single-seat ghter version the 161x range) were seen at Shenyang, the new SEAD/ wearing ‘tropical’ camou age in pink/ — the J-11BS twin-seater is based on where they were reportedly preparing EW version of the airframe of the Russian Su-27UBK. to enter limited service with the PLAAF. the J-16. Note the EW pods on The UBK was never built under license Strangely, no further news appeared until the wingtips, and a corresponding license was not May 2015, when the rst series aircraft reminiscent of granted, at least not o cially. The J-11BS were delivered to an operational regiment. the EA-18G. incorporates the J-11B’s avionics and It now seems as if the J-16 will become This Su-30MKK is powered by WS-10A engines. After a the next true multi-role type in PLAAF and is carrying the maiden  ight in late 2007 this version perhaps PLANAF service, in preference new KG600 ECM pod under the 91 was always expected to become a to the JH-7B, thanks to its more powerful starboard intake. Chinese strike ‘Flanker’, but it turned out AESA radar, its greater weapon load and, to be used simply as a trainer and two- above all, its longer range. Su-30MKKs of the 18th seat interceptor. A major surprise was the recent maiden Fighter Division However, a true dedicated strike  ight of a dedicated suppression of enemy have been version, the J-16, was unveiled in late air defenses/EW version of the J-16 with seen wearing a new two-tone July 2012. Rumors about such a variant modi cations including a new radar, EW camou age had rst appeared in 2010. The J-16 is aerials and huge EW pods on the wingtips. scheme. based on the Su-30MKK, since it features It is expected that this will be operated in a a retractable IFR probe on the port side role similar to the US Navy’s EA-18G. of the forward fuselage that requires the infra-red search and track/laser range- A GLIMPSE OF THE FUTURE nder system to be moved slightly o set to the starboard side. The J-16 uses The veteran Q-5 — one of the oldest combat aircraft still the Su-30MKK’s reinforced twin-wheel operational anywhere in the world — needs to be replaced quite nose gear to cope with the increased urgently. However, given current progress in guided weapons and weight, and the taller vertical tails, albeit targeting systems, airframes alone have become less important. without the typical ‘squared-o ’ n caps. The PLAAF has managed to update several of its venerable and cheap-to-operate ‘Fantans’ to keep them operationally useful. In terms of avionics, the J-16 reportedly We will likely see other older aircraft soldiering on until the PLA’s features an active electronically-scanned ghter-bomber force arrives at a ‘great leap forward’ similar to that array (AESA) re control radar from the experienced by the ghter inventory. No 607 Institute behind a new, gray But the oldest types cannot  y forever, and rumors suggest radome without a pitot, and new ECM that, in addition to the unmanned systems that will play a much greater role in the near future, a new heavy ghter-bomber systems. The aircraft is compatible with design has been under development at the No 601 Institute all Chinese-made precision-guided and Shenyang for some time. This type — sometimes referred weapons including the KD-88 ASM and to as the J-18 and understood to be loosely based on the J-16 LS-500J LGB that are still excluded from — apparently features a side-by-side two-seat cockpit layout the Su-30MKK’s current arsenal, as well as similar to that of the Russian Su-34. Another possibility might be a medium or regional bomber design similar to the mysterious the new PL-10 short-range AAM (carried black model unveiled two years ago. However, this also remains on smaller wingtip pylons) and PL-12 to be con rmed. medium-range AAMs. In common with

March 2016 www.combataircraft.net FEATURE | VX 30 S 3 VIKING RETIREMENT

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www.combataircraft.net March 2016 VX 30 S 3 VIKING RETIREMENT | FEATURE

The nal pair of VX-30 S-3B Vikings, ‘Bloodhound 700’ and ‘702’, over the Channel Islands o the coast of California shortly before they were retired. VIKINGS BOW OUT

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While the S-3 Viking was retired from operational US Navy service in 2009, test squadron VX-30 ‘Bloodhounds’ continued ying the type at NBVC Point Mugu until January.

report and photos: Scott Dworkin

March 2016 www.combataircraft.net FEATURE | VX-30 S-3 VIKING RETIREMENT

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www.combataircraft.net March 2016 VX-30 S-3 VIKING RETIREMENT | FEATURE

Left: The VX-30 HE LOCKHEED S-3 ‘Bloodhound 701’ (BuNo 160581) already Vikings marked Viking, or ‘War Hoover’ consigned to the boneyard at Davis- their ‘fini flight’ as it was affectionately Monthan AFB, Arizona, sister ship BuNo with a formation pass overhead known in service, is 160147/BH-700 also departed Point Naval Base one of those types that Mugu for the desert on January 8, flown Ventura County/ retain a special place by VX-30’s executive officer CDR Jim Point Mugu. Tin the hearts of many US Navy aviators Mittag, LCDRs Matt Ansley and Jonathan Below left: and enthusiasts alike. Despite the Welsh, and LT Mike Melnick. ‘Bloodhound’ 700 Navy’s ‘sundown’ for the type in January Finally, on January 11 ‘Bloodhound photographed in December, 2009, one special squadron was able to 702’ (BuNo 159746) left Point Mugu during the final acquire and operate a handful of S-3s for a more positive future with NASA’s days of formal S-3 past their formal retirement. Glenn Research Center, where it joins operations with VX-30. Air Test and Evaluation Squadron Three S-3B N601NA. Commander for this final Zero (VX-30) ‘Bloodhounds’ has a quirky Navy flight was CAPT John Rousseau. He Below: The very record of operating types long since commented: ‘They still have life in them, last US Navy S-3 crew. From left to retired from the front line inventory — it but it was time for another depot-level right, LT Mowle, was the last US Navy unit to fly the F-4 maintenance period, and you have to LCDR Tschanz, Phantom II, for example. VX-30 acquired weigh that cost against the little time CAPT John Rousseau and three S-3Bs with the primary aim of you could still get out of them.’ He adds: CDR Sam Hanaki, supporting the important Pacific sea test ‘So many amazing people have been before the ferry of ranges for surveillance and clearance in associated with the S-3 community over ‘Bloodhound 702’ to NASA’s Glenn support of testing missions. the years. This last Navy flight is difficult. Research Center. Sadly, despite hanging onto three S-3Bs It feels like the end of an era.’ for several years, January 2016 saw VX-30 NASA’s S-3s are initially studying having finally to let go of its last Vikings aircraft engine icing and act as airborne as the unit’s P-3s and C-130s assumed the testbeds. Aside from interest in the S-3 range role. With its light blue Centennial from South Korea, NASA now becomes of Naval Aviation (CONA)-painted S-3B the last place to see Vikings at work.

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March 2016 www.combataircraft.net former WC-135 crew member, wrote on the website of journalist David Cenciotti. ‘When the instruments indicate contact with radioactive debris, the crew will also reduce cabin airflow to just maintain pressurization, and all personnel on board will go to 100 per cent oxygen through their masks’, Pfaff added. ‘They will stay on 100 per cent O2 until activity readings drop back down into the safe levels. Everybody wears a dosimeter, and those records are monitored to prevent unsafe exposure.’ The WC-135W Constant Phoenix Even with these precautions, there are aircraft, according to the USAF, ‘collects particulate and gaseous hard limits on how close the WC-135s debris from the accessible regions can get to atomic test sites. Big, slow and of the atmosphere’. USAF decidedly non-stealthy, the Constant Phoenix stays within international airspace. For penetrating nuke-recon AERIAL SPIES HELP DEBUNK missions, the USAF apparently deploys radar-evading unmanned aerial vehicles. NORTH KOREA H-BOMB CLAIM NBC reporter Richard Engel claimed drones — he didn’t specify the type ORTH KOREA TESTED — snooped on North Korea ‘to get air a hydrogen bomb samples.’ BY ‘The USAF quickly for the first time on The UAVs in question were possibly DAVID January 6, the reclusive deployed at least RQ‑170 Sentinels. These may have a AXE authoritarian state history of atomic reconnaissance. They’ve announced the day one of its two flown missions over Iran, apparently Nafter the apparent trial blast. The test WC-135 Constant in order to gather intelligence on that 96 at the Punggye-ri site, which registered country’s nuclear program. on seismic sensors as a magnitude-5.1 Phoenix nuclear The aircraft are just part of the earthquake, caught the United States, Pentagon’s nuclear intelligence apparatus. its allies and even China by surprise, reconnaissance To better co-ordinate the activities of Pentagon officials admitted. They had ‘snooper’ aircraft, satellites and ground- suspected Pyongyang might debut an aircraft’ based sensors, in 2014 the USAF formed H-bomb or similar in late 2015 or early five new squadrons devoted to the atomic 2016, but didn’t know exactly when. intel mission. The new units at Patrick But thanks to decades of investment by launched a C-130 Hercules and four AFB in Florida inherited the tasks once the US Air Force and the Japan Air Self- Kawasaki T-4 jet trainers, all carrying belonging to the now-defunct Air Force Defense Force (JASDF), Washington and ‘sniffer’ devices that suck in air in the Technical Applications Center. Tokyo were well positioned to investigate vicinity of a reported nuclear explosion in They include the Technical Surveillance Pyongyang’s claim. Japan and America’s order to capture irradiated particles and Squadron, which ‘provides the nation combined force of nuclear reconnaissance other evidence of any blast. with persistent surveillance to monitor aircraft, backed up by expanding US For its part, the USAF quickly deployed treaty compliance’ by ‘detect[ing], nuclear intelligence infrastructure, helped at least one of its two WC-135 Constant identify[ing] and locat[ing] nuclear officials to quickly rebut North Korea’s Phoenix nuclear reconnaissance aircraft explosions underground, underwater, in H-bomb claim — at least in part. from its home at Offutt AFB, Nebraska, the atmosphere or in space’, according to The ‘initial analysis is not consistent with to a base in the Pacific region for onward the flying branch. the North Korean claims of a successful flights near North Korea. The WC-135 is Likewise, the new Technical Operations hydrogen bomb test’, said Josh Earnest, arguably the world’s leading radiological Squadron at Patrick conducts ‘worldwide President Obama’s press secretary. Based on intelligence aircraft, and has been since it reconnaissance missions via technical the data, some experts asserted that North debuted in 1965. The Constant Phoenix sensors radar systems and aerial sampling.’ Korea probably didn’t test a true H-bomb and its crews deploy frequently all over Working together, the Patrick squadrons, — which is much more powerful than a the world in response to atomic tests. WC-135s, UAVs, Japanese aircraft and fission weapon, but also more complex Atomic sniffing missions pose obvious other assets gathered data that led US and and difficult to build — but instead set off a risks, but the USAF has adapted tactics allied officials to conclude that Pyongyang fission device with added tritium, which can to minimize the danger to the WC-135 did indeed test a nuclear device on boost the explosive force. crews. ‘The airframes have two large January 6 — just not a true H-bomb. All Within hours of the test, the seismic supplemental charcoal filter packs, as indications are that the ‘sniffer’ aircraft and effects of which were plainly evident to well as HEPA/ULPA filters (we called them nuke-intel units will stay very busy in the

DISPATCHES FROM THE FRONT LINE OF AEROSPACE TECHNOLOGY AEROSPACE OF LINE FRONT THE FROM DISPATCHES geologists all over the world, the JASDF ‘lungs’) for their cabin air’, Darin Pfaff, a coming months.

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