Combat Aircraft 2018 Oct10

US NAVY TEST UNITS

RARE METAL

VX-9 ‘VAMPIRES’ • VX-31 ‘DUST DEVILS’

FROM AZERBAIJAN

Volume 19 • Number 10

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TOMCAT TALES F-14 stories from the cockpit

US NAVY CARRIER REVIEW • The

carrier fleet • Air Wing latest

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Growler’s new jammer • ‘Maple Flag’ Super Hornet Block III • Raptors in Europe PLUS

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LEADERSHIP • OPERATORS • MILESTONES • TECHNOLOGY Many of those associated with Lockheed Martin F-35 Lightning II programme have referred referr ed to this revolutionary fighter aircraft as a game changer. This 100-page special from the team behind Combat Aircraft magazine details the F-35’s  journey  jou rney to dat date. e. Features include: UK LEADERSHIP: UNLOCKING THE POTENTIAL

 Air Commodore Lincoln Taylor aylor,, Assistant Chief Chief of Staff, Capability Delivery – Combat Air, Royal  Air Force, explains how important the the F-35 is to the UK. UK LIGHTNING FORCE: ‘DAMBUSTERS’ RETURN HOME

On June 6, the British Lightning programme took a major step forward as No 617 Squadron ‘Dambusters’ brought its first aircraft back to RAF Marham, Norfolk. TEST REVIEW: A TEST OF CHARACTER

The F-35 accomplished the final developmental test flight of the System Development and Demonstration (SDD) phase of the programme on April 11, 2018. PLUS:  In-depth reviews of the F-35 in service

with the US Air Force, the US Marine Corps and the US Navy.

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IN THE NEWS 6

14

NEW FEATURE

HEADLINE NEWS

THE OPS DESK

Russia rolls out upgraded ‘Backfire’ and new radar evaluated for Marine Hornets

8

Scott Wolff’s new column for Combat  Aircraft   Airc raft  assesses the Horizon Air Q400

incident in August and the actions of the Oregon Air National Guard in controlling the situation as it evolved

US NEWS Boeing’s F-15X offering to the USAF, Raptors in Europe plus all the latest unit and deployment news

18 WORLD NEWS News from Europe and around the globe including Colombian Kfirs on ‘Red Flag’, plus all the latest military losses

With domestic live fire exercises in late May and early June, Dmitriy Pichugin visits the international phase of the ‘Aviadarts’ exercise, which drew additional participants this summer alongside the Russian hardware

96   FLASHBACK 96 ’s regular feature looking at Combat Aircraft ’s highlights of the recent past — this month it’s a VMA-513 ‘Flying Nightmares’ AV-8C Harrier

26 EYE ON THE EAST

 The EA-1 EA-18G 8G Grow Growler ler is is a vital vital asset asset for the the US US Navy in the airborne electronic attack role. Jamie Hunter investigates how it is set to increase its capabilities via the Next-Generation Jammer initiative

90 ‘A ‘AVIADARTS’ VIADARTS’ GOES INTERNATIONAL

Reports from the front line of aerospace technology, by David Axe

Dean Sorochan reports from the latest edition of Canada’s Exercise ‘Maple Flag’ and finds a changed situation

30 JAMMING FOR THE NEXT-GENERATION

Screaming down a remote valley to hit a target with precision, banging down on a carrier deck, engaging fighters at range — it’s what VX-9 ‘Vampires’ is all about. Kedar Karmarkar examines the unit that ensures the US Navy gets just what it needs in terms of new ‘kit’

94 CUTTING EDGE

24 ‘MAPLE FLAG’ — LITE!

Andreas Rupprecht examines China’s expanding electronic warfare capabilities with the Y-8GX-6 and KQ-200

76 ‘VAMPIRE’ EVALUATORS

82

RARE METAL Carlo Kuit and Paul Kievit head east to Azerbaijan and find an air force that is modernizing and upgrading its small but potent fleet of MiG-29 fighters and attack helicopters

34 STRIKE FROM THE SEA  The US Navy Navy is unpar unparall allele eled d when when it comes comes to carrier-borne aviation. The ability to strategically position a ship with an embarked air wing that rivals most world air forces is a powerful tool. Tom Kaminski details the current status of US naval carrier aviation

52 TALES OF THE TROUBLESO TROUBLESOME ME TOMCAT  The F-14 Tomca omcatt enjoye enjoyed d a care career er with with the US Navy that lasted more than 30 years. Its home was the carrier flight deck, and the F-14 experienced more than its fair share of incidents and accidents, as Tony Holmes reports

60 THE BRIEFING: AERIAL MINING In his regular column, column, Robert Beckhusen details the current state of the mine-laying mission

62 GLORY DAYS: SKYKNIGHTS IN THE DANGER ZONE  The EF-10B EF-10B electroni electronicc warfare warfare version version of the Skyknight played a vital but often-overlooked role in Vietnam. Warren E. Thompson talks to some of the brave men who flew the type operationally in those deadly skies over Southeast Asia

70 DESERT DEVILS Gert Kromhout meets VX-31 ‘Dust Devils’, a squadron that operates largely out of sight, but which performs one of the most important duties when it comes to fleet capabilities

ON THE COVER | PAGE 52

Up close with the mighty F-14 Tomcat. In this issue we discover how this popular US Navy fighter suffered from a poor safety record in service. Rich Cooper

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COMBAT EDGE // FIND US ON

CONTRIBUTOR OF THE MONTH  TON  T ONY Y HO HOLM LMES ES

A

s the US Navy’s primary fleet fighter for more than three decades, the mighty Tomcat plied its trade from arguably the world’s harshest operational environment — 4.5 acres of ‘sovereign ‘sover eign and mobile American territory’ known as a carrier

04

October 2018 // www.combataircraft.net

flight deck. The F-14 suffered its fair share of losses during 30-plus years of service, and in this issue Tony Holmes examines the sometimes eye-watering attrition endured by long-term  Tomca  T omcatt operato operatorr VF-21 VF-213 3 ‘Blac ‘Blackk Lions’ in a two-part feature for Combat Aircraft .

An F/A-18F Super Hornet of VFA-11 ‘Red Rippers’ lands on the flight deck of the aircraft carrier USS Harry S. Truman (CVN 75). US Navy/MCSS Rebekah A. Watkins

NO ROOM FOR ERROR

Y

palatable in the current era, and as well as improved handling characteristics, technology has evolved to augment the pilot’s inputs in the final phase of an approach to the deck. These are factors that have served to dramatically improve

some notable design flaws, not least underperforming engines in the A-model. Despite its legendary status in US naval aviation, many Tomcat crews had terrifying experiences in the big fighter. In contrast, the Super Hornet is a far more forgiving aircraft to fly around the carrier. Poor safety records are far less

the process of operating from an aircraft carrier. Naval aviators love the ‘Rhino’.  The adve advent nt of of the the F-35C F-35C for the US US Navy Navy will take this safety drive further still. Attrition rates in the days of the Tomcat were no less acceptable, but each and every expensive and stealthy Lightning II is seen as a national asset. It’s the first front-line single-engine US Navy carrier  jet sinc since e the A-7 Cors Corsair air II. II. Whil While e engine engine technology has improved dramatically, the nature of the F-35 demands a strong

OU’D STRUGGLE TO find a more unforgiving operational environment than an aircraft carrier flight deck. I t’s noisy, dirty, demanding and dangerous. The F-14 Tomcat was renowned as a real handful to ‘trap’ aboard the boat — it suffered from

record in blue-water operations. As this type permeates through the carrier air wings it will be fascinating to see how the record of this comparably unpopular fighter stacks up against the hair-raising but cherished Tomcat.  To  T o keep keep track track of of the the latest latest breakin breaking g news news and analysis in the world of military air power you can visit our social media sites and our website: www.combataircraft.net www.combataircraft.net You can also sign up for our free e-mail newsletter by going to www.combataircraft.net to register.

 Jamie Hunter Hunter,,

Editor E-mail: jamie.hunter@k [email protected] eypublishing.com om

 WIN! CARRIER AVIATION IN THE 21st CENTURY BOOK PAGE 95 CLOSING DATE NOVEMBER 9, 2018

www.combataircraft.net // October 2018

05

[NEWS] HEADLINES

‘BACKFIRE’ BOOST

foe as well as a digitally controlled ABSU-145MT ABSU-145M T flight control system.  The UKBP Design Bureau Bureau in Ulyanovsk developed a new data display system for a ‘glass’ cockpit.  The control control systems for the engines and of the fuel system are new as

Tu-22M3M UPGRADE READY FOR TESTS

T

HE KAZAN AIRCRAFT factory rolled out the first modernized  Tupolev  Tupo lev Tu-22M3M Tu-22M3M ‘Backfire’ on August 16, exactly nine months after the initial upgraded Tu-160M Tu-160M ‘Blackjack’ emerged. The president of United Aircraft Corporation, Yury Slyusar, told reporters, ‘some years of tests are ahead,’ but that

well. The Tu-22M3M has also been adapted for deploying new weapons

the first examples will be upgraded

 Tu-160M  Tu-16 0M (izdeliye 70M). A new

including the subsonic Kh-SD and,

in parallel with the trials to permit

targeting system in the ‘Backfire’

in the future, hypersonic GZUR

deliveries to the Russian Aerospace

includes the NV-45M (Novella-

cruise missiles.

Forcess ( VKS) starting in 2021. Force

45M) radar system with the 1NV-1

According to an official

radar produced by the Leninets

 Two external external changes distinguish the upgraded aircraft. The rear gun post has been removed and

announcement, 80 per cent of the announcement, on-board avionics are new and

Company of St Petersburg. Other new systems include an advanced

‘made of indigenous electronic components’. The avionics of

NO-45.03M navigation suite with

defense system. On top of the

INS-2000-04 inertial navigation, the

aircraft’ss nose a longitudinal fairing aircraft’

the Tu-22M3M (izdeliye 45.03M)

S-505-45 communications communications suite, and

has appeared, presumably linked to

are said to be common with the

623-3D-23 identification friend or

the new radar. Piotr Butowski 

replaced by the Redut-45M self-

GE AVIATION HAS revealed that the company plans to plans to offer two engines to the US Air Force for its B-52H Stratofortress re-engine program. The contractor’s offerings will include the CF34-10 and the more advanced Passport

A pair of B-52Hs operated by the 2nd Bomb Wing’s 96th Expeditionary Bomb Squadron. The USAF is planning to start a longawaited engine upgrade for the type. USAF/A1C Gerald R. Willis

engine, which it believes are both ‘good candidates’ for the B-52. Both engines will offer the USAF excellent reliability but the Passport will give greater fuel efficiency. The CF34-10 is already in service on Embraer 190 regional jet airliners. Developed to power large business  jets, the Passport Passport powers the Bombardier Global 7000. The reengining program is a key element in the ser vice’s plans to retain its fleet of B-52Hs through to the 2050

GE TO PROPOSE TWO OPTIONS FOR B-52H

timeframe.

EAGLES EAGLE S INTERCEPT IN TERCEPT STOLEN STOLEN AIRLINER A IRLINER One of the two 142nd Fighter Wing F-15Cs scrambling from Portland International Airport, Oregon, on August 10. William T. Shemley

06

October 2018 // www.combataircraft.net

 THE OREGON AIR AIR Nation National al Guar Guard’ d’s

which were equipped with live

to convince the ‘pilot’ to return

142nd Fighter Wing at Portland International Airport launched a pair

weapons, intercepted the turboprop

the aircraft safely. The Q400 was

near Joint Base Lewis-McChord,

flown over the Puget Sound before

of F-15Cs to intercept a Horizon Air

Washington. The Eagle pilots trailed

crashing on the remote Ketron island,

Q400 airliner that had been stolen

the airliner and attempted to direct

south of Tacoma. A full report on

from Seattle-Tacoma International

the aircraft over the Pacific Ocean

Airport on August 10. The fighters,

while air traffic controllers attempted

the incident appears in this issue on pages 14-17.

HEADLINES [NEWS] The first upgraded Tu-22M3M is rolled out at Kazan. United Aircraft Corporation

ALSO THIS MONTH... F-15X breaks cover

Boeing offers USAF a new Eagle. See US News Singaporean Chinooks move

 Training  Trainin g transfe transfers rs to Aust Austral ralia. ia. See World News

AIR FORCE ONE REPLACEMENT CONTRACT FORMALIZED

The Northrop Grumman SABR is fit-checked at Miramar in August. USMC

NEW RADAR FOR MARINE HORNETS  THE US MARINE Corps Corps plans plans to equip a portion of its Hornet fleet with a new active electronically scanned array (AESA) radar and both Raytheon and Northrop Grumman have now conducted fit checks of their respective systems on F/A-18s. Raytheon conducted a trial fitting of its AN/APG-79(V)4 radar during June.  The system system was was designed designed specifical specifically ly for the Hornet several years ago in anticipation of this requirement. Raytheon had previously conducted

a fit check of the AN/APG-79(VX) on a Hornet in 2010. Northrop Grumman also conducted a similar fitting of its AN/APG-83 Scalable Agile Beam Radar (SABR) on a Marine Corps Hornet at MCAS Miramar, California, in early August.  The SABR SABR system system has alrea already dy been been selected by the US Air Force to replace the existing radar on 72 Air National Guard F-16Cs assigned to homeland defense, and engineering efforts are under way.

 The Marine Marine Corps Corps hopes hopes to repla replace ce the Raytheon AN/APG-73 radar on 88 Hornets assigned to seven fighter attack squadrons between 2020 and 2022. The effort was first revealed with the service’s 2018 aviation plan and is part of an effort to keep the fighters relevant until they are replaced by F-35B/Cs. The Hornet fleet is expected to be retired around 2030. The service released a request for information for the APG-73 replacement in March.

 THE AIR FORCE Life Life Cyc Cycle le Management Center has awarded a contract modification to Boeing that authorizes it to move forward with detailed design, modification, test, certification and delivery of two 747-8 presidential presidential airlift aircraft under the designation VC-24B by 2024. The fixedprice contract is valued at $3.9 billion. Boeing will carry out the modification work at its San Antonio, Texas facility and deliver the aircraft by December 2024. In related news, President Trump has said that the new Air Force One will dispense with the traditional blue, light blue and white color scheme carried by the aircraft since the early 1960s. It will instead have a more patriotic scheme that features the red, white and blue colors of the American flag.

www.combataircraft.net // October 2018

07

[NEWS] UNITED STATES

NEW EAGLES FOR USAF? BOEING DEVELOPS F-15X CONCEPT FOR DOMESTIC CAMPAIGN

Boeing has previously offered the USAF new Eagles and it’s unclear how much appetite there is for F-15X. Boeing

ALASKA C-17AS TRANSFERRED PERSONNEL ASSIGNED TO the 176th Wing’s 249th Airlift Squadron

transferred to other units in March 2017. As a result of the transition,

were reassigned to the 144th Airlift

the 144th is now responsible for the

Squadron at Joint Base ElmendorfRichardson, Alaska, on August 4,

wing’s eight C-17As, which are also

when the former unit was inactivated.

personnel with the 3rd Wing’s 517th

Whereas the 249th was the youngest

Airlift Squadron. The 249th had been

flying squadron within the Alaska Air

activated in 2009 to operate the C-17A

National Guard, the 144th was the

as an associate unit alongside the

oldest. It had flown C-130Hs prior

517th Airlift Squadron and later took

to the last of those aircraft being

ownership of the Globemaster IIIs.

flown and maintained by active-duty

Alpha Jet A N572AJ operated by Gauntlet Aerospace operates near Edwards AFB during a test mission. USAF/Ethan Wagner

EDWARDS EVALUATES CONTRACTOR OPERATED CHASE AIRCRAFT  THE AIR FORCE FORCE Test Cente Center’s r’s 412 412th th  Test Win  Test Wing/Ope g/Operati rations ons Gro Group up recently began evaluating the use

08

and are supporting specific test sorties as an experiment experiment.. According to the technical

of contractor-operated aircraft

director of the 412th OG, the Alpha

in the chase role at Edwards AFB,

Jets are well-suited to handling

California. A pair of Dassault/Dornier

shorter-length test support missions

Alpha Jet trainers are augmenting

executed at around 30,000ft

the test center’s fleet of F-16Ds

(9,144m) and speeds less than Mach

that typically serve as the center’s

0.8. They have already supported

primary test support aircraft. The

test missions with F-16s, F-15s,

aircraft are operated by Gauntlet Aerospace under a contract with

F-22s, B-1s and F-35s. Data will be analyzed to determine if the Alpha

Modern Technology Solutions Inc,

Jets can be used on future tests.

October 2018 // www.combataircraft.net

I

N A MOVE that closely resembles its Block III Super Hornet approach with the US Navy, Boeing is reportedly again offering the US Air Force an updated version of the F-15 Eagle. Referred to as the F-15X, the fighter would feature updated avionics and radar and would be capable of carrying more than 20 air-to-air missiles or a combination of missiles and air-ground stores. It is intended as a replacement for the F-15Cs that serve in the air defense role. The newproduction aircraft would be based on the advanced F-15QA Strike Eagle variant in production for Qatar.  The F-1 F-15X 5X would would like likely ly be be a singl singleeseat aircraft featuring fly-by-wire controls, flat-panel digital displays and the digital Joint Helmet Mounted Cueing System (JHMCS II) as well as

FINAL SUPER GALAXY DELIVERED LOCKHEED MARTIN DELIVERED

As part of the modernization

the last of 52 upgraded C-5M

program, Lockheed Martin

airlifters to the USAF on August

replaced the Galaxy’s four

2. Serial 87-0039 will be operated by Air Force Reserve Command’s

General Electric TF39 engines with more advanced General

439th Airlift Wing at Westover Air Reserve Base, Massachusetts. It

Electric F138 turbofans that deliver 22 per cent more thrust,

will be delivered to the Chicopee

reducing the aircraft’s take-off roll

base in September after i nternal paint refurbishment is completed

by 30 per cent while increasing

by the 105th Airlift Wing at

Additionally, the engines are

Stewart Air National Guard Base,

more reliable and quieter and

New York. The unit received

increase the airlifter’s range

the first of eight C-5Ms in June

by 900nm (1,667km) to more

2017. The contractor delivered

than 5,250nm (9,723km). As

the first operational C-5M to the

part of the program Lockheed

436th Airlift Wing at Dover AFB,

Martin’ss Marietta, Georgia, facility Martin’

Delaware in 2009. The aircraft were modified at Lockheed

upgraded 49 C-5Bs, two C-5Cs and a single C-5A to the new

Martin’s Marietta, Georgia facility.

configuration.

its rate of climb by 58 per cent.

C-5M serial 87-0043 departs Dobbins Air Reserve Base, Georgia, en route to Stewart Air National Guard Base in Newburgh, New York on August 2. The Super Galaxy was the last of 52 C-5s to be upgraded by Lockheed Martin under the Reliability Enhancement and Re-engining Program (RERP). Lockheed Martin/Andrew McMurtrie

UNITED STATES [NEWS] the Eagle Passive Active Warning Survivability System (EPAWSS). The airframe would be equipped with strengthened wings and have a 20,000-hour service life. It would also be equipped with the AN/ APG-82(V)1 active electronically scanned array (AESA) radar, while advanced missile and bomb ejection racks (AMBERs) would allow the F-15X to carry 20 long-range AIM120Ds or a mix of air-to-air and air-ground weapons, including eight AIM-120s and 28 Small Diameter Bombs (SDBs), or eight AIM-120s and up to seven 2,000lb (907kg) stores.  The USAF USAF’’s Eagle Eagle flee fleett include includess more than 230 F-15C/Ds. The service continues to assess the type’s viability as it develops a new aviation road-map and plans its future force structure.

BACN FLEET EXPANDS NORTHROP GRUMMAN RECE NTLY delivered a fifth Battlefield Airborne Communications Node (BACN)equipped Global Hawk to the USAF.. The BACN fleet, which now USAF includes four EQ-4Bs and four E-11A aircraft, is operated by the 430th Expeditionary Electronic Combat Squadron from Kandahar Airfield, Afghanistan. The aircraft provide critical voice bridging and data-forwarding capabilities to US and coalition forces operating in ‘challenging terrain’. terrain’.  The system’s airborne equipment and processors extend line-ofsight communications, translate communications between differing equipment and provide a common battle picture for commanders, ground forces, combat aircraft and other mission assets. The latest delivery increases the BACN fleet’s ability to provide communications orbit coverage and ensures coverage when unplanned aircraft maintenance issues arise. One of the EQ-4Bs was lost in a crash that occurred in August 2011.  The E-11As are based on the Bombardier BD-700 Global Express aircraft. The USAF has reportedly been setting up new BACN field sites in recent months.

USAF SEEKS SINGLE PLATFORM TO REPLACE E-4B, E-6B AND C-32A AIR FORCE MATERIEL Command recently released a request for information associated with a new program that could develop a replacement for the current National Airborne Operations Center (NAOC), Executive Airlift, Airborne Command Post (ABNCP), and Take Charge and Move Out (TACAMO) aircraft. Known as NEAT, the project would replace the current fleet of four Boeing E-4Bs, four Boeing C-32As and 16 Boeing E-6Bs operated by the USAF and the US Navy with a commercial aircraft. A request for information

is seeking a ‘recommended ‘recommended technical solution’ for the NEAT program and for ‘innovative industry solutions to accomplish the missions performed by the E-4B, E-6B, and C-32A in a more effective and efficient fashion.’  The Department of Defense is already conducting an analysis of alternatives associated with the project. Although the missions for the three platforms differ greatly, each utilizes the airframe of commercially developed airliners comprising the Boeing 747-200, 707-300 and 757-200.

WORK ON BLUE ANGELS SUPER HORNETS CONTINUES UNDER THE TERMS of a $17-million contract from Naval Air Systems Command, Boeing will produce the documentatio documentation n and kits associated with an engineering change proposal (ECP) for the US Navy Flight Demonstration Squadron’s conversion to the Super Hornet.  The kits will be used to convert convert nine F/A-18Es and two F/A-18Fs to a special configuration for the Blue Angels. Work associated with the project will

be completed in December 2021. The work to incorporate ECP-6840 ECP-684 0 in the aircraft will apparently be carried out by a US Navy field modification team beginning in 2020. According to budgetary documents, seven additional Super Hornet conversions are planned. Boeing has been conducting engineering design work associated with the modifications under the terms of a $12-million contract awarded in July 2016.

END OF THE LINE FOR J-STARS RECAP?  THE RECENT LY APPROVED Fiscal 2019 National 2019 Defense Authorization Act could allow the USAF to formally cancel its Joint Surveillance Target Attack Radar System (J-STARS) recapitalization program. Although elected officials were attempting to force the USAF to continue with the plan to replace its fleet of 16 E-8Cs, the final authorization actually provided additional funding for the USAF’s alternative Advanced Battle Management System (ABMS) project. The NDAA does however prevent the USAF from retiring three E-8Cs, and requires that the service retain the existing fleet until increment 2 of the ABMS system is declared operational. operational. It

also makes provision for retiring specific aircraft on a case-by-case basis, if they are determined to be no longer mission-capable.  The service is being directed directed to re-examine the cost and schedule for restarting an E-8C re-engine project than began in 2008 but was later cancelled. The classified three-phase ABMS will link together currently fielded and newly developed aircraft and space-based sensors via new communicationss links to support communication battlespace management. Boeing, Lockheed Martin and Northrop Grumman had all been pursuing the $6.9-billion engineering, manufacturing and developme development nt contract for the J-STARS recap.

NEW PROPS FOR NAVY HERCS UTC AEROSPACE SYSTEMS has received a contract from US Naval Air Systems Command (NAVAIR) to support NP2000 propeller upgrades for 24 C/KC-130Ts. Upgrades of the first US Navy aircraft are already under way.  The eight-blade eight-blade composite NP2000 propeller replaces the aircraft’s current model 54H60 series unit, which was produced by UTC’s legacy Hamilton Sundstrand division. The contractor has already completed similar upgrades for nine of 12 Air National Guard aircraft comprising two C-130Hs operated by Wyoming’s 153rd Airlift Wing and seven LC-130Hs flown by the New York Air National Guard’s 109th Airlift Wing. In addition to improving operational performance, the new NP2000 reduces maintenance time and cost. The system also lessens vibration and interior noise and provides additional power including a 20 per cent increase in low-speed acceleration. The NP2000 has been in service on the US Navy’s E-2C/D Hawkeye and C-2A Greyhound aircraft since 2004 and has proved to be extremely effective.  The National National Guard bureau bureau has identified seven C-130H wings that will receive engine and propeller upgrades. UTC Aerospace Systems has begun to modify the first NAVAIR aircraft and will continue the upgrades over the next few years.  The bulk of the US Navy’s Navy’s C-130 fleet was grounded in July 2017 following the crash of a US Marine Corps KC-130T. In related news, the US Navy Flight Demonstration Squadron C-130T, which is affectionate affectionately ly known as ‘Fat Albert’, returned to the air in July after being grounded for nearly 11 months. The Blue Angels support aircraft returned to service in style by conducting a flyby of NAS Pensacola, Florida, opening the team’s display on July 14. The Hercules fleet was grounded following following the crash of a US Marine Corps KC-130T that killed 16 personnel in July 2017. ‘Fat Albert’ returned to the air for a maintenance test flight on June 26 after receiving propeller modifications and other maintenance.

www.combataircraft.net // October 2018

09

[NEWS] UNITED STATES

The A-29 drops a 500lb (227kg) laser guided bomb during a demonstra demonstration tion flight over the White Sands Missile Range while participating in the initial Light Attack Experiment on August 1, 2017. USAF/Ethan D. Wagner

USAF SEEKS SEE KS GULFSTREAMS GULFSTREAMS  THE US AIR Force Life-Cycle Management Center (AFLCMC)’s Commercial Derivative Aircraft Division at Tinker AFB, Oklahoma, has issued a request for information regarding the potential purchase of Gulfstream business jets to serve in a variety of roles. It refers to the acquisition

of between two and 40 Gulfstream  jets that could include G550s G550s that are modified to the service’s current C-37B configuration, G550s equipped with intelligence intelligence,, surveillance and reconnaissanc reconnaissance e capabilities and G280s and G650s with command and control (C2) capabilities.

VX-30 GULFSTREAM NOW FLYING A GULFSTREAM G550 destined to serve with air test and evaluation squadron VX-30 at NBVC Point Mugu, California, visited Lambert St Louis International Airport, Missouri, on August 13. The heavily modified Gulfstream (c/n 5544), which wore the test registration N544GD, will be equipped with an advanced airborne telemetry instrumentation system that is being developed by the R aytheon Company’s missile systems segment (formerly Ktech) in

Albuquerque, New Mexico, under a $79.7-million contract. Systems include a commercial-aircraft based instrumentation telemetry system (CBITS) and an airborne command transmitter system (ACTS). Assigned the designation NC-37B, the new telemetry range support aircraft (TRSA) will replace the NP-3D that is currently operated in this role by VX-30. It was ordered as a ‘green’ airframe from Gulfstream in 2016 at a cost of $91.9 million.

The VX-30 NC-37B (serial N544GD) seen for the first time in its new configuration in August. Mark Nankivil

10

October 2018 // www.combataircraft.net

OSPREY TES TESTS TS COD CAPABILITIES IN AUGUST 2018, pilots from air test and evaluation squadron HX-21 successfully tested shipboard rolling landing and takeoffs with the MV-22B. The tests were conducted with an Osprey weighing more than 57,000lb (25,855kg) and demonstrated a key carrier on-board delivery (COD) capability. The capability allows the Osprey to carry more weight than the C-2A, which it will replace. The Greyhound is limited to a maximum landing weight of 49,000lb (22,226kg). The evaluations were conducted on the USS George H. W. Bush (CVN 77). In related news, an all-navy crew comprising two naval aviators and two airmen flew

an MV-22B from Naval Station Norfolk to MCAS New River in Jacksonville, North Carolina, on July 12. The flight marked the first time that an all-navy crew has flown an Osprey. The commander, Naval Air Force Atlantic was aboard the aircraft during the milestone mission.  The Osprey crew is currently currently assigned to the navy’s Airborne Command and Control and Logistics Wing’s Medium TiltRotor Squadron Detachment 204. The navy will activate the first COD Osprey squadron when fleet logistics multi-mission squadron VRM-30 is established at NAS North Island, California, on October 1.

MV-22B BuNo 166494 of HX-21 lands aboard the aircraft carrier USS George H. W. Bush  (CVN 77) on August 1. US Navy/MC2 Joseph Joseph E. Montemarano

UNITED STATES [NEWS]

LIGHT LIGH T ATT TTACK ACK AIRCR AIRCRAFT AFT MOVES MOVES FORWARD FORWARD USAF EYES A FORMAL REQUIREMENT

T

HE USAF HAS narrowed its plans for acquiring a new light attack aircraft and will conduct a full and open competition before making its selection. Under the terms of its August 3 presolicitation notice, notice, the service will award a production contract to either the Sierra Nevada Corporation or  Textro  T extron n Aviat Aviation ion by Septe September mber 201 2019. 9.  The two con contrac tractors tors will resp respectiv ectively ely offer the Embraer A-29B/EMB-314 Super Tucano and AT AT-6C -6C Wolverine to the USAF. They were identified in

FINAL EXERCISE FOR ‘LEGACY’ HORNETS

the request as the only firms able to

phase. According to the notice, the

 TEN F/A18C S FROM strike fighter

‘meet the requirement requirement within the air

light attack aircraft will ‘provide an

squadron VFA-34 operated from the

force’s timeframe without causing an

affordable, non-developmental

aircraft carrier USS Carl Vinson for

unacceptable delay in meeting the

aircraft intended to operate

the last time during the recent 2018

needs of the warfighter.’ The service

globally in the types of irregular

‘Rim of the Pacific’ exercise. The ‘Blue

currently expects to issue a formal

warfare environments that have

Blasters’ completed the US Navy’s

solicitation in December 2018 if the

characterized combat operations over the past 25 years.’

final deployment with the ‘legacy’

Although the latest experiment

project is approved as a program of record.

Hornets in April 2018 and will

was suspended prematurel prematurelyy

begin transitioning to the F/A-18E in January 2019. The squadron

the two aircraft while conducting its

following the fatal crash of

had flown the F/A-18C since it

multi-phase Light Attack Experiment.

an A-29B on June 22, the service

transitioned from the Grumman

It evaluated several different aircraft

has been using collected data

A-6E Intruder in 1996. US Marine

before reducing the field to the

to continue its evaluations

Corps F/A-18Cs will continue to

A-29B and AT-6C for the most recent

and analysis.

support carrier deployments for the

 The USAF lea learned rned a great great dea deall about about

foreseeable future.

‘VIGILANTE’ HERCULES Seen on August 1 during a refue refueling ling stop at McClellan Field in Sacramento, California, Montana ANG C-130H serial 74-1691 from the ‘Vigilantes’ of the 120th Airlift Wing has the addition of the numbers ‘3-7-77’ on its rudder. These numbers refer to the history of the first vigilantes to provide law enforcement to otherwise lawless regions. There are several different meanings that have been associated with ‘3-7-77’, but the most popular version is that it refers refers to the dimensions of a grave that the vigilantes sent many outlaws to. Jim Dunn

LIGHTNING II TES TESTING TING CONTINUES Despite the formal system development and demonstration phase having been completed, F-35 testing continues at pace. F-35C test aircraft CF-05 here takes fuel from an F/A-18F operated by air test and evaluation squadron VX-23 during an advanced aerial refu refueling eling control law test over the Atlantic Test Range near NAS Patuxent River, Maryland, on June 26. US Navy/Dane Wiedmann

HILL F-35S GO FOR GUNS Pilots from the 388th Fighter Wing’s 4th Fighter Squadron fired the F-35A’s internal GAU-22/A 25mm internal cannon for the first time during operational training on August 13. The strafing runs were carried out by a two-ship flight of Lightning IIs over two sets of ground targets on the Utah Test and Training Range. USAF/Todd Cromar

PROWLERS STILL IN COMBAT US Marine Corps EA-6Bs of VMAQ-2 ‘Death Jesters’ are leading the way right to the end as the final Prowler squadron. The unit has been deployed to Al Udeid, Qatar, since the spring in support of Operation ‘Inherent Resolve’ despite its scheduled inactivation in March 2019. Recent imagery released by CENTCOM shows the squadron in action. It is likely to be supporting the operation by monitoring and jamming enemy communications. USAF/SSgt Keith James

www.combataircraft.net // October 2018

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[NEWS] UNITED STATES

RAPTORS IN GERMANY ‘BONEHEADS’ BACK IN EUROPE

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22AS OPERATED BY the 325th Fighter Wing’s 95th Fighter Squadron ‘Boneheads’ arrived at Spangdahlem Air Base, Germany from Tyndall AFB, Florida, on August 8. The 13 Raptors were scheduled to remain in theater for several weeks as part of a fighter training deployment.  The commander commander of US Air Forces Forces in Europe, Gen Tod D. Wolters, told reporters that the deployment was part of the European Deterrence Deterrence

Initiative (EDI), enabling integrated

deployment was supported by the

Accompanied by a KC-135R from

training with locally based units and allies. 95th FS commander Lt

wing’s Air Force Reserve Command associate unit, the 301st FS, which

the 100th Air Refueling Wing at RAF Mildenhall, a pair of F-22As landed

Col Joshua Biederman said the

has been integrated since 2014.

Larissa Air Base, Greece, on August 10 for local training with the Hellenic Air Force. Five F-22As also traveled to Powidz Air Base, near Poznan, Poland on August 14 for theater familiarization and interoperability training. Four of the fighters took part in a flyby celebrating Poland’s national Army Day over Warsaw the

The Raptor deployment marks the third major European deployment for the ‘Boneheads’, which also deployed in 2015 and 2016.  Peter Ten Berg

following day. Another flight of two Raptors conducted joint training

DEPLOYMENT DEPLOYM ENT NEWS

F-15C serial 86-0164 assigned to the 48th Fighter Wing’s 493rd Expeditionary Fighter Squadron departs from RAF Lakenheath, UK, at the start of a deployment in support of NATO’s Icelandic Air Surveillance Surveillanc e mission on July 30. USAF/SrA Malcolm Mayfield

Defense Force. The bilateral training

Expeditionary Fighter Squadron

mission took place near Japan on July

will provide close air support and

26, 2018. The bombers subsequently

support combat search and rescue

conducted training with the US Navy near Okinawa, Japan, before returning

(CSAR) missions. Prior to its arrival in Afghanistan, the squadron deployed

to Guam. On August 1, a pair of B-52Hs conducted joint operations

to an undisclosed location in support of the US Central Command mission

with two P-8As assigned to US Navy

Operation ‘Spartan Shield’.

patrol squadrons VP-45 and VP-4. The mission was conducted over the East

‘Lobos’ at Bagram

China Sea near Japan.

F-16Cs and airmen from the South Dakota Air National Guard’s 175th

Moody A-10s deploy to Kandahar ‘Reapers’ deploy to Iceland

Italy. The latter unit supported the air-

A-10Cs operated by the 75th Fighter

Airfield, Afghanistan, on July 27.

F-15Cs operated by the 48th

policing mission and provided tactical

Squadron deployed from Moody

 The unit repl replace aced d F-16C F-16Css assigne assigned d

Expeditionary Fighter Wing’s 493rd Fighter Squadron ‘Grim Reapers’

control for the fighters.

AFB, Georgia, to Kandahar Airfield,

to the Oklahoma Air National

Afghanistan, in mid-July. The ‘Tiger

Guard’s 125th Expeditionary Fighter

deployed to Keflavík Air Base. Iceland,

Barksdale bomber swap

Sharks’ replaced A-10Cs that had been

Squadron. While deployed the

and assumed responsibility for the

B-52Hs operated by the 2nd Bomb

deployed by the Indiana Air National

‘Lobos’ will continue to assist the

NATO Icelandic Air Surveillance

Wing’s 96th Bomb Squadron have

Guard’s 163rd Expeditionary Fighter

mission on July 30. The deployment,

deployed to Andersen AFB, Guam,

Squadron. While deployed, the 75th

Afghan government and security forces in their fight against Taliban,

which ran through August 23,

where they assumed responsibil responsibility ity

marked the 11th time that the unit

for the Continuous Bomber Presence

has taken on the task since 2008. For

mission. Their arrival allowed

this rotation, around 280 personnel

Stratofortresses from the 20th Stratofortresses Expeditionary Bomb Squadron to

and 13 Eagles deployed from RAF Lakenheath. While four of the fighters

return to Barksdale. The unit had been

were typically assigned to the alert

deployed to Andersen in support

mission, the remainder supported

of the US Indo-Pacific Command

ongoing training. The deployment

mission since January 2018.

was also aided by the 31st Fighter

12

Fighter Squadron arrived at Bagram

Shortly after arriving in the region

Wing’s 606th Air Control Squadron,

a pair of B-52Hs from the 96th

which deployed a command and

conducted conduct ed joint operation operationss with six

control team from Aviano Air Base,

F-15Js operated by the Japan Air Self-

October 2018 // www.combataircraft.net

A pair of B-52Hs, operated by the 2nd Bomb Wing’s 96th Expeditionary Bomb Squadron, conducts a routine bilateral training mission with F-15Js from the Japan Air Self-Defense Force near Japan, on July 26.  USAF

UNITED STATES [NEWS] with Royal Norwegian Air Force F-35As during a forward deployment to Ørland Air Base, Norway, on August 15. On August 16, F-22As were forward-deployed to Los Llanos Air Base in Albacete, Spain, where they conducted training with Spanish Air Force EF-18As and Typhoons.  The host unit at Spangdahle Spangdahlem, m, the 480th FS ‘Warhawks’, flies the F-16CM and squadron commander Lt Col Mike Richard said, ‘My pilots learned a lot more on air-to-air tactics when flying integrated missions with the F-22s.’ The F-16CM’s suppression of enemy air defenses (SEAD) mission training was also said to have been ‘of value’ for the F-22 pilots. Indeed, recent upgrades have seen the Raptor receiving enhancements to improve its capabilities in the SEAD role. Peter ten Berg

95th FS F-22s taxi at Spangdahlem for a local mission with the resident F-16CMs. Peter Ten Berg

The Nimitz-class aircraft carrier USS Harry S. Truman  (CVN 75) recently returned to Naval Station Norfolk, Virginia, at the conclusion of a threemonth deployment that began on April 11. US Navy/MC2 Bobby Siens

al-Qaeda, IS, and other insurgents. US operations in Afghanistan have increased this year. In fact, through June, US aircraft had released 2,911 bombs in theater, more than double the amount that was dropped at the same point in 2017. Spirits in Hawaii

 Three B-2As from the 509th 509th Bomb Bomb Wing at Whiteman AFB, Missouri arrived at Joint Base Pearl HarborHickam, Hawaii, on August 15. The bombers are conducing routine air operations through the Indo-Pacific region in support of US Strategic Command’s Bomber Task Force deployment. Carrier round-up

 The US US Navy Navy has annou announced nced plans to swap the home ports of three of it 11 aircraft carriers. The move involves the Nimitz-class aircraft carriers USS Carl Vinson (CVN 70), USS  Abrah  Abraham am

Lincoln (CVN 72) and USS  John C. Stennis (CVN 74). Under this plan the Lincoln, which is currently located

in Norfolk, Virginia, will rejoin the Pacific Fleet, and make San Diego its home port. Commissioned in 1989, the ship served the Pacific Fleet from 1990 to 2011 when it moved to Norfolk for a mid-life refueling and complex overhaul (RCOH). Stennis is, which  The USS USS John C. Stenn is home-ported at Naval Station Kitsap, in Bremerton, Washington, will relocate to Norfolk by May 2019 in advance of its RCOH at Newport News Shipbuilding. The USS Carl Vinson (CVN 70) will conduct a home port change from NAS North Island, in San Diego, to Bremerton in March 2019, in advance of its dockingplanned incremental availability (DPIA) at Puget Sound Naval Shipyard.  The USS Ronald Reagan (CVN 76) Carrier Strike Group returned

to Yokosuka, Japan, on July 24, following a patrol in the US 7th Fleet area of operations.  The USS USS Harry S. Truman (CVN 75) Carrier Strike Group returned to Naval Station Norfolk, Virginia, on July 21 at the conclusion of a more than three-month deployment to the US 5th and 6th Fleet’s areas of responsibility. In addition to combat operations, the strike str ike group’s ships and the aircraft assigned to carrier air wing CVW-1 conducted combat and training operations in ‘a highly dynamic environment across two theaters’, according to the strike group commander. Operations included a variety of partnership and interoperability exercises, as well as maritime and theater security operations. Carrier air wing CVW-1 aircraft flew 210 combat sorties in support of Operation ‘Inherent Resolve’ over Iraq and Syria during May and June. Although US Navy CSG deployments have typically lasted up to seven months, the shorter duration for CVN 75 was part of the navy’s agile and less predictable dynamic force employment concept, under the service’s optimized fleet response plan. The radical concept is intended as a step toward the goal of restoring readiness and enabling forces to be ready for a major conflict at short notice.

BLOCK 3 CHINOOK TIMELINE ANNOUNCED  THE US ARMY has revealed revealed that Boeing will begin developm development ent of a Block 3 variant of the CH-47F and MH-47G transport and assault helicopter around 2027. Block 3 development for both Chinook variants will run from through 2040 when production will begin. Boeing is currently developing the Block 2 variant and low-rate initial production of that model will begin in 2023. The first of three Block 2 prototypes is now in final assembly. The Block 3 upgrades will allow the Chinook to remain in service until the 2060s. The service did not release details regarding the updates. In related news, Boeing received a $181.3-million contract from US Army Contracting Command for the procurement of CH-47F helicopters. The Multi-Year II provides for the delivery of up to 156 Block I-configured Chinooks and runs through December 2022.

www.combataircraft.net // October 2018

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    F     F     L     O     W     T     T     O     C     S

    Y     B

BRINGING YOU THE LATES LATEST T TALK FROM AROUND THE SQUADRONS

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HIS YEAR, SEATTLE�TACOMA International Airport — commonly referred to as ‘Sea-Tac’ ‘Sea-T ac’ — celebrates 69 years of service to the community in the Puget Sound area of Washington State. Ranked ninth for busiest airports in the United States, it sits in a beautiful location 433ft above sea level. For aviation lovers, it’s a pretty idyllic spot: evergreen trees, the mountains of the Olympic Peninsula in the distance and plenty of airplanes adorned in all manner of vibrant liveries. I have pleasant memories from my trips through Sea-Tac. Most of the time, it’s been traveling to or from Alaska, or back to my home state. It’s a lively, vibrant airport with a lot of glass and timber accents, museum-quality displays of historical pieces, and the kind of laid-back, warm, inviting atmosphere Seattle aspires to. The food options on offer are plentiful and decent, it’s easy to navigate, and it has been a gateway to

HORIZON AIR INCIDENT QUESTIONS RAISED, QUESTIONS ANSWERED 14

October 2018 // www.combataircraft.net

adventure for tens of millions of people each year. As sunset loomed on August 10, 2018, Richard Russell, a 28-year-old ground service agent for Horizon Air, managed to steal a company Bombardier Dash 8 Q400-series aircraft, taking-off without permission from Sea-Tac shortly before 20.00hrs local time. Thankfully, no passengers or other company employees were aboard the aircraft, which bore the registration N449QX. It was delivered to Horizon Air in June 2012. According to Alaska Air Group, the conglomerate that owns Horizon Air, Russell’s duties as a ground service agent made him responsible for handling luggage, as well as tasks like de-icing when the weather in the Pacific Northwest turns cold. He was not a mechanic, nor did he have a pilot’s license. Yet somehow after gaining access to the Q400 he was able to start, taxi, and ultimately take off in a very complex turboprop passenger aircraft.

At one point during his hour-plus trip through the air over Puget Sound, an air traffic controller asked aske d Russell if he was ‘comfortable with just flying the plane around.’ His response was both humorous and a bit ironic: ‘I played video games before so, you know, I know what I’m doing a little bit.’

Eagle country Approximately 129 miles to the Approximately t he south of Sea-Tac Sea-T ac sits Portland International Airport (PDX), home to the Oregon Air National Guard’s 142nd Fighter Wing. Equipped with the F-15C Eagle, the 123rd Fighter Squadron provides aerospace control alert (ACA) support to NORAD’s Western Air Defense Sector (WADS ( WADS). ). F-15s assigned to the ACA mission sit in a facility adjacent to Runway 10R/28L, fueled, armed, and ready to respond in a moment’s notice to any tasking, 24 hours a day, seven days a week, 365 days a year. When the ‘active air scramble’ horn sounded, two Eagle drivers sprinted to

‘Rock 41’ (serial 84-0016/MA) getting airborne for the mission. It wears the markings of the 104th FW from Westfield Barnes Airport/ANGB, Massachusetts, because the Portland unit has borrowed some  jets  jet s due due to to a joint joint deployment to Europe. It’s also worth noting that this jet also carries a Sniper targeting pod on the centerline, which is now used by the F-15C for longrange visual identification of targets.  William T. Shemley

their aircraft to conduct the intercept. Once started, the two Eagles — flying under the callsign ‘Rock’ — taxied out of the alert facility for an immediate departure. A complicating factor came into play, however, as Runway 10L/28R at PDX is currently closed, which means only one long runway is available to field all the th e jet traffi t raffic.  The Eagles’ Eagles’ departure was delayed delayed for for about one minute as a single commercial flight, a Boeing 737, was on short final as they reached the ‘hold short’ line. Once the 737 landed and cleared the runway, ‘Rock’ flight departed as a two-ship, utilizing a 20-second trail departure. Both aircraft were in full afterburner,

setting off car alarms and rattling nearby windows as they cleared the runway and turned north. ‘Bigfoot’, the controlling agency for the Western Air Defense Sector, cleared the flight supersonic as the F-15s began a climb to medium altitude. Witnesses on the ground reported hearing sonic booms as they made their transit. Meanwhile, near the unfolding incident, Seattle Center was in full emergency response respon se mode. Traffi c in and out of Sea-Tac was halted, and approach control was diverting smaller aircraft into other airports — such as Bremerton — to keep the airspace as clear as possible. This measure was instituted to give the Q400

‘Rock’ flight’s mission was to keep the Bombardier out over the water, away from the heart of Seattle and the surrounding population centers

www.combataircraft.net // October 2018

15

THE OPS DESK // HORIZON AIR INCIDENT

as much room to maneuver as possible while mitigating the risk of collision with other aircraft in the area. Even though the controllers were erroneously calling the incident a ‘hijacking’, other pilots were quick to accommodate ATC’s request and cleared the airspace. Controllers also had radio communication established with Russell, attempting to determine his intentions as the Q400 flew low over several communities.

Eagles inbound ‘Seattle Center, ‘Rock 41’, active air scramble, in the descent — eight thousand.’ With the airspace cleared as much as possible, and the two fighters descending to a lower altitude, they were given vectors to intercept the wayward Bombardier,, which was still flying very low Bombardier over the area. The control tower at one of the smaller airports reported seeing the aircraft at only 1,000ft as it passed directly overhead. As the two F-15s pressed further into the area, ‘Rock 41’ descended descended below 3,000ft to get a visual identification and establish contact, while ‘Rock 42’ stayed higher to maintain overwatch. ‘Rock’ flight’s mission was to keep the Bombardier out over the water, away from the heart of Seattle and the surrounding population centers. Fortunately, Russell complied with all the instructions he was given, both from ATC and the F-15s. In addition to putting themselves

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October 2018 // www.combataircraft.net

between the Q400 and the shoreline, the Eagle pilots were acting as a conduit of information between ‘Bigfoot’ and what was happening in real time over Puget Sound. Decision-makers at the WADS were assessing the situation from moment to moment, bearing the heavy responsibility of potentially ordering the Eagles to engage and shoot down the aircraft if Russell’s erratic behavior turned into demonstrative, homicidal intent. With radio communications between the stolen aircraft and Seattle approach, officials began t he task of trying to convince Russell to find a safe place to land the aircraft. An ATP-rated ATP-rated pilot was on hand to help with airspeeds, altitudes, and configurations, providing the expertise to try to get Russell back on the ground as safely as possible. For those who fly, we understand that landing an aircraft is a very delicate procedure, and the slightest miscalculation or inattention can lead to disastrous results. At point, the controller suggested Joint Base Lewis-McChord as a possible place to land, but this request was rebuffed by Russell. ‘Yeah, ‘Yeah, not quite ready to bring it down just yet.’ One of the other concerns was the rate at which the Q400 was burning through fuel. His flight started at ‘Thirty-something [thousand pounds],’ but he found himself with just over 2,100lb remaining. In addition, at one

point he asked for assistance with cabin pressurization, to ‘not feel so light-headed.’ With the gas aboard dwindling and a man at the controls who was feeling negative physiological effects, the situation was rapidly becoming dire. It also appeared the severity of his own actions was setting in from a psychological standpoint, Russell commenting at one point, ‘I’ve got a lot of people that care about me. It’s going to disappoint them to hear that I did this... Just a broken guy, got a few screws loose, I guess. I didn’t realize it until now.’  There  Ther e wasn’ wasn’tt much much ATC ATC coul could d do exc except ept stand by as Russell made his own choices.  The two two F-15 pilo pilots ts were were equall equallyy as helpless, trying to give him as wide a berth as possible, at one point asking Center for a 10-mile bubble around the stolen aircraft. They continued to assess Russell’s Russell’s behavior,, watching the aircraft closely and behavior passing real-time updates to ‘Bigfoot’. As he neared the end of his usable fuel, Russell advised, ‘I think I am going to try to do a barrel roll and if that goes good then I am going to go nose-down and call it a night.’ Different video clips taken from mobile phones on the ground showed showed the Q400 performing the maneuver maneuver.. The aircraft can be clearly seen beginning an aileron roll to the right, slowly lurching over and then continuing through in a descending barrel roll, pulling out of the dive a minimal distance above the surface

of Puget Sound. As the aircraft cleared the viewpoint of those who witnessed the maneuver, the video then showed a single F-15, following at a distance from a higher altitude. A short time later, ‘Rock 42’ advised Seattle approach that the Q400 had gone down near the shore of the sparsely populated Ketron Island, just west of Joint Base Lewis-McChord. The Eagles stayed on station and were immediately given the airspace from 20,000ft and below out to a 5nm radius from the crash site. They monitored the scene until law

Above: ‘Rock 42’ scrambles in 20-second trail. The pilot of ‘41’ was wearing the Joint HelmetMounted Cueing System (JHMCS), while that of this jet wears a helmet configured for night vision goggles (NVGs). William T. Shemley Inset: The Bombardier Dash 8 Q400 involved, N449QX, was delivered to Horizon Air in June 2012. Simon Gregory/ Aviation Image

enforcement offi cials, as well as fire rescue personnel, were able to get to the scene and assume responsibili responsibility. ty. Interestingly, at the point the fighters climbed back to higher altitude, Seattle Center advised of two Boeing 767s in a block altitude to the north of their position. It turned out to be a pair of Boeing KC-46A Pegasus refueling tankers conducting a test mission, and they offered to rejoin with the two F-15s and refuel them. That would have been an amazing first, but the Eagles declined as an alert KC-135 from the Washington Air National Guard’s 141st Air Refueling Wing — callsign ‘Gasman 04’ — had launched out of Fairchild AFB in Spokane and was inbound.

The aftermath Many people want to know how someone who isn’t a pilot could have done what

Russell accomplished. accomplished. How did he get airborne without anyone really noticing or stopping him? Where did he learn to start the engines and get the systems working?  The list list of questi questions ons is extens extensive. ive. According to officials at the Port Por t of Seattle, absolutely none of its standing security protocols were violated that night. Russell had successfully passed the stringent background investigation investigation conducted by the Federal Aviation Administration Administratio n for all airport employees.  The inves investigat tigation ion goes back 10 years years and has a renewal process every two years. Nothing appeared to be amiss, except for one thing. The elephant in the room in this case appears to be mental health.  Through  Thro ugh his action actionss at the outset outset of the the incident, as well as his dialogue with air traffic controllers, it became bec ame apparent that th at Russell’s mental state was not in a healthy place. At one point in conversation, he even referenced his working environment,

his wages, wistfully stating, ‘maybe this will grease the gears with the higher-ups.’ Whether it accomplishes that goal or not, in the grand scheme of airport security and airline operations, is largely irrelevant. This incident brought to light cracks in the armor. You can talk about deeper background checks. You can even implement more stringent security requirements. You can talk all day long about the vulnerabilities. The most fallible component of the system is the human. Sometimes people just do bizarre things, and the result — especially in this case — is just as heartbreaking as it is inexplicable. I saw this quote on a meme about the event, and it’s sad, humorous, and profound all at the same time. ‘In this era of anger and outrage, where people lash out at society by shooting up schools and concerts, one man just wanted to do a barrel roll.’ www.combataircraft.net // October 2018

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[NEWS] WORLD

BRITISH-CROATIAN ‘FLYING SABRE 18’ EXERCISE

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HE JOINT BRITISH CROATIAN ‘Flying Sabre

18’ exercise was held in Croatia from July 16-20. It was part of the country’s effort to maintain and enhance the level of co-operation and interoperability between the air defense assets of the Croatian Air Force (Hrvatsko Ratno Zrakoplovstvo, HRZ) and other NATO member countries through joint planning and execution of various interceptio interception n operations.  The Roy Royal al Air Air Forc Force e sent sent two two Eurofighter Typhoon FGR4s (ZJ923 and ZJ924) for the exercise, these

arriving from Mihail Kogălniceanu air base, near Constanța on the Black Sea. The jets are temporarily detached there as part of No 135 Expeditionary Air Wing (EAW), which includes four  Typhoon  Typ hoons. s. Thes These e deploy deployed ed at at the end of April as part of Operation ‘Biloxi’ — the enhanced air policing (eAP) mission aimed at securing the NATO airspace in the Black Sea region.  Theirr host  Thei host in Cro Croatia atia was the Com Combat bat Aircraft Squadron (Eskadrila Borbenih Aviona, EBA), with modernized MiG-21bisD fighters and two-seat MiG-21UMD trainers — part of the 91st Air Base at Zagreb International Airport (Pleso). This is the single HRZ

CANADA’S FINAL SEA KING DETACHMENT DET ACHMENT RETURNS HMCS ST JOHN’S (FFH 340)

returned to its home port of Halifax, Nova Scotia, at the conclusion of a six-month deployment to the Baltic Sea, northern Atlantic Ocean, and the Mediterranean Sea in support of Operation ‘Reassurance’. Its return marked the conclusion of the final operational deployment of the Royal Canadian Air Force’s CH-124 Sea King helicopter helicopter.. The

detachment from 443 Maritime Helicopter Squadron brought an end to the Sea King’s 54-year operational history with the Royal Canadian Air Force and Royal Canadian Navy, which began on May 24, 1963. The squadron will continue to operate the Sea King from its home base in Patricia Bay, British Columbia until the end of 2018 when the last CH-124s will be retired. Tom Kaminski 

CH-124 serial 12417 hovers at 12 Wing/CFB Shearwater, Nova Scotia in June 2018. The Sea King has been painted in its original 1963 Royal Canadian Navy scheme to honor the venerable helicopter’s upcoming retirement . DND/CPL Cody Chaisson

CHILE RECEIVES BLACK HAWKS  THE CHIL EAN AIR Force accepted delivery of three of six new-build Sikorsky S-70i helicopters on July 24. Assigned the local designation MH-60M, the Black Hawks were unloaded from a chartered Antonov An-124 airlifter in Santiago.

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October 2018 // www.combataircraft.net

Produced by Sikorsky’s subsidiary PZL-Mielec, PZL -Mielec, the S-70i aircraft were formally accepted in mid-July during a ceremony in Poland. They were ordered in December 2016. Delivery of a second batch of three is expected in Oc tober. Tom Kaminski 

fighter unit and maintains a QRA pair ‘24/7’, under the direct command of the Combined Air Operations Center at Torrejón, Spain.  The main eve event nt was was on on July July 17, 17, when the QRA pair of MiG-21bisD fighters and the Typhoons practised various joint interceptio interception n scenarios including one involving a Pilatus PC-9M trainer of the Aircraft Squadron (Eskadrila Aviona, EA) from Zemunik air base near Zadar, playing the role of target. A NATO E-3A Sentry operating north of Zadar provided support. It was the first time the HRZ had the chance to interact with an E-3A. Vladimir Trendafilovski 

QATTARI EAGLE PRODUCTION UNDER WA QA WAY Y BOEING BEGAN PRODUCTION of the first of 36 F-15QA (Qatar Advanced) fighters for the Qatar Emiri Air Force at its St Louis, Missouri, facility on August 3. The

fighters, which are known as Qatar Advanced Eagles, were ordered by the Qatari Ministry of Defense in December 2017. Tom Kaminski 

RNLAF ACQUIRES FOUR MQ-9S  THE DUTCH M INISTRY of Defense acquired four General Atomics MQ-9 Reaper Block 5s under the US Foreign Military Sales (FMS) program, in a deal signed on July 17 at the Farnborough International Airshow. The Royal Netherlands Air Force (RNLAF) has had a long-standing requirement for medium-altitude long-endurance unmanned aerial vehicles (MALE UAVs). After selecting the MQ-9 as the preferred aircraft aircraft in 2013, the planned acquisition in 2015 of four Reapers and associated equipment, parts, training and logistic support was postponed for up to seven years due to a lack of funds. With the Dutch defense budget increasing again since last year, the Reapers were back on the shopping list, as confirmed by the latest Defense White Paper, published on March 26.  The acquisition of four four MQ-9s by the RNLAF was approved by the US State Department in February 2015. In the approval document, the deal was valued at $339 milli on

and included four MQ-9s in Block 5 configuration, four mobile ground stations, six Honeywell TPE331-10T turboprop engines (including two spares), six AN/DAS-1 multispectral targeting systems, and four Lynx synthetic aperture radar/ ground moving target indicator (SAR/GMTI) systems with maritime wide area search capability, as well as initial and readiness spares packages to support 3,400 flight hours for a three-year period.  The current schedule sees the RNLAF taking delivery of the MQ-9s in mid-2020. The Dutch Reapers will operate unarmed in the ISTAR role only, although they may be retrofitted to carry weapons in the future. The MQ-9s will be operated by Leeuwardenbased 306 Squadron. This squadron, originally established in September 1954, used to be the RNLAF’s only dedicated reconnaissance squadron until it became the RNLAF F-16 training unit in 2001. I t was disbanded as such during 2010. Kees van der Mark 

WORLD [NEWS] ‘Flying Sabre 18’ ended on July 20, with a formation flight over Croatia’s capital Zagreb performed by some of the participants, including HRZ MiG-21bisD serial 116 and RAF Typhoon FGR4 ZJ924. This was the first such joint exercise involving RAF and HRZ aircraft. HRZ via author

THE FIRST TWO Pilatus PC-21 aircraft for the Royal Australian Air Force (RAAF)’s Roulettes acrobatic display team arrived in Australia on July 21. The trainers arrived in Darwin from Kupang, Indonesia at the conclusion of a ferry flight that began in Stans, Switzerland. They were delivered to their new home at RAAF Base East Sale on July 23. The PC-21s are replacing the team’s current Pilatus PC-9/As, which have been in service since 1989. The RAAF is acquiring 49 PC-21s as replacements for its PC-9/A and CT-4B Airtrainer fleets under its project AIR 5428 pilot training system. The first group of six PC-21s was accepted in August 2017. Tom Kaminski 

Aero Vodochody/Martin Mamula

INDIAN HELICOPTERS MAKE FIRST FLIGHTS BOEING CARRIED OUT the maiden flights of the first AH-64E and CH-47F for India on July 27. The flights respectively took place at Boeing’s facilities in Mesa, Arizona and near Philadelphia, Pennsylvania. India ordered 22 Apache Guardian combat

ROULETTES RECEIVE PC-21S

helicopters and 15 Chinook transport helicopters in 2015 at a cost of around $3 billion. In 2017, the government of India agreed to purchase a second batch of six AH-64Es at a cost of $654.6 million. Delivery of both types will begin in 2019. Tom Kaminski 

FIRST FLIGHT FOR L-159T2

Wearing the test registration N4801A (serial 15-4801) the first AH-64E for India carried out its first flight on July 27 at Boeing’s Mesa, Arizona, production and flight-test facility. Boeing

THE FIRST L159T2 for the Czech Air Force made its maiden flight on August 2 at Aero Vodochody’s facilities outside Prague. In 2016 the Czech Air Force ordered three twin-seat L-159T2 aircraft with several upgrades to fulfill operational missions and advanced  jet training. training. The L-159T2s L-159T2s are are expected to be delivered to the 21st Tactical Air Force Base at Čáslav before the end of this year. The successful first flight of L-159T2 serial 6028, piloted by Aero test pilots Vladimír Kvarda and David Jahoda, lasted 30 minutes.

These new T2 twin-seat aircraft have newly built central and forward fuselages, and several significant improvements, mostly in the cockpit and the fuel system. They are fully NVG- compatible. Each cockpit is equipped with two multi-function displays and upgraded versions of the VS-20 ejection seat. The aircraft is adapted to offer a pressure refueling capability. The Grifo radar, commonly used in the single-seat version, is now also integrated in the dualseat L-159T2.

TURKISH LIGHTNING II TRANSFERS BLOCKED

N4801A (c/n M2401), the first CH-47F for India, carried out its initial flight at Boeing’s Philadelphia facility on July 27. The Chinook will be delivered during 2019. Boeing

THE RECENTLY APPROVED National Defense Authorization Act (NDAA) for Fiscal Year 2019 contains a provision that blocks the transfer of Lockheed Martin F-35A fighters to Turkey. The block will go into effect 90 days after the NDAA is enacted unless congress

the Secretary of Defense provides a report that includes, among other requirements, an assessment of the potential counter-intelligence risks that Turkey’s purchase of the Russian S-400 surface-to-air missile system will cause. Tom Kaminski www.combataircraft.net // October 2018

19

[NEWS] WORLD

SINGAPORE MOVES CHINOOK TRAINING DOWN UNDER

T

HE REPUBLIC OF Singapore Air Force (RSAF) has concluded 22 years of Chinook training at the Grand Prairie Army Aviation Support Facility in Dallas. The Peace Prairie Detachment was inaugurated in May 1996 to kick-start training with the RSAF’s purchase of Chinook helicopters. The original order of six CH-47Ds was based there while 10 more advanced CH-47SDs purchased subsequently were delivered to 127 Squadron at Sembawang.

 The Peace Peace Prairie detachment detachment offered realistic flying conditions to supplement training in Singapore, which is often hampered by monsoonal weather and the lack of suitable training grounds. Training Training alongside the Texas Army National Guard’s 149th Aviation Regiment, the Peace Prairie detachment participated in US Army exercises, the Singapore Armed Forces’ (SAF’s) unilateral Exercise ‘Forging Sabre’ in Phoenix and Exercise ‘Red Flag’ at Nellis. Helicopters and personnel involved in the detachment

Israeli F-16Ds and Croatian MiG-21bisD  jets flew flew in the joint four-ship fingertip formation, on the Croatian Victory and Homeland Thanksgiving Day. Goran Leš

ISRAELI F-16S VISIT CROATIA  TWO IS RAELI AIR Force (IAF) F-16D Barak fighters flew in a formation flight with a pair of Croatian Air Force (Hrvatsko Ratno Zrakoplovstvo, HRZ) MiG-21bisD fighters in a flypast on August 5 as part of celebrations for the Croatian Victory and Homeland  Thanksgiving Day. Day. Marking the 23rd anniversary of Operation ‘Oluja’ (‘Storm’), the final major battle in the Croatian war of independence, the four-ship fingertip formation involving MiG-21bisDs serials 116 and 133 with F-16Ds serials 041 and 063  joined a total of 22 aircraft aircraft from

20

October 2018 // www.combataircraft.net

the HRZ, including OH-58D Kiowa Warrior, Bell 206B JetRanger and Mi-8 helicopters and Zlin 242L, Pilatus PC-9M, Air Tractor AT-802 and Canadair CL-415 aircraft. A spare IAF F-16D, serial 023, was on standby.  The three two-seat two-seat F-16D Baraks Baraks were part of 109 ‘Valley’ Squadron from Ramat David Air Base. They arrived at Zagreb-Pleso air base three days earlier, accompanied by a 131 ‘Yellow Bird’ Squadron C-130H Karnaf. The commander of Ramat David AB led the Israeli delegation. On August 3 he flew in the back seat of an HRZ

also took part in disaster relief operations such as Hurricane Katrina in 2005 and Hurricane Harvey  in  in 2017. With the 20-year Peace Prairie agreement already extended by a further two years to 2018, the RSAF sought to bring its Chinook training to Australia. Under the Oakey Agreement, the RSAF has maintained a training detachment of a dozen Super Pumas at the Oakey Army Aviation Centre in Queensland since 1997, with a 2012 treaty revision allowing the increase

MiG-21UMD. Earlier, on April 9, the Zagreb base commander flew in the back seat of an F-16D at Ramat David. Under a US$480-million deal, expected to be offi o fficially signed sig ned soon, the Israeli government will deliver 10 single-seat F-16Cs and a pair of two-seat F-16D Block 30 fighters to Croatia.  They will be supplied supplied with basic US air-to-air missiles and ammunition, a simulator, an initial spare parts package, ground technical support, new hangar infrastructure and a ‘train-thetrainers’ program in Israel for Croatian pilots, technicians and engineers. One single-seater and one two-seater plus the simulator will arrive in Croatia in 2020. A further six F-16s will be available in 2021 and the last four singleseaters should arrive in 2022.  The Croatian Croatian Ministry of Defense expects it will be able to use the multi-role F-16s for the next 25 years.  The flying event event over Knin was concluded by an aerobatic program by the HRZ’s Krila Oluje (Wings of Storm) display team, with five PC-9Ms. Immediately after the flypast, the IAF aircraft proceeded back to Israel.  Antonio Prlenda

in the number of helicopters and the basing of Chinooks.  The drawdown drawdown of the Peace Peace Prairie detachment took place over several months, culminating in the shipping of five Chinooks to Australia in June. Five CH-47Ds arrived at the Port of Brisbane in early June and were delivered by road to Oakey. Apart from flight training, the new detachment in Oakey will support the SAF’s annual Exercise ‘Wallaby’ held at the Shoalwater Bay Training Area, which has typically seen Singapore-based

PHILIPPINES UPGRADES HERCULES A C130T OPERATED by the Philippine Air Force has been converted into a maritime aircraft through the installation of intelligence, surveillance and reconnaissance (ISR) capabilities donated by the US. Manufactured by Aerodyne Aerospace, the removable special airborne mission installatio installation n and response (SABIR) system includes an Israel Aerospace Industries EL-2202ML light airborne maritime surveillance radar and an electrooptical sensor turret. The modified Hercules will be based at Mactan Air Base in Cebu, around 350 miles (570km) south of Manila and operated by the 300th Air Intelligence and Security Wing. The wing also operates Cessna 208B Grand Caravans, which have been modified for surveillance missions. Tom Kaminski 

LATVIA REQUESTS BLACK HAWKS  THE US STATE Department and and the Defense Security Co-operation Agency has approved the potential sale of four UH-60M helicopters to Latvia. The package, which includes training, spares and related equipment, is valued at around $200 million. The Black Hawks will be delivered in standard US Army configuration. Tom Kaminski 

WORLD [NEWS] CH-47SDs being air-freighted to the exercise. In response to a media query

The five RSAF CH-47Ds based at Oakey will support SAF exercises in Australia, Austral ia, which are increasing in scope and scale. Roy Choo

by CA, a MINDEF Singapore spokesperson explained, ‘The SAF conducts regular reviews of our training demands and resource requirements. To enhance integrated training with our army, the RSAF recently transferred our Chinooks to the Australian Army Aviation Training Centre at Oakey. We value and are grateful for the training opportunities we had in Peace Prairie in Texas, USA and the friendship that had been fostered over the years.’  The Oake Oakey-ba y-based sed CHCH-47D 47Dss are are earmarked for replacement by an unspecified number of CH-47Fs ordered in November 2016 for delivery from 2020. Roy Choo

COLOMBIAN KFIRS ON ‘RED FLAG’ EXERCISE ‘RED FLAG 18-3’ took place from July 23 to August 3 at

continued Mathes. ‘We continue to learn from each other and the

Nellis AFB. Nevada. In attendance

insight we gain into each other’s

was the Colombian Air Force with six of its heavily upgraded Kfirs.

operations ensures we maintain a high level of mutual readiness.’

Col Michael Mathes, 414th

‘For the Colombian Air Force,

Combat Training Squadron

participating for the second

commander, said, ‘They are

time in ‘Red Flag’ signifies the

unmatched opportunities for our

opportunity to increase the

airmen, sister services international

training of our pilots in a very

participants to experience realistic

challenging environment,’

combat scenarios that prepare

said Brig Gen Pablo Garcia,

them for future conflicts.

Aerial Combat Command 1 commander. ‘We are ready to

‘The Colombian Air Force’s Force’s participation for this iteration

RAAF POSEIDON FIRES HARPOON A ROYAL AUSTRALIAN Air Force

fired the ATM-84J over the Pacific

(RAAF) P-8A Poseidon aircraft

Missile Range Facility, in Hawaii.

has successfully fired a Harpoon

It successfully struck the former

anti-ship missile for the first time during the 2018 Rim of the Pacific

USS Racine (LST 1191), which was serving as a target for the exercise. Tom Kaminski 

(RIMPAC) 18 exercise. The Poseidon

Royal Australian Air Force P-8A serial A47-006 departs MCAS Kaneohe Bay, Hawaii, during the Rim of the Pacific (RIMPAC) 2018 exercise. The aircraft is carrying an ATM-84J Harpoon air-to-surface missile that was later fired. RAAF

learn, apply our k nowledge and

of ‘Red Flag’ is building on our

gain more experience in combat

two countries’ long-standing

aerial maneuvers with combat

partnership and co-operation,’

squadrons of the US Air Force.’

A Colombian Air Force Kfir lands at Nellis Air Force Base during ‘Red Flag 18-3’. USAF/SSgt Angela Ruiz

An ATM-84J Harpoon is released from Royal Australian Air Force P-8A serial A47-006 during the RIMPAC 2018 exercise near Hawaii on July 12. RAAF

www.combataircraft.net // October 2018

21

[NEWS] WORLD

LOSSES Compiled by Tom by Tom Kaminski

• A US Air Force T-38C from T-38C from the 71st Flying Training Wing crashed in a wooded area near Chester, Oklahoma

• A MiG-21 MiG-21 operated  operated by the Indian

US Navy’s Navy’s Training Air Wing TAW-4 at

Force Station on July 18. The pilot

gear-up landing at Aransas County

was killed when the fighter went

Airport in Rockport, Texas on July 16.

down in near the village of Mehra

NAS Corpus Christi, suffered a

helicopter struck an electric

Palli in the Kangra district of

Neither the student nor the instructor pilot aboard the Texan II

transmission tower east of Kabul.

Himachal Pradesh.

was injured in the mishap. The crew

• Both pilots aboard Vietnamese

• Both pilots aboard a Mexican Air

was conducting touch-and-go landings when it occurred occurred..

around 50nm (93km) west of Vance

People’s Air Force Su-22U Su-22U serial  serial

Force T-6C ejected T-6C ejected safely before the

AFB, on August 17, following an

8551 (c/n 65611) were killed when

apparent engine failure. The pilot

the aircraft crashed around 186 miles

trainer crashed on July 17. The Texan II went down near Ixtepec, Oaxaca.

ejected safely and suffered only

(300km) south of Hanoi on July 26.

minor injuries.

 The aircra aircraft ft and crew crew,, which were

the Republic of Korea Marine

in an emergency that occurred

Corps crashed Corps  crashed during a test flight at

shortly after the aircraft took off

operated by the Dominican

assigned to the 921st Regiment, had departed from Sao Vang airport and

Pohang Air Base in North

from Concón Air Base in Valparaiso,

Republic Air Force crashed Force crashed in

went down around near Nghệ An’s

Gyeongsang Province around 230

on July 12. Neither pilot was

unknown circumstances during a

miles (370km) south-east of S eoul

seriously injured when the aircraft

patrol near the Haitian border on

Dừa village, in Vietnam’s northern Nghia Dhan district.

on July 17. Five of the six marines

came down near a highway

August 4. One of the Pillán’s two pilots was killed when the trainer

who were aboard the helicopter,

following an apparent engine failure.

Arab Air Force was Force was shot down after

which is a variant of the Korea

went down near Elías Piña. • An Iraqi National Army Mi-35

entering Israeli controlled airspace

Aerospace Aerospac e Industries KUH-1 Surion,

over the Golan Heights on July 24.

were killed and the sixth was injured.

Finnish Army Utti Army Utti Jaeger Regiment suffered a hard landing at Utti

suffered a hard landing in Sarobi

 The pilot pilot was was killed killed after after the aircraf aircraftt

 The crash apparently apparently occurred occurred after

airfield on July 12. Although two

district of central Kabul province on

was struck by Israeli Defense Force

one of the helicopter’s four main

August 1. One pilot was injured in the

Patriot missiles and crashed in the

rotor blades separated from the hub

crew escaped serious injury the helicopter was though to have been

mishap, which occurred after the

Yarmouk Basin region.

 just after take-off.

heavily damaged.

• T-35B T-35B serial  serial 1803 (c/n 226)

• A Su-22 Su-22 operated  operated by the Syrian

FIRST RoKAF PILOT FLIES F-35

• MUH-1 MUH-1 serial  serial 17002 operated by

• A PIlatus PC-7 PC-7 serial  serial 211 (c/n 231), operated by the Chilean Navy’s Naval Aviation School, was damaged

• An MD500 MD500 assigned  assigned to the

BRONCOS FOR PHILIPPINES

 THE FIRS T REPUBLI C of Korea Air

active-duty team members at the

 THE US WILL transfer four retired

Virginia. Although transferred to

Force (RoKAF) F-35A pilot made his

56th Fighter Wing, Maj Kiyun Jung

OV-10 observation/light attack

NASA the OV-10G+ models were

maiden F-35A flight on July 20 at

flew his first solo mission. Jung

aircraft to the Philippines. The

bailed back to the US Navy and

Luke Air Force Base, Arizona.

prepared for this flight through

twin-turboprop Broncos were

supported the Combat Dragon

months of intensive academic,

offered earlier this year in response

II limited objective experiment/

instruction through the 944th Operations Group Detachment

simulator, and hands-on training simulator, with the 944th OG Det 2 and

to a request for spare parts to

 joint combat validation. validation. As part part

support the country’s existing fleet

2, Lockheed Martin and their

the 56th FW.

of OV-10s. Although the aircraft

of that project, the Broncos were deployed to Iraq in 2016 where

are expected to be transferred at

they flew 120 combat missions

no cost, the Philippines will be responsible for transportation.

during an 82-day deploymen deployment. t.

 The aircraft, aircraft, comprising two OV-10As and two OV-10G+s, will

Broncos delivered 63 2.75in

be broken down for shipment. A

Precision Kill Weapon System

sources sought notice regarding

rockets. In addition to the two

the breakdown and reassembly

OV-10G+s that were previously

was issued by Air Force Materiel

operated by the US Marine Corps

Command’s Air Force Life Cycle

as OV-10Ds, the aircraft include

Management Center. The transfer

a pair of OV-10As that had been

is expected to take place in 2019.

operated by the USAF and the

After a year of preparation and

A Republic of Korea Air Force F-35A taxis onto the runway July 20, at Luke Air Force Base, Arizona. The event marked a milestone as Maj Kiyun Jung, RoKAF, pilot flew his first solo mission. USAF/TSgt Louis Vega Jr

A330 TANKER DELIVERED TO SINGAPORE  THE REPUB LIC OF Singapore

Spain. The aircraft was scheduled

Air Force received the first of six

to make its public debut during

Airbus A330 Multi-Role Tanker  Transport (MRTT) aircraft on  Transport

the air force’s 50th anniversary celebration on September 1.

August 14, when the aircraft

Singapore ordered six A330

arrived at Changi Airport in

MRTTs as replacements for its

Kuala Lumpur at the conclusion

current fleet of four KC-135Rs in

of a flight that began in Madrid,

2014. Tom Kaminski 

October 2018 // www.combataircraft.net

During those operations, the (70mm) laser-guided Advance Advanced d

at NASA’s Langley Research Center

Marines prior to their transfer to NASA. Both will likely be used as a

at Joint Base Langley-Eustis,

source of spares. Tom Kaminski 

 The Broncos Broncos are currently currently located

22

• A T-6B Texan Texan II II,, assigned to the

Air Force crashed Force crashed around one hour after take-off from Pathankot Air

OV-10G+ BuNo 155492 that participated in the Combat Dragon II evaluation. Michael Keaveney

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EXERCISE REPORT // ‘MAPLE FLAG’

T The latest edition of Canada’s Exercise ‘Maple Flag’ was a somewhat shorter event, but it still attracted some significant international participation. REPORT AND PHOTOS Dean Sorochan

24

October 2018 // www.combataircraft.net

HE ROYAL CANADIAN Air Force recently hosted its 51st Exercise ‘Maple Flag’ at CFB Cold Lake, but it was a lowkey affair. Instead of the usual six-week, three-period event, which has in recent years been cut down to a four-week, two-period exercise, this year it was abbreviated to a single twoweek period, which ran from June 11-22.  This didn’t impact the level of participation. It took in US Navy EA-18G Growlers from VAQ-134 ‘Garudas’, Royal Australian Air Force F/A-18As from No 75 Squadron (the RAAF last joined a ‘Maple Flag’ in 2001), and Belgian Air Component F-16AMs, plus 69th BS B-52Hs operating from their home base.  The typical annual visitors included a NATO E-3A AWACS, Canadian CF-188s from 401 and 409 Squadrons, and Top

Aces’ Alpha Jets providing the ‘Red Air’ component complete with 414 Squadron Squadro n electronic electron ic warfare offi cers riding in the back seat.  The vast range complex at Cold Lake is a massive draw for ‘Maple Flag’. The smallest sub-range is the Cold Lake Air Weapons Range (CLAWR) (CLAWR) at 1.17 million hectares. It’s an unmatched area in which the exercise can focus on large force employment (LFE) missions, flown against ground targets and having to deal with aggressors as well as an array of ground threats. With the NATO and US shifting towards training for high-end, near-peer, conflicts, ‘Maple Flag’, with its forested terrain and vast quantities of airspace, looks set to rise in popularity over the coming years thanks to the realism offered here.

Below: US Navy

EA-18G Growlers made their ‘Maple Flag’ debut in June. Here, BuNo 168770/NL-531 from VAQ-134 ‘Garudas’ blasts off for the morning mission. Bottom: Displaying

a varied selection of camouflage patterns, Top Aces Alpha Jets C-FOTA, C-GNTA and C-GUTO line up to take-off for a morning ‘Maple Flag’ launch.

Above: With Canada’s planned acquisition of ex-RAAF Hornets to bridge the gap to a new fighter, participation by No 75 Squadron F/A-18As drew significant interest. Right: A CF-188 (serial 188735) from the resident AETE test establishment. Bottom: The strong Belgian Air Component F-16AM contingent at Cold Lake.

www.combataircraft.net // October 2018

25

BY ANDREAS RUPPRECHT

 A IR WA RFA RE BRIEFING S FRO M THE A SIA -PA C IFIC

CHINA’S EXPANDING EW CAPABILITIES The Y-8GX-6 and KQ-200 are providing China’s military with new capabilities, and are becoming available in increased numbers. Naval units are also now equipping with these clandestine aircraft. REPORT Andreas Rupprecht

26

October 2018 // www.combataircraft.net

E

LECTRONIC WARFARE EW and special mission aircraft may not be as sleek and exciting as fighters, but when it comes to real operations their role cannot be underestimated. Away from the public gaze, China is constantly expanding its capabilities in this area. Following a few early variants of dedicated Y-8 Y-8 special mission aircraft, the Y-8 evolved within the People’s Liberation Army Air Force (PLAAF) and PLA Naval Aviation as a mainstay for special roles in the same vein as the C-130 Hercules or C-135 did for the US mil itary. Their missions currently range from EW to electronic intelligence (ELINT), from signals intelligence (SIGINT) to offensive electronic countermeasures (ECM), and from airborne early warning (AEW) and psychological operations to antisubmarine warfare (ASW). All of these types were initiated under the so- called ‘Gao Xin’ (High New) project. Understandably, only scant information is available about the history of individual versions or even their specific mission equipment. In most cases, little was known about any such projects until a new Y-8GX version was first seen. Although the versions

are numbered sequentially from GX-1 to GX-12, they were not revealed in sequential order.

Chinese ASW

Below: A fabulous shot of a 9th Naval Air Division KJ-500H, serial 85091. Images via Chinese internet Below right top to bottom: A close-up view of the Y-8GX-6’s bulbous radome, which houses a surface search radar. This is a Y-8GX-6, which is thought to have entered service in 2015.

Especially for PLA Naval Aviation, the most eagerly awaited special mission variant is the Y-8Q/KQ-200 ASW aircraft. The type is also known as t he Y-8GX-6 Y-8GX6 and is reported to have been under development since 2007 using the proven Y-8F-600, which features a pressurized cabin, uprated WJ-6C turboprops fitted with JL-4 six-blade propellers and small vertical stabilizers on the horizontal tailplanes. It has a prominent bulbous radome housing a surface search radar and most notably a distinctive magnetic anomaly detector (MAD) tail boom. Under the forward fuselage is an additional electro-optical turret housing a forward-looking infra-red, CCD TV camera and laser range-finder, while there are several radar warning receiver and missile approach warning sensors as well as numerous blade antennas, and two large observation windows are situated in the rear fuselage.  The most important addition is an internal weapons bay in front of the main landing gear. It can carry depth charges and up to eight Yu-7 or new

Yu-11K light torpedoes. The aircraft may also be armed with up to four YJ-83K YJ-83K or YJ-9 anti-ship missiles under the wings. On the rear fuselage, aft of the internal weapons bay, the KQ-200 shows four launch tubes for dropping sonobuoys. As a dedicated long-range ASW aircraft it is said to have a range of up to 5,000km and a patrol endurance of up to 10 hours. The KQ-200 allegedly features a secure datalink to enable long-range communications and extended reach.  Two prototypes prototypes were built. built. They were were first seen in November 2011 at the CFTE flight test establishment at Xi’an Yanliang carrying serials 731 and 732. Operational testing began in late 2013 and a first serial production aircraft was seen in February 2015. Finally, it was confirmed in April 2015 that the initial two aircraft had entered service with Southern Theater Command based at Lingshui in Hainan. As many as eight additional examples had entered service by early 2018 and production continues. Interestingly, they are operated alongside a similar number of KJ-500H AEW aircraft from the same base as well as the Y-8GX-8 EW variant. These types have been noted at several other bases within Northern and Eastern  Theater Commands, Commands, probably for familiarization purposes.

www.combataircraft.net // October 2018

27

EYE ON THE EAST // CHINESE ELECTRONIC WARFARE

Current EW and AEW variants  The two new special mission variants are the Y-8GX-8 (Y-9JB ELINT) and the KJ-500H AEW platform. The Y-9JB was unveiled in April 2011 at the CFTE and it too is based on t he latest Y-8. Little is known about this aircraft, which features four large rectangular-shaped fairings on both sides of the forward and rear fuselage — reminiscent of an EP-3E. This has led to the speculation that it is an ELINT aircraft. Several smaller radomes are fitted on the wingtips, on top of the mid-fuselage, on top of the vertical tail fin, and underneath the nose as well as the nose/tail cone. The Y-9JB also has an EO turret underneath the fuselage for surveillance purposes. Following testing between 2011 and 2013, it entered service in early 2012. So far, seven to eight examples are operational within Northern and Southern Theater Commands and are routinely seen flying missions.  The final member of the ‘New High’ family in Naval Aviation service is the KJ-500H (also known as the HJ-500).  This type has been under development

28

October 2018 // www.combataircraft.net

since the late 2000s and is a mediumsized AEW aircraft. In contrast to its predecessor, the KJ-200, the characteristic ‘balance beam’ radar has been replaced by a more traditional fixed rotodome containing three active

production is ongoing. Moreover in April 2018, a modified variant fitted with an in-flight refueling probe performed its maiden flight.

electronically scanned arrays (AESAs) arranged in a triangular configuration.  The radar is allegedly a new system developed by the 38th Institute, which uses the latest digital radar technology. Similar to other members of the family, this variant features enlarged nose and tail radomes which could house additional radar antennas to cover both the forward and rear hemispheres. It borrows from the Y-9JB in having the same two rectangular fairings housing

 There has been considerable speculation as to how many aircraft of these types Chinese Naval Aviation will procure. One theory might be that the naval air arm has re-established some of its previously disbanded divisions as

ELINT antennas on both sides of the rear fuselage. Only two KJ-500 prototypes had been built by late 2013 and the first serial aircraft entered service within the PLAAF at the end of 2014. In April 2015, images confirmed that the PLANAF has taken delivery of the first two KJ-500Hs. By mid-2018, at least eight were in service within two naval air divisions and

The future

Above and below:

Left and right side views of a Y-8GX-8 Y-8G X-8 (Y-9JB) ELINT aircraft, which is thought to fulfill a similar role to the US Navy EP-3E.

dedicated special mission units. Given the latest observations of KJ-500Hs assigned to the newly formed 3rd Naval Air Division (NAD) in Southern Theater Command, it makes sense for the aircraft so far on the strength of the 9th NAD to have probably been reassigned from elsewhere. Similarly, assignment to the 1st NAD within Eastern Theater Command appears to be confirmed thanks to new imagery. While the structure of China’s reformed Naval Aviation is still not entirely clear, it is obvious that the electronic support role will play an important part in its operational mandate.

An EA-18G Growler with three ALQ-99 pods, all of which will be replaced incrementally under the Next-Generation Jammer project. The pod under the fuselage is the lowband jammer jamme r. Jamie Hunter

30

October 2018 // www.combataircraft.net

The EA-18G Growler is a vital asset for the US Navy in the airborne airbor ne electronic attack role, and its capabilities are set to increase via the Next-Generation Jammer initiative. REPORT Jamie Hunter

T

HE US NAVY places the airborne electronic attack (AEA) mission higher on the agenda than do any of its sister services in the US. The fact that it is gearing up to

house a whopping 118 EA-18G Growlers at NAS Whidbey Island, Washington — establishing two additional expeditionary squadrons there and adding two EA-18Gs to each carrier-based unit — illustrates the importance of the role, even at a time when it is about to start fielding stealthy F-35Cs.  The Gro Growler wler is design designed ed to to support support the fleet in the high-end, near-peer conflict. It has also found itself some interesting niche roles, pinpointing high-value targets as well as eavesdrop eavesdropping ping on or disrupting the communications of terror networks. While the Growler brought about a generational leap over the EA-6B

Prowler, it still carries the 1970s-vintage AN/ALQ-99 tactical jamming pods. The advent of the Next-Generation Jammer (NGJ) was always planned as part of the incremental modernization of naval electronic attack. Raytheon is about to start integration work that will unite its new AN/ALQ-249 NGJ mid-band pod with the EA-18G, with initial operating capability aimed for 2022. Speaking at July’s Farnborough International Air Show, Travis Slocumb, vice-president of electronic warfare systems at Raytheon, said the US Navy has been ‘focused’ on the AEA mission for some time and that it ‘is committed to a paradigm shift in electronic attack to [give it] the ability to maneuver in this domain unencumbered. une ncumbered.’’ Raytheon’s NGJ solution was selected by the US Navy in 2013 as the first step towards replacing the ALQ-99 family. It

FOR THE NEXT GENERATION www.combataircraft.net // October 2018

31

INDUSTRY REPORT // NEXT-GENERATION JAMMER

The electronic attack aircraft community is a tight-knit group and there’s a lot about the mission that people don’t understand CAPT Michael Orr

over the ALQ-99 as being, ‘the mechanical technology [of the old pod] compared to the digital AESA [active electronically scanned array] of the NGJ,’ which will allow the pod to jam more accurately and quickly.  The chall challenge enge for NGJ midmid-band band has been the need to produce an immense amount of power in a pod carried under the wings of a tactical fighter that will be required to make years of carrier landings.  The comb combinati ination on of of high-po high-power wered, ed, agile

Mid-band jammer CAPT Michael Orr, program manager for airborne electronic attack systems beat off competition from Northrop Grumman, BAE Systems and ITT Exelis (now part of the Harris Corporation). Increment 1 of NGJ focuses on the midband jammer, whereas NGJ increment 2 will develop a low-band pod. Naval Air Systems Command (NAVAIR) issued a draft statement of objectives on June 29 for an Increment 2 preliminary demonstration contract, which will lead to a formal request for proposals later this year. Low-band typically includes early warning radars and voice communications frequencies. Increment 3 is for the high-band jammer, which will complete the replacement of the suite of ALQ-99 capabilities for the US Navy and Royal Australian Air Force (RAAF) Growlers.

32

October 2018 //

www.combataircraft.net

(PMA-234), said, ‘Next year [we will] start delivering different versions of pods [and start] some level of chamber and flight-testing by mid-2019.’ Orr was an EA-6B Prowler pilot and interestingly flew the B-2A Spirit on exchange with the USAF, which presumably gives him an excellent grasp of the benefits of stealth and electronic warfare. Indeed, he was the B-2A survivability lead and wing electronic elect ronic combat officer during his time with the 509th Bomb Wing. ‘ALQ-99 is the mainstay [of the AEA mission] and will continue even as we field the NextGeneration Jammer,’ he explains. ‘The VAQ [AEA] community is a tight-knit group and there’s a lot about the mission that people don’t understand.’ He described the biggest step-change in the ALQ-249

Above: An artist’s rendition of an EA-18G carrying ALQ-249s under the wings. Raytheon Inset: A cutaway diagram of the new pod shows the AESA radar antenna and large side air scoops. Raytheon

beam-jamming techniques and cuttingedge solid-state electronics gives the navy an open systems architecture pod that can be upgraded and reconfigured as threats and requirements evolve.  The huge ram-a ram-air ir turbin turbine e in the ALQ-249 is fed via large air scoops on the side of the pod. Slocumb admits that weight ‘was a challenge’. ‘This is a very dense package,’ he says referring to the equipment inside the pod, which is also

FLIGHT TRIALS Raytheon completed initial flight trials of its Next-Generation Jammer (NGJ) system in 2014. A series of trials culminated in a live flight on October 16 with the NGJ aboard a Gulfstream III testbed from Calspan. Flying out of Point Mugu, California, the initial three-hour test flight was conducted over the NAWS China Lake electronic warfare ranges to assess ‘aircraft integration,  jamming  jamm ing techn technique iques, s, beam beam agil agility ity,, array-transmit power and jammer management’. Rick Yuse said, ‘This was the first time that we tested all the subsystems together in an integrated, end-to-end [electronic warfare] system against real-world threats. The system included a high-gain, highpower active electronically scanned array [AESA], an all-digital, scalable, reprogrammable receiver/techniques generator, and a self-contained power generation system. We ran a series of tests and each time, the flight demonstration system automatically followed the threat’s every move.’

thought to generate huge amounts of heat. Indeed, heat concerns are believed to have undermined previous plans to fit a bespoke version of the Raytheon system in the F-35B weapons bay for the US Marine Corps to facilitate an electronic attack EA-35.  The navy comp completed leted Milest Milestone one B for for mid-band, allowing NGJ to move into the engineering and manufacturing development (EMD) phase. On April 14, 2016, the service awarded Raytheon a $1-billion sole source contract for EMD for Increment 1. Raytheon is delivering 15 EMD pods for mission systems testing and qualification, and 14 aeromechanical pods for airworthiness certification. The NGJ contract also covers designing and delivering simulators and hardware to government labs and support for flighttesting and system integration. Rick Yuse, president of Raytheon Space and Airborne Systems said, ‘NGJ is a smart

Above right: The Gulfstream flying testbed during a three-hour test flight with the NGJ pod under the fuselage in 2014. Raytheon/ Jim Haseltine

pod that provides today’s most advanced electronic attack technology, one that can easily be adapted to changing threat environments. That level of sophistication provides our warfighters with the technological advantage required to successfully prosecute their mission and return home safely.’

Given Raytheon’s progress progress with the mid-band pod under the first increment of NGJ, the low- and high-band jamming pod contract awards are now becoming a focus for industry. Northrop Grumman is set to go head-to-head with Raytheon in order to give the Growler its full suite of capabilities. www.combataircraft.net // October 2018

33

T

HE US NAVY’S force of 11 nuclear-powered aircraft carriers currently includes nine ships that are capable of deploying as the flagship of a Carrier Strike Group (CSG). The CSG and the carriers’ embarked air wings provide the national command authority with a powerful, forward-deployed diplomatic weapon that is capable of projecting a tactical and strategic presence where and when required. Five aircraft carriers and five carrier air wings are assigned to the US Pacific Fleet. The US Atlantic Fleet also has five carriers assigned but only four are currently considered to be deployable because CVN 78 is still supporting postdelivery testing and training. Only four CVWs are assigned to the Atlantic Fleet and the size of the carrier force ensures that the navy can simultaneously maintain two deployed carrier strike

San Diego, California to Naval Base Kitsap-Bremerton, Washington, and the USS Abraham Lincoln Lincoln (CVN 72) from Norfolk, Virginia, to NAS North Island. Additionally, USS  John C. Stennis (CVN 74) will move from North Island to Norfolk. The Navy previously conducted a three-carrier home port swap that began in August 2015 and involved the USS Theodore Roosevelt  (CVN  (CVN 71), USS George Washington (CVN 73) and USS Ronald Reagan (CVN 76).

THE CARRIERS  The fleet fleet achieve achieved d a milest milestone one in early November 2017 when seven CSGs were simultaneously at sea for the first time since 2004. The USS Ronald Reagan (CVN 76), USS Nimitz  (CVN  (CVN 68) and USS Theodore Roosevelt  (CVN  (CVN 71) were

groups while retaining the ability to surge three or more, if required. On August 2, the commander, Naval Air Forces, revealed plans for another three-carrier home port swap that will see USS Carl Vinson (CVN 70) relocated from NAS North Island in

conducting operational deployments in the western Pacific as part of the Seventh US Fleet. In addition, the USS Carl Vinson (CVN 70) and USS  John C. Stenni Stenniss (CVN 74) were operating in the Eastern Pacific and USS  Abr  Abraham aham Linc Lincoln oln (CVN 72) and the navy’s newest carrier, USS Gerald R.  (CVN 78), were conducting training Ford  (CVN operations in the Atlantic.  The USS USS George Washington (CVN 73), which arrived in Norfolk in December 2015, is undergoing a 48-month RCOH (refueling and complex overhaul) that  Abraham ham began in August 2017. The USS Abra Lincoln (CVN 72), the fifth Nimitz-class carrier to complete its RCOH, was returned to the fleet in May 2017. The mid-life overhauls permit the ships to serve the fleet for their entire 50-year design life.  The decom decommiss missionin ioning g of the USS USS Enterprise  (CVN 65) in 2012 left the US

Aircr cra aft

Num umbe ber r

Mis issi sion on

F/A-18E/F

(44)

Strike fighter

EA-18G

(5)

Airborne electronic attack  

E-2C/D

(5)

Airborne early warning

MH-60R/S

(19)

Anti-submarine/anti-surface wa warfare/logistical su support

C-2A

(2)

Carrier on-board delivery

Note: The future carrier air wing structure will comprise two squadrons of F-35Cs, two squadrons equipped with F/A-18E/Fs and a single squadron with EA-18Gs.

The US Navy is unparalleled when it comes to carrierborne aviation. The ability to strategically position a ship with an embarked air wing that rivals most air forces is a powerful tool for the world’s largest superpower. REPORT Tom Kaminski

FROM

THE

UNITED UNITE D STA STATES NAVY CARRIER CARRIER AIR POWER 34

October 2018 // www.combataircraft.net

Below: The USS Carl Vinson (CVN 70) transits the Pacific Ocean. This carrier is set to remain part of the Pacific Fleet, but will relocate from San Diego to Naval Base Kitsap-Bremerton, Washington. US Navy/ MCS2C Sean M. Castellano

 The navy’s newest newest airc aircraft raft carri carrier er joined joined the fleet when the USS Gerald R. Ford  (CVN  (CVN 78), was placed in commission on July 22, 2017. The ship is the first of a new class of aircraft carriers and will make its initial deployment in 2022.

USS Nimitz  (CVN  (CVN 68)  The lead ship of its its class class is named named in honor honor of Fleet Admiral Chester W. Nimitz. The keel for the US Navy’s second nuclearnuclearpowered carrier was laid on June 22, 1968 and it was launched on May 13, 1972.

Above: An F/A-18F Super Hornet of VFA-94 ‘Mighty Shrikes’ launches from the aircraft carrier USS Theodore Roosevelt  (CVN  (CVN 71). US Navy/ MCS3C Alex Corona

Navy with a single class of nuclearpowered aircraft carriers. With an overall length of 1,092ft (332.84m), a beam of 134ft (40.84m) and full-load displacement of 92,000 to 106,000 tons, the 10 Nimitz-class aircraft carriers are the largest warships in the world, each designed for an approximately 50-year service life with one mid-life refueling. Five of the vessels — comprising the USS Nimitz  (CVN  (CVN 68), USS Dwight D. Eisenhower  (CVN  (CVN 69), USS Carl Vinson (CVN 70), USS Theodore Roosevelt  (CVN  (CVN 71) and USS Abraham USS  Abraham Lincoln Lincoln (CVN  (CVN 72) — have gone through t he RCOH

process. The USS George Washington (CVN 73)’s mid-life RCOH began in August 2017.  The ships were constructed between between 1968 and 2009 by Newport News Shipbuilding Company in Newport News, Virginia. Each is powered by two A4W nuclear reactors. Steam produced by the reactors drives four turbines that provide 280,000shp to t he ship’s four propellers, enabling the vessel to reach maximum speeds in excess of 30kt. The flight deck is 252ft (76.81m) wide and is equipped with four elevators and four steam-powered catapults.

Commissioned on May 3, 1975, the ship’s RCOH was completed in 2001. Nimitz  has been home-ported in Coronado, Coronado, California, since March 2012. The flagship for Carrier Strike Group 11 (CSG-11) will remain in service until replaced by the future USS Joh USS John  (CVN 79). The n F. F. Kenne Kennedy  dy  (CVN carrier has been undergoing a dry dock planned incremental availability (DPIA) period at the Puget Sound Naval Shipyard in Washington since March 2018.

USS Dwight D. Eisenhower  (CVN 69)  The keel of of the the carrier carrier,, which which was was named named to honor America’s 34th president and General of the Army, was laid on August

www.combataircraft.net // October 2018

35

FORCE REPORT // US NAVAL CARRIER AIR POWER 15, 1970. The hull was subsequently launched on October 11, 1975 and the vessel was commissioned on October 18, 1977. A mid-life RCOH was completed in Newport News in March 2005.Currently home-ported at Naval Station Norfolk, Virginia, ‘Ike’ is the flagship for CSG-10.

USS Carl Vinson  (CVN  (CVN 70) Named for the late Georgia congressman, the keel for the ‘Gold Eagle’ was laid on October 11, 1975. The vessel was launched on March 15, 1980 and commissio commissioned ned on March 13, 1982. A three-and-a-halfyear RCOH was completed in July 2009.  The flags flagship hip of of CSG-1 CSG-1 is home-po home-ported rted at Naval Air Station North Island, Coronado, Coronado, California but will be relocated to Naval Base Kitsap-Bremerton, Washington.

USS Theodore Roosevelt  (CVN 71) Named for the 26th president, former Secretary of the Navy and leader of the ‘Rough Riders’, the keel of the ‘TR’ was laid on October 31, 1981, just eight months after its predecessor, a fleet ballistic missile submarine (SSBN 600), was decommissioned. Launched on October 27, 1986, the vessel was placed in commission less than two years later on October 25, 1988. Serving as the flagship for CSG-12 and home-ported at Naval Air Station North Island, Coronado, California, CVN 71 completed an RCOH at Newport News Shipbuilding on August 29, 2013.

USS Abraham Lincoln  (CVN  (CVN 72)  The keel for the namesake of of America’ America’ss 16th president was laid on November

36

October 2018 // www.combataircraft.net

3, 1984 and the vessel was christened on February 13, 1988. It was placed in commission on November 11, 1989. The previous vessel with this name was a fleet ballistic missile submarine (SSBN 602). Its home port was changed from Everett, Washington, to Naval Station Norfolk, Virginia, on August 7, 2012, but it will now move to NAS North Island. The carrier began an RCOH at Newport News

USS George Washington  (CVN 73)

Above: VADM Dewolfe Miller, commander, Naval Air Forces, speaks to the crew of the USS Ronald Reagan (CVN 76). US Navy/MCS2C Kaila Peters

Named for the nation’s first president, the keel of the ‘GW’ was laid on August 25, 1986, just 17 months after the nation’s first nuclear-powered fleet ballistic missile submarine (SSBN 598) with the same name was decommissioned. The ‘Spirit of Freedom’ was launched on July 21, 1990 and the ship was commissioned on July 4, 1992. CVN 73 had been home-

Below: Ticonderogaclass cruiser USS  Antieta  Anti etam m (CG 54) steams alongside USS Ronald Reagan (CVN Reagan  (CVN 76) during a fuelingat-sea. US Navy/MCS2C Kaila Peters

Shipbuilding in Virginia on March 28, 2013. It was completed in May 2017.

ported at Fleet Activities Yokosuka, Japan, since September 25, 2008. In preparation for its RCOH the ship’s home port was changed to Naval Station Norfolk, Virginia, in December 2015. The ship has been undergoing a mid-life RCOH at Newport News Shipbuilding since August 2017.

USS John C. Stennis  (CVN  (CVN 74)  The keel for for CVN 74 was laid on March 13, 1991, the hull was launched on November 13, 1993 and the ship was commissioned on November 11, 1995. Named to honor ‘the father of America’s modern navy’, an eight-term senator from Mississippi, Stennis was homeported with the Pacific Fleet but will now relocate to Norfolk, Virginia.

USS Harry S. Truman  (CVN  (CVN 75)  The keel of CVN 75 was laid on June 30, 1988 and the vessel was christened at Newport News Shipbuilding and

Dry-dock in Virginia on September 7, 1996. The carrier, which is named to honor the nation’s 33rd president, was commissioned on July 25, 1998. CVN 75 is home-ported at Naval Station Norfolk, Virginia, and is the flagship of CSG-8. The Truman completed a deployment to the US 5th and 6th Fleet areas of operations on July 21, 2018.

USS Ronald Reagan  (CVN 76) Named in honor of America’ America’ss 40th president, CVN 76’s construction began at Newport News Shipbuilding when the keel was laid on February 12, 1998. The ship was christened on March 4, 2001 and commissioned on July 12, 2003. It completed a homeport change from NAS North Island in Coronado, California to Fleet Activities Yokosuka, Japan, in October 2015, CVN 76 is the flagship of CSG-5. The Reagan finished a two-month patrol in support of the US 7th Fleet on July 24, 2018.

Above: USS  Abraham  Abr aham Linco Lincoln ln

USS George H. W. Bush  (CVN 77)  The keel for the last ship in the Nimitz class was laid on September 6, 2003 and the ship was christened on October 7, 2006. CVN 77 was originally planned as the first ship in a new class that was originally referred to as the CVNX-1, and features several changes over its predecessors. These include a redesigned island structure and modernized aircraft launch and recovery equipment. The ship, which is named in honor of the 41st president, was commissioned on January 10, 2009 and

(CVN 72) transits the Atlantic Ocean during a tailored ship’s training availability availabilit y and final evaluation problem (TST (TSTA/ A/ FEP). US Navy/ MCS2C Shane Bryan

Below: The new carrier USS Gerald R. Ford  (CVN  (CVN 78) steams along in the Atlantic Ocean. US Navy/ MCS3C Mathew R. Fairchild

is home-ported at Naval Station Norfolk, Virginia. CVN 77 serves as the flagship for CSG-2.

Ford class Originally referred to as the CVNX-1 and then as CVN-21, design of the newest class of aircraft carriers was begun in 1998. The US Navy awarded Northrop Grumman Shipbuilding Newport News — now the Newport News Shipbuilding dvision of Huntington Ingalls Industries — a $5.1-billion contract to begin detail design and construction of the first ship of the Gerald R. Ford class on September 10, 2008. The lead ship in the US Navy ’s newest class of aircraft carrier features

many improvements over the earlier Nimitz-class design. CVN 78 boasts a larger flight deck design that includes just three aircraft elevators and an improved weapons handling system. Sortie generation is improved by an electro-magnetic aircraft launch system (EMALS) that replaces earlier C-13 Mod 1 and Mod 2 steam-driven catapults, while an electric motor-based advanced arresting gear (AAG) system replaces the older Mk7 hydraulic arresting system installed in the Nimitz class. The ships will be capable of generating 160 sorties per day (on a 12-hour fly day) and to surge to 270 sorties per day (on a 24-hour fly day) as compared to the Nimitz class, which has the capability to generate 120 sorties per day or surge to 240 sorties for a 24-hour flight schedule.  The island structure of these ships has been relocated 100ft (30.5m) further aft and is equipped with the AN/ SPY-3 phased-array dual-band radar (DBR). New and simplified nuclear propulsion plants and electrical power generation systems are incorporated, allowing the ship to operate with a smaller crew. Each of the ships will be powered by two A1B nuclear reactors that can generate 300MW (megawatts) of electricity, compared to the 100MW of the earlier Nimitz-class A4W reactors. Increased space for flight deck operations and aircraft maintenance is provided. The US Navy plans to build 11 Ford-class aircraft carriers by 2058. www.combataircraft.net // October 2018

37

FORCE REPORT // US NAVAL CARRIER AIR POWER

USS Gerald R. Ford  (CVN  (CVN 78) Advanced construction of CVN 78 began in August 2005, and on January 16, 2007 the US Navy formally announced that its next aircraft carrier would be named USS Gerald R. Ford  in  in honor of the 38th president who had died just weeks earlier. The ship’s keel was laid on November 14, 2009 and it was christened on November 9, 2013 at Newport News Shipbuilding. Pre-commissioning unit (PCU) Gerald R. Ford  was  was launched on November 17, 2013. The ship was formally delivered to the fleet on May 31, 2017 and the USS Gerald R. Ford  was  was placed in commission on July 22, 2017.  The carrier carrier began its post-shaked post-shakedown own availability/selected restricted availability (PSA/SRA) in Newport News, Virginia, July 15 and the PSA is scheduled for completion in summer 2019.

USS John F. Kennedy  (CVN 79) On May 29, 2011, the US Navy announced the second ship of the

Ford class will be named in honor of the 35th president, John F. Kennedy. It will be the second aircraft carrier to bear the name. Construction of the ship began when the first steel was cut on February 25, 2011. Currently scheduled to be launched in February 2020 and enter service in 2022, CVN 79 is slated to receive the new Raytheon Enterprise Air Surveillance Radar (EASR), which had originally been planned to enter the fleet aboard CVN 80. The previous USS John USS  John F. F. Kennedy  (CV  (CV 67) served from 1967 to 2007.

USS Enterprise  (CVN  (CVN 80) During the deactivation ceremony for the USS Enterprise Enterprise (CVN  (CVN 65) on December 1, 2012, the US Navy announced that the third ship of the Ford class would be named Enterprise Enterprise..  The start of construction of CVN 80 is planned for 2018, with the ship entering service in 2027. It will be the ninth ship and the third aircraft carrier to carry the name.

An F/A-18E of VFA-81 about to ‘trap’ aboard USS Harry S. Truman (CVN 75) during operations in the Mediterranean Sea. US Navy/MCS2C Thomas Gooley

CARRIER AIR WING ASSIGNMENTS August 2018

USS Harry S. Truman  (CVN 75) — CSG-8

Carrier Air Wing One (CVW-1) Squadron

AB

Nickname

Aircraft

MoDex

VFA-11

‘Red Rippers’

F/A-18F

1xx

VFA-211

‘Fighting Checkmates’

F/A-18F

2xx

VFA-136

‘Knighthawks’

F/A-18E

3xx

VFA-81

‘Sunliners’

F/A-18E

4xx

VAQ-137

‘Rooks’

EA-18G

5xx

VAW-126

‘Seahawks’

E-2D

60x

HSC-11

‘Dragonslayers’

MH-60S

61x

HSM-72

‘Proud Warriors’

MH-60R

7xx

C-2A

xx

Aircraft

MoDex

VRC-40 Det 1 ‘Rawhides’ USS Carl Vinson (CVN 70) — CSG-1

Carrier Air Wing Two (CVW-2) Squadron

Nickname

NE

VFA-2

‘Bounty Hunters’

F/A-18F

1xx

VFA-137

‘Kestrels’

F/A-18E

2xx

VFA-192

‘Golden Dragons’

F/A-18E

3xx

VFA-34

‘Blue Blasters’

F/A-18C

4xx

VAQ-136

‘Gauntlets’

EA-18G

5xx

VAW-113

‘Black Eagles’

E-2C

60x

HSC-4

‘Black Knights’

MH-60S

61x

HSM-78

‘Blue Hawks’

VRC-30 Det 2 ‘Providers’

MH-60R

7xx

C-2A

xx

USS Dwight D. Eisenhower (CVN 69) — CSG-10

Carrier Air Wing Three (CVW-3)

AC

Squadron

Nickname

Aircraft

MoDex

VFA-32

‘Swordsmen’

F/A-18F

1xx

VFA-83

‘Rampagers’

F/A-18E

2xx

VFA-131

‘Wildcats’

F/A-18E

3xx

VFA-105

‘Gunslingers’

F/A-18E

4xx

VAQ-130

‘Zappers’

EA-18G

5xx

VAW-123

‘Screwtops’

E-2C

60x

HSC-7

‘Dusty Dogs’

MH-60S

61x

HSM-74

‘Swamp Foxes’

MH-60R

7xx

C-2A

xx

VRC-40 Det 4 ‘Rawhides’ USS Ronald Reagan (CVN 76) — CSG-5

Carrier Air Wing Five (CVW-5)

 Abraham aham The busy flight deck of USS Abr Lincoln (CVN 72) during work-up with CVW-7 embarked. US Navy/MCSS Will Hardy

NF

Squadron

Nickname

Aircraft

MoDex

VFA-102

‘Diamondbacks’

F/A-18F

1xx

VFA-27

‘Royal Maces’

F/A-18E

2xx

VFA-115

‘Eagles’

F/A-18E

3xx

VFA-195

‘Dambusters’

F/A-18E

4xx

VAQ-141

‘Shadowhawks’

EA-18G

5xx

VAW-125

‘Tigertails’

E-2D

60x

HSC-12

‘Golden Falcons’

MH-60S

61x

HSM-77

‘Sabrehawks’

MH-60R

7xx

C-2A

xx

VRC-30 Det 5 ‘Providers’  Abraham ham Lincol Lincoln n (CVN 72) — CSG-12 USS Abra

Carrier Air Wing Seven (CVW-7) Squadron

Nickname

Aircraft

MoDex

VFA-143

‘Pukin’ Dogs’

F/A-18E

1xx

VFA-103

‘Jolly Rogers’

F/A-18F

2xx

VFA-86

‘Sidewinders’

F/A-18E

3xx

VFA-25

‘Fist of the Fleet’

F/A-18E

4xx

VAQ-140

‘Patriots’

EA-18G

5xx

VAW-121

‘Bluetails’

E-2D

6xx

HSC-5

‘Nightdippers’

MH-60S

61x

HSM-79

‘Griffins’

MH-60R

7xx

C-2A

xx

VRC-40 Det 3 ‘Rawhides’

38

October 2018 // www.combataircraft.net

AG

USS George H. W. Bush (CVN Bush  (CVN 77) — CSG-2

Carrier Air Wing Eight (CVW-8) Squadron

AJ

Nickname

Aircraft

MoDex

VFA-31

‘Tomcatters’

F/A-18E

1xx

VFA-213

‘Black Lions’

F/A-18F

2xx

VFA-87

‘Golden Warriors’

F/A-18E

3xx

VFA-37

‘Ragin Bulls’

F/A-18C

4xx

VAQ-131

‘Lancers’

EA-18G

5xx

VAW-124

‘Bear Aces’

E-2D*

60x

HSC-9

‘Tridents’

MH-60S

61x

HSM-70

‘Spartans’

MH-60R

7xx

C-2A

xx

VRC-40 Det 2 ‘Rawhides’

*VAW-124 is currently undergoing conversion to the E-2D USS John C. Stennis USS John  (CVN 74) — CSG-3 Stennis (CVN

Carrier Air Wing Nine (CVW-9)

NG

Squadron

Nickname

Aircraft

MoDex

VFA-41

‘Black Aces’

F/A-18F

1xx

VFA-14

‘Tophatters’

F/A-18E

2xx

VFA-97

‘Warhawks’

F/A-18E

3xx

VFA-151

‘Vigilantes

F/A-18E

4xx

VAQ-133

‘Wizards’

EA-18G

5xx

VAW-117

‘Wallbangers’

E-2C

60x

HSC-14

‘Chargers’

MH-60S

61x

HSM-71

‘Raptors’

MH-60R

7xx

C-2A

xx

VRC-30 Det 4 ‘Providers’ USS Nimitz  (CVN  (CVN 68) — CSG-11

Carrier Air Wing Eleven (CVW-11)

NH

Squadron

Nickname

Aircraft

MoDex

VFA-154

‘Black Knights’

F/A-18F

1xx

VFA-147

‘Argonauts’

F-35C*

2xx

VFA-146

‘Blue Diamonds’

F/A-18E

3xx

VMFA-323

‘Death Rattlers’

F/A-18C

4xx

VAQ-142

‘Gray Wolves’

EA-18G

5xx

VAW-115

‘Liberty Bells’

E-2C

60x

HSC-8

‘Eightballers’

MH-60S

61x

HSM-75

‘Wolfpack’

MH-60R

7xx

C-2A

xx

VRC-30 Det 3 ‘Providers’

*VFA-147 is currently undergoing conversion to the F-35C USS Theodore Roosevelt (CVN 71) — CSG-9

Carrier Air Wing Seventeen (CVW-17)

NA

Squadron

Nickname

Aircraft

MoDex

VFA-22

‘Fighting Redcocks’

F/A-18F

1xx

VFA-113

‘Stingers’

F/A-18E

2xx

VMFA-312

‘Checkerboards’

F/A-18C

3xx

VFA-94

‘Mighty Shrikes’

F/A-18E

4xx

VAQ-139

‘Cougars’

EA-18G

5xx

VAW-116

‘Sun Kings’

E-2C

60x

HSC-6

‘Screamin Indians’

MH-60S

61x

HSM-73

‘Battlecats’

MH-60R

7xx

C-2A

xx

VRC-30 Det 1 ‘Providers’

The C-2A Greyhound is the lifeline for the carriers, transporting time-critical goods and personnel to and from shore bases. US Navy/ MCS2C Kenneth Abbate

AIRCRAFT OF THE CARRIERS C-2A Greyhound  The Grumman Grumman C-2A C-2A Greyhound Greyhound is a long-range logistical support aircraft that serves in the carrier on-board delivery (COD) role. The fleet currently includes 34 C-2As that are operated by two fleet logistics support squadrons (composite) and the E-2/C-2 fleet replacement squadron. Two C-2As are forwarddeployed in Japan and another supports testing duties with VX-20 at NAS Patuxent River, Maryland. VRC-30 at NAS North Island, California, and VRC-40 at NS Norfolk, Virginia, normally deploy two-aircraft detachments with each CVW. They are typically staged ashore at an airfield near the carrier’s operating area and make daily flights to and from the ship. The C-2A is programmed to remain in service until 2028, but phase-out will begin around 2020. It is being replaced by a variant of the MV-22B tilt-rotor known as the CMV-22B.

E-2C Hawkeye/E-2D Advanced Hawkeye  The North Northrop rop Grum Grumman man E-2 E-2 series series is the the oldest design flying from the US Navy’s aircraft carriers. It first entered service as the Grumman E-2A in January 1964 when the first example was delivered to carrier airborne early warning squadron VAW-11 at NAS North Island, California. Today the aircraft serves as the fleet’s airborne surveillance and battle management command and control platform. E-2Cs currently equip five fleet squadrons and one fleet replacement squadron. As of late 2017 the inventory included 41 E-2Cs and a single TE-2C that supports pilot training. Known as the E-2D Advanced Hawkeye, the latest version achieved initial operational capability (IOC) in October 2014 and completed its maiden deployment aboard the USS Theodore Roosevelt  (CVN  (CVN 71) in November 2015.  The E-2D’s Lockhe Lockheed ed Martin Martin AN/A AN/APY PY-9 -9

The eyes and ears of the carrier group is the Hawkeye, with this E-2D being from VAW-121 embarked on USS Abr USS Abraham  (CVN 72). US Navy/MCS3C Jeff Sherman aham Linc Lincoln oln (CVN

Note: CVW-14 was disestablished on March 31, 2017

A deck handler directs an F/A-18E of VFA-115 on the flight deck of USS Ronald Reagan (CVN Reagan (CVN 76). US Navy/MCS2C Kenneth Abbate

www.combataircraft.net // October 2018

39

Left: A VFA-2 ‘Bounty Hunters’ F/A-18F dashes along at low level during deployment training. Richard VanderMeulen active electronically scanned array (AESA) radar provides ‘beyond the strike group’ coverage and is a key component of the Navy Integrated Fire Control — CounterAir (NIFC-CA) concept. In December 2017, 31 E-2Ds had been delivered against the navy’s requirement for 75 aircraft. Three squadrons have already transitioned to the new model and VAW-124 began its transition in March 2018. The last E-2Cs will be retired by 2025.

F/A-18E/F Super Hornet  The Supe Superr Hornet Hornet is the the multi-r multi-role ole strike strike fighter backbone of the carrier’s offensive offensive and defensive capabilities. Although the navy’s program of record included 584 Super Hornets, the service now plans to continue procurement. procurement. In fact, the future year defense plan (FYDP) that runs from Fiscal 2019 to 2023 includes the purchase of 110 Block III Super Hornets and total procurement now totals 706 aircraft. The 2018 defense authorization provided funding for 24 additional Super Hornets and the navy’s FY2019 request included 24 more. Super Hornets now equip 32 of the navy’s active-duty strike fighter squadrons and just one unit continues to operate the ‘classic’ classic’ Hornet. In fact, the navy is accelerating its transition to the F/A-18E/F and is making plans to divest itself of nearly 140 older Hornets. Seen as a costcutting move, the service believes that it will recoup near $1 billion in maintenance costs over five years by retiring the older aircraft. Under the plan, the service will strike 136 F/A-18A, B, C and D Hornets from its inventory between 2017 and 2020. The move would provide the service with an additional pool of spare parts and allow it to transfer the best of the jets to the US Marine Corps to help improve readiness, as well as to reserve squadrons. At the start of Fiscal Year Year 2018 the naval aviation inventory included more than 40 F/A-18A/Bs and in excess of 200 F/A-18C/ Ds. The service had previously made the decision to transition its last operational F/A-18C strike fighter squadrons to the Super Hornet by the end of 2019. The

40

October 2018 // www.combataircraft.net

‘legacy’ Hornet’s final cruise concluded on April 11, 2018 and VFA-34 VFA-34 will begin its transition to the Super Hornet in January 2019. Meanwhile, Boeing has received a $73-million contract to begin work on a service life modification (SLM) for the F/A-18E/F fleet that will increase the Super Hornet’s life from 6,000 to 9,000plus hours. The program is a precursor to a subsequent effort that will upgrade existing Block II Super Hornets to the Block III configuratio configuration. n. The contractor will initially upgrade four Super Hornets at its St Louis, Missouri, facility but plans call for a production line to be set up in San Antonio, Texas in 2019.

EA-18G Growler  The EA-18 EA-18G G provid provides es full-s full-spectru pectrum m airborne electronic attack (AEA) capabilities to the fleet. Growlers are assigned to a fleet replacement squadron and nine carrier-based VAQ squadrons. Five units, including a single naval reserve squadron,, operate from land bases in squadron expeditionary roles and have USAF personnel assigned. Plans call for the establishment of a fifth expeditionary squadron. Each of the squadrons is equipped with five Growlers. The navy’s current objective for the EA-18G is 160 aircraft and Boeing delivered the 150th example in December 2017. Procurement ended in Fiscal 2016 when a final batch of 10 EA-18Gs was funded.

F-35C Lightning II First flown on June 6, 2010, the carrier variant (CV) of the Joint Strike Fighter is assigned the designation F-35C. Transition Transition

of the first operational squadron squadron began in December 2017 when the VFA-147 VFA-147 started its conversion from the F/A-18E.  Trainin  Tr aining g is being cond conducted ucted by VF VFA-12 A-125 5 at NAS Lemoore, California, and VFA-101 at Eglin AFB, Florida. The F-35C will achieve initial operational capability with Block 3F software as early as August 2018. VFA-147 is expected to receive its safe for flight certification in October 2018. The ‘Argonauts’ will make the first Lightning II deployment in 2021 when the t he squadron is embarked aboard the USS Carl Vinson (CVN 70).

MH-60R

Above: An EA-18G Growler of VAQ-137 ‘Rooks’ prepares to land on the Nimitzclass aircraft carrier USS Harry S. Truman (CVN 75). US Navy/ MCS2C Scott Swofford

Operating both from aircraft carriers and aviation-capable escort ships, the multi-mission MH-60R achieved initial operational capability with HSM-41 in December 2005, and began its first operational deployment with HSM-71 aboard the USS John C. Stenn Stennis is (CVN 74) in January 2009. The helicopters are in service with 15 operational squadrons, squadrons, one naval reserve squadron and two fleet replacement squadrons. MH-60R procurement ended in FY 2016 when the final batch of 29 MH-60Rs was ordered.  The navy proc procured ured 280 examp examples, les, and in early 2018 the fleet included 270 aircraft. Deliveries will be completed in FY 2018.  The helic helicopte opter’s r’s prima primary ry mission missionss include anti-submarine warfare (ASW) and anti-surface warfare (ASuW) including fast attack craft/fast inshore attack craft threat response. Its numerous secondary missions include area surveillance, SAR, vertical replenishment (VERTREP), naval gunfire support (NGFS), naval special warfare, logistics support, personnel transport, medical evacuation (medevac) and communications relay. Four external stores stations are provided and enable the helicopter to carry various combinations of Mk46 or Mk54 torpedoes, AGM-114 Hellfire missiles or external fuel tanks. It is capable of deploying the Advanced Precision Kill Weapon System System II (APKWS) 2.75in (70mm) laser-guided rockets using the LAU-61G LAU-61G/A /A digital rocket launcher (DRL). Crew-served 0.50-caliber and 7.62mm machine guns can also be carried.

MH-60S Like the MH-60R, the multi-mission MH-60S was developed in support of the US Navy’s helicopter master plan. It provides surface and mine countermeasure warfare capabilities, as well as the capability to provide the

FUTURE FOCUS

fleet with special warfare, SAR, combat SAR, and logistics support/VERTREP capabilities.  The Block Block 3A MH-60S MH-60S achieved achieved IOC IOC in 2007 and began its first deployment aboard USS John C. C. Stennis Stennis (CVN 74) with HSC-8 in January 2009. The Block 3A incorporated the AN/AAS-44C EO/IR sensor system and could be armed with eight Hellfire missiles or 2.75in (70mm) rockets carried on external weapon

Above: The F-35C Lightning II will pose the navy with significant challenges when it comes to maintaining and operating such a complex stealth aircraft from the carrier. US Navy/ MCSS Shane Bryan Below: An MH-60R launches a sonobuoy during anti-submarine warfare training. US Navy/MCSS Dylan M. Kinee Boxed: An artist’s rendition of the US Navy’s CMV-22 conducting a COD mission. Bell Boeing

system wings. Additionally, a fixed forward-firing weapon system includes the M197 20mm cannon that is capable of firing 680 rounds per minute. Crewserved FN Herstal laser-sighted M240D 7.62mm guns can be installed in the port and starboard gunners’ windows while laser-sighted GAU-21 0.50-caliber guns are fitted inside the port and starboard cabin doors. The subsequent Block 3B version added the Link 16 tactical datalink to the Block 3A capabilities.  The MH-60S MH-60S was certified to fire 2.75in 2.75in (70mm) Hydra unguided rockets from the 19-shot LAU-61C/A pod in 2013 and integration of the laser-guided 2.75in Advanced Precision Kill Weapon System II (APKWS II) rockets followed beginning in 2014. Ongoing upgrades are providing the MH-60S with data link/full motion video (FMV) kits and a helmet display targeting system (HDTS). Procurement of the MH-60S ended in FY 2015 and the last of 275 aircraft was

CMV-22B Osprey  The US Navy Navy will will replace replace its C-2A C-2A Greyhound carrier on-board delivery (COD) aircraft with a variant of the Bell-Boeing MV-22B tilt-rotor. tilt-rotor. In US Navy service the Osprey, which is assigned the designation CMV-22B, will primarily be tasked with the COD mission. It will also be tasked to fulfill several secondary missions that include vertical on-board delivery (VOD), VERTREP, medevac, naval special warfare support, missions of state, humanitarian assistance/disaster relief, and SAR. Retaining the baseline MV-22B airframe, the COD variant will be equipped with an extended-range fuel system that includes external conformal tanks, a secure beyond-line-of-sight high-frequency communications capability and a public address system. The high-frequency radio is required to support over-the-horizon communications and the extendedrange fuel system will allow the Osprey to fly up to 1,150nm (2,130km) without aerial refueling. It will provide the ability to carry 80 additional gallons of fuel on larger landing gear sponsons. Components for the initial batch of six CMV-22Bs were ordered from Bell Boeing in December 2016. Deliveries will be completed under the terms of a multi-year contract that was awarded in August 2018. It includes 39 CMV-22Bs and deliveries will begin in FY 2020. Planned procurement includes 44 CMV-22Bs by 2024. Development and operational testing will be completed in FY 2021 and the new COD aircraft will achieve IOC in September 2020 when

three aircraft are ready to deploy. Full operational capability will follow in 2023.  Transiti  Tr ansition on plans plans extend extend from 202 2020 0 to 2026 with the final deliveries coming in 2028. Full operational capability (FOC) will be achieved in FY 2024.  The oper operation ational al fleet fleet of 38 CMVCMV22Bs will be flown by fleet logistics support multi-mission (VRM) squadrons VRM-30 at NAS North Island, California, and VRM-40 at NS Norfolk, Virginia’s Chambers Field. Training will eventually fall under a newly established FRS, which will be designated as VRM-50 and stationed at North Island. MQ-25A Stingray US Naval Air Systems Command released the final request for proposals to industry for the air segment of its unmanned carrier-based air refueling system (CBARS) in October 2017. The final RFP was issued to industry competitors that comprise Lockheed Martin, Boeing, and General Atomics. All three contractors recently revealed their designs for the MQ-25A. It expects to award a contract for the project by September 2018.  The MQ-25A MQ-25A was originall originallyy known as the Unmanned Carrier Based Reconnaissance and Strike (UCLASS) project but was later restructured. The Stingray was assigned the designation MQ-25 in July 2016. It will provide the CSG with a persistent, multi-mission aerial refueling and intelligence, surveillance, and reconnaissance (ISR) UAS that will be integrated with the CVW. The Stingray will be capable of delivering around 15,000lb (6,804kg) of fuel while operating 500nm (926km) from the host aircraft carrier. Procurement plans for the MQ-25A have been pushed out to FY 2023 when the first four air vehicles will be purchased.  The Stingray Stingray is expected expected to to achieve achieve IOC IOC in FY 2026.

delivered to HSC-28 in January 2016. In early 2018, 261 were in service.

www.combataircraft.net // October 2018

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As Boeing inducts the first Super Hornet into its service life modernization program and opens a new upgrade facility in St Louis, Combat Aircraft analyzes the latest status of the F/A-18E/F. REPORT Brad Elward

B

OEING CELEBRATED TWO milestone events on May 4: the offi cial opening ope ning of its new service life modification (SLM) facility in St Louis, Missouri, and the induction of the first high-hour Block II Super Hornet — an F/A-18E — into this program. Boeing executives, including Boeing Defense president and CEO Dennis Muilenburg and US Navy RADM Michael T. Moran, the program executive officer for tactical tacti cal aircra ft programs, were present to mark the event. The SLM facility is a boon for the St Louis area. Along with new Super Hornet

44

October 2018 // www.combataircraft.net

production and upgrades, it ensures that jobs are safe through the mid-tolate 2020s and underscores a significant commitment by the navy to maintain the Super Hornet’s strike fighter supremacy out past 2040. A second SLM line is being prepared in San Antonio,  Texas,, and it will begin receiving aircraft  Texas in 2019 as SLM runs out through fiscal year 2028.

Service life modification  The navy awar awarded ded Boein Boeing g a $73-mi $73-million llion indefinite-delivery contract on March 1, 2018, to extend the lives of the first four of some 350 F/A-18E/F Block II Super Hornets

from their originally designed 6,000 flight hours to 9,000 hours. The contract also included provision to upgrade the aircraft with new Block III-standard II I-standard capabilities. The so-called SLM program is broadly similar to a traditional service life extension program (SLEP), but it goes further, as RADM Moran explains. ‘[SLM] is a unique modification program. Normally, what we’ve done in the navy is do structural [work] — what we call a service life extension program or SLEP — to extend the life of the airplane. Here, we’re we’re going to do that, but we are also going to do material reconditioning of all of our sub-systems, so electrical, hydrauli hydraulics. cs.

Many of the Block III configur configuration ation modifications originated in Boeing’s Advanced Super Hornet concept unveiled unveile d in August 2013. Block III includes conformal fuel tanks (CFTs), which mount onto the upper fuselage and add some 3,500lb of fuel. Boeing

   N N  I  G    N N  I  T  N E W S We have to fly this airplane to 2035-plus, so we are going to do all outstanding modifications and then we’re going to upgrade the aircraft to the Block III configuration. configuratio n. This is significantly different than any kind of modification program we have done in the navy and which is why we come to Boeing.’ Mark Spears, Boeing’s previous SLM director,, earlier this year told Combat director  Aircraft   Airc raft , ‘The initial focus of this program

will extend the life of the fleet from 6,000 to 9,000 flight hours. But SLM will expand to include Block II to Block III conversion, systems grooming and reset and zerolevel maintenance tasks designed to

 L  T H E TA I L

deliver a more maintainable aircraft with an extended life and more capability.’ Indeed, jets leaving SLM will fly for at least another 10-15 years. Dan Gillian, Boeing’s vice-president of F/A-18 programs, programs, said that the first step of the process, increasing life to 7,500 hours, will last, ‘until 2022, when we go ‘full kit’.’ Gillian estimates that about 100 aircraft will go through a two-step modification, equating to roughly 18 per cent of the navy’s active Super Hornets. Moran said, ‘We’ve ‘We’ve got to get the engineering done right, we’ve got to get it done early so we can build the kit and allow the workforce the time to go do

it. We have to deliver these airplanes on time. We induct them [into SLM]; they’ve got to deliver them in the time we expect so we can get them back into the field.’ Boeing estimates the initial aircraft coming through the SLM program will take 18 months before being returned to the fleet, and that the process will eventually be condensed to closer to a year. According to Moran, this additional time for the initial aircraft will give Boeing engineers and assembly personnel ‘time to learn’. He adds, ‘Because we know we’re going to learn as we tear this airplane apart, we want to make sure we do it at a phased, step-stone approach. But about www.combataircraft.net // October 2018

45

FIGHTER FOCUS // SUPER HORNET those aggressive corrosive and tear-down programs in place. We’re learning that there is no center barrel replacement hotspot issue, like with the ‘legacy’ Hornet. We’re re learning that the material condition of [airplanes] that were well-maintained is good; we’re learning that the material condition of [airplanes] that sat [inactive] for a long time is not so good. And then we learned some stuff about how to do the SLM, like we don’t have to take the

2021-22, we’re we’re going to start ramping up between here and San Antonio, to close to 40 airplanes a year, and that’s when we’ll be on pace where we will be looking to Boeing to turn these airplanes out in a year. We have to do that, and we’re confident that Boeing can do that.’ The first  jets will go to to San San Antoni Antonio o in June 2019.

Strike fighter shortfall Boeing’s experience with the ‘classic’ Hornet SLEP, as well as the navy’s desire to address the strike fighter shortfall, caused both to begin looking at the Super Hornet much earlier in its service life versus the F/A-18A to D. The navy and Boeing began an F/A-18E/F service life assessment program (SLAP) in 2012 to determine what parts of the airplane might need to be replaced, reinforced, or modified to

get an additional 3,000 flight hours out of the airframes. These studies were then aided by data from two ‘learning aircraft’, as Boeing calls them, which underwent engineering analysis and later destructive testing in St Louis during 2017. In 2016, Boeing brought in two high-hour Super Hornets (BuNos 165672 and 166435) so that engineers could take a closer look at what was really going on inside the aircraft. Dan Gillian told Combat Aircraft , ‘We were taking them apart to understand the corrosion; how they wear and tear in the fleet. Those two jets were in good material condition. We then took them and destructively tore them apart and tested them — they’ll never fly again — to really validate the engineering analysis. ‘We pulled three-and-a-half years out of the engineering analysis by putting

Introduced to the fleet in 1999, the Super Hornet will remain the navy’s primary strike fighter well into the mid-2030s. Boeing says that two of the air wings’ three Super Hornet squadrons will be Block III standard by 2027. US Navy/MCS3C Rebekah A. Watkins

46

October 2018 // www.combataircraft.net

Above: Maintenance below decks on an F/A-18E of VFA-25 aboard the USS  Abraham  Abr aham Linc Lincoln oln

(CVN 72). The SLM project is designed to add life to the existing fleet of Super Hornets. US Navy/ MCSS Maxwell Anderson

wings off the aircraft to get them inside the facility or to do the inspection but we have to remove the fuel tanks.’  The first Supe Superr Hornets Hornets enter entered ed service service in November 1999. They have since seen heavy use in overseas operations operations and have, since the retirement of the Lockheed S-3B Viking, assumed all tanking responsibilities responsibiliti es for the carrier air wing.  This heavy utili utilizatio zation n rate rate surpas surpassed sed original service life predictions, meaning the aircraft were wearing out faster than expected. Moran told reporters, ‘Since ‘9/11’ we’ve been at war. We’ve been overseas in Afghanistan, in Iraq, and in Syria, flying the airplane as required to do the nation’s bidding. We flew the airplane at higher rates than we had planned. So we find ourselves at the 6,000-hour design limit of the aircraft.’ Early Super Hornets will hit 6,000 hours this year — ‘we had to do something to extend their life,’ explains Moran.  The first first Super Hornet scheduled scheduled to go through SLM (BuNo 166619) arrived at St Louis on April 5 from NAS Oceana, where it flew with VFA-106 ‘Gladiators’, the East Coast fleet replacement squadron (FRS). Boeing says the jet, which entered service in 2004, has just over 5,600 flight hours on its books. Three more aircraft will

An F/A-18F of VFA-211 ‘Fighting Checkmates’ breaks hard above the Nimitz-class aircraft carrier USS Harry S. Truman (CVN 75) during a change of command ceremony. US Navy/MCS3C Rebekah A. Watkins

Below: Block II Super Hornets were introduced introdu ced with production Lot 26 in FY 2003 and introduced to the fleet in April 2005. They feature the advanced cockpit station, dual-cockpit dual-cockp it JHMCS and the APG-79 AESA radar. Jamie Hunter

The initial phase of SLM is about modifying the interior structure — replacing worn components. Over time, items such as hydraulics and electronics will be improved as well. Brad Elward

Since ‘9/11’ we’ve been at war.. We’ve been war be en overseas in in Afghanistan, Af ghanistan, in Iraq, and in Syria, flying the airplane as required to do the nation’s bidding RADM Michael T. Moran, program executive officer for tactical aircraft programs

arrive this year. The second was expected to have close to 5,900 hours. Boeing says that eight more aircraft will follow during 2019, at which time aircraft will also be accepted at its new San Antonio facility. Most of the Super Hornets that come through the SLM will be Block II aircraft, but Gillian notes, ‘We expect some Block Is, but the exact numbers have not yet been set.’ Block I Super Hornets cannot be converted to accept Block III standard and would simply be refurbished for extended service life.

Block III — new sting in the tail With its origins in the Advanced Super Hornet concept that was first revealed in August 2013, the Block III upgrade is a

www.combataircraft.net // October 2018

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FIGHTER FOCUS // SUPER HORNET

US NAVY SUPER HORNET BY THE NUMBERS  The official pro program gram of reco record rd for the F/A-18E/F F/A-18E/ F is 589 aircraft. Of these, 308 are single-seat F/A-18Es and 281 are dual-cockpit F/A-18Fs. Of these aircraft, 138 are Block I jets (Lots 21-25) and 445 are Block II examples (Lot 26 onwards), with the remaining seven aircraft being pre-production models. At least 460 Super Hornets will be configured to the Block III standard. New-production Block III Super Hornets will begin beyond Lot 41. Boeing has also built 160 Growlers for the US Navy.

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more modest proposal designed to help the Super Hornet support the carrier air wing in the expected threat environmen environments ts of the 2035s and beyond. It builds on the F/A-18E/F’s existing upgrade path, dubbed the Super Hornet Flight Plan, which currently includes upgrades to the Raytheon AN/APG-79 active electronically scanned array (AESA) radar, the AN/ ALQ-214 integrated defensive electronic countermeasures countermeasur es (IDECM) Block IV I V suite, and the Lockheed Martin AN/ASG-34 infra-red search and track (IRST) pod. Block III adds five further main capability upgrades, as Dan Gillian explains. ‘Block III is a funded program of record and it is really five big changes to the established Super Hornet Flight Plan. First is the conformal fuel tanks [CFTs] to extend the range of the Super Hornet. We’ll fly a Super Hornet with conformal fuel tanks later this year, so development is well

under way. Second is an advanced cockpit system — that’s a new 10 x 19in display — that changes to a next-generation interface, like an iPad for an airplane. We’ll We’ll fly the first airplane with the advanced cockpit capability next year [2019]. Again, development is well under way.  Then we’re re going going to pull pull two two elemen elements ts over from the Growler program. The big computer called DTPN [distributed targeting processor — networked] and a big network — a data pipe — called TTNT [tactical targeting network technology].  Those are prog  Those programs rams of recor record d for for Grow Growler ler and are on plan for delivery in 2021. We pulled those over for the Super Hornet.’ Gillian also said there will be some improvements to the Super Hornet’s stealthiness. He is likely referring to the use of radar-absorb radar-absorbing ing coatings, although some have said that minor structural modifications might be made to certain

Above: An artist’s impression of a Block III-standard aircraft complete with IRST and CFTs. Boeing Below left to right: The new 11 x 19in multifunction display in the advanced cockpit. Boeing The CFTs have already completed a period of flighttesting as part of the Advanced Super Hornet work five years ago. Boeing

Below left to right: An EA-18G Growler of VAQ-139 ‘Cougars’ launches from the USS Theodore Roosevelt  (CVN  (CVN 71). Many of the Block III enhancements are being lined up for the Growler. US Navy/ MCSS Michael Colemanberry New-build and SLM Block III Super Hornets will be able to carry the podded Lockheed Martin AN/ASG-34 infrared search and track (IRST) pod. The navy plans to acquire a total of 170 IRST systems. NAVAIR

areas to reduce radar cross-section, such as the engine inlets. The Super Hornet has some stealthy features, although nothing like the F-35C Lightning II, but Boeing says new coatings will further reduce the aircraft’s radar signature by up to 10 per cent. Although this is not part of the Block III upgrade, new-build Super Hornets will receive an updated satellite communications communicatio ns system, thereby enhancing the aircraft’s ability to receive data from other sources that can be merged into the new flat-panel touchscreen displays. Of the five principal Block III upgrades, the most eagerly awaited is the addition of the CFTs, which will increase range by around 100-120 miles, depending on the exact load-out of the jet. The two CFTs hold slightly less fuel than two 330-gallon wing tanks, but the added aerodynamic

efficiency will reduce drag, which allows a llows for better fuel consumption and permits the Super Hornet to fly at faster speeds.  They also free up two wing wing stations stations for for additional ordnance. Boeing says the CFTs will not be available when the first Block III jets are delivered, but they will be when these aircraft begin flying operational missions in 2022. The CFTs would also benefit EA-18Gs, allowing them to carry more jamming pods or weapons, and opening up the field of jamming for its electronic pods, although there are presently no formal plans to include CFTs on the EA-18G. Other aspects of the Block III upgrade are designed to enhance the ability to process/share data and to communicate with other platforms. DTP-N and TTNT will allow Block III Super Hornets to fuse data from multiple on and off-board

sensors to form what the navy and Boeing refer to as a common tactical picture (CTP). For example, a Block III Super Hornet can passively scan targets with its IRST pod and then merge target information with scans from other Super Hornets — or other aircraft — to get a complete threat picture. Boeing reports that Block III systems will generate information accurate enough to create three-dimensional targeting information so that crews can engage opponents passively at long ranges.

New goals Building on current work, Moran says discussions are under way concerning a SLAP for the EA-18G Growler. ‘We’re ‘We’re going to leverage what we’ve done on [the] Super Hornet because the airframe is similar, but the differences are what we are going to take a look at. But we

www.combataircraft.net // October 2018

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This image: RADM Michael T. Moran says the recent strike fighter shortfall has increased the risk of not being able to support this national mission and that Boeing’s efforts through new production and SLM aircraft were critical to solve this. Boeing Below left to right: Super Hornet crews will benefit from vastly improved situational awareness with the new upgrades. Jamie Hunter Wear and tear on the carrier deck is not to be underestimated. The navy has used its Super Hornets harder and faster than originally envisaged. US Navy/MCS3C Alex Corona

fully expect we are going to extend the life of the Growler and it will follow suit down the road. We haven’t made that investment yet, but we are beginning those discussions as we have to get out ahead of that power curve.’ curve.’  The navy’s roughly roughly 540 Super Hornets Hornets equates to each carrier air wing (CVW) having three squadrons of single-seat F/A-18Es and a single two-seat F/A-18F unit. Once the F-35C joins the fleet, plans call for three Super Hornet squadrons. Boeing says the navy expects to begin using the Block III Super Hornets operationally in 2022 and hopes to have the equivalent of one squadron per air wing by 2024. The navy’s goal is to have two Block III squadrons in every air wing by 2027. For a company that only three years ago expressed serious concerns that the Super Hornet line would close, Boeing has enjoyed nothing but good news of late when it comes to the type. The SLM program, coupled with navy plans for as many as 110 new Super Hornets, has

ensured that the company will not only keep its production line open through the mid-2020s, but will add two new SLM lines. Boeing anticipates delivery of newproduction Block III aircraft at the end of 2020. It also has high hopes for more foreign sales. As many as nine countries have expressed interest in some variant of the Super Hornet. Of these, Finland, Germany, Japan, and Poland have expressed interest in the Growler. Most recently, Boeing finalized a deal with Kuwait for the sale of 22 F/A-18Es and six F/A-18Fs.  The net result is is a Block Block III Super Super Hornet able to serve on US carrier decks for at least another 15 years, and probably much more. As Moran asserts, ‘We need that capability because we need to engage the enemy and the threat and we don’t own the skies as easy as we did 10 years ago. The threat is evolving. We need to advance the capabilities of the aircraft as well, and that’s why this is so unique and so important.’

Right: The navy expects to start fielding Block III-upgraded Super Hornets in 2022. Jamie Hunter

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The F-14 Tomcat was in service with the US Navy until 2006. While it enjoyed a special place in the hearts of many aviators and enthusiasts, it was a fighter that endured a problematic career career.. Rich Cooper

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One of the most famous naval fighters of all time, the mighty F-14 Tomcat enjoyed a career with the US Navy that lasted more than 30 years. Its home was the carrier flight deck — one of the harshest environments for a military aircraft aircraft — and the F-14 experienced more than its fair share of incidents and accidents. REPORT Tony Holmes

F THE 632 Grumman F-14 Tomcats that were built for the US Navy, no fewer than 144 were lost between December 30, 1970, and March 29, 2004.  The majority of these accidents were the result of pilot error, particularly during carrier landings. Although the  Tomcat had good low-speed handling handling characteristics thanks to its ‘swingwings’ and clever lift devices — spoilers plus full-span leading-edge slats and trailing-edge flaps — the aircraft could be a handful in the final stages of a carrier landing. It was poor at holding an accurate approach speed or glideslope angle and it tended to veer away from a heading. The jet also suffered from high pitch inertia, causing it to float in the final seconds prior to landing. High residual thrust meant that pilots had to use low throttle settings, giving poor engine response when more power was required. Finally, indifferent lateral control made precise heading control diffi di fficul cult. t.  The Tomcat Tomcat was hamstrung for for much of its career by unreliable and underpowered engines whose in-flight failures resulted in the loss of more than 50 aircraft, equating to roughly $1.5 billion. Aside from suffering a seemingly endless series of turbine failures — particularly during the type’s early years of fleet service — the Pratt & Whitney TF30 turbofan engine proved particularly susceptible to compressor stalls when the jet was being flown at high angles of attack (AoA) during vigorous maneuvering while undertaking air combat training. Such stalls, which usually resulted in the  Tomcat entering an irrecoverable irrecoverable flat spin, caused 31 crashes, and a total of six deaths, during operations between 1976 and 1993.

 This appa appalling lling rate of attriti attrition on prom prompted pted high-profile Navy Secretary, and naval flight offi cer, John F. Lehman to testify before the congressio congressional nal appropriations sub-committee in 1984 that the ‘F-14/  TF30 com combinat bination ion was prob probably ably the worst engine/airframe mismatch we have had in many years. The TF30 is simply a terrible engine’. His opinion was echoed by veteran fighter pilot RADM Paul T. T. Gillcrist, who flew the Tomcat Tomcat in the early 1980s during his time as the commander for all Pacific Fleet fighter squadrons at NAS Miramar. ‘I do not believe that anyone who has ever flown the F-14A Tomcat would argue with the statement that the airplane’s greatest single weakness is the engine. The decision to cut the [Pratt & Whitney] F401-PW-400 destined US Navy fighter aircrews to fly on the pointed end of the spear in F-14s powered by what they referred to as ‘two pieces of junk’ for an unprecedented 18 years. ‘It was not until November 1987 that the first F-14A+ [subsequen [subsequently tly redesignated as the F-14B] configured with the new General Electric F110-GE-400 engine reached VF-101 at NAS Oceana.’

New motors Although the acquisition of the F110 solved many of the engine-related issues that blighted the A-model Tomcat throughout its US Navy service (the last F-14 lost to a TF30 failure crashed as late as April 1, 2003), the new General Electric powerplant had a few reliability issues of its own during the early phase of service. Indeed, there were two fatal accidents hauntingly similar to the incident on September 20, 1995 that is detailed later in this feature.  The first of these these had actua actually lly occur occurred red more than two-and-a-half years earlier, on March 15, 1993, when F-14B BuNo 163411 — the very ver y last A+/B-model Tomcat Tomcat built by Grumman — disintegrated in flight 20 miles east of Nags Head, North Carolina, during during a VF-101 training sortie, killing LT William E. Daisley and LCDR Fred D. Dillingham. Liner burn-through in the afterburner was the suspected cause. This fault in the F110 had been www.combataircraft.net // October 2018

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FEATURE ARTICLE // F-14 TOMCAT Left: F-14A BuNo 161296 of VF-1 is removed from the USS Kitty Hawk  (CV 63) flight deck after a barricade landing on June 30, 1984. The right main gear refused to fully extend. Although the Tomcat had its faulty gear leg ripped off upon landing it was a textbook recovery and the jet was flying again within two weeks. US Navy Inset: A TF30P-414 turbofan. Danny Coremans

detected by General Electric three years earlier, prompting the company to instruct Grumman to perform special inspections on the afterburner af terburner ‘cans’ ‘cans’ and the surrounding nacelles following engine runs at Calverton. An identical liner burn-through severed the flight control rods of F-14D BuNo 161158 from VF-11 on February 18, 1996.  The jet was flying flying at Mach Mach 1.2 just just a few few hundred feet above the water during a competitive training unit mission from USS Carl Vinson (CVN 70) in the southern California operations area at the time of its demise. Again, the resulting conflagration engulfed the jet with such speed that neither the pilot, LT Terrence L Clark, nor n or the radar intercept offi cer

Below: The wide spacing between the TF30s is revealed in the remains of VF-51 F-14A BuNo 162602,, which 162602 broke in two after a ramp strike while attempting to land at night on board Kitty Hawk  on July 11, 1994. US Navy

or just exploded on impact. The jet was flying at high speed, simulating an enemy missile, when it crashed. Diving units later retrieved the aircraft’s two engines from the ocean floor, and the right engine was found to have a mysterious hole burned in its lining’. Despite these incidents with the F110, the General Electric engine generally proved reliable in fleet service, although it was sometimes let down by ancillary systems that dated back to original designs of the late 1960 s. For example, the very last US Navy Tomcat to be destroyed in an accident, F-14D BuNo 164344 of VF-31, crashed as a result of a fuel pump failure that saw its engines flame out over the sea just three miles from NAS North Island, San Die go, on March 29, 2004. Pilot LT Dan Komar and RIO LT(jg) Matt Janczak, who had been flying a routine training mission from USS John C. Stennis (CVN 74) at the time, ejected successfully. Late in the Tomcat’s career, a new digital flight control system (DFCS) that had been developed by British firm GEC-Marconi Avionics was bought for the surviving F-14 fleet in 1996

(RIO), CDR Scott Lamoreaux, had time to eject. According to a story written by  journalist  journal ist Michael Michael E. Ruane Ruane and publish published ed in the Philadelphia Inquirer  newspaper  newspaper shortly after the accident, ‘the wingman [in a second Tomcat] could not tell if the F-14 blew up first and then hit the ocean,

The Tomcat could be a real handful in the final stages of a carrier landing. Clearly struggling, the pilot of VF-2’s F-14D ‘Bullet 104’ (BuNo 163900) makes a heavy landing aboard USS Constellation  (CV 64) in April 2003. US Navy

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The crew of a VF-143 F-14B braces for launch from USS John F. Kennedy (CV 67) in June 2002. Four months earlier, ‘Dog 101’ (BuNo 162923) had its nose gear strut disintegrate while launching from CV 67. US Navy

F-14A ‘Nickel 104’ (BuNo 158618) vents fuel in late February 2002. The aircraft was lost in a landing accident just days after this photograph was taken. VF-211 via author

as a replacement for the jet’s original analogue flight controls. Based on the system built for the Eurofighter Typhoon, the DFCS used fly-by-wire software to send commands to the rudders and ‘tailerons’ to dampen Dutch roll and adverse sideslip when on the glideslope for landing. It also controlled wing rock on take-off. During air combat, the DFCS improved departure resistance when maneuvering at high AoA and gave the

Below: The very last US Navy Tomcat to be written off in a flying accident is retrieved from its watery grave. F-14D BuNo 164344 of VF-31 crashed on March 29, 2004. US Navy

deck of USS John USS John F. Kennedy  (CV  (CV 67) in the Mediterranean Sea. ‘Following the crash, all 156 Tomcats in the navy inventory were temporarily grounded so that their nose gear — specifically the outer nose gear cylinder strut — could be checked for the type of fatigue cracks and corrosion pitting that had caused the undercarriage of the jet to fail during its catapult shot,’ recalled

pilot a far greater chance of recovering the jet should it depart from controlled flight following a stall. Despite these somewhat belated improvements, the Tomcat remained a challenge to fly through to its retirement by the US Navy in October 2006. Worryingly for its crews, during the final years of fleet service several F-14s were lost following component failure caused by the age of some of the jets still in use. VF-143’s LCDR Christopher Blaschum became the last Tomcat crewman to lose his life in an accident involving the aircraft (specifically F-14B BuNo 162923) on March 2, 2002 when, according to his RIO, LT(jg) Rafe Wysham, who ejected safely, the nose gear strut disintegrated as their Tomcat was being catapulted from the flight

VF-143 pilot LT(jg) Joseph Greentree. ‘The nose gear strut failed early on in the jet’s launch cycle. Airframers in the maintenance departments of VF-143 and our sister squadron, VF-11, worked round the clock removing nose gear legs and inspecting them. They managed to turn all the aircraft around in just 72 hours. Soon after we arrived in-theatre [off the coast of Pakistan during Operation ‘Enduring ‘Enduring Freedom’], VF-211 then lost a jet when its Freedom’], tailhook separated, and again we were grounded for three days while our aircraft were inspected and passed fit to fly. ‘Theses failures were rather disconcerting, because I remember one of my instructors in VF-101 telling me that the two things that would never break on the Tomcat Tomcat were the nose gear and the tailhook! Both failures were put down to undetectable corrosion caused by the sheer age of the jets involved.’  Through prev  Through preventat entative ive main maintenan tenance, ce, a thorough inspection of surviving airframes and the accelerated retirement of the oldest Tomcats, the attrition rate among the dwindling ranks of F-14s was drastically reduced during the jet’s final years in the fleet. Indeed, not a single example was lost in its final 30 months of front-line service.

Liner burn-through in the afterburner section of the F110 engine destroyed F-14D BuNo 161158 from VF-11 on February 18, 1996. An investigation found that the fierce fire in the right engine had severed the flight controls with such speed that neither the pilot, LT Terrence L. Clark, nor the RIO, CDR Scott Lamoreaux, had time to eject. David F. Brown

www.combataircraft.net // October 2018

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FEATURE ARTICLE // F-14 TOMCAT

The Tomcat had a less than favorable safety record and LT Neil ‘Waylon’ Jennings and his RIO, LT LT T. J. ‘Buga’ Gusewelle, survived s urvived one of the more spectacular accidents to befall the type. This is their compelling story… REPORT Neil ‘Waylon’ Jennings and Tony Holmes

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EPTEMBER 20, 1995, was a standard day aboard the aircraft carrier USS Abrah  Abraham am Lincoln (CVN 72) except for

one noteworthy exception — we were headed eastbound on our way home from a six-month deployment to the Persian Gulf. We were about half-way through a transit that would take us back to our home base in San Diego, California. Assigned to VF-213 ‘Black Lions’, which was the sole F-14 unit within Carrier Air Wing (CVW) 11, I had spent most of my deployment flying missions over Iraq in support of Operation ‘Southern Watch’. Now, we were finally heading back to our waiting families. It takes approximately six weeks for an aircraft carrier to travel from the

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Left: Newly promoted LCDR Neil Jennings poses for a photograph at NAS Miramar in his VF-213 blue ‘Friday sierra hotel’ flight suit. This shot was taken several months after his high-speed ejection. Author via Sally Jennings Below: The ill-fated ‘Lion 112’ [F-14A BuNo 161146] during a work-up near NAS Fallon, Nevada. Ted Carlson/ Fotodynamics

Middle East to California. On the trip westward to the Persian Gulf at the start of the deployment there is a lot of excitement and anticipation regarding the mission you are on and the ports you will see. In contrast, the trip home is marked by long days and sleepless nights, and much of the crew has ‘channel fever’, longing to be home but not getting there quickly enough. September 20 was a Wednesday, and it began like any other day on the ship. I woke up at around the crack of 10, crawled out of my rack [bed], showered, dressed and headed down the narrow passageway to VF-213’s ready room, where the aircrew congregated in between training, working and flying events. On the flight schedule I was crewed with my RIO, LT T J ‘Buga’ Gusewelle. I enjoyed flying with ‘Buga’. He was a great gr eat offi cer and a great g reat RIO, and he had a spark of enthusiasm that set him apart from the crowd. He loved flying the Tomcat and that made me love flying it too. The deployment we were on was ‘Buga’s’ first and my third overseas cruise.

It was a beautiful day, with great visibility and a thin cloud layer at around 10,000ft.  The tempe temperatu rature re was was quite quite beara bearable ble compared to the Persian Gulf that we had  just recen recently tly left. left. I didn’t pay much attention to the pre-flight of the aircraft. When I got to my ejection seat, however however,, I inspected my Martin-Baker GRU-7(A) like it was the most important piece of equipment on the planet — which it pretty much was. For most of my career I had been in the habit of double and triple-checking every cotter key, pin, fastener, nut, bolt, clip and strap on the seat. Even though I was in the spare aircraft, I took my time making certain that my seat was ready to use, and it was. With the pre-flight completed, we  The flight flight schedule schedule had us down down for a 14.00hrs brief and a 16.00hrs launch. Our mission was to fly a ship’s service hop in support of the destroyer USS  John Paul  Jones (DDG-53). We would be flying a cruise missile profile while simulating an attack on the warship. Neither ‘Buga’ nor I were particularly interested in either

not knowing that we would be using most of the gear to survive that day. At around 15.15hrs we arrived on the flight deck and walked aft, looking for our assigned F-14, ‘Lion 112’.  The jet was parked all of the way aft on the starboard side of the deck, and it had been chained down with

the brief or the mission, mostly because we were designated as the ‘spare’ for the flight. This meant that we would not get airborne unless one of the ‘go birds’ had a maintenance issue and was unable to launch. In other words, we had the less than enviable task of getting our aircraft ready to launch, but there was little likelihood that we would get to go flying. Being the spare usually involved doing all the work of getting ready to go flying, but without the reward of actually

the tail hanging out over the water. Considering that we had been on cruise for five months, ‘Lion 112’ still looked remarkably good. Our plane captain had taken pride in the aircraft, and he had worked hard to get the exterior of the  jet clean. The flight deck was a greasy, grimy and crowded environment, and it took extra effort to keep the jets looking good while they were continuously being used on missions. I was always glad to man up a jet that looked as

getting airborne. ‘Buga’ and I met in the ready room just before 14.00hrs, checked the weather, looked at the list of divert fields, sat through a flight brief, compared notes, did a quick crew brief and then had about 10 minutes to take care of our other administrative tasks before we headed out the door. A little after 15.00hrs we left the ready room and stepped into the passageway where maintenance control was located. The maintenance chief handed us the aircraft discrepancy book for ‘Lion 112’ [F-14A BuNo 161146]. We read through the binder of recent maintenance actions and noted that our jet had a marginal radar, but that all the other systems were up and working. We left maintenance control, cut back through the ready room and headed down a passageway that took us to the para-rigger’s Shop. We suited up into our flight gear and headed outside,

Above: F-14A BuNo 161617 ‘Blacklion 106’ was the Tomcat that bore Neil Jennings’ name and ‘Waylon’ callsign during VF-213’s 1995 WestPac deployment. Author via Sally Jennings

good as ‘Lion 112’ because it gave me confidence that the aircraft was ready to go.

started the engines, got the generators on line, powered up the systems and completed the required checklists. We had  just finis finished hed when we saw saw a‘yello ‘yellow w shirt’ shirt’ heading in our direction, giving our plane captain the signal to remove the chocks and chains that held us firmly in place. Hey, maybe we were going to go flying after all. All of a sudden there was a flurry of activity as our young plane captain and his two assistants pulled the chains off, kicked the chocks out from under the tires and did a final visual check of ‘Lion 112’ to make sure we were ready to taxi. ‘Buga’  jumped  jump ed on on the radi radio o and and verified verified that LTs ‘Haggis’ Karger and ‘Smoke’ Stinson were having problems with their F-14. The launch had already started, and aircraft were roaring off the catapults. Whatever Whatever issues they were having, there was no time to fix their jet before the launch would be complete. This meant that ‘Buga’ and I were definitely getting into the air.

Right: CVW-11 undertook three WestPac/Persian Gulf deployments embarked in USS  Abraham  Abr aham Linco Lincol  l n (CVN 72). This photo was taken shortly after the carrier had sailed from San Diego on April 11, 1995 at the start of its six-month-long deployment. US Navy www.combataircraft.net // October 2018

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Called into action Any opportunity to go flying was relished. We were both psyched that we were taxiing to the catapult because it meant that we were going to escape the floating grey prison that had been our home for the better part of half a year. ‘Buga’ used the opportunity to poke fun at ‘Haggis’ and ‘Smoke’ on the radio, which was standard fare. It was to be expected when you went ‘down’ and there was a spare ready to replace you.  Take-off  Ta ke-off checkli checklists sts comp completed leted,, engines at full power, final checks done, afterburners lit and I saluted the catapult officer. He completed comple ted his last la st look-over, touched the deck, pointed forward and waited for the catapult to fire. Another catapult offi cer below the deck d eck pushed a button on a console, steam pressure was ported through a complex launch system and we were roaring down the catapult, going from zero to 150kt in just two seconds. The catapult shot would take your breath away. As the jet accelerated you got tunnel vision, and you felt a rush of adrenalin that cannot be described. It was both exhilarating and addictive, and there was nothing in the world that matched it. Once we were away from the deck I did a clearing turn, got the gear and flaps up, disengaged the afterburner and leveled off at 500ft. Compared to the helterskelter world on the flight deck, being airborne was quiet and relaxing. The air was smooth, our jet was flying crisply and we were lucky to be alive. Seven miles from the boat we started our climbing left turn to 8,000ft. We leveled off at the assigned altitude and I initiated a sharp left turn to go find the ES-3A Viking tanker [from VQ-5 Det B] that was waiting for us overhead the ship. We visually spotted the ES-3 at about seven miles and proceeded

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Above: Between June and September 1995, CVW-11 was committed to flying ‘Southern Watch’ missions over Iraq on a daily basis. ‘Blacklion 105’ (BuNo 160695) was photographed over Iraq during a defensive counter-air mission. VF-213 via author Above right: F-14As from VF-213 carefully parked in CVN 72’s crowded hangar bay. The unit embarked 14 Tomcats at the start of the cruise and had lost ‘Blacklion 116’ (BuNo 161273) during training off Hawaii on April 27 when it suffered an engine stall — the bane of the TF30-powered F-14A. Author via Sally Jennings

to rendezvous from the left side. The Viking was holding overhead the ship in a continuous left-hand turn, waiting to pass the 3,000lb of fuel that would give us enough gas to complete our mission.  Two  Tw o of our squad squadron ron-mate -matess in anot another her F-14 had reached the tanker just before us, and we watched as they completed refueling. LCDR ‘Stash’ Fristachi and LT ‘Stinkin’ Cassole were flying the only other F-14 airborne during our cycle, and they were assigned the same mission as us. Within a few minutes they disconnected from the fuel hose and departed off the right side of the ES-3. The tanker pilot then gave us a signal that we were cleared to move aft and plug in. As per the brief we were scheduled to get 3,000lb of fuel from our tanker, which was enough to pump us back up to a full load of 20,000lb. It only took a few minutes to get our allocated gas. I then moved over to the right side of the tanker, where the ES-3 pilot and I exchanged hand signals. We watched his fuel hose retract and we then departed off his right side and proceeded outbound

in the direction of  John Pau Paull Jones Jones. ‘Buga’  Abraham aham Lin Lincoln coln’s checked us out with  Abr fighter controllers as we proceeded on the mission. Paull Jones Jones had recently  The crew crew of John Pau upgraded their weapons system software, and our job was to make several low and fast flights by the ship to allow them to check the functionality of their radar and weapons system. It was only 70 miles from Abr  Abraham aham Linc Lincoln oln, and it did not take us long to transit to our assigned holding fix, which was 40 miles south of the ship

at 20,000ft. We caught sight of ‘Stash’ and ‘Stinkin’ en route and rendezvoused on them briefly. They had arrived at the holding fix a few minutes ahead of us. ‘Buga’ checked us in with our controller, and shortly after that ‘Stash’ and ‘Stinkin’ departed the holding point, starting their first run on the destroyer. Our goal was to follow them in a 10-minute trail. Within a few minutes we got a call on the radio to turn inbound to  John Paul Paul  Jones and start our run. I pushed the nose of our F-14 over in a descent, unloaded

the wings and willed our fuel-heavy  Tomcat  To mcat to accelera accelerate te as quickly quickly as it could — at sea level the speed of sound is more than 600kt. The controller on board John Paul Jones had asked us to do our flyby as fast and as low as we could go, and our goal was to arrive at the ship at 500ft doing just over Mach 1. At 30 miles out we could see a small dot on the smooth ocean surface that was our target for the flyby. We continued to accelerate and descend, and somewhere around 10 miles from the ship we leveled off at 500ft, doing almost 600kt indicated. As we got closer to the ship I briefly glanced in the mirrors on the canopy bow and saw that a large vapor cloud covered the back half of our aircraft. At high speeds, and especially on humid days, it was not uncommon to see a shock wave that attached itself to the aircraft. A couple of miles from Joh  John n Paul Paul Jone Jones s we could see several dozen sailors standing in various places on the deck, waiting to watch us fly past. The destroyer had been at sea with us for the entire deployment, its mission being to provide a defensive capability — specifically against any aerial threats — for the carrier battle group via its Aegis radar and RIM-67 SM-2 surface-to-air missiles. As we flew past the ship we

could see the faces of some of the crew.  They were were excited excited to be getting their own own personal airshow. As the ship passed behind us I initiated an aggressive right-hand climbing turn that would carry us back up to our

Above right: VF-213’s ‘Blacklion 101’ (BuNo 162599) accelerates along the deck of USS  Abraham  Abra ham Lincol Lincoln n

(CVN 72) in 1995. This jet suffered a fatal take-off accident at Berry Field, Nashville, on January 29, 1996. Author via Sally Jennings

Below: BuNo 161146 joined VF-213 from VF-111 during October 1992. The jet is shown at Miramar in August 1993 following the change of tail markings. Craig Kaston via David F. Brown

holding altitude. As I pulled the stick back and nudged it slightly right, I set a little more than 6g for the climb. As soon as I loaded the aircraft up with g there was a troublesome ‘bang’ and the jet rolled dramatically and uncontrollably to the left. Instinctively, I countered the left roll by moving the stick right, but despite my best attempts to control the aircraft we kept rolling harder left. In an instant it felt like the nose snapped downward in full left yaw and I was certain we were on a vector headed downward toward the water. My head banged hard on the right side of the canopy and, all of a sudden, time stood still. In a timespan that lasted for little more than a few hundredths of a second, the comfortable air-conditioned cockpit of our navy fighter became foreign and hostile. I was confused about what had

happened, and I was desperate to sort out our situation. I stared at the engine and flight instruments, but the gauges held no usable information. In short, the instrument panel was a blank slate staring back at me, telling me nothing about our dire predicament. I attempted to regain control of our tumbling aircraft by centering up the stick and pulling the throttles back out of afterburner. I noticed fire off the right side of the aircraft, somewhere aft. I couldn’t couldn ’t discern the t he horizon. There was no differentiation between sea and sky. Nothing made sense, and I was sure that we were not going to make it out of the situation alive…

NEXT MONTH ‘With our fighter turned into a convertible, there was nothing more to do, so I let go of the controls, crossed my arms, grabbed tightly on the webbing on either side of my survival vest and wondered if the wind blast was going to hurt really bad…’ Don’t miss the second part of this compelling story in our November issue.

www.combataircraft.net // October 2018

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BY  ROBERT  ROBERT BECKHUSEN TAKING A LOOK BEHIND THE HEADLINES

MINE-LAYING MISSIONS

O

N JANUARY 19, 1991, US Navy pilot LT William ‘TC’

Costen and navigator LT Charlie ‘Tuna’ Turner of VA-155 approached their target while flying below 1,000ft, at night, in an A-6E Intruder carrying 12 Mk40 DST (Destructor) sea mines. Theirs was one of four Intruders in the strike group and their target was a shallow ship channel connecting the Iraqi port of Umm Qasr to the Persian Gulf. During their approach, Iraqi ZSU-23-4 anti-aircraft artillery fire was

heavy, but aimed too high — the tracers visible in the darkness. The weather was foggy. Once over the channel, the Intruders dropped their mines, before turning and heading back to USS Ranger . Suddenly anti-aircraft fire struck Costen and Turner’s Turner’s  jet. Their wing wingmen men report reported ed seeing seeing a bright flash in the fog. Their hearts sank. Both crew members were killed.

Intruder pilot CDR Steven ‘Boots’ ‘Boots’ Barnes — another aviator on that mission — recalled observing three partially sunken ships in the area during a later fight, all possible victims of the Intruder’s mines. ‘Perhaps we had been successful,’ Barnes wrote in an article for the Intruder Association.. They knew the risks Association r isks going in. Costen and Turner, on their first combat tour, volunteered volunteered to take part in the mine-

In early June 2018, two B-1Bs took off from Dyess AFB, Tex exas, as, and flew fl ew to the Baltic Sea, dropping inert Mk62s as part of NATO’s annual ‘BAL ‘BALTOPS’ TOPS’ ex exercises ercises

laying mission.  This was the last last time the US US Navy Navy carried out an aerial mining mission during wartime. Before the Umm Qasr operation, the last major sortie of this type was 1972’s Operation ‘Pocket Money’, when mine-dropping A-7 Corsair IIs sealed off the North Vietnamese port of Haiphong. But in the 21st century, flying close to the water water,, along heavily defended strategic waterways, is too dangerous and not worth the cost in potential casualties. It’s all the more serious versus what the Pentagon terms ‘near-peer’ adversaries such as Russia and China, which possess considerably more advanced air defenses than Iraq in 1991 or North Vietnam in 1972.

A returning mission  The US military military mine-l mine-layin aying g mission mission is returning, with increasing assistance from the US Air Force. One reason is the likelihood that commercial sea lanes will emerge as a priority target for interdiction during any future conflicts. Much of Russia’s container shipping sails to and from St Petersburg and must pass through the narrow Gulf of Finland. China’s reliance on world trade makes Beijing highly vulnerable to a sustained mining campaign off the country’s harbors. Yet Yet the US Navy’s mine-laying capabilities have deteriorated to submarines and maritime patrol aircraft.  The USAF USAF,, howeve however, r, is pickin picking g up the reins. It can deploy mines in mass numbers, a single B-1B Lancer being capable of carrying 84 500lb Mk62

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Left top to bottom: US Navy A-6E Intruder crews were experts at low-level minelaying missions. US Navy A 345th Expeditionary Bomb Squadron aircraft weapons specialist loads Mk62 Quickstrike mines onto a B-1B. USAF/SrA Emily Copeland

altitudes. Unlike the Intruders, which had to fly low, a heavy bomber such as the B-1B can launch a QuickstrikeER from miles away while targeting a specific location outside a harbor, in a channel or strait. Because these mines travel with precision-guidance systems, a bomber does not have to make multiple passes at different angles to create a hazardous minefield — that can all be pre-programmed at a distance. Once under waves, the mines detect ships passing above via either the ship’s vibration, magnetic field or changes in pressure. On September 23, 2014, a B-52H flying near Guam released the first Quickstrike-ER, which traveled 40 miles with the help of its fins. A year later, two B-52Hs from Minot AFB in North Dakota dropped 18 inert mines off the Swedish coast while resisting a simulated amphibious invasion. This kind of defensive mining, laid by bombers scrambled quickly after the first wave of enemy troops hit the beach, can place lethal obstacles in the path of follow-on waves of troops who are necessary to sustain the operation. ‘With very little strategic warning and some timely intelligence, it should be possible to emplace a defensive minefield to impede the establishment of a beachhead,’ USAF Col Mike Pietrucha, an advocate for aerial mining, wrote for Air & Space  in 2015. Space Power Power Journa Journal l  in ‘In reality, one cannot count on timely intelligence and strategic warning, and the first wave of any amphibious assault will probably make it ashore. In this case, the applicability of a modern aerial minefield becomes apparent.’  The Stratofortre Stratofortress ss can also fire fire Harpoon Harpoon anti-ship missiles, making it an effective, long-haul ship killer. The obvious implication is that the lumbering B-52s — which will see service into the 2040s if not beyond — will take on a more navalQuickstrike mines. In early June 2018, two B-1Bs took off from Dyess AFB, Texas, and flew to the Baltic Sea, dropping inert Mk62s as part of NATO’s annual ‘BALTOPS’ exercises. ‘Dropping ‘Dropping naval mines gives the B-1 a lot of operational capability to complete the aircraft’s mission,’ said Lancer pilot ‘Hojo’ ‘Hojo’ of the 345th Expeditionary Bomb Squadron. ‘It can quickly deliver large quantities of precision and nonprecision weapons against any adversary, anywhere in the world, at any time.’  The B-52 B-52 Strat Stratofo ofortress rtress fare faress well, well, too too.. It is able to carry 45 Mk62 mines each.  The Quicks Quickstrike trike serie seriess of mines are in

fact converted bombs — the Pentagon has also developed 2,000lb Quickstrike-J ‘Skipjacks’ and winged, 500lb QuickstrikeER ‘Flounders’ with GPS navigation kits.  The Quic Quickstri kstrikes kes are are older older,, dating dating back to the 1980s, and are designed for shallower waters. The Quickstrike-ER’s retarding tail fins help it slow down when approaching the water. Several programs to create more modern air-dropped mines have fizzled out. Nevertheless, the existing aerial mines allow bombers to approach defended channels and booby-trap them from longer distances and at medium and high

Above: A US Navy A-6E Intruder, like the one flown by LTs Costen and Turner during ‘Desert Storm’. US Navy/PH1(A Navy/PH1(AW) W) M. K. Miller Above left: An S-3A Viking aboard the USS Dwight D. Eisenhower  (CVN  (CVN 69) carrying a Mk52 mine. US Navy

oriented role as they will not survive in a modern air defense environment suited for stealthy F-35 Lightning IIs and B-21 Raider bombers. These same B-52s could carry long-range AGM-158 (Joint Air-to-Surface Stand-off Missiles (JASSMs) — cruise missiles — to target ports, or the JASSM’s anti-ship version currently in development. With more practice, this kind of warfare would be an interesting shift for the 60-year-old bombers. In any case, it is safer than the low-flying airborne mining runs off Iraq during the Persian Gulf War. www.combataircraft.net // October 2018

61

The EF-10B electronic warfare version version of the Skyknight played a vital but often overlooked role in Vietnam. Combat Aircraft talks to some of the brave men who flew the type operationally in those deadly skies in South-east Asia.

to the unit in theater varied, but there were not usually more than 10 EF-10Bs present at any one time. On April 5, 1965, just four days before VMCJ-1 deployed to Da Nang, a Strategic Air Command (SAC) aircraft brought back pictures of the first SAM site under

REPORT Warren E. Thompson

construction around Hanoi. By mid-July, the area around the North Vietnamese capital and the important Haiphong harbor was jammed with missile sites.  The ban on attacking attacking these installati installations ons was lifted immediately, which gave the EF-10B an opportunity to provide ECM support on the strikes that followed.

F

AST, SLEEK AND deadly, the F3D Skyknight was designed and built by Douglas as a carrier-based night fighter

in the years immediately after World War Two. Initial development and production took time, as jet technology was still in its infancy, and the type wasn’t to see action until late in the Korean War. War. That said, it gave a good account of itself in combat and scored several MiG-15 kills.  The pace pace of fighter fighter development development in the late 1950s and early 1960s was rapid and the F3D was soon replaced on the

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front line by newer types such as the F-4 Phantom II. However, it wasn’t the end for the Skyknight, as it had been turned into an electronic warfare platform by the time the Vietnam conflict started under the EF-10B designation. Its large interior provided ample room for the latest electronic equipment, and its primary role was protecting American bombers from the maze of surface-to-air missiles (SAMs) spread over North Vietnam. Lt Col Wes Corman and VMCJ-1 ‘Golden Hawks’ arrived at Da Nang air base on April 17, 1965, to begin operations with six aircraft. The number of machines assigned

‘Drut’ into battle  The EF-10B, EF-10B, which which was nicknamed the ‘Drut’, was armed with a pair of 20mm guns, but didn’t have ejection seats for its two-man crew — unusual for a jet. Both crew members had to rely on an escape hatch in the event of an emergency egress.

An EF-10B Skyknight landing at Da Nang AB in 1967. This was getting close to the end of the squadron’s use of this aircraft in Vietnam. Jerry Parks via author

It was equipped with two internal 200watt jammers and could carry external electronic countermeasures (ECM) pods or chaff dispensers. A pair of 300-gallon drop tanks were usually fitted to give the aircraft extra legs. One of the leaders of the first strike ‘up north’ was Capt Duke Steinken. ‘We had been briefed to fly over the water to the Haiphong area, then west to our IP [initial point] near the SAM sites outside of Hanoi, where we would set up a racetrack pattern at 20,000ft. We were about 110 miles from Da Nang over water, close to Vinh, when I calculated we were not going to make our IP on time on the briefed course. I plotted a new direct course and we transitioned overland towards Hanoi. ‘As we passed to the west of Thanh Hoa I intercepted numerous ‘Fire Can’ control radars and commenced jamming them and breaking their radar lock. Maj Mitchell, my pilot, said, ‘Duke, look out here’. I saw the entire area was full of heavy AAA

[anti-aircraft artillery]. We got through that and arrived at our IP right on time, as the F-105s began to attack the SAM sites for over 20 minutes. ‘Collectively,, the six EF-10Bs intercepted ‘Collectively and jammed ground-con ground-controlled trolled interception radar, radar, fire control and SA-2 ‘Fan Song’ target tracking radar and we also dispensed chaff. The ‘Fan Songs’ indicated active SAM sites and threat warnings were given to the strike force, although no missiles were reported while we were on station. ‘MiG formations were reported passing through the area but there were no engagements. After the attack we didn’t attempt to join with the other EF-10Bs. We departed alone and headed for the coast and ‘feet wet’. About 33 miles northnorth-west of Vinh we received a MiG alert at our six o’clock at 14 miles. We had two 20mm cannon, but as we crossed into North Vietnam we had test-fired our guns and both jammed — a common

occurrence. We descended rapidly to low altitude over water and proceeded to Da Nang, where we were the first EF-10B to land. ‘We learned later the USAF lost several aircraft but none to radar-controlled AAA or SAMs. VMCJ-1 maintained an ECMO [electronic countermeasures officer] full-time full- time in Saigon to co-ordinate co-ordi nate electronic warfare missions for the air force and navy. He asked the USAF representative for some sort of unit recognition for the squadron for its role in the SAM strike operation. He replied that they had already recommended the VMCJ crews for the DFC for heroism and extraordinary achievement. achievement.’’

Night missions  The EF-10Bs continued to defend strike crews all over North Vietnam. They flew nightly patrols along the demilitarized zone (DMZ), providing real-time warnings of any SAM or triple-A threats

IN THE DANGER ZONE www.combataircraft.net // October 2018

63

GLORY DAYS // EF-10B IN SOUTH-EAST ASIA

Above: A flight line of VMCJ-1 Skyknights waiting for assignments at Da Nang. This shot was taken during the last weeks of their involvement in the war. Jerry Westphal via author

to friendly air operations supporting ground troops in the area. In August 1966, the North Vietnamese placed a Soviet or Chinese-built ‘Cross Slot’ long-range radar — normally used for coastal surface search — inland, just north of the DMZ. An investigation of the site, which was only switched on at night, was ordered and 1st Lt H. Wayne ‘Flash’ Whitten was one of the ECMOs to fly the sortie. Looking back at the operation, he

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said, ‘It became a topic of speculation as to [the radar’s] purpose and threat potential. As a result, the 1st MAW EWO, Capt Cliff Jackson, was directed to task

Left: EF-10B crews were all given automatic weapons to defend themselves with if they were shot down. Most of these crews logged a lot of time over Hanoi. Richard Kuci via author

us to get a targetable location, and according to the record we delivered it less than four hours later. ‘That night, two EF-10Bs were assigned to co-operatively get a good fix [on the site]. CWO [Chief Warrant Officer] Daryl Cook and I were the ECMOs on that

Right: VMCJ-1 was equipped in Vietnam with two front-line types — the RF-4B Phantom II and EF-10B. Sam Gill via author

mission. Arriving on station we found our adversary was on the air and the challenge was on. ‘We did some homing runs with our position marked by the USAF ‘Sky Spot’ tracking radar located south of the DMZ. We created a bit of radio chatter and a USAF Phantom section lead came by and asked what we were doing. Hearing it was a [enemy] radar contact, he got our best co-ordinates [for the ‘Cross ‘Cross Slot’] and made a pass, dropping a string of the new CBUs [cluster bomb units] that resulted in a spectacular firework show underneath us. At that time, the radar abruptly went off the air and everyone was ecstatic, and we posted it as probably being knocked out. ‘Alas,, as often was the case, our roll-back ‘Alas was short-lived due to a quick repair job, or more likely we believed the radar was ordered to be shut down by the outraged mayor of a nearby village that had come under attack from the F-4s. In any event, two nights later, I found it was back up and running. ‘The commanding general of the 1st MAW declared it was a threat to his aircraft and must be dealt with. It was decided to send in an EF-10B on a stealth

questions as how we got that hit [while] flying at the directed altitude. ‘We were saved from these questions when 7th Air Force asked us to attend the debriefing. So my pilot and I jumped into another EF-10B and went to Saigon with the film. A couple of days later, we used our RF-8As [the reconnaissance version of the Vought Crusader] to follow up and get a nice targeting image. They came back with excellent shots of the complex, plus

photo mission as, unbeknownst to 7th Air Force, the old ‘Whale’ [the EF-10B] did indeed have a great reconnaissance camera. Lt Gail Sublett and I got the nod for this mission and we launched at dawn’s early light in [BuNo] 125869. ‘Our instructions were to make only one pass at about 8,000-10,000ft over the area and we did that with an old K-17 camera chugging along. Afterwards, my pilot and I agreed that with it being a clear day we stood a good chance of picking up the radar site if we made a low-level visual run. The next thing I remember was looking at a group of triple-A guns. On our second pass, we took a hit that sounded like an artillery shell exploding. As my pilot pulled up and away we decided that discretion was the best part of valor and we decided to return to base with our prized film.

Above: A VMCJ-1 EF-10B prepares for take-off from Da Nang. The RM tail code indicates that this was one of the original batch of Marine Corps jammers sent to Vietnam. Hoyt Wayne Young via author

Arriving on station we found our adversary was on the air and the challenge was on 1st Lt H. Wayne ‘Flash’ Whitten

numerous lucrative targets around it. ‘The commanding general of MAG-12 launched a mini-strike on September 4 that knocked out the radar and wreaked havoc on the guns. Two RF-8As took the battle damage assessment photos the next morning — it took over a month for the Vietnamese to get the radar back on the air’. air’. That radar was directly in line with the route that Marine Corps aircraft had to fly to reach targets in southern Vietnam. Vietnam.

Dangerous missions  The EF-1 EF-10Bs 0Bs cont continued inued to fly fly danger dangerous ous missions around Hanoi and Haiphong harbor until EF-10B BuNo 124645 made the last combat sortie on October 2, 1969. Some of those operations meant flying

These two Skyknights have followed the coastline northbound before turning inland. These examples were the primary defensive forces protecting a raid against hidden gun emplacements. John Dodson via author

‘When we returned to base, everyone was gathering on the flight line to view the fist-sized hole that shell had left. The powers-that-be powers-tha t-be asked some pointed

www.combataircraft.net // October 2018

65

GLORY DAYS // EF-10B IN SOUTH-EAS SOUTH-EASTT ASIA low along the roads to intercept vehicles moving at night. Nocturnal flights in support of USAF road traffic attacks were we re much different from other ECM missions. The strike package consisted of four aircraft: a Lockheed C-130 Hercules with ground search radar, radar, a single EF-10B and two Martin B-57 Canberra bombers. They would all launch from Da Nang, sometime well after dark, and join with the C-130

On our second pass, we took a hit that sounded like an artillery shell exploding, and as my pilot pulled up and away we decided discretion was the best part of valor… 1st Lt H. Wayne ‘Flash’ Whitten

south of the DMZ.  The EF-1 EF-10B 0B would would tuck in under under the C-130’ss starboard wing, just aft of and C-130’ between the engines. The B-57s would  join in trail trail and abov above e the Herc Hercules ules.. On crossing the DMZ, running lights on all aircraft would be turned off, except for a row of green lights on top of the C-130’s wing. Once a potential target was located, the Hercules would fly over it, dropping flares for the two bombers to see. When the B-57s had expended their ordnance, the flight would return to Da Nang. EF-10B pilot 1st Lt Hoyt Wayne Young flew on some of these missions. He recalls what went on during low-level sorties: ‘One of the first ones I flew, we took off out of Da Nang and rendezvoused with our other contacts out over the Gulf of Tonkin. On that particular night, it was very cloudy and the C-130 was orbiting at a certain point at 16,000-17,000ft. So, we went out at 18,000ft and the B-57s hadn’t launched. We were out there with the C-130 in a racetrack pattern in a righthand turn and

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we were supposed to ease down through the cloud to where we could pick up the C-130. All of a sudden, I saw flashing lights. Easing down a little lower lower,, I could make out the outline of the C-130. I was right on his wing. The pilot stated that the B-57s had launched, so we waited a while as they joined up about 5,000ft above us. We then set up in the area we were going to work. ‘When we got down to the level we were going to orbit, the weather was clear and it was no problem staying close to our C-130. My eyes had adjusted to the low light and my night vision was good. Without Without warning, the C-130 started dispensing flares and my night vision was shot to hell! Then the transport went into a hard right bank, so we slid down under him and lost the light on the Hercules’ topside, forcing forcing us to slide back to get a visual on it and about that time the flares burnt out. We were out there in total blackness with only one little white light to use as a reference. ‘The C-130 would be capable of picking up any vehicles moving on the ground. We would pick up fire control radar coming from enemy gun positions. The only communication communicatio n going on was between the Hercules and B-57s.’

Going downtown One of the most dangerous missions the ‘Drut’ could participate in was going up to the Hanoi/Haiphong area — ‘affectionately’ known as ‘going downtown’. It was stocked with the latest in SAM and triple-A emplacements. The reason for this was that it was where the

Left: The maintenance record of the EF-10B at Da Nang was excellent despite their age. Marty Lachow via author This image: Waiting for a landing F-4B, EF-10Bs sit on the holding point at Da Nang AB sometime in 1965. John Dodson via author Right top to bottom: Capt Hoyt Wayne Young flew both the RF-4B and the EF-10B, and notched up a lot of missions over Haiphong harbor. One sortie earned him a Distinguished Flying Cross. Hoyt Wayne Young via author VMCJ-2 assets, all with CY codes — RF-4B, EF-10B, RF-8A and EA-6A. Sam Gill via author Two EF-10Bs return from a mission in the Haiphong harbor area. They are getting ready to cross into the DMZ and then on to Da Nang. Hoyt Wayne Young via author

www.combataircraft.net // October 2018

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GLORY DAYS // EF-10B IN SOUTH-EAST ASIA

SAMs were offloaded from ships and sent out to all areas of North Vietnam. The toughest assignment the EF-10B had was trying to get these operations on film. Many pilots agreed that sorties into the north to find out where any new hot-spots had cropped up were the most dangerous. Capt Young recalls one such hazardous sortie deep into enemy territory. ‘The air force asked us to take some pictures of Haiphong harbor. Our photo officer, Capt Chuck Houseman, said it made sense, so he was all for it. We were always escorted by a couple of marine F-4s and that was about the only time they came that far north because they were

usually tied up in the south supporting the ground troops. ‘We took off and went to Haiphong, where we were going to ease over the harbor. Houseman said, ‘You slide about 100 yards off my right wing, we can get both our K-10 cameras working and get some great pictures, and rendezvous with the F-4s and then finish out the mission before we head home’. We crossed the coastline [at about 14.00hrs] and all of a sudden the sky started opening up with flak bursts all around us. We were catching everything, and I was yelling ‘flak’ but Houseman did not see any of it because he was in front, flying lead.

‘I am watching all of this stuff walk right up to me and I’m flying in a slow straightwing EF-10B that is flying at about 230mph instead of an RF-8 doing Mach 1.2. Houseman only stated, ‘Hold it steady as she goes…’We finally broke right and

Above: An EF-10B heads north to sniff out an enemy radar unit. The Skyknight carried one of the most effective recce cameras and made regular low passes off Haiphong harbor to record Russian freighters unloading SAMs. Jerry Parks via author Left: VMCJ-1 personnel pose with an EF-10B at Da Nang. Standing second from left is Capt Chuck Houseman, who flew the dangerous mission into the Haiphong area. Chuck Houseman

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came out of the area. ‘When the CO found out about this mission, he was very upset. He called the air force and told them if they needed any more pictures of Haiphong assets on any more missions like this one, that he would send one of his RF-8s and he was not going to risk his EF-10B. I believe this was the last mission we flew over the harbor in the ‘Drut’ ‘Dru t’.’  The EF-10Bs EF-10Bs were also sent on on numerous ‘Fogbound’ missions, missions, pinning down the locations of enemy radar station and passing off their co-ordinates for attack aircraft. They were good at blinding the radar with chaff and electronic jammers. Despite their age, the EF-10Bs were very effective and they were heavily tasked well into 1966. By this time, the RB-66 Destroyers were taking over the countermeasures role for the air force in Vietnam. However, the EF-10Bs flew in the theater until 1969. The type was finally removed from operational service in 1970. It’s an often-overlooked aircraft, but the Skyknight gave good service, in the hands of extremely brave airmen.

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N

AVAL AIR WEAPONS Station (NAWS) China Lake is one of those bases in the US that conjures up a real feeling

 g h t,  s i g  f  o  t  u  o  s  e  a t e  o p e r a  t  a  h  t  n    o o  r  h e n i t t  d  w  a  s  u    e e  q  i  t  s  u  s a  a n t d  s ’ i s  o r t a  e v i l l s  p  D    m m  t  i  s  t  u  s    D D  o  ‘  V X - 3 1  o f t h e m  e  m  o  s  s  o r m  e s.  b u t p e r f o  b i l l i i t t i e  a  p  a  c  t  e  o fl e  c o m e s t o  h o u t  t K r o m  r  e  G  T  R E P O R

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of secrecy. Tucked away in a remote corner of the Mojave Desert adjacent to the town of Ridgecrest, teams of contractors, deployed squadrons and based personal quietly go about their business. China Lake is — and has always been — about furthering the capabilities of the US Navy’s weapons systems. VX-31 ‘Dust Devils’ is the centerpiece of this effort and is probably the least known of the three fast jet air test and evaluation (VX) squadrons of the US Navy. That reflects the fact that it has an important, yet predominantly secret, mission to fulfill. Previously known as Naval Weapons Test Squadron China Lake, VX-31 ‘Dust Devils’ is populated with test pilots and flight test engineers, all of whom perform research, development, test and evaluation (RDT&E)

work that relates to weapons and mission systems.  To  T o say that that NAS China Lake Lake and its world-renowned ranges are large is a

inventory of the US Navy. It’s an airborne testbed and a versatile platform for evaluating various test articles including seekers, fuses, and radar systems.

massive understatement. Altogether, these ranges account for an astonishing 1.1 million acres of desert. That equates to 85 per cent of all land the US Navy utilizes for RDT&E.  The ‘Dust Devils’ Devils’ current currently ly fly all models of Hornet and Super Hornet, the EA-18G Growler and a pair of AV-8B Harrier IIs. Its fleet numbers about 30 aircraft in total, many of which are in and out of modification. A notable absentee is the F-35. With development testing still

Generally speaking, the type of work we do is software updates and integration testing of new weapons and weapon load-outs, load- outs,’ explains CDR Elizabeth Somerville, commanding officer of VX-31. ‘[This] work can be to fix bugs in current software or new capabilities. During operational use as well as tests, bugs are discovered which the navy characterizes and prioritizes.  Then it is determined determined which which have have to be absolutely fixed by the next software

wrapped up in the Integrated Test Force at NAS Patuxent River, there’s no role for VX-31 with the Lightning II right now. In addition the squadron operates a search and rescue (SAR) flight with MH-60S helicopters, and for test support it flies a North American T-39D Sabreliner — the sole remaining example in the

‘

VX-31 is the center of capability development for the EA-18G Growler and will start flight-testing with the type’s Next-Generation Jammer in 2019. Jamie Hunter

update, such that we can’t go on with them, all the way down to issues that are  just annoying annoying and not really preventing preventing the warfighter from doing the mission. Of course, we like to deliver the most lethal and capable weapons systems to the fleet, but sometimes we have minor nuances with interfaces that we don’t

address. It would be too expensive and too time-consuming to cover them all.’ A lot of time is spent on crew-system interfaces, Somerville emphasizes. ‘With the complexity of today’s mission systems, systems, a lot is about how the aircraft communicates with the crew.  The chall challenge enge is how how to to present present the information to a human being so that he or she makes the right decision at the right time. However, the thing with crewvehicle interfaces is there is no [single] answer.. It often depends on who is flying answer that aircraft and how they want to have the information presented. These are the really fun engineering challenges.’

Block upgrades Individual software fixes are typically not applied ad hoc to fleet aircraft but collected in a block upgrade. VX-31 releases these bundles for each type about every two years. ‘We refer to them as systems configurations sets [SCS],’ www.combataircraft.net // October 2018

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explains Somerville. Somerville. ‘They are the block upgrades and [account for] a considerable portion of our work here.’ Each SCS wraps up a host of different elements, many of which are based on feedback from the field and developing capabilities. ‘Those are developed and bundled into a SCS,’ Somerville says. ‘That testing goes on extensively on a rotating cycle. Per type, we usually have two t wo SCS in development at any time.’

External loads testing China Lake is synonymou synonymouss with weapons work. This has evolved mainly due to the ranges here, as well as the Pacific Missile  Test Range  Test Range near NBVC Poin Pointt Mugu, Mugu, whic which h was previously home to the air-to-air weapons development test squadron. However, this was rationalized under VX-31 once the F-14 Tomcat was retired. A new weapon or an upgrade to an existing weapon will reside firmly with VX-31. With a wide variety of weapons in the fleet, this area is significant for the ‘Dust Devils’. ‘We are continuously upgrading and testing weapons such as the AGM-88 High Speed Anti Radiation Missile [HARM], AGM-88E Advanced Anti-Radiation

Guided Missile [AARGM], Joint Direct Attack Munition [JDAM}, AGM-154 Joint Stand-Off Weapon [JSOW], AGM-158 Joint Air-to-Surface Stand-off Missile [JASSM], AGM-84 Harpoon, laser-guided bombs, AIM-120 Advanced MediumRange Air-to-Air Missile [AMRAAM] and AIM-9X’, describes Somerville. ‘What’s more, upgrading and testing mission systems such as radars, electronic warfare systems and FLIRs [forward-looking infrared] is also ongoing.’ She adds, ‘The fleet is given a NATIP [naval aviation and technical information program], which dictates what load-outs the fleet is allowed to put on its aircraft.’  This involves involves loads compatib compatibility ility and configurations, such as mixed loads or increased load volumes. ‘We work in conjunction with our east coast test squadron, VX-23. They run the actual weapon separation testing, and we do weapons assessment testing. Does it hit where it is supposed to hit? Does it talk to the airplane as it is supposed to, and things like that. Then we go out and make sure that particular load-out doesn’t overload the electrical capabilities of the aircraft or the databuses.’

Top left: Weapons testing accounts for a large portion of VX-31’s activities, as well as the integration of new software loads. NAVAIR Right: CDR Elizabeth Somerville, commanding officer of VX-31. Gert Kromhout Below: The centennial of US naval aviation in 2011 saw VX-31 F/A-18C BuNo 165210 being painted in a retro test scheme. NAVAIR

Of course, much of this developmental test work is conducted hand-in-hand hand-in-hand with industry and the prime contractors on the specific bits of kit. ‘They design and build the weapon [system] and when it arrives here we take it airborne. At that stage we are already familiar with the weapon because we are involved from the very beginning of the development, from the definition of requirements level to the testing in flight,’ says Somerville. ‘Modern weapons are incredibly complex systems. We We have very ver y smart people in the navy who write the specifications,’ she says, noting that writing a specification and throwing it over the fence to the contractor is no longer accepted practice. ‘There would be significant rework to do for us. The advantage of walking the development path in partnership with the prime contractor early on in the design stage is that you do find things that don’t work or that can be better.’  This process process usually usually alleviates alleviates major major issues further down the line. Working practice simply doesn’t allow a lengthy

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‘DEVIL’ SAR

to-and-fro process of ironing out problems. ‘You never get to a point where you can’t proceed, because you had all that hard engineering work on the military, government and manufacturer side completed up front. We find things that need to be fixed, but whatever the issue will be, even if it’s major, we find it in time and correct it.’ Development testing is about meeting the desired specifications. Once ready, the navy passes a capability or system on to operational test — the domain of its sister unit, VX-9 ‘Vampires’. ‘Vampires’. ‘It’s not that we do the developmental tests with blinders on and then hand it over to them when we are done. We do the developmental

testing but we are becoming more and more integrated with operational testing, which is a very good thing. We bring VX-9 in early on the project so that they can get a good look at the weapon to make sure it can effectively do the mission using current tactics and all the current employment methods. methods.’’

The ‘Devil’ is in the detail  The work workfor force ce at at VX-3 VX-31 1 takes takes in mor more e than than 350 people, of whom 42 are active-duty naval aviators — pilots and naval flight officers (NFOs). All of the fixed-wing aviators are test pilot school graduates. ‘Typically, the seniority of our first-tour project officers is such that they have

Above: VX-31’s ‘CAG-bird’ F/A-18E Super Hornet, BuNo 166871, darts into a canyon during a mission from China Lake. Richard VanderMeulen Below left: A VX-31 F/A-18D fires an AGM-88E AARGM, a navyled program for a new standard anti-radiation missile. NAVAIR

With AH-1Z and UH-1Y testing having been concentrated under VMX-1 at MCAS Yuma, Yuma, Arizona, the only rotarywing activity at VX-31 come in the shape of three MH-60S Seahawks that are configured for search and rescue (SAR) operations. ‘We are a unique squadron,’ says CDR Somerville, who notes that the squadron provides SAR cover for the local area. ‘We do that for the local military but also for the civilian police and firefighting departments. They have some specific capabilities that civilian helicopters do not have such as night vision and high-altitude capabilities.’ VX-31 SAR involves activities on the China Lake ranges and performs high-altitude rescues in the Sierra Nevada mountain range — a popular hiking destination. This is a remote corner of California, but important for test and training in the huge R-2508 range complex. ‘In terms of logistics, it’s much more efficient to assign these helicopters to a squadron s quadron rather than operate them under a separate unit,’ Somerville concludes.

Right: VX-31 operates three MH-60S helicopters for local search and rescue coverage. Gert Kromhout www.combataircraft.net // October 2018

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UNIT REPORT // VX-31 ‘DUST DEVILS’ gone through flight school and have done their first fleet tour with an operational squadron. After that, they are assigned to other organizations such as test pilot school.’ Gaining entry to a test pilot course — either at NAS Patuxent River’s Naval  Test  T est Pilot Pilot Scho School ol or or another another reco recogniz gnized ed course — means having a technical degree and above-average performance in the fleet. After a tour on a VX squadron, these experienced individuals tend to flow back into the fleet as squadron leadership. leadership. ‘Both the chief test pilot [CTP] here, CDR Andrew ‘Lurch’ Gephart, and I are on our second tours. tou rs.’ Somerville flew as an electronic countermeasures countermea sures officer (ECMO) with VAQ-141 in the EA-6B Prowler before converting to the EA-18G Growler as an electronic electron ic warfare offi cer (EWO). In between those assignments she attended the US Naval Test Test Pilot School co-operative program and reported to the to the Air Force Institute of Technology Technology to obtain her postgradu postgraduate ate masters degree in aeronautical engineering. Upon graduation, she joined US Navy Test Pilot School class 130 and was presented with the outstanding graduate award in 2006. Her first assignment after USNTPS was to VX-31. Three years later she returned

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to VAQ-141, VAQ-141, first as the maintenance officer and later lat er as the squadron XO. In 2012, she reported to the EA-6B program office (PMA-234) at Pax River as the NextGeneration Jammer integrated project team before returning to China Lake as VX-31 CTP, becoming the commanding officer in July 2016. 20 16.

‘Devil’ worship It’s not all about the fliers at VX-31. Indeed, some extremely skilled maintainers spend days working on particular jets to get them ready for test. ‘They not only make sure the aircraft are safe to fly but also that they are configured correctly,’ Somerville says. ‘The unique thing with this squadron is that each test requires a unique configuration and a different set-up of the systems, depending on what the objectives are for that particular trial. An aircraft may fly in the morning with one particular software set, a particular load-out and a particular version of specific systems in it. However, it may be scheduled for an evening flight for which it has to be completely reconfigured for whatever the needs are.  That is a challenge challenge that a fleet squadron squadron does not have.’ For For the VX-31 team, it ’s a common occurrence.

Right: A VX-31 F/A-18F flies above NBVC Point Mugu. The China Lake jets often detach to Point Mugu for air-to-air weapons work over the Pacific. NAVAIR Below: This F/A-18F wears range instrumentation markings for weapons testing. Gert Kromhout Bottom: VX-31’s T-39D can be reconfigured to carry various test systems. Richard VanderMeulen

NO F-35 FOR VX-31 VX-31 isn’t directly involved in F-35 Lightning II activities, but CDR Somerville notes, ‘Within a couple of years, we will have the F-35 flying from our carrier decks alongside H-60s, F/A-18s, EA-18Gs and E-2s.  The F-35 is going going to have have to be be able able to do a whole slew of things when aircraft are flying together, such as exchanging information.’ While VX-31 doesn’t have any F-35s assigned, it’s unclear where future integration testing will be conducted. It could be at China Lake or at nearby Edwards AFB, or on the east coast at Pax River.

assignment every three years so their experience is not lost.’  The extremely specialist world of VX-31 VX-31 is only possible thanks to the retention of key people in niche roles. Many have

According to the CTP, Gephart, a considerable part of the maintenance team consists of non-aviator flight test engineers. ‘They have gone through two to three years of training at NAVAIR.  They are not experts experts in flight-test flight-test but but in structures, avionics and weapons.’ Many of these maintainers are civilian contractors. In addition, China Lake accommodates hundreds of engineers who are not part of the squadron, but

chosen the desert lifestyle for years and have seen many systems and types come and go here. The Super Hornet has a wide role in the US Navy and accounts for a large portion of the work, not to mention the various international customers that rely on China Lake and its infrastructure in order to support specific projects. Rationalized fleets may have seen the range of types at China Lake dwindling, but with rounds of regular upgrades

Somerville considers them part of the team. ‘These people work on various parts of the base in specialties such as telemetry or the ranges, and play an important role in our activities. In the recent past these engineers were also military but that has changed, which has its advantages. Most of them come from a military background and they bring a lot of experience. Contrary to military personnel, they don’t get a new

Above left: VX-31

still flies a brace of AV-8B Harrier IIs, a night attack  jet (see (seen n here) here) and an APG-65 radar-equipped AV-8B+. Richard VanderMeulen

and more capability than ever before, this more than makes up for the fact that there’s less iron on the flight line. For VX-31 ‘Dust Devils’ the job involves gaining the most capability for the fleet — capability that requires an awful lot of modeling, engineering and pure, good old-fashioned, flight-testing. www.combataircraft.net // October 2018

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Screaming down a remote valley to hit a target with precision, banging down on a carrier deck, engaging fighter fighterss at range — VX-9 ‘Vampires’ ensures ensures that fleet units get just what they need in terms of new ‘kit’. REPORT Kedar Karmarkar

I

 T’S NO COINCIDENCE COINCIDENCE that Air Air  Test and Evaluation Squadron (AIRTEVRON) Nine (VX-9) is

stationed alongside VX-31 at Naval Air Weapons Station (NAWS) China Lake. The two work closely together, albeit with very different mandates. VX-9 is part of the

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Operational Test and Evaluation Force (OPTEVFOR), tasked with realistic testing and evaluation of naval aviation systems and weapons that are to be fielded to operational units. VX-9 ‘Vampires’ specializes in providing the operational litmus test for F/A-18C/D Hornets, F/A-18E/F Super Hornets and

EA-18G Growlers. In addition, VX-9 Det Edwards is an embedded element of the Joint Operational Test Test Team (JOTT) for the F-35C, although geographically separated from the main China Lake operation. Whereas VX-31 is geared towards the developmental test (DT) side of things — working closely with various vendor engineers to ensure systems meet design specifications and are safe to fly — VX-9 is the side that plunges new ‘kit’ into stringent operational scenarios using clearly defined tactics. The ‘Vampires’ fly airframes that are representative of those flown by the fleet without the type of specialist instrumentation modifications found on the ‘Dust Devils’ D evils’ jets.

Above: A fabulous

shot of the VX-9 commander’s F/A-18E flying on a test mission near NAWS China Lake. Kedar Karmarkar

‘Development test aircrews have the knowledge to test the systems out very thoroughly and strictly in their flight profiles, work out all the bugs, a nd ensure it works as advertised’, advertised’, explains LT Sean ‘ Thorny’ Noronha, who is an EA-18G Growler pilot with VX-9. ‘Once they believe it is good enough for the fleet, they sign off and give it to us. ‘We are the fleet representatives here at VX-9. We employ weapon systems as the fleet and the warfighter would employ them, asking if the fleet can actually use the system and fulfill the mission.’ Aircrew who join VX-9 must be at least level-3 qualified. ‘A ‘A level-3 aviator

is a mission commander who can lead a section,’ explains LT Jason ‘Fuego’ Hirzel, a VX-9 Growler electronic warfare officer (EWO). (EWO) . ‘When aircrews check ch eck in at VX-9, the expectation is that they are operationally proficient, know how to do the job safely and can focus on the project at hand.’

Growler gains VX-9 is responsible for recommending tactics or profiles for a new piece of equipment or software block. This feeds straight into the Naval Aviation Warfighting Development Center (NAWDC) at NAS Fallon, Nevada, or the East and West Coast Weapons Schools,

where the manuals and tactics are formally written up. VX-9 is packed with weapons and tactics instructors (WTIs) and graduates from the weapons schools. schools. Their role is to ensure that the operational test profiles are in line with what is being taught to fleet crews.  The Airbo Airborne rne Electro Electronic nic Attac Attackk Weapon Weaponss School (HAVOC) (HAVOC) was formed in 2011 as a center of excellence for the EA-18G’s airborne electronic attack (AEA) mission. VX-9 has also been a pivotal element in maximizing Growler lethality. As well as the AGM-88 High-Speed Anti-Radiation Missile (HARM), the EA-18G features spectrum-wide non-kinetic capabilities that can create a tactically advantageous www.combataircraft.net // October 2018

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UNIT REPORT // VX-9 ‘VAMPIRES’ environment for friendly forces by denying them freedom of maneuver and disrupting air defenses. This is evident in the fact that almost all major ‘Red Flag’ exercises at Nellis AFB, Nevada, are now flown with an embedded Growler element. VX-9 regularly deploys to both orchestrate and participate in these highend training events.

Fleet repres representative entative One of the main differences between flying in the fleet and an operational test squadron is the proficiency level required to stay current in all mission qualifications. In the fleet, pilots can fly close air support (CAS), suppression of enemy air defenses (SEAD), basic fighter maneuvers (BFM) and air combat maneuvering (ACM) with the aim of being tactically proficient for deployments. In an operational test squadron most of these mission sets are daily events, but are flown and tailored to the needs of a particular program.  The process of proving proving a requirement through to fielding a suitable solution is a hugely complex affair. This typically starts with feedback from the fleet, before contractors begin developing a solution, working with acquisition teams before it enters flight testing

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Right: A VX-9 EA-18G Growler down low and pulling hard on a mission near China Lake. Peter Steehouwer Left top to bottom: An F/A-18D roars out of China Lake for a local sortie. Kedar Karmarkar An F/A-18D equipped with a Litening targeting pod and practice bombs is readied by the plane captain to taxi at China Lake. Kedar Karmarkar LT Sean ‘Thorny’ Noronha and LT Jason ‘Fuego’ Hirzel step to their jet. Kedar Karmarkar VX-9 Det Edwards is responsible for F-35C operational test work. James DeBoer

and matures through fundamental safety checks. Eventually it reaches a point where the bugs have been worked out and it’s ready for formal OT,, ahead of its release to the flee t. OT VX-9 flies it and uses it just like the fleet would, and the ‘Vampires’ then provide recommendations on whether that piece of equipment should be signed off as suitable and effective. Hirzel says, ‘Here we are focused on working with talented engineers that do a lot of the heavy lifting behind the scenes, making sure that the programs are a success.’ Being at the ‘Vampires’ gives gives personnel the chance to develop a deep understanding of a particular system or capability. According to Noronha, ‘Aviators ‘A viators change jobs almost every six months in the fleet, whereas here there are a lot more opportunities to deepdive into the platform. I have learned more about [the Growler] in the almost two years that I have been here than I ever would have thought possible.’ possible.’

High desert  There’ss a lot on the horizon for  There’ for the high desert fliers of VX-9. It is currently deeply involved in rolling enhancements for the Hornet, Super Hornet and Growler communities. Indeed, the fielding of the www.combataircraft.net // October 2018

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Advanced Precision Kill Weapon System (APKWS) guidance kit that provides unguided 2.75in (70mm) rockets with laser precision guidance was signed off for the US Marine Corps by VX-9. Now that the navy ’s F/A-18Cs have made their final carrier air wing deployments, ‘legacy’ Hornet work is now mainly focused on the needs of the marines. However, the navy has signed off on Block III upgrades for the Super Hornet and some major enhancements are on the way for VX-9 to get its fangs into, not least the type’s improved cockpit displays and enhanced mission computers and networking. There are also aspirations to incorporate Block III upgrades into the EA-18G Growler, so there’ss a lot of work ahead to ensure there’ that these all reach the fleet with the requisite capabilities.

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While the squadron regularly detaches away for representative conditions, the high desert is the ideal location for most of its test work. ‘Flying conditions are more favorable he re in the desert, desert,’’ smiles Noronha. ‘In the fleet, there are a series of flying events that you need to fulfill, and qualifications to stay tactically proficient, whereas here we are not required to maintain training and readiness for deployment.’ Hirzel adds, ‘The flying out here is the best I have ever experienced, because the weather is always cle ar. When I’m not flying, I have a challenging and rewarding ground job testing the navy ’s newest assets. You are given your own multi-million-dollar project and told to make it happen.’ Noronha echoed those sentiments. ‘’Fuego’ and I have been flying with

Above left:

This VX-9 F/A-18D carries blue practice bombs as it prepares to launch to work with a joint terminal attack control (JTAC) party. Kedar Karmarkar Below: Toting a

pair of live iron bombs, a VX-9 F/A-18E works as part of a close air support exercise supporting joint terminal attack controllers. Jamie Hunter

Above: Wearing the smart new markings that are carried on some VX-9 jets, an AMRAAMtoting F/A-18C darts between the desert hilltops. Kedar Karmarkar each other almost all our career in the navy. We came down here to see what goes on in operational test and found it impressive. The whole base is full of smart people. The number of things you can learn from them is absolutely endless. You You are able to play with and break the ne w toys and say, ‘this doesn’t work, we need to fix this, or we need to ask for this enhancement in the next release’, so it’s rewarding and the effect you have on the fleet is tremendous.’ Acknowledgements: The author wishes to thank LTs Dan Wood, Sean Noronha and Jason Hirzel for their assistance with this feature.

Inset above: Under the protection of a sun shelter, LTs Noronha and Hirzel run through pre-start checks. Kedar Karmarkar Above right: The R-2508 range complex surrounding China Lake provides a perfect proving ground for many new capabilities for the Super Hornet. US DoD

CHINA LAKE RANGES  The Land Land Ranges Ranges are are located located at the China Lake Complex in California’s upper Mojave Desert on more than 1.1 million acres of land. They sit under the R-2508 airspace complex, which includes an additional 1,700 square miles of restricted military operating areas. Airspace is available for air-toair and air-to-surface weapons and weapons systems test and evaluation as well as training and tactics development. Air-to-air weapons fall primarily into the short-range category with medium- and long-range missiles (up to 20nm) tested under restricted launch conditions. Operational environments include high-altitude to low-altitude, subsonic to supersonic, day or night live-fire capability, and high-ground clutter backgrounds. Head-on, tail-on, look-down and crossing angle firings are typical scenarios.

Air-to-surface weapons include shortAir-to-surface to long-range missiles, conventional freefall weapons, guns and rockets. Missile launch scenarios involve ranges greater than 50nm and altitudes above 30,000ft to ranges less than 10nm and altitudes below 500ft. Ground targets span the spectrum from simple bullseye targets to remotely controlled tanks, dune buggies and other vehicles. Simulated missile sites, railroads, airstrips and tunnels are available along with one of the US Department of Defense’s most complete arrays of radio frequency (RF) targets for antiradiation missile (ARM) development and live-fire testing.

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HIS YEAR IS a time for celebration in Azerbaijan — 2018 marks the centenaries of both the Azerbaijan Democratic Republic and the country’s air force. The nation has had its fair share of struggles; for example, in April 1920 it came under the control of the USSR, a situation that continued until independence was regained during 1991. Azerbaijan’s military was reAzerbaijan’s established on October 9, 1992, and today it maintains a small, but potent,

air force. It has two primary operational stations — Tagiyev, located north-west of the capital Baku, near the town of Sumqayit, and Kala Air Base, also close to the capital. Kurdamir Air Base is used largely for crew training.  The main fighter base is Tagiyev Tagiyev,, otherwise known as Nasosnaya), a former Russian installation now undergoing some much-needed modernization. It houses the country’s sole squadron of MiG-29 ‘Fulcrums’, a garishly painted mixed fleet of singleseat C-models and two-seat UB trainers,

which have been in service since 2007. Before receiving MiG-29s Azerbaijan’s primary fighter unit flew a mixture of MiG-25PD/PU/RB ‘Foxbats’, which were withdrawn from use in 2006, and Sukhoi Su-24 ‘Fencers’, axed four years later. The base housed a specialist MiG-25 repair factory, which maintained aircraft from Iraq, Libya and Algeria well into the last decade. Nowadays only MiG-29s are tended to at the plant.  Tagiyev has recently recently undergone an extensive upgrade to both its headquarters facilities and runway. With support from the US, new runway lighting and instrument landing systems have been welcome additions.

MiG boys ‘The MiG-29 squadron has no specific designation or name within our air force; we are just known as the ‘Fulcrum’ ‘ Fulcrum’ unit,’ says base commander Col Zaur Rustamov. ‘We have had the MiG-29s in service since 2007 when they were procured from Ukraine and were overhauled before be fore delivery. deliver y.’ Around 17 are believed to be in service: 15 MiG-29Cs and a pair of UBs, with 26 pilots available to fly them. Out of that

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This image: Azerbaijan operates around 17 MiG-29s that were delivered from Ukraine in 2007. Inset: MiG-29 unit commander Lt Col Ibrahim Haziyev discussing flight operations operatio ns with some of his pilots.

number of aircraft, three airframes are undergoing their 3,000-hour check at the Lviv repair plant in Ukraine. According to Lt Col Ibrahim Haziyev, the MiG-29 squadron commander, ‘We ‘We fly approximately 60 hours [per pilot] a year. Our way of counting flight hours is a bit different as we only note down actual time in the air without mission preparation, taxiing and landing.’ Student pilots in their third year at the air force academy at Kala start with flight training, which involves approximately 10 to 20 hours in Mil Mi-17-1V helicopters. After graduation, pilots selected for the MiG-29 join the air force training school, located at Kurdamir, for fixed-wing instruction. The school shares facilities with the small Azeri Sukhoi Su-25 fleet. Student pilots then fly around 150 hours in the Aero Vodochody L-39 Albatros. When training at Kurdamir is complete, new pilots (who then hold the rank of captain) will join either the Su-25 unit or the MiG-29 outfit at Tagiyev. ‘Newly graduated pilots complete a 45-day academic course in preparation for their first ‘Fulcrum’ flight,’ explained Haziyev. ‘After After that, there is additional training and

Having shaken off decades of Soviet rule, Azerbaijan is modernizing and upgrading its small but potent fleet of MiG-29 fighters and attack helicopters. REPORT Carlo Kuit and Paul Kievit/

Bronco Aviation

www.combataircraft.net // October 2018

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FORCE REPORT // AZERBAIJAN a test to check capabilities. The next stage is for the new pilots to spend 10-15 hours in our MiG-29 simulator.’ Presently, two simulators are available, one for the MiG-29 and the other for Su-25. ‘In parallel with the simulator training, about 10-20 sorties, depending on student needs, are flown in the two-seat ‘Fulcrum’ ‘Fulcrum’ before the new MiG pilot will have his first solo flight in the single-seater.’  The solo fligh flightt is just a basic basic sortie sortie.. It takes up to a year to become a fully operational pilot with the squadron. Night flying and ground attack missions require two more years of training. Conversion and operational training are conducted within the MiG-29 unit. According to one of the instructor pilots, ‘It puts a lot of pressure on the squadron to have training in parallel with operational missions’.  This situa situation tion will chang change e in the near near future with the opening of a dedicated training school. ‘Air defense and ground support are the most important tasks for our unit,’ continues base commander Rustamov. ‘We mostly train for air interception and have up to three MiGs on alert each day.

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In 2016 we had 16 actual scrambles — we have the MiG airborne within six minutes when required. We also work with the Su-25s, usually providing fighter cover.’  Two Azerbaija Azerbaijani ni MiG-29 pilots have have been flying with the Pakistani Air Force to gain experience with the PAC/CAC JF-17 fighter. ‘First results are that the JF-17 is comparable to our MiG-29C,’ the base commander remarked.

Kala: the air force hub  The largest concentration of aviation assets is located at Kala Air Base, which has recently added a new large hangar area for maintenance and storage of the resident helicopters. This opened officiall ciallyy in March 2018. 20 18.  The majority of the helicopter force consists of ‘Hind’ variants: the Mi-24V/P Mi-24V/P,, Mi-35M and M i-24G ‘Super Hind’. It also includes Mi-17-1V ‘Hip-Hs’, ‘Hip-Hs’, which double as light attack/assault platforms and troop transports. For this purpose the Mi-17s can be equipped with a variety of weapon systems such as the ‘Lahat’ (‘Skybow’), an advanced, lightweight laser-guided missile, which is highly effective against a variety of targets at ranges up to 5 miles (8km). The ‘Lahat’ can hit static or moving targets, including helicopters, with pinpoint accuracy and is manufactured by Israel Aircraft Industries (IAI), which was supported by Elbit during the weapon’s introduction two years ago. Azerbaijan was the first export customer for this system. It is solely used by the Mi-17-1s, unlike the ‘Baryer’ system, which can

be interchanged between the Mi-17-1 and Mi-24V fleets and fires RV-2 antitank missiles up to a range of 7,500m.  The Spike Spike ER long-range long-range missile is also interchangeable and was introduced at the same time as ‘Lahat’. In March 2018, the 5th (Special Operations) Squadron became missionready with Bell 412 helicopters. Three of the type were acquired from Canada in 2016. Maj Zaur Agayev, one of the unit’s

Above: To prepare for a centenary parade, a number of the air force’s Su-25s deployed from Kurdamir to Tagiyev for combined training and work-ups. Right: Tagiyev base commander Col Zaur Rustamov. Left: Azerbaijan’s MiG-29 squadron has no formal identity, but is the premier fighter unit in the country. MiG-29 ‘Bort 03’ completed overhaul at the Lviv State Aircraft Repair Plant and was delivered back to Azerbaijan on 13 July 2017. Three further ‘Fulcrums’ are undergoing a 3,000-flightt hour 3,000-fligh inspection. Left inset: The MiGs are held on alert duty at Tagiyev and used for conversion training.

CLOSE CO-OPERATION International co-operatio International co-operation n on defense,, security and military training defense means that Turkey and Azerbaijan have worked closely together since 1992 and hold regular joint exercises.  The best best-kno -known wn of of these these is‘Tu ‘TurAz rAz Şahini’ (‘TurAZ’) in which Azerbaijan MiG-29s, Su-25s and Mi-17-1s work alongside Turkish units out of Konya in central Turkey. The last ‘TurAZ’ took place during September 2017.

pilots, said, ‘In January 2018, a number of pilots were trained over a two-month period in a ‘train-the-trainer’ concept. Besides the three Bell 412s, a Bell 401 and MD530 were also acquired, all sporting black colors. Both of the latter types are currently not operational as pilots have not been trained yet.’ Agayev graduated from the Turkish Air Force academy and will be one of the instructors within the 5th Squadron. One airman is in Pakistan learning to fly the Bell 412, and is due to return home and instruct others.

Mission-ready helicopters Around nine Mi-24Vs are operational and a further nine were updated in 2013 to Mi-24G ‘Super Hind’ standard.  The upgrade upgrade program program was based based on co-operation between South African www.combataircraft.net // October 2018

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company Advanced Technologies and Engineering (ATE) with Ukrainian companies Aviakon and Luch. The Azerbaijani Mi-24G is largely based on ATE’s Super Hind Mk4 and includes very similar core avionics to the latter. The equipment comprises an ATE-developed mission computer, navigation system, and a range-finder incorporated into night vision goggles, as well as the Kentron Cumulus Argos 550 gyrostabilized multi-sensor targeting and surveillance system, integrated TV and IR sensors, and a laser range-finder.  The most striking differences are the redesigned nose and cockpit, which reduce the aircraft’s weight and improve visibility for the crew. Cockpit equipment includes two multi-role 6in by 8in flight control and data displays and a Doppler GPS.  The compact gyro-stabilized multisensor surveillance and targeting system provides night/all-weather flight capabilities. The ‘Super Hind’ carries the ‘Baryer’ V-ATGM V-ATGM missile, which can also be fired by the Mi-24V. Other weapon packages fitted to the ‘Super Hind’ include the GI-2 ‘Vector’ chin-mounted

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Above: The centenary parade over Baku on June 26 included 43 helicopters that operated from Quala. Right top to bottom: The Mi-17s can be equipped with a variety of weapons systems including the ‘Lahat’ (‘Skybow’) built by Israel Aerospace Industries (IAI). A ‘Hind’ crew heads back to ops for a postflight debrief.

dual-feed automatic cannon, which can be aimed using the FLIR/TV sight, the helmet-mounted sight or the head-up display (HUD). The upgrade still allows S-8 58mm unguided rockets to be used.  The nine Mi-24Gs were in service between 2014 and early 2017 but are today awaiting overhaul. Back in 2014 the Paramount Group signed a joint venture agreement with Azerbaijan’s AirTechServices AirT echServices Corporation to form Paramount Aerospace Azerbaijan to upgrade the helicopters and fixed-wing aircraft. This firm is expected to lead maintenance on the Mi-24G fleet.

High-tech helicopters  The main ‘Hind’ variant operated by Azerbaijan is the Mi-35M, of which 24 were acquired in 2010. Deliveries were completed by January 2014. The Mi-35s are equipped with night vision goggles, a turret-mounted IRTV-445MGH infrared TV thermal imaging system and new countermeasures equipment. The weapons package comprises 9K114 ‘Shturm-V’ (AT-6 (AT-6 ‘Spiral’) anti-tank missiles, 80mm S-8 and 240mm S-24 unguided rockets, as well as either a single 12.7mm 9-A-629 machine gun or two 7.62mm 9-A-622 machine guns/ one 30mm 9-A-800 grenade launcher.  They can carry 50kg (110lb) to 500kg (1,100lb) bombs.

 The Mi-35M has a number of improvements compared to the older Mi-24V. It is fitted with upgraded avionics and an improved sensor package, including a night vision system. It also has an electro-optical rangefinder/targeting system with thermal imaging guidance, a satellite positioning and navigation system, electronic multi-function displays, an on-board computer and new-generation  jam-proof communications communications equipment.  The Mi-35M can deliver eight ‘Ataka-V’ or

Above:

On average, 10 new pilots join the squadrons at Quala per year. Students fly about 20 hours in the Mi-17. Below:

This Mi-35M, ‘503’, sports non-standard camouflage. Three examples like this were seen at Quala.

‘Shturm-V’ anti-tank missiles and ‘Igla-V’ air-to-air missiles, S-8 unguided rockets or bombs. The nose turret is fitted with a GSh-231 23mm twin-barrel cannon. One of the pilots stated, ‘The Mi-35 is heavy, so we try to keep the materiel we carry with us as light as possible’. Round the clock, two Mi-24V/Mi-35Ms are kept on quick reaction alert (QRA) and can be airborne in eight minutes from the initial order to launch.  The Kala base commander concludes, ‘Our focus is now to have two Mi-17-1s

www.combataircraft.net // October 2018

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FORCE REPORT // AZERBAIJAN

To compare the capabilities of the M-346 we have had flight tests with the Yak-130 and concluded the M-346 would be the best platform for us Lt Gen Ramiz Tahirov compatible with the NA NATO TO Operational Capabilities Concept [OCC]. We hope to  join a NATO-initiated NATO-initiated exercise in 2019 in order to have the opportunity to gain experience, see what we are worth and share our knowledge’.

View from the top Lt Gen Ramiz Tahirov, the deputy minister of defense and commander of the air force, gave Combat Aircraft  an  an appraisal of latest developments within the service. ‘We are planning to have a new base operational at Dallar within one to two years from now, specifically for the air force training school. I n order to support the plans we have with our training school, we have acquired 10 Super Mushshak trainers from Pakistan.  These will be delivered in 2018 and will first operate out of Kurdamir, where the school is established, before transferring to Dallar in the near future. ‘To support the introduction of the new trainer we have instructors being trained in Pakistan. It is planned that student pilots will start training in their

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second year in the academy. We We are also interested in the Hürkuş B turboprop trainer, which is being developed by  Turkish Aviation Industries [TAI]. [TAI]. ‘To replace the ageing L-39 we have looked at the Leonardo M-346 [Master]. We have not taken any decision yet on procurement of the type, as there is a significant technological gap from a fifth-generation trainer back to the MiG-29 or Su-25, which are platforms from the 1970s. As we have not decided on the future of the MiG-29 or procurement of [the] JF-17, we will have to wait to procure the M-346. To compare the capabilities of the M-346 we also have had flight tests with the Yak-130 and concluded the M-346 would be the best platform for us. ‘We have also shown our interest in the TAI T-129 ATAK ATAK helicopter. heli copter. However, timelines for procurement are not known, as currently the Turkish Armed Forces are fulfilling its own requirements before they will start producing the ATAK AT AK for foreign countries. The idea is that the ATAK will both replace existing

Above left to right: An impressive line of Mi-24Vs from 2-CI Eskadrilya (2 Squadron) ‘Griffins’. Lt Gen Ramiz Tahirov was appointed as deputy minister of defense and commander of the air force in 2014.

Below: Mi-35M pilots at Quala Air Base. The Mi-24P fleet includes just two airframes, which both sport overall black schemes.

airframes and be added to existing squadrons at Kala.’ Explaining the importance of multinational co-operation in the region,  Tahirov  Tahiro v added, ‘We have very extensive relations with Turkey as of the early 1990s. Besides, we have what we call a ‘triangle’ between Azerbaijan, Georgia and Turkey. We We meet regularly to discuss mutual topics; however, we have no combined exercises with Georgia. ‘With our co-operation with Turkey we have been able to learn and share experiences in military operations which are vital to further expand our knowledge and improve our professionalism. We have instituted mutual exercises, of which ‘TurAz’ is the most important to us. In late September 2017, the Turkish Air Force visited our country for two weeks. The ultimate goal we have is to [participate in] international exercises like ‘Anatolian ‘Anatolia n Eagle’. E agle’.’

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With domestic live fire exercises in late Mayearly June, the international phase of the ‘Aviadar ‘A viadarts’ ts’ exercise drew additional participants this summer to augment the Russian hardware. REPORT AND PHOTOS

Dmitriy Pichugin

T

HIS YEAR’S INTERNATIONAL phase of the Russian ‘Aviadarts’

exercise (ARMI-2018) was held at Dyagilevo air base in Ryazan from July 29 until August 11. As per last year, it attracted visitors from three nations: Belarus, China and Kazakhstan. However the nature of the involvement

changed significantly, with a significant deployment of Chinese People’s Liberation Army Air Force (PLAAF) assets. On July 21, the Russian Ministry of Defense announced that the initial PLAAF contingent had arrived at Dyagilevo including a pair of H-6K bombers from the 10th Bomber Division, 28th Air Regiment at Anqing, Y-9 transport aircraft Above: A PLAAF JH-7A crew upon arrival

at Dyagilevo. Below: PLAAF H-6K serial 20118 from the

Anqing-based 10th Bomber Division, 28th Air Regiment, on the ramp at Dyagilevo. Resident bombers are in the background.

www.combataircraft.net // October 2018

91

PHOTO REPORT // ‘AVIADARTS INTERNATIONAL 2018’

Clockwise from above left: A pair

of PLAAF J-10s taxies out for a mission. One the PLAAF JH-7As from Weifang carries a dumb bomb and a rocket pod.

and JH-7A tactical bombers from the 5th Ground Attack Division/15th Air Brigade at Weifang. A later arrival included PLAAF J-10 fighters. Deployment of the PLAAF H-6Ks and Y-9s Y-9s marked the first time both types had been overseas to participate in an exercise. In addition, there were Belarusian Mi-8MTV-5 and Mi-24V helicopters, plus Su-25 attack aircraft and Yak-130 lead-in fighter trainers, while a Kazakh contingent included Su-30SM fighters, and Mi-35 and Mi-171 helicopters.  The partici participatio pation n by the H-6Ks H-6Ks was significant. They had flown non-stop from their home base to Dyagilevo, which is home to the Tu-22M3s and Tu-95MS of the 43rd Guards Centre of Combat Application and Crew Training.  The H-6K H-6K dedic dedicated ated cruis cruise e missile missile carrie carrierr was unveiled in mid-December 2006 and

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features a newly designed non-glazed nose with a huge radar and slightly wider air intakes. The new intakes are required since the H-6K is powered by two Russian D-30KP-2 turbofan engines. The cockpit has also been redesigned, featuring six color MFDs and ejection seats for the three-man crew. Other visible changes include a chin-mounted forwardlooking infra-red/TV turret, a satellite communicationss antenna on the top of communication the rear fuselage and a datalink antenna on the bottom, and a redesigned tail cone housing different sensors including MAWS and RWR, as well as additional defensive defensive electronics and a new auxiliary power unit. However, the most important change is a new weapons system for a reported maximum of six KD-20 — formerly often referred to as CJ-10K — long-range cruise missiles.

‘Aviadarts’ missions are flown on the Dubrovichi range. It is thought that the H-6Ks likely operated alongside the resident Tu-22M3s. Belarus was thought to have retired its Mi-24V ‘Hinds’, but this example was present at ‘Aviadarts’. Three of Kazakhstan’s new Su-30SMs on the flight line at Dyagilevo, with PLAAF Y-9s in the background. A Su-25K ‘Frogfoot’ from Belarus arrives for ‘Aviadarts’. A Tu-22M3 pours on the power.

This Mi-8MTV-5 carries an impressive load of 80mm rockets and 23mm gun pods.

www.combataircraft.net // October 2018

93

BY  ROBERT  ROBERT BECKHUSEN missions, HAPs — unlike satellites TAKING A LOOKsurveillance BEHIND THE HEADLINES — can linger over a particular area and could produce images with better resolution, since they fly lower than satellites do. HAPs could be more vulnerable to enemy defenses, though. While satellites orbit many hundreds of miles over earth, beyond the reach of most conventional weaponry, the Zephyr — so far, the only HAP undergoing realistic testing — attained a maximum altitude of 70,000ft, well under the ceiling for modern air defense missile systems such as the Russian S-300. Also, the drone is slow, with a cruising speed of  just 20mph.  The Zephyr and similar similar pseudo-satellite drones could be best-suited for operations over lightly defended territory. In 2016, the UK Ministry of Defence bought t hree Zephyrs for around $6 million apiece in order to evaluate them for potential use by the military and other government agencies. ‘Zephyr is a cutting-edge, record-breaking piece of kit that will be capable of gathering constant, reliable information over vast geographical areas at a much greater level of detail than e ver before’, the then UK Defence Secretary Michael Fallon said in a statement. Airbus is still refining the Zephyr Zephyr,, in particular part icular its power consumption. During daytime, the lightly built, solar-powered drone — which features an 82ft wingspan and yet weighs just 165lb — can fly as high as 70,000ft while also charging its batteries. After the sun goes down, Zephyr runs on batteries and slowly loses altitude. During the record-setting Yuma Yuma flight, the drone dipped as low as 50,000ft at night.  The challenge for Airbus is to balance weight and power consumption to produce the optimal flight profile for a particular task. ‘You ‘You have to

 XXXXXXXXX…

DISPATCHES FROM THE FRONT LINE DISPATCHES OF AEROSPACE TECHNOLOGY BY DAVID AXE

ZEPHYR DRONE FLIES FOR NEARLY A MONTH STRAIGHT

A

IRBUS’S ZEPHYR SOLAR� POWERED drone flew for 25 days straight during a test flight over Yuma, Arizona beginning on July 11 this year. The flight represented a record for aircraft endurance, breaking the previous 14-day record also set by a Zephyr back in 2015.  The long flight has big implications for for military surveillance. Unmanned aerial vehicles like the Zephyr could loiter over a low-intensity battlefield far longer than current drones can do.  The latest high-endurance MQ-9 Reaper drone maxes out at 40 hours in the air.  The propeller-driven Zephyr belongs to a class of aircraft known as ‘high-altitude pseudosatellites’, or HAPs. Flying as high as 70,000ft for weeks or even months at a time, HAPs perform many of the same missions that low-orbiting satellites do. ‘The main HAP applications are in telecommunications and remote sensing, both civilian and military’ military’,, Flavio Araripe d’Oliveira, Francisco Cristovão Lourenço de Melo and Tessaleno Campos Devezas wrote in a 2016 paper. Compared to comms satellites, HAPs have the advantages of lower latency and the ability to land for maintenance or reconfiguration, d’Oliveira, de Melo and Devezas explained. For

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The Zephyr solar-powered drone takes flight. Airbus Defence and Space

While satellites orbit many hundreds of miles over earth, beyond the reach of most conventional weaponry, the Zephyr attained a maximum altitude of 70,000ft, well under the ceiling for modern air defense missile systems find the right equation between flying altitude plus battery life, maintaining this or that power’, said Alain Dupiech, an Airbus spokesperson. It’s unclear just how long the Zephyr could stay aloft under the right conditions. The drone’s lithium-ion battery eventually dies, forcing it to land for maintenance. But battery technology is advancing rapidly, driven in part by consumer demand for electric cars, d’Oliveira, de Melo and Devezas wrote. In the short term, a maximum endurance of several months is not inconceivable. But longer flights might not be particularly useful for surveillance and comms missions, Dupiech said. ‘At this stage, most of those missions are not calling for a year-and-a-half up there.’ Airbus has scheduled the Zephyr’s next test flight for October in western Australia.

FLASHBACK // AV-8C HARRIER

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The ‘Flying Nightmares’ of VMA-513 were based at MCAS Yuma, Arizona, when this AV-8C was photographed arriving at McClellan AFB in September 1986 for an open house, less than a year before it was retired from service. Jim Dunn

T

HE FIRST USMC Harrier squadron was VMA-513 ‘Flying Nightmares’. Pictured is one of its AV-8C Harriers (BuNo 158700), among the 47 examples upgraded from AV-8A

standard. The original Harrier had a reputation for high attrition rates and the need for a skilled pair of hands to tame it. Next month, Joe Copalman tells the story of the type in Marine Corps service. www.combataircraft.net // October 2018

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