Short Guide to Aircraft of the Turkish Air Force

A SHORT GUIDE TO

BY OLE NIKOLAJSEN (2012)

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A short story of the Turkish Air Force The start: At a very early stage the military leaders of the Ottoman Empire saw the advantages the aircraft could provide to its widely spread forces and in July 1911 officers were sent to France for aviator training. The 2nd Office of the General Staff, which oversaw Technical matters, ordered to organise an aviation force within the Army. The first flight of an Ottoman Army aircraft by a Turkish pilot was subsequently performed on April 26, 1912 when newly procured Rep and Deperdussin aircraft made test hops from the Ayastefano/Yeşilköy military airfield west of Istanbul. Prior to this the Italian Army had, in October 1911, attacked the Turkish Province of Libya and closer to Turkish shores the 1st Balkan War broke out on October 16, 1912. In early September 1913 peace was secured but the Ottoman Empire had lost both Libya and most Balkan possessions. The aviation forces had played a significant part in reducing the defeat by reconnoitring ahead of the advancing columns in the retaking of Trakia. After peace had been secured, the French Government undertook the reorganisation of the Ottoman Army Aviation Service. During 1914 a permanent war organisation was created and several long exploration flights were performed for training, one of which was from Istanbul to Cairo. With French credit backing a much new equipment was ordered in France, including 53 aircraft. On August 4, 1914, in the middle of these efforts, the 1st World War broke out. The French personnel left on August 6 and the ordered aircraft were not delivered. Two battleships ready for delivery in England were seized by the Royal Navy and in November the Ottoman Empire joined the war, siding with Germany and Austria-Hungary.

1st World war: At the outbreak of the war the Ottoman Aviation Service had 6 airworthy aircraft, 6 pilots, 3 observers, 11 mechanics and 20 riggers. When the Ottoman Empire joined the War, aid was forthcoming from Germany and the establishment of a force of seven Ty.Bl. each with six aircraft was planned. The bombardment and later invasion at Gallipoli in early 1915 changed everything and between February and November 1915 49 aircraft were delivered direct by air from Hungary over neutral Bulgaria to Turkey. The Gallipoli Front Ottoman aircraft were deployed at the strait of the Dardanelles as early as January 18, 1915 and from March 17 onwards, when the final Allied fleet thrust was made, the aircraft unit became permanently based at Canak. It employed a Rumpler B.I and an old Bleriot XI. When the Allied landings took place on April 25, 3 aircraft were available, as a further 2 Albatros B.Is had arrived. Intensive reconnaissance flights were made during the days following the landings. 1nci Ty.Bl. (1st Aircraft Company) was established with these aircraft in May. The first German floatplane arrived at the front in July in the form of a Gotha WD1. Soon British aircraft at the front became fitted with machine guns, and in September the first armed Ottoman aircraft was deployed (Albatros C.I). In October the Seaplane Group received 3 armed Gotha WD2s. On November 30 1nci Ty.Bl. celebrated its first aerial victory when Captain Ali Riza and Lieutenant Orhan in AK.1 shot down a French Farman near Cape Helles. When 3 Fokker E.Is arrived with the 6nci Harp Boluğu (6th War Company) at the front on January 3, 1916 the sky belonged to the Ottoman/German aircraft and in one week eight Allied aircraft were downed. On January 9, 1916 the Gallipoli front was finally evacuated by the British divisions. The Other Fronts With the declining pressure on the Gallipoli front in late 1915 the Ottoman Aviation Services could work on supporting the other fronts of the vast Empire. 2nci Ty.Bl. with 4 Pfalz A.IIs and later a Fokker E.I was shipped to Mesopotamia in January 1916. This caused the surrender of 29.000 British troops at Kut-al-Amara on April 29. Other 5 Pfalz A.IIs were used to form 3ncu Ty.Bl., which was sent to Medina in Arabia. Consisting of only Muslim personnel the unit chased Arab insurgents away from Medina. In January 1916 4ncu Ty.Bl. was established with 3 Rumpler B.Is at Adana, in southern Turkey, in order to protect the Palestinian railway against naval attacks and guard the coastline facing Cyprus. In the west 5nci Ty.Bl. was formed at Izmir. With 4 Gotha LD.2s, 2 Albatros C.I/IIIs and a Fokker E.I it operated in conjunction with 1nci Ty.Bl. based at Galata to guard the long Anatolian coastline facing the Aegean Sea. In February 1916 7nci Ty.Bl. was issued with 2 Albatros C.Is and a similar number of Rumpler B.Is and sent to the Eastern Black Sea for the Russian front. It arrived too late to influence a Russian breakthrough, but was instrumental in containing the Russian Armies at a new thinly manned front with accurate and timely reconnaissance. Later 8nci Ty.Bl. was sent as re-inforcement. When a Southern Caucasian front was established later in the year 10ncu Ty.Bl. with 5 Albatros C.IIIs was sent there. To the south in Palestine the German Army sent the special formed Fliegerabteilung FA.300 with 12 Rumpler C.Is and a Pfalz E.III to Gaza. During 1916 and 1917 aviation had a large and successful role in expanding and later holding the various and thinly manned fronts of the Ottoman Empire. Timely observation held the British forces in Mesopotamia at bay and it was only when the last aircraft became unserviceable that they could penetrate the front and take Baghdad in April 1917. On the Sinai front three major attacks were made by the British forces in 1917, but it was not until October 1917, when forces managed to deceive observing aircraft, that a successful breakthrough was made. Three Ottoman Army aircraft companies and two Naval Groups with no more than twenty aircraft successfully guarded the immense Anatolian coastline against enemy action. Two Russian naval attacks towards Istanbul were repulsed by aircraft alone. The period saw a dramatic increase in the capabilities of the Ottoman aviation forces. By late 1917 fifteen aircraft companies had been formed, 190 new

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aircraft of the latest types (Halberstadt D.V, Albatros C.III and AEG C.IV) were received and readied for service and 127 Turkish pilots and observers were trained by the Flying School at Ayastefano. Main repair depots were established at Istanbul, Baghdad, Damascus and Konya. Still, more than 150 German aircrew were seconded to the Ottoman service in addition to the 5 Fliegerabteilungen and one Jagdstaffel (FA300-FA304b and JASTA 1F) with 170 personnel sent to Palestine. The Air Defence of Istanbul In 1916 Russian naval forces threatened Istanbul twice and when British aircraft made attacks on the city in April, it was ordered that an air defence system should be set up. This took place in 1917, when renewed British attacks were experienced. Four rings of reporting posts were established around the city. The 1st was at the mouth of the Dardanelles, sending warnings via the Postal telegraph lines or the military wireless network to a HQ situated in the railway tunnel at Beyoglu in Istanbul. 1nci and 6nci Ty.Bl. at Gallipoli provided the first line of defence with their fighter aircraft. At Ayastefano/Yesilköy outside Istanbul a fighter unit, 9ncu Harp Boluğu provided a second line of defence, together with the German seaplane unit at Kavak on the Bosporus. For the task 29 C-type aircraft and 10 fighter aircraft were available. A last defence line was formed in the city with 16 anti-aircraft batteries and 7 searchlight units. Naval units in the harbour were also tied to the system by telephone. Despite these measures the British had some success in their attacks against warships in the Golden Horn (at Istinye/Bosphorus) and it was not until rapid fire 77mm guns were received in 1918 that the British had to revert to night attacks. On October 25 the last attack occurred when 5 DH.9s attacked the city. They were reported on time and 5 fighters were scrambled (one Nieuport 17, one Albatros D.III, one Halberstadt D.V and two Fokker D.VIIs). Only Captain Fazil in the Albatros D.III was able to make an interception and he single-handedly scattered the enemy formation, receiving three serious wounds in the fight. By autumn 1918 the Ottoman forces had largely expended themselves and when Bulgaria made peace in September they were cut off from German support. On October 30 an armistice took effect and at that time the Ottoman Aviation forces were in an exhausted state. There were about 35 surviving pilots and 44 observers scattered along the disintegrating fronts. About 25 aircraft were still airworthy, most of them at the Flying School in Istanbul. 45 aircraft were seized by the Allied control officers and stored at Maltepe south of Istanbul. Another 17 largely derelict machines were hidden by proKemal personnel in Eastern Turkey. All naval aircraft were kept away from being seized. The War of Independence: By October 1918 the Allies started their plan of breaking up the former Ottoman Empire. Zones of “interest” went to France, Italy and Britain and larger areas were designated homelands for minorities. Military forces were prohibited in the small Turkish state and only a token gendarmerie force under foreign officers was to be created. No military aircraft were allowed. The Ottoman government allowed this to happen until a Greek Army, with British and French support landed at Izmir in Asia Minor on May 15, 1919. Meanwhile a Turkish Army in Eastern Turkey continued to operate and these forces now provided the nucleus of resistance to foreign troops. During 1920 Gazi Mustafa Kemal, of 1st World War fame, organised forces against the Greeks and on June 13, 1920 the “Kuvaiye Havaiye Subesi” (The Air Force branch) was established at Eskisehir. 4 recce and 13 fighter aircraft, of which only two were really usable, were concentrated at Konya and soon the first two fighting units were formed: 1nci Ty.Bl. at Eskisehir with one Albatros D.III, one Albatros D.V, one Pfalz D.III, one DFW C.V and a Rumpler C.IV, and 2nci Ty. Bl. at Usak with 2 Albatros D.III, one Pfalz D.III and one AEG C.IV. The 15ncu Ty.Bl. at Erzurum was allocated to the forces in the east fighting an Armenian Army but only had one Albatros C.III airworthy. In mid 1921 the front gradually moved east and by August 1nci Ty.Bl. – amalgated with 2nci Ty.Bl. and moved to Ankara along with the HQ Directorate of the Air Force. From here it was ordered to Malikoy airfield, 45 km west of Ankara to participate in the battle of “Sakarya” between August 23 and September 17. Of the old equipment only one Albatros D.III remained, but two former Greek aircraft, a DH.9 and a Br.14A-2, captured on the eve of the battle were pressed into service. These two aircraft flew 40 sorties during the battle which resulted in a major Greek defeat. Soon, in a treaty with Russia on October 13, 1921, the eastern border of Turkey was secured and a week later a treaty with France fixed the south-eastern border to Syria. By then Italian troops had already pulled out of their “area of interest”. The aviation forces were reorganised on July 5, 1922 into a “Kuvaiye Havaiye Muffettisligi” (Air Force Inspectorate) at Konya. Ten Br.14B-2s were handed over in May from the French forces in Syria and 20 Spad XIIIs were procured from the Italian forces through Italian contacts. In July 1921 the Navy Flying Service was re-established with 5 Gotha WD.13/15’s smuggled out of their storing place in Istanbul and transported to Amasra on the Black Sea coast. When the re-equipped Turkish Army concentrated for its decisive battle (the “Baskumandanlik” battle) near Afyon on August 26, 1922 the Air Force had the following units available: the Aircraft Workshops at Konya with 17 Spad XIIIs (being outfitted with machineguns), 4 Breguet 14B-2s with faulty engines and 1 Fiat R-2 being rebuild; the Flying School at Adana with 1 SAML built Aviatik B.1 and 1 Albatros D.III; the “Frontal Aircraft Company” at Cay with 3 SPAD XIIIs, 6 Breguet 14B-2s and a DH.9; and the Seaplane Company at Amasra with 3 Gotha WD.13s. During the subsequent fourteen day campaign against the Greek Army, the Turkish Aviation Commander Major Fazil shot down a Greek Breguet 14. When the Turkish forces captured the main Greek airfield at Gaziemir (Paradiso) near Izmir on September 25, a “Tayyare Grubu Kumandanligi” (Aircraft Group Command) was established there under Major Fazil. Three aircraft companies were formed with all available aircraft, including 21 aircraft plus 30 railway cars of spares captured from the Greeks. With these forces Turkish Army entered the Dardanelles Canal Zone in late September. British intelligence then estimated the Turks to have 60 active fighting aircraft whereas the actual number was nineteen. On July 24, 1923 the peace treaty of Lausanne was signed giving the new Turkish national Republic all of Asia Minor and the part of Trace in Europe which was Turkish before the war.

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The Turkish Republic’s aviation forces With peace at last for the young Turkish Republic the long and difficult task of rebuilding and modernising the country, its institutions, infrastructure and armed forces lay ahead. The first president of the Republic, Mustafa Kemal (later Ataturk) fully realised the significance of aviation and already in February 1925 a Turkish Aircraft League was founded with the task of promoting and financing aviation in Turkey. Military leaders were more than aware of the importance of aircraft in modern warfare and especially the ability to control large and thinly populated areas, like in many parts of Turkey. In December 1923, a delegation of 5 of the most experienced aviators in Turkey were sent on a tour to Europe to re-establish ties and to order aircraft and equipment from leading manufacturers. Under supervision of foreign instructors, a first pilot training course with 39 officer trainees was initiated at Gaziemir. The chief of the aviation forces, Major Fazil, who had led the force during the War of Independence, unfortunately died in a training accident in January 1923 and without this gifted leader the “Izmir Aircraft Group” was dissolved a week later. Instead, a peacetime organisation with an “Air Force Inspectorate” was re-established. Each “Tayyare Istasyonu” (aircraft station) was controlled by the district Army Corps. Training had priority, initially with inadequate equipment, but from May 1924 large numbers of training aircraft started to arrive from France and Italy: 39 Caudron C.27s, 32 C.59s, 10 MS.35s, 10 MS.53s and 20 Savoia 16bis/Ms. As. For operational aircraft, emphasis was on multi-purpose machines and 16 Breguet 14s were received in 1924 to complement the ones already on charge. In an effort to secure an independent supply of equipment an agreement was signed with the German Junkers Company to construct a complete aircraft factory at Kayseri in eastern Turkey and there to assemble and later manufacture Junkers A 20 attack monoplanes and other aircraft. Ten A 20s were ordered from Germany and delivered in early 1925 and in 1926-27 two batches of 30 and 20 were assembled at Eskisehir from parts delivered from Junkers. The factory was inaugurated in August 1926, but after several disagreements the Junkers Company withdrew from the venture in May 1928 after the factory had gone bankrupt. The facility was then taken over by the Turkish military. The grounded Gotha WD.13s of the Naval Aviation Service were in 1924 replaced by 20 Savoia 16bis/Ms. The airfield at Gaziemir was exposed to the Aegean Sea and Greece so in 1925 a new main airfield was taken in use at Eskisehir, situated next to the important railway junction with easy connection to most parts of Turkey. In January 1925 a uprisings in eastern Turkey occurred and this saw the formation of a nine division strong 3rd Army to subdue it. For this purpose the “3ncu Ordu Tayyare Grubu” (3rd Army Aircraft Group) was established at Mardin. It comprised 1nci and 3ncu Ty.Bl.equipped with Br.14’s and SPAD XIIIs. The “Eskisehir Tayyare Grubu” was established in 1926 and 2nci Ty.Bl. received the first of twenty Br.19 A-2s. Later 9ncu and 10nci Ty.Bl. were formed at Eskisehir on the same type with an additional 30 19B-2 bomber versions. 7nci Ty.Bl. was with C.59s to train long-range flying. In the midst of this in 1927, a programme for the procurement of modern fighter aircraft was initiated with a “Fighter Evaluation Competition” held at Eskisehir. The proposal for the Dewoitine D.21C.1 seemed the best, especially when the 2 Rohrbach Rofix fighters had crashed in 1927 in Cipenhagen. 12 Dewoitine fighters, including the two test examples, were ordered. In 1924 and 1926, ten pilot officers were sent on advanced flying courses in France and a number of mechanical engineers and technicians were sent on other special courses. In April 1926 the French Hanriot Company opened an aircraft mechanics school at Yesilkoy. Finally in 1927 a dedicated Hava Okulu (Flying School) was opened at Eskisehir where the 5nci and 7nci Ty.Bl. were disbanded and their aircraft re-assigned to a new training battalion with a primary and an advanced “class”.

New Defence Laws and Reorganisations In 1927 a new defence law caused the air force to be reorganised. 2nci Ty.Bl. moved to Eskisehir with new Breguet 14s in 1926, together with a newly established 6nci Ty.Bl. with A 20s. Two new units had been formed at Gaziemir, 4ncu Ty.Bl. with six A20s and two F13s and 5nci Ty.Bl. with Caudron C.27s for Primary training. Four “Tayyare Taburu” (Aircraft Battalion) were formed, one for each Army and one for the Navy. The former “Ty.Bl.” (Aircraft Companies) were reorganised and renumbered, old equipment was scrapped and usable aircraft were re-distributed according to type among the new units. 1.Tayyare Taburu (T.B.) formed at Eskisehir with three companies of Br.19A-2s and B-2s in 1nci, 2nci and 21nci Ty.Bl. and a fighter force of 41nci and 42nci Av Boluğu (Fighter Company). Hava Okulu began to replace its C.27s with MS.147s and a “Tatbikat Boluğu” (Operational Training Company) was formed with Breguet 19s, A 20s and Letov S.16T. 2.T.B. formed at Diyarbakir with 27nci, 28nci and 29ncu Ty.Bl. to operate the majority of the Ju A 20s. 3.Tayyare Taburu was formed at Gaziemir with 24ncu Ty.Bl. initially flying Junkers A 20s, later Breguet 19s. 4.Tayyare Taburu, which came under Navy control (and its personnel wearing Navy uniforms), was formed at Guzelyali on the coast just south of Izmir with 11nci Deniz Ty.Bl. (11th Seaplane Company) operating the Sav.16bis/Ms and 12nci Deniz Ty.Bl. with two Rohrbach Ro.IIIA’s. In the coming years the force concentrated on training of new personnel and enhancing its flying and operational capabilities. Aircraft equipped with instruments for bad weather and night flying were received and from 1926 onwards courses were held and regular night flying was performed. A first cross-country formation flight was performed in 1924, and in 1929, on a six-day trip, eight Ju A 20s circumnavigated the whole country. Then in 1930 large scale deployments, to quell a domestic uprise, took place in eastern Turkey near Mount Ararat on the Russian border. Three bomber units from 1.T.B.and one from the 3rd Br.19s and Letov 16Ts and 42 Av Boluğu with Dewoitine fighters provided one formation and thirty A 20s from 2.T.B.another. In these formative years the “Turk Hava Kurumu” (Turkish Air League) made a large contribution in collecting funds for aircraft for the military and up to 1931 187 new aircraft were paid for in this way. Each year on August 30 “Victory day” aircraft donated that year were presented to the military with the names of the donators or donating cities painted on the aircraft. By 1932 the Army Aviation Force had grown so much in manpower and aircraft that again a major reorganisation was necessary. Three “Hava Alayi” (Air Regiments), each with independent operational control and maintenance facilities under the command of a Colonel, were formed. Each composed of two “Hava Taburu” which again were divided into “Ty.Bl.” (Aircraft Companies), each normally consisting of nine operational aircraft. The former Junkers factory at Kayseri had continued as a repair facility since 1928 and in 1932 it was re-established as the “Kayseri Uçak Fabrikasi” (Kayseri Aircraft Factory). The Curtiss Factory in America agreed to help assembly, and later license manufacturing, of Curtiss Hawk II fighters and Fledgling 2C.1 trainers. From 1932 to 1934 24 kits were assembled and a further seven aircraft manufactured. With these aircraft two new fighter companies were formed

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at Gaziemir. For use in the defence of the Dardanelles 12 Dewoitine 510TH fighters were ordered and paid for in France in December 1934. For political reasons, however, France would not release the aircraft for export when they were ready for delivery. Instead a large order for Polish PZL-24s was signed and 14 P-24As were delivered already in 1936. The agreement called for a gradual transfer of manufacture of the fighter to the Kayseri Factory. This was the directive of the president of Turkey, Mustafa Kemal Ataturk, to keep a policy of armed neutrality. Consequently a diversity of weapons purchases was sought then and today. During 1936-37, besides the order for up to 100 PZL fighters, basic trainers and heavy bombers were ordered in Germany, light and heavy bombers in the USA and medium bombers and a training organisation were obtained from the UK. 1.H.A. at Eskisehir was restructured into two “Bombardiman Taburu” (bomber battalions), each containing two companies of Br.19 B-2s and Br.19-7B-2s, and a new “Av Taburu” (fighter battalion) comprising 21. and 41.Tay.Bol. with PZL-24As and 42 with its D21C-1s. In 1937, the four bomber companies converted to He111J-1s of which 24 were delivered. The four companies of 2.H.A. converted at the same time to Vultee V-11GBT light bombers, 40 were coming from the USA. The 3.Hava Alayi expanded into 3 battalions: V Seaplane battalion with 11./12. Deniz Ty.Bl. on Sav.16/59 and 31. Deniz Bombardiman Ty.Bl. (seaplane bomber aircraft company) with Southampton IIs. VI battalion was a fighter unit with 2 Hawk II companies (53./54.Ty.Bl.) and X Bombardiman Taburu with 24. Ty.Bl. on Smoliks and 25./26. on newly delivered Blenheim Mk.Is. An independent Fighter Regiment, 4ncu Av Alayi (4th Fighter Regiment), was established at Eskisehir with VII battalion (21/41.Ty.Bl.) with PZL-24As and VIII battalion (42/43.Ty.Bl.) with PZL-24Cs. On December 1, 1937 this regiment moved to a new base at Kutahya south of Eskisehir. In 1938 the expansion continued with formation of a battalion directly under the General Staff, IX bomber batt. at Eskisehir with 55/56.Ty.Bl. with 20 Martin 139WT bombers. The expansion called for increased manpower. The Technical School moved to Eskisehir in 1935 and in 1936 a “Hava Harp Akademisi” (Air War College) was founded in Istanbul with seconded RAF instructors to train Air Staff officers. At Eskisehir, the Flying School got new Go.145As being built at Kayseri. In 1938 the school was expanded into three “Talim Taburu” (training batt’s): 1.T.T. with Fleet 7 primary trainers and Gotha 145A; 2.T.T.with Fledgling trainers and Fw 58 and DH.84 observer trainers; and 3.T.T.(3.Operational Training Batt.) with Br.19 and 19-7. All units of the Army Air Force participated in the celebrations of the republic’s 10 year anniversary on October 29, 1933 and after this the massive airshow at Ankara became a yearly event. From 1932 to 1936 Turk Hava Kurumu collected money for 149 new aircraft. With tension increasing in Europe during 1937-38, Great Britain and France on one side and Germany on the other were eager in their policies to obtain Turkey as an ally or at least ensure that it would stay neutral in a conflict in Europe. UK agreed to give Turkey a credit of ￡16 million for arms and Germany a similar for a DM 150 million loan. In May, 1939 the Turkish Army Air Force was upgraded to divisional status and two Hava Tugayi (Air Brigades) were formed, 1nci at Eskisehir and 2nci at Izmir. The 1st Air Brigade comprised the 1st, 2nd and 4th Air Regiments. The 2nd Air Brigade only had the oversized 3rd H.A. In 1939, the newly formed 5nci H.A.at Corlu in European Turkey was placed under 2nd Air Brigade control. The new regiment comprised VII Batt. with P-24A/Cs and IX Batt. with Martin 139WTs. With the creation of the 5th regiment, the 4th Regiment at Kutahya lost its VII Batt. and reorganised as the elite fighter regiment. VIII batt. received 30 Hurricane Mk.Is and a new XIth Batt. formed with 43. and 58.Ty.Bl. with a similar number of MS406C.1s. The 3rd H.A. with additional Blenheim Mk.I bombers, also added a new unit, XII Batt. with 23/24.Ty.bl.. The 1938 Anglo-French treaty meant that large orders for aircraft could be signed for fast delivery. The original Blenheim Mk.I order for 12 aircraft was increased to 30 and then 40. 30 Hurricane Mk.Is and thirty MS.406C.1s were agreed for 1939-40 delivery as well as 30 Fairey Battle Mk.Is, 15 Spitfire Mk.Is, 36 Lysander Mk.IIs and 25 Anson Mk.Is from the UK and 36 Hanriot 182 army-co-operation aircraft and an additional 30 MS406 fighters from France. To prepare the Turkish pilots for these new aircraft 50 Curtiss CW.22 basic combat trainers were ordered in the USA. Eventually only 40 MS406C.1s arrived and from UK only 3 of the Spitfire Mk.Is and 6 Ansons were delivered. In order to increase the output of aircrew, Turk Hava Kurumu (Turkish Air League) was mobilised in 1939 to train NCO pilots for the Army and its force of 122 gliders was in 1937-38 augmented with 20 civilian registered Fw.44Js. Later Miles Magisters were added. From 1939 to 1947, 371 NCO pilots were trained in this way and between 1948 and 1952 another 210 AOP-pilots for the Army’s artillery spotting flights were trained.

The 2nd World War In April-May 1940 the Turkish armed forces were partly mobilised and the Aviation forces were placed on war-footing. Initially the duties became that of patrolling the long borders and vast coastlines. From March 1942 the first consignments of promised lend-lease material from the Allies started to arrive. Initially 24 Curtiss Kittyhawk Mk.Is, 42 Tomahawk Mk.IIBs and the first of 102 Miles Magisters were taken into the inventory. Germany was keen to keep its good relations and in 1942 it allocated Turkey a credit of DM 100 million. This was mostly used to procure 72 Focke-Wulf Fw190A-3 fighters. They were delivered in the spring and summer of 1943. On the Allied side not all of the promised help arrived and since the aircraft received had been drawn from stocks of the RAF-ME the condition of most of them was very poor. This was resolved in a meeting in April 1943 and more modern equipment in the form of Hurricane and Spitfire fighters was promised. Eventually Hurricane Mk.I/IIC/IIBs, Spitfire Mk.Vb/Mk.Vcs, Blenheim Mk.Vs (Bizley)/Mk.IVs, and trainers in the form of Oxfords, Miles Masters and another batch CW.22Bs were received. This influx of equipment caused a reorganisation in 1943. The two Air Brigades were upgraded to “Hava Tumeni” (Air Divisions) and each Air Regiment streamlined their organisation into a Ist and a IInd Battalion where the Ist comprised the 1/2. Ty.Bl. and the IInd the 3/4. Ty.Bl.. The old Taburu and Tayyare Boluk numbers ceased to be used. 4.H.A.dispersed in 1942 to Merzifon in Eastern Turkey and in 1943 its Ist Batt. re-equipped with Hurricane Mk.IICs and the IInd with Hurricane Mk.IIBs. The 5th Air Regiment moved to Bursa and in April 1943 began its conversion to the Fw 190A-3s, reporting to the 1st Air Division. Under the 2nd Air Division, the 3.H.A. in 1943 became an exclusive bomber formation with four companies of the Blenheim Mk.Is. The based fighters were formed into 6.H.A. in February. The Ist Battalion received Tomahawk Mk.IIBs and the IInd Kittyhawk Mk.Is. The Flying School and the Air War Academy’s reconnaissance units were reorganised in 1941 into a “Kesif Taburu” (Recce Battalion) at Corlu with two companies of Lysander Mk.IIs. In 1942 it moved with the 5th Air Regiment to Bursa and later, in 1943, to Eskisehir, where it was renamed 101nci Kesif Grubu (101. Recce Group). In 1943 V Seaplane Battalion at Guzelyali was disbanded and its Southampton flying boats retired. Instead the 105nci Torpil Grubu (105.Torpedo-bomber Group) was established with two companies of Blenheim Mk.V “Bizleys” and a detachment operating the surviving 5 Walrus Mk.IIs. During 1942 the Flying School reorganised its units to comprise three training battalions: I.T.T.

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with Miles Magisters (replacing Gotha 145As); II. I.T.T. with up to 100 CW.22R/Bs and up to 50 Oxfords; and III.T.T. with MS.406C.1s and Hawk IIs for fighter training, and 6 Ansons for operational observer training.

On January 31, 1944 the Turkish Air Force Command was established as a separate Command under the Army with Corps status. This date is considered the official date for the establishment of today’s “Turkish Air Force”. 1943-44 saw the introduction of much new equipment and reshufflings, and formation of new units took place. 2.H.A. in 1942 redeployed from Diyarbakir to Kutahya in Western Turkey and received the first of 72 Baltimore Mk.Vs arriving in early 1944 it re-equipped its four companies with that type. Next to receive the new bomber was the 1.H.A. at Eskisehir which re-equipped its Ist Battalion. Its IInd Battalion retained one mixed company of He 111J-1s and B-24D Liberators and the other had Martin 139WTs. When finally the promised Spitfire Mk.Vs arrived, the 6th Air Regiment at Gaziemir could replace its Tomahawks and Kittyhawks, although a flight of the former type was retained for training until 1946. Surprisingly enough the 5.H.A. also equipped its Ist Battalion with Spitfire Mk.Vs and thus had two companies each of Spitfires and Focke-Wulf 190s. A new type of unit was the “Kesif Grubu” (Recce Group) organised in 1943-44 to serve in the battlefield reconnaissance and army-co-operation role. The already existing 101nci Kesif Grubu at Eskisehir was organised into one company of Hurricane Mk.IICs and one of Vultee V-11GBTs. A new unit, 102nci Kesif Grubu, formed at Balikesir with one company of Hurricane Mk.IICs and one of Lysander Mk.IIs, and 103ncu Kesif Grubu at Adana with one company of Hurricane Mk.IICs and one of V-11GBTs. The 105nci Torpil Grubu moved from Yesilkoy to Kosekoy south of Istanbul and equipped with 32 Beaufort Mk.Is delivered in 1944. In August 1944 Turkey severed its trade links with Germany and declared war against the country on February 23, 1945. Plans for a future Air Force were drawn up and slowly implemented. These called for a force consisting of three Air Divisions each composed of a bomber, fighter and attack regiment, plus independent reconnaissance and transport regiments. After the war contracts for aircraft were signed for these formations with Great Britain for 25 Beaufighter Mk.Xs, 170 Spitfire Mk.IXs, 142 Mosquito FB.VI/T.IIIs, 12 Oxford/Consuls and 4 Spitfire PR.XIXs. Another contract was agreed with the US Army for 18 C-47s.

A Post War Organisation On April 4, 1947 the new organisation was established. In addition to the 1st and 2nd Air Divisions, a 3rd was formed at Erzincan in Eastern Turkey. 1nci Hava Tumeni (1st Air Division) at Eskisehir comprised 1nci Bombardiman Alayi with 4 companies of Mosquito FB.VIs, 5nci Av Alayi at Bursa with 4 companies of Spitfire Mk.V/IXs and 7nci Av Alayi at Kutahya with Spitfire Mk.IXs in the fighter-bomber role. 2nci Hava Tumeni at Izmir comprised 3ncu Bombardiman Alayi at Gaziemir with 4 companies of Mosquito FB.VIs, 6nci Av Alayi at the same base with Spitfire Mk.Vs and 9ncu Av-Bombardiman Alayi at Balikesir, with 2 companies of Vultee V11GBT and one each with Hurricane Mk.IICs and Lysander Mk.IIs. The new 3ncu Hava Tumeni at Erzincan was formed with 2nci Bombardiman Alayi moving from Kutahya to Diyarbakir with 4 companies of Baltimore Mk.Vs, 4ncu Av Alayi at Merzifon with 4 companies of Spitfire Mk.IXs and a new 8nci Av Alayi, formed at Erzincan receiving 4 companies of Spitfire Mk.IXs. A new air transport force was established at Etimesgut airfield at Ankara with two battalions with 4 companies of C-47s and a company called “Kesif ve irtibat Boluğu” (Reconnaissance and Liaison Company) with 4 Spitfire Mk.V (recce), 4 PR Mk.XIXs, a few CW.22Rs and Consuls, Oxfords and two survey C-45s. A “Gece Av onleme Boluğu “ (Night Interceptor Company) with P-61 Black Widows was also planned, but the aircraft were never delivered. Already before the end of the 2nd World War Russia had started to threaten Turkey, first with the cancellation of the 1925 non-aggression pact and later with laying claims to areas in eastern Turkey and European Trace. In search for assistance Turkey approached America and in 1947 a military aid programme was approved. An economic assistance agreement was later instituted in July 1948. Soon American aid was forthcoming to Turkey and in March 1948 a squadron of 15 B26B Invaders was handed over at the Etimesgut airfield near Ankara. During 1948 a further squadron of 16 arrived. From April onwards 5 squadrons of P-47Ds arrived and in the harbour of Istanbul an American aircraft carrier started to off-load 127 AT-11 Kansan trainers in May and in August 100 T-6C’s began to be put ashore at the same place. Altogether 550 American aircraft for the Turkish Air Force and 15 L-4Js for the Army were received in 1948-49: 180 P-47Ds, 45 B-26B/Cs, 81 C-47As, 100 T-6Cs, 127 AT-11s and 2 C-45s. Under supervision of American instructors 9ncu Av Alayi converted to the P-47D in April 1948, 5nci Av Alayi in May 1948 and 8nci Av Alayi in January 1949. A B-26 bomber battalion worked up at Etimesgut and in January 1949 replaced the Baltimores of the Ist Battalion of 2nci Bombardiman Alayi at Diyarbakir. At the flying school the former RAF training syllabus was replaced with an American one. The Ist Training Battalion retained its Magiters in the primary training role, whereas the IInd Battalion replaced its CW.22s with T-6Cs. The 3rd Battalion was reorganised into an “Av Eğitim Okulu” (fighter training School) with T-6Cs and Spitfire Mk.Vs and an “Atis ve Bombardiman Okulu” (gunnery and bombing school) with AT-11s and B-26s. The NCO pilot training scheme run by THK was stopped and instead this organisation started to train AOP pilots for new Army Artillery Spotting Flights. The last TUAF NCO-pilot was retired in 1980. In 1948 reconnaissance assets were concentrated into the 10ncu Kesif Alayi (10th Recce Regiment) formed at Afyon in August and consisting of two ex 105. Torpedo-Bomber Group companies of Beaufighter Mk.Xs one operating Spitfire PR Mk.XIXs and Vs and a fourth with C-45s, Oxfords, AT-11s and B-26s for survey duties. On May 10, 1950 two air transport regiments were formed, 11nci Nakliye Alayi (11th Transport Regiment) at Eskisehir with four companies of C-47s and 12nci Nakliye Alayi at Kayseri also with four companies of C-47s. For special transports an “Irtibat Ulastirma Ucus Grubu” (Communication transport flight group) was formed at Etimesgut with one company with VIP C-47s and one with B-26s, Consuls and AT11s. Since 1944 the Turkish Air Force had been under the overall command of the Army, but this was changed on January 7, 1950 when it was given an independent status equal to the Army and the Navy. During 1950, under American guidance, a rationalisation of units and equipment was prepared in order to put the TUAF into the jet age. Less suitable airfields were abandoned and new ones constructed. As a consequence the 3rd Bomber Regiment and Gaziemir airfield disbanded on February 15, 1950 (the 6th Fighter Regiment moved from Gaziemir to a new airfield at Bandirma in May 1949), the 7th Fighter Regiment and Kutahya airfield in March and the 2nd Bomber Regiment moved from Diyarbakir to a new airfield at Malatya in May 1950. The final step was taken on March 31, 1951 when the old organisation was replaced with an American style set up of, “Hava Kuvveti” (Air Force), “Hava Ussu” (Air Base) and “Filo” (Squadron). 1nci Hava Kuvveti (1st Air Force) was

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established at Eskisehir comprising 1nci Hava Ussu at Eskisehir with 111/112 Filo equipped with Mosquito FB Mk.VIs and T Mk.IIIs and 113 Filo with photo Spitfires, 5ncu Hava Ussu at Bursa with 151/152 Filo with P-47Ds, 6nci Hava Ussu at Bandirma with 161/162 Filo with Spitfire Mk.IXs and 9ncu Hava Ussu at Balikesir with 191/192 Filo with P-47Ds. 2nci Hava Kuvveti was established at Balikesir without aircraft units to serve as a radar control unit. 3ncu Hava Kuvveti was established at Erzincan, but was moved to Diyarbakir already soon after, when reconstruction of that base had been completed. It controlled 2nci Hava Ussu at Malatya with 121 Filo with B-26B/Cs and 122 Filo with Mosquito FB Mk.VIs, 4ncu Hava Ussu at Merzifon with 141/142 Filo with Spitfire Mk.IXs and 8nci Hava Ussu at Erzincan with 181/182 Filo with P-47Ds. The 10th Regiment at Afyon was disbanded. Under direct HQ control came new air transport units: 12nci Hava Ulastirma Ussu (12th Air Communications Base) at Etimesgut with 221/222 Filo with C-47s and 223 Filo with C-47s, D18Ss, B-26s and AT-11s. Two independent transport squadrons were formed: Eskisehir Hava Ulastirma Filo and Kayseri Hava Ulastirma Filo each with C-47s in support of the maintenance depots placed at these airfields. In mid-1950 eight experienced pilots were sent on jet flying courses in the USA to train as Turkey’s first jet flying instructors. The TUAF aircrew training organisation was completely changed in October 1951 when it had been decided to participate from 1952 onwards in the NATO training scheme in USA and Canada. Under the name “Hava Harp Okulu/Hava Yedekthe Subayi Okulu” (Air War School/Air Reserve Officers School) the former units were amalgamated at Eskisehir where an “Ucus Grubu” (Flying Group) with four squadrons was formed: 1nci Pilotaj Filo (1st Piloting squadron) with Magisters, 2nci PF with T-6Cs, 3ncu PF (for Instructor and refresher training) with T-6Cs and AT-11s and 4ncu PF (for twin-engine conversion and liaison) with AT-11s and C-47s (this last unit moved to Adana in 1952). On December 27, 1951 the Turkish Air Force received its first jet aircraft. At Balikesir a “Jet Eğitim Filosu” (jet training squadron) was formed and a new era started. On February 18, 1952 Turkey and Greece joined the NATO treaty organisation. During the next 15 years large amounts of money and great efforts were being spent in transferring the Turkish Air Force into a modern strike force. A dozen of new air bases and seven radar sites were constructed and an air defence system built up from scratch covering the whole of the huge country. Two T-33As had arrived in December 1951 and three more in February 1952 to form a jet training squadron with the 9th Air Base at Balikesir. In January 1952 the 9th Air Base retired its P-47Ds in preparation for the new F-84Gs, which soon started to pour in with a total of 90 being received in 1952. In September 1952 both the 6th and 8th Air Bases started their conversion with another 135 aircraft received in 1953 and 83 in 1954. 48 more T-33s arrived from 1953 up to 1955. In mid-1953 the jet training squadron moved to the 8th Air Base at Diyarbakir only to move to Eskisehir in 1955. By April 1954 the 1st Air Base, as the last unit, had completed its conversion to the F-84G and the air force could muster twelve squadrons on the type, each consisting of 25 aircraft. “Hava Savunma Kumutanligi” (Air Defence Command) was established at Ankara from the cadres of the old 2nd Air Force. The new command now took control of the first three of eventually seven radar control groups, the Air Defence fighter station at Merzifon, the 12th Air Communications Base at Etimesgut and later of the Nike-Ajax ground-to-air missiles placed around Istanbul, the 15nci Fuze Ussu (the 15th Missile Base) formed in 1959. Between August 1954 and June 1956 a total of 107 refurbished F-86E Sabres were transferred via MAP (Military Assistance Program) to Turkey. In September 1954 the 4th Air Base Command was reformed at Eskisehir and in November 141 Filo became operational with the new interceptor. 142/143 Filo based at Merzifon followed in the spring of 1955. Turkey’s participation in the NATO pilot training scheme was discontinued in 1956 and a local training organisation “Hava Eğitim Kumutanligi” (Air Training Command) was established at Gaziemir in August 1956. The “Hava Harp Okulu” (Air War School) had moved to nearby Guzelyali. A new “Ucus Okulu” (Flying School) was opened at Gaziemir with four “Eğitim Filosu” (Training squadrons): 1st with T-6Cs, 2nd with MKEK Ugurs, 3rd with T-6Cs and T-34As and 4th for Instructor, standards, refresher and liaison flying with AT-11As and C-47As. Jet training was provided at Eskisehir on T-33As and F-84Gs. In the reconnaissance role the Spitfire PR Mk.XIXs were replaced in 1955 with 22 RT-33As and these aircraft were also used by the jet training squadron to train a new generation of reconnaissance pilots. In mid-1955 the 114. Kesif Filosu (114. Recce Squadron) was formed with RT-33As and between September 1956 and October 1958, 46 RF-84F were delivered to Turkey to equip two reconnaissance squadrons, one for each tactical air force. 114 Filo reequipped at Eskisehir and 184. Kesif Filosu formed at Diyarbakir. In order to ease operational command links, “Ucus Grubular” (Flying Groups) were formed in 1952 at the main Air Bases. Later in 1957-58 several new Air Bases and dispersal fields also formed Ucus Grubular and the organisation became as follows. 1nci Hava Ussu operated the 11.Ucus Grubu with 112/113 Filo with the F-84G, whereas 111 Filo which had just converted to new F-100D/Fs remained under direct Air Base control. The three filos under 6.H.U. (161/162/163) reported to the 66. Ucus Grubu and at 9.H.U. 191/192 Filo formed the 99.Ucus Grubu. 193 Filo under the 97.Ucus Grubu dispersed to the new Konya Air Base with 35 F-84Gs in the weapons-training role. The 3rd TAF’s single operational air base, the 8th H.U. formed the 88.Ucus Grubu with 181/182/183 Filo. The 4th H.U, originally under the Air Defence Command, came under the 3.TAF and divided its F-86Es between the 14.Ucus Grubu at Diyarbakir with 141 Filo and 44.Ucus Grubu at Merzifon with 142 and 143 Filo. The 12th Air Communications Base at Etimesdut formed two groups: the 21.Ucus Grubu with 221 Filo and 222 Filo with C47s and 23.Ucus Grubu with 224 and 225 Filo also with C -47s. A “Helicopter Filosu” with four UH-19s in the SAR role operated as an independent unit. Between 1955 and 1958 the Turkish Air Force received another 172 replacement F-84Gs withdrawn from the inventories of other When four F-100F Super Sabres were delivered to Eskisehir in October 1958 it provided the start of replacing the F-84G fleet and by the end of 1959 altogether 48 F-100Ds and 8 Fs had been received to re-equip 111 Filo and 113 Filo. A little later in 1959-60 65 ex French Air Force F-84Fs were delivered to re-equip 181 and 183 Filo at Diyarbakir. In 1961 another 19 came to replace the F-84Gs of 192 Filo. The transport force was also bolstered in 1959-60 with two C-54Ds and eight UH-19 helicopters.

A New Era In 1962 the Air Defence Command was disbanded and its flying units were divided between the two Tactical Air Forces. 1.THK, besides the 1st, 6th and 9th Air Bases, formed 3ncu Hava Ussu at Konya with 193 Filo and 4ncu Hava Ussu at Murted near Ankara with 141 Filo. 3.THK, besides 8ncu H.U, took command of a new 5nci Hava Ussu at Merzifon with 142/143 Filo as well as a new 7nci Hava Ussu at Erhac/Malatya. 35 additional RF84Fs were delivered from the French Air Force in 1963-1964 and 192 Filo at Balikesir and 182 Filo, which had moved to the 7th Air Base in January 1963, were re-designated Taktik Kesif Filo (Tactical Recce

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Squadrons) and equipped with the aircraft. The F-84Fs of 192 Filo were handed over to 191 Filo. 112 Filo converted to F-100s from the original batch after 113 Filo moved to the 7th Air Base at Malatya in August 1963. An important event took place at Murted Air Base on March 25, 1963 when a new 144 Filo was formed. 15 F-104G and 2 TF-104G arrived in July/August. In August the following year 141 Filo also converted to the type when a second batch of 20 was delivered. When the German Air Force retired its fleet of F-84Fs, 165 aircraft together with 20 from Holland were refurbished into F-84Q standard and delivered to Turkey from 1964 to 1966. In August 1964, 163 Filo converted to the type, with 112 Filo, 191 Filo and 192 Filo following in 1965 and 181 and 183 Filo in 1966. 35 of the older F-84Fs were given to 193 Filo to serve as weapons trainers. Under the Air Training Command a ‘Jet Eğitim Hava Grubu’ (Jet training Group) was formed with T-33As at Eskisehir in 1960, moving to a newly constructed airfield at Cigli near Izmir in 1961. With the arrival of the first T-37Cs in late 1963, this unit was renamed 2nci Jet Eğitim Ana Ussu (2nd Jet Training Main Air Base) with 121 Filo with T-33As and 122 Filo with the T-37Cs. In 1965 the Ucus Grubu organisation was discontinued. As the last operating F-84G squadron, 161 Filo converted to the F-5A/B in 1966 retirering the last Thunderjets in June. In 1967 both 163 Filo at Bandirma and 142 Filo at Merzifon converted to this all-purpose fighter, the former in the fighter-bomber role the latter in the interceptor role. The service career of the F-86E ended in 1968 when 143 Filo converted to the last of altogether 75 F5As received. 12 ex USAF T-33As were received in 1965 and later both squadrons of the 2nd Jet Training Base converted to the type. In the same year the 3rd Air Base at Konya was renamed 3ncu Jet Eğitim Ana Ussu (3rd Jet Training Main Air Base) and was put under Air Training Command control. It moved to Cigli for a year where its two component squadrons 131/132 Filo converted to the T-37C. In 1967 it moved back to Konya with 47 T-37Cs joining the 193 Filo with 30 F-84Fs and an ‘instructor and standardisation flight’ with seven T33As and two AT-11As. 141 Filo with its 20 F-04Gs moved to Balikesir Air Base, in 1967, in preparation for conversion to the F-102A interceptor. In June 1968 191 Filo took the opposite move taking over 144 Filo’s TF/F-104Gs at Murted, when this unit took over responsibility for F-102 training and operational introduction. In 1969-70 a new batch of 38 ex USAF F-100Ds and four ‘Fs was delivered to Turkey making it possible for 112 Filo at Eskisehir and 182 Filo at Erhac to convert to the type, thus making the two bases exclusive F-100 operators. Further in the years 1972-1974 116 F-100Cs modified to D-standard were received making it possible for 181 Filo to convert the same year and 131 Filo and 132 Filo at Konya in 1974 in addition to replenishing existing squadrons. In 1970 183 Filo moved from Diyarbakir to Murted to convert to the F-102. At the same time 141 Filo and 191 Filo moved back to their former bases. When twenty RF-5As were delivered in 1969/1970 163 and 192 Filo were selected to serve partly in the tactical reconnaissance role, each receiving ten of the aircraft. In order to retire the F-84Qs of 192 Filo eight of 163 Filo’s F-5As were given to that unit so both units had 10 RF-5As and 10 F-5As.

Streamlining In 1972, it was decided to streamline the Air Force organisation by renumbering its units. Of the two Tactical Air Forces, 1.THK kept its number plate at Eskisehir whereas the Diyarbakir based force was renumbered the 2.THK. The resident squadrons of the various air bases changed their numbers to coincide with the base number. 1nci Jet Ana Us’s 111/112 Filo with F-100D/Fs retained their old numbers, whereas 114 Kesif Filo became 113 Filo with its RF-84Fs. At Murted 141 Filo with F-104Gs retained its identity, but 144 Filo with F-102As was renumbered 142 Filo. 5th Jet Main Base’s 142/143 Filo with F-5A/Bs were renumbered 151/152 Filo and at Bandirma 161 Filo with F-5As kept its number when 163 Filo with F-5A/RF-5As became 162 Filo. 113 Filo and 182 Filo at Erhac with F-100C/D/Fs were renumbered 171 Filo and 172 Filo. 181 Filo at Diyarbakir (the last unit still flying the F-84Q) kept its number, while the F-102A unit, 183 Filo, changed its to 182 Filo. 184 Kesif Filo at the same base was not renumbered. 9th Jet Hava Ussu’s units, 191/192 Filo remained unchanged. A new major command to control air transport assets ‘Hava Ulastirma Kumutanligi’ (Air Communication Command) was formed in 1964. Under its command came 12nci Hava Ulastirma Ana Us (12th Air Communication Main Base) with 221/225 Filo with C-47A’s and ‘Ozel Filo (independent squadron) with VIP C-47As, C-54Ds and UH-19s. ‘Hava Taktik Nakliye Grubu’ (Tactical Air Trans port Group) formed at Kayseri’s Erkilet airfield with 224 Filo with 6 C-47As and 5 C-130Es, which arrived in late 1964. In 1971, an upgrading took place when 20 C-160D Transalls were delivered to 225 Filo. The Air Transport Command reshuffled its units completely in July 1971 when the 12th Air Base was transferred to Erkilet. The 224 Filo with C-130Es was renamed 221 Filo and the C-160Ds in 225 Filo were deployed to that base with the new number of 222 Filo. At Etimesgut a ‘Hava Ulastirma Grubu’ (Air Communications Group) was formed with 223 Filo with C-47As and 224 Filo with C-54Ds (being replaced from 1972 onwards by three ex THY Vickers Viscounts), UH-19s, UH-1Hs and in the light transport and calibration role three Beechcraft C-45/E18S. The Air Training Command went through a similar streamlining process when the Cigli Air Base became the centre for basic jet training with 121 Filo with T-33A/T-33AN taking the role of an instrument training unit and 122 Filo with all the T-37Cs transferred from Konya concentrating on the basic phase. Gaziemir airfield (later in 1974 the nearby Cumaovasi airfield) became the centre of primary grading and instruction forming 123 Filo with T-34As and 30 T-41Ds. At Konya 131 and 132 Filo reverted to the role of a weapons OCU with up to 50 F-84Qs, which were replaced, later in 1974, by a similar number of F-100C/D/Fs. As an outward sign of all these changes the Turkish Air Force in 1972 changed its nationality markings on military aircraft to the present day red-white-red roundel, a marking first used by the Turkish Navy’s aircraft in 1914.

War Action Although Turkish military aircraft were blooded in action in the Balkan Wars 1912-14 the Turkish Air Force, formed in 1944, had until 1963 never seen war action. The island of Cyprus with its 25% Turkish population had in 1960 gained independence with a constitution guaranteed by Great Britain, Greece and Turkey. Friction between the two population elements broke out, and on December 20, 1963 several small Turkish villages were cut off by Greek Cypriot forces. The Turkish Government decided to stage a warning and on the 25th scores of Turkish Air Force jet fighters were sent on low flying over the Island, buzzing the roof tops of the capital Nicosia. Then on August 8, 1964, without warning, Greek Cypriot units attacked three Turkish villages in the north. UN troops did not intervene so the next day the battered villagers were supported in their defence by four squadrons of TUAF fighter-bombers drawn from 111, 112, 113 and 161 Filo. The Turkish villagers now again came under UN protection. In the summer of 1974 the situation on Cyprus dramatically changed when a Greek inspired coup put a renowned ‘Turkkiller’ in charge of the Nation. Repeated Turkish pleas for Britain to intervene from its bases on the Island went unheard. Consequently in

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the early morning of July 20, 1974 Turkish forces went ashore at a beach at Karaoğlanoğlu west of Kyrenia. The invasion was supported by six squadrons of F-100s and two of F-104Gs as well as RF-84Fs of 184 Filo. The fighters were engaged in missions to neutralise Cypriot National Guard positions on the Northern Coast and a number of armoured vehicles, inclusive T-34 tanks, were destroyed on the road west of Kyrenia. Army commandos flying in UH-1Hs made daring attacks on positions in the mountains controlling the road to Nicosia and elements of the Airborne Brigade were dropped from C-130Es, C-160Ds and C-47As on the plain north of the city. Here a major skirmish towards the international airport took place. Meanwhile the Turkish Air Force was dispersed in the interior of Asia Minor to forestall any intervention from the outside. The air campaign lasted for three days in July and two in August. As a result of the Cyprus campaign the American military aid programme to Turkey was suspended. 112 Filo had started to work-up on the F-4E Phantom and before the embargo 22 had been delivered in the period August 1974 and February 1975. The F-102 squadrons suffered most from spare shortages, whereas parts for the F-104 fleet were obtained from Italy. This country also became the source of a replacement for the F-102 all-weather fighters when in October 1974 a contract was signed for 18 F-104S’s with option for another 18. The first 6 aircraft, taken from Italian Air Force stocks were delivered already in December the same year. 182 Filo converted as the first unit to the new aircraft. The option for eventually 22 aircraft was taken up and by late 1976 all 40 aircraft had been received, equipping 192 Filo at Balikesir as the second unit. 192 Filo’s former aircraft were divided with the F-5As going to 162 Filo and the RF-5As together with another 15 converted from F-5As were used to replace RF-84Fs of 184 Filo at Diyarbakir. 142 Filo at Murted managed to operate the F-102A until 1979. The fact that aircraft overhaul was mostly performed locally by the Jet Maintenance Centres at Eskisehir and Malatya and the Aircraft Depot at Kayseri made it possible for the Air Force to operate, in that difficult period. American aid was resumed in 1978 and the 50 F-4Es of the outstanding order were delivered before 1980. This made it possible for 111, 171 and 172 Filo to re-equip with the type. Eight RF4Es were also part of the order and went to one flight of 113 Filo. In 1981 14 ex. USAF F-4Es were received and used to form a third squadron, 173 Filo at Erhac. As a welcome addition to the fleet of training aircraft 34 T-38As were received in 1979-80, being issued to 121 Filo. Additionally in 1978 20 used T-37B trainers were received to join the existing fleet of 42 T-37Cs. With 87 T-33As and 54 T-33ANs arriving from various sources from 1951 to 1972 the TUAF got another 3 from Germany and 31 from France. By 1983 a fleet of 81 of these trainers continued to be operated in the training and communications role. 15 ex USAF F100Fs were delivered in 1978-79 to enable the Weapons-OCU at Konya to maintain a complement of 35 ‘Ds and 20 ‘Fs. A major project in the eighties was the transfer of large numbers of redundant ex NATO F-104Gs. In 1980 23 ex RNethAF and German Navy F-104Gs and 5 two-seaters arrived, in 1981 26 and 1, in 1982 24 and 3 and in 1983 a further 35 and 11. In 1984 44 F-104Gs and 9 TF-104Gs came from Germany and in 1986 Canada provided 44 one-seaters and 6 two-seaters. Germany was the largest supplier with 165 singles and 36 duals until 1989. 142 Filo became the first unit to re-equip with the ‘new’ Starfighters in 1980 and the same year the TUAF decided to follow the German practice of having only one type of fighter aircraft on each air base complemented with a training/communications detachment. 8th Air Base had converted both its squadrons to F-100C/Ds in 1980, with 191 Filo receiving the former 182 Filo’s F-104Ss, making 9th Air Base the F-104S base, however, 193 Filo formed at the base in 1983 with F-104Gs and TF-104Gs in the training role. During 1982-84 the two filos of 6th Air Base converted to the F-104G and in 1986 the 8th Air Base re-equipped its two squadrons with the ex Canadian aircraft. 5th Air Base continued, still in 1987, to operate the F-5A/B thanks to replacement aircraft received from Norway and the USA. America promised to supply 15 F-4E’s a year making it possible to re-equip all fighter-bomber units with that type. At this time the Turkish Air Force had a force of six F-4E, nine F-104, two F-5A and two F-100 squadrons, four training squadrons and three conversion flights and four transport squadrons with a total of about 750 aircraft. Then in late 1988 TUAF started to receive F-16C/Ds assembled at a new facility built at Murted/Akinci. As a start 160 aircraft were ordered under the ‘Peace Onyx I’ project, the first being delivered to 4ncu Jet Ana Us at the same location. From 1989 onwards all F-104 squadrons were replaced on a 1:1 basis by the new fighters and the F-4 squadrons were brought up to full complement. In 1993 the reconnaissance units were also brought up to modern standards with the delivery of ex Luftwaffe RF-4Es. The training organisation was revamped with rebuilding of facilities and introduction of new SF260 basic trainers and more T-38A trainers. Konya Air Base was modernised into a complete combat training system with one squadron for advanced tactical training and an aggressor unit flying upgraded NF-5As and ‘Bs. A fourth unit, the ‘Turk Yildizlar’ (The Turkish Stars) was later added in the flying display role. The long needed modernisation of the air transport units began with the 52 TAI assembled CN.235M’s replacing the C-47 and additional C-130s boosting the long-range capabilities. New jet business aircraft replaced Viscounts in the VIP transport role. An outstanding requirement for a tanker and airborne warning force was fulfilled with the former being accomplished with the loan of two USAF KC-135Rs while seven of the type were modernised by Boeing. The TUAF succeeded in transforming itself into a modern multi-capable force away from the single mission cold war tactical force. This transformation was needed as the political realities of the decade had seen the country surrounded by unstable governments and threatened by internal terrorism getting support over the borders. The TUAF has increasingly been called upon to provide close support for the Army and Jandarma in its fight against the terrorists. On the other hand Turkey has provided help for the UN peace effort in Bosnia and Afghanistan by providing both ground forces and air support. During a decade from 1987 the TAI factory has produced more than 250 F-16’s for the Turkish Air Force thus re-equipping five air bases with this up-to-date fighter. The Turkish military aviation forces have, in the 21st century, been continuing their quest for modernisation. Most of the modernisation programmes have been completed. All this has called for a great sense of priorities and determination. The Turkish Air Force had its 100th anniversary in 2011. This was celebrated with a large airshow at Izmir, displaying convincingly both Turkish strength and its foreign allies. The Turkish Air Force has secured, for the near and mid future, a strong fighter and support force in the form of modernised pre-block-50 F-16’s (under project Falcon-UP), the updating of 54 F-4E’s to 2020 Terminator standard and the starting of a F-5-2000 update programme. The last component, the AWACS force was ordered in July 2002 in the form of 4 B737-700AEW&C with an option for a further two. The Turkish aviation forces have, in the new century, concentrated on modernising its SAR and maritime reconnaisance forces. The SAR and CSAR capability has been concentrated into three full squadrons fielding 20 new Cougar helicopters and 10 CN.235Ms optimised for the task. In 2011 the process of replacing the T-37’s in the training fleet was initiated with the delivery of the first KT-1T turbo-prop trainers manufactured by TAI.

viii

S.N. Aircraft Type

code

Entry

wfu

Quantity

1

Deperdussin

1912

1912

1

2

Deperdussin A

1912

1915

1

3

Deperdussin B

1912

1914

1

4

Bristol Prier-Dickson

1912

1914

2

5

R.E.P. Tip N

1912

1914

3

6

Bleriot XI-2

1912

1915

5

7

R.E.P. Ecole

1912

1912

2

8

R.E.P. Tip (Ground roll)

1912

1912

1

3

picture

9

Harlan Eindecker

1912

1912

2

10

D.F.W. Mars Pfeil

1912

1913

2

11

Parseval PL9 (Dirigible)

1913

1913

1

12

Bleriot R1 Taxi Pinguin (Ground roll)

1914

1915

3

13

Ponnier Aerobatique

1914

1915

1

14

Rumpler 4A13 Doppeltaube

1914

1914

1

15

Curtiss F

1914

1915

1

4

16

Nieuport Type VII

1914

1914

1

17

Nieuport Typ VI

1914

1914

1

18

Rumpler B.I

R

1915

1918

18

19

Albatros B.I

A

1915

1918

22

20

Albatros C.I

AK

1915

1917

7

21

Fokker E.I

F

1915

1917

4

22

Caudron G.3

1915

1919

3

23

Maurice Farman M.F.7

1915

1916

1

5

24

L.V.G. B.I

LVG

1915

1917

3

25

Gotha L.D.2

G

1916

1917

6

26

Pfalz A.II Parasol

P

1916

1917

10

27

Albatros C.III

AK

1916

1921

73

28

Fokker E.III

F

1916

1918

9

29

Gotha WD2

1916

1917

3

6

30

Gotha WD1

1917

1917

1

31

Gotha WD12

1917

1917

2

32

Harberstadt D.V

1917

1921

33

33

Hansa-Brandenburg NW

1917

1918

2

34

Albatros D.II

AKD

1917

1918

3

35

Caudron G.4

G

1917

1918

1

36

Rumpler C.I

RK

1917

1918

15

37

Fokker D.I

FD

1917

1918

8

HK

7

38

A.E.G. C.IV

AEG

1917

1921

49

39

Albatros D.III

AKD

1918

1922

31

40

Airco D.H.4

1918

1918

2

41

Grigorovich M-5

1918

1918

1

42

Sablatnig SF.5

1918

1918

5

43

Gotha WD13

1917

1924

8

44

Gotha WD15

1918

1924

1

8

45

Nieuport 17

K

1918

1918

2

46

Fokker D.VII

FD

1918

1918

7

47

Voisin LAS

1918

1918

2

48

Bristol Scout C ( Not operational)

1915

1916

1

49

R.A.F. B.E.2b ( Not operational)

1916

1916

1

50

Bristol Scout D Bullet (Tested only)

1917

1917

1

51

Martinsyde G.102 Elephant (not operationel)

1917

1917

1

52

Morane-Saulnier Tip L (Tested only)

1918

1918

1

9

53

L.V.G. C.V

1918

1920

1

54

Pfalz D.III

1918

1921

4

55

D.F.W. C.V

1918

1920

1

56

Short 184 (Tested only)

1918

1918

1

57

Rumpler C.IV

1918

1923

1

58

Albatros D.V-D.Va

1918

1922

2

58

Avro 504K

1920

1923

2

58

Ansaldo SVA 5

1920

1921

1

S

10

59

FİAT R.2

1921

1921

1

60

De Havilland DH.9

2../4..

1921

1926

10

61

Breguet.14 A2 (Reconnaissance)

2..

1921

1928

20

62

Breguet 14.B2 (Bomber)

2..

1922

1928

13

63

SAML Aviatik B.1

4..

1921

1924

7

64

SPAD XIII C1

1..

1922

1930

21

65

Nieuport 24bis

1..

1922

1927

3

66

Nieuport 27

1..

1922

1927

2

67

Albatros C.XV

2..

1922

1923

7

11

68

Caudron G.3 (Trainer )

4..

1922

1924

3

68a Caproni CA.3 (Tested only)

3..

1923

1923

1

69b Rumpler 6B-1

1..

1923

1923

1

1923

1923

(6)

69c Bristol type 14 F.2B Fighter

69

Junkers A 20

3../7..

1925

1934

65

70

Caudron C27

4../5..

1924

1933

39

71

Savoia-Marchetti S-16bis/m

1924

1938

20

72

Savoia-Marchetti S59

1928

1938

8

73

Caudron C59

4../8..

1924

1938

40

74

Junkers F 13 “Limuzin”

75.

1926

1936

3

12

74

Morane-Saulnier MS35

91.

1926

1931

10

75

Morane-Saulnier MS147

92./96.

1928

1937

20

76

Breguet 19.A2 (Reconnaissance)

1001-20

1926

1938

20

76

Morane-Saulnier MS53

95.

1926

1934

10

77

Breguet 19.B2 (Bomber)

1021-66

1928

1938

45

78

Letov S-16T Smolik

1073-88

1929

1941

16

79

Potez 25-A2

1100

1928

1935

1

13

80

Breguet 19-7 B-2

81

Dewoitine D.510T (embargoed)

82

Rohrbach Ro-IIIa “Rodra”

83

1101-20

1932

1941

1935

20

12

12..

1926

1934

2

Nieuport Delage Ni.D-42C.1 (Fighter competition)

131, 132

1926

1930

2

84

Dewoitine D21C-1

151-162

1926

1936

12

85

Bleriot-Spad 51-2C1 (Fighter competition)

171, 172

1926

1930

2

86

Bleriot-Spad 51-4 (Fighter competition)

1928

1930

1

87

Rohrbach Ro IX Rofix (Fighter competition)

1927

1927

2

14

88

Junkers A 35 (Fighter competition)

89

Loire-Gourdou-Leseurre LGL-32 (delivered, not accepted)

89

De Havilland DH.84 Dragon

90

Supermarine Southampton Mk.II

91

Curtiss 48 Fledgling 2C.1

92

191

1926

1926

1

1929

1929

12

1934

1946

4

1933

1943

6

14..

1933

1945

7

Curtiss 35 Hawk II

15..

1933

1945

45

93

Consolidated Fleet Model-7

16..

1933

1945

12

94

Curtiss Kingbird D-2

1933

1933

2

95

Tupolev ANT-9

1933

1933

1

96

Polikarpov R-5

1933

1933

3

12..

15

97

Focke Wulf Fw 58K Weihe

17..

1937

1945

6

98

Gotha Go 145A

18..

1936

1946

46

99

Supermarine Walrus Mk.

19..

1938

1946

6

100 General Aircraft Monospar ST-25

1937

1941

2

101 Koolhoven F.K.49A

1938

1942

1

102 P.Z.L. P-24A

20..

1936

1943

20

103 P.Z.L. P-24C

21..

1937

1943

44

104 P.Z.L. P-24G

21..

1939

1943

2

105 Heinkel He 111J-1

22..

1937

1946

24

16

106 Martin 139WT

23..

1937

1946

20

107 Vultee V-11GBT

24..

1937

1948

40

108 Bristol Blenheim Mk.I

25..

1937

1947

40

109 Bristol Blenheim Mk.IV

254-

1942

1947

3

110 Curtiss-Wright CW-22B

26..

1942

1949

50

111 Curtiss-Wright CW-22R

26..

1940

1949

50

112 Hawker Hurricane Mk.I

27..

1939

1946

35

2736-

1942

1947

47

114 Fairey Battle Mk.1

28..

1940

1947

31

115 Supermarine Spitfire Mk.I

29..

1939

1940

3

113 Hawker Hurricane Mk.IIC

17

116 Morane Saulnier MS406C.1

30..

1939

1945

40

117 Westland Lysander Mk.II

31..

1940

1948

36

118 Avro Anson Mk.I

32..

1940

1946

6

119 Henriot H-182

34..

1940

1945

36

35../36..

1941

1960

96

121 Curtiss P-40D Kittyhawk Mk.I

37..

1943

1947

24

122 Curtiss P-40C Tomahawk Mk.IIB

38..

1941

1947

42

123 Bristol Blenheim Mk.V “Bizley”

39..

1943

1948

18

124 Consolidated B-24D Liberator

40..

1943

1946

5

125 Focke Wulf Fw 190Aa-3

41..

1943

1947

72

120 Miles Magister Mk.I

18

126 Hawker Hurricane Mk.IIB

42..

1942

1947

38

127 Bristol Beaufort Mk.II

46../59..

1944

1947

32

128 Airspeed Oxford Mk.I

47..

1941

1956

102

4771/72

1946

1949

2

4773-

1947

1952

10

131 Miles Master II

48..

1944

1949

27

132 THK Magister Mk.IA

50..

1944

1957

20

133 Hawker Hurricane Mk.IIC(R)/D(R)

51..

1944

1948

44

134 Martin 187 Baltimore Mk V

53..

1944

1950

72

135 Supermarine Spitfire Mk.Vb

55..

1944

1950

39

136 Supermarine Spitfire Mk.Vc

57..

1944

1950

69

129 Airspeed Consul

130 Airspeed Oxford Mk.II

19

137 Supermarine Spitfire Mk.V(R)

58..

1944

1951

3

5851-

1944

1945

1

60..

1946

1998

111

140 Bristol Beaufighter TF Mk.X

61..

1947

1948

24

141 Supermarine Spitfire Mk.IX

63../63..

1947

1954

196

6551-

1947

1955

4

66..

1947

1953

10

6651-/67..

1947

1953

132

68..

1947

1983

5

6811-/69..

1948

1983

127

70../71..

1948

1954

180

138 Supermarine Spitfire Mk.XI

139

Douglas C-47A/B Skytrain “Dakota”

142 Supermarine Spitfire Mk.XIX

143 De Havilland Mosquito T Mk.III

144 De Havilland Mosquito FB Mk.IV

145 Beechcraft D-18S Twin Beech

146 Beechcraft AT-11 Kansan

147 Republic P-47D Thunderbolt

20

148 North American T-6C

7251-7350

1948

1974

100

149 North American Harvard II/IIB

7351-76

1955

1974

22

150 North American SNJ-3/SNJ-4

7356,58, 62,68

1955

1974

5

151 North American LT-6G

7377-95

1957

1974

19

152 North American T-6G

7396-7507

1957

1974

11

153 Douglas B-26B Invader

74..

1948

1958

28

154 Douglas B-26C Invader

74..

1948

1958

17

155 Noorduyn Mk.IIB

7508-47

1958

1974

11

156 North American Harvard Mk.II

7508-47

1958

1974

29

21

157 Lockheed T-33A Silverstar

1951

1997

84

1958

1982

92

159 Lockheed RT-33A

1955

1994

24

160 Republic F-84G Thunderjet

1952

1966

483

161 Canadair Sabre Mk.2 F-86E(M)

1954

1968

107

162 MKEK Model-4 “Uğur”

1955

1962

57

163 Beechcraft T-34A Mentor

1956

1993

24

164 Republic RF-84F Thunderflash

1956

1980

87

165 Republic F-84F Thunderstreak

1959

1974

113

166 Republic F-84Q Thunderstreak

1964

1975

185

158

Canadair T-33 Mk.III (T-33AN) Silverstar

22

167 Sikorsky H-19 D

1958

1980

4

168 Sikorsky H-19 B

1963

1980

14

169

North American F-100D Super Sabre

1958

1988

104

170

North American F-100F Super Sabre

1958

1988

53

171

North American F-100C Super Sabre

1972

1988

116

1959

1973

2

1959

1983

1

174 Lockheed F-104G Starfighter

1963

1994

289

175 Lockheed TF-104G Starfighter

1963

1994

55

176 Alenia F-104S Starfighter

1974

1994

40

177 Canadair CF-104D Starfighter

1986

1995

6

172 Douglas C-54D Skymaster

173

Beechcraft E-18S Super Twin Beech

23

178 Canadair CF-104G Starfighter

1986

1995

44

179 Cessna T-37C Tweetybird

1963

In Service

51

180 Cessna T-37B Tweetybird

1978

In Service

27

181 Lockheed C-130E Hercules

1964

In Service

14

182 Lockheed C-130B Hercules

1991

In Service

6

183 Northrop F-5A Freedom Fighter

1965

In Service

102

184 Northrop F-5B Freedom Fighter

1965

In Service

22

185 Northrop RF-5A Freedom Fighter

1965

In Service

41

186 NF-5A Freedom Fighter

1990

In Service

31

187 Vickers VC-7 Viscount series 794

1971

In Service

3

187 NF-5B Freedom Fighter

1989

In Service

16

24

188 Convair F-102A Delta Dagger

1968

1979

40

189 Convair TF-102A Delta Dagger

1968

1979

9

190 Bell UH-1H Iroquis

1970

In Service

27

191 Transall C-160D

1971

In Service

20

192 Cessna T-41D Mescalero

1972

In Service

30

193

McDonnell-Douglas F-4E Phantom II

1974

In Service

183

194

McDonnell-Douglas RF-4E Phantom II

1978

In Service

54

195 Northrop T-38A Talon (Ari)

1979

In Service

73

196 Cessna C.550 Citation II

1984

In Service

2

197 Cessna C.550 Citation VII

1993

In Service

2

1987

In Service

196

198

General Dynamics/TAI F-16C Fighting Falcon

25

1987

In Service

44

200 SZD-50-3 Puchacz

1989

In Service

8

201 SIAI-Marchetti/TAI SF.260D

1990

In Service

40

202 Grumman Gulfstream IV

1991

In Service

3

203 Grumman Gulfstream G.550

2009

In Service

2

204 TUSAŞ/CASA CN-235M

1992

In Service

52

205 Boeing KC-135R Stratotanker

1995

In Service

9

Eurocopter AS532UL/AL Cougar Mk.1

2000

In Service

20

2010

In Service

55

199

206

General Dynamics/TAI F-16D Fighting Falcon

207 KAI/TAI KT-1T

208 BOEING 737-700 AEW&C

4

209 HERON

55

207 different aircraft in 100 years

6429 individual aircraft in inventory 26

Air Order of Battle June 1, 1946

ix

A SHORT GUIDE TO

BY OLE NIKOLAJSEN (2012)

1

Turkish Army Aviation - Kara Ordusu Havaciliği A short history: Until 1944 the Turkish Air Force was a part of the army. On January 31 that year the air force became an independent command. From 1948 the United States assisted the Turkish Armed Forces into becoming an up-to-date military organisation. Large amounts of equipment were transferred, to make the force more effective. Among the initial equipment arriving were 15 AOP (Air observation post) L-4J aircraft. These aircraft were intended for spotting and direction for the Army’s artillery units and an organisation had to be formed for their use. The US Army system was adopted under which small flights were detached directly to Army Corps and Division artillery units. The ‘Kara Ordusu Topcu Havaciliği (The Army Artillery Aviation)’ was formed in 1948 and a number of officers from artillery regiments were posted to the Turk Hava Kurumu in order to be provided with flying training. Basic training was given on Magister trainers and operational training on the L-4Js. From 1948-52 210 officers were trained. Operational training and initial operations were conducted by the ‘Topcu Okulu Hava Grubo (The Artillery School’s Air Group)’ at Polatli which was given the first fifteen L-4Js. Parallel with the training, AOP-Flights called ‘Topcu Alayi Hava Kismi’ were formed with the various Corps and Division artillery units. Overall command was exercised by the ‘Hava Grup Komuntanliği (Air Group Command)’at Polatli. In 1950 two Turkish L-18B aircraft, with national markings, were detached to the Turkish Brigade in Korea later being replaced by L-19As loaned from U.S. forces. Two crew members were killed there while performing their duties. From 1950 onwards hundreds of Piper Super Cubs of the marks L-18B, L-18C and L-21B were received and distributed to an increasing number of ‘Hava Kismi’. In 1958 the Headquarters and Flying School was moved to Ankara’s former civil airfield at Güvercinlik. Further, in 1959, the flying school was renamed ‘Kara Havacilik Okulu (Army Flying School)’ as a start of unit consolidation. In June 1961, a reorganisation started which led to the formation of Hava Bölükler (Air Companies) under major formations and Hava Gruplar (Air Groups) under Divisions, Brigades and some special units. This reorganisation was the start of a modernisation of the force in the sixties. First Super Cubs were replaced by O-1Es and U-17A/Bs in 1963 and 1965 and helicopters were included in 1966 when Bell OH-13S spotting, TH-13T training helicopters and AB.204B transport helicopters were delivered. The next consolidation of units started in 1971 when Bölükler and Gruplar were paired into Hava Taburu (Air Battalions) and a year later a ‘Hava Alayi (Air regiment)’ was formed under each of the three Armies and a ‘Hava Taburu (Air Battalion)’ under each of nine Army Corps. At Güvercinlik/Ankara a Helicopter Battalion was formed with more transport helicopters rapidly arriving. In 1974 the air units were active in the Cyprus operations and the Helicopter Battalion was assigned to the 2nci Hava Alayi deploying 22 helicopters, some modified as gunships, with 44 pilots. The same year the flying school was formed into a large organisation comprising the Helicopter Battalion, an Air Liaison Group with gradually a large number of light transport aircraft and the flying school itself with fixed-wing trainers and helicopters. By 1979 the Super Cub was also replaced in the training role by 40 Bellanca Citabrias and 25 Cessna T-41Ds. During the eighties the Army Flying Organisation greatly expanded into a modern transport force of several hundred vehicles with the procurement of AB.205s and local assembly of UH-1H helicopters. Late in the decade it was decided to form an attack helicopter force and this started with the delivery of the first five AH-1Ws in 1990, soon supplemented with five more and 28 AH-1Ps. After initial work up they were organised into a ‘Taarruz Helikopter Taburu (Attack Helicopter Battalion)’ in 1996 with three ‘Filos’ (squadrons) at Güvercinlik and operational detachments where needed. The transport helicopter force was widely modernised with the inclusion of 45 S-70s and twenty Cougars being formed into helicopter battalions under each Alayi. During the nineties the aviation units were been further centralised and optimised with a reduction of Hava Taburus. In the same period training has not been forgotten and in 1994 the EDOK (Training and Doctrine Command) was formed transforming training into a modern process. The Kara Havacilik was modernised, its capacity enormously increased and operational capability matured not least because of the operations forced upon it in Eastern Turkey by the national insurgency. In the new century The Kara Ordusu Havaciliği has been tremendously strengthened. The force now has modernised both its operational and training organisations. The complement has been more evenly divided along the borders away from the heavy concentration of forces along the Russian border and now consists of four Regiments with rapid deployable assault helicopters supported by a force of attack gunships. This modern force consist of 152 UH-1H’s, 65 S-70A’s and 29 AS532UL’s being supported by a little more than 40 gunships. A small fleet of special mission and transport aircraft is avialable in the form of four Beech King Airs, three Ce.421Bs and two to three CN.235s. Then on 15 August 2003 the army aviation organisation became an independent command under the Army HQ exercising command of all units amalgated under 4 new Air Regiments . The training organisation EDOC was abolished and instead a “Kara Havacilik Okul Komutanliği was created. Training became an all helicopter syllabus with AB.206R’s and UH1H’s. A dwindling force of T-41D’s and U-17B’s were initially kept for tactical training only to be replaced by a 46 stong fleet of digital T.182T’s and T-42A’s for twin-engine conversion. One ground station and six General Atomics GNAT 750’s UAV’s were delivered in 2000 with a second batch being ordered. In 2006 an initial order for 50 attack helicopters of the type T.129 was ageed with Agusta to be produced by TAI and a small number of 6 CH-47F heavy transport helicopters is on order. With the operational pressure of the insurgence in Eastern Turkey now reducing, the Army is now on its way in replacing old equipment. The re-engining and modernisation of 90 of the UH-1H force is well ahead. The supply of 52 new S-70A-28 helicopters has been completed and the modernisation of the old and some new ones with digital cockpits fills the workshops of TAI (project Yarasa). The Phoenix-I project for modernising the current force of AS.532s is almost done. All the ten new ones are completed. The Special Forces have a completely new complement of ten specially modified S-70As and two to three CN235Ms. A search and rescue organisation has been set up by the Army using specially equipped S-70As and Cougars. A retirement of old aircraft in the training and transport role is taking place.

2

S.N. Aircraft Type

code

Entry

wfu

Quantity

1

Piper L-4J

1948

1967

15

2

Piper L-18B/C

1950

1973

40/127

Pictures

L-18B

L-18C

3

Piper L-21B

1953

1977

125

4

Ryan Navion

?

?

2?

5

Cessna L-19A, O-1E/G

1963

1992

42/40 L-19A on loan in Korea

O-1E

3

O-1G

6

Cessna U-17A

1963

1997

20

OH-13S

7

Bell OH-13S/TH-13T

1964

1992

66/10

OH-13T

8

Hiller OH-23B

1965

1970

2

9

Dornier Do.27B/H

1965

1987

3/2

Do.27B

Do.27H

10

Dornier Do.28B

1965

1996

5

11

Cessna C.150A

1966

1974

2

4

12

Cessna C.180D

1966

2

13

Agusta-Bell AB.204B

1966

2006

18

14

Bell UH-1B

1966

2006

36

15

De Havilland Canada U-6A

1967

1989

2

16

Dornier Do.28D-1/D-2

1968

2002

2/20 +8 Harita

Modified for Elint duties

17

Agusta-Bell AB.205

1968

68

18

Bell UH-1H

1968

102

19

Cessna T-41D

1971

25

5

20

Beech T-42A

1971

5

21

Bell OH-58B

1976

3

22

Cessna C.421B/C

1975/77

3/1

C.421B

C.421C

23

Cessna C.402B

1977

2

24

Bellanca T-7GBC Citabria

1979

1997

40

25

Schweizer-Hughes TH-300C

1982

2001

36

26

Agusta-Bell AB.212

1983

2002

2

27

Bell 206L-3

1988

current

1

6

28

Bell AH-1W

1990

current

20/12

29

Beech B.200 Super King Air

1991

current

5 +2 Harita

30

Robinson R.22 Beta

1992

1999

10

31

Bell AH-1P/S

1993

current

33

32

Sikorsky S-70A-17

1993

current

6

33

Agusta-Bell AB.206R

1995

current

20/13

34

Bell TAH-1P

1995

current

4

35

Eurocopter AS.532U-1 Cougar

1995

current

30

36

General Atomics GNAT-750

1995

2007

6

7

37

Agusta-Bell AB.206A (ex.Jandarma/Coast Guard)

1998

current

16

38

Sikorsky S-70A-28E

1999

current

65

39

General Atomics I-GNAT

1999

2007

2

40

Casa/TAI CN.235M-100

2000

current

3

41

Cessna T-182T

2009

current

46

42

TAI “ANKA” Male UAV

current

5

43

IAI Heron

2010

current

10

44

General Atomics Predator

2011

current

4

45

TAI T.129

2012

current

60

46

Boeing CH-47F

46 different aircraft in 64 years

Under production

On order

6

1255 individual aircraft in inventory

8

Jandarma Genel Komutanliği A short history: The Turkish Jandarma has roots long back in history but its modern organisation was established in 1923 with the creation of the modern republic. With the formation of Army helicopter units in the late sixties it was decided also to provide the Jandarma commando units with helicopters. Consequently a Jandarma Aviation unit was established in 1968. Initial equipment was a number of AB.206As procured in Italy. An international supported component was added in the early seventies with a small number of aircraft and two mobile photo-labs used for spotting illegal drugs growing. In 1983 expansion followed and more helicopters of the AB.205 type was ordered. Due to the terrorist campaign waged by the Kurdish PKK the Jandarma force has constantly been expanded and modernised during the late eighties and early nineties and the new Black Hawk helicopters were delivered to Jandarma forces before the army itself received any. The was for a small attack helicopter contingent provided by some of the 20 Mi-17Vs delivered from 1995 onwards.

1

Agusta-Bell AB.206A

1968

1999

18

2

Helio H-295 Super Courier

1969

2001

1

3

Rockwell 690A Commander

1969

2001

1

4

Piper PA-32-260 Cherokee Six

1969

2001

1

5

Agusta-Bell AB.204B

1970

2009

2

6

Agusta-Bell AB.205

1974

current

24

7

Agusta-Bell AB.47G-3B-1

1975

1991

6

8

Agusta-Bell AB.212

1988

current

1

9

Reims-Cessna 182P

1977

current

1

10

Sikorsky S-70A-17

1988

current

6

9

11

Sikorsky S-70A-28

1993

current

30

12

Mil Mi-17V-IV

1995

current

20

12 different aircraft in 64 years

111 individual aircraft in inventory

Emniyet Teskalati – Polis A short history : With the delivery of 18 ex. German Army Alouette 2 helicopters in 1982 a new state organisation of Police Aviation was set up on 19 October 1981 under the Ministery of Interior. With duties as policing, crime fighting especially drug trading as well as airport security the organistion has remaining stable since then with a small force of transport and assault helicopters and 10 of the agile MD.600 general use helicopters. The organisation also operated from its main base south of Ankara the Sikorsky S.92 used for presidential transport.

1

Sud Aviation SA.318C Alouette 2

1982

2011

18

2

Aerospaciale SA.330L Puma

1988

2004

4

3

Sikorsky S-70A-17

1989

current

6

4

McDonnell-Douglas MD.600

2004

current

10

5

Sikorsky S.92

2005

current

1

6

Bell 206L-3/4

2007

current

2

7

Bell 429

7 different aircraft in 30 years

On order

15

50 individual aircraft in inventory

10

11

12

A SHORT GUIDE TO

BY OLE NIKOLAJSEN (2012)

1

A SHORT HISTORY OF THE T.C. Bahriye Havaciliği Komutanliği The Ottoman Navy Flying Service was established on June 27, 1914 and planned to operate 15 Nieuport Hydroavions ordered in France. However, lack of trained personnel and aircraft early in the war prevented the service from operating independently and its personnel served at Gallipoli with the ‘German Navy Seaplane Group’. In June 1916 three Gotha WD2s were given to the service and its first operational unit, 1nci Deniz Tayyare Boluğu (1st Seaplane Company) was formed. On its transfer from Istanbul to Izmir two of its aircraft had to force-land on the water and one was seized by the British. Later the unit used its aircraft for reconnaissance of the Anatolian coastline. In May 1917 2nci Deniz Tayyare Boluğu was formed at Ereğli on the Black Sea coast and later in March 1918 3ncu Deniz Tayyare Boluğu at Batum. When during the War of Independence it was possible to smuggle out five Gotha WD13/15s from a depot, the service was re-established in July 1921 at Amasra on the Black Sea coast. With the war having been won the force in February 1923 moved to Güzelyali south of Izmir as the main threat now came from the Aegean Sea. New equipment was received already in 1924/25 and in 1928 the Navy Flying Organisation got more operational independence with the formation of the IV. Deniz Tayyare Taburu (the 4th Seaplane Battalion) at Guzelyali. The unit was renamed the 5th battalion in 1932 and in 1934 its capabilities were greatly expanded with the delivery of Southampton seaplanes especially modified for bombing and torpedo attack. During 1943 the large seaplanes had been worn out and the torpedo attack mission was taken over by land-based aircraft. Gradually the Navy Flying organisation dwindled to a flight of Walrus seaplanes called ‘Deniz Kurmay Kitaati’ (Navy Command Flight). This flight disbanded in 1946, with the withdrawal of the remaining three Walrus. In 1971 Turkey was offered, via NATO, a number of anti-submarine aircraft of the type S-2 Tracker. It was then decided to reorganise the former Navy Flying Organisation like it was before, e.g. the aircraft were maintained and flown by air force personnel, but the operational control rested with the navy. The first unit to be created was 301 Filo at Etimesğut on October 18, 1971. It adopted the name ‘Marti’ and started training on four ex Royal Netherlands Navy S-2As which had started to arrive in June. At the same time operational equipment in the form of twelve S-2Es was bought in the USA. They were delivered in early 1972. With the arrival of the S-2Es the unit moved to the 6th Air Base at Bandirma. Meanwhile a second unit, the ‘Deniz Helikopter Skvadron’ (Sea helicopter squadron) was formed at the Güvercinlik Army Airfield on August 15, 1972 under the auspices of the Army. In October this unit received its equipment in the form of three AB204B/ASs. The unit was to provide ASW operation around the Dardanelles and from Navy ships. The unit was renamed ‘Deniz Helikopter Birlik’ (Sea Helicopter Unit) in February 1973 and the first landing on a ship was made in September. From mid 1973 the old Kocaeli airfield, from where Beaufighters were flown in 1948-49, near Izmit was selected to be the new Naval Air Base. The helicopter unit relocated to here in May 1973 and in 1976 the 301 Filo followed. At this time the base was renamed ‘Gengiz Topel’ after a pilot killed in action on Cyprus in 1964 and on August 4th 1976 the Deniz Hava Üs Komuntanliği (Naval Air Base Command) was formed. The helicopter unit was at this time renamed 351 Filo. The years between 1977 and 1980 saw the addition of seven ex US Navy S-2Es and three AB.212ASWs and in the late eighties 11 more S- 2Es and twelve AB212ASW were received. Today the 301 Filo flies six TB.20s in the training role while waiting for new equipment to replace the Trackers which were grounded in 1993. From 351 Filo helicopters are allocated to Naval Districts according to operational needs and detachments are based onboard frigates and supply ships. An order for four SH-60B’s signed in 1997 had been delayed by the US Congress but was effectuated in 2002 being followed by an additional 4 and later from 2011 onwards by 8 more . Thus the Navy has finally introduced its new SH-60B helicopters and a replacement for its S-2E maritime recce aircraft, in the form of six locally built CN235MSA’s has been introduced now being updated to Meltem 2 standard. Shortly 10 ATR-72MP/ASW will supplement the CN.235s incorporating the same Meltem equipment.

T.C. SAHIL GÜVENLIK KOMUTANLIĞI – The Turkish Republican Coast Guard The TC.SGK was formed as a unit under the Jandarma in 1982 and became an individual command on 24 June 2003. Initially the force operated on small vessels, but in 1992 three Jet Ranger helicopters were handed over from Jandarma stocks. The Coast Guard is now a well equipped force with its new AB412EP helicopters and CN235MPA search planes.

2

S.N. Aircraft Type

code

Entry

wfu

Quantity

1

Curtiss F (90HP Curtiss O)

1914

1915

1

2

Nieuport Type VII Hydroavion

1914

1914

1

3

Nieuport Type VI

1914

1914

1

4

Gotha WD.2

1916

1917

3

5

Gotha WD.1

1917

1917

1

6

Gotha WD.12

1917

1917

2

3

picture

7

Gotha WD.13

1917

1924

8

8

Hansa-Brandenburg NW

1917

1918

2

9

Sablatnig LVG SF.5

1918

1918

5

11

Gotha WD.15

1921

1924

1

10

Grigorovich M-5

1918

1918

1

12

Savoia 16Bis/M

1924

1938

20

13

Savoia 59

1928

1938

8

14

Rohrbach Ro.IIIa RODRA

1926

1934

2

4

15

Supermarine Southampton II

1933

1944

6

16

Supermarine Walrus Mk.II

1938

1947

6

17

Grumman S-2A Tracker

1971

1986

4

18

Grumman S-2E Tracker

1972

1996

30

19

Agusta-Bell AB.204B/AS

1972

2006

3

20

Agusta-Bell AB.212AS

1976

current

15

21

Agusta-Bell AB.212 (ex. Army)

2006

current

2

22

Socata TB.20 Trinidad

1995

current

8

5

23

CASA/TAI CN.235M-100MSA

2001

current

6

24

Sikorsky S-70B-8/

2002

current

16

25

ATR-72MP/ASW

Seahawk

10

Artists drawing

25 different aircraft in 98 years

168 individual aircraft into inventory

T.C. SAHIL GÜVENLIK KOMUTANLIĞI – The Turkish Republic Coast Guard

1

Agusta-Bell AB.206A

1992

1998

3

2

Maule MX-7-235

1993

1996

1

3

Agusta A.109A-II

1999

2011

1

4

Casa/TAI CN.235M-100 MPA

2001

current

3

5

Agusta-Bell AB.412EP-SAR

2002

current

14

5 different aircraft in 30 years

22 individual aircraft into inventory

6

7

8