ISSUE 22 - FEB / MAR 2014

Aviation training and safety around the world

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Issue 22 Contributors

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Deputy-editor: Gareth Stringer

E-mail: gareth@global-aviation-magazine.com

Paul Dunn makes two appearances here firstly looking back at the F-16 story as the type celebrates 40 years and then by visiting Hong Kong’s multi-talented Government Flying Service.

Paul Dopson is GAR’s resident commercial balloon pilot, and he and wife Heaven Crawley look back at the 2014 Epiphany Meet, held in Mondovi, Italy.

Steve Comber’s South America travels continue in Issue 22, this time with a look at the Museu Aeroespacial, located at Campo dos Afonsos.

Rob Edgcumbe & Oliver Zarden travel to Arizona to find out the latest A-10 news from the 355th Fighter Wing based at Davis-Monthan Air Force Base.

Kevin Jackson reports from Key Field, Meridian, Mississippi, where after a period of uncertainty, the 186th ARW’s future looks to be assured.

Karl Drage is GAM’s editor and his Issue 22 contribution stems from an air-to-air sortie involving a 757 and two Extras over the Bahrain International Circuit!

Editor: Karl Drage

E-mail: editor@global-aviation-magazine.com

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Durrat Al Bahrain is a stunning series of man-made islands located on the south-eastern tip of Bahrain. The US$6 billion project remains a work in progress and will ultimately feature five-star hotels, an 18-hole golf course and a marina (Huawei Twister Duo)

could have happened to the container, or the aircraft delicately positioned inside, en-route. For the second show on the spin, one of the UK-based participants discovered just ahead of the eventevent that the container their aircraft was in would not be reaching its destination in time. Make no mistake about it: this is not a game for the faint-hearted!

To all intents and purposes – at least to begin with - I was only really of use for lifting, fetching and cleaning, but, when at the end of the first day we’d already successfully ground run one of the aircraft, there was a realreal sense of satisfaction. I had, it seems, actually been of use after all!

The next morning – ahead of the test flights of the two

EDITORIAL

Durrat Al Bahrain is a stunning series of man-made islands located on the south-eastern tip of Bahrain. The US$6 billion project remains a work in progress and will ultimately feature five-star hotels, an 18-hole golf course and a marina (Huawei Twister Duo)

aircraft - I even got to do a little work just a matter of inches behind a spinning prop, which certainly heightened the senses!

OverOver the course of the next few days, and in the absence of any bona fide smoke oil, I assumed the responsibility of team ‘diesel man’, replenishing the stocks and filling the aircraft after each display so

Aviation Resource website, and you can expect to read more about the adventure over there in the coming weeks. As the image above demonstrates, there was some time for a little fun too!

Karl DrageKarl DrageEditoreditor@global-aviation-magazine.com

that they were able to draw their smoky patterns in the sky. It was only a small thing, but with the team scheduled to perform three times a day during the airshow proper, as well as undertaking PR obligations,obligations, it helped to ease the strain on Pete and Guy a little.

I’ve already reviewed BIAS 2014 over on the Global

Debuting amongst an assortment of rather more established display acts at the 2014 Bahrain International Airshow (BIAS), held at Sakhir Air Base, was the DHL Aviation Display Team – bringing together a rather unusual formation of a Boeing 757 with single examples of the Extra 200 and Extra 300 aircraft types. Karl Drage talks to the people responsible for putting these very dissimilar aircraft types together in the same piece of sky.

The DHL Aviation

Display Team

Image Karl Drage

Debuting amongst an assortment of rather more established display acts at the 2014 Bahrain International Airshow (BIAS), held at Sakhir Air Base, was the DHL Aviation Display Team – bringing together a rather unusual formation of a Boeing 757 with single examples of the Extra 200 and Extra 300 aircraft types. Karl Drage talks to the people responsible for putting these very dissimilar aircraft types together in the same piece of sky.

The DHL Aviation

Display Team

Above - Extra pilots Adrian Willis (left) and Chris Burkett (right) share a joke after a display practice at Sakhir Air Base, home of the 2014 Bahrain International Airshow (Karl Drage)

Below - A9C-DHE was delivered to Eastern Airlines in November 1984 and was later operated by US Air (and the later US Airways) and Ryan International in the passenger role before being converted into a freighter for VARIG Logistica in 2007. She joined the DHL Aviation MEA fleet in December 2012. Seen here circling around the Sakhir Tower (Liza Rabie)

Tanything new, with both the Boeing 757 and 767 having appeared at events in the last decade.

WhatWhat would have been new, however, would have been the presence of two light-aerobatic types separated by the matter of a mere ten metres from each wing-tip. At BIAS 2014, that’s precisely what happened, and, it is claimed, this was the first time a display of this type has been performed anywhere in the world.

TheThe Extras, The DHL Aerobatic Team and sporting the trademark yellow and red DHL corporate livery, were flown by British aerobatic pilots Adrian Willis in two-seat Extra 200 G-EEEK and Chris Burkett in single-seat Extra 300S G-EXIL. Not only was BIAS 2014 the first time that they would fly together with the 757, it was also the first time that theythey would display together for the public in DHL colours.

Adrian Willis - Extra 200Remarkably Adrian has been flying since the age of eight, having started out on gliders. After spending a decade as an officer in the British Army Parachute Regiment, Adrian changed services and set out on a professional flying career with the Royal Air Force, during which he flew types such as the Hawker Hunter, BAE SystemsSystems Hawk and the English Electric Canberra. He also has rotary time in his logbook and has even flown the Europa Air Ship.

At the conclusion of his military career, Adrian ran a successful multinational IT company before setting up the British Aerobatic Academy(www.BritishAerobaticAcademy.com) where he acts as Chief Flying Instructor.

Chris Burkett - Extra 300SChris, meanwhile, first caught the aerobatics bug flying a de Havilland Chipmunk, and had an early taste of display and formation flying as part of Captain Neville’s Flying Circus.

o regular attendees of airshows in the UK, at least, the sight of a DHL freighter performing a display is unlikely to be

Above - Extra pilots Adrian Willis (left) and Chris Burkett (right) share a joke after a display practice at Sakhir Air Base, home of the 2014 Bahrain International Airshow (Karl Drage)

Below - A9C-DHE was delivered to Eastern Airlines in November 1984 and was later operated by US Air (and the later US Airways) and Ryan International in the passenger role before being converted into a freighter for VARIG Logistica in 2007. She joined the DHL Aviation MEA fleet in December 2012. Seen here circling around the Sakhir Tower (Liza Rabie)

ForFor the last decade his focus has been advanced aerobatics, firstly in a Pitts Special and since 2008 in an Extra 300S, winning several trophies in aerobatic competitions. He’s held a UK CAA Display Authorisation since 2006, operating as G-Force Aerobatics (http://www.gforceaerobatics.com) before thethe deal with DHL was struck. He’s perhaps best known amongst the airshow-going public for a unique routine he flies alongside a 40% scale radio-controlled model of the Extra.

Away from flying, Chris runs a company that develops aerodynamic software for the design of wings. Somewhat ironically, the technology is used most frequently by Formula One racing teams to keep their cars welded to the track when taking corners at high speed!

The Boeing 757WhilstWhilst the UK arm of DHL, DHL Air, has operated the Boeing 757-200F since January 2001, DHL Aviation MEA only introduced the type in late 2011 in order to replace its ageing fleet of Boeing 727 freighters. Three 757s currently service the DHL Express Middle East/Africa network from Bahrain to destinations like Dubai, Kuwait, Beirut, Riyadh and Asmara (Eritrea). Kuwait, Beirut, Riyadh and Asmara (Eritrea).

Fitted with a glass cockpit and powered by two Rolls-Royce RB211 engines, the type can carry payloads of up to 32,000kg for over seven hours or 3,000 nautical miles.

Measuring some 47 metres long and with a wing span of 38 metres, the 757 weighs 53,000kg empty, a mere 52,000kg+ more than the Extras flown by Adrian and Chris!

AtAt the controls of A9C-DHE, the 42nd 757 to roll off Boeing’s Renton production line and the aircraft used throughout the show in Bahrain, were Captain Chris Rabie – DHL Aviation, Director of Flight Operations – and Captain Roger Ware – DHL Aviation, Flight Training Manager. Acting as Safety Pilot was First Officer Chris Dodwell. Officer Chris Dodwell.

Below - A view from almost underneath the 757 as it circles the Bahrain International Circuit during one of the practice displays preceding the show (Liza Rabie)

Above - The DHL Aviation Display Team; From left: Chris Burkett, Adrian Willis, Chris Rabie and Roger Ware (Liza Rabie)

The Crew of Boeing 757 A9C-DHEChris Rabie’s flying career began in 1989 in southern Africa where he flew for a number of airlines on a variety of types before joining DHL Aviation in 2004 on the Boeing 727. In total he has 11,500 flying hours to his name and has been active on the 757 fleet since its introduction in Bahrain.

RogerRoger has only been with DHL Aviation for two years, prior to which he flew for a UK-based passenger carrier and instructed on the 757 and both NG (Next Generation) and Classic versions of the Boeing 737. He has 5,500 hours total time, 4,000 of which are on the 757. He is also a Bahraini BCAA and UK CAA approved examiner on the type.

The DHL Aviation Display TeamMalcolmMalcolm Macbeth, DHL Aviation VP Middle East and Africa, explained to me why the organisation had decided to take such an active part in the flying display at BIAS 2014:

“This“This year for the first time, DHL took on the role of Official Logistics Partner for the 2014 Bahrain International Airshow. This entailed coordinating and moving all the airshow material arriving in Bahrain by road, sea and air - from the seaport, road border and airport – to Sakhir Air Base and then distributing the material to the exhibition halls and chalets. After the show all the material then had to move back home or onto the next airshow – the main one being Hyderabad in India.

”Bahrain”Bahrain is the home of DHL and the central platform for our air operations in the Middle East. DHL Aviation have been flying dedicated cargo flights to and from Bahrain since 1979 when a Fokker F27 flight was inaugurated between Bahrain and Riyadh - so this year is our 35th anniversary of uninterrupted operations in Bahrain. With such a presence in the country and the added participation from being the Official Logistics Partner, we felt it important to give something back to the community at such a national and internationally significant event.the community at such a national and internationally significant event.

“In previous years we have had aircraft in the static display and simple flybys of DHL and DHL affiliated airlines. We wanted to put on more of a show than just that and give something back to the community in terms of putting on a spectacle. We had a few thoughts but with little traction coming from them. That’s when Chris and Roger came to me with their idea of combining a B757 display with formation aerobatics!”

“We got the green light in September”, Adrian confirms, “and we needed somebody who not only was up to the flying challenge but was an excellent team player and somebody you would want to be in business with; Chris (Burkett) was the top candidate”.

Below - The Extra fuselages sit alongside a separate pallet containing the wings onboard the DHL/Aerologic Boeing 777F (Najwa Raslan)

Below - A view from almost underneath the 757 as it circles the Bahrain International Circuit during one of the practice displays preceding the show (Liza Rabie)

Above - The DHL Aviation Display Team; From left: Chris Burkett, Adrian Willis, Chris Rabie and Roger Ware (Liza Rabie)

Main - Single-seat Extra 300S G-EXIL can be seen closest to the camera as the pallet containing the two fuselages is unloaded from the DHL/Aerologic Boeing 777F on arrival at Bahrain International Airport (Najwa Raslan); Inset - Captain of the Boeing 777F, Dietmar Grosz, takes a wander back into the hold to check out his precious cargo ahead of its onward journey (Chris Burkett)

Getting to BahrainWithWith both Adrian and Chris’ aircraft based at Little Gransden near Cambridge, the pair would require some assistance to complete the near 4,000 mile journey to Bahrain, as Chris explains:

“Our“Our Bahrain adventure started in a wet and windy Leicester, where we disassembled the Extras with the help of our engineer Mark Davies and his team at Swiftair. They were collectedcollected by DHL and taken to their UK hub at East Midlands Airport, for a flight on a DHL/Aerologic Boeing 777 to Bahrain, via Leipzig.

“This really is the five star option when it comes to shipping your precious cargo, and we are immensely grateful to all at DHL UK who helped to arrange this. We were able toto accompany the aircraft onboard ourselves, which was fascinating in itself. Having the DHL Extras as cargo created quite a lot of interest, not least from our 777 captain!

“On arrival in Bahrain we were able to benefit from the great support of DHL Aviation EEMEA which has its regional base at Bahrain International Airport, and we rebuilt the Extras in the DHLDHL hangar there before flying them down to Sakhir Air Base, home of the airshow.”

Main - Single-seat Extra 300S G-EXIL can be seen closest to the camera as the pallet containing the two fuselages is unloaded from the DHL/Aerologic Boeing 777F on arrival at Bahrain International Airport (Najwa Raslan); Inset - Captain of the Boeing 777F, Dietmar Grosz, takes a wander back into the hold to check out his precious cargo ahead of its onward journey (Chris Burkett)

“While No.2 is focused entirely on the lead aircraft, I am completely responsible for making sure Chris doesn’t hit the ground. Figures like quarter clovers, loops and half cubans, all have gate heights. These are heights at the top that are the minimum necessary to ensure there is sufficient room to complete the downward

pullingpulling element without cutting the margins too fine. Having achieved each gate height, my aim is to fly each manoeuvre smoothly, making constant adjustments for height and positioning so that we create the appearance of flying close to safety margins, without actually doing so.

“As“As lead I am also responsible for co-ordinating all the opposition manoeuvres while Chris is responsible for avoiding action. The performance disparity does demand that we carefully brief beforehand because the shape of our opposing figures does change slightly according to wind.”

For Chris, the picture is quite different:For Chris, the picture is quite different:

The RoutineTheThe overall DHL Aviation Display Team routine comprised four distinct elements, starting with the paired Extra sequence that, for large portions, saw Chris’propeller sitting just off the back of Adrian’s aircraft as they flowed through a series of loops, half cubans and an upwards quarter clover.

AdrianAdrian describes his role as formation lead as “putting on a great show, and keeping everyone safe”. He is responsible for positioning the display so the crowd can see it best. “This involves compensating for wind and making sure we don’t upset the display director by crossing the display line. The figures have to be flownflown very smoothly and predictably and lines between figures must be minimised to maintain excitement and ensure a compact display. This means that corrections need to be small and constant.

“The mirror half cuban at the start, flying towards the crowd and pushing from 200’ is a good starting figure for many reasons, but from a positioning stand point, it ensures lead (inverted) has an excellent view.

Taxying out to the runway at Sakhir Air Base (Karl Drage)

“There are times, certainly earlier on during training, when the role of No.2 feels akin to grabbing hold of the tail of a tiger and trying hard not to let go - knowing that if you do there are 'teeth' at the other end!

“Predictability and smoothness from Lead is

essential,essential, and if both members are working up together the learning curve is steep. A lot of it boils down to confidence: delaying for a split second is not an option - formation manoeuvres need to be initiated simultaneously and this requires great faith in Lead.

“One“One of the additional challenges we have had is displaying in dissimilar types - an Extra 200 with 200hp and an Extra 300S with 300hp. The complication is flying formation aeros in aircraft of different weights, inertias, wing loadings, power and throttle response. Thankfully, with the 200 as Lead and the 300S as No.2, these differences proved manageable.differences proved manageable.

“Their wings are almost identical so aerodynamically they are matched, and if Lead

flies around on full throttle No.2 can still keep up!

“Aerobatic manoeuvres which are straightforward as a solo require a great deal of practice to perfect in formation. For example, a half-cuban turnaround figure, which includes a downward rolling exit from a loop; No.2 has

quitequite a tough job flying a skidding, barrelled, half roll around the axial roll flown by Lead - it feels extremely unnatural until you get used to it!

“The“The formation break and opposition pass are always fun to fly. The break, which we execute heading towards the crowd, is an 8g pull onto the display axis from a stepped-back line abreast. During one particular practice for the Bahrain show, I had my neck angled a little too much to one side to sight Lead, and during the pullpull with insufficient bracing my head snapped backwards under the g and I heard and felt my neck make some nasty cracking noises. Flight Lieutenant Jamie Norris (The RAF’s 2013 Eurofighter Typhoon display pilot) prescribed a hard bed and no pillow - several weeks later and my neck is still sore!

Above - Adrian eyeballs the 757 away in the distance and starts to dive down towards it for the join.

Right - Chris sits just a matter of feet below Adrian in G-EEEK as the pair perform a loop.

LeftLeft - Chris starts to fall back through his own smoke trail in the Extra 300S.

Top left - With smoke on, Adrian and Chris head vertically downwards.

All images this spread Karl Drage

“After an opposition pass the tricky bit is joining the formation back up again efficiently. There are two key ingredients here - timing and practice! After a few more formation figures we pull into a push/pull humpty bump 'burst' - which gives us sufficient separation in trail for Lead to break whilst No.2 commences a couple of minutes of solo aerobatics.

TheThe second element of the routine was Chris’ solo. Whilst Chris is performing, the DHL 757 left its hold and commenced an orbit a mile downwind. This also gave Adrian some additional time to pre-position the lower-powered Extra 200 for a join-up with the 757.

“The Extra 300S is such a potent aerobatic performer that it is nice to showcase a few of its talents, for instance gyroscopic figures - 'tumbles' off various lines.”

Above - Adrian eyeballs the 757 away in the distance and starts to dive down towards it for the join.

Right - Chris sits just a matter of feet below Adrian in G-EEEK as the pair perform a loop.

LeftLeft - Chris starts to fall back through his own smoke trail in the Extra 300S.

Top left - With smoke on, Adrian and Chris head vertically downwards.

All images this spread Karl Drage

As well as the aerial presence, DHL Aviation MEA also had a second 757 on static display, and during the mornings of the show the Extras were positioned either side of it to allow those present to appreciate the size difference between the two types (David Jenkins)

An airborne shot showing Chris sitting just off the 757’s wing (Karl Drage)

Once Chris had completed his solo, he too headed off to the south to formate with Adrian and the 757.

Safety FirstWithWith the Boeing 757 being such a large aircraft it presented some unique challenges and potential pitfalls for the Extras but the rewards were spectacular, as Chris Burkett explains:

“To“To be able to join up and perform a formation flyby off the wing of a big jet was an enormous thrill - without doubt a highlight of my flying career. This was new territory for all of us, and quite understandably there was a degreedegree of nervousness on the part of the flying display committee, who were aware that prior to Bahrain this had not yet been practised.

“The overriding safety concern involves making absolutely sure that at all times the Extras stay well clear of the trailing wake vortices generated by the big jet. Ironically, the 757 has acquired a reputation for the strength of its wake turbulence.turbulence. After a number of accidents in the 1990s, involving bizjets crashing on approach after a landing 757, the FAA reclassified the 757 into the 'heaviest' category for wake separation rules, along with the much larger 747 and 767. HenceHence 'falling behind' the 757 was not a position that we wanted to get into! Bearing in mind that the overlap of our speed range is narrow - the 757 close to its slowest and the Extra 200 near to its fastest, this was a hazard that we were going to be taking seriously.”going to be taking seriously.”

As well as the aerial presence, DHL Aviation MEA also had a second 757 on static display, and during the mornings of the show the Extras were positioned either side of it to allow those present to appreciate the size difference between the two types (David Jenkins)

Adrian keeps a sharp lookout for the 757 prior to joing up (Karl Drage)An airborne shot showing Chris sitting just off the 757’s wing (Karl Drage)

The third part of the set-piece was this formation element, with the 757 leading and the Extras on each wing, Adrian on the port and Chris on the starboard. The culmination of this section of the routine saw the Extras break off upwards at 45 degrees to the horizon.

The DHL Aviation Display Team passes over the Runway 17 piano keys at Sakhir Air Base (Karl Drage)

Above - With the showground still taking shape, the DHL Aviation Display Team fly over the site.

Below - Adrian and Extra 200 G-EEEK are seen orbiting in the hold, waiting for the arrival of the 757 and the conclusion of Chris Burkett’s solo. Both images Karl Drage

First ImpressionsChris recalls the first time they formated on the 757:

“Our“Our first flight with the 757 was both memorable and reassuring. Chris (Rabie) and Roger, the 757 crew, are clearly accomplished pilots and their speed control and smoothness were excellent throughout. We were able to join up from a high position, trading height for speed. We made sure that Adrian in the 200 was always on the inside of the turns if orbits were required.

“It“It was helpful that as a freighter, with no cargo and no seats, and with a modest fuel load, the operating weight of the 757 was kept as low as possible.

“We“We benefitted from the advice and support of Captain Phil Durnford, Manager Flight Standards with the Bahrain Royal Flight, member of the airshow FCC, and with experience of displaying big jets. Likewise with support from Vic Lockwood and Colin Hague, display director, we were able to construct an integrated Extra plus B757 display slot, with the formation flyby as the centrepiece.formation flyby as the centrepiece.

“Also helpful were Chris (Rabie) and Roger's experiences of 'unusual' 757 ops, for example, hand-flown spiral descents into airfields in Iraq and Afghanistan.”

“For us, executing a successful link up and fly-past with Chris (Burkett) and Adrian in their Extras was the key to setting our display apart from the normal jet airliner displays you can see on the air show circuit”, Chris Rabie tells me. “Planning the synchronisation of all three aircraft took long hours of discussion, simulator training and was refined during some invaluable hands on practice in the days leading up to the show.on practice in the days leading up to the show.

“As our flypast with the Extras directly followed their display sequence, it was imperative that we were in position with the 757 at the right place, at the right time and flying the correct speed in order to allow the Extra formation to join us seamlessly. This sounds easy, but in reality it was far from that, as we had to bring the aircraft from Bahrain International to Sakhir everyday asas it was being used for commercial services around the show slots.

Above - With the showground still taking shape, the DHL Aviation Display Team fly over the site.

Below - Adrian and Extra 200 G-EEEK are seen orbiting in the hold, waiting for the arrival of the 757 and the conclusion of Chris Burkett’s solo. Both images Karl Drage

“We soon realised that not beginning our display from Sakhir built in some difficulties that needed managing. To give an example, on one of the show days we pushed back from our stand in Bahrain only to be blocked on the taxiway by an executive jet that had in error pushed back without ATC clearance. This caused a long delaydelay in take-off which could have caused a missed display slot had we not have built in some additional time.”

“To enable us to link up with the Extras we joined a holding pattern at low level and close to the threshold of the active runway”, Roger explains. “Too close and we would be seen by the crowd and detract from the Extra display, too far and the Extras would struggle to join with us. “We“We also needed to know exactly where both Extras were at all times in order to adjust our position in the hold, allowing the formation to come together quickly and accurately. Any mistakes at this point would require extended holding time which would have caused a break in the show and an overrun of our allotted slot time.”time.”

“To facilitate the formation fly-past with the Extras at low speed,” Chris says, “we had to operate an empty aircraft with only enough fuel to complete the display safely and return to Bahrain. This reduces the normal manoeuvring speeds greatly and in using approach and landing flap, we were able to operate at the speedsspeeds required by the Extras whilst still maintaining an acceptable safety margin. Although using flap reduces the aircraft’s manoeuvring speeds, it also induces stronger wake vortices off the wing tips, making the Extras positioning in the ‘wake-free’ zone that much more crucial. With some precision flying fromfrom Chris and Adrian, the Extras anchored to the B757 flawlessly.

“We really could not have asked for two more professional and diligent aerobatic pilots to have worked with.”

Above - If you look closely at this shot, a fourth shadow can be seen - that of the camera-ship, G-JOKR (Karl Drage)

Below - The view from Chris Burkett’s cockpit in G-EXIL as the Extras breakaway from the 757 (Chris Burkett)

Given how greatly this type of flying differed from the way the 757 is typically flown on a day-to-day basis, I’m interested to hear how it was actually flown. Roger tells me:

“Due“Due to the unusual attitudes and manoeuvres required, the entire 757 sequence, including the flypast with the Extras, was entirely hand flown without the aid of the aircraft’s advanced flight management, guidance or autopilot systems. Whilst Chris and I both have considerable experience in hand flying the aircraft, it is certainly not something we do too much of during line operations and so practice was the key to a well executed display.

“Additionally,“Additionally, we carried a safety pilot, First Officer Chris Dodwell, on each flight. Chris did a sterling job throughout and his clear brief was to monitor all the aircraft instrumentation, systems and parameters and call out any height, speed or configuration deviations whilst also acting as a third pair of eyes on the flight deck.”

Admiring the View

WithWith such a unique formation, everyone involved was keen to arrange an air-to-air photo sortie to record it. Mark Jefferies was on hand to help here, with his two-seat Extra 300L able to act as camera ship. Whilst it was much to Mark’s frustration, the diversion of the boat carrying his single-seat Extra 330SC to Saudi Arabia, and his subsequent need to air-freight the two-seater from the UK, worked in favour of making this possible.

TwoTwo days prior to the show I was able to fly with Mark for a 25-minute slot over Sakhir Air Base and the neighbouring Bahrain International Circuit, spending much of it inverted and hanging in the straps! It worked brilliantly, however, and, thanks to some superb flying from Mark, produced a number of images of the DHL formation with which I’m particularly pleased.

TheThe view was quite spectacular for me, but what was it like for Chris and Adrian, who were positioned far closer to the 757 than we were to them? Adrian tells me:

“Formating on the 757 was a magnificent experience.“

“Some“Some of the great photographs really give an impression of the size differential”, Chris adds. “Sitting just off the wingtip is extraordinary - the aircraft fills an implausibly wide arc in your field of view. Every time we did this it was awe inspiring - but it is also interesting just how quickly you can get used to it! By our second trip it began to feel like a perfectly natural thing to be doing.”

Below - The formation passes overhead the entrance to the University of Bahrain (Karl Drage)

Above - If you look closely at this shot, a fourth shadow can be seen - that of the camera-ship, G-JOKR (Karl Drage)

Below - The view from Chris Burkett’s cockpit in G-EXIL as the Extras breakaway from the 757 (Chris Burkett)

The BIAS 2014 ExperienceFor the Extras, whilst Adrian and Chris (Burkett) are by no means unique in terms of being a UK display act performing at a Middle Eastern airshow, getting to debut such a novel act at one must be particularly satisfying.

“The“The whole Bahrain experience was unforgettable, and we owe thanks to so many people for making this happen”, Chris tells me. “Another stand out memory was the flight back to Bahrain International Airport post show. As a final hurrah DHL was able to arrange for us to join up with the 757 via a holding point over the

Gulf,Gulf, and run-in for a formation flyby at the airport. Performing a run and break at 200 feet along the main runway at Bahrain International Airport, with a 757 off our wing, felt a little surreal! It was great to be able to share this experience with our key supporters in DHL.”

“I’d“I’d just like to go on record and thank the whole team at DHL Aviation Bahrain, from senior management, all of the flight crew, safety, operations and logistics staff, through to everyone in engineering who helped us - some in a very 'hands on' role helping to disassemble and reassemble the Extras.

“DHL“DHL in the UK also provided great support and performed a first class service in arranging the air freighting of the aircraft to and from Bahrain.

“From my point of view, it was all about the join up”, Adrian is keen to point out. “At times the difference between my maximum straight and level speed and the speed of the 757 was very small. Given the risk of dropping into the wake of the 757 any slight misjudgement would have necessitated pulling away and not being able toto rejoin. The join up therefore necessitated starting from 1,000’ above the 757 and getting it right first time. On the last display day we had a 1,400’ cloud base so had to ask the 757 crew to adjust their hold to 500’ AGL. Not something that most airliners do!”

757 SoloThe concluding element of the display was a five-minute solo from the 757. Roger takes up the story:

“Following“Following the formation fly-past with the Extras, Adrian and Chris (Burkett) broke off for landing as we commenced our sequence, which included reversals and tight orbits, culminating in a fast flypast to conclude our display. It was important for us to keep the aircraft as close to the crowd line as possible during our sequence; wewe had both seen large jet aircraft flying wide circuits and simple flypasts before which inevitably meant long periods of boredom for the spectators between each pass. This was something that we definitely wanted to avoid.

“Achieving this close-in display was the greatest challenge for us, as the 757 is a large aircraft which carries a lot of momentum and normally operates at relatively high speeds and altitudes. We realised the key would be to keep the aircraft constantly turning with high bank angles at heights which amplified the visual impact, whilstwhilst at all times ensuring that safety margins were built in. The final high speed, low level fly-past led into a full thrust Go-Around manoeuvre with a high nose attitude. I am sure from the ground this must have looked quite impressive to the crowd who are probably more used to seeing large airliners lumbering out of majormajor airports heavily laden with passengers, freight and fuel.”

From the DHL side, the message was equally upbeat, as Malcolm Macbeth explained:

“The“The show turned out to be a massive success with the airshow significanly larger than previous years and over 50,000 people present in the trade and public viewing areas across the three days. We have had many compliments after the show on how the DHL presence stood out and that the DHL Extra formation was one of, if not thethe best act of the day and our participation was much appreciated.”

Richard Gale, DHL Aviation Air Capacity Sales Director, added: “Brand exposure is of huge importance. From an Aviation Commercial perspective, having the ability to showcase our brand, whilst having our customers present to share the experience, allowed us to recognise their contributions and discuss future developmentdevelopment and opportunity. The DHL Aviation display at the 2014 Bahrain International Airshow, demonstrated to our customers our can do attitude.”

Above - At the conclusion of the display, the 757 performed a high-speed pass into a climb as seen here. All images this spread Karl Drage

“Thanks also to our engineer Mark Davies and members of the other display acts in Bahrain, who gave good company and mutual support, in particular the Huawei Twister Duo, Mark Jefferies and all of the BreitlingWingwalker team. Mention should also go to Sarah Harding, show organiser, and her colleagues, who did a great jobjob and managed to stay calm and unflappable throughout. Grateful thanks also to our Display Authorisation Examiner Brian Lecomber, for sharing some sage advice drawn from a lifetime of formation aerobatic displays.”

Everyone hopes that this will not be the last we see of this unique display, and discussions are under way to bring the DHL Team to some of the major shows during the European airshow season. Their performance at Bahrain International Airshow 2014 was very well received, and we look forward to hearing more news soon on future plans.

The author extends sincere thanks to Chris Rabie, Roger Ware, Adrian Willis and Chris Burkett for their contributions to this article.

Overhead the Bahrain International Circuit, which neighbours Sakhir Air Base (Karl Drage)

More than forty years ago, the prototype of the A-10 made its first flight. Despite several attempts to get rid of it since, the A-10 still provides an unbeatable capability, and GAM travelled to Davis-Monthan AFB in Tucson, AZ, to see how new pilots are trained on the aircraft and the operations of a front line squadron. Rob Edgcumbe and Oliver Zarden report.

HOME OF THE HAWGDM

Image Kevin Jackson

More than forty years ago, the prototype of the A-10 made its first flight. Despite several attempts to get rid of it since, the A-10 still provides an unbeatable capability, and GAM travelled to Davis-Monthan AFB in Tucson, AZ, to see how new pilots are trained on the aircraft and the operations of a front line squadron. Rob Edgcumbe and Oliver Zarden report.

Above - The briefing room inside the 357th FS’s operations building.

Below - Welcome to the “Dragons Lair”! The 357th FS crewroom is full of nostalgia, as well as a few creature comforts.

Tfaced with potential ground threats. It is an aircraft with a singular mission – one that isn’t always seen as glamorous compared with the other fast jets in the US Air Force but one that proves time and again to be of great value to the troops on the ground. At various times, the USAF has contemplated removing the A-10 from serviceservice but the inability of any alternative platforms to provide the concentrated support, persistence and ruggedness that are the hallmarks of the A-10 means that it has always been reprieved to date.

The A-10CThe question mark that has hung over the aircraft for so long has also been an impediment to investment in new capabilities. The recent upgrade of the fleet to the A-10C standard has provided the first major upgrade worthy of a designation change since the fleet entered service. It has brought significant new capabilitiescapabilities and there are more in development that will enhance the jet further.

Training PipelineAll new pilots coming to the A-10 are now trained on the 357th FS (the “Dragons”) and 358th FS (the “Lobos”) at Davis-Monthan. Other training locations have now been converted to an operational role so the unit provides training for pilots heading to active duty, Air National Guard and Reserve units. Every year around 40 brandbrand new pilots are converted and including transition pilots the total number of pilots passing through the training squadrons reaches a figure of 60.

he A-10 has been on the front line for over three decades with squadrons based around the world wherever US forces are

Above - Completing the necessary pre-flight paperwork, including signing for the aircraft.

All images this spread Oliver Zarden

Above - The briefing room inside the 357th FS’s operations building.

Below - Welcome to the “Dragons Lair”! The 357th FS crewroom is full of nostalgia, as well as a few creature comforts.

Above - For A-10 squadrons, Hawgsmoke is a big deal! Proudly on display, the Al “Mud” Moore Trophy for the top overall A-10 unit. Hawgsmoke 2014 is expected to take place at Nellis AFB, NV.

A

Above - While it doesn’t provide the full-motion experience, the A-10 simulator does provides a very realistic platform for practising all manner of mission scenarios including aerial refuelling, as can be seen taking place here (Kevin Jackson)

Below - The 357th Fighter Squadron’s 1Lt James Rosenau is ‘heads in’ as he prepares his A-10C, 80-0173, for its role in a four-ship mission (Oliver Zarden)

The full course is very intensive for the students. When they arrive on the squadron they will start an intensive academics programme. They will receive instruction in these academic topics from retired A-10 instructors as well as undertaking a lot of study on their own. As they get up to speed they will also be introduced to a HOTAS trainer. Hands On Throttle And Stick are the control inputsinputs for many of the key aircraft systems that are mounted on the throttle and the control stick. The throttle top is basically lifted from the F-15E Strike Eagle and the stick top is straight from the F-16 Fighting Falcon. Since the understanding of these inputs is so important, it is seen as wasteful of time in the full simulator to just learn these inputs. Instead, this training tool allows the students toto make the controls second nature so that they can make maximum use of the time in the simulator.

At the end of two to three weeks, the students will have worked through the initial elements of the academic programme, will have familiarised themselves with the HOTAS controls and will have had two or three trips in the simulator. Then they will take their first flight in the jet. Since there are no two-seater A-10s in service, it is important to get the students up and flying as soon as possible.possible. If they do not fly soon, they will lose currency and, in the absence of a trainer, they will have to go back to a T-38 unit to get current again. Therefore, the scheduling of their training programme is carefully monitored. This issue can come up throughout their time on the jet if either they are not careful or bad luck with serviceability intervenes. If there is more than a five day breakbreak in their training flights, they will need an extra ride to cover currency!

The squadron has access to about 15 instructors. They will be very available to the students throughout the training process but particularly so in the early days. The students will be working hard during their time on base but will then have a great deal more studying to do at home. This will not always be their home either since a trip to the instructor’s home is certainly not uncommon. SinceSince the instructor is not in the aircraft with the student, they have to have everything totally prepared. While all students, whatever the jet they are flying, will be expected to know exactly what they are doing and to have prepared thoroughly for every flight, the lack of a second person in the jet to observe what is being done and to intervene does add an additional element of pressure. pressure.

Above - While it doesn’t provide the full-motion experience, the A-10 simulator does provides a very realistic platform for practising all manner of mission scenarios including aerial refuelling, as can be seen taking place here (Kevin Jackson)

Below - The 357th Fighter Squadron’s 1Lt James Rosenau is ‘heads in’ as he prepares his A-10C, 80-0173, for its role in a four-ship mission (Oliver Zarden)

Instructors will be flying chase aircraft much of the time to observe what the student is doing. The experience of having done this many times before and having seen the things that students can do that are unexpected does prepare the instructors well to manage situations but, in the end, they can only talk to the student over the radio and, if the studentstudent is not correcting a deteriorating situation, there is nothing the instructor can physically do. The training schedule, the briefings and the procedures adopted are based on many years of experience of how things can work best and how they can go wrong, always aiming to avoid repeats of anything bad from the past. With a discretediscrete frequency for the student and instructor to use, there will be an almost constant level of communication between the two, only breaking when it is necessary to communicate to air traffic control.

There are various stages that the student will go through from basic training in flying the jet, adding various capabilities until all aspects of the jet’s operation have been covered. Some of these are more challenging than others and the instructors will tell you of the ones that they look forward to the least. These aren’t always the first time at somethingsomething either. As the new pilot begins to gain in confidence, they can think they are more ahead of the jet than they really are, and the instructors have to be constantly vigilant to keep everything safe and under control.

One feature of the A-10 that makes it different from a training perspective than other fast jets is endurance. Most training sorties will last two hours or more. The A-10 does not burn fuel fast because it does not go fast. With no afterburner, getting over two hours in a trip is not a problem. This provides a lot of time for learning since the time awayaway from the basic departure and arrival procedures is proportionately greater. Transit times are also increased of course. However, there is plenty of scope to make sure the lessons have been learned. If the student isn’t happy with a training point or the instructor sees something of concern, it is not a problem to undertake the point again.again. This flexibility significantly increases the effectiveness of the training.

The increase in training effectiveness has allowed a major benefit to the operational squadrons. At the conclusion of the training programme, the student is considered combat qualified. They do not need any further conversion work to be undertaken on the squadron that they are assigned to. In theory, theythey could go straight from the squadron to a deployment. This is not ideal but there have been cases where newly qualified crews have been in theatre very rapidly. The squadrons will

still have a training process for taking the newly qualified pilot through to additional qualifications but they can make use of them from day one. As new capabilities are introduced to the jet, the training syllabus has to be updated to reflect it.

TheThe next on-going upgrade concerns the introduction of the Joint Helmet Mounted Cueing System (JHMCS), which provides an even greater level of situational awareness to the pilots and speed in identifying and designating targets. It is planned that the 357th

The training materials have seen a significant development in recent years. Previously, instructors would create much of their own training material. They would base it on their own experience and it would also be dependent on their own skills at creating visual tools. Keeping the material up to date was oftenoften a problem with visual aids reflecting old standards of the aircraft. Now, a computerised system has been implemented that the squadron controls. It provides graphical information on things such as formation positions, perspectives to be expected incertain situations, range layoutsand procedures, displaysymbology as well as

photographsphotographs of the aircraft configured in many different roles. This material is projected on interactive screens so the instructor can annotate the material with notes during the brief. More importantly, if an error or out of date piece of information is identified, one click on the screen allows this to be flagged up for amendmentamendment by one of the squadron members. As soon as this update is implemented, it automatically shows up for every instructor and student when next accessed. This flexibility provides great training tools and enhances the speed with which lessons can be learned.

Under perfect Arizonan skies, this 354th FS “Bulldogs” A-10 waits at the EOR (End Of Runway) armed with a pair of inert AGM-65 Mavericks and carrying Mk-76 practice bombs on the fuselage hard points (Kevin Jackson)

to get them back to a point where the competencies in all areas of operations are well honed.

AA pilot will typically fly about 20 hours per month on an operational squadron. Newer pilots are required to fly at least nine sorties a month to maintain currency, while the more experienced pilots have a slightly lower requirement. In addition, they will probably make a couple of trips to the simulator. While it isn’t a motion basedbased simulator, it does provide good training with the systems in the jet such as the targeting pod and the data link. The ability to network the simulator with other training devices in other locations can enhance the training capability.

This means a pilot could have a wingman in a second A-10, a JTAC calling in from the ground, a JSTARS crew looking at the overall picture and maybe a Strike Eagle crew flying cooperative missions. This is good training for deployed missions.

FS will receive it in June 2014, and so far it has been well received with most pilots liking it very much.

AsAs mentioned before, the training doesn’t end when the pilots are assigned to an operational squadron. The squadrons run a continuous programme of developing the pilots whether it is moving up to leading two-ship formations, leading four-ship formations, specialising in combat search and rescue or becoming an instructorinstructor pilot. Maintaining all of the core capabilities is a major requirement. Of course, periodically, the unit will deploy to theatre. This

can change dramatically the tasks that the crews are required to undertake. Deployment to Afghanistan can mean a lot of flying hours. However, this is in a low threat, air defence environment and consists mainly of surveillance activities using the targeting pod along with the employment of weapons when required. While thisthis is a vital task in theater, it prevents many of the skills normally part of the training regime from being exercised. Consequently, upon return from deployment, the squadron has to undergo a major retraining period. They will basically spin up the whole unit from the basics

Above - Carrying a white finband and special “355 WING” markings, this A-10 pilot is looking straight down the camera lens (Kevin Jackson)

Right - The cannon lets rip on the Barry M. Goldwater Range (Kevin Jackson)

LeftLeft - Rocket pod, Maverick and Mk-76 practice bombs on the port wing and LANTIRN targeting pod, Maverick and Mk-76 practice bombs on the starboard wing (Oliver Zarden)

TopTop left - 1Lt James Rosenau performs his pre-flight walk around, making sure nothing looks out of place (Oliver Zarden)

The upgrade cycle a pilot goes through is a major part of ongoing squadron operations. Many of the missions will be in support of the upgrade programmes. The pilot undertaking the upgrade is obviously involved but there will be requirements on instructor pilots as well as additional crews to make up whatever package is involved. Being a wingman on such a sortie not only exposes the junior crews to some of the more complex mission requirements but also allows the senior officers to identify which crews are ready for upgrades themselves.identify which crews are ready for upgrades themselves.

Above - Carrying a white finband and special “355 WING” markings, this A-10 pilot is looking straight down the camera lens (Kevin Jackson)

Right - The cannon lets rip on the Barry M. Goldwater Range (Kevin Jackson)

LeftLeft - Rocket pod, Maverick and Mk-76 practice bombs on the port wing and LANTIRN targeting pod, Maverick and Mk-76 practice bombs on the starboard wing (Oliver Zarden)

TopTop left - 1Lt James Rosenau performs his pre-flight walk around, making sure nothing looks out of place (Oliver Zarden)

Above - A 357th FS, 355th FW, A-10C turns to line up with the Davis Monthan runway (Karl Drage)

Below - This pilot is assisted with strapping in by the aircraft’s Crew Chief (Rob Edgcumbe)

While no day is typical, it is normal to have 18-22 sorties flown on the unit. While the sorties may last about two hours, the whole mission for the pilot undergoing the upgrade is likely to take the best part of 24 hours. The day before the flight, they will be given the missionmission and they will start throwing together the mission outline on white boards. On the day of the sortie, this will be turned in to a full mission brief that will then be delivered to the crews involved in the flight. The crews will then step to the jets and fly the mission. As Major JohnJohn “Beercan” Collier explains, it isn’t over then:

“The instructor pilot is going to throw things at him that he didn’t anticipate, to see how he copes with that. They’ll come back and watch the tape and an hour to an hour and a half later, they will do the debrief. A lot of times that part is key. The upgrade is not over until the debriefdebrief is over. The guy might pull a lot of lessons from it. He might not have done it right in flight but he understands before we even get to the debrief exactly what went wrong and that’s the level we want a guy at. Can he recognise what happened in the sortie, howhow it can be fixed, and we get that in the debrief.”

The upgrade processes are common across different units. Therefore, at the end of a pilot’s time on a unit, they will take their qualifications to their next unit provided it is an A-10 squadron. The different squadrons have their own flavour but are very similar. “There is a littlelittle bit of a different feel to each squadron but for the most part it is a nuance. We study the same tactics, and by moving every two and half to three years you are putting new blood in all the time from different locations. It’s really not that different.”

Above - Following a realignment of units brought about by last year’s sequestration, the 355th FW has received some aircraft from other units. Some of its own high-houred aeroplanes have passed into storage (Oliver Zarden)

Above - This 354th FS “Bulldogs” pilot walks out to find his jet under the invaluable Davis-Monthan sun shelters (Rob Edgcumbe)

Above - A 357th FS, 355th FW, A-10C turns to line up with the Davis Monthan runway (Karl Drage)

Below - This pilot is assisted with strapping in by the aircraft’s Crew Chief (Rob Edgcumbe)

Beercan points out that it is likely that you will know pilots in the other units. “From when you start your career at the school house, of course, you are all together. As you graduate as a class you go out to different squadrons and you start moving every two and a half to three years. You start running into people you met at the school househouse or an instructor when you were at the school house and now he is on my squadron. Sometimes you will meet another squadron downrange and you will have an overlap. It’s a very small community and very tight knit. It’s rare that I meet someone that I don’t know.”

A stunning view of four A-10Cs in line astern formation (Kevin Jackson)

A 358th FS “Lobos”, 355th FW, A-10C recovers to Davis Monthan AFB in stunning winter light (Karl Drage)

Above - This 104th FS, 175th Wg, Maryland ANG-marked A-10 is pre-flight checked at Davis-Monthan AFB (Kevin Jackson)

Below - Operational test and evaluation of new equipment is carried out by the Nellis AFB, NV, based 422nd TES, 53rd TEG (Karl Drage)A 358th FS “Lobos”, 355th FW, A-10C recovers to Davis Monthan AFB in stunning winter light (Karl Drage)

The communication between units is an ongoing element of making the A-10 force effective. This can involve discussing tactics and weapons employment with units that are downrange ahead of deployment, looking at upgrades for publications or introducing new equipment to the squadrons. Weapons Officers on the units will be in contact a lot. On top of that is the Hawgsmoke exercise. “Hawgsmoke is another example of when everyone can get together. We can discuss tactics and what is happening downrange. All of the squadrons will come in for that.”happening downrange. All of the squadrons will come in for that.”

Oliver Zarden

The perfect topside pass from the pilot of this 357th FS “Dragons” A-10 on the Barry M Goldwater Range (Kevin Jackson)

Despite its age, the A-10 is still a very reliable jet. The basic airframe is standing up well, thanks in part to some ongoing structural maintenance and replacement. The new capabilities that have come with the C-model have increased performance but also added complexity. “With all of the new things we are adding to the jets, we are finding new ways to break things.” ThisThis has changed the training approach as well. With the ability to deliver weapons more accurately, there is also the question of training for degraded capabilities. This is still part of the syllabus but having the most accurate capabilities is a necessary issue in a modern conflict so changing to a different weapon is more likely that operating a weapon in a degraded mode.

The new capabilities that came with the C-model upgrade have provided a big boost in capability. Beercan flew the A-model before a ground tour and then came back to the C-model when he returned to a squadron. He anticipated the conversion to be more difficult than it actually was as the new systems were so well designed. It was certainly a big change for an aircraftaircraft that has not always been at the top of the upgrade priority list. “You show the C-model to an old A-10 guy and he says ‘Holy smokes, you guys have a moving map and a data link. I would never have imagined seeing that in an A-10.’”

The perfect topside pass from the pilot of this 357th FS “Dragons” A-10 on the Barry M Goldwater Range (Kevin Jackson)

Above - View from under the wing showing LANTIRN pod and inert AGM-65 Maverick missile (Rob Edgcumbe)

Looking right into the cockpit of 80-0142 (Kevin Jackson)

AfghanistanPresently none of the Davis-Monthan based A-10 squadrons is deployed to Afghanistan. The 354th FS was the most recent in theatre, having returned in April 2013.

WhileWhile the A-10C is still being used for Close Air Support missions in the region, compared to the beginning of the conflict, it is typically employed in “less chaotic” situations.

AtAt the start of the conflict, the A-model was predominantly using the GBU-38 JDAM (Joint Direct Attack Munition); today the A-10C uses much more precise weaponary. The upgrade to the C-model has produced a far superior aircraft. The old system was “functional”; nowadays the pilot has access to all manner of digital information and data, which in general help him to reduce the workload.

The authors would like to thank Major John “Tex’ Lesho, Major John “Beercan” Collier, Major Bernazzani, 2nd Lt Sarah Ruckriegle, Staff Sgt. Angela Ruiz, Kelly Greenwell and all of the team on the 354th FS and the 357th FS for their help and assistance in the preparation of this article.

Why the A-10?SoSo what is it about the A-10 that makes it so unique in the USAF inventory? According to Major Bernazzani, the answer is simple: It is the gun. “The jet was built around the gun. The A-10 has the ability to stay on station for a very long time, an ability which no other jet has! It is very basic, very simple, very stable and easy to fly. But beyond that, it’s extremely potent and incredibly effective.”

WithWith new capabilities like JHMCS still to be fully rolled out and deployment being a regular feature of A-10 operations, it appears that the A-10 has plenty of life left in it yet. Whether it is allowed to use it remains to be seen.

XXVI Raduno dell’Epifania

Città di Mondovì 2014

XXVI Raduno dell’Epifania Escaping the wind and rain of Wales, Paul Dopson and Heaven Crawley travel to North West Italy for some fun competition ballooning at the 2014 Ephipany Meet held in Mondovi.

Mondovi a beautiful setting to fly balloons.

ondovi is about an hour south of Turin and has become our second home; beautiful scenery in the shadow of the Alps, great

food, great friends and, most importantly, great weather for ballooning! We left home at 0500 on New Year’s Day - no New Year celebrations for us - for the thousand mile journey to take part in the Epiphany Meet held on 5/6 January. Driving through the Alps and emerging from the Frejus Road Tunnel into Italy we were greeted by some deep snow fall. Hopefully this waswas a good sign! The previous year the temperature in Mondovi was around 20 degrees Celsius; something more befitting of the first weekend of January would be welcomed this year.

We arrived two days before the meet so we could have a couple of fun flights, and there was no sign of any snow in Mondovi. In fact the weather was again very mild. Before flying we spoke to the local pilots, and the advice was not to go off the tarmac with the retrieve vehicle as the ground was too wet. The countryside to the north of Mondovi is very flat and open.open. There are very few hedges separating the fields, unlike the UK, and they are all linked by dirt tracks. The tracks are great when it’s dry as you can normally get to the landed balloon in the middle of nowhere, but with it being wet the only option was to land on a quiet road or certainly right next to a road.

It was a grey afternoon, but perfectly flyable, for our first flight alongside two other balloons. Unlike in the UK we have to file a flight plan for any flight in Italy, and Milan Air Traffic is now very familiar with us phoning up to file our plan. With the flight plan open and balloon airborne we have to report in every 30 minutes to the local ATC unit at Cuneo with position reports and confirmationconfirmation that flight operations are normal. It was clear to see once we had gained height just how wet the ground was. It was almost like flying back home in Wales where we would never fly if the ground was as wet. The things you do when you have travelled so far! An uneventful flight followed with a landing on the edge of a grass field with a tarmac road leading to it. MoreMore eventful was the retrieve, as the driver missed the turning for the tarmac and came across a dirt track. Yes you guessed it, stuck in the mud! Luckily with weight applied in the right places we got the Land Rover moving and were soon collected.

M

Mondovi town below with Mondovi Piazza above right.

Mondovi a beautiful setting to fly balloons.

Andrew Holly in the Gossard racer over the roof tops of Mondovi.

Above - Inflating at Parco Europa. As you can see, I wasn’t lying about it being in the middle of a housing estate!

Right - Tom Miklousic flying his Zagreb racer, registration 9A-OGZ, with Mont Viso beyond.

LeftLeft - A beautiful morning to fly to the Clock Tower at Mondovi Piazza.

Above - Inflating at Parco Europa. As you can see, I wasn’t lying about it being in the middle of a housing estate!

Right - Tom Miklousic flying his Zagreb racer, registration 9A-OGZ, with Mont Viso beyond.

LeftLeft - A beautiful morning to fly to the Clock Tower at Mondovi Piazza.

The day before the meet it rained non-stop, and from our previous experience we knew we had to be very careful where we landed and drove. We went to the pre-event briefing, and the issues with the ground condition were reiterated. Everyone was to be very careful and not go off road. The weather forecast was an improving picture, although the first flight would have to be cancelled due to the rain which would pass through, allowing the second flight to go ahead. Sunday, and a lunchtimelunchtime briefing confirmed that the afternoon flight would go ahead. The take-off site was Parco Europa in the centre of Mondovi, which was in parts under water. Vehicles would have to be parked around the outside of the grassed area with balloons off-loaded.

Arriving at Parco Europa we found all spaces taken, so we waited for someone to take-off before setting up. Wandering around on foot it was clear just how wet the ground was. A few of the UK pilots waiting did wonder why we were doing this. We certainly wouldn’t fly at home in these conditions. With a space available we did our best to set up the balloon without it getting too muddy, which was pretty unavoidable! The task for this flight was to drop a marker on to a target at the balloon port, but,but, watching those balloons already airborne, it was clear that the wind was in the wrong direction. Once airborne we stayed low above the town hoping to take advantage of any street winds that might be around, a tactic also employed by current UK Champion Andrew Holly in the Gossard racer. But no matter how much we both tried the wind wasn’t there so this flight turned from competition in to a sightseeing tour of Mondovi. We landed in a great field, which was actually relatively dry andand close to a road, and had no problems packing up ready for the next flight.

Although not part of the meet it was great to see this hot air airship join in the fun.

Monday morning was beautiful, perfect flying conditions and an overnight frost had hardened up the ground, which would make things a lot easier. As nobody had got close to the target on the previous flight, the morning flight would have two targets: the first being the highlight of the meet, the Piazza Clock TowerTower Challenge, and a second target beyond. The Clock Tower is the landmark of Mondovi and is located in the Piazza above the main town. It’s a great vantage point to see over Mondovi and the Alps beyond and also makes a very difficult target for balloonists. I flew this task the previous year and missed by aa mile, so far that I didn’t even throw the marker, so Heaven would be flying this year.

We arrived at Parco Europa to find that the frost was still in the ground so were able to drive on and get set up. It’s always worth watching a few balloons take off ahead of you to see what the wind is doing as this will give a good indication of the course you will need to fly. With this done Heaven and friends took to the skysky whilst I took some pictures from the ground. I love flying and also watching competition flights; seeing the pilots go up and down at speed to find just the right wind to take them to the target is always interesting. From my vantage point on the ground it looked as though Heaven was in with a very good chancechance of getting to the target, but, checking on the two-way radio, the marker fell short of the tower and dropped down the side of Piazza. Close and much better than my attempt the previous year, though. On subsequent viewing of the GoPro footage it became clear that if the marker had been thrownthrown just a tad later than it was a score might have been possible. The second target was in the opposite direction and with the winds very light and variable it proved very tricky to get there. In fact those that missed the Clock Tower were the only ones that did reach the second target, with Andrew Holly getting a direct hit. HeavenHeaven and friends continued flying for fun and, after nearly two hours, landed on top of a ridge with great access for me to pick them up.

Although not part of the meet it was great to see this hot air airship join in the fun. Perfect flying conditions.

Roddy Baker about to launch in pursuit of the Clock Tower Challenge.

A bird’s eye view of the launch site Parco Europa in the centre of Mondovi.

Shawn Mackinga flying his Thunder & Colt over Mondovi Piazza.

Pilots looking for wind and position during the ‘hare and hounds’.

Back to the balloon port for gas and lunch in preparation for the second flight of the day and final flight of the meet. The last flight would again be from Parco Europa, and event organizer Paolo Oggiani declared that it would be a ‘hare and hounds’ task. He would take off in his balloon, fly away then land and set out the target cross beforebefore flying on. The “hounds” would have to wait five minutes before getting airborne. As Paolo got airborne the remaining balloons made a great sight all inflated in the park. The flight would see me supervising a pilot under training. I would have overall control and be look out with 25 balloons around us, whilst Laura, the student, would fly. The windswinds were again very light and variable, and after ten minutes Paolo was still directly above the launch field. Just as he started to drift away we decided it was better to be one of the first away to avoid a mass launch with the other balloons.

I carried out the initial take-off, handing over to Laura as soon as we were clear of the other balloons. Our flight path needed to follow Paolo’s exactly: we had the best vantage point and were at the front of the pack. Watching Paolo’s balloon closely for direction and altitude changes we tried to recreate his flight. With Laura full of confidenceconfidence with the ability to keep Paolo in check, I turned to look out and photographer. Although I fly a lot of balloons I rarely get the chance to take pictures with a proper camera, normally as pilot I grab the odd iPhone shot, so this was a welcome change. With the pack closing in on us it was clear to see that there some very competitivecompetitive pilots out there. Whilst we tracked Paolo, remaining at a fairly constant height, those catching up climbed and descended at speed to try and find just the right direction and speed for the pursuit. At higher levels the wind speed was faster, so we would see balloons climb up behind us, fly over us, before descending at speedspeed in front of us. A real tortoise and hare scenario, for which we had to keep our eyes open. From our vantage point in the basket it’s impossible to see what’s above us so our trust is with the pilot descending. Equally if a balloon is below us and starts to climb we have to climb to allow safe clearance because they can’t see us, but we can see them. but we can see them.

Pilots looking for wind and position during the ‘hare and hounds’. ‘X’ marks the scoring target.

Monday afternoon launch from Parco Europa.

Looking down on David Hochreutner's Ultramagic.

Above - Approaching the target from different heights and directions.

Right - Mirko Marangoni's very pretty Ultramagic.

Left - Balloons and Mondovi: the perfect combination.

TopTop left - Andrew Holly getting airborne in the Gossard.

With balloons going up and down around us, it can be quite confusing as to what our balloon is doing. When a group of balloons descends around us it can seem that we are the ones moving and we would get the impression of climbing even though we were level. Some great flying by Laura kept us on track, and we saw Paolo descend, land and lay out the cross. As Paolo descended we noticed how the winds changed so that above house height he was coming back towards us, and then, below househouse height, he was going to our left. A quick discussion and we agreed to fly on at the same height before dropping down to 200ft and hopefully getting a single swing of direction. With the target visible, other balloons were dropping behind us and were all missing the target by not taking in to account the direction changes. I decided to let Laura fly the approach and I would throw the marker.

Above - Approaching the target from different heights and directions.

Right - Mirko Marangoni's very pretty Ultramagic.

Left - Balloons and Mondovi: the perfect combination.

TopTop left - Andrew Holly getting airborne in the Gossard.

Opi Hochreutner ready to drop his marker on the target.

As we descended the wind started to turn us, we needed a relatively steep descent to avoid getting taken off target and, as we rounded out at 200ft above the ground, we were pretty much spot on with our track. A few corrections and a steady hand from Laura had us over the target, a quick shout to warn those below of

what was coming, and I literally dropped the maker out of my hand, no throw needed. Sadly some drift took the marker away from the centre of the target but a very credible fifth place was achieved with one happy student. We climbed away from the target, now time to find some wind and a landing spot.

Opi Hochreutner ready to drop his marker on the target. Twenty balloons in the sky over Mondovi.

We crested over a ridge and dropped in to a small valley where there appeared to be some good fields to land. The light and variable wind was back, and every time we made a descent for landing the wind would just take us away over trees or houses from our intended landing spot. I could see a field ahead so retook control

of the burner from Laura and carried out a descent in to it. The field had good road access but was the wettest one of the weekend to land in! With some manhandling we got the balloon as close to the road before deflating it, whilst I was warning other pilots that were looking to land in it to stay away.

Top left - The Alps protect Mondovi and give us these wonderful conditions in which to fly.

Top right - Fellow Brit Ian Sharpe on course for the Clock Tower.

RightRight - Mont Viso, the mountain from the Paramount Movies, dominates the skyline.

Left - Local hero Boba in his Cameron.

So, with that, the 2014 event came to a close. At the gala dinner we found out that we had finished in 9th place overall, a good effort considering only one actual scoring task was achieved by our team and an improvement on the previous year. Here’s to 2015 and another improvement up the leaderboard! As always our thanks to everyone at the Mondovi Aeroclub for their hard work in organising the Meet.

Top left - The Alps protect Mondovi and give us these wonderful conditions in which to fly.

Top right - Fellow Brit Ian Sharpe on course for the Clock Tower.

RightRight - Mont Viso, the mountain from the Paramount Movies, dominates the skyline.

Left - Local hero Boba in his Cameron.

The 2015 event will be held on 5/6 January, although we can’t promise snow it’s our favourite event of the season and is well worth a visit.

FIGHTING ALCONat 40

Royal Netherlands Air Force F-16AM, J-367, sporting a special tail celebrating the 60th Anniversary of 311 Squadron (Frank Grealish)

The Lockheed Martin (General Dynamics) F-16 Fighting Falcon is often thought of as the quintessential fighter of the late 20th century, but in fact it is a far more versatile and capable aircraft than that. Paul Dunn looks at 40 years of this ubiquitous multi-role fighter aircraft.

Right - Two types that were once considered to be adversaries - at least in some quarters - seen operating together in the same piece of sky above Nevada. This shot also emphasises the size differential between the much larger F-15 and the F-16 (Paul Filmer)

BackgroundDuringDuring the late 1960s, the trend in fighter design was for ever larger and heavier interceptors, fitted with powerful radar and long-range missiles, able to shoot down enemy aircraft long before they came into visual range. In the US, the McDonnell Douglas F-4 Phantom II had entered service with the US Navy and Marine CorpsCorps and also the USAF as a fighter; early versions were not even fitted with an internal cannon armament, as it was felt that the era of the 'dogfight' was well and truly over.

Experience in the skies over Vietnam showed that this theory was deeply flawed. American pilots were bound by strict rules of engagement, which required them to visually identify hostile aircraft before opening fire. This requirement negated the advantage of beyond visual range (BVR) weapons, which were often immature andand unreliable anyway, and meant that pilots could find themselves in close quarters, visual fights with small and manoeuvrable North Vietnamese jets such as the MiG-17. The demise of the dogfight had been somewhat overstated.

The F-4 was, of course, a superb aircraft and served the US forces with distinction, but it was a large and heavy machine which was not particularly nimble and ill-suited to this type of air warfare. In addition, for the most part, US pilots were not given appropriate training in visual fighting, and this initially resulted in worse than expectedexpected losses. With both the Air Force and Navy anticipating the entry into service of the F-111 as an interceptor, the trend of large and cumbersome fighters looked like it would continue into the 1970s, although in the end the F-111 never succeeded in the fighter role in which it had been envisaged.

Development efforts in the mid-1960s focused on the F-X (Fighter Experimental) study, which eventually resulted in the F-15 Eagle. Although a large and complicated aircraft, the F-15 developed into an excellent air-superiority fighter which continues to serve the USAF in substantial numbers. However, at the time of itsits development, not everyone was convinced that the F-X programme was the way forward. A particularly vocal group of critics became known as the 'fighter mafia'. The main figure in the group was Col John Boyd, an experienced fighter pilot who had fought in the Korean War. The group felt that aa smaller, lightweight fighter was a better prospect than the heavy F-X proposal.

The USAF had already studied a similar proposal for a low-cost, lightweight fighter under the ADF (Advanced Day Fighter) programme which was initiated in 1965. Opposition to the concept meant that the project never amounted to anything, and priority was given to the more 'exciting' (and indeedindeed expensive) F-X programme. However, the 'fighter mafia' were an increasingly vocal and influential group and in 1969 secured funding for General Dynamics and Northrop to effectively revisit the ADF concept, under the designation F-XX.

There was plenty of hostility to the new aircraft amongst the USAF leadership, who perceived that it could be a threat to the procurement of their desired quantities of F-15s, but there was some civilian political support for the idea, notably from Deputy Secretary of Defense David Packard. By 1971, the study hadhad evolved into the Light Weight Fighter (LWF) project, to which funds were allocated to allow both General Dynamics and Northrop to produce a pair of prototype fighters each, which would then be evaluated alongside one another, under the concept of competitive prototyping. At this stage, however, there were no guarantees of stage, however, there were no guarantees of follow on orders from the USAF or anyone else.

Above - 72-1568 was the second YF-16 to be produced, taking to the skies for the first time on 9 May 1974. It had a short but eventful career with nose-leg extension issues on both of its first two flights before belly landing at Carswell, TX, a year later after the right main landing gear jammed following the execution of a max-rate roll during undercarriage retraction (Lindsay Peacock)

Below - Two Northrop YF-17s were produced for the ACF competition, with the design losing out to the YF-16. Both YF-17s survive, this one is now displayed at the Western Museum of Flight at Torrance, California (Paul Dunn)

YF-16 & YF-17TheThe two new aircraft types were given the designations YF-16 (General Dynamics) and YF-17 (Northrop). The first YF-16 was rolled out from General Dynamics' Fort Worth factory on 13 December 1973, before being shipped to Edwards AFB aboard a C-5 Galaxy, to begin its flight test programme.programme. The first flight of the prototype occurred somewhat earlier than planned; on 20 January 1974, test pilot Phil Oestricher was carrying out high speed taxi tests on the Edwards AFB runway when the aircraft began violent lateral oscillations which threatened to cause it to deviate from the runway,runway, with the potential for serious damage. To avoid this, Oestricher elected to get airborne, fly a circuit of the airfield and then land the aircraft in a more controlled manner. His course of action was successful, with the prototype suffering only minor damage from the incident; it was repairedrepaired in time for its official first flight on 2 February 1974. The rival YF-17 took to the skies in June 1974, with the flight test programme for both types continuing throughout the year.

During the early part of 1974, the Department of Defense began to take a more keen interest in the LWF contest, culminating in April 1974, when Secretary of Defense James Schlesinger indicated that the acquisition of a sizeable number of LWF-based aircraft was likely. There was still oppositionopposition from the USAF to this potential order, with senior officers still suspecting that deliveries of the LWF would be in place of some of the F-15s that the service had planned to receive. In the end, though, much of the resistance from the USAF hierarchy was assuaged when a high-cost/low-costhigh-cost/low-cost force mix was suggested. Under this idea, the Air Force would get its planned number of F-15s, with the successful LWF being ordered into production in addition, under the Air Combat Fighter (ACF) programme.

With the initial plan for the ACF to equip five USAF Tactical Fighter Wings (a total of around 400 aircraft), the stakes for the contest began to rise. Interestingly, the plan for the ACF deliveries was to replace F-105 and F-4 fighter-bombers in the USAF, rather than pure fighter aircraft, indicating that the aircraft was expected to be muchmuch more of a multi-role machine than the original LWF concept. It also became clear that the two competing companies were potentially vying for considerably more than a potential USAF order, large as this order might be.

In Europe in the early 1970s, a group of four air arms consisting of Belgium, the Netherlands, Denmark and Norway had been studying replacements for their ageing fleets of Lockheed F-104 Starfighters. In the early part of 1974, this process was formalised with the formation of the Multinational Fighter Program GroupGroup (MFPG). There were indications that, should the USAF order a substantial number of ACFs, the new type would be in a strong position to fulfil the European requirement which would result in over 300 aircraft being ordered. The ACF was up against derivatives of the Dassault-Breguet Mirage F1, SEPECAT Jaguar andand SAAB Viggen, along with the Northrop P-530 Cobra, a planned derivative of the YF-17.

Flight testing of the ACF took place at Edwards AFB over the summer of 1974, and included air combat sorties against USAF types, and also covertly acquired MiG-17s and MiG-21s from the 4477th TES. It became apparent that the YF-16 was the superior aircraft in most respects, and it was also slightly cheaper, so it came as little surprisesurprise in January 1975, when the YF-16 was announced as the chosen aircraft to fulfil the ACF requirement, with potential orders rising to around 650 aircraft for the USAF. Later that year, despite strong opposition from European aircraft manufacturers, the YF-16 was selected to fulfil the MFPG requirement; the announcement was mademade at the Paris Air Show, where the YF-16 was making its European debut.

Above - 72-1568 was the second YF-16 to be produced, taking to the skies for the first time on 9 May 1974. It had a short but eventful career with nose-leg extension issues on both of its first two flights before belly landing at Carswell, TX, a year later after the right main landing gear jammed following the execution of a max-rate roll during undercarriage retraction (Lindsay Peacock)

Below - Two Northrop YF-17s were produced for the ACF competition, with the design losing out to the YF-16. Both YF-17s survive, this one is now displayed at the Western Museum of Flight at Torrance, California (Paul Dunn)

75-0750, was an F-16A used for avionics system testing and reliability and maintainability tests by the 6516th Test Squadron. One of three aircraft seen at RAF Alconbury in May 1979 whilst embarking on a European tour (Lindsay Peacock)

F-16B 75-0752 was the last of the FSD batch, and was used by General Dynamics (later Lockheed Martin) for a variety of test programmes, including engine development and close air support testing, for which it received "European One" style camouflage. Now preserved at the Frontiers of Flight Museum, Dallas, TX (Paul Dunn)

The Production F-16WithWith around 1000 potential orders on the table, General Dynamics began the process of developing the production F-16 from the YF-16 demonstrator. The initial order covered a batch of 15 development aircraft (11 single-seat F-16As and four two-seat F-16Bs), although this was later reduced to eight (six F-16As and two F-16Bs). The initial production version featured some significantsignificant differences from the YF-16, with a lengthened fuselage and larger radome for the AN/APG-66 radar, increased wing area, larger horizontal stabilisers and other, smaller modifications. These changes increased the weight of the fighter by 25% when compared to the YF-16.

The first of these Full Scale Development (FSD) aircraft was rolled out of the factory at Fort Worth on 20 October 1976, and made its first flight in December of the same year. By the middle of 1978, all eight FSD airframes had been delivered to the Air Force Flight Test Center's F-16 Joint Test Force (JTF) at Edwards AFB for evaluation and testing. Unusually, the JTF test pilots included representativesrepresentatives from not only General Dynamics and the USAF, but also from the European nations who had committed to buying the new jet, by now referred to as the European Participating Air Forces (EPAF). Part of the development process included weapons and avionics systems integration; the F-16 was to be acquired as a multi-role aircraft, primarily for use in attack missions, so therethere were plenty of air-to-ground weapons to integrate, in addition to test firings of air-to-air missiles.

While General Dynamics in Fort Worth was gearing up for series production of the F-16, factories in Europe were preparing to do the same. Under the terms of the agreement with the EPAF nations, their F-16s were to be assembled at two locations in Europe, with a substantial amount of parts being manufactured locally too. As the largest of the original customers, it fell to Belgium and the NetherlandsNetherlands to assemble the new fighters. The chosen facilities were Fokker's plant at Schiphol-Oost (Netherlands) and SABCA's Gossellies factory (Belgium), with smaller parts fabricated in Denmark and Norway. Fokker was primarily responsible for building jets destined for the Royal Netherlands Air Force and the Royal Norwegian Air Force, with SABCA turning out aircraft for the Belgian Air Force and Royal Danish Air Force.the Belgian Air Force and Royal Danish Air Force.

75-0750, was an F-16A used for avionics system testing and reliability and maintainability tests by the 6516th Test Squadron. One of three aircraft seen at RAF Alconbury in May 1979 whilst embarking on a European tour (Lindsay Peacock)

F-16B 75-0752 was the last of the FSD batch, and was used by General Dynamics (later Lockheed Martin) for a variety of test programmes, including engine development and close air support testing, for which it received "European One" style camouflage. Now preserved at the Frontiers of Flight Museum, Dallas, TX (Paul Dunn)

Above - 78-0001, the first production F-16A, seen here carrying an AIM-9J Sidewinder air-to-air missile in January 1983 (General Dynamics)

Below - FB-01, the first F-16 produced in Europe to fly, seen here on the ramp at Cambrai in July 1979 (Lindsay Peacock)

F-16A 78-0001TheThe first production standard F-16, 78-0001, made its first flight on 7 August 1978, and was accepted by the USAF in January the following year. Initial deliveries to the USAF were to the 388th TFW at Hill AFB, UT, with the 34th TFS becoming operational on 1 October 1980. Earlier in the year, the aircraft received its official name, the Fighting Falcon. DuringDuring its career, the F-16 has received several other nicknames, some more complimentary than others, but Fighting Falcon remains the official moniker, rather than 'Viper', although this nickname has proved enduringly popular, especially amongst the pilot community.

The new aircraft was very different to those aircraft which it replaced and incorporated several novel features, not least of which were in the cockpit. The pilot's seat was reclined at 30 degrees in an attempt to reduce the effects of G on the body. The aircraft also featured a side stick controller rather than the more conventional centrally mountedmounted control stick. The F-16 was the first production fighter to be designed to be slightly unstable, in order to enhance manoeuvrability; to counter this instability, the F-16 requires a fly-by-wire (FBW) control system.

European ProductionIn Europe, the first locally-built aircraft to fly was an F-16B (FB-01) for the Belgian Air Force, which got airborne for the first time on 11 December 1978, and was delivered in January the following year. The first Belgian-built aircraft for Denmark was handed over in January 1980. In Holland meanwhile, the first Fokker built example flew on 3 MayMay 1979, and was delivered to the Royal Netherlands Air Force just over a month later. In common with Denmark, Norway received its first aircraft in January 1980. The two original European production lines went on to assemble a total of 518 aircraft, split between SABCA (222) and Fokker (296). This figure takes into account follow on ordersorders and also a small number of aircraft built in Europe for the USAF (SABCA, 4x F-16B; Fokker, 2x F-16A), plus a single B-model assembled by Fokker and supplied to the Egyptian Air Force.

Other Export OrdersWhileWhile European production accounted for a sizeable total of aircraft, the vast majority of A/B models were built at Fort Worth and supplied to the USAF. However, the aircraft was attracting significant interest from overseas nations not part of the original EPAF group. The first such customer to order thethe aircraft was Iran, rather surprising given the current tension between the Iranian regime and the US. However, in 1976, the Shah was in power and Iran was a key ally of the United States, and a customer for military hardware including aircraft such as the F-4 and F-14. An initial batch of 160 aircraftaircraft were ordered, with the potential for a sizeable follow on order, but the 1978 Iranian revolution meant that the order was thrown into doubt, and then cancelled.

By that time, however, General Dynamics had won several other export customers, including Israel. Rather ironically, given events over recent years, the loss of the Iranian order meant that Israel received its jets somewhat sooner than it would have otherwise done. The initial Israeli requirementrequirement was for 75 A/B model aircraft, the start of a long relationship between the Israeli Air Force and the F-16; after the United States, Israel was to go on to become the largest operator of the aircraft.

First Air-to-Air VictoryIsrael had the distinction of being the first air arm to use the F-16 on combat operations. The first air-to-air victory to be credited to an F-16 was a Syrian Mi-8 helicopter, shot down on 28 April 1981 over the Bekaa Valley; in July the same year, an IDF/AF F-16 successfully engaged a Syrian MiG-21 with anan AAM, scoring the aircraft's first victory over an enemy fighter. The Israelis were also the first to use the aircraft on a strike mission, during the notorious Operation Opera.

Above - 78-0001, the first production F-16A, seen here carrying an AIM-9J Sidewinder air-to-air missile in January 1983 (General Dynamics)

Below - FB-01, the first F-16 produced in Europe to fly, seen here on the ramp at Cambrai in July 1979 (Lindsay Peacock)

The stunning sight of four Pakistan AF F-16Bs sitting off the wing of the tanker during a Red Flag mission (Paul Filmer)

Chris Wood

On 7 June 1981, a strike package consisting of eight F-16As supported by six F-15As launched from Israeli airfields in order to attack the Osirak nuclear reactor under construction at Al Tuwaitha, just southeast of Baghdad, Iraq. It was suspected that the reactor would be used for producing material for an Iraqi nuclear warhead, something that Israel was not preparedprepared to allow to happen. The F-16s each dropped a pair of Mk84 2000lb bombs which were released over the target and caused significant damage to the facility. At the time the raid was controversial, but it is now considered that the successful completion of the mission put back Iraqi nuclear capabilities by at least ten years.

In 1982, in response to attacks from the Palestine Liberation Organisation (PLO), the IDF launched Operation Peace For Galilee, and invaded Lebanon, leading to major aerial confrontations with the Syrian Air Force. Over the course of a few days of combat over the Bekaa Valley, Israeli F-16s accounted for over 40 Syrian aircraft, mainly made up of MiG-21s and MiG-23s,MiG-23s, for no losses of their own. This was a remarkable demonstration of the superiority of Israeli tactics and training, and also the capabilities of the Fighting Falcon, or Netz (Hawk), as the F-16A/B is known in Israeli service (above right).

Further early customers for the F-16A/B included Egypt, Pakistan, Venezuela (far right), Thailand, Singapore and Indonesia. Many of these orders were for fairly small batches, but most of the customers went on to purchase larger batches of aircraft later, including new and used, former USAF jets.

PakistanPakistan ordered a fairly large batch of aircraft, made up of 28 A-models and 12 Bs. These were delivered from 1983 onwards, and shortly after it entered service, the Pakistan Air Force became the second operator to use the F-16 in combat. Between 1986 and 1988, PAF F-16s intercepted and shot down Soviet and Afghan aircraft which violated its airspace, often in pursuit of mujahideenmujahideen guerillas that had crossed the border from Afghanistan into Pakistan. Figures vary as to how many aircraft were involved, but it is thought that in the region of ten were downed, with the Pakistanis apparently losing one F-16, although this may have been due to friendly fire during an engagement with intruders.

The stunning sight of four Pakistan AF F-16Bs sitting off the wing of the tanker during a Red Flag mission (Paul Filmer)

Steve Comber

Pakistan planned on acquiring further F-16s during the late 1980s, but was prevented from doing so by US legislation banning arms exports to countries suspected of developing nuclear weapons. By the time that the legislation came into force, a total of 28 aircraft had been completed. These were never supplied to Pakistan and placed into storage at AMARC at Davis-Monthan AFB until a more appropriate user could be found for them.

F-16XLInIn addition to these production standard aircraft, there were also a few one offs and small batch versions built during the 1980s. The most radical was the F-16XL. This highly modified version featured a 'cranked arrow' delta wing, similar to that proposed for civilian supersonic transports. Two aircraft were modified, both from the initial batch of FSD aircraft. The first was 75-0749 which made its first flight from Fort Worth on 15 July 1982. A second aircraft (75-0747, modified as a two-seater) followed, and an aircraft of similar configuration was proposed for the USAF Dual Role Fighter (DRF) programme,programme, eventually losing out to the F-15E. The F-16XLs passed to NASA for research duties in 1988 and participated in several projects until retirement in 1999. The XL was a high-performance aircraft, and notably achieved 'super cruise' (ie supersonic flight without use of reheat) in NASA hands, after being refitted with a General Electric F110-129 engine.

Left - Flying in formation, one of the F-16XL prototypes alongside the F-16/79 (Lockheed Martin)

VISTAAnAn interesting one-off F-16 is NF-16D 86-0048, which has been used for two more radical conversions. The first of these was when the aircraft became the vehicle for the VISTA (Variable-stability In-flight Simulator Test Aircraft) program. The aircraft was modified by General Dynamics and CALSPANCALSPAN with a centre stick, a new computer and a different flight control system, in order to simulate the control properties of other aircraft. The aircraft made its first flight in this configuration in 1992; shortly afterwards the variable stability computers were removed and the aircraftaircraft used to test a vectored thrust version of the GE F110 engine, under the MATV (Multi-Axis Thrust Vectoring) program. The computers were reinstalled in 1995 when the MATV program was concluded. The VISTA aircraft remains in operation with CALSPAN and the USAF at Edwards AFB, engagedengaged in various test duties and also test pilot training.

Lindsay Peacock Collection

Other VariantsThereThere were many other variants of the F-16 that were considered during the 1980s. Some were built as one offs while some remained on the drawing board. One of the more interesting unbuilt projects was the Agile Falcon, featuring a 25% bigger wing, uprated engine and avionic improvements.improvements. It was offered as a low cost alternative to the Advanced Tactical Fighter (ATF) program, which was to eventually yield the F-22. Although this variant was never built, it later provided the basis for the Mitsubishi F-2, a project run with significant input from Lockheed Martin. The F-2F-2 closely resembles the F-16, but has a larger wing and tail planes and a redesigned nose. The airframe also contains much Japanese designed and produced technology.

Pictured at RAF Lossiemouth in April 1997, F-16A J-508 was one of four aircraft used by the Dutch F-16 Solo Demo Team during the 1995 and 96 seasons. ‘508 was the only one of the four aircraft to be painted in display markings; the remainder utilised stickers which presented the team with numerous problems (Tom Gibbons)

Right - Seen at Tyndall AFB, FL, during October 1982, this F-16A was assigned to the 4485th Test Squadron based at Eglin AFB (Lindsay Peacock)

LeftLeft - F-16A FA-10 from 349 Smaldeel of the Belgian Air Force is seen at RAF Finningley on 17 September 1993 (Kevin Wills)

TopTop left - Norwegian Vipers were once far more regular visitors to the UK than they are now, and this F-16B, 302, is seen at RAF Waddington in 1990 (Gareth Stringer)

While in production, the F-16A was continually improved, with additional capabilities being introduced and better avionics added whilst the aircraft was still in production. This led to aircraft being defined by a complicated sequence of block numbers, denoting their capabilities. F-16A/B models were defined as Block 1/5/10/15/15OCU/20 depending on their production standard, with Block 15 in particular representing a fairly major improvement package. Introduced in November 1981, it benefittedbenefitted from the F-16 Multinational Staged Improvement Program (MSIP) which introduced additional hard points on the inlet (for carriage of sensor pods), strengthened wing hard points and provisions for more advanced cockpit and avionics improvements. Later, the F-16A/B Operational Capabilities Upgrade (OCU) kit brought a welcome improvement in avionics capability, and most operators upgraded their jets to Block 15OCU standard.

Pictured at RAF Lossiemouth in April 1997, F-16A J-508 was one of four aircraft used by the Dutch F-16 Solo Demo Team during the 1995 and 96 seasons. ‘508 was the only one of the four aircraft to be painted in display markings; the remainder utilised stickers which presented the team with numerous problems (Tom Gibbons)

Right - Seen at Tyndall AFB, FL, during October 1982, this F-16A was assigned to the 4485th Test Squadron based at Eglin AFB (Lindsay Peacock)

LeftLeft - F-16A FA-10 from 349 Smaldeel of the Belgian Air Force is seen at RAF Finningley on 17 September 1993 (Kevin Wills)

TopTop left - Norwegian Vipers were once far more regular visitors to the UK than they are now, and this F-16B, 302, is seen at RAF Waddington in 1990 (Gareth Stringer)

Main - 84-1250 carrying 50th TFW markings and small HR tailcode to denote that it was the Boss Bird at Hahn AB, Germany, in 1988 (Lindsay Peacock)

Pilot’s PerspectiveKeithKeith "Rosey" Rosenkranz joined the USAF in the 1980s, and, after a tour as an instructor on the T-38, was assigned to the F-16. Despite the aircraft having been in service for less than a decade, by the time he came to it, the original A/B model was already being superseded by the more advanced C/D version. Most of his experienceexperience was on the later versions, but his first impressions are no doubt similar to most pilots coming to the aircraft in its first decade of service.

"I began training in the F-16 at Luke AFB, AZ, with the 310th TFTS "Top Hats" in May of 1988. I was in

the last "B course" training in the original "A model" F-16. These jets were equipped with Block 10 avionics and the PW engine. I graduated in December 1988 and went through a short "C model" upgrade before leaving for my first operational F-16 assignment."

ThatThat assignment was to the 80th TFS "Headhunters", part of the 8th TFW "Wolfpack" at Kunsan AB, Republic of Korea, flying the Block 30 F-16C. "Rosey" was to enjoy a fairly long association with the F-16, later flying the Block 40 version with the 388th TFW at Hill AFB, Utah, and taking part in Operation Desert Storm in 1991,

Block 25 - Enter the F-16C/DByBy the time that Block 25 was reached, the design had evolved sufficiently to merit a new designation; Block 25 jets were the first F-16C/Ds, the 'second generation' F-16, which first flew in 1984. As with previous versions, the F-16C differed very little in appearance from the earlier versions, but a whole host of improvementsimprovements were integrated within. These included a much more capable AN/APG-68(V) radar with greater capability in both air-to-air and air-to-ground modes. In the cockpit, a wide-angle HUD was added, along with two multi-function displays (MFDs), and various other enhancements were made to avionics

equipment and weapons integration, with the AIM-120 AMRAAM and AGM-65D Maverick missiles being added to the potential armament. In common with the earlier models, the engine fitted to all the Block 25 jets was the Pratt and Whitney F100-PW-220; later aircraft would come with a choice of powerplants.

TheThe first Block 25 C/D models were delivered to the USAF in 1984, and production focused on the newer version from then on, although Fort Worth still turned out some A/B models for export. The USAF was, in fact, the only customer for the Block 25 aircraft and received a total of 209 single-seat and 35 two-seat machines beforebefore production switched to the Block 30 version - the first F-16 version to be developed that would offer a different engine option.

F-16C 84-1310/HR of the 50th TFW based at Hahn in West Germany is seen wearing the markings of the 10th TFS, when it was photographed at the RAF Waddington Photocall on 28 April 1990

(Kevin Wills)

Main - 84-1250 carrying 50th TFW markings and small HR tailcode to denote that it was the Boss Bird at Hahn AB, Germany, in 1988 (Lindsay Peacock)

during which he flew 30 combat missions and scored ten Maverick missile kills. Like the vast majority of pilots to fly the aircraft, the F-16 impressed him from day one.

"My"My only flying assignment prior to flying the F-16 was as a T-38 instructor pilot at Reese AFB, TX, and I left that assignment with 1,200 hours of flying time in the T-38. I remember my first flights in the F-16 and marvel at how easy it was to fly and how powerful it was from a thrust standpoint.

"It"It took two sorties to get used to the side stick control. The 30-degree seat recline in the F-16

was comfortable, though I found it easier to lean forward and sit more upright during normalflying. The only time I leaned all the way back in flying. The only time I leaned all the way back in the seat was during high-G defensive manoeuvring. In a high-G defensive turn, the best and only way to keep track of a bogey at your six o'clock position was to lean all the way back with your head turned.

"I should note that while flying the F-16 was not difficult for me, it took a good 12 to 16 months to gain comfort employing the F-16 weapons systems. My year in Kunsan with the 80th TFS gave me a tremendous amount of confidence in the F-16. I flew with pilots with years of experience and I learned something from every one of them."one of them."

This F-16C of 110 Squadron at its home base of Ramat David during the 2013 Independence Day celebrations (Chris Wood)

87-0241 is a USAF Block 30 F-16C seen here carrying the markings of the 614th TFS, 401st TFW, from Torrejon AB, Spain (Kevin Wills)

The USN’s F-16N fleet was retired after a short career. This aircraft is now on display at Palm Springs Air Museum (Paul Dunn)

Block 30/32UnderUnder the Alternative Fighter Engine (AFE) program, the USAF sought to procure a second engine type for the F-16, in the hope that competition would keep prices down, while also reducing reliance on the Pratt and Whitney F100-PW-220 engine. The selected engine would be the General Electric F110, and the next batch of F-16sF-16s would have a redesigned engine bay to accommodate either company's product. In practice, the GE engine also required a redesigned, larger intake area as it needed a greater mass flow of air. The increased air supply was not compatible with the P&W engine, so aircraft fitted with that engine retained the original intakeintake profile, and it was not possible to interchange engine types between aircraft; the resulting version was termed the Block 30 (F100) or Block 32 (F110).

The Block 30/32 was a big seller, with a total of 733 aircraft produced. Export customers included previous operators Israel and Egypt, along with several new nations, including South Korea and NATO partners (and Aegean rivals) Greece and Turkey. Turkey's aircraft were built under licence by Turkish Aerospace Industries (TAI) at Ankara.

InIn addition to these new and existing export customers, General Dynamics also secured a new domestic customer for the F-16; the US Navy. In the mid-1980s, the Navy was in the market for a new adversary aircraft, to replace its A-4 and F-5 aircraft used for dissimilar air combat training. A customised version of the F-16 was selected, based onon the Block 30 F-16C/D. A total of 26 aircraft were delivered, consisting of 22 F-16N single-seaters and four TF-16N two-seaters. The aircraft were never intended to be combat capable and lacked a gun and the upgraded radar fitted to USAF F-16Cs, but had a strengthened wing structure to better cope with the demands of DACT; despite this, they onlyonly had a short career, serving between 1988 and 1998, when cracks were discovered in their wings. Surviving aircraft were placed in storage and eventually replaced by embargoed F-16A/Bs that were originally built for Pakistan.

One of the embargoed Pakistan Air Force F-16As now serving with the US Navy’s Naval Strike Air Warfare Center (Karl Drage)

This F-16C of 110 Squadron at its home base of Ramat David during the 2013 Independence Day celebrations (Chris Wood)

87-0241 is a USAF Block 30 F-16C seen here carrying the markings of the 614th TFS, 401st TFW, from Torrejon AB, Spain (Kevin Wills)

The Israelis operate a large number of two-seat aircraft, including this F-16D in use with 109 Squadron, also based at Ramat David

(Chris Wood)

The first batch of F-16s delivered to the Hellenic Air Force were Batch 30s, such as this example from 330 Mira, seen visiting Kleine Brogel, Belgium, in 2007 (Paul Dunn)

The USN’s F-16N fleet was retired after a short career. This aircraft is now on display at Palm Springs Air Museum (Paul Dunn)

Above - Afternoon recovery to Nellis AFB’s Runway 21R for this 4th FS, 388th FW, Block 40 (Paul Filmer)

Below - This Block 40 F-16C was delivered to the Royal Bahraini Air Force’s 2nd Fighter Squadron at Sheikh Isa Air Base in September 2000 (Karl Drage)

Block 40/42 - The ‘Night Falcon’TheThe final version of the F-16 to appear during the 1980s was the Block 40/42, unofficially known as the Night Falcon and sometimes the F-16CG/DG. This version brought a whole host of improvements, particularly to the aircraft's ability to attack targets at night. For the first time, the LANTIRN (Low Altitude Navigation and Targeting InfraredInfrared for Night) system was fully integrated onto the aircraft; the two pods (navigation and targeting) were installed on the inlet pylons, and the undercarriage legs were made longer and stronger to accommodate the extra load. There were a selection of other avionic improvements too, such as holographic HUD, GPS navigation and an improved radar. and an improved radar.

For pilots used to the older versions of the F-16, this new version was a revelation and probably was deserving of a new designation. Ed Smith was an RAF exchange officer with the 4th TFS/388th TFW at Hill AFB in the late 1980s. Having trained on the Block 15 F-16A, he joined the squadron just before it received Block 40s for the firstfirst time, and after only 50 hours on the A-model began the conversion process. Converting to the new aircraft was quite a challenge.

"The radar was the new multi-mode APG-68, with Pulse Doppler search and track capability and advanced air-to-air and ground mapping modes. The cleverest is track-while-scan, which allows the pilot to track multiple targets together and launch simultaneous attacks from long range. The side-stick and throttle now became thethe means to play a whole orchestra of functions. Once in battle one’s hands barely moved from these, controlling radar, weapons and countermeasures as well as the main modes of the multi-function displays. We quickly became proficient piccolo players and all individual pilot-preferred functions were programmedprogrammed to the aircraft through the Data Transfer Cartridge during pre-flight planning. Massive amounts of information are displayed and the brain, hands and eyes somehow became tuned to respond to each other and successfully complete the task."

Above - Afternoon recovery to Nellis AFB’s Runway 21R for this 4th FS, 388th FW, Block 40 (Paul Filmer)

Below - This Block 40 F-16C was delivered to the Royal Bahraini Air Force’s 2nd Fighter Squadron at Sheikh Isa Air Base in September 2000 (Karl Drage)

However, there was still time to occasionally enjoy the thrill of flying such a capable machine. Smith and a colleague were tasked with picking up a pair of factory fresh jets from General Dynamics at Fort Worth. After a relatively sedate flight to Buckley Field, Colorado, wherewhere they refuelled, he and his flight lead ("K-9") got a bit more adventurous and arranged an unrestricted climb out on departure; his words give some flavour of what it felt like to fly this superb aircraft.

"After lining up for take-off and confirming we were visual with the Boeing airliner crossing the airfield, K-9 released brakes and selected full AB. I followed 10 seconds later in similar style, whereupon all hell broke loose. The 120 knots rotation speed was achieved near instantaneouslyinstantaneously and as I felt the weight come off the main gear I raised the wheels but stayed low and chased K-9 towards the end of the runway. He was just going plan form in a cloud of condensation before rocketing skywards. I checked to see the gear lights were out byby 300knots (yes, just) and at 400 knots pulled hard to follow the dot ahead. Lying on my back in a near vertical climb I burst out laughing to myself as the jet accelerated! At 25,000 feet I rolled over and pulled hard down to near level and set off after K-9 to re-join and continue to Hill.Hill. As we reached the cruise at 45,000ft I took time to look over my shoulder and watch my own contrail billowing out in my wake, the first time in this wonderful jet I had had time to appreciate the serenity of high altitude flight."

Block 40 aircraft (GE engine) were delivered to the USAF, Bahrain, Israel, Turkey and Egypt, whereas the USAF was the only customer for the Block 42 aircraft (P&W).

F-16s made up a large proportion of the massive force of military hardware gathered in the Persian Gulf in anticipation of conflict. When the deadline for Iraqi forces to withdraw from Kuwait passed, Desert Shield became Desert Storm, the liberation of Kuwait from Iraqi occupation. This initially took the form of a massivemassive aerial assault, and F-16s were heavily involved in this campaign from the start. Flying day and night attack missions over Iraq and Kuwait, the most commonly carried weapons were Mk84 2000lb unguided 'dumb' bombs and the AGM-65 Maverick missile.

In total, 249 USAF F-16s flew a remarkable 13,340 sorties over Iraq, more than any other coalition type. In fact, F-16s flew 25% of missions, around 300-400 daily, and were instrumental in the successful eviction of Iraqi forces from Kuwait. In addition, the recently-delivered F-16Cs of the

The War MachineTheThe end of the 1980s saw the USAF beginning to rely totally on the F-16 for the majority of its tactical missions, with units operating the aircraft in Europe and Asia in addition to the US. As the Cold War drew to a close, the Air Force was about to face its biggest challenge since the Vietnam War, and the F-16 was to play a key role in the conflict that followed.role in the conflict that followed.

In August 1990, Iraq invaded Kuwait, triggering Operation Desert Shield. The first objective of the operation was to secure the borders of Saudi Arabia, and prevent the Iraqi forces from continuing their advance into the Saudi oilfields, which would have brought much of the region's oil supply under the control of Saddam Hussein. OverOver the next few months, the mission shifted from that defensive role to a more offensive posture as diplomatic efforts to facilitate an Iraqi withdrawal came to nothing.

The F-16 ADF - Air Defense Fighter

AsAs the 1980s went on, the USAF received large numbers of ever more capable F-16Cs, meaning that some of the earlier models were now surplus to active duty requirements. In 1986, it was announced that the remaining Block 15 F-16A/Bs would pass to the ANG, and, following modifications, assume an air defence role. These aircraft would be the only true 'fighter' F-16s to be operated by the US forces and replaced older F-4s and remaining F-106s in the interceptor role. The modifications included improvements to the radar, communications system and IFF (Identification Friend or Foe), along withwith the ability to carry the AIM-7 Sparrow and AIM-120 AMRAAM missiles, and the resulting aircraft was designated the F-16 ADF (Air Defense Fighter). A total of 271 aircraft (246 A-models and 25 B-models) were converted.

Above & left - In June 1994 F-16A ADFs from the 169th FS/ Illinois Air National Guard deployed to RAF Fairford in Gloucestershire....seen on these pages are two examples, 80-0556 and 81-0762 (Kevin Wills)

The F-16 certainly provided the backbone of the USAF's (and therefore the coalition's) involvement in the conflict. After the war was over, Gen Colin Powell, Chairman of the Joint Chiefs of Staff, credited the F-16 and M1 tank as two of the items of hardware that gave coalition forces the decisive edge during Desert Storm. BothBoth Rosey and Ed Smith flew combat missions during the conflict; look out for forthcoming articles on GAR, including gripping accounts of flying the F-16 on operations.

Royal Bahraini Air Force also played a small but significant role in the conflict, assuming both defensive and offensive roles.

OneOne notable mission for the USAF was the 'Package Q' raid on targets in downtown Baghdad, the largest raid performed during the conflict. This took place on 19 January 1991, with the attacking force made up of 78 aircraft, consisting of a core of 56 F-16s, the largest number of the type to take part in a single mission.mission. The remainder of the package was made up of 14 F-15Cs (escort), six F-4Gs (SEAD) and two EF-111As (electronic jamming support). Although the attack was broadly successful, challenges encountered during the mission led to tactics being changed for future operations. Heavy anti-aircraft defences caused the loss of twotwo F-16s, with both pilots being captured by Iraqi troops.

As the 1980s went on, the USAF received large numbers of ever more capable F-16Cs, meaning that some of the earlier models were now surplus to active duty requirements. In 1986, it was announced that the remaining Block 15 F-16A/Bs would pass to the ANG, and, following modifications, assume an air defence role. These aircraft would be the only true 'fighter' F-16s to be operated by the US forces and replaced older F-4s and remaining F-106s in the interceptor role. The modifications included improvements to the radar, communications system and IFF (Identification Friend or Foe), along withwith the ability to carry the AIM-7 Sparrow and AIM-120 AMRAAM missiles, and the resulting aircraft was designated the F-16 ADF (Air Defense Fighter). A total of 271 aircraft (246 A-models and 25 B-models) were converted.

Below - The first USAF F-16 to shoot down another aircraft was 90-0778, serving at the time with the 33 FS and flown by Lt Col Gary North. It is now flown by the 310 FS, and is seen here leading a pair from it's home base of Luke AFB, AZ (Harvey Brugger)

Above - Block 32 F-16C 86-0236 of the 144th Fighter Wing, California ANG, is seen at low-level. The unit recently started the transition to the McDonnell Douglas F-15C/D Eagle at its Fresno home base (Paul Filmer)

RightRight - An F-16C of the 183rd FW, Illinois ANG, and an F-16D of the 182nd FS, 149th FW, Texas ANG, line-up together on the RAF Lakenheath runway in June 2005. There were six aircraft in total and had been participating in Exercise SentrySentry White Falcon in Poland (Karl Drage)

During Desert Storm, although F-16s routinely flew with live AIM-9 Sidewinder missiles on their wingtip rails, these were strictly for self-defence during attack missions, and no F-16 pilot shot down an Iraqi aircraft during the conflict. After Desert Storm, US aircraft stayed in the Persian Gulf region and flew sorties enforcing 'no fly zones' over parts of Iraq, as part of Operations Northern and Southern Watch. On 27 November 1992, a USAF F-16D (90-0778) on patrolpatrol over Southern Iraq, engaged and shot down an Iraqi Air Force MiG-25 with an AIM-120, marking the first air-to-air kill for a USAF Fighting Falcon (and also the first for the AMRAAM missile). In January the following year, another USAF F-16 shot down an Iraqi MiG-23 in a similar engagement.

Demise of the F-16 ADFThe post-Cold War, post-Desert Storm era was one of huge changes to the US military. All branches of the service were reduced in size, with the Air Force losing some types from its inventory altogether. The number of F-16s in the active duty component was reduced quite dramatically, meaning surplus aircraft could pass to the ANG and AFRES/AFRC. This, together with the fact that the threat of a Soviet air attack on the US had all but disappeared,disappeared, meant that the F-16 ADF had a fairly short life with the ANG, with retirements commencing in 1994. Still a capable machine, some ADFs later found their way to friendly nations as a relatively economical way of acquiring a potent interceptor force.

Above - Block 32 F-16C 86-0236 of the 144th Fighter Wing, California ANG, is seen at low-level. The unit recently started the transition to the McDonnell Douglas F-15C/D Eagle at its Fresno home base (Paul Filmer)

RightRight - An F-16C of the 183rd FW, Illinois ANG, and an F-16D of the 182nd FS, 149th FW, Texas ANG, line-up together on the RAF Lakenheath runway in June 2005. There were six aircraft in total and had been participating in Exercise SentrySentry White Falcon in Poland (Karl Drage)

Conflict in the BalkansTheThe ‘90s was a busy decade for US and NATO F-16 operations. In addition to the aforementioned Northern and Southern Watch, which continued over Iraq, there were also a number of deployments within NATO's European heartland. The break-up of Yugoslavia led to a series of regional conflicts, with NATO forces interveningintervening on several occasions. Between 1993 and 1995, NATO forces flew patrols over the area as part of Operation Deny Flight, the enforcement of a no-fly zone over Bosnia and Herzegovina. During this deployment, USAF F-16s were involved with policing the no-fly zone, along with F-16s from other NATO countries includingincluding Belgium, the Netherlands, Denmark, Norway, and Turkey and had several engagements with Serbian military aircraft.

The most significant of these occurred on 28 February 1994 when a formation of six Serb J-21 Jastreb jets violated the no-fly zone and bombed a factory in Banja Luka. A pair of F-16Cs from the 526th FS/86th FW engaged the intruders, with one of the F-16 pilots downing three of the J-21s with a combination of AMRAAMAMRAAM and Sidewinder missiles. A fourth J-21 was also shot down by a second pair of F-16s from the same unit.

In addition to the patrol missions, as time went on and tensions increased, some close air support and strike missions were also flown. It was against this backdrop that, on 2 June 1995, USAF F-16 pilot Capt Scott O'Grady was shot down on a mission over Serb-controlled territory. After evading capture for several days, he was recoveredrecovered by US Marines. In response to several attacks on civilians and allegations of war crimes, Operation Deny Flight gave way in part to Operation Deliberate Force, which began on 30 August 1995. Deliberate Force lasted for less than a month but involved heavy bombing of Serb targets; once again, NATO F-16s were heavilyheavily committed to operations. With the cessation of the bombing campaign, Deny Flight continued until December 1995, when the signing of the Dayton Accords led to an uneasy peace in the region.

Above - F-16C 85-461 RS, from the 526th TFS/86th TFW is seen taxying at, RAF Alconbury on 14 August 1990 (Kevin Wills)

Below - 89-2137 is the aircraft responsible for the three Jastreb kills on the same day when operated by the 526th FS/86th FW during Operation Deny Flight. Now based at Aviano, Italy, the aircraft carries special marking for the “31 OG” and the three stars beneath the cockpit signify the kills (Jim Simpson)

Peace was not to last long in this troubled region. The Kosovo region had attempted to break away from Yugoslavia, but had been unsuccessful. A growing insurgency in the region led to armed clashes between the Kosovo Liberation Army (KLA) and Serb forces; once again, NATO intervened to impose a peacekeepingpeacekeeping force on the region. In preparation for this, Operation Allied Force was launched, an air campaign to degrade the Yugoslavian military infrastructure. The bombing took in strategic targets such as bridges, power stations and communication facilities and took place between March and June 1999.

Once again, NATO F-16s, flying from bases in Italy, hit targets throughout the Republic of Serbia and also engaged in some limited air combat. On the night of 24/25 March 1999, a RNLAF F-16 intercepted and fired an AIM-120 AMRAAM at a Yugoslav MiG-29, causing severe damage. It was claimed as a 'kill', but in fact the MiGMiG made it safely back to base, although it was damaged beyond repair. A further air battle took place on 4 May, when another MiG-29 was attacked by a pair of F-16Cs from the 20th FW and shot down with an AIM-120. NATO losses included a USAF F-16C from the 555th FS/31st FW, downed by a SA-3 SAM on 2 May,May, although the pilot was later recovered. The bombing campaign continued until 12 June when the KFOR peacekeeping force was allowed to enter Kosovo, beginning a process which led to Kosovan independence ten years later.

Above - F-16C 85-461 RS, from the 526th TFS/86th TFW is seen taxying at, RAF Alconbury on 14 August 1990 (Kevin Wills)

Below - 89-2137 is the aircraft responsible for the three Jastreb kills on the same day when operated by the 526th FS/86th FW during Operation Deny Flight. Now based at Aviano, Italy, the aircraft carries special marking for the “31 OG” and the three stars beneath the cockpit signify the kills (Jim Simpson)

Suppression of Enemy Air Defenses - SEADSinceSince 1990, the standard F-16C/D has been produced to Block 50/52 specifications, and has been part of the Lockheed (and subsequently Lockheed Martin) company's product range since its 1993 purchase of the General Dynamics aircraft manufacturing business. Improvements include better navigation and communication equipment and a whole host of new weapons options, including the AGM-84 Harpoon anti-shipping missile. The aircraft is unofficially designated F-16CJ/DJ; most USAF aircraft fromfrom this batch have now been upgraded to Block 50D/52D standard, which incorporates the ability to employ the AGM-88 HARM in the vital SEAD role. In fact, F-16s have carried HARMs since the mid-1980s, but were only able to fire them when working with F-4G Phantoms, which carried the required detection and targeting systems. It was only when the Block 50D/52D version became available that the USAF was able to retire the F-4G and F-16s were able to perform the task solo.

An F-16CJ from the 35th FW at Misawa AB in Japan, sporting the 'WW' (Wild Weasel) tailcode, returns to Nellis AFB at the end of a Red Flag mission in January 2007. It is carrying a pair of AGM-88 HARMs (Chris Wood)

Right - US Air Force F-16CM-50-CF, 90-0833 / SP, from the 480th FS, 52nd FW, based at Spangdahlem, recovers to Nellis Air Force Base after another Red Flag 11-2 mission (Frank Grealish)

LettLett - Air to air view of an AGM-84 Harpoon all-weather anti-ship missile on an F-16 Fighting Falcon (US Air Force / Cindy Farmer)

TopTop left - Seen here on static display in full Wild Weasel load-out, Block 30H F-16C 87-0281 was delivered to the 52nd TFW at Spangdahlem AB on 19 October 1988 and remained in Germany until 1994 (Gareth Stringer)

An F-16CJ from the 35th FW at Misawa AB in Japan, sporting the 'WW' (Wild Weasel) tailcode, returns to Nellis AFB at the end of a Red Flag mission in January 2007. It is carrying a pair of AGM-88 HARMs (Chris Wood)

Right - US Air Force F-16CM-50-CF, 90-0833 / SP, from the 480th FS, 52nd FW, based at Spangdahlem, recovers to Nellis Air Force Base after another Red Flag 11-2 mission (Frank Grealish)

LettLett - Air to air view of an AGM-84 Harpoon all-weather anti-ship missile on an F-16 Fighting Falcon (US Air Force / Cindy Farmer)

TopTop left - Seen here on static display in full Wild Weasel load-out, Block 30H F-16C 87-0281 was delivered to the 52nd TFW at Spangdahlem AB on 19 October 1988 and remained in Germany until 1994 (Gareth Stringer)

A

Royal Danish Air Force F-16BM, ET-198, from Esk 730 on its way to Florennes Air Base where it was on static display at the 2012 Belgian Air Force International Air Show (Frank Grealish)

MLU - Mid Life UpdateAlsoAlso in the early 1990s, a study was undertaken by the original four European Participating Air Forces and the USAF to update a number of early-model F-16A/Bs in order to prolong their service life. The result was the Mid Life Update (MLU) programme, which brought a whole host of improvements to the F-16's capabilities. These included a new wide angle HUD,HUD, cockpit enhancements, including new displays, GPS and other avionic improvements.

All the European partner nations ended up upgrading their remaining jets, with deliveries commencing in 1997. The resulting jet is designated the F-16AM/BM and other nations have ended up signing up for the modification for their own F-16s, with Portugal, Jordan, Thailand and Pakistan choosing to improve their aircraft in this way.

Above - Jordanian F-16A-ADF 230, belonging to No 2 Squadron is seen landing at its home base of Al Azraq in eastern Jordan in September 2006 (Kevin Wills)

Royal Danish Air Force F-16BM, ET-198, from Esk 730 on its way to Florennes Air Base where it was on static display at the 2012 Belgian Air Force International Air Show (Frank Grealish)

Belgian F-16A FA-87 from 31 Smaldeel shows off its tiger paint scheme at the Royal International Air Tattoo on 14 July 2011 (Kevin Wills)

A Royal Netherlands Air Force F-16AM gets airborne from Albacete AB on a Tactical Leadership Programe mission in February 2012 (Chris Wood)

Six Belgian Air Force F-16AM Fighting Falcons taxi back to the flightline at Florennes after a firepower demonstration at the 2008 Belgian Defence Days air show (Frank Grealish)

F-16BM ET-204 received special commemorative markings in 2008 to mark the passing of 250,000 flight hours by the Royal Danish Air Force’s F-16 fleet (Shaun Schofield)

In celebration of 100 years of Norwegian military airpower in 2012, the Royal Norwegian Air Force painted this aircraft in a special colour scheme (Chris Wood)

Six Belgian Air Force F-16AM Fighting Falcons taxi back to the flightline at Florennes after a firepower demonstration at the 2008 Belgian Defence Days air show (Frank Grealish)

Polish Air Force F-16D-52CF, 4081, taxying to the last chance prior to a night mission at 31.Baza Lotnicza, Poznañ / Krzesiny (Frank Grealish)

Right - The Republic of Singapore Air Force operates a modern fleet of Block 52 F-16C/Ds. Pilots are trained by the 425th FS at Luke AFB, Arizona, a unit which regularly takes part in Red Flag exercises. Here an F-16C recovers to Nellis AFB following an afternoon mission (afternoon mission (Paul Dunn)

Left - Turkish Air Force F-16D Block 50+CF 07-1015 from 142 Filo, based at Akinci, is seen taking off from the Turkish Air Force training base at Cigli on 6 June 2011 (Kevin Wills)

Top left - An F-16C Block 52+ carrying the colours of the Royal Moroccan Air Force lands back at Fort Worth following a pre-delivery test flight (Paul Dunn)

Block 50/52BlockBlock 50/52 jets have been sold around the world, to existing customers and also new operators. These include Oman, Turkey and Greece, who ordered Block 50 versions, and South Korea, Singapore and Pakistan who opted for the Block 52 version. A more advanced version, known as Block 50/52+ has also been widely sold with customers including Turkey, Chile (50+), Greece, Poland, Morocco and Singapore (52+). The Block 50/52+ version is able to carry conformal fuel tanks on the upper surfaces to increaseincrease range. The D-model also has a bulged spine, first seen on earlier Israeli F-16Ds, which can accommodate additional avionics.

Polish Air Force F-16D-52CF, 4081, taxying to the last chance prior to a night mission at 31.Baza Lotnicza, Poznañ / Krzesiny (Frank Grealish)

Right - The Republic of Singapore Air Force operates a modern fleet of Block 52 F-16C/Ds. Pilots are trained by the 425th FS at Luke AFB, Arizona, a unit which regularly takes part in Red Flag exercises. Here an F-16C recovers to Nellis AFB following an afternoon mission (afternoon mission (Paul Dunn)

Left - Turkish Air Force F-16D Block 50+CF 07-1015 from 142 Filo, based at Akinci, is seen taking off from the Turkish Air Force training base at Cigli on 6 June 2011 (Kevin Wills)

Top left - An F-16C Block 52+ carrying the colours of the Royal Moroccan Air Force lands back at Fort Worth following a pre-delivery test flight (Paul Dunn)

Capt Manolis KarahaliosTheThe latest versions of the F-16 remain as universally popular with pilots as the early versions had been. Capt Manolis Karahalios was the Hellenic Air Force F-16 display pilot for three years. He came to the F-16 having previously flown an attack aircraft of a much earlier generation.

"Following"Following my pilot training, I was very lucky to have flown the mighty A-7H Corsair II, a version tailored for the Hellenic AF. I gained more than 200 hours in the A-7H and I was a member of the last Squadron in the world still flying the A-7, 336 Squadron, callsign “OLYMPOS” (the mountain where the Olympian Gods of Ancient Greek Mythology lived).

"In"In 2003 I was selected to be among the first fighter pilots to transition to the newly acquired F-16 Block 52+ and I moved back to the island of Crete and Chania Air Base to start my training. The knowledge and the experience that I acquired flying the Corsair helped me a lot during my transition, whilst the Viper gave me what I was missing in the A-7. In thethe F-16 I was always confident that I and my squadron mates would always return as winners. The variety of modern air-to-air (IRIS-T and AIM-120C) and precision air-to-ground weapons (Paveway III and AGM-65G) give us the capability to successfully execute every mission!

"Displaying the Viper, flying a “clean” F-16, at a low altitude in a high-G environment was the experience of a lifetime! The powerful engine coupled with enviable aerodynamics and a precise flight-control system provided unprecedented agility whilst the sophisticated ground avoidance avionics and the anti-G system helped me safely fly suchsuch a demanding task. I’ll say that the Viper is a very forgiving flying-machine, as long as the pilot’s situational awareness has not been lost.

"However, what I really like in the F-16, is that from the moment when I first strapped into her, I felt that the Viper was an extension of myself, designed exclusively around its pilot. Flying the F-16 had been a ‘dream of life’ that came true and I feel very lucky that I flew that jet."

All images this spread courtesy of Capt Manolis Karahalios unless stated

Frank Grealish

Main - Israeli Air Force F-16I Sufa, 833, from 107 Squadron blasts off from Hatzerim at the June 2008 Israeli Air Force Academy graduation ceremony (Frank Grealish)

Right - The first F-16I is operated by MANAT, the Flight Test Centre, from Tel Nof where it is seen in 2012 during the Independence Day celebrations.

Far right - F-16I 119 operated by 119 Squadron based at Ramon, seen at Ramat David during the 2012 Independence Day celebrations.

Both images Both images Chris Wood

F-16I SufiNotableNotable is the latest F-16 version acquired by Israel, the F-16I Sufi (Storm). This version is closely related to the Block 52+ F-16D, complete with the bulged spine and conformal fuel tanks. Indeed the bulged spine has long been a feature of Israeli F-16Ds (named Barak or Lightning); the IDFAF uses the F-16DF-16D and F-16I very much as combat aircraft, with the rear seat being occupied by a weapons systems operator. As with much Israeli hardware, the exact equipment fitted within the spine of the aircraft has not been disclosed, however, it is thought that the aircraft is capable of performing the SEAD missionmission and also guiding precision weapons. Much of the avionic equipment is of Israeli origin, and the aircraft is optimised for long-range strike. Sufis have seen action with the IDFAF during the Second Lebanon War (2006) and in operations over Gaza (2008-9).

Main - Israeli Air Force F-16I Sufa, 833, from 107 Squadron blasts off from Hatzerim at the June 2008 Israeli Air Force Academy graduation ceremony (Frank Grealish)

High over the Nevadan desert, this F-16E drops back from the tanker after taking on fuel during a Red Flag mission (Paul Filmer)

Block 60 - F-16E/F Desert FalconTheThe current 'ultimate' version of the F-16 is the Block 60 version, as supplied to the UAE AF. In contrast to earlier versions, this one has received a separate designation; the F-16E/F, dubbed the Desert Falcon. This highly advanced version was developeddeveloped by Lockheed Martin specifically for the UAE's fighter requirements, in close partnership with the country. In fact, the UAE contributed some $30 billion towards development costs, and it is reported that should any other countriescountries opt to purchase the aircraft, the UAE will be due royalties, as a return on its investment.

The F-16E/F features a large number of advanced systems, including the Northrop Grumman AN/APG-80 Active Electronically Scanned Array (AESA) agile beam radar and internal FLIR/targeting system, amongst other enhancements. The resultresult is the first production F-16 to have a noticeably different profile to its predecessors, with CFTs giving the aircraft a very stocky appearance. It also marks the first time that a US company has supplied an aircraft to an export customer that is more advancedadvanced than those operated by its own Air Force. A total of 80 aircraft (55 F-16Es and 25 F-16Fs) have been delivered to the UAEAF; the air arm recently began the preliminary process of upgrading its jets to Block 61 standard, and may also acquire moremore aircraft in the future. UAE F-16E/Fs are operated by three squadrons based at Al Dhafra AB. The aircraft have seen action over Libya during 2011, when the UAEAF was one of the nations enforcing the no-fly zone over the country.

High over the Nevadan desert, this F-16E drops back from the tanker after taking on fuel during a Red Flag mission (Paul Filmer)

Above - UAEAF Display Pilot, Capt Massoud Al Falahi shows off the contours of the Block 60 Desert Falcon at Al Ain Aerobatic Show

(Karl Drage)

Above - The early cadres of UAEAF F-16 pilots were trained in the US with the 162nd FW Arizona ANG at Tucson IAP (Karl Drage)

Above - 15112 was delivered to the Portuguese AF’s Esq 201 as a new-build FY93 Block 15AV OCU. It has since been upgraded to Block 20 MLU standard (Karl Drage)

Below - The Italian Air Force (AMI) leased a batch of F-16A/B Block 15ADFs due to delays to the delivery of Eurofighter Typhoons. They have all now been returned to the US. This example is seen breaking spectacularly into the circuit at Kleine Brogel Air Base in 2007 (Paul Dunn)

While most customers have opted to purchase the latest version of the F-16, some nations have opted for the more cost effective solution of purchasing second-hand models, often in addition to previously delivered, new build aircraft. Portugal became an F-16 operator in 1994, withwith an initial batch of 20 new Block 15OCU F-16A/B models. Later a batch of 25 similar, second hand, ex-ANG aircraft were obtained.

Similarly, the Royal Thai Air Force has opted to bolster its F-16 force with the acquisition of a batch of ex-USAF F-16 ADFs and also received a number of used aircraft from neighbouring Singapore, in exchange for the use of training facilities in Thai territory.

EvenEven Israel has received substantial numbers of former USAF F-16s, although in slightly more unusual circumstances. During Operation Desert Storm, Iraq attempted to provoke Israel to become involved in the conflict by launching several Scud missiles at Tel Aviv. The US-led coalition that was fightingfighting to remove Saddam Hussein's forces from Kuwait included several Arab nations, who would not have accepted Israeli involvement in the conflict, so had Israel retaliated there would have been a strong chance that the coalition could have broken up. US diplomats successfully urged IsraelIsrael to exercise restraint in the face of this provocation; partly as recognition of this restraint, a batch of 50 ex-USAF F-16A/Bs was handed over in 1994.

Jordan also began the process of acquiring F-16s in 1994 when it signed a peace treaty with Israel. This paved the way to the supply of F-16s from US surplus stocks. Two batches of ex-USAF jets (Block 15 ADFs) were eventually supplied to Jordan in 1997-8 and 2003. Further deliveries of ex-Belgian F-16AM/BMsF-16AM/BMs arrived between 2008 and 2011, as that country sought to offload some of its redundant fighters.

Above - Blasting down the runway at Natal AB, Brazil, during CRUZEX 2013. This F-16AM was formerly operated by the Dutch Air Force as J-867 before passing into Chilean hands in April 2011 (Steve Comber)

Above - 15112 was delivered to the Portuguese AF’s Esq 201 as a new-build FY93 Block 15AV OCU. It has since been upgraded to Block 20 MLU standard (Karl Drage)

Below - The Italian Air Force (AMI) leased a batch of F-16A/B Block 15ADFs due to delays to the delivery of Eurofighter Typhoons. They have all now been returned to the US. This example is seen breaking spectacularly into the circuit at Kleine Brogel Air Base in 2007 (Paul Dunn)

InIn 2013, the Dutch government announced the sale of 15 of its F-16s to Jordan, taking the total operated to nearly 80, and making it a significant force in the region. Holland has also supplied surplus F-16AM/BMs to Chile, with a total of 36 Block 20MLU jets having been delivered to supplement the singlesingle batch of new Block 50s purchased in 2006.

One significant, albeit temporary, operator of the F-16 was the Italian Air Force (AMI). Delays to deliveries of Eurofighter EF2000s led to the leasing of 24 Panavia Tornado ADVs (F3s) from the RAF. The lease for these aircraft ran out in 2003, at which point the Typhoon was still not ready for service. In orderorder to continue to fill the gap, the AMI arranged a five-year lease of 30 ex-USAF F-16A/B ADFs, with an option to extend the lease for a further five years. In the event, the aircraft remained in service with the Italians until 2012, when the final aircraft returned to Davis-Monthan AFB for storage. ItalyItaly is currently the only 'former operator' of the F-16.

Right - The 138th FS, 174th FW, NY ANG, traded in its F-16Cs and Ds in 2012 for the MQ-9A Reaper. Seen here at Red Flag 08-2 (Karl Drage)

LeftLeft - Based at Osan AB, South Korea, and falling under the command of Pacific Air Forces (PACAF), this F-16C is assigned to the 36th FS, 51st FW. The squadron deployed to Eielson AFB, Alaska, for Red Flag Alaska 08-2, where this picture was taken (Karl DrageKarl Drage)

Top left - The 457th FS comes under the control of the Air Force Reserve Commands 10th Air Force, both of which are based at NAS Fort Worth JRB (Chris Wood)

An F-16C Block 50 from the 55th FS, 20th FW, gets airborne from Nellis AFB on a Red Flag mission. The primary role of the 20th FW is SEAD, using the HARM missile; this aircraft carries HARM Targeting System (HTS) pod on the left intake pylon and a SNIPER pod on the right (Paul Dunn)

The last decade has seen the USAF (and NATO) F-16 fleets kept very busy with operations in Iraq and Afghanistan. As ever the aircraft has been employed in the strike and close air support role. Under the Total Force concept, ANG and AFRC have assumed a great deal of the responsibility for these deployments and regularly spent time operating missions as part of Operations Iraqi Freedom and Enduring Freedom.

Right - The 138th FS, 174th FW, NY ANG, traded in its F-16Cs and Ds in 2012 for the MQ-9A Reaper. Seen here at Red Flag 08-2 (Karl Drage)

LeftLeft - Based at Osan AB, South Korea, and falling under the command of Pacific Air Forces (PACAF), this F-16C is assigned to the 36th FS, 51st FW. The squadron deployed to Eielson AFB, Alaska, for Red Flag Alaska 08-2, where this picture was taken (Karl DrageKarl Drage)

Top left - The 457th FS comes under the control of the Air Force Reserve Commands 10th Air Force, both of which are based at NAS Fort Worth JRB (Chris Wood)

An F-16C Block 50 from the 55th FS, 20th FW, gets airborne from Nellis AFB on a Red Flag mission. The primary role of the 20th FW is SEAD, using the HARM missile; this aircraft carries HARM Targeting System (HTS) pod on the left intake pylon and a SNIPER pod on the right (Paul Dunn)

Main - This aircraft is operated by the 85th Test and Evaluation Squadron at Eglin AFB and sports a darker grey paint scheme, similar to that found on the F-35 (Chris Wood)

An AFRES F-16 blasts out of JRB Fort Worth on a training mission (Rob Edgcumbe)

The Air Force has, however, acknowledged the need to upgrade its fleet of F-16s, in order to maintain their combat effectiveness until the F-35 becomes operational in large numbers. This was to have taken the form of the Combat Avionics Programmed Extension Suite (CAPES), which would have replaced the avionics and radarradar in 300 USAF F-16s, along with 146 Taiwanese F-16A/Bs. However, this programme is currently in doubt, with the possibility that the Air Force may opt for Service Life-Extension Program (SLEP), a much less comprehensive upgrade programme. Whatever the form the upgrade takes, it is essential to keep the USAF F-16 Force relevant in years to come. F-16 Force relevant in years to come.

At the time of writing, the F-16 is still in production, with Block 50/52 jets rolling off the production line for export, and Lockheed Martin reports that it has sufficient orders to continue production until at least 2017. The company recently announced a new version, the F-16V Viper. This upgrade will incorporate elements of thethe Block 60 F-16E/F, including a new radar, cockpit improvements and a new datalink system to improve interoperability with the latest generation of aircraft such as the F-22 and F-35. The F-16V will be available as a new build aircraft and an upgrade to existing fighters.

One major F-16 customer that hasn't chosen to order new aircraft for many years is in fact the USAF. The last major deliveries of F-16s to the USAF took place in the mid-1990s; small batches have been delivered since but only amount to a handful every year. The result is an ageing fleet of aircraft and, despite delays to the F-35 programme,programme, the Air Force has resisted pressure to buy improved F-15s and F-16s, preferring to spend its funds on the latest 'fifth-generation' aircraft, in an echo of its original resistance to procuring the F-16 in the first place!

Main - This aircraft is operated by the 85th Test and Evaluation Squadron at Eglin AFB and sports a darker grey paint scheme, similar to that found on the F-35 (Chris Wood)

The 64th Aggressor Squadron’s 84-1220 after visiting the paint shop - same aircraft as appears top right (Chris Wood)

This aircraft, 84-1220, wears the markings of the 179th FS of the Minnesota ANG, based at Duluth (Chris Wood)

An F-16C from the 112th Fighter Squadron of the Ohio ANG, based at Toledo (Chris Wood)

This early F-16C Block 25 is seen in service with the 162nd FW, Arizona ANG. The unit is responsible for training ANG and AFRC pilots to fly the F-16 (Paul Dunn)

Seen on the taxiway from the tower at Edwards AFB is F-16C-30-CF 86-0359/ED of the 416th FLTS/412th TW (Kevin Wills)

F-16B 92-0454/ED of the 412th TW is seen on the EOR at Edwards Air Force Base, California on 30 May 2007. This aircraft is now in service with the Pakistan Air Force (Kevin Wills)

The 422nd Test and Evaluation Squadron at Nellis AFB operates a small number of F-16s including a single F-16D, seen during its landing roll in August 2008 (Chris Wood)

A heavily loaded F-16D taxies out at Edwards AFB for another test sortie (Rob Edgcumbe)

Main - F-16A 92-0407/ED of the 416 FLTS pictured at Edwards AFB Open House in October 2006 is utilised for flight test support and test pilot training. Formerly one of a batch of embargoed Pakistani 'Peace Gate IV’ FMS aircraft - serial 92738 - ‘407 subsequently found its way into USAF service (Tom Gibbons)

Armed with a pair of GBU-24/B Paveway IIIs, this Edwards-based F-16D is seen getting airborne from Nellis AFB (Paul Filmer)

A former 3247 TS aircraft, N816NA was formerly 82-0976 when in USAF service. The aircraft was photographed on display outside the Lockheed Martin facility at Palmdale, California, in October 2006 (Tom Gibbons)

This F-16D Block 50 is operated by Lockheed Martin as a testbed and also a chase aircraft. It was one of the first F-16s to sport the new F-35 style dark grey colour scheme (Paul Dunn)

Left - Vapour everywhere as this 4th FS, 388th FW, F-16C representing ACC’s F-16 Demo Team pulls up into the vertical at MCAS Miramar Air Show 2012 (Paul Dunn); Centre - A Pakistan Air Force F-16B banks right on departure from Nellis AFB during a Red Flag mission (Paul Filmer); Right - Late in the day, this 388th TFW F-16A receives gas from a KC-135A somewhere over the western USA in October 1984 (Lindsay Peacock)

completely different beast beneath the skin.

Former F-16 pilot Keith 'Rosey' Rosenkranz sums the aircraft up as follows

"The"The aircraft is an incredible bombing platform, but in addition to being a great bomber, the F-16 is also great in the air-to-air arena. Its power and manoeuvrability make it the ultimate air-to-air fighter. The only criticism of the F-16

The F-16 has proven to be a remarkable success story over the last 40 years, especially when it is considered that it is an aircraft that the USAF didn't really want to buy in the first place! The current advanced versions of the aircraft closely resemble the first YF-16, and externally the design has changed little over the years, a demonstrationdemonstration of how, from the start, the design team got their job right. Of course, the latest versions are eminently more capable and are a

Left - Vapour everywhere as this 4th FS, 388th FW, F-16C representing ACC’s F-16 Demo Team pulls up into the vertical at MCAS Miramar Air Show 2012 (Paul Dunn); Centre - A Pakistan Air Force F-16B banks right on departure from Nellis AFB during a Red Flag mission (Paul Filmer); Right - Late in the day, this 388th TFW F-16A receives gas from a KC-10A somewhere over the western USA in October 1984 (Lindsay Peacock)

heard through the years was the addition of more weight, which, of course, meant less manoeuvrability. As avionics packages were expanded and added to the aircraft, the subsequent increase in weight hurt the jet's manoeuvrability. I don't know that John Boyd would have agreed with that. But it's hard to argueargue with the success the F-16 has had through the decades. And that is something Boyd would be proud of, as are all the pilots who have had

the privilege to fly the F-16."

TheThe author would like to thank F-16 pilots Manolis Karaholis (HAF), Ed Smith and Keith 'Rosey' Rosenkranz for their assistance with this article. Look out for more from each of them on the GAR website shortly. For more details of F-16 operations in Desert Storm, see Rosey's excellent book 'Vipers in the Storm', available from his website, www.vipersinthestorm.com website, www.vipersinthestorm.com

Hong Kong’s multi-skilled airborne task force

GOVERNMENT FLYING SERVICE

By Paul DunnGOVERNMENT FLYING SERVICE

A view looking North over Hong Kong Island, with Kowloon and the New Territories beyond, illustrating the variety of terrain and land use (Paul Dunn)

Hong Kong is one of the world's most famous and important cities. For much of its recent history, the region was a British colony, however in 1997, sovereignty passed to neighbouring China. This was the culmination of many years of negotiation and preparation and ended 156

years of British rule. Today, Hong Kong is classed as a 'Special Administrative Region of the People's Republic of China'; there are currently two such regions, with the former Portuguese colony of Macau being the other.

A view looking North over Hong Kong Island, with Kowloon and the New Territories beyond, illustrating the variety of terrain and land use (Paul Dunn)

The most enduring image of Hong Kong is probably the skyscrapers of Hong Kong Island; in fact the territory covers a much larger area, encompassing the Kowloon Peninsula and the New Territories. The total land area is actually

426 sq miles, with numerous small, inhabited islands. Significantly, much of the area is mountainous, reaching an elevation of 958m at Tai Mo Shan in Tsuen Wan, New Territories.

A GFS EC155 carrying the emblem of the Hong Kong Special Administrative Region as an underslung load, forming part of a flypast over Hong Kong waterfront (Government Flying Service)

As a Special Administrative Region (SAR), Hong Kong enjoys a high degree of autonomy from China, with differences in many aspects of government. For example, it has its own legal system, currency, police force and educational system. Notably, however, the People's LiberationLiberation Army is responsible for defence of the SARs and has troops garrisoned in each of them.

During the colonial era, defence of Hong Kong was the responsibility of Britain. The aerial component of the Hong Kong Defence Force was known as the Royal Hong Kong Auxiliary Air Force (RHKAAF). In the 1950s, the RHKAAF operated fighter aircraft such as the Supermarine Spitfire; overover time, however, its role evolved to become less military in nature, instead providing services such as fire fighting and search and rescue.

In 1984, the Sino-British Joint Declaration was signed, which stipulated that sovereignty of Hong Kong would transfer to China in 1997 and also set out a pathway for the handover. On 1 April 1993, as part of the preparations for the handover, the RHKAAF was disbanded and its non-military dutiesduties were assumed by a new organisation, the Government Flying Service (GFS).

As its name suggests, the GFS is a department of the government of Hong Kong. It is charged with a wide variety of missions ranging from medical evacuation to tactical support of the Hong Kong Police Force. In order to perform these duties, the GFS inherited an initial fleet of helicopters andand fixed wing aircraft, which included the Beech Super King Air, Sikorsky S-70 Blackhawk and S-76 Spirit. All these types were retired between 1999 and 2002, in favour of more modern aircraft, although the service will soon embark on a further modernisation programme.

A GFS EC155 carrying the emblem of the Hong Kong Special Administrative Region as an underslung load, forming part of a flypast over Hong Kong waterfront (Government Flying Service)

Today the GFS operates a diverse fleet of aircraft, in keeping with its status as a multi-role organisation with a variety of missions. The rotary element of the fleet consists of two types, both of which are Eurocopter designs: the AS332 L2 Super Puma and the EC155 B1. The two helicopter types complement each other well andand have distinct areas of specialisation, although there is some crossover in mission between them. The main fixed wing aircraft is the Jetstream 41, with other types used for training.

The service has roughly 200 staff, led by the Controller, Captain Michael Chan. Of these, 28 are helicopter pilots (with roughly the same number of air crewman officers) and ten fly fixed wing aircraft. In order to improve flexibility, the helicopter pilots are qualified to fly both types in the fleet. This allows the service to respondrespond more effectively when called upon to complete a task, as the team is able to decide which helicopter type to dispatch based on the requirements of the mission, and are less constrained by crew qualifications.

From its base on the southern edge of Chek Lap Kok Airport, the mission of the GFS is to supply 24 hour air support to the government and people of Hong Kong. It works closely with the Hong Kong Police Force and Fire Department; these organisations are responsible for generating the majority of taskings for the service, and there are severalseveral core mission categories that make up the bulk of the service's operational flying.

The geography of Hong Kong, and in particular the large number of fairly remote, inhabited islands, means that the most common callout is for casualty evacuation (casevac). Many of the smaller islands have limited medical facilities and poor transport links with the more populated regions, so a helicopter transfer to hospitalhospital is the only feasible option, particularly in the case of serious injury or illness. Further casevac missions are also flown to airlift sick or injured crew members from vessels using the busy shipping lanes of the South China Sea.

Above - The rear cabin of an EC155, kitted out for casevac, illustrating the extensive medical equipment carried (Paul Dunn)

RightRight - Flight Operations Manager Dai Evans coordinates the response after receiving a call out. In this case, the mission is to evacuate a patient suffering chest pains from one of Hong Kong's more remote islands, in order to transport him more rapidly to hospital (to hospital (Paul Dunn)

Left - A GFS air crewman officer is lowered onto the deck of a vessel during a night time rescue operation (Government Flying Service)

With an ill patient on board, a GFS Super Puma is met by an ambulance on its return to Hong Kong (Paul Dunn)

Casevac missions are categorised as A+, A or B; A+ is the most serious, with the mission being considered a matter of life or death for the patient. Category A is also urgent; both A+ and A require a response time of under 20 minutes, and will generally result in a patient being airlifted direct to a helipad in, for example, Wan Chai on Hong Kong Island, and transferred to hospital by ambulance from there.

CloselyClosely related to this casevac role is the highway rescue mission; there are five highways in Hong Kong where it is possible to land a helicopter to pick up an injured person following a road traffic accident. Use of a GFS helicopter will generally mean that a casualty can be flown to hospital within 5 minutes, dramatically increasing the survival chances of a seriously injured person.

TheThe EC155s are the normal choice for the casevac mission, although under certain circumstances a Super Puma may be chosen instead. This may be down to the weather, with the larger, two pilot AS332 being favoured in poor weather conditions. In general, though, the smaller EC155 is well suited to the role.

Above - The rear cabin of an EC155, kitted out for casevac, illustrating the extensive medical equipment carried (Paul Dunn)

RightRight - Flight Operations Manager Dai Evans coordinates the response after receiving a call out. In this case, the mission is to evacuate a patient suffering chest pains from one of Hong Kong's more remote islands, in order to transport him more rapidly to hospital (to hospital (Paul Dunn)

Left - A GFS air crewman officer is lowered onto the deck of a vessel during a night time rescue operation (Government Flying Service)

Both helicopter types are also used for search and rescue missions, again, however, the exact circumstances of the mission on the day will dictate which type is dispatched. The EC155 has a shorter range and endurance than the AS332, so tends to be limited to shorter, in-shore SAR missions. The larger Super Puma is more appropriateappropriate for long-range SAR, and is able to further increase its operational range by refuelling on one of the oil platforms in the South China Sea.

In the SAR role, the helicopters can be supplemented by the pair of BAe Jetstream 41s which belong to the GFS. The Jetstreams have good endurance and are fitted with surveillance and imaging systems to allow them to perform an initial search of the scene when called out for a SAR mission. They are then able toto accurately guide the rescue helicopter to the location of any survivors, reducing the need for the helicopter crews to spend time searching when they arrive on scene. The Jetstreams are

The cockpit of the AS332, with each pilot having two large MFDs. As night vision goggles (NVGs) are worn for most night operations, the cockpit lighting and displays have to be fully compatible with their use.

Left - Capt Keith Ma delivers the briefing to GFS crews at the start of their shift. With a typhoon approaching, there was much to talk about (All images this spread Paul Dunn)

also able to drop inflatable rafts, and other supplies to further assist rescue operations.

WhilstWhilst SAR and casevac make up the bulk of GFS operational flying, there are many other roles that crews are trained to perform, some of them rather specialised. One of the more challenging of these is tactical support of the Hong Kong Police. As the GFS is not part of the police, or a paramilitary organisation, its crews dodo not themselves carry weapons, but on

occasion, armed police officers may be carried, for example in support of anti-terrorist operations. In order to make the helicopter fleet less conspicuous, a grey colour scheme has been adopted for most aircraft, with only one Super Puma (B-HRN) still carrying the earlier white/orange scheme.

The cockpit of the AS332, with each pilot having two large MFDs. As night vision goggles (NVGs) are worn for most night operations, the cockpit lighting and displays have to be fully compatible with their use.

Capt Emily Wong demonstrates the life jacket and survival vest worn by all GFS crews on operations, essential given maritime nature of Hong Kong's environment.

Above - The Jetstream 41 is used for long range rescue coordination and surveillance duties. Two are operated and they will be shortly replaced by a pair of Bombardier Challenger 605s.

Right - Jetstream cockpit.

LeftLeft - The rear compartment of the Jetstream, with SAR equipment visible. This includes marker buoys, sea dye, smoke markers and air-droppable life rafts.

TopTop left - A GFS Jetstream sets out on a mission to track the approaching Typhoon Utor.

All images this spread Paul Dunn

Also included in this internal security role is surveillance, to detect and prevent drug trafficking, smuggling and movements of illegal immigrants. This is often performed by one of the service's Jetstreams; the aircraft's sophisticated imaging systems being ideally suited to the task, with the aircraft also having good endurance and a more covert profile than a helicopter.

Above - The Jetstream 41 is used for long range rescue coordination and surveillance duties. Two are operated and they will be shortly replaced by a pair of Bombardier Challenger 605s.

Right - Jetstream cockpit.

LeftLeft - The rear compartment of the Jetstream, with SAR equipment visible. This includes marker buoys, sea dye, smoke markers and air-droppable life rafts.

TopTop left - A GFS Jetstream sets out on a mission to track the approaching Typhoon Utor.

All images this spread Paul Dunn

The GFS is called upon to provide helicopters for firefighting, especially during the dry season. The AS332 is capable of carrying a large capacity bucket as an underslung load; it can also be fitted with a tank, which mounts flush with the belly of the aircraft, when called upon to assist firefighters.

OneOne further specialised mission that the GFS is tasked to perform is aerial radiation monitoring. On the Chinese mainland, in the Shenzhen area, just to the northeast of Hong Kong, is the Daya Bay nuclear power plant. The plant opened in 1994 and was the subject of some controversy in Hong Kong, where safety concerns were raised by the government. GFS aircraft have been involved in monitoring emissions from the power station, to warn of any high levels of radiation in the atmosphere over the SAR.

TheThe remainder of taskings involve general support for the Hong Kong government, including such roles as heavy lifting and VIP transport. In the past, some more interesting loads have included WWII bombs discovered during building projects! Helicopters and crews also deployed into China to assist in relief efforts following the earthquake in Sichuan in 2008.

CasevacCasevac and SAR remain the service's bread and butter, though, and on an annual basis the GFS performs around 2,000 casevac missions, along with between 500 and 600 SAR callouts. This works out as an average of around six callouts every day; in addition to this operational flying, normal training and checking flights must also be carried out, meaning the service is kept very busy throughout the year.

Above - Capt Emily Wong lends scale to the bucket used for fire fighting. Suspended under an AS332, the bucket can hold up to 3220 kg of water (Paul Dunn)

AfterAfter donning his flying kit, this GFS pilot studies the tasking (right) before setting out on a casevac flight (left). Both images Paul Dunn

FarFar left - A Super Puma engaged in a night time rescue mission. For night operations, GFS crews routinely wear night vision goggles (Government Flying Service)

The tallest building in Hong Kong, Two International Finance Centre, forms a background to this pair of GFS Super Pumas (Government Flying Service)

Captain Trevor Marshall is the Chief Pilot in the GFS Training and Standards Section. In this role, he is responsible for ensuring that all GFS pilots are proficient in the various skills needed to fulfil their many roles.roles. In addition to maintaining the skills of the current pilot community, the section also provides training for newly qualified pilots, who are sponsored through pilot training by the GFS. Captain MarshallMarshall is one of the dwindling number of expats in the GFS, as he explains.

"I was in the RAF for 12 years. I flew in Northern Ireland and also did SAR on the Sea King and came here in 1992, just before the GFS was founded. We have four or five expat staff like myself that have beenbeen here for a few years, but most of our pilots are recruited locally, and they come here with no flying experience. We send them overseas to do a basic CPL course with a multi-engine instrumentinstrument rating and they come back here and we start the conversion process.

"We are just coming to the end of a selection process now. We advertise and we normally get 3-4,000 applications for two to four cadet pilot places at the end of it. The selection process takestakes about six months and we run it internally, so that uses our resources; our pilots get involved with that selection process every year, so it keeps us busy!"

Capt Emily Wong is typical of this new generation of GFS pilots. Having gained her JAA ATPL(H) and IR in the UK, she returned to Hong Kong to continue the process of becoming a GFS helicopter pilot.

"Upon"Upon returning to GFS, it took around 15 hours to get type rated on the Super Puma AS332L2. After that it was continuous training and upgrades. It usually takes about eight to ten years for a cadet to become a fully-qualified, day and night SAR Captain. All this training is done in-house with our training captains and is tailor-made to prepare us for flying in the challenging environment of Hong Kong, as well as performing the vast variety of types of mission that we do."

Above - A single ZLIN Z242L, B-HRA, is operated by the GFS and used for pilot training.

Right - GFS pilots coordinate the response to an emergency callout.

LeftLeft - The mission planning room at GFS headquarters at Hong Kong Chep Lap Kok Airport.

All images this spread Paul Dunn

Above - A single ZLIN Z242L, B-HRA, is operated by the GFS and used for pilot training.

Right - GFS pilots coordinate the response to an emergency callout.

LeftLeft - The mission planning room at GFS headquarters at Hong Kong Chep Lap Kok Airport.

All images this spread Paul Dunn

Hong Kong represents a very challenging environment for flying, with terrain and weather conditions creating potential hazards, especially for the helicopter pilots, as Capt Marshall relates.

"It"It is a relatively small operating environment, only 25 miles from southwest to northeast, so it's a compact area, if you don't include the offshore bit. People tend to think of Hong Kong as being the built up areas, which is Hong Kong Island and Kowloon, obviously, but it does include a lot of country park area as well, and it's quite mountainous. It goes from sea level up to about 3,500ft, and because of the tropical maritime weather we get here, we get a lot of variation, depending on the wind direction, so the weatherweather can be CAVOK in one area and five miles away, the cloud can be on the deck. Crews have to be able to cope with these variations in weather within a short space of time, particularly when night flying, and they've got to be aware of terrain considerations.

"I think local awareness and local area knowledge is important for our guys. You get to know the area, and it does help. Operating offshore is a different matter obviously; we don't have terrain and obstructions problems there, but it's a different skillset. The challenge for us as trainers is keeping everybody qualified and current in all of these different skillsets so that they can do all of these things, competently, safely and fairly quickly as well."

ThisThis is made more complicated by the fact that some of the skills are not used regularly or are used seasonally. Crews must still be trained to perform these missions, even if they are not called to perform them often.

Main - The AS332 L2 heavy lift helicopter, along with some of the equipment used for SAR and casevac operations; Left - A with all GFS aircraft, this Jetstream prominently carries the Bauhinia flower logo of Hong Kong on its nose; Far left - This Twin Star DA42NG-VI was recently delivered to the GFS. It is currently used for pilot training, butbut may assume a more operational role in the future.

All images this spread Paul Dunn

"Firefighting is a good example, as we have a fairly distinct fire season that runs from September through to January or February - the drier parts of the year. So you may find someone hasn't done any firefighting for six months or more and suddenly they have to go out there with the bucket or with the tank on the bottom ofof the aircraft and go and fight a fire. We have to prepare them in advance and try to anticipate the requirement with some appropriate training to get them up to speed before the firefighting starts."

This regular training is in addition to the checking which is required by the regulatory authority. With helicopter pilots qualified to fly two different types, this results in a heavy workload for the training department.

"We"We are overseen by the CAD (Hong Kong Civil Aviation Department), and for licensing we have to do two proficiency checks per type, so each pilot has to do four proficiency checks in base items every year. That is in addition to an instrument rating revalidation, an instrument proficiency check, and role checks on both types,types, so you end up with between eight and ten checks per pilot per year, if you're dual qualified. We have roughly 28 active helicopter pilots, so that is roughly 280 checks per year and all checks are done internally by our own TREs (Type Rating Examiners), on the aircraft, not on the simulator.

"In between that we have to do upgrade training, particularly for the new guys. They have to go through lots and lots of upgrade courses to gain these new skillsets, and each of these courses takes a couple of months to deliver, then they have to consolidate for six months or so. There isn't much room to manoeuvre!"

Hong Kong is a Special Administrative Region of the People's Republic of China; here a GFS EC155 carries the flag of the PRC, during a flypast to celebrate National Day (Government Flying Service)

Hong Kong is a Special Administrative Region of the People's Republic of China; here a GFS EC155 carries the flag of the PRC, during a flypast to celebrate National Day (Government Flying Service)

The GFS works hard to maintain the highest standards in all its operations. To ensure that the organisation keeps its place as a world class operator, close links are kept with other, similar operators, as Capt Wong describes.

"We"We try to keep relationships between with aviation organisations, particularly those who do SAR, for example RAF, USAF/USN and other SAR unit from the mainland China. Sometimes we would go there and visit their bases, other times, they would come and stay with us for a few days or up to a few weeks, to have a better picture of ourour operations. Exchanging ideas and identifying differences between people and group is essential for change and improvement to take place."

Capt Wong has herself benefitted from spending time with a variety of operators, including a some in the UK. This has given her some great experience to bring back to operations in Hong Kong.

"We"We try to send off our aircrew to external organisations, if operational commitments allow it. Taking myself as an example, my initial course was done overseas, then approximately four years after I first joined, I was sent off to Scotland to fly for a commercial helicopter company (Bond Offshore Helicopters), operating over the NorthNorth Sea for oil rig transport for eight months. It was a valuable experience as the weather conditions could be quite extreme. It was also beneficial for me to gain an insight on what commercial 'airline' operations are like. Two years afterwards, I also had the opportunity to visit RAF Valley to observe their operations.

"The course I attended at RAF Cranwell in Nov 2013 was intended for aircrew who have the desire to become an instructor. There are also other overseas engagements like Simulator training and the underwater survival training, which would be done once every couple years. I would say we try to reach out as much as we could,could, just to make sure that we are still in line with the international standard, as well as for our colleagues' personal growth and exposure."

Above - A Super Puma lands on the deck of the USS Chafee, an Arleigh Burke class destroyer, symbolising the cooperation between the GFS and other, international agencies (Government Flying Service)

The Jetstreams (top - Paul Dunn) will shortly be replaced by two Bombardier Challenger 605s (bottom - Government Flying Service), which will carry a colour scheme similar to this artist's impression.

The GFS will shortly enter a transitional phase, with new aircraft types being delivered soon. The first to arrive will be a pair of Bombardier Challenger 605s, which will operate in the surveillance role currently filled by the Jetstream. Converting pilots to fly the new aircraft will not be easy, as Capt Marshall is aware.

"The"The Challenger will be a replacement for the Jetstream, but there will obviously be an overlap, so that there will be no interruption in service between the two aircraft. It will be a challenge as we've only got ten fixed wing pilots and they can't fly both types at once (one is a turboprop, one is a jet), and we have to try and keep the service going in the overlap period."

Above - A Super Puma lands on the deck of the USS Chafee, an Arleigh Burke class destroyer, symbolising the cooperation between the GFS and other, international agencies (Government Flying Service)

After the introduction of the Challenger, attention will switch to the helicopter fleet. A replacement for both rotary types is due in the next three years, and the GFS will shortly decide what type (or types) will be ordered, with several options currently being considered.

IntroducingIntroducing these new types will certainly result in a challenging period for the service, especially when the new helicopter fleet begins to arrive. The government of Hong Kong, and indeed its citizens, have come to rely on the GFS for vital, often life-saving support, in a very demanding operational environment. The service is a world-class provider of SAR, casevac and a host of other missions and is undoubtedly capable of meeting and overcoming these (challenges) in a safe and efficient manner, providing excellent aviation support services for many years to come.aviation support services for many years to come.

The author would like to thank the staff of the GFS for their hospitality and assistance, in particular Capt Trevor Marshall, Capt Emily Wong and Capt Erik Young.

AEROESPACIALMUSEULocated a 40 minute drive away from Rio de Janeiro Galealo International Airport, or 30 minutes from the iconic Christ the Redeemer statue, Museu Aeroespacial's massive single facade creates quite a lasting impression on arrival, whether you’re interested in aviation or not! Steve Comber reports from Brazil.

The Curtiss C-46A Commando, Fairchild C-82A Packet and the two Douglas DC-3/C-47s visible in the image below are all from the Museu Aeroespacial’s reserve collection.

BackgroundTheThe MUSAL Aerospace Museum’s collection is contained within one two-storey building linked to another five further hangars housing possibly the largest aviation collection in the Southern Hemisphere with at least 122 aircraft exhibits of 100 different types on display.

TwoTwo more large hangars to the west of the main building are home to the reserve collection and airframes awaiting restoration, in addition to other larger airframes which are parked opposite the museum hangars.

TheThe Aeroclube do Brazil was the first aeronautical organisation formed in the country in October 1911. An airfield site was chosen and opened in 1912 named Campo dos Afonsos, meaning Afonsos Field.

TheThe first Brazilian military aviation school was established at Afonsos Field on 2 Feb 1914 in partnership with the Italian army. With the onset of World War 1 the airfield closed for political reasons, reopening on 29 January 1919, this time in collaboration with the French Military.

TheThe airfield at Afonsos played an important role in the early pioneering days of Brazilian aeronautics, and between 1931 and 1936 the Graf Zeppelin docked at Campo dos Afonsos during its stop overs in Rio de Janeiro.

TheThe Brazilian Air Force claimed exclusive use of the airfield in 1941 when it was officially named Afonsos Air Force Base.

EntranceEntrance security is tight at the museum gate with Afonsos Air Force Base home to several active units: 3'/8'GAv Puma Squadron with H-34 Super Puma, L-42 & T-25 & 1'/1' GTT Coral Squadron equipped with C-130E & H models as well as the search and rescue variant, the SC-130. An Infantry Battalion of the Brazilian Air ForceForce guards the base, and a squadron specialising in rescue missions, Parque de Material Aeronautico dos Afonsos, operates with C-95, C-97, C-98, H-1H, H-50 & H-55s. In addition Afonsos is home to the Brazilian Air Force University.

The Curtiss C-46A Commando, Fairchild C-82A Packet and the two Douglas DC-3/C-47s visible in the image below are all from the Museu Aeroespacial’s reserve collection.

The Museu Aerospacial was created in July 1973 but due to a lack of suitable exhibition space the initial collection of 42 aircraft was stored until the Air Force School of Aeronautics transferred from Afonsos to Pirassununga in São Paulo. The hangar buildings at Afonsos together with its significant aviation history presented an ideal spacespace to display the collection, which officially opened to the public on 18 October 1976.

Visiting on both days over one weekend, photography proved much easier on the Sunday with fewer visitors, though both days were almost deserted for two hours at lunchtime.

Three WACOs of various models headed by this CPF version.

The beautiful Santos-Dumont Demoiselle replica with its translucent skin.

Once you've signed the visitor book at the main entrance to the museum you are immediately immersed in an eclectic mix of early aircraft from both civil & military genres, including replicas of Santos-Dumont No 14-BIS & Santos-Dumont Demoiselle.

AlbertoAlberto Santos-Dumont was Brazil's most famous aviation pioneer. Born in 1873, the heir to a wealthy family of coffee plantation owners, the family sold the business and moved to Paris in 1891. Fascinated at an early age with all things mechanical, Santos-Dumont concentrated on aeronautical study, design & experimentation in Paris.Paris.

Alberto initially took piloted balloon flights, before learning to pilot them himself. It was not long before he’d designed his own balloon and flew his first airship - the Bresil - in 1898. Over the next eight years he designed and flew another 11 balloons.

On 19 October 1901, Alberto piloted his airship Number 6 from the Parc Saint Cloud to the Eiffel Tower and back in less than 30 minutes, winning the Deutsch de la Meurthe prize of 100,000 Francs. Santos-Dumont gave half the money to his flight crew and the other half to the poor of Paris. This gesture captured the imagination of hishis own country’s government who in turn also matched the prize winnings. A celebrity overnight throughout the world, he won several more prizes becoming friends with millionaires, aviation pioneers and royalty.

Santos-Dumont’s interests soon turned to heavier than air aircraft. On 23 October 1906 he piloted 14-Bis, with, crucially, fixed-wheel undercarriage. He flew a distance of 60 metres at an altitude of just five metres.SupportersSupporters of Santos-Dumont maintain to this day his claim that the 14-Bis was technically the first successful fixed-wing aircraft to fly, as the Wright Brothers employed dolly rails and skids to take off and land.

WhateverWhatever your view on this, Alberto Santos-Dumont became and remains one of Brazil’s famous folk heroes.

Three WACOs of various models headed by this CPF version.

The weird and wonderful Caudron G3 was the first aircraft to be successfully looped, way back in 1913!

The beautiful Santos-Dumont Demoiselle replica with its translucent skin.

Above - A variety of images depicting the wide array of displays presented to visitors to the Museu Aeroespacial.

RightRight - Sporting a fetching Brazilian Air Force sillver colour scheme with yellow and green trim, this Beechcraft D17S Staggerwing is very easy on the eye,

LeftLeft - Brazil’s aviation heritage, as you would expect, plays a key role, and this series of panels taken from Brazilian Air Force aircraft and adorned with unit markings is particularly nice.

Santos-Dumont crashed piloting a Demoiselle on 4 January 1910, which led to ill health. He retired from the aviation world and eventually returned to his home country Brazil in 1931. His suicide in 1932 was not without controversy and is said to have been brought on by his depression over the use of aircraft in warfare in Brazil. Santos-Dumont’s heart is preservedpreserved in a special jar and can be found on exhibition with his 'trademark' Panama hat within the dedicated gallery.

The final airframe on the ground floor within the two-storey building is an example of Brazil’s first production-manufactured indigenous aircraft, the Muniz M-7, 27 of which were built between 1937 and 1941.

FirstFirst floor galleries include exhibitions on early flight, Santos-Dumont Gallery, the origins of Brazilian aviation including an original propeller from the Graf Zeppelin, exhibitions on the Brazilian Air Force’s World War II involvement, an air traffic control systems exhibition and the Smoke Squadron Gallery; created on 5 May 1952, Brazil operatesoperates the world’s second oldest military aerobatic team.

Above - A variety of images depicting the wide array of displays presented to visitors to the Museu Aeroespacial.

RightRight - Sporting a fetching Brazilian Air Force sillver colour scheme with yellow and green trim, this Beechcraft D17S Staggerwing is very easy on the eye,

LeftLeft - Brazil’s aviation heritage, as you would expect, plays a key role, and this series of panels taken from Brazilian Air Force aircraft and adorned with unit markings is particularly nice.

Passing out through ’The Embraer Gallery’, cataloguing the success of Brazil’s own aircraft industry you head down stairs to the ground floor out into the first of five hangars.

A single walkway avenue winds its way through all five and is so long it's not possible to see to the other end at all! For best photography inside you'll need a tripod, and with contrasting lighting conditions in the hangars I suggest it is better to visit on a cloudy, overcast day for best results.

Above - The Grumman G-64 (SA-16A) Albatross was used by the Brazilian Air Force in the search and rescue role from 1958 until 1980.

RightRight - The North American F-86K Sabre on display at the museum was built for the West German Air Force in 1956 before being sold to Venezuela in 1966. It was retired in the 1980s and arrived at the museum after an exchange deal for a Fairchild PT-19.

LeftLeft - A Cessna L-19E Bird Dog, as operated by the FAB from 1957 until 1980. The type entered service thanks to the US Military Assistance Program, setup to create security pacts to contain the threat of Soviet expansion.

Above - The Museu Aeroespacial also houses an impressive selection of aero engines.

Above - The Grumman G-64 (SA-16A) Albatross was used by the Brazilian Air Force in the search and rescue role from 1958 until 1980.

RightRight - The North American F-86K Sabre on display at the museum was built for the West German Air Force in 1956 before being sold to Venezuela in 1966. It was retired in the 1980s and arrived at the museum after an exchange deal for a Fairchild PT-19.

LeftLeft - A Cessna L-19E Bird Dog, as operated by the FAB from 1957 until 1980. The type entered service thanks to the US Military Assistance Program, setup to create security pacts to contain the threat of Soviet expansion.

Designed by Aermacchi, the EMB-326 (AT-26) Xavante was the first jet fighter manufactured in Brazil, under license by Embraer.

This Embraer P-95A Bandeirante has only recently joined the main collection.

Examples of the Grumman G-44A Widgeon and the Lockheed L-188A Electra can be found alongside one another. The Widgeon was used by the Brazilian Air Force in the SAR role before the introduction of the Albatross. The Electra on display is PP-VJM, the first example of the type to be delivered to the then national airline, VARIG. It served from 1962 until 1991.

The Embraer EMB-314A (A-29) Super Tucano is still used by the Brazilian Air Force for a variety of surveillance and attack missions.

The Brazilian Air Force operated the Cessna T-37C Dragonfly in the training role between 1968 & 1981. This is one of its 65 examples used.

Examples of the Grumman G-44A Widgeon and the Lockheed L-188A Electra can be found alongside one another. The Widgeon was used by the Brazilian Air Force in the SAR role before the introduction of the Albatross. The Electra on display is PP-VJM, the first example of the type to be delivered to the then national airline, VARIG. It served from 1962 until 1991.

This Fouga CM-170 (T-24) Magister was operated by the Brazilian Air Force’s Smoke Squadron between 1969 and 1974.

Noses of fighter (F8) and trainer (T7) versions of the Gloster Meteor can be seen on the left side of this shot.

This Fouga CM-170 (T-24) Magister was operated by the Brazilian Air Force’s Smoke Squadron between 1969 and 1974.

Above - The Consolidated PBY-5A Catalina was used in FAB service between 1943 and 1982 as a maritime patrol aircraft.

Below - The Hawker Siddeley HS-125 (VU-93) is used by the Brazilian Air Force in a variety of roles including VIP transport and in the calibration of navigation systems. The type first entered FAB service in 1968.

Noses of fighter (F8) and trainer (T7) versions of the Gloster Meteor can be seen on the left side of this shot.

Right - The Dassault Mirage has been an important type for the Brazilian Air Force. In the foreground is Mirage III-EBR (F-103D) FAB 4904. Formula 1 World Chamption and legend Ayrton Senna flew in this particular aircraft in March 1989. The yellow writingwriting under the canopy commemorates this fact. Past the two-seat variant is single-seat F-103E FAB 4913. The Mirage III was the first supersonic type to serve with FAB, and in a range of roles between 1972 and 2005.

Left - The AMX was borne out of a co-operation between Aeritalia, Aermacchi and Brazil’s Embraer, and a substantial number remain active with the FAB today in roles including air combat, ground attack and reconnaissance.

A rare example of a Douglas A-20 Havoc. Despite the fact that almost 7,500 were built, it is believed that only around 15 survive today, with around half of them under restoration, including two said to be being returned to an airworthy condition with separate organisations in the US.

Right - The Dassault Mirage has been an important type for the Brazilian Air Force. In the foreground is Mirage III-EBR (F-103D) FAB 4904. Formula 1 World Chamption and legend Ayrton Senna flew in this particular aircraft in March 1989. The yellow writingwriting under the canopy commemorates this fact. Past the two-seat variant is single-seat F-103E FAB 4913. The Mirage III was the first supersonic type to serve with FAB, and in a range of roles between 1972 and 2005.

Left - The AMX was borne out of a co-operation between Aeritalia, Aermacchi and Brazil’s Embraer, and a substantial number remain active with the FAB today in roles including air combat, ground attack and reconnaissance.

A rare example of a Douglas A-20 Havoc. Despite the fact that almost 7,500 were built, it is believed that only around 15 survive today, with around half of them under restoration, including two said to be being returned to an airworthy condition with separate organisations in the US.

Above - The FAB used the Curtiss P-40N Warhawk for coastal patrol until 1945, after when the type was utilised in the training role. Beyond the P-40 is Republic P-47D Thunderbolt 44-19662. This aircraft flew 93 missions during Brazil’s ‘Campaign of Italy’ with 2nd Lt. Jose Rabelo Meira de Vasconcellos, First Group Fighter Aviation at the controls.

In excess of 75,000 visitors pass through the museum annually, the highlight of which without doubt is the Focke Wulf FW 58B (below), the only example to be found anywhere in the world.

Despite email requests to visit the reserve collection and airframes awaiting restoration prior to my visit it was not possible - a great pity as few if any articles have appeared in over four decades. Brazil’s Museu Aerospacial collection remains as elusive & mysterious as ever.

A recently donated F-104 Starfighter from the Italian Air Force is now on show, but of notable absence - either awaiting restoration, resources or available museum space - amongst others are a Boeing B-17G Flying Fortress, Sepecat Jaguar GR1 XX757, P-47D 'D5', Junkers Ju 52-3m and a De Havilland DH82A Tiger Moth; amazingly the Museu Aerospacial is going to need a bigger building!

ForFor further information and to immerse one’s self into all things aviation Brazilian style, please see http://www.musal.mil.br

The Morane Saulnier MS760 (C-41) Paris was another type to fulfil a number of FAB roles including training, photo-reconnaissance and high-speed transport.

This North American T-6 Texan, FAB 1559, was flown by the late Commander of the Smoke Squadron, Airman Colonel Arthur Antonio Braga, record holder for hours on the type.

When the Base Realignment And Closure (BRAC) commission’s latest round of recommendations became law in November 2005 it affected many Air National Guard units, not least the 186th ARW and its fleet of eight KC-135R Stratotankers. This surprised many observers for a number of reasons. Kevin Jackson reports.

The 186th Air Refueling WingMississippi Air National Guard

“Fueling The Fight”

When the Base Realignment And Closure (BRAC) commission’s latest round of recommendations became law in November 2005 it affected many Air National Guard units, not least the 186th ARW and its fleet of eight KC-135R Stratotankers. This surprised many observers for a number of reasons. Kevin Jackson reports.

The 186th Air Refueling WingMississippi Air National Guard

A photo taken during Fred and Al Keys’ 1935 historic flight in a Curtiss Robin. Several times per day during the 27-day flight another Robin would fly alongside to supply food and supplies via rope and refuel via a rubber hose (Photo courtesy 186th ARW PA)

The BRAC law dictated that the 186th would relinquish its air refuelling role and the KC-135s would be redistributed to other tanker units in more favourable locations to enable quicker overseas deployments. This, despite the fact that the unit’s base at Key Field, on the western edge of Meridian, Mississippi, boasts one of only four full-motion KC-135R simulators throughoutthroughout the ANG and Air Force Reserve and a faultless history of operating the Stratotanker since 1992 - and not forgetting the historic connection of Meridian to the pioneers of air-to-air refuelling.

A Historic Air Refuelling ConnectionKey Field itself owes its name to a historic aviation feat in 1935 that pioneered the concept of air-to-air refuelling. At 1232 local time on 4 June, brothers Al and Fred Key lifted off from the grass strip of Meridian’s airport in an effort to break the world record for sustained flight. The brothers devised a workable method of air-to-air refuelling in order to attempt this feat.feat.

The record they established in their staggering 27 days aloft, totalling 653 hours 34 minutes, remains unbroken in conventional flight. When they landed at 1806 local time on 1 July they were greeted by a crowd of between 30,000 and 40,000 fans. The Meridian airport was renamed “Key Field” in their honour.

The brothers flew an estimated 52,320 miles, or twice the distance around the earth, at an average speed of 80 mph. The engine in their Curtiss Robin Monoplane, the “Ole Miss”, had made some 61 million revolutions. Some 300 gallons (1,135 litres) of oil was used and they consumed 6000 gallons (22,712 litres) of fuel. Flying in shifts, the brothers maintained the aircraft byby walking on a catwalk that went around the sides of the engine.

The Key brothers’ flight proved that air-to-air refuelling worked, with the ability to remain in-flight limited only by the endurance of the flight crew and the structural and mechanical stability of the aircraft.

The U.S. Air Force has continued to refine and improve on this basic principle that was pioneered and proven in Meridian in 1935.

A photo taken during Fred and Al Keys’ 1935 historic flight in a Curtiss Robin. Several times per day during the 27-day flight another Robin would fly alongside to supply food and supplies via rope and refuel via a rubber hose (Photo courtesy 186th ARW PA)

Not that you would know it from looking at it, but this RF-101C Voodoo’s last unit prior to retirement was the 153rd TRS, 186th TRW. Now preserved at Pima Air & Space Museum, Tucson, AZ (Karl Drage)

Going Full Circle, Twice Over The Key brothers are also among the founders of 186th’s parent unit, the 153rd Observation Squadron, which was federally recognised on 27 September 1939. This was Mississippi's first Air National Guard unit and one of the first 13 in the United States. The unit began with 110 members, the Douglas O-38E aircraft, and a tactical reconnaissance mission. Since that time, the unit has flown many different types of aircraft including the P-51 Mustang, Supermarine Spitfire Mark V, Republic P-47, Lockheed RF-80, Republic RF-84 Thunderflash, McDonnell Douglas RF-101 Voodoo and the McDonnell Douglas RF-4C Phantom II.

Not that you would know it from looking at it, but this RF-101C Voodoo’s last unit prior to retirement was the 153rd TRS, 186th TRW. Now preserved at Pima Air & Space Museum, Tucson, AZ (Karl Drage)

RF-4C Phantom II of the 153rd TRS, 186th TRW, MS ANG (United States Air Force)

Going Full Circle, Twice Over The Key brothers are also among the founders of 186th’s parent unit, the 153rd Observation Squadron, which was federally recognised on 27 September 1939. This was Mississippi's first Air National Guard unit and one of the first 13 in the United States. The unit began with 110 members, the Douglas O-38E aircraft, and a tactical reconnaissance mission. Since that time, the unit has flown many different types of aircraft including the P-51 Mustang, Supermarine Spitfire Mark V, Republic P-47, Lockheed RF-80, Republic RF-84 Thunderflash, McDonnell Douglas RF-101 Voodoo and the McDonnell Douglas RF-4C Phantom II.

The last of the MC-12 aircraft departed the ramp early 10 June 2012 bringing to end another historical event at Key Field Air National Guard Base, MS. The aircraft headed to Beale Air Force Base, California, the new home of tactical manned intelligence, surveillance and reconnaissance (ISR) training (Photo courtesy 186th ARW PA)

The 186th ARW is one of 11 ANG units operating the Fairchild RC-26B Metroliner. The aircraft have been primarily used for Department of Defense reconnaissance mission support to various agencies of the Department of Homeland Security such as the United States Coastguard (USCG) and Customs and Border Protection (CBP) (Karl Drage)

Fairchild RC-26B MetrolinerTheThe 186th Air Refueling Wing also operates an RC-26B aircraft, modified to conduct intelligence, surveillance and reconnaissance missions in the US and overseas. At home, the RC-26 supports local, state and federal law enforcement agencies in counterdrug effortsefforts while overseas missions include imagery collection taskings for combat commanders. The RC-26 programme has worked directly with law enforcement agencies since 1996 providing the National Guard with a unique capability to battle the illegal narcoticsnarcotics trade. The RC-26 is manned full-time and the programme is managed through the Mississippi National Guard Counterdrug Coordinator's office in conjunction with other counterdrug programmes that assist communities and the nation throughthrough the Governor's Counterdrug State Plan.

Project LibertyIt was in-part due to this expertise that the wing jump-started the brand new MC-12 ‘Project Liberty’ training mission. The training programme began in earnest in October 2008 when the National Guard Bureau contacted the base leadership about the possibility of utilisingutilising Meridian-based crew members who possess extensive intelligence, surveillance and reconnaissance (ISR) experience in a similar aircraft, the RC-26, to train active duty aviators.

Project Liberty was the code name given to the accelerated programme to acquire and field 37 Beechcraft MC-12W aircraft to bolster the manned ISR mission supporting operations over Iraq and Afghanistan.

The last of the MC-12 aircraft departed the ramp early 10 June 2012 bringing to end another historical event at Key Field Air National Guard Base, MS. The aircraft headed to Beale Air Force Base, California, the new home of tactical manned intelligence, surveillance and reconnaissance (ISR) training (Photo courtesy 186th ARW PA)

The 186th ARW is one of 11 ANG units operating the Fairchild RC-26B Metroliner. The aircraft have been primarily used for Department of Defense reconnaissance mission support to various agencies of the Department of Homeland Security such as the United States Coastguard (USCG) and Customs and Border Protection (CBP) (Karl Drage)

Speaking to Lt. Col. Bradley Crawford, the 186thARW Executive Officer, in early 2009, he spelt out his thoughts on the then new mission: “I think our experience with the RC-26 mission over the last few years had something to do with getting the MC-12W mission here. Ever since we were ‘BRACed’ in 2005 the leadership herehere at the 186th, of the MS National Guard and the political leadership as well as the National Guard Bureau, have been working to find a mission, not to say that this is the mission, but it was certainly on the top of their shortlist to find something to come here.

“Our RC-26 crews have been proficient at this mission for a number of years and had made deployments to SOCOM (Special Operations COMmand) and to CENTCOM (CENTral COMmand) so the experience level is high so I’m sure that had a lot to do with it.

“Although“Although they are familiar with the MC-12’s mission, our guys have had to go through a transition course for the MC-12 to learn how to fly it as they familiarise themselves with the new aircraft. Then they very quickly need to apply themselves to the mission qualification training of the new students, who will already know howhow to fly the C-12 airframe but will need to be trained to operate as a crew and to operate the ISR equipment.”

From early 2009 until 2012 Key Field members trained over 1,200 individuals who immediately put those skills to work by deploying to Iraq and Afghanistan. However, once the initial cadre of crews had been trained and deployed it was decided to consolidate all CONUS MC-12W operations at Beale AFB in California, andand once again the 186th ARW found itself hunting for a flying mission at Key Field.

Three U. S. Air Force C-27J Spartan military transport aircraft from the Mississippi, Maryland and Ohio Air National Guard await cargo to be loaded on the Akron-Canton Regional Airport, Green, Ohio, 3 November 2012. The aircraft were being prepared to support the relief efforts of the New York National Guard in Brooklyn, NY, for the victims of Hurricane Sandy. Marking the first ever C-27J Domestic Operation sorties (U. S. Air Force Photo by Tech. Sgt. Richard L. Smith)

Enter the SpartanInIn 2011, with the KC-135 Stratotanker and MC-12W flying mission leaving Key Field, the 186th Air Refueling Wing was chosen to fly the Alenia/L3 Communications C-27J tactical airlift aircraft and provide the mission qualification training for all service members. The aircraft was selected as the Joint Cargo Aircraft (JCA) for thethe United States military. Although the plan was for the initial order for 38 C-27Js to be entirely operated by the Air National Guard for direct

support of the United States Army, today both Army National Guard and Air National Guard flight crews support the fielding of the aircraft.

TheThe Air Force told Key Field officials it would establish a C-27J training unit mission that would bring two additional planes to Meridian in the next few years, increasing the total to six. 142 MS ANG personnel would be associated with the mission by 2015 with a further 200 personnel

Three U. S. Air Force C-27J Spartan military transport aircraft from the Mississippi, Maryland and Ohio Air National Guard await cargo to be loaded on the Akron-Canton Regional Airport, Green, Ohio, 3 November 2012. The aircraft were being prepared to support the relief efforts of the New York National Guard in Brooklyn, NY, for the victims of Hurricane Sandy. Marking the first ever C-27J Domestic Operation sorties (U. S. Air Force Photo by Tech. Sgt. Richard L. Smith)

rotating through the base for training.

About FaceShortlyShortly following the first deliveries to Key Field and the type’s first domestic response deployment, in support of the Hurricane Sandy relief effort in November 2012, the 186th ARW was once again asked to close down a mission

and fly the C-27Js into storage after the U.S. Department of Defense announced plans to remove all 38 C-27Js on order from the U.S. Air Force's inventory, based on excess intra-theatre airlift force structure and budgetary pressures. The hunt was, once again, on for a flying mission for the unit, but options were fast running out.

Stratotanker ReturnsCol.Col. Franklin Chalk, commander of the 186th ARW up until November 2013, was influential in the push to keep a flying mission at Key Field throughout the upheavals of the BRAC decision to remove the long-standing fleet of KC-135s, the short MC-12W training mission and the even shorter C-27J training mission.

AlongsideAlongside national and state representatives, leaders of the Mississippi National Guard, and local lobbying groups, Col. Franklin has secured the return of the KC-135R to Meridian. The first of eight Stratotankers, Tail number 57-1486, arrived at Key Field on 10 June 2013 from the 121st ARW, Ohio ANG, and by the end of September the

186th was back in the air refuelling business.

"We"We will be transitioning pilots back from the C-27 Spartan planes and the MC-12s and getting the maintenance crews up to speed on the tankers," Col. Chalk said. "Since we lost the tankers the maintenance crews have been pretty stagnant because private firms did the maintenance on the C-27s."

"The"The KC-135 is going to be in the inventory for many, many more years," continued Col. Chalk. "And basically the base was designed as an air refueling wing base. And we're glad to get back into that mission."

A brace of 186th ARW Mississippi ANG KC-135Rs sit side-by-side on the Key Field ramp (Kevin Jackson)

Flying and Maintaining the KC-135RBack in March 2009 the author flew with the 186th ARW on a two-ship KC-135R local training mission. Lt. Col. Rich Gaddis describes the mission objectives and TSgt. Joey Watson gives a maintainer’s perspective of keeping the fifty-year-old KC-135s mission ready:

GaddisGaddis is one of the nucleus of full-time Guardsmen who keep the day-to-day operations running. “Some of our traditional guardsmen pilots are airline employees who only get to fly this airplane once or twice a month so our main day-to-day operations are tailored to get the practice they need, so that if worst comes to worst we’re proficient enough to drop everything and react to any emergency scenarios.”

24 March Mission Objectives:“There were multiple layers of training events to achieve yesterday.”

The Receivers’ training events:

“The“The F-15 schoolhouse at Tyndall AFB; they have an air refuelling track that they use primarily for different tankers to come in. We had three F-15s yesterday that needed a little practice, first to find the tanker and safely join up on the tanker so they could get their gas. Two of the F-15s had students in the front seat with instructors in the back. The students have a very limited exposure during their syllabus to practisepractise refuelling. The next time they hit a tanker could be at their first assigned base and they will have to get that gas. So they have to be proficient enough at AR procedures early on in their careers.”

Kevin Jackson

Main - Captain and co-pilot bring the KC-135 to life as four other examples watch on; Right - Once airborne, the boom operator is responsible for recording details of the receivers and fuel delivered; Far right - Another F-15 is cleared to contact.

The tanker crew’s training events:“For our training events we had two part-timers from various backgrounds who needed to come in and top up their proficiency training.

“We“We had two tankers together, so, flying formation, that steps up our pulse a little bit because we don’t do that every day. We do it once or twice a week as a unit and that was our opportunity yesterday, and as many radios we have - and all that is going on - adds a complexity to it.

“In“In between our refuelling and us separating for the return leg, we had one more objective, our tactics. We don’t often get to practise our own rendezvous on another tanker. We took turns where one tanker would set up in a specified orbit and the other tanker would get far enough away you could not see him and then they would electronically and visuallyvisually re-join on the other tanker. Doing that at 400mph at different angles, and as slow as our airplane turns means practising this regularly to refresh our own skills at accomplishing that manoeuvre to get to where we wanted to be, which is about a mile separation, which is the normal distance we fly in formation.

“Once we had done with the formation training we could then go and practise some approach work and touch-and-gos individually.

“So those three parts: the refuelling, the tactical flying and re-joins and coming back for some pattern work.

“Once“Once the crew for that mission is solidified, we’ll take a look at what training requirements they need to remain proficient. For instance on yesterday’s flight, Chuck McQueen needed Auto-Pilot off, and we very seldom do auto-pilot off with fighters but he hand flew the whole pattern with all three receivers so that if the auto pilot ever fails he can still complete the mission safely.”complete the mission safely.”

All images this spread Kevin Jackson

Regular customers:“Tyndall is a regular training customer, also our neighbouring MS ANG C-17 unit at Jackson, who we fly with two or three times a week; there’s B-52s out of Barksdale, A-10s from Moody AFB and also F-16s and F-15s from other ANG bases such as Montgomery and New Orleans.”

A B-52H from Barksdale’s 93rd BS takes on fuel from a 186th ARW KC-135R (Kevin Jackson)

Left - Proudly displaying its USAF allegiance, KC-135R 58-0059 is seen inside the hangar receiving some tender loving care from her dedicated team of maintainers; Middle - All work undertaken has to be recorded in the aircraft’s individual tech log; Right - A sunny Key Field scene with two 186th ARW aircraft basking in the conditions. All images this spread Kevin Jackson

Reliability:“You“You are giving me the chance to brag about our maintenance people! I’ve flown Active Duty and with other Guard units around the fleet; when we own those jets for years and years like the ANG does, the maintainers have the opportunity to put more work into them than their Active Duty counterparts can afford to whenwhen they only have that jet for two or three years. I’m very proud of our maintainers for keeping these jets in great shape despite their age. For instance yesterday’s jet was a 1957 model - that’s 52 years old, and that’s a testament to how well the aircraft is built and to how well it’s been maintained over the years.”

TSgt Joey Watson – Crew Chief for KC-135R 57-2597.TSgt Watson spent nine and a half years as a contract maintainer of T/A-4s and T-2s at the Naval Training Wing at NAS Meridian.

“Generally“Generally all of our tankers have been good jets over the years. I mean, I can sit here and brag, it’s all a part of being closely involved with the same airplane; it develops a personality of its own. We have a nickname for it, we call it ‘Mission Maker’ as we like to think it has always been ready to step in should another jet hit a snag and need replacing for that day’s mission. It’s more of a jokey thing between us maintainers. It has actually done that a number of times and it instils a sense of pride that it performs so well.

“The“The airframe is just awesome; I personally think it’s the best airframe in the inventory. I think we’ve got to have the highest mission capable percentage rate of any plane out there. For a plane that was built in the ‘50s, the airframe is amazing. ‘597 has the highest hours of all our unit’s KC-135s but to look at them you’d never know it. They come back from the depot PDM and they are telling us these jets are in great shape.”

Left - Proudly displaying its USAF allegiance, KC-135R 58-0059 is seen inside the hangar receiving some tender loving care from her dedicated team of maintainers; Middle - All work undertaken has to be recorded in the aircraft’s individual tech log; Right - A sunny Key Field scene with two 186th ARW aircraft basking in the conditions. All images this spread Kevin Jackson

Secure FutureAsAs the new 186th ARW commander, Col. Mike Nabors takes the reins from Col. Chalk. The future for the unit finally seems secure in the air-to-air refuelling role for the foreseeable future, something the base always seemed destined for, because of the exploits of the Key Brothers in 1935.

TheThe author would like to thank Lt. Col. Crawford, Lt. Col. Gaddis and the entire 186th ARW team for their help with the preparation of this article.

TSgt Joey Watson – Crew Chief for KC-135R 57-2597.TSgt Watson spent nine and a half years as a contract maintainer of T/A-4s and T-2s at the Naval Training Wing at NAS Meridian.

“Generally“Generally all of our tankers have been good jets over the years. I mean, I can sit here and brag, it’s all a part of being closely involved with the same airplane; it develops a personality of its own. We have a nickname for it, we call it ‘Mission Maker’ as we like to think it has always been ready to step in should another jet hit a snag and need replacing for that day’s mission. It’s more of a jokey thing between us maintainers. It has actually done that a number of times and it instils a sense of pride that it performs so well.

“The“The airframe is just awesome; I personally think it’s the best airframe in the inventory. I think we’ve got to have the highest mission capable percentage rate of any plane out there. For a plane that was built in the ‘50s, the airframe is amazing. ‘597 has the highest hours of all our unit’s KC-135s but to look at them you’d never know it. They come back from the depot PDM and they are telling us these jets are in great shape.”

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and more...all in Issue 23Issue 23 of Global Aviation Magazine will be online 18 April

If you’ve not seen Steve Comber’s set of pictures on the Global Aviation Resource website from this year’s Operation Daedalus, held to secure the airspace for the 2014 World Economic Forum in Davos, Switzerland, here’s one shot as a taster of one of the best sets of pictures I’ve seen in ages. Go and take a look at the rest by following the link below! - Karl Drage, Editor

http://globalaviationresource.com/v2/Hfv19

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