A380PLUS • 737 MAX 10 • AIRBUS RACER

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INTERNATIONAL

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AUGUST 2017
Vol.93 No.2
INTERNATIONAL
UK £4.90 For the best in modern military and commercial aviation

C Series
Bombardier’s
Big Promise

Alaska’s
Northern Edge
Air Battle of a Lifetime - DC-3 Dakota
to F-35B Lightning IIs

EA-18G Growler
Schoolhouse
Learning, Operating and Jamming

Centenari Su-22 Fitter Aviadarts 2017

Italy’s 5 Centennial Squadrons Still Serving Poland Fulcrums, Flankers, Fullbacks
 FRE NEW
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AIRSCENE Su-22 FITTER

04 All the latest military and commercial stories from
around the aviation world.
72 Alexander Mladenov explains the upgraded Su-22
Fitter earmarked to continue in Polish Air Force
service until 2025.
A380PLUS
06 Mark Broadbent details the A380 upgrade studies. ÁMBAR

THE NEED FOR SPEED

80 Roberto Yáñez and Alex Rodríguez report on the first
deployment of Ejército del Aire EF-18M Hornets on
NATO’s Baltic Air Policing mission.
08 Ian Frain describes the forthcoming tech demonstrator
helicopter, the Airbus RACER.
INTEROPERATING WITH THE F-35

22
ANOTHER MAX
Mark Broadbent looks at the fourth 737 MAX variant.
84 Ian Harding writes about the synthetic training
currently under way to prepare for the UK carriers
and the F-35B Lightning II.

BOMBARDIER’S C SERIES ARCTIC CHALLENGE

32 An in-depth profile of the Bombardier C Series – the
aircraft, the engines, the operators, the specs. 88 Marcus Vallianos reports from Finland on this year’s
edition of Exercise Arctic Challenge.

ALASKA’S EXERCISE NORTHERN AVIADARTS 2017

48 EDGE: A FIGHT OF A LIFETIME
Mark Ayton reports from Alaska on Northern Edge 92 Alexander Mladenov and Andrey Zinchuk report on
the fifth edition of the Russian Air and Space Force’s
2017, the most complex and robust exercise to date. gunnery and bombing competition.

EA-18G GROWLER CENTENARI

58 Mark Ayton details the training mission of Electronic
Attack Squadron 129, the EA-18G schoolhouse and 96 Riccardo Niccoli visited Grosseto Air Base where
the Aeronautica Militare Italiana celebrated the 100th
repository of electronic attack in the US Navy. anniversary of five Italian fighter squadrons.

Editor Mark Ayton Assistant Editor Mark Broadbent Editor’s Secretary Melissa Smith Advertisement Manager Ian Maxwell Group Editor Nigel Price
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3
 SCENE
Around the Aviation World

Boom Details
Refined XB-1
COVER CREDITS MAIN IMAGE: Matthias Geiger/AirTeamImages LEFT INSET: Airbus Helicopters MIDDLE INSET: Alexander Mladenov RIGHT INSET: Airbus

The Boom Supersonic XB-1 is set to fly in 2018. This aircraft will be a
demonstrator for a proposed 55-seat supersonic airliner. Boom Supersonic

Boom Supersonic used the recent Paris Air
Show to provide more details of its XB-1
supersonic demonstrator aircraft due to fly
next year as the Denver, Colorado-based
start-up company works towards developing
a supersonic airliner.
An external review verifying the XB-1 design
meets performance and safety standards
ahead of component manufacturing and
assembly has led to some design changes
since Boom announced the XB-1 last
autumn. The XB-1 now has a third inlet in
the tail to provide greater propulsion system
stability and a modified vertical tail to improve
performance in crosswind conditions.
The two-seat XB-1 will be 68ft (20m) in
length, have a 17ft (5m) wingspan, a 15,400lb
(6,985kg) maximum take-off weight and a
Mach 2.2 cruise speed. With a refined delta
wing and swept trailing edge, the aircraft
will be powered by three non-afterburning
General Electric J85-21 engines featuring
proprietary variable-geometry intakes and
exhausts.
The XB-1 will use Honeywell avionics, Tencate
carbon fibre and Stratasys 3D-printed
components. Final assembly and vehicle
integration is taking place at Boom’s facility at
Centennial Airport. Subsonic flight testing will
be conducted near Denver and supersonic
test flights near Edwards Air Force Base.
Boom’s plans call for the XB-1 to demonstrate
technologies that can be put into a supersonic
airliner seating up to 55 passengers (plus two
pilots and four flight attendants). This follow-
on aircraft will be 170ft (51m) long, have a
60ft (18m) wingspan, a Mach 2.2 long-range
cruise speed and 9,000nm (16,668km)
range.
Boom says it has secured 76 orders for
this planned aircraft from five airlines. Blake
Scholl, the company’s founder and Chief
Executive Officer, said: “Airlines are excited
for something new and different to offer their
passengers.” Last November Virgin Group
chairman Sir Richard Branson revealed Virgin
Atlantic had signed for ten aircraft. Virgin
Galactic is to assist with manufacturing and
testing through its manufacturing arm, The
Spaceship Company. Mark Broadbent

Bell 525 Relentless Resumes 777

Flight Testing ecoDemonstrator
A FedEx 777 Freighter is to be the
next round in the ongoing Boeing
ecoDemonstrator Programme. The
manufacturer said the 777 will test a
compact thrust reverser developed
by Boeing designed to save fuel,
flight deck improvements to aid
efficient operations at busy airports
and prototype parts using new
manufacturing techniques that reduce
material waste. The testing is scheduled
to be carried out over a three-month
period in 2018, after which the 777F
used will be returned to FedEx service.
Previous rounds of ecoDemonstrator
testing have used a 737-800, a 787-8,
a 757 and most recently an Embraer
E175. The ecoDemonstrator is a multi-
On July 7 Bell Helicopter announced the Bell 525 Relentless programme has resumed flight test year initiative assessing a broad range
activity after receiving experimental certificate renewal from the Federal Aviation Administration (FAA). of emerging technologies to put into
Bell Helicopter President and CEO, Mitch Snyder said the company had worked with the National current-production and future aircraft.
Transportation Safety Board and the FAA since the crash of the first prototype FTV-1, registration Mark Broadbent
N525TA, on July 6 last year, adding the team is focused on certification in 2018. Photo Bell Helicopter

4 WWW www.airinternational.com @ airnews@keypublishing.com www.facebook.com/airinternationalmagazine


Futuristic M-60 at Le Bourget
The central place among models of
currently produced military and civilian
aircraft in the hall of the Russian United
Aircraft Corporation at the 52nd Paris Air
Show at Le Bourget was occupied by the
futuristic M-60 project.
The M-60 is a product of the EMZ
Myasishchev design team at Zhukovsky.
It is one of many proposals for a
breakthrough product for the Russian
aircraft industry. Funding for this research,
called Samolet-2020 (Airplane-2020),
commenced in 2011. Suggestions for
Airplane-2020 include, among others, a
120-tonne supersonic executive aircraft, a
long-range flying wing passenger aircraft
and an aircraft powered by cryogenic fuel.
The core of the M-60 project is its wide,
flat lifting body that acts as a small
aspect-ratio wing. The sides of the body
create the leading edge of a high sweep
angle and generate two powerful vortices,
allowing for an airflow without separation
around the body in a wide range of
angles of attack. The low mounted wings
are lightly swept high-aspect ratio with a
supercritical section. A V-shaped tail is
attached to the top of the body with the
engines between the fins. According to
the company this configuration allows for
a very high lift-to-drag ratio at Mach 0.76.
Another advantage is the exceptionally
large capacity of the fuselage.
The position of the engines means there
are no limitations to their diameter and
VSR700 Demonstrator Flies
Initial flight trials of the VSR700 optionally piloted vehicle demonstrator will focus on refining
the automatic flight control system before tests without a safety pilot aboard. Airbus Helicopters
The VSR700 optionally piloted vehicle (OPV)
demonstrator F-WVSR has undertaken its
first autonomous flights. This aircraft is under
joint development by Airbus Helicopters and
Hélicoptères Guimbal, which manufactures
the civil-certified Cabri G2 helicopter from
which the VSR700 is derived.
Initial flight trials will focus on refining the
OPV’s automatic flight control system. Tests
to assess the VSR700’s flight envelope for
shipborne operations recently took place
therefore the bypass ratio. The vortices
generated by the body deflect the
boundary layer from the upper surface
of the body or fuselage, which makes
the air intakes more efficient with no risk
of flameout. The position of the engines
also protects them from foreign object
damage and their noise is screened by
the empennage and rear fuselage.
Getting these advantages comes at a
price. Manufacturing the wide lifting body
is a huge technological challenge. The
distinctive shape is formed by inflating
the composite structure of the M-60
fuselage from the inside. Historically,
the problem of preventing the fuselage
ending up as a circle, rather than the
preferred oval, has been insurmountable
and additional reinforcements had to be
used to obtain the necessary strength
with a Marine Nationale (French Navy) air
defence frigate using a manned Cabri G2.
All the trials pave the way for a first flight
of the full VSR700 OPV prototype in 2018.
The VSR700 is being designed as a
light military rotary-wing tactical UAV for
shipborne operations and to conduct
land-based ISTAR. It will have a maximum
payload capacity of up to 250kg (551lb)
and more than ten hours’ endurance.
Mark Broadbent
SCENE
of the oval fuselage, adding weight and
cost. Myasishchev claims that by using
new technologies it is possible to design
a pressurised lifting body of a weight
and strength similar to a conventional
fuselage of circular section. Currently
the company is building a section of oval
fuselage with a lattice structure made of
composites, which will be later used for
fatigue tests.
Older readers may remember earlier
iterations of the M-60 project, which was
begun by a Myasishchev team as early
as 1979 and then reappeared in various
forms over the decades.
Currently the M-60 is being considered
in the Perspektivnyi Transportnyi Samolet
(Future Transport Aircraft) competition for
a family of transport aircraft with a load
capacity of 80 to 240 tonnes. Piotr Butowski
Russian Airliner
Consolidation
Russia’s United Aircraft Corporation (UAC)
will bring its airliner development and
production programmes together under
Sukhoi Civil Aircraft Corporation (SCAC)
as part of a reorganisation. In addition to
producing its SSJ-100 Superjet, SCAC
will assume responsibility for the Ilyushin
Il-114V turboprop and the Russian-
Chinese widebody joint venture, which
SCAC’s design bureau is currently
working on. The Irkut MC-21 airliner
will also be put under SCAC, which will
be rebranded to reflect its new larger
responsibilities. The new arrangement,
intended to provide a single brand
and source for Russian airliners in the
international market, was due to be
highlighted at the MAKS air show in July.
Production of the SSJ-100 is projected
to remain at the current level of 35 per
year, despite the recent decision by
SCAC’s Italian partner Leonardo to
reduce its level of participation in the
programme. In addition to further sales
to Russia’s Aeroflot, SCAC is negotiating
a potential follow-on order for ten SSJ-
100s with Mexico’s Interjet. David C Isby
5
 SCENE

A380plus
Airbus is proposing several upgrades for the A380. Mark Broadbent

A
outlines the latest development study for the European super jumbo
irbus used the recent Another part of the A380plus studies is designed to best optimise the A380’s
52nd International an enhanced maximum take-off weight cavernous 550m2 (5,920ft2) useable floor
Paris Air Show at Le (MTOW) of 578,000kg (1,274,271lb), up space. The cabin enablers would raise the
Bourget to announce from the standard 575,000kg (1,267,658lb). super jumbo’s typical four-class capacity
a development study Airbus says this would give the A380plus to 575 seats.
looking at a range a range of 8,250nm (15,279km), only This is further evidence of the trend in
of potential product marginally down on the 8,290nm the commercial aircraft market to maximise
enhancements for (15,353km) range of the current A380 seat counts, which is driving manufacturers
its flagship A380, assuming a 497-seat, four-class seat layout. to offer aircraft with more seats (as per
packaged under (Airbus says 497 is the average seat count Boeing launching the 737 MAX 10, see
the name A380plus. on in-service A380s, although in reality p22-23) and airlines to reconfigure in-
some airlines fly more passengers than that service aircraft with higher capacity. More
Winglets and MTOW – for example, some Emirates aircraft have seats maximises load factors, which cuts
The most notable element of the study 517 seats, Air France’s have 507 and China seat-mile costs and (if an airline can fill the
is the addition of large winglets. During Southern Airlines’ have 506.) aircraft) raises revenues.
the Le Bourget week, A380 test aircraft It is also proposed to extend The cabin enablers comprise several
F-WWDD (msn 4) – now a permanent static maintenance check intervals, reduce internal modifications. Relocating the
exhibit at the Musée de l’Air on the airfield downtime at the aircraft’s six-year forward stairs that connect the main
– was displayed with mock-up winglets check and improve systems to reduce deck and upper deck from Door 1 to
featuring a 3.5m (11ft 4in) uplet and a 1.2m maintenance costs. Door 2 would create room for 20 more
(3ft 9in) downlet. Airbus says the winglets, passengers. Installing a new aft galley
together with other, as yet unspecified Changing the Cabin stair module with a straight/square (rather
changes to the wing configuration to Another part of the A380plus proposals than spiral) staircase at the rear of the
reduce drag, should provide a fuel burn involves what Airbus calls cabin enablers; cabin would make room for 14 more
saving of 4%. that is, new seating layout options main deck seats.

The A380 test aircraft

F-WWDD (msn 4), now
a permanent static
exhibit at the Musée de
l’Air at Le Bourget, was
displayed with mock-up
winglets during the
Paris week to highlight
the A380plus studies.
All photos P Pigeyre/Airbus
unless stated

6 www.facebook.com/airinternationalmagazine

Airbus says the winglets, featuring a 3.5m
(11ft 4in) uplet and a 1.2m (3ft 9in) downlet,
together with wing configuration changes to
reduce drag should provide a fuel burn saving
of 4%.
New forward stairs are among several
proposed changes to the cabin that would
raise the A380’s four-class capacity to 575
seats. Airbus
Creating a new combined flight
crew and cabin crew rest area on the
lower deck (by remoing the current
flight crew rest area in the mezzanine
at Door 1) would release capacity
for three extra main deck premium
economy seats. A further 11 main
deck premium economy seats would
be created by a new nine-abreast
seating layout.
Space for ten more business class
seats on the upper deck would be created
by removing sidewall stowage. Lastly, a
new economy class arrangement would
create 23 more seats on the main deck.
John Leahy, Airbus Chief Operating
Officer – Customers, hailed the A380plus
proposals as, “an efficient way to offer
even better economics and improved
operational performance”.
Emirates
Airbus will, of course, hope the A380plus
concept leads to greater interest in the
super jumbo. It’s now nearly 17 years since
the A380’s launch, but since then Airbus
has sold just 318 examples. More than a
third of these aircraft, 140, have been sold
to just one customer, Emirates, for which
the A380 has helped turn the Dubai-based
airline into a huge global force. Emirates
had 95 A380s in service by early July, more
than any other airline by some distance
(Singapore Airlines is next with 19), and it is
due to receive its 100th A380 in the autumn.
During the Paris week, Emirates
President Sir Tim Clark told a news
conference Emirates would “bite [Airbus’s]
arms off” if Airbus could deliver numbers
of 4% lower fuel burn and 13% better per-
seat costs.
Clark added a caveat that he’d want to
introduce the A380plus enhancements as
retrofits to aircraft already in service, but
Airbus says the changes would only be
available as line-fits on new-build aircraft
and not as retrofits. Clark said: “If it’s going
to cost me $10 million a pop [to retrofit] we
probably wouldn’t do it.”
This doesn’t necessarily mean Emirates
wouldn’t be interested in the A380plus.
Even after its 100th example is delivered
the Gulf airline will still have 40 A380
orders and it is conceivable later aircraft in
the backlog could be configured with the
A380plus package. Clark said: “The back
25 [aircraft] could easily be adapted.”
Towards an A380neo?
Beyond the announcements at Le Bourget,
there is a wider issue with the A380: re-
SCENE
engining. Clark has repeatedly stated how
Emirates would like Airbus to bring out an
A380neo (new engine option). In response,
Airbus executives have repeatedly said
there’s no business case for such a project.
A key reason for this view is that new,
more efficient turbofan engines that could
make an A380neo viable won’t become
available until the 2020s.
One interpretation of the A380plus could
be that the aerodynamic and configuration
changes it would introduce might lay the
groundwork for any future step to produce
an A380neo.
However, industry analyst Richard
Aboulafia of the Teal Group isn’t so sure.
Here’s his opinion, expressed to AIR
International: “Airbus is obligated to do
what it can, within reason, to save the
A380. It is not obligated to throw away
the $1–2 billion needed to re-engine the
type; it is merely obligated, by customers
and suppliers, to spend the minimum
necessary to show that they are still
supporting this aircraft in the market. The
A380plus is exactly that: a cheap and
cheerful way of showing they are keeping
the faith.”
The fact that A380 sales have become
rare events – there have been none since
All Nippon Airways ordered three early
in 2016, and before that the last big
commitment was Emirates’ most recent
repeat order (for 50 jets) in November 2014
– has led to questions about the A380’s
long-term future.
The A380 is well suited to markets with
plentiful passenger demand (for instance,
some routes between major hub airports),
and Airbus remains steadfast in its view
that rising air travel demand will cause
congestion and lead to demand for more
high-capacity airliners like the A380.
However, widebody aircraft purchases
continue to be, as they have been for
years, largely focused on the efficient twin-
jets such as the A350 XWB and the 777.
Aboulafia’s opinion on the latest
developments in the A380 programme is
blunt: “The A380plus is basically pre-
funeral window-dressing.”
Nearly 17 years after its launch
and more than 12 since its
first flight the A380 still draws
attention – but only 318 have
been sold. F Lancelot/Airbus
7
 SCENE
The Need for
A
irbus Helicopters
revealed the
RACER high speed
demonstrator during
the second day of
the Paris Air Show
2017. Standing for
Rapid And Cost
Effective Rotorcraft,
RACER is being
developed as part of the European Union
(EU) Clean Sky 2 initiative. RACER is
designed to achieve high speed in rotorcraft
while sustaining mission performance and
cost efficiency. The RACER demonstrator
is also being designed with an ease of
maintenance in mind.
International Co-operation
The Clean Sky initiative is funded by the
EU Horizon 2020 programme and its aim is
to reduce CO2 emissions and aircraft noise
by developing cutting-edge technologies.
The organisation is made up of a public
private partnership.
There are 13 industrial partners involved
in the RACER project. These include the
Italian company Avio Aero, UK-based
GKN Aerospace, the DLR (Deutsches
Zentrum für Luft und Raumfahrt or German
Aerospace Centre) and ONERA (Office
National d’Etudes et de Recherches
Aérospatiales or French Aeronautics, Space
The unique box wing of the RACER is designed to provide maximum aerodynamic efficiency and lift in the cruise.
All photos Airbus Helicopters
8 WWW www.airinternational.com @ airnews@keypublishing.com
and Defence Research Centre).
Avio Aero will be manufacturing the entire
power transmission which includes the two
side and one main gearboxes, while GKN
is involved in manufacturing the box wing.
The DLR is playing a key role in the RACER
by designing the wing and the tailplane.
For this the DLR Institute of
Aerodynamics and Flow Technology, based
in Braunschweig, is involved in improving
the tailboom aerodynamics with the aim of
producing good manoeuvrability, stability of
the airframe and reducing air resistance.
Lastly, the DLR is conducting analysis of
the acoustic properties of the RACER under
different conditions. This is carried out
in co-operation with ONERA; they are also
contributing to the design of the propellers
and the vertical stabilisers.
X3 and Bluecopter Heritage
Eurocopter, as Airbus Helicopters was
then known, had built and flown the X3
high speed demonstrator between 2010
and 2013. The X3 validated the idea of
combining both the traditional configuration
of main rotors and lateral rotors
successfully, thus proving the compound
helicopter concept. The X3 had flown more
than 140 hours by June 2013.
Airbus Helicopters first flew the
Bluecopter demonstrator in June 2015.
The Bluecopter engines had a unique
www.facebook.com/airinternationalmagazine
‘eco-mode’ which works by shutting off
one engine. This function is based on an
automatic control system that assists the
crew and ensures safe operation of the
aircraft. Subsequently the remaining engine
operates more efficiently and the fuel
consumption is drastically reduced. These
elements of the X3 and Bluecopter will be
found in the RACER.
Unique Design
The RACER has a number of unique and
interesting features such as the box wing
design, which provides aerodynamic
efficiency and lift in the cruise. The box
wing design is also intended to provide lift
by two plates and subsequently protect the
passengers from the props.
Another key feature of the design is
that the downwash from the main rotor
blades is minimised by reducing the vertical
signature. The fully faired rotorhead is
intended to have drag and weight reduction
in forward flight and a low vibration level
within the full speed range.
The low drag fuselage is designed
with various missions in mind and also
includes the retractable undercarriage
which can land in all kinds of adverse
terrain.
The RACER airframe will be made of
a hybrid metallic composite structure,
which reduces weight. Also contributing

or Speed
to reduced weight is a high voltage direct
current electrical generation.
In terms of safety, the RACER will have
full autorotative capability and no transition
between hover and cruise.
High-Speed, Low-Cost Eco
The RACER is expected to fly at a speed
in excess of 220kts (407km/h) and operate
at a range of 400nm (1,370km). It will be
powered by twin Rolls-Royce/Turbomeca
RTM322 engines, which have an eco mode
built into the system. The eco mode works
on the principle of providing a ‘stop and
start’ of one engine in flight, thus saving
fuel and operating at a reduced cost. The
advantage of the eco mode is it is possible
to fly at the longer range. The push prop
design is there to generate thrust in forward
flight while having the option of flying with
one engine; a speed of 140kts (259km/h) is
achievable.
The Golden Hour
Speed is of the essence when it comes to
parapublic roles and search and rescue
(SAR). The RACER will be capable of
responding to incidents and subsequently
fly the victims/patients to a hospital far
quicker than current conventional rotorcraft.
This will hopefully narrow the margins in the
Golden Hour where the medical profession
determines that a trauma patient has
more of a chance to recover if treatment is
administered in that time.
Elements of the X3 and Bluecopter, which
respectively demonstrated the compound
helicopter concept and an engine eco mode,
are part of the RACER design.
SCENE
Ian Frain looks at the
RACER, a new high-
speed helicopter
concept unveiled by
Airbus Helicopters
Airbus Helicopters says the
RACER, which is due to fly
in 2020, will offer a 50%
increase in speed over a
conventional helicopter.
Air support is a vital tool of any law
enforcement unit, so the RACER can be
seen as an ideal platform for many of the
missions expected of it. This can range
from searching for suspects or missing
individuals to rapid response to an
incident. The RACER’s range and speed
can also mean fewer bases are needed
across the country.
Another mission that requires greater
distances to be covered in a shorter time
is passenger transportation, especially for
those involved in offshore oil exploration.
Currently in a number of countries there is
need for oil workers to fly in a commercial
fixed wing airliner to an airport and
subsequently complete their journey by
helicopter. The RACER might be able to
remove the need for a fixed wing element
from these missions.
The RACER demonstrator is expected
to undergo final assembly during 2019 and
subsequently fly the following year. The
cost of the RACER will be around 20%
to 25% more than current conventional
rotorcraft today. It is also expected that
the industry as a whole will accept the
increase as a compromise for the 50%
increase in speed compared to
current helicopter types.
9
 SCENE

Airdrops
and QRA by Jan Kraak
In a first for Opération Barkhane, according to a May
17 press release, the Armée de l’Air carried out its
first airdrop by means of an extraction parachute over
Madama in the north of Niger in late April.

One of the EC145s assigned to the rotary wing of the French

Gendarmerie. In 2018 the wing will receive a replacement for the
EC145 that crashed in the Pyrenees last year. Jan Kraak

The previous 48 air-drops by French
forces in the Sahel region, all carried out
in 2016, were standard parachute drops.
The newly adopted technique allows the
dropping of larger and heavier loads over
the target areas, which are often forward
operating bases (FOBs) located in remote
areas difficult to access by road. Using the
extraction parachute method means that
more water, rations, fuel and materiel can
be delivered in a single sortie, resulting in
fewer re-supply sorties to the FOBs. This
in turns relieves some of the operational
pressure on the French tactical transport
assets in the region. There is one drawback
in that the extraction parachute involves
additional work for those on the ground; the
kits are re-usable so ground forces have to
collect them for future re-deployment.
A French Ministry of Defence press
release on June 23 regarding German-
French cooperation at the airbase of
Niamey in Niger provided a few details
about the two Luftwaffe C-160D Transalls
deployed there since April 1, 2016. The
press release gives an account of the help
that French mechanics provided to their
German colleagues on May 24, 2017 when
they helped repair a refrigerator, needed
to keep medical supplies cool, aboard a
MEDEVAC-configured Transall. According
to the Armée de l’Air, French personnel
regularly assist the 40-strong German
forces whenever the C-160s encounter
technical issues. Furthermore, the press
release notes that, although the German
deployment operates under the mandate
of the United Nations Multidimensional
Integrated Stabilization Mission in Mali
(MINUSMA) and the EU-Training Mission in
Mali (EUTM), the Transalls can be tasked to
fly logistical support missions for Barkhane.
The Armée de l’Air flew two Mirage
2000Ds as well as two Mirage 2000Ns
to N’Djamena in Chad on June 6 as
replacements for the four Mirages deployed
there for some months.
On July 1, a heavy storm passed through
N’Djamena airport, which is not only
home to the French air-assets assigned to
Opération Barkhane but also to the majority
of the Chadian Air Force fleet. The storm
devastated the airport and several hangars
were destroyed. Photos published by the
Chadian newspaper Tchadactuel show
three AS350/AS550 Fennec helicopters
that appear to be write offs as well as
several damaged aircraft: one MiG-29
Fulcrum, two Su-25 Frogfoots and a Pilatus
PC12. There are no photos of the French
aircraft present at N’Djamena at the time of
the storm but several French media outlets
have quoted sources within the French
Ministry of Defence as having said that one
C-135FR sustained minor damage and
two CASA CN235s need to be inspected
by specialists from Airbus, which may
suggest that the damage to the CN235s
is substantial. This is not the first time
heavy winds have damaged French aircraft
deployed for Opération Serval/Barkhane;
three Aviation Légère de l’Armée de Terre
(ALAT) Pumas were completely written
off when they were blown over during a
sandstorm in 2013.
In an article published on July 4, French
newspaper Ouest-France disclosed a
request for proposal (RFP) for the charter

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of two transport aircraft for France’s
special forces – the Sabre task force
– based at Ouagadougou in Burkina
Faso. The machines would be used
across Burkina Faso, the Central African
Republic, Chad, Cameroun, Gabon,
Ivory Coast, Libya, Mali, Mauritania,
Niger and Senegal. According to Ouest-
France the RFP, which expires on July
25, 2017 concerns two categories of
light to medium transport aircraft. Firstly,
an unspecified type of Beechcraft
capable of carrying 800kg (1,764lb) or
six personnel over a distance of 1,000km
(540 nautical miles) from Base Aérienne
511 Ouagadougou. Second on the list is
an Antonov 26-100 type able to carry five
tonnes or 25 personnel over the same
distance. The contract would initially
be for six months and, according to the
newspaper, can be renewed up to five
times, bringing the potential length of the
contract up to 36 months. The winner of
the contract will be expected to provide
the aircraft and their crews 24 hours a day,
seven days a week and 365 days a year.
Quick Reaction Alert
at Évreux
After the closure of BA110 Creil-Senlis,
the Armée de l’Air started working on a
QRA facility at BA105 Évreux-Fauville.
The facility, which consists of three aircraft
shelters and housing facilities for the
airmen on QRA-duty, was first tested
in March 2017. Although Mirage 2000s
and Rafales can be accommodated, so
far only the latter have been deployed to
Évreux. From June to July, two Rafales
from Escadron de Chasse 30 at BA118
Mont-de-Marsan were based at BA105
to provide a QRA capacity close to the
French capital during the Le Bourget air
show and the Bastille Day flypast on July
14. According to a local newspaper, Évreux
will become a permanent QRA facility by
late 2017 or early 2018. The QRA at BA705
Tours-Saint Symphorien will end when
the airbase closes in 2018, so Évreux will
be the sole QRA facility in central France.
Besides its proximity to Paris, the base
is also located reasonably close to the
English Channel, making it a suitable base
SCENE
Two Rafales at the QRA compound
at BA118 in May 2017. Both aircraft
are equipped with two MICA IR and
two MICA EM missiles. Jan Kraak
from which to launch intercepts of Russian
long-range bombers when they fly off the
French coast.
New H145 for the
Gendarmerie
According to an Airbus Helicopters press
release on June 20, 2017 the rotary wing of
the French Gendarmerie, Forces Aériennes
de la Gendarmerie Nationale (FAGN), has
ordered an additional H145. After the crash
on May 20, 2016 of one of the H145s
assigned to the Détachement Aérien at
Tarbes, in which all four Gendarmes on
board perished, the FAGN fleet included
26 AS350BA/AS350B2s, 15 EC135T2s and
14 EC145s. As the H135 is not as powerful
as the EC145, it cannot be assigned to
mountainous areas so a H135 cannot be
used to replace a H145, leaving a capability
gap following last year’s crash. According
to the Airbus press release the new H145
will be delivered to the FAGN in 2018. The
helicopter will have the same configuration
as the 14 EC145s already in service
with the Gendarmerie.
11
 SCENE

Draken L-159s Debut in the Netherlands

The L-159s participated in the final part of the FWIT’s air-to-air phase, which lasted until July 14; this year’s course runs between April 24 and
November 9. Kees van der Mark

Four Aero L-159E ALCAs (Advanced
Light Combat Aircraft) operated by
Lakeland, Florida-based contractor Draken
International deployed to Leeuwarden
Air Base in the Netherlands during June
and July. The jets were at Leeuwarden
to participate in the Fighter Weapons
Instructor Training (FWIT) course.
The ALCAs arrived at Leeuwarden after
a ferry flight from Nellis Air Force Base,
Nevada, on June 22. Their four-day journey
included a fuel stop at Prestwick, Scotland.
The L-159s were contracted to operate as
Red Air assets in the FWIT via Draken’s
strategic partner Skyline Aviation, a Dutch
company based at Groningen-Eelde. The
company has supported the Dutch armed
forces for almost 20 years, using a Learjet
36A, a Stemme S15 and two Aero L-39s.
The returned to the United States on July
12.
Draken’s L-159Es are former Czech Air
Force aircraft built in 2000-2002. Soon
after the type entered service, the Czech
Air Force fleet was reduced from 72 to
24, with surplus aircraft put in storage.
Draken acquired 14 from Aero Vodochody
in July 2014, with an option for another
14. Since the first aircraft was handed
over on September 30, 2015, 11 have
been delivered to Draken, with a projected
fleet of 21 by the end of 2017. The aircraft
deploying to the Netherlands included
N159EM (ex-6034), N258EM (ex-6022),
N259EM (ex-6030) and N262EM (ex-6040).
N159EM had a white-grey-black arctic
camouflage colour scheme applied, while
the others were finished in the standard
two-tone grey scheme used by the Czech
Air Force. During their stay at Leeuwarden,
the ALCAs carried both Draken and Skyline
titles and emblems.

New Brigades
Caihong 5 According to Russian newspaper Izvestya,
two Russian Army Aviation air bases will be
enlarged to brigade status during 2017 in
the Central and Eastern military districts.
Each brigade will comprise four component
squadrons (compared to two at the existing
air bases) and an independent flight
equipped with Mi-26 heavy-lift helicopters,
tasked to support all branches of the armed
services in territory of their military district;
with the main task to facilitate mobility of
the front-line units and provide fire support.
A serial production version of the CH-5 Caihong 5 (Rainbow) made its maiden flight in Hebel Each brigade will have a fleet of up to 88
Province in northern China on July 14. First flown in August 2015, the completely revised version helicopters, roughly half of which will be
of the CH-5 was first unveiled at the 2016 Zhuhai Air Show last November. Compared to the attack types and the other half heavy-lift
prototype, the new version of the CH-5 is more aerodynamically refined, and has sleeker lines in
transport types.
order to improve stealth-characteristics. Andreas Rupprecht

Bangladeshi Belorussian Su-30SMs

Helicopters
Rosoboronexport, Russia’s arms trade
agency concluded a contract with
Bangladesh for a batch of five Mi-171Sh
assault transport helicopters on June 13.
All five helicopters will be produced at
the Ulan-Ude Aviation Plant in eastern
Siberia. Deliveries are expected in 2018.
Alexander Mladenov
A government-to-government contract
was signed in June between Russia and
Belorussia covering delivery of Su-30SM
fighter aircraft produced by Irkut Corp at its
IAZ plant in Irkutsk. Details of the contract
were revealed by Dmitry Shugaev, director of
Russia’s Federal Service for Military-Technical
Cooperation, the country’s arms export
control authority.
As many as 12 aircraft are believed to be
included in the contract but no delivery
schedule has been revealed.
In addition to the Su-30SMs, Major General
Oleg Dvigalev, Belorussian Air and Air Defence
Force Commander-in-Chief, has claimed the
country is also set to purchase an additional
four Yak-130 jet trainers to complement the
eight currently in service. Alexander Mladenov

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 SCENE

Ukrainian Mi-14 Overhauls

The annexation of the Crimea in March 2014
created many problems for the Ukraine Navy’s
only aviation unit - 10 Mors’ka Aviatsiyna
Brihada (MABr or Naval Aviation Brigade),
operating a mix of former Soviet naval aircraft
and helicopters such as Be-12s, Ka-27s and
Mi-14s. Many now require overhaul, but plants
specialized for the types are in the Crimea and
their services are no longer available.
Recently, the problem was partially solved. The
Aviakon plant at Konotop was certified for the
Mi-14 after overhauling anti-submarine warfare
variant Mi-14PL, serial number 35 Yellow (c/n
78494), stored since 1993. Its service life has
been extended by eight years or 1,000 flight
hours and the aircraft returned to 10 MABr on
March 16; a day after Aviakon was contracted
to overhaul search and rescue variant Mi-
14PS side number 34 Yellow (c/n 75099).
With the overhaul of Mi-14PL side number
36 (c/n 78495) Yellow due to be awarded in
July 2017, it is expected that all four Ukrainian
Mi-14s will be operational by 2018. The fourth Recently overhauled Mi-14PL 35 Yellow of 10 MABr deploys divers during a search and
example is Mi-14PL serial number 37 Yellow rescue exercise which formed part of the Ukrainian Navy Day held in the port of Odesa
(c/n 78461). Vladimir Trendafilovski on July 2, 2017. Sergey Smolentsev

Polish G550

Gulfstream G550 0001 (c/n 5547) was officially handed over to the Siły Powietrzne RP (Air Force of the Republic of Poland) at Gulfstream’s service
centre at Appleton, Wisconsin on June 18. The aircraft was delivered to 1 Baza Lotnictwa Transportowego (1 BLTr or 1st Air Transport Base) at
Warszawa-Okecie on June 21. Gulfstream G550 0001 is the first of two ordered by the Polish Ministry of Defence in November 2016 for PLN 440
million. A second example should be delivered in July with full operational capability expected in September. Pawel Bondaryk/Lotnictwo.net

Silver Transall

To celebrate its 60th anniversary, Lufttransportgeschwader 61 (LTG 61 or Air Transport Wing) based at Landsberg in southern Germany has
painted Transall C-160D in an overall silver finish with a large side number/registration, representing the German-assigned prototypes of
the German-French C-160 back in the 1960s and 1970s. With continuing deliveries of A400M Atlas transport aircraft delivered to LTG 62 at
Wunsdorf and LTG 63 at Hohn soldiering on with the Transall for a few more years, LTG 61 will be disbanded in the coming months.
Kees van der Mark

13
 SCENE
Waiting for
a Decision by David C Isby
The proposals are in. Now it
is up to the United States Air
Force to decide the winner.
The deadline for the US Air Force’s T-X
trainer competition was June 28. The
Air Force will choose the winner
before the end of the year.
Further delays in the T-X programme
appear unlikely, or at least unwise. There
has already been a seven-year slippage in
its schedule since 2011. As more F-35A
Lightning IIs enter service with the Air
Force, there is a strong impetus to deliver a
trainer intended to produce pilots for fifth-
generation fighters as soon as possible.
On June 23, the House Armed Services
Committee’s Tactical Air and Land Forces
subcommittee explicitly stated that it does
not want to see any more delays to the
T-X, currently scheduled to achieve initial
operational capability in FY2024 and full
operational capability in FY2034.
The T-X Competition
The T-X winner will receive a contract,
estimated as being worth some $16 billion,
for five engineering and manufacturing
development aircraft followed by some
350 US Air Force aircraft built in low-rate
initial production and full-rate production.
Follow-on US Air Force orders and export
sales are likely. Among the many countries
watching the T-X competition, Australia
needs to produce F-35 pilots and wants to
replace its current BAE Hawks within ten
years. If Belgium decides to buy F-35s, as
is likely, it may go with the T-X to replace
its Alpha Jet trainers. Other international
buyers, while they may be interested in
taking advantage of the economies of
scale available through buying the US
Air Force’s advanced trainer, are unlikely
to require the demanding performance
embodied in the US Air Force’s key
performance parameters (KPPs) that
demand a high level of performance,
especially in manoeuvrability, from the T-X
competitors
While the results of test flying taking
place before June 28 may be considered
by the Air Force in deciding the winner,
14 WWW www.airinternational.com @ airnews@keypublishing.com
there will not be a formal fly-off between
the competing designs. What remains
uncertain is whether the winner – provided
it meets the KPPs – will be determined
by its performance or by its price. The
credibility of these figures, provided in
the proposals by the manufacturers, is a
critical issue.
Three teams have announced they
have submitted T-X proposals. Boeing-
Saab is competing with its clean-sheet
design TX. The second Boeing-Saab TX
prototype flew for the first time on April
24 at Boeing’s St Louis, Missouri facility.
Lockheed-Korean Aerospace Industries
(KAI) is competing with its T-50A, an
upgraded version of the T-50 currently
in service with the Republic of Korea
Air Force. The US-based subsidiary of
Italy’s Leonardo, Leonardo DRS (which
split with former teammate Raytheon
in January), is offering its T-100. This is
an upgraded version of the Leonardo
M-346 design. Stavatti Aerospace
announced it was going to submit its
Javelin Jet trainer, but little more has been
heard about this design. Other possible
submissions, including the Freedom
Trainer from a Turkish Aircraft Industries
(TAI)-Sierra Nevada team, appear not to
have materialised. Northrop Grumman,
BAE Systems and Textron all dropped out
earlier this year.
US Air Force Chief of Staff General
David Goldfein has not been disappointed
by possible competitors deciding not to
bid. Rather, he sees this as evidence that
the Air Force’s efforts to be more open
with industry about what it really wants
– something that has often been opaque
in previous procurements – has allowed
industry to make more informed bid/no
bid decisions. Speaking in Washington
on February 7, he said: “As long as we
www.facebook.com/airinternationalmagazine
have a competition, and it is an informed
competition as a result of this ongoing
dialogue, I think we are in a good place.”
He showed no interest in expanding the
competition by dialling back the KPPs.
Is it all about the Money?
Air Force leaders read the newspapers.
From them and information on the
competitors (all are publicly traded
corporations), they can see that each
one generally has a good balance sheet.
It may appear to the Air Force it can
expect to be offered a good price on
procurement. Reportedly, one of the
reasons that Raytheon walked away from
its partnership with Leonardo was that
it did not see itself being able to make
money producing a T-X that would meet
the KPPs yet still be competitive in price.
No team is likely to have submitted a bid
where it ends up losing money on each
airplane as it is rolls out of the factory with
the intention of making it up over the life
of the programme, as Boeing did with its
first contract for KC-46A Pegasus tankers.
Boeing’s out-of-pocket costs on that
programme have been punishing.
The US Air Force’s presumed emphasis
on cost is thought to give the advantage to
the T-50A, a proven design dating back to
the 1980s. Its cost estimates ($21 to $30
million per aircraft in production quantities)
are based on years of experience. The
Boeing-Saab TX (whose cost parameters
are largely unknown), as a clean-sheet
design, offers improved design and
manufacturing technology and savings
inherent in Boeing’s experience with
the cost-shaving commercial market.
Boeing’s Phantom Works has invested
extensively in developing the capability
to produce high-technology aircraft in a
limited timeframe. The T-100 procurement
 SCENE

The first test flight of Lockheed Martin’s

second T-50A configured aircraft
occurred on July 25, 2016. Lockheed Martin

cost has been estimated at $25 to $30 task trainers and instructor and mission Who Wins?
million, but Leonardo claims it has the planning stations are required to be The accepted wisdom is Washington is
lowest procurement cost of all. Indeed, the included in the GBTS to equip five Air that, with the Air Force facing the bow
T-100’s M-346 version cost significantly Education and Training Command bases. wave of increased aircraft procurement
less than the T-50 in Poland’s trainer The rationale behind the Air Force costs into the next decade, cost will be
competition, which it won. However, the requirement for an integrated trainer- above all other considerations if the aircraft
US Air Force’s lack of a track record with simulator system is to ensure that meets the KPPs.
Leonardo, proposing to build the trainers at (relatively) low-cost simulator time can The odds are reckoned by some familiar
a new factory, may undercut the credibility be used to hone skills learned during with the programme as being around 60:40
of its costing. high-cost flight time (currently some in favour of the T-50A, with a few points
All three competitors use engines $9,000 per hour for the T-38C Talon left over for an upset by the outsider T-100.
designed and built in the United States advanced trainers). The team, if there is Accepted wisdom in Washington is often
(two in the case of the T-100). All three one, that can claim an advantage in its wrong, however, as anyone that has read
types will have final assembly facilities GBTS could end up shaping the result of a newspaper since the last election
in the United States: St Louis, Missouri the competition. doubtlessly realises.
(with a Boeing-estimated gain of 1,800
jobs), for Boeing-Saab; Greenville, South
Carolina, for Lockheed Martin-KAI; and
Tuskegee, Alabama, for Leonardo DRS.
(The location for the proposed plant was
moved from Meridian, Mississippi, when
Raytheon dropped out). The amount of
foreign content in production aircraft may
also have an impact; Leonardo claims it
will build its trainers in Alabama with less
foreign content than Boeing builds into its
airliners in South Carolina.
The impact of cost may – providing
the KPPs are met – shift some of the Air
Force’s weight in its decision away from
the T-X itself to the other elements of each
teams’ submissions. All three proposals
were required to include embedded
training systems as part of a ground-
based training system (GBTS) package.
The highest-visibility part of this package
is some 40 weapon system trainers/
operational flight trainer simulators.
Boeing and Lockheed Martin are acting
as prime contractors for their teams’
Lockheed Martin’s two T-50A aircraft, TX-1 and TX-2, are based at Greenville Donaldson
simulators. Leonardo is using simulators Airport, South Carolina. The US Air Force’s presumed emphasis on cost is thought to give
produced by CAE. the advantage to the T-50A which is estimated to cost $21 and $30 million per aircraft in
Electronic classrooms, a training production quantities. Lockheed Martin wins outright based on availability of good images of
management information system, part- their jets! Lockheed Martin

15
 SCENE

MiG-29 Retirements Singapore’s

The last operational MiG-29 unit in the Russian
Air and Space Force, the 14th IAP (Istrebitelnyi
Aviatsionnyi Polk or Fighter Aviation Regiment)
based at Kursk Khalino, 90km from the border
with Ukraine, is retiring its MiGs. In June, the
regiment received its first two Su-30SM multi-
role fighters to replace the MiG-29SMTs. By the
end of the year an entire squadron (12 aircraft)
will be equipped with Su-30SMs, followed
by the entire regiment. It is not known, where
the MiG-29s will be transferred to; probably a
training base.
Two other operational regiments, the 120th SAP
(Smeshannyi Aviatsionnyi Polk or Composite
Aviation Regiment) based at Domna, 350km
from the Chinese border, and the 31st IAP
based at Millerovo, 20km from the Ukrainian
border, retired their MiG-29s between 2014 and
2016, also replacing them with new Su-30SMs.
The Russian Air and Space Force still has
about 100 MiG-29s assigned to three training
bases at Privolzhsky (Astrakhan), Armavir and
Kushchevskaya. Two other squadrons still fly
the MiG-29; the Strizhi (Swifts) aerobatic team
based at Kubinka and another at Erebuni Air
Base in Armenia. Piotr Butowski
Upgraded
Apaches
The Republic of Singapore Air Force
(RSAF) has started upgrading its fleet
of AH-64D Apache Longbow attack
helicopters. According to the Singapore
Ministry of Defence (MINDEF). The
upgrade involves equipping the AH-
64D with a Helicopter Integrated
Electronic Warfare System to enhance
survivability and SATCOM for more
robust communications. 
The upgrade package is similar to the
configuration of the Israel Defence
Force AH-64D-I Saraf, which features
two SATCOM antennas on the outer
wings, new chaff and flare dispensers
on the trailing wing edges and the tail
boom.
MINDEF has not confirmed which
self-protection system is included in
the Apache upgrade but the system
involved could be based on the Elbit
Systems’ Passive Airborne Warning
System or the Elisra Seraph self-

Grizzlies Showcase the Reaper protection system. Chen Chuanren

ScorpionsConduct
Weapon Testing
The first production standard Textron
Aviation Scorpion jet is conducting its
inaugural weapons test on Naval Air Systems
Command’s Atlantic Test Ranges (ATR) near
Naval Air Station Patuxent River, Maryland.
On July 12, Stuart Rogerson and Dan Hinson
successfully completed a series of weapon
separation tests with 2.75” Hydra 70 rockets
on each outboard station. In three days,
the Textron Aviation test team successfully
carried three different load configurations on
California Air National Guard’s 163rd Attack Wing (ATKW) based at March Air Reserve Base
three consecutive days launching rockets
held a formal ceremony introducing the MQ-9 Reaper remotely piloted aircraft to the base
and the local community on June 14. The Reaper is now flown by the 163rd ATKW from March on day one, firing HMP-400 LCC gun pods
following completion of the move from Victorville, California, the initial operating site. Six MQ-9 on day two, and dropping 500lb GBU-12
Reapers, including 11-4166/CA, are based at March. Dan Stijovich laser-guided bombs on day three.

Bolivian RJ70
Avro RJ70 FAB-107 arrived at Southend Airport on July 15 on its ferry flight to TAM
Bolivia, the military airline of the Fuerza Aerea Boliviana (Bolivian Air Force). The aircraft
had been held in open storage at Bacau, Romania for eight years in the colours of former
Indian operator MDLR Airlines, which ceased operations in 2009. Keith Burton

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 SCENE

Gripen E’s Maiden Flight Dutch F-16s

Prepared for
Delivery to Jordan
The Dutch Defence Materiel Organisation
(DMO) is currently preparing 15 KoninLijke
Luchtmacht (Royal Netherlands Air Force
or RNLAF) F-16s for delivery to the Royal
Jordanian Air Force (RJAF). A total of
13 F-16AMs and two F-16BMs – that
were among 19 RNLAF F-16s declared
surplus in April 2011 – were sold to
Jordan in 2013. In recent years, the jets
On June 15, the first prototype Saab JAS 39E Gripen 39-8 made its maiden flight from were stored at Volkel Air Base pending
Linköping flown by a Saab test pilot. During the 40-minute flight over the eastern part of delivery to the RJAF, making functional
Östergötland, the aircraft conducted various test points including retraction and extension of check flights every now and then to
the landing gear. Saab keep them airworthy. The aircraft are
now being modified to the configuration

Burundi Gulfstream IV agreed in the deal and have their RJAF

markings applied. Work on the F-16s
is mainly carried out at Volkel, although
Leeuwarden Air Base and the RNLAF’s
Logistic Centre at Woensdrecht Air Base
are also involved. In May two of the
future RJAF aircraft, F-16AM J-199 and
F-16BM J-208, flew a number of test
sorties from Leeuwarden related to the
specific Jordan Mid-Life Update (MLU)
M5 configuration.
These are not the first Dutch F-16s to be
transferred to Jordan – the RJAF took
delivery of six former RNLAF F-16BMs
Seen at Cuatro Vientos aerodrome, Madrid is Gulfstream IV 9U-BKB (c/n 1151), the largest
private jet to ever land at the airfield. Although nothing was reported about its arrival in in July 2009.
Spain, the aircraft is understood to have arrived due to maintenance issues. Roberto Yáñez Delivery of the latest batch of 15 F-16s
to is expected in late 2017 and early
2018. The RNLAF currently has 68

Anniversary Mako F-16s remaining in its inventory, of which

61 (52 F-16AMs and nine F-16BMs) are
assigned to three operational squadrons,
a flight test unit in the Netherlands and
a training unit assigned to Arizona Air
National Guard’s 162nd Fighter Wing
based at Tucson International Airport.
The other aircraft are operational
reserves. The RNLAF will replace the
F-16s with at least 37 F-35As from
2019. The F-16 is expected to continue
in RNLAF service until 2024, possibly
Air Force Reserve Command’s 482nd Fighter Wing based at Homestead Air Reserve Base in southern longer. Kees van der Mark
Florida has painted F-16C 88-0440 in a striking black, blue and white colour scheme. The scheme
features a stylized Mako shark (the Wing uses the nickname Makos) has been applied to mark the 55th
anniversary of the 10th Air Force on February 12, 2017. The 10th Air Force is one of three numbered
air forces assigned to Air Force Reserve Command and has its headquarters at Naval Air Station Joint Be-200s for China
Reserve Base Fort Worth, Texas where this shot was taken on July 7. Carl Richards The first export contract for the Beriev Be-

Armée de l’Air PC-21 200 jet amphibian was signed on June 26.
Chinese company Leader Energy Aircraft
Manufacturing Co has ordered two aircraft
with options for two more. This is a firm
contract which followed the signature
of a Memorandum of Understanding
between TANTK Beriev, the Be-200’s
design authority and manufacturer and the
Chinese company, during Air Show China
at Zhuhai in November 2016.
In addition, to the two Be-200s, the
Chinese company also ordered two Be-
103s propeller amphibians, and is setting-
up license production, a maintenance
The first Pilatus PC-21 for the Armée de l’Air (French Air Force) wearing Swiss registration centre for amphibian aircraft and a training
HB-HVA (to become 293/709-FC) made its first flight on July 10. Based on the expected military centre for pilots and technicians for the two
code, the aircraft is likely to be assigned to BA709 Cognac-Châteaubernard. Stephan Widmer types in China. Alexander Mladenov

17
 SCENE

First Kill, Criticality a

Cooperation by Rick Burgess A T-45C Goshawk training aircraft
assigned to Carrier Training Wing 2
launches from the flight deck of the
The shooting down of a Syrian jet fighter on June 18, aircraft carrier USS Dwight D. Eisenhower
(CVN 69). Mass Communication Specialist Seaman
2017, marks the first aerial victory for the F/A-18 Super Zach Sleeper/US Navy
Hornet strike fighter in its 15 years of combat service,
and the first aerial victory for a Navy jet since Operation Desert
Storm in 1991.
“On June 18 at 18:43hrs, a Syrian that a VFA-87 pilot scored the kill. The
regime Su-22 military jet aircraft dropped weapon used by the Super Hornet in the
bombs near Syrian Democratic Forces engagement has not been announced.
fighters south of Tabqah, Syria, and, in Until June 18, the most recent US aerial
accordance with rules of engagement victory against a manned aircraft occurred
and in collective self-defence of coalition on May 4, 1999, when an US Air Force
partnered forces, was immediately shot F-16C shot down a Serbian Air Force MiG-
down by a US F/A-18E Super Hornet 29 fighter over the former Yugoslavia.
aircraft,” the Department of Defense said
in a release of the same date. The Su-22 is CMV-22B Criticality
a Soviet-built fighter and one of the oldest When the Navy deploys its future CMV-
tactical jets in the Syrian Air Force. 22B Osprey carrier onboard delivery (COD)
The victorious single-seat F/A-18E aircraft on aircraft carriers, the Ospreys will
Super Hornet was from a squadron operate coincident with the deployment of
assigned to Carrier Air Wing 8 (CVW-8) F-35C Lightning II strike fighters.
onboard the aircraft carrier USS George Testifying before the Senate Armed
H.W. Bush (CVN 77), operating in the Services seapower subcommittee in
Eastern Mediterranean Sea. Carrier Air Washington on June 13, 2017, Rear
Wing 8 includes four F/A-18-equipped Admiral DeWolfe Miller, the Navy’s director
strike fighter (VFA) squadrons, two (VFA-31 of air warfare, said: “The CMV-22s are
and VFA-87) fly F/A-18E Super Hornets, going to be tied to our F-35C deployments
one (VFA-213) with two-seat F/A-18Fs on the carriers. It’s the only thing that can
and one (VFA-37) with F/A-18C classic carrier the engine [the Pratt & Whitney The Navy is requesting six CMV-22Bs in
Hornets. The Navy has not announced F135] on board. That’s clearly going to its FY2018 budget proposal. The aircraft
which F/A-18E squadron was credited be critical as we sustain that airplane [the will be initially based on the West Coast
with the shoot-down, but one source said F-35C] into the future.” to support carrier deployments as they
begin to replace C-2A Greyhound COD
aircraft. The service intends to procure 44
CMV-22Bs.

Trilateral Cooperation
Three nations have entered into an
agreement centred on the P-8A Poseidon
maritime surveillance aircraft to strengthen
the security environment of the North
Atlantic Ocean.
“Today, Norway, the United Kingdom
and the United States signed a statement
of intent to lay out guiding principles for a
trilateral partnership with P-8A aircraft to
address the changing security environment
in the North Atlantic,” the US Department of
Defense said in a June 29, 2017, release.
“This agreement establishes a
framework for further cooperation in areas
such as readiness, enhancing defence
capability and interoperability.”
A T-45C Goshawk assigned to Carrier Training Wing 2 makes an arrested landing aboard USS The three nations have a long history
Dwight D. Eisenhower (CVN 69). Mass Communication Specialist 3rd Class Nathan Beard/US Navy of maritime patrol cooperation, often tag-

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y and Trilateral
teaming in tracking ships and submarines.
The Royal Air Force and the Kongelige
Norske Luftforsvaret (Royal Norwegian Air
Force) are procuring nine and five P-8As
respectively. The US Navy’s programme of
record is 109 P-8As, although the service
hopes to restore the number to 117.
The Kongelige Norske Luftforsvaret has
flown P-3 Orion maritime patrol aircraft in
the maritime patrol role since the 1960s
and has been an important force in the
tracking of Soviet and now Russian naval
activity.
With the purchase of the P-8, the Royal
Air Force is reinstating a maritime patrol
force, one that was shut down in 2011 with
the retirement of the indigenous Nimrod
MR2 maritime patrol aircraft.
Resumption
The Navy plans to resume training student
aviators in their full syllabus in the T-45
Goshawk jet by the end of summer, a
senior Navy admiral said. Training flights
in the T-45 were suspended in April after
a series of physiological episodes (PEs)
involving hypoxia-affected pilots.
During a June 15 teleconference
from the Pentagon on the results of a
comprehensive review of airborne PEs in
the T-45 and F/A-18 jet aircraft in the last
six months, Vice Admiral Bill Moran, Vice
Chief of Naval Operations, told reporters:
“Our instructors are flying the [T-45]
today with a new mask configuration.
Instructors are doing warm-up flights and
using that mask before we put students
[back] in the airplane and can be sure that
they understand procedures and how to
operate it.
“We expect to get our student pilots
back in the airplane for warm-up flights
sometime in the next couple of weeks. As
more airplanes are modified with water
separators, bleed-air shutoff valves [and
other modifications to the onboard oxygen
generation system], then we will be able
to ramp up to full-syllabus flights near the
end of the summer.”
On June 13, Vice Admiral Paul
Grosklags, testifying on the FY2018
budget proposal before the Senate Armed
Services seapower subcommittee, said
the T-45 training suspension had delayed
SCENE
about 25 student aviators per month: “By
the end of June, we will have racked up
about 75 students that have been delayed
going to the next squadron, which would
be the fleet replacement squadron.”
He said instructor pilots have been flying
currency flights in the T-45 up to altitudes
of 5,000ft above sea level — well below
the 10,000ft altitude at which supplemental
oxygen is needed — and gravities of less
than 2g.
The Navy has taken several T-45s to the
Naval Air Warfare Center Aircraft Division at
Naval Air Station Patuxent River, Maryland,
where Admiral Grosklags said: “We [the
Navy] had torn some of them apart to
the extent that we took every single
component in that breathing gas path out
of the aircraft, starting with the engine and
going through the entire system, inspecting
all the piping in between all the way up to
the [pilot’s] mask and the vests that the
aircrew wear.”
Grosklags also said the Navy has
instrumented some of the problem T-45s to
try to detect problems in real time, with
no smoking gun to date.
19
 SCENE
Digital Deve
Digital innovation to help decision-making is an ever-more important area, and as
Mark Broadbent reports it was a major theme at the recent Paris Air Show
B
ig data is a
key business
catchphrase today;
it broadly refers
to the gathering,
storage and usage
of information. It
is nothing new
in aerospace; for
decades, sensors on
aircraft and engines have collected data.
However, as the IT industry analyst
Doug Laney – who coined the term in
the early 2000s – has observed, because
hardware is connected to the internet, the
volume, velocity and variety of information
generated today is much greater.
Unsurprisingly, given the complexity of
aircraft, their engines and systems, big
data is a big issue for original equipment
manufacturers in aerospace. They have
developed advanced analytics and various
applications for health management,
diagnostics, prognostics and predictive
maintenance.
As Ted Colbert, Chief Information Officer
and Senior Vice President of Information
and Analytics at Boeing, remarked:
“The amount of data created today is
unprecedented; but it’s not about the data
on its own, it’s also what you do with it.”
Reflecting big data’s importance in
aerospace, digital innovation is increasingly
high on the agenda at the industry’s major
Airbus launched its Skywise open data platform at the Paris Air Show, and the company intends
to make it available for all its products – airliners, helicopters and military aircraft. P Pigeyre/Airbus
20 WWW www.airinternational.com @ airnews@keypublishing.com
trade events. The recent Paris Air Show
was no exception.
Airbus Skywise
On the opening day of the show, Airbus
announced an open data platform called
Skywise. Developed in conjunction
with the technology company Palantir,
Skywise integrates data from numerous
sources across an airline. These sources
include complete data from on-board
sensors, post-flight and pilot reports and
maintenance, repair and overhaul (MRO)
information such as spares inventories,
operational interruption history, parts
replacements, aircraft condition monitoring
reports, technical documentation and
service bulletins. Skywise uses all this
information, and more, in different apps.
During Paris, Airbus revealed several
early adopters of various Skywise apps.
Looking at how different operators
are using different apps highlights the
capabilities the system as a whole
provides.
Emirates is using an app that provides
real-time heath monitoring and predictive
maintenance information. The UK’s
easyJet also uses Skywise to provide
fleet-wide predictive maintenance.
According to Airbus: “This capability
[with easyJet] has successfully prevented
technical delays normally caused by the
removal of aircraft components, including
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integrated drive generators, high-pressure
valves and radio altimeters.”
AirAsia uses an app that integrates
AMOS data (the industry-standard
MRO management software) to monitor
component reliability and identify rogue
components and repetitive faults. AirAsia
also uses an app called Quiver, which
visualises large-scale sensor data to
support flight operations analysis.
Delta Air Lines is set to use predictive
modelling of components and systems
to identify upcoming operational
interruptions. Hong Kong Airlines uses an
app called the Idle Factor Optimisation
Tool, which automatically adjusts the flight
plan in the flight management system to
avoid fuel overconsumption on descent
and approach. Airbus says this app will
help airlines save up to 70kg (154lb) of fuel
per descent on a single-aisle aircraft, and
up to 210kg (463lb) on an A380.
At the end of this summer, JetBlue is
set to deploy a Scheduled Maintenance
Optimiser app to support heavy
maintenance planning. Another low-cost
operator, Peach, is using Skywise to track
unscheduled removals on parts, run Weibull
distributions (used in reliability engineering
to determine the optimal parts replacement
schedule) and to visualise flight paths to
assist with efficient route planning.
Although all these apps involve airlines,
Airbus said it intends to make Skywise and
its capabilities available for the company’s
helicopters and military aircraft.
Rockwell Collins FOMAX
A further Airbus digital development
at Paris was the European company
selecting the Rockwell Collins flight
operations and maintenance exchanger
(FOMAX) on the A320 family, which is
designed to keep operators wirelessly
but securely connected to their aircraft. A
compact connectivity unit collects aircraft
maintenance and performance data and
automatically sends it to ground-based
operations. The unit also sends data
automatically to mobile applications used
by flight crews, such as weather, flight
planning, logbooks and maintenance
prediction and performance calculators.
GE Aviation and AT&T
GE Aviation is a big player in digital
innovation in aerospace; the company says
it collects data for over 45% of the world’s
 SCENE

velopments
commercial aircraft. It has a range of
products offering reporting, data analytics,
parts tracking, condition monitoring,
diagnostics and prognostics.
During Paris, GE Aviation announced
a partnership with AT&T to connect
the on-board and off-board portions
of the GE Aviation Aircraft Health and
Trend Monitoring System (AHTMS) on
Gulfstream G500, G600, G650 and
G650ER business jets.
The partnership means that when
one of these Gulfstream variants lands,
the AHTMS wirelessly connects to
the AT&T control centre and sends
data to the operator about usage, fuel
consumption, pressures, temperatures
and operations.
The idea is to speed up the early
detection of any faults and give more The Gulfstream G500 and its G600, G650 and G650ER are to benefit from an agreement
notice of scheduled maintenance; it also announced at Paris between GE Aviation and AT&T that connects the on-board and off-board
enables time-stamped data about the portions of the GE Aviation Aircraft Health and Trend Monitoring System on these aircraft.
aircraft to be sent to Gulfstream to support Gulfstream Aerospace
specialists undertaking data queries or
fleet-wide comparison and trending. One key AnalytX app is Airplane Growing Market
Health Management (AHM), which All these announcements reflect how
Boeing AnalytX uses predictive alerts to let operators important digital services are becoming in
Boeing unveiled a new name for its schedule maintenance and minimise the aerospace industry.
analytics products during Paris. The disruptions. Boeing has announced Further proof is that shortly after Paris,
company says AnalytX: “unites existing Delta Air Lines is to install AHM on its Boeing launched an entirely new business
analytics services and products across Boeing 717s and Korean Air Lines on unit, Global Services. This unit now
Boeing’s commercial, defence and its 787s and 777s. China Airlines has manages the existing parts, modifications
services businesses, its research and also renewed a contract for AHM for its and upgrades aspects of the business,
information technology capabilities and its 737NGs and 747 freighters. but Boeing Chairman, President and
family of companies.” Fuel Dashboard is another AnalytX Chief Executive Officer Dennis Muilenburg
AnalytX collates data from an airline’s app, which enables operators to view also noted that Global Services is about,
operations to provide insights into and analyse fuel usage and adjust “strengthening our data analytics and
flight operations, fleet performance their operation to improve efficiency. information-based offerings”.
and reliability analytics and to optimise AirBridgeCargo has signed an With the services market estimated to
maintenance, engineering, supply chains, agreement to deploy this app across be worth $2.6 billion over the next decade,
inventories and training. its fleet. it is little wonder Boeing and other
aerospace players are embracing digital.
EasyJet, which recently took delivery of its first A320neo G-UZHA (msn 7649), is one of the
early adopters of the Airbus Skywise system, using it for fleet-wide predictive maintenance.
H Goussé/Airbus

21
 SCENE
Another
MAX
T
his has been a big year
for the Boeing 737.
April marked 50 years
since the initial 737
was delivered. In the
same month, the first
737 MAX 9 undertook
its maiden flight and
entered testing. Then
May saw the service
entry of the 737 MAX 8 with Malindo Air (to
be rebranded Batik Air Malaysia).
There was further significance to the
year on the opening morning of the 52nd
International Paris Air Show at Le Bourget
on June 19, when Boeing formally launched
the 737 MAX 10. This is the fourth major
variant in the latest generation of the
enduring airliner design alongside the 737
MAX 7, 737 MAX 8 and 737 MAX 9.
The 737 MAX 10’s maiden flight is
scheduled for 2019, with first deliveries
in 2020. The year 2019 will also see initial
deliveries of the 737 MAX 7, which is due
to fly in 2018. Next year will see the first
737 MAX 9 delivery. Handover of the 737
MAX 200, a high-density subvariant of the
737 MAX 8, is expected in 2019.
United Airlines will receive 100 737 MAX
10s, although these orders have been
switched to the variant from the smaller
737 MAX 8. All photos Boeing
22 WWW www.airinternational.com @ airnews@keypublishing.com
Boeing has
formally launched
a fourth variant
of the 737 MAX
range, as Mark
Broadbent reports
BOEING 737 MAX 10
BASIC CHARACTERISTICS
Length: 143ft 8in (43.8m)
Wingspan: 117ft 10in (35.9m)
Height: 40ft 3in (12.3m)
Interior cabin width: 11ft 7in (3.53m)
Body cabin width: 12ft 3in (3.73m)
Max take-off weight: 197,000lb (89,750kg)
Max fuel capacity: 7,638 US gallons
(27,891 litres) with one auxiliary tank
Engines: Two CFM International LEAP-1Bs
each rated at 27,900lb (124kN)
Seats: 230 one class, 188 two class
Cargo volume: 1,961ft3 (55.5m3)
Range: 3,215nm (5,955km)
Data: Boeing
The Aircraft
The 737 MAX 10 is a stretched derivative
of the 737 MAX 9. It will have the same
117ft 10in (35.9m) wingspan as all the
other family variants, but at 143ft 8in
(43.8m) it will be 66 inches (1,676mm)
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longer than the 737 MAX 9. The extra
length comes from two more fuselage
barrels, one 40-inch (1,016mm) barrel fore
of the wings and one 26-inch (660mm)
barrel aft of the wings. Range will be
3,215nm (5,955km)
The extra length will give two extra
rows of seating, meaning the 737 MAX 10
will be able to seat 230 passengers in a
single-class layout or 188 passengers in
a two-class layout. This compares to 162
seats one class in the 737 MAX 8 and 178
seats one class in the 737 MAX 9, and is
up from the maximum 220 seats of the
737 MAX 200 that until the 737 MAX 10’s
launch was the highest-density seating
option available in the family.
Changes from the 737 MAX 9 are a
variable exit limit rating mid-exit door
added to the fuselage, a lighter flat aft
pressure bulkhead, a modified wing for
low-speed drag reduction, a modified
landing gear and a slightly modified wing
to accommodate the revised gear. The
aircraft will be powered by a higher-thrust
version of the CFM International LEAP-1B
engine that powers all 737 MAX variants.
The landing gear required modification

Boeing has secured
361 orders for the 737
MAX 10, which will be
able to accommodate
up to 230 passengers.
because the 737 MAX 10’s slightly extra
length requires greater ground clearance
when the aircraft rotates or lands. The
gear will be semi-levered, a feature first
developed by Boeing in the early 2000s for
the 777-300ER. A semi-levered gear shifts
the centre of rotation rearwards from the
main axle on the main landing gear to the
aft axle, which creates the required ground
clearance to avoid a tailstrike.
Like its family stablemates, the 737
MAX 10 will feature Advanced Technology
winglets and the Boeing Sky Interior as
standard.
Boosting Capacity
Boeing announced 361 commitments for
the 737 MAX 10 during Paris, comprising
firm orders, purchase commitments and
memorandums of understanding that are
yet to be firmed.
The largest single order was for 100
examples from United Airlines. Other major
commitments came from the Lion Air
Group (50) and SpiceJet (40), with a clutch
of carriers (mainly from the Asia-Pacific
region) and leasing companies making up
the remainder of customers.
The orders for the 737 MAX 10
announced at Le Bourget may not be the
only ones in the pipeline for the variant.
Before the show, Ryanair said it is currently
evaluating the 737 MAX 10.
Andrew Levy, United Airlines Executive
Vice-President and Chief Financial Officer,
said of United’s 100-aircraft order: “The
737 MAX 10 will enable us to continue
using larger and more efficient aircraft
within our domestic network.”
Levy’s comment goes to the heart of
the business case underpinning the 737
MAX 10: capacity. A big trend among
operators in the single-aisle airliner
market in the last few years is ordering
aircraft with more seats.
SCENE
This up-gauging trend stems from variants. The number of incremental orders
industry economics: more seats maximises for the 737 MAX 10 announced during the
load factors, reduces seat-mile costs and show – orders that increase the overall 737
increases revenues. The 737 MAX 10’s MAX backlog rather than being moved from
launch is partly to take advantage of that. other variants – therefore stood at 153.
But it is also an attempt by Boeing to This is obviously slightly less attention-
regain lost ground at the top end of the grabbing from a PR perspective than
seating scale in the narrowbody aircraft the headline figure of 361. In saying that,
market. The Airbus A321, the largest up-gauging happens at Airbus, too – for
A320 Family variant, which seats 185 example, this spring saw easyJet switch 40
passengers two class or 236 single class, of its A320neo orders to A321neos.
has sold like hot cakes in recent years in The key for all aircraft manufacturers is
both its A320ceo and A320neo guises. to position their products to meet changing
Against the more than 1,700 A321ceos market needs. Whether customers are new
and 1,400 A321neos that had been sold to a type or convert from another variant,
by Airbus to the start of July, sales of the real significance of the 737 MAX 10’s
Boeing’s direct competitors to these aircraft, launch is it further underlines the trend
respectively the 737-900ER and 737 MAX for larger single-aisle airliners.
9, are less impressive. Boeing’s
orders data shows just 510 737-
900ERs have been sold, and only
BOEING 737 MAX 10 ORDERS
a couple of hundred 737 MAX 9s AerCap 15 (converted from 737 MAX 8)
have been ordered. Aviation Capital Group 20
Boeing claims the 737 MAX
BOC Aviation 10
10 will beat the A321neo’s
performance by offering 5% lower CDB Aviation Lease Finance 10
trip costs and 5% lower seat-mile China Air Leasing Company 15
costs than its competitor.
Copa Airlines 15 (converted from 737 MAX 8)
Verbal sparring between Airbus
and Boeing is a longstanding Donghai Airlines 10 (converted from 737 MAX 8)
feature of the big trade air shows, GECAS 20 (converted from 737 MAX 8)
so it was inevitable Airbus Chief
Lion Air Group 50
Operating Officer Customers
John Leahy noted how many 737 Malaysia Airlines 10 (converted from 737 MAX 8)
MAX 10 announcements involved Okay Airways 8
customers shifting existing orders
SpiceJet 40 (20 converted from 737 MAX 8)
from other 737 MAX variants.
Of the 361 orders for the 737 Tibet Financial Leasing 10
MAX 10 announced during the Le TUI Group 18 (converted from 737 MAX 8)
Bourget week, 208 (or 57.6%) –
United Airlines 100 (converted from 737 MAX 8)
including the big order from United
and part of the order from Indian Xiamen Airlines 10
carrier SpiceJet – were actually Total 361
conversions to the new variant from
Data to June 26, 2017
existing orders for other 737 MAX
23
 SCENE

Norwegian Gets the MAX

Norwegian’s 737 MAX 8 EI-FYA (c/n 42826) is to receive a tail decal depicting the low-cost long-haul pioneer Sir Freddie Laker, reflecting
how the carrier will use its new 737 MAX 8s on transatlantic services to the eastern United States. Martin Lockhart/Boeing

Norwegian has taken delivery of its first
two Boeing 737 MAX 8s, becoming the
second operator to receive the latest
example of the 737. The two aircraft
are EI-FYA (c/n 42826) and EI-FYB (c/n
42830). Bjørn Kjos, Norwegian’s Chief
Executive Officer, commented: “We are
the first European airline to operate this
brand-new aircraft, and we’re also the
first airline in the world to operate it to and
from the United States. This aircraft allows
us to open up new, unserved routes.”
After the aircraft are delivered from Seattle to
Norwegian’s Oslo base, EI-FYA will receive a
portrait decal on the tail depicting the low-
cost long-haul pioneer Sir Freddie Laker.
The aircraft will be used on routes to the
east coast of the United States; appropriate
given how Laker Airways pioneered low-
cost transatlantic flights in the 1970s.
Norwegian started flying long haul with
its Boeing 787s and is now significantly
expanding its presence in these markets.
The carrier began services from Edinburgh to
Stewart International (New York), Providence
(Boston) and Bradley International in June,
and from early July started flights between
Belfast, Cork, Shannon and Dublin to
Stewart and Providence. Norwegian will
place its 737 MAX 8s on some of these
transatlantic services. The carrier has firm
orders for 110 737 MAX 8s and purchase
options on another 90. Mark Broadbent

Iran Sales Progress

Iran’s Zagros Airlines has signed a conditional
Memorandum of Understanding (MoU) to
Iberia Anniversary
order 20 A320neo and eight A330 airliners.
Iran Airtour, a privatised division of state
airline Iran Air, will order 45 A320neos.
The announcements followed 18 months
of negotiations. Both sales still require
US government export approval for US-
designed and built on-board systems and
components. Press reports from the Paris Air
Show stated Iran Air is not acting to revive its
cancelled order for 12 Airbus A380s, despite
being offered an opportunity to be a launch
customer for the A380plus.
Boeing has also made progress on selling
airliners to Iran. It has signed a final purchase
agreement with Iran Aseman Airlines for
as many as 60 737 MAXes. Deliveries
would start in 2022. Boeing’s 2016 sale
of 80 airliners to Iran Air is still awaiting US
government approval. US Treasury Secretary
Steven Mnuchin said on congressional
testimony in May he is looking at increasing
sanctions on Iran. This will include a review of Iberia marked its 90th anniversary with a private event at Cuatro Vientos aerodrome, Madrid
export licences connected with airliner sales. on June 25. Among the celebrations was a flypast by Airbus A330-302E EC-LZX (msn 1507) in
David C Isby formation with the Ejército del Aire (Spanish Air Force) Patrulla Aguila. Roberto Yáñez

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 SCENE

All-Electric Commuter Aircraft

An artist’s impression of the Eviation Alice, a new nine-seater commuter aircraft that is using Stratasys 3D printing technologies in its development. Stratasys
The Israeli company Eviation Aircraft is
developing an all-electric commuter aircraft
called the Alice Commuter to US Federal
Aviation Administration Part 135 regulations
for commuter and ‘on-demand’ operations,
seating up to nine passengers (plus two
crew). The Alice will have a distinctive layout,
with one main pusher propeller at the tail
and two pusher propellers at the wingtips.
The aircraft’s length will be 12m (39ft), with
a 13.5m (44ft) wingspan and a 5,900kg
(13,007lb) maximum take-off weight. Power
will be provided by a lithium ion battery pack.
Cruise speed will be 240kts (444km/h),
cruise altitude 10,000ft (3,048m) and range
520nm (965km), making it suitable for
relatively short-range flights connecting key
regional city pairs such as Silicon Valley-San
Diego or Beijing-Seoul. The company wants
to begin flight-testing of the Alice in late
2018 and make the aircraft commercially
available in 2021.
The Alice will be all-composite. Key to its
development are 3D printing technologies
from Stratasys, which have been used in
aerodynamic and engine development to
test designs before investment in certifiable
parts. Eviation says this approach has
resulted in more innovative designs, a faster
development process and significantly
reduced engineering costs. It is now using
3D printing for prototyping test parts and
tooling. Mark Broadbent

Big Orders, Big Plans

Africa’s largest carrier Ethiopian Airlines
has revealed several major orders as it
continues its major expansion programme.
The biggest order, announced during
the Paris Air Show, is for another ten
Airbus A350-900s to expand its long-haul
network. Ethiopian received the first of
12 A350s in June 2016 and currently has
four in service (two are leased), which fly
to Beijing and London and are expected
to lead to an increase in business class
bookings. They are configured with 30
business class and 313 economy class
seats. Ethiopian has signed a $1.5 billion
contract with Rolls Royce for Trent XWB
engines for the A350s, as well as a
TotalCare lifetime engine support contract
for the A350s and 14 other aircraft.
Ethiopian has also exercised options
for another ten Boeing 737 MAX 8s
after a September 2014 order, bringing
its total to 30 aircraft. The order was Ethiopian Airlines has ordered ten more A350-900s to go with the 12 it already has on
order and fuel the airline’s ambitious expansion plans. A Doumenjou/Airbus
previously attributed to an undisclosed
customer. Boeing further benefitted from a its fleet to 24 Q400s. profit, and it has grown by 25% in the last
commitment for two 777 Freighters, which The acquisitions are part of Ethiopian’s seven years. Ethiopian was recently named
are valued at $651 million at list prices. Vision 2025 plan to grow passenger, cargo, African Airline of the Year for the second
On the regional aircraft side, Ethiopian training, catering and ground services. This time in a row by Aviation Africa due to its
was revealed as the undisclosed customer includes building one of the largest cargo rapid growth, profitability and contribution
for five additional Bombardier Q400 terminals in the world, increasing revenue to aviation development in Africa. Revenue
turboprops, valued at $163 million at list to $10 billion and expanding its fleet from increased 10% to $2.43 billion in the
prices. The carrier originally ordered eight 90 to 140 aircraft. The International Air 2015-2016 financial year and passenger
Q400s plus four options in November Transport Association ranks Ethiopian as numbers went up 18% to 7.6 million. Profit
2008, and four other orders have increased the largest African carrier by revenue and increased 70% to $265 million. Guy Martin

25
 SCENE

Profit
Embraer
sees a robust
commercial
market, as Nigel

Hunting
Pittaway explains

B
razil’s Embraer was Testing of the E-Jets E2 family also Executive Officer John Slattery predicted
at the 52nd Paris continues apace with the entry into service a requirement for 6,400 aircraft in the
International Air of the first variant, the E190-E2, on track to segment between 2017 and 2036, with
Show, held at Le occur next year. North America (2,200), Europe (1,150)
Bourget between and the Asia Pacific region (1,710 aircraft)
June 19 and 25, in Market Outlook taking the lion’s share.
force. The company To date, total orders for Embraer’s E-Jet
conducted daily family (both the original E-series and Latest Orders
flying demonstrations the next generation E-Jets E2) stand at Orders for the first generation of E-Jets
with both its KC-390 1,749 units. Of this total 1,317 have been have undergone a resurgence in recent
military airlifter and new E195-E2 airliner. delivered, leaving a backlog of 432 aircraft. times and the majority of the orders
In addition, the commercial division Altogether the worldwide fleet has announced at Le-Bourget were for this
of the company announced deals for amassed over 20 million flight hours family of aircraft. Production of the original
51 aircraft, worth $3 billion, at the show. and the Brazilian manufacturer claims a E-Jets is currently planned to continue
Although most of the orders were for its reliability of 99.92%. Embraer also claims until at least 2020 and Embraer says that
first-generation series of aircraft, ten E195- to have secured 61% of the 70-130 if customers continue to order them, it will
E2s were sold to an undisclosed customer, seat market, with its main competitor extend production accordingly.
which also took purchase rights on ten Bombardier holding just 31%. The company says it is not concerned
E190-E2 aircraft and another undisclosed Beyond the orders announced at Paris that the first generation aircraft are
customer signed a commitment for 20 and looking to the future market outlook, outselling the new E2 family at the moment;
E190-E2s. Embraer Commercial President and Chief Slattery notes that order activity for a new

The E195-E2 at the

show was resplendent
with an eagle painted
across the nose, a
reference to Embraer
calling the E-Jet the
‘Profit Hunter’.

26 WWW www.airinternational.com @ airnews@keypublishing.com www.facebook.com/airinternationalmagazine


aircraft typically ramps up a year before
it enters service and this is the position
Embraer is in now with entry into service
for the E190-E2 set to occur in the first half
of 2018. The second member of the family,
the E195-E2, will follow approximately one
year later and the E175-E2 will be the last
family member to enter service in 2021.
The latest E2 announcements at Le
Bourget bring the order book to 285
aircraft, with options for a further 445.
Together with purchase rights and letters
of intent, the company says it has a total
of 730 commitments from airlines and
leasing companies.
The E2 orders announced at the show
were from two undisclosed customers, the
first of which ordered ten E195-E2s, valued
at $666 million at 2017 list prices; and took
purchase rights on a similar number of
E195-E2s.
Another undisclosed customer has signed
a commitment to purchase 20 E190-E2s,
which is subject to final negotiations but
valued at $1.182 billion.
Moving to the first generation of aircraft,
Fuji Dream Airlines (FDA) has placed a
firm order for three E175s and taken out
purchase rights on a further three in a deal
estimated to be worth $274 million at 2017
list prices.
The aircraft will be delivered in a single-
class configuration with 84 seats. FDA
took delivery of its first E170 in 2009 and
currently operates an 11-strong fleet,
comprising three E170s and eight E175s.
Belavia Belarusian Airlines has also
placed a firm order for two aircraft, one
E175 and one E195, for delivery in 2018.
Valued at $99.1 million, the contract will
see Belavia’s E-Jet fleet grow to six aircraft,
comprising three E175s and three E195s.
One of the major operators of the E-Jet is
KLM Cityhopper, which is replacing its fleet of
Fokker 70 and Fokker 100 aircraft with E175s
and E190s. At Le Bourget, it was announced
that the airline has placed a $101 million firm
order for two more E190s, bringing its fleet
to 39 aircraft, made up of 30 E190s and nine
E175s. The new aircraft will be delivered
in 2018 and when the fleet recapitalisation
is complete, KLM Cityhopper will have the
largest E-Jet fleet in Europe, with 49 aircraft.
The final announcement at the show was
for an additional E190 for Japan Airlines,
for its subsidiary J-Air. The firm order has
a value of $50.6 million. The aircraft will be
delivered in a two-class configuration with
a total of 95 seats.
The announcement marks the first
anniversary of the first revenue flight of a
J-Air E190 and the airline currently operates
a fleet of 24 E-Jets, made up of 17 E170s
and seven E190s, with an additional aircraft
on back-log.
E2 Flight Test
Programme Update
Embraer also used the Paris show
to provide a briefing on its E2 flight
SCENE
The prototype E195-E2 PR-ZIJ (c/n
1902005) during the flying display at
Paris, an event during which Embraer
announced orders for 51 of its E-Jet
family aircraft. All photos Michael Kelly
test programme, which currently has
four E190s flying from the company’s
dedicated test facility at Gavião Peixoto.
Altogether the fleet has amassed a total
of 1,020 flight test hours, complemented
by a further 2,950 hours of ground testing.
An Embraer spokesman said there have
been no major issues so far, giving the
company confidence that the first member
of the family will enter commercial service
on schedule next year.
The first prototype E195 made its
first flight from São José dos Campos
on March 29 and the aircraft made its
international debut at Paris, just over two
months later, mimicking the appearance
of the first prototype E190 at Farnborough
last year.
The major difference between the
two events however, is that the E190
only appeared in the static display at
Farnborough, whereas the E190 flew in
the daily flight display at Le Bourget.
Embraer refers to the E2 series as the
‘Profit Hunter’ and the first E195-E2,
PR-ZIJ (c/n 1902005), arrived at the show
resplendent with an eagle painted across
the nose.
Referring to the robust market forecast,
Slattery says that Embraer is seeing
increased confidence from airlines to
engage in serious discussions about fleet
recapitalisation or expansion. “We haven’t
seen that over the last two years or
so,” he commented.
27
 SCENE

MRJ’s Public Debut Advance3

Demonstrator
Engine
Rolls-Royce is nearing completion
on work to prepare its Advance3
demonstrator engine. The company
said the core and fan case were joined
on June 16 at its Bristol factory. The
core is attached to a Trent XWB fan
system and a Trent 1000 low pressure
turbine. The engine was to have been
transported to Rolls-Royce Derby in
July to begin testing.
The core technology in the Advance3
demonstrator engine is “a key part” of
the design for the Rolls-Royce Advance
engine design that the company says
will offer, “at least 20% better fuel
burn and CO2 emissions than the first
Mitsubishi Aircraft took out one of the four Mitsubishi MRJ90STD flight test aircraft, JA23MJ
(c/n 10003), from flight testing to give the delayed clean-sheet regional jet its initial showing
generation of [the] Trent engine”. The
in public at the 52nd International Paris Air Show at Le Bourget in June. The aircraft was core technology will also be used in
repainted into the livery of the type’s launch operator, All Nippon Airways, which is now due to the Rolls-Royce UltraFan engine which
receive its first delivery in 2020. Matthieu Douhaire/AirTeamImages intends to offer a 25% improvement
from 2025. Mark Broadbent

AW169 Air Ambulance

The Essex & Herts Air Ambulance’s new Leonardo AW169 G-HHEM (c/n 69049) helicopter was Rolls-Royce joined the core and fan case
delivered after Specialist Aviation Services (SAS) received European Aviation Safety Agency on the company’s Advance3 demonstrator
approval for its medical interior after a lengthy certification process. SAS has also delivered engine in June. Rolls-Royce
three more AW169s to other air ambulance operations around the UK. Simon Murdoch

Monarch 737

Monarch is leasing Boeing 737-800 G-ZBAV (c/n 40874, ex-TC-AAY with Pegasus Airlines). This is the first 737 to wear the Monarch livery for
more than 20 years. It will assist the airline as it prepares to transition to the 737 MAX 8 from 2018. Javier Rodriguez

28 WWW www.airinternational.com @ airnews@keypublishing.com www.facebook.com/airinternationalmagazine

 SCENE

INNUMBERS Bombardier Commercial Aircraft

Airbus
Customer Aircraft Number Date
AirAsia A320neo 14, purchase June 22
agreement
EasyJet A321neo 30 (conversion of May 16
existing A320neo

Boeing
orders)
Air Lease Corp A320neo 12 June 19
CDB Leasing A320neo 30 June 20
A321neo 15 June 20 Customer Aircraft Number Date
Cebu Pacific A321ceo 7 June 7 AerCap 737 MAX 10 15, conversion from 737 MAX 8 orders June 22

Delta Air Lines A321ceo 10 June 20 787-9 30 June 20

Ethiopian Airlines A350-900 10 June 20 Air Lease Corporation 737 MAX 7 5 MoU June 21
737 MAX 8 7 MoU June 21
GECAS A320neo 100 June 19
ALAFCO 737 MAX 8 20, purchase commitment June 19
Hi Fly A330-200 2 June 21
Aviation Capital Group 737 MAX 10 20 June 20
Iran Airtour A320neo 45 MoU June 22 Avolon 737 MAX 8 75 June 20
Tibet Financial Leasing A320neo 20 MoU June 22 Azerbaijan Airlines 787-9 4 June 19
Viva Air A320neo 30 June 20 Blue Air 737 MAX 6, previously listed as unidentified June 20
A320ceo 15 June 20 BOC Aviation 737 MAX 10 10 MoU June 19
Wizz Air A321neo 10 June 21 CDB Aviation Lease Finance 737 MAX 8 42 MoU June 19
Zagros Airlines A320neo 20 MoU June 22 737 MAX 10 10 MoU June 19
A330neo 8 MoU June 22 787-9 8 MoU June 19
Copa Airlines 737 MAX 10 15 June 21
China Air Leasing Company 737 MAX 10 15 June 20

ATR
Customer Aircraft Number Date
Donghai Airlines
El Al Israel Airlines
Ethiopian Airlines
737 MAX
737 MAX 10
787
737 MAX 8
35
10, conversion from 737 MAX 8 orders
3, firms existing commitments
10, exercises existing options
June 20
June 21
June 21
June 19
Air Tahiti ATR 72-600 1 June 22 777F 2 June 19
BRA ATR 72-600 1 June 22 GECAS 737 MAX 10 20, conversion from 737 MAX 8 orders June 19
Lion Air 737 MAX 10 50, purchase commitment June 19
Tianju Investment Group ATR 42-600 10 LoI June 19
Iran Aseman Airlines 737 MAX 30 plus 30 purchase rights (firms April 4, 2017 June 10
Xuzhou Hantong ATR 42-600 3 LoI June 19 agreement)
Japan Investment Adviser 737 MAX 8 10 June 20
Malaysia Airlines 737 MAX 10 10, conversion from 737 MAX 8 orders June 21

Bombardier
Customer Aircraft Number Date
Mauritania Airlines
Monarch Airlines
Norwegian
Okay Airways
737 MAX 8
737 MAX 8
737 MAX 8
737 MAX 10
1, previously listed as unidentified
15, previously listed as unidentified
2
8
June 21
June 19
June 19
June 20
CemAir Dash 8 Q400 2 LoI June 20
737 MAX 8 7 June 20
Ethiopian Airlines Dash 8 Q400 5, previously June 19 787-9 5 MoU June 20
undisclosed
Ruili Airlines 737 MAX 8 20 June 22
Philippines Airlines Dash 8 Q400 7 (exercises June 19
Ryanair 737 MAX 8 10 June 20
December 16, 2016
SpiceJet 737 MAX 10 40 MoU, 20 converted from existing 737 MAX 8 June 19
purchase rights)
orders
SpiceJet Dash 8 Q400 25 plus 25 June 19
Tassili 737-800 3, previously listed as unidentified June 22
purchase rights, LoI
Tibet Financial Leasing 737 MAX 8 10 MoU June 19
737 MAX 10 10 MoU June 19

Embraer
Customer Aircraft Number Date
TUI Group
United Airlines

Unidentified
737 MAX 10
737 MAX 10
777-300ER
737 MAX 8
18, conversion from 737 MAX 8 orders
100, conversion from 737 MAX 8 orders
4
125, purchase commitment
June 19
June 20
June 20
June 22
Belavia Belarussian Airlines E175 1 June 20
Xiamen Airlines 737 MAX 10 10 MoU June 21
E195 1 June 20
Fuji Dream Airlines E175 3 plus 3 June 20
purchase rights

INBRIEF
Japan Airlines (for J-Air) E190 1 June 20 Losses for African Carriers
Airlines across Africa are expected to post a
KLM Cityhopper E190 2 June 20
combined $100 million loss in 2017 according
Undisclosed E190-E2 10 June 20 to the International Air Transport Association
767 Freighter Conversion (IATA). However, passenger demand is
E190-E2 10 plus 10
As part of efforts to become a major cargo hub expected to grow by 7.5% and ten of the
purchase rights
in Africa, Royal Air Maroc has entered into an 20 fastest growing markets will be in Africa.
Undisclosed E190-E2 20, purchase June 20 agreement with Boeing to convert a single 767- IATA said rebounding commodity prices have
commitment 300ER into a freighter. This will help triple its helped African airlines, but high taxes, higher
cargo capacity. Out of the carrier’s fleet of 54 than average fuel prices, a strong dollar
aircraft, it operates four 767-300ER passenger and tough competition, especially from Gulf
Data covers orders announced June 6-July 4. Key: LoI – Letter of Intent; jets along with five 787-8s and a single 737-300 carriers, continue to have an impact.
MoU – Memorandum of Understanding. Compiled by Mark Broadbent freighter. Guy Martin Guy Martin 29
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 COMMERCIAL C SERIES

Big Promis
T
here the single-aisle airliner market. per seat compared to existing single-
are two Bombardier Commercial Aircraft makes aisle narrowbodies, that it burns 2 litres
versions of the bold claims about the cost savings the C (0.4 gallons) of fuel per 100km (54nm) per
Bombardier C Series: Series provides compared to the established passenger and that it emits 50% less nitrous
the CS100 for 108 to players. It says the CS100 and CS300 burn oxide (NOx) than the ICAO CAEP 6 NOx
133 passengers and at least 20% less fuel and offer 15% lower engine emission standards.
the CS300 for 130 to cash operating costs than the A319ceo and
160 passengers. These 737-700. It also claims the C Series has a Composites
aircraft compete directly 12% cash operating cost advantage and up These are all impressive numbers and the
with the Airbus A319ceo/ to 18% lower costs per passenger compared C Series is exceeding them, according to
A319neo and the Boeing 737-700/737 MAX to the re-engined A319neo and 737 MAX 7. senior pilots at Swiss International Air Lines
7, the smallest versions of the A320 and 737 The Canadian manufacturer adds the and Air Baltic, the respective CS100 and
families that have for decades dominated C Series emits 20% less carbon dioxide CS300 launch operators.

32
 C SERIES COMMERCIAL

miseThe aircraft’s Pratt & Whitney

PurePower PW1500G-series
geared turbofan engines play
a central role in the aircraft’s
economics, but as with all
Mark Broadbent looks at the key
features of the Bombardier C Series, a
completely new single-aisle airliner
Swiss was the C Series family launch operator. Swiss CS100, HB-JBB (c/n
50011) is captured flying near St Moritz during an appearance at the World
Ski Championships. Matthias Geiger/AirTeamImages

The C Series has a high level of carbon

other clean-sheet airliners
that have entered
service recently, such
as the Airbus A350
XWB and Boeing 787,
the aircraft’s design,
materials and systems
are also important.
fibre composites. Rob Dewar, C Series
Vice-President at Bombardier Commercial
Aircraft, told AIR International: “We’re
above 46% in advanced carbon fibre,
which is the composite wing and the
central wing box, the rear fuselage, the
full empennage, the vertical and horizontal
stabilisers, the elevators, as well as all the
flaps and spoilers and nacelles.”
This extensive use of carbon gives a
significant weight reduction from other
narrowbodies, according to Bombardier,
which contributes to the reduced fuel
burn. It says the C Series is 12,000lb
(5,443kg) lighter than its competitors.
What Bombardier calls third-generation
aluminium lithium accounts for 32% of
the structure. Compared to traditional
aluminium, this material is 5% lighter, 40%
more fatigue resistant and 25% more
corrosion resistant, Bombardier says.
Titanium makes up a further 7% of the
structure and steel the remainder.

33
 COMMERCIAL C SERIES

Advanced Manufacturing
A significant aspect of the C Series is the
way its all-composite wing is manufactured.
Produced at Bombardier’s Belfast plant in
Northern Ireland, the wing is made using a
process called resin transfer infusion.
The traditional process for laying up
composite parts is resin transfer moulding.
This involves two halves of a mould held in
an assembly jig and injecting carbon fibre
resin before the two halves are closed. The
part enters the autoclave for curing under
high temperature and pressure, after which it
goes for precision cutting.
Resin transfer infusion is different in that
only one side of a mould is used and the
other half of the mould tool is covered by
a vacuum bag. The carbon fibre resin is
injected into the bag, which fills the other
half of the mould. The vacuum is then held
throughout curing in the autoclave.
The key difference between the processes
is that in resin transfer moulding the resin
1
is simply injected into the mould, whereas
“This is really the first aircraft where
you see that. If you look at our competitor
BUILDING THE C SERIES aircraft, they have flat windscreens or [are]
The C Series’ forward and centre fuselage and cockpit sections are assembled by Bombardier’s non-optimised. That also provided a drag
St Laurent Manufacturing Centre in Montreal, Quebec, and the rear fuselage barrel by the
reduction for the fuselage. You’ll see we have
Shenyang Aircraft Corporation in China. The wings, high-lift systems and flight control surfaces
are produced by Bombardier’s specialist wing manufacturing and assembly facility in Belfast, an extended tail at the back and again the
Northern Ireland, in a 600,000ft2 (55,742m2) manufacturing facility built on the site of the former refined shape contributes to drag reduction.”
Harland and Woolf shipyard where Titanic was built.
The different sections and components are sent from these locations to Bombardier’s Mirabel Fly-by-Wire
plant for final assembly. There are two static production lines at Mirabel, each equipped with Another contributor to the C Series’
three assembly stations. The first station is used to join the fuselage sections and after that the aerodynamic performance is the aircraft’s
fuselage with the cockpit/nose section and the tail. The wings and landing gear are joined at integrated three-axis fly-by-wire system.
the second station and the electrical systems and interior installed at the third station. Painting Dewar explained: “We’re able to optimise
follows, after which the engines are hung on the aircraft.
drag by having the centre of gravity further
Six robots are used during assembly, each weighing 12,000kg (26,485lb) and reaching a full
height of 18ft 9in (5.72m). Once the different parts of the aircraft are in position at each station out to minimise the trim drag on the tail. We
and with one robot on each side of the fuselage, the robots drill holes and then install rivets and can optimise the flight profile through the
fasteners. According to Bombardier, the robots take 53 seconds to drill and add a sealant and control laws.”
a fastener to composite parts. It takes 32 seconds to drill a hole and install a rivet or hammer Peter Koch, C Series Fleet Chief at
a fastener on the parts of the aircraft made from aluminium lithium. Vision control systems are Swiss, told AIR International: “The fly-by-
used to check drilling accuracy. Two lasers ensure the fasteners are flush with the fuselage skin. wire system is a speed stable system. That
means the aircraft naturally reacts to speed
during resin transfer infusion the resin is Aerodynamics and thrust changes including the trimming.
formed within the vacuum bagging. It is the An aircraft’s aerodynamic profile plays a For example, if a gust disturbs the intended
latter technology Bombardier is using in major part in its performance, of course. flight path, the pilot can naturally correct the
Belfast to create the 15m-long (49ft) wing Dewar said: “With the advancement of trajectory.
sections for the C Series as single-piece computational fluid dynamics [CFD], for the “The fly-by-wire computer monitors this
parts. first time for Bombardier we were able to run action and only reacts when the human input
The method allows a high degree of the aircraft in all the flight missions in full 3D. has been insufficient. On classical fly-by-wire
control over the laying-up process and “Typically, we’d work in 2D and do wind systems the pilot has to wait and see if the
therefore a high level of predictably and tunnel tests, but there is a limitation on system corrects the trajectory accordingly
repeatability. Manufacturers can also create how many wind tunnel tests you can run and only then gives manual input.”
larger parts, clearly a great benefit to the physically. With the advancement in CFD
aerospace industry as it means fewer and computing technology we were able to Aircraft Health Monitoring
mechanical fixings, which in turn minimises run many more iterations [of aerodynamic System
drag. performance] to get a much more improved For operators, efficiency doesn’t just concern
Automated fibre placement, used to and efficient design.” the savings brought by new-generation
produce the rear fuselage, is another Dewar said the CFD enabled Bombardier engines and advanced materials and
advanced manufacturing technique used to optimise the aircraft’s aerodynamics, aerodynamics, but also operating costs.
in the C Series. This involves an articulated including the integration of the engines on to Combining composites and third-
robot arm depositing carbon fibre strips the wing. He continued: “If you look at the generation aluminium lithium with more
across a metal component. Again, the fuselage, we have a fully integrated cockpit familiar titanium and steel means the
benefit of the process is close control of the design. There [are] no irregularities or change performance benefits of the new materials
amount of material used. in shape due to the windshields. can be introduced while using existing

20%
lower fuel burn
20%
less CO2 per seat
15%
lower cash operating costs
30 inch
(762mm) seat pitch

34
 C SERIES COMMERCIAL

2 3
maintenance and repair facilities and
procedures, which minimises costs.
Bombardier claims the C Series’ direct
maintenance costs are 25% less than its
competitors.
The manufacturer says the C Series has
longer intervals between heavy maintenance
overhauls compared to its competitors. The
‘A’ check is programmed at 850 hours and
the ‘C’ check at 8,500 hours. This compares
to 500 hours for an ‘A’ check and 6,000
hours for a ‘C’ check on a 737NG or an
A320, the company says.
The C Series also has an Aircraft Health
Management System that monitors over
100,000 parameters on the aircraft to
provide operators with advanced diagnostic
capabilities and help manage maintenance
activities, minimise downtime and support
despatch reliability.
Dewar explained: “It transmits [in] real
time, so if there’s a system irregularity or
maintenance required during the flight it
gets transmitted automatically through
the on-board aircraft communication
addressing and reporting system. You can
forecast [maintenance activities] based on
signatures of how the aircraft is performing.
Instead of having a system based on
failure, we can predict and undertake
preventative maintenance.
“If you can plan something and do it
overnight you impact very significantly the
despatch [rate] of the aircraft, because
[maintenance] is done in a controlled manner
versus having a failure and then having
to go and do the work on the aircraft. It’s
something that can really bring a lot of value
to our customers. It’s still early days, but
it’s being used extensively by our launch
operators and they are satisfied with the data
it’s able to provide them.”
Flight Deck
The C Series’ slick-looking flight deck
features five 15.1-inch (383mm) multifunction
display screens. Dewar said: “With the large
surface area of the screens it’s very intuitive
where to find information.”
A design focus was the presentation of
flight deck data. Dewar said: “We looked at
the learnings of the last 25–30 years from our
platforms. We looked at Airbus, Boeing [and]
Embraer products and we had a working
group of senior pilots from the industry.
We asked them, ‘What works well? What
opportunities do we have for improvement?’
Very interesting and fruitful discussions came
out of that.”
The consultations showed pilots wanted
more user-friendly flight management
systems (FMS). Dewar observed: “Previous
flight decks and FMSs were done by
functionality. As functionality grew and was
added in, it became less logical.”
On the C Series, information for the crew
is organised into tabs for each stage of the
flight. A pre-flight tab contains the data
pilots need while on stand and the crew then
moves through separate tabs for taxi, take-
off, climb, cruise, descent and landing.
4

1 The C Series’ all-composite wing is manufactured

using an innovative new process called resin trans-
fer infusion. 2 C Series final assembly under way in
Bombardier’s Mirabel plant. Aircraft are assembled
at three stations. Bombardier Commercial Aircraft 3
The robots used during final assembly each weigh
12,000kg (26,485lb) and reach a full height of 18ft
9in (5.72m). Bombardier Commercial Aircraft 4 The
flight deck is dominated by 15.1-inch (383mm)
multifunction display screens, with the large surface
area of the screens designed to make it easy to find
information. Jeffrey Schafer/AirTeamImages

18.5 inch 25%

(470mm) seat width less direct maintenance costs
46%
carbon fibre composite
50%
less nitrous oxide emissions

35
 COMMERCIAL C SERIES

1 2

Grouping information in this way is Cat IIIb autoland; single or dual head-up There has been a positive reaction to the
designed to ensure pilots don’t need to go displays (HUD); Class 2 electronic flight bag flight deck, Dewar said: “We’ve had pilots
hunting through the FMS for the information compatibility; an integrated flight information [at Swiss] transitioning from the Avro RJ,
they need. There are no cascading menus in system; satcom voice and datalink; a full- the Airbus family and the Boeing family. The
the presentation of the data and, apart from format printer with graphics capability; and comment we’ve had back is the ease of
not being able to change certain safety- controller-pilot datalink communication. transition from any of those types. They say it
critical items, operators can customise screen is intuitive and they comment on how well the
layout to keep operating procedures familiar Aircraft Handling aircraft flies.
for pilots moving from another type. Dewar said Bombardier designed the flight “To be honest that’s unusual. Usually when
Rockwell Collins Pro Line Fusion avionics control laws to generate a high level of feel for we have pilot reviews there’s a whole list of
are used. Standard features on both the pilots: “For example, in an engine failure on things they want fixed and then we go away
CS100 and CS300 are maps for navigation, take-off, instead of fully compensating with the and work on those items. We have very few
airspace, airways, cities and obstacles; rudder and ailerons to keep the aircraft flying things to work on and improvements on that
en-route charts; a graphical weather display; straight, we actually allow the aircraft to have side.”
an airport surface chart; a high-resolution a three-degree yaw. It’s a way for the pilot to The CS100 and CS300 have a common
terrain map; threat and envelope databases; understand which engine has failed and which type rating, which would benefit any operator
graphical flight planning; a sensed electronic one’s powering.” flying both variants. It takes 20 days for pilots to
checklist; multiscan weather radar; Cat IIIa There are side-stick controls, similar convert to the C Series compared to 30 to 35
autoland; Required Navigation Performance- to Airbus’ flightdeck design philosophy: days for other single-aisle types.
Authorisation Required 0.1 capability (which “We want pilots to work with a heads-up
permits approaches to within 0.1 nautical philosophy, so all the activities and tasks that Space and Light
miles/0.18km); and dual cursor control. are the most frequent are placed just under Bombardier sought to innovate with the cabin.
Operators can select further options the glareshield [on the HUD] so it keeps the Dewar said: “It sounds obvious, but it hasn’t
to give additional capability, comprising: pilot looking forward.” been done before. When aircraft are designed
[manufacturers] start with the structure and
outside aerodynamics and they squeeze the
TIMELINE seats inside. We did the reverse and designed
July 2008: Bombardier launches C Series at the Farnborough International Airshow. The plan is from the inside out.”
for the CS100’s first flight in 2012 and service entry in 2013, with the CS300 entering service a The result is a cabin 10ft 9in (3.28m) wide
year later. on the centreline and 6ft 11in (2.11m) tall. The
December 2012: Six-month delays to first flight and service entry announced.
2012–2013: An Integrated Systems Test and Certification Rig, also known as Airplane 0 or simply the
seats are pitched at 30in (762mm) and offer a
‘Iron Bird’, at Mirabel begins testing avionics, electrical, flight control, fly-by-wire, hydraulic, landing minimum width of 18.5in (470mm) in economy
gear and wiring systems. A Complete Airframe Static Test rig at the Experimental Test Facility at St at the aisle and window positions, rising to 19in
Laurent near Montreal undertakes initial strength and fatigue testing. (480mm) for the middle seat in economy and
March 2013: The first CS100 Flight Test Vehicle (FTV 1), C-FBCS (c/n 50001) is powered on. 20in (510mm) in business class.
July 24, 2013: FTV 1’s first flight delayed owing to a longer-than-expected time to complete These are the widest seats in any single-
validation of systems and software integration. aisle, beating the typical 17.5in (445mm) seat
September 16, 2013: FTV 1’s first flight from Mirabel. width in an A320 or 737. Dewar observed:
January 2014: Bombardier delays the CS100’s service entry to the second half of 2015, citing
“People are getting larger around the world
that it needed more time to ensure “overall system maturity”. The company also announced a
target for the CS300 to enter service six months after the CS100. and want to carry more bags, so we wanted to
May 29, 2014: By now four CS100 FTVs are flying, but one aircraft suffers uncontained engine create a cabin that can address all those needs
failure on the ground at Mirabel. An investigation found the incident was caused by a flaw in the from passengers.”
engine’s main oil lubrication system. Big overhead storage bins, designed to
September 7, 2014: CS100 flight testing resumes. make it easier for passengers to load and
February 27, 2015: The first CS300, C-FFDK (c/n 55001), flies from Mirabel. unload bags, can store 24 x 17 x 11in (609
December 18, 2015: CS100 awarded type certification. x 431 x 279mm) bags wheels first. There is
July 11, 2016: CS300 awarded type certification. enough capacity for 93 carry-on bags on a
July 15, 2016: Swiss International Air Lines puts its first CS100, HB-JBA (c/n 50010), into
CS100 or 111 bags on a CS300. A 20in-wide
service from Zurich to Paris CDG.
December 14, 2016: Air Baltic puts its first CS300, YL-CSA (c/n 55003), into use on its Riga- (508mm) central aisle lets fliers pass a flight
Amsterdam route, enabling Bombardier to hold to its plan of handing over the CS300 six attendant who has a service trolley.
months after the CS100. Further contributing to a feeling of space and
light aboard are the 16 x 11in (279 x 406mm)

36
 C SERIES COMMERCIAL

3 company in March announced net losses

cabin windows, similar in size to those in a
Boeing 777. Dewar said the windows are 25%
larger than a 737’s cabin windows and 50%
larger than those in an A320.
He added: “There’s a window every
21 inches [533mm] down the cabin, so
every seat row has one to one-and-a-half
windows.” An integrated cabin management
system enables flight attendants to control all
key cabin systems, such as mood lighting, at
a single terminal.
The combination of space, large seats and
plenty of light is leading to positive feedback.
Dewar said: “Even some widebody aircraft
have smaller seats, [fewer] windows, smaller
space. [Passengers] get on a connecting flight
on the C Series go, ‘Wow, I wish I had this on
my widebody aircraft.’”
Panasonic Avionics’ eXConnect Wi-Fi
service, which transmits across the Ku band of
the electromagnetic spectrum, is a line-fit option
to provide the connectivity today’s travellers
with their smartphones and tablets demand.
Outlook
The C Series is clearly an aircraft incorporating
lots of innovations. Its development, however,
has come at a high cost for Bombardier.
Technical issues meant not only a longer-than-
planned development schedule, but a $2 billion
cost overrun.
Bombardier cancelled the Learjet 85 bizjet,
delayed its new Global 7000 and 8000 and
cut its workforce to concentrate resources.
The Quebec government gave a $1 billion
investment in the C Series in 2016 and part
of a $372.5 million repayable contribution
awarded to Bombardier by the federal
Canadian government in February 2017 will
be used for the aircraft.
The financial status of Bombardier
now seems to be on a firmer footing. The
for 2016 narrowed to $981 million from $5.4
billion a year earlier.
However, nine years after launch, 584
C Series have been sold when all firm and
conditional orders, purchase agreements and
options are considered. Not a small number,
but the slow orders pace poses a fundamental
question: how much of a share in the single-
aisle market can the C Series realistically
achieve?
It can plausibly be argued the C Series’
long-term potential could be limited. The two
major competitors have very well-established
products and supply chains. Sales of the
larger 737-800/737 MAX 8 and A320ceo/
A320neo indicate the dominant sales trend for
single-aisles is for aircraft with more capacity
than the CS100 and CS300. Meanwhile, from
the lower end of the scale Embraer’s enlarged
and re-engined E195-E2 will have 120 seats,
putting it head-to-head with the CS100.
An alternative interpretation is that there
still could be opportunities for the C Series in
certain niches. Bombardier’s marketing now
emphasises how the CS100 and CS300 are
“the ideal candidates to complement larger
single-aisle aircraft”. The large orders placed
in 2016 by Delta Air Lines and Air Canada (for
75 and 45 examples respectively) could point
to a future for the C Series as a counterpart to
other narrowbodies.
Dewar believes the C Series’ configuration
is a strength: “The aircraft is optimised. We’re
the only one in this segment.
Others are shrinking, re-
engining or stretching.”
Time will tell if this
optimisation leads to more
sales in such a competitive
market, but Bombardier
at least has a bold and
innovative aircraft to
give it a fighting chance.

1 Rockwell Collins Pro Line Fusion avionics feature on the C Series, with standard features including an airport surface chart. Bryan
Clarker/AirTeamImages 2 The cabin windows measure 16 x 11in (279 x 406mm), similar in size to those in a Boeing 777, 25% larger than
a 737’s and 50% larger than those in an A320. Europix/AirTeamImages 3 Space and light was a key design consideration for the cabin.
There is a minimum seat width of 18.5in (470mm), the widest seats in any single-aisle, and the central aisle is 20in (508mm) wide.
Europix/AirTeamImages 4 Air Baltic, the CS300 launch operator, has orders for 20 of these aircraft. Matthieu Douhaire/AirTeamImages

37
 COMMERCIAL C SERIES

Quietly Impr

W
1
hen the first
Bombardier
CS100 flight-
test aircraft
took off on its
maiden flight
from Mirabel
Airport near
Montréal on
September
16, 2013, many among the thousands of
spectators gathered to watch the first flight
of Bombardier’s new mainline commercial-
jet family didn’t even notice the aircraft had
become airborne. So quiet were the CS100’s
two Pratt & Whitney (P&W) PurePower
PW1521G geared-turbofan engines at full
thrust that hundreds of spectators didn’t hear
the aircraft until it passed directly over them a
few hundred feet above.
This was the first clue to the aviation-
minded public that P&W’s new PW1500G
engine – and the C Series aircraft family
itself – might be something special. Nearly
four years on, the growing number of
CS100s operated by Swiss International
Air Lines (Swiss) and the fleet of larger
CS300s now entering service with airBaltic
are demonstrating to passengers and
bystanders wherever these aircraft fly that, at
least in terms of the very low levels of engine
noise the PW1500G produces, it is a near
revolutionary turbofan engine.
Its quietness isn’t the only near
revolutionary feature of the PW1500G, which
P&W assembles at its Mirabel Assembly
Center, right next to the C Series assembly
line. Certificated in February 2013 as the
first of six PW1000G subfamilies to date (the
others are the PW1100G-JM for the A320neo
family, the PW1200G for the Mitsubishi
Regional Jet, the PW1400G for the Irkut MC-
21, the PW1700G for the Embraer 175-E2
and the PW1900G for the Embraer E190-E2
and E195-E2), the PW1500G also offers a
major step-change in fuel efficiency over
the previous generation of mid-size turbofan
engines. Guaranteed by P&W to be at
least 15% more fuel efficient than the most
efficient CFM56 model, the PW1500G has
more than achieved that target in service,
according to both P&W and Swiss.
Initial Service Experience
Chris Calio, president of P&W Commercial
Engines, says: “The geared turbofan’s unique
architecture reduces noise while improving
fuel efficiency by 16% relative to the
prior-generation, direct-drive engines. The
PW1500G engine is performing extremely
well in initial service. Engine fuel-efficiency
is achieving specification and the engine is
under its weight target, both of which have
enabled the aircraft to exceed its fuel-burn
specification and extend the range beyond
its initial market commitments.”
Dr Patrick Scherrer, head engineer for
continuing airworthiness at Swiss, agrees:
“Preliminary data evaluation confirms that
the engines’ fuel-efficiency performance
meets the expectations and guarantees from
Pratt & Whitney.”
While this news is impressive, perhaps
even more so is that the PW1500Gs
powering the Swiss CS100s have also
offered a very high level of despatch
reliability in initial service – a superb
design, engineering and technical-support
achievement, given that when a new

38
 C SERIES COMMERCIAL

pressive
Chris Kjelgaard details the
Pratt & Whitney PW1500G
geared-turbofan engine
family, which powers
all Bombardier C Series
versions

turbofan engine type first enters service, its
despatch reliability rate usually represents an
important Achilles heel.
Dr Scherrer praises the level of on-site
technical support P&W has provided Swiss
from the moment the carrier’s first CS100
first touched down at the carrier’s Zurich
base. He says: “The engine-related despatch
reliability is effectively 100% and never fell
below the high 90s in the fleet’s commercial
operation. During the entry-into-service
period, Pratt & Whitney based several
technical representatives on-site in Zurich
to support a seamless start [for] the Swiss
C Series operation. Their contribution and
support were and are still highly valuable
in terms of the learning curve for the Swiss
organisation, as well as ensuring fast and
efficient communication channels between
the airline and engine manufacturer.”
P&W, which as the manufacturer of the
engine collects and aggregates despatch
reliability data from every PW1500G in
service with every C Series operator, says
Swiss isn’t unique in the good experience it
has had in its early commercial flights with
aircraft powered by PW1500G engines.
Calio says: “The reliability of the engine has
been excellent so far. Currently, the engine is
demonstrating 99.9% despatch reliability in
its first nine months of revenue service, which
is very good for a new-design engine.”
1 According to CS100 launch operator Swiss, preliminary data evaluation confirms the PW1524G’s fuel-efficiency performance meets the expectations
and guarantees. Philippe Noret/AirTeamImages 2 PW1524G ground-testing at Pratt & Whitney’s West Palm Beach engine test facility. Pratt & Whitney
3 The PW1524G is one of seven versions in the PW1500G family, with other variants powering other new airliners such as the A320neo, E-Jets E2 and
Mitsubishi Regional Jet. Pratt & Whitney
Early Teething Problems
That said, no brand-new commercial
aero engine ever enters service without
experiencing at least some technical issues –
and for Swiss, despite its generally excellent
initial operational experience with the engine,
the PW1500G hasn’t proved an exception to
that rule. While at the time of writing Swiss
hadn’t experienced any in-flight shutdowns,
flight diversions or unscheduled removals-off-
wing involving PW1500Gs, it has had a few
technical problems with CS100 engines.
Dr Scherrer explains: “Several technical
irregularities were caused by necessary
maintenance actions with regard to fan blades.
PW1500 fan blades suffer from persistent
defects – bonding of coating, etc. – related
to non-mature manufacturing procedures
. . . From an operational point of view,
PW1500G engines feature a longer start-up
time compared to other engine types.” (The
related PW1100G-JM engine model powering
the A320neo family experienced early, highly
publicised issues that led to early engines
requiring protracted start-up times, a problem
that has to this day persuaded Qatar Airways
not to accept the first batch of A320neos from
its large A320neo-family order.)
P&W’s Calio concedes: “We have
addressed a few minor issues during initial
service operation. We plan to continue
to incorporate improvements to improve
the efficiency, reliability and durability
of the components and systems of the
PW1500G engine.”
When all is said, Swiss remains pleased
with the PW1500Gs powering its CS100s
and it expects the PW1500Gs, which will
power the 20 CS300s it will receive, to be
no more problematic. Dr Scherrer says: “The
PW1500G is a newly developed engine which
embodies state-of-the-art technology. As
a consequence, from the beginning Swiss
prepared itself to face technical teething
troubles at entry to service. Such issues have
been identified on the fan blades and traced
back to non-mature production processes.”
Maintenance and Improvement
Programme
However, notes Dr Scherrer: “Routine
maintenance of the engine has been
straightforward so far. Compared to other
modern engine types operated by Swiss
– the GE90-115B, Trent700, CFM56 – the
PW1500G engine . . . is equivalent in
terms of maintenance. Furthermore, the
straightforwardness and simplicity of
maintaining the fan blade and fan blade
exchanges is something to point out. Taking
into account that the learning curve for the
Swiss organisation is not yet completed,
[our] easiness in handling the PW1500G is
expected to increase further.”

2 3

39
 COMMERCIAL C SERIES
P&W has introduced a few modifications
to subsequent production PW1500G
design as a result of Swiss’s initial operating
experience with the new engine type. Calio
says: “Improvements to the PW1500G
engine include modifications to the oil supply
system, software enhancements – including
steep approach capabilities that enabled the
CS100 to operate from London City Airport
– and improvements to a handful of engine
accessories. There are also improvements
to the combustor planned to achieve
improved on-wing [maintenance] intervals.
These improvements will be incorporated
later this year. [Additionally,] Pratt elected to
add the combustor lining inspection to the
maintenance check.”
As all manufacturers do for their volume-
production engines, P&W is running a
2 rotating at that rate, the maximum rotation
40
continuous improvement programme for
the PW1500G. This programme is focusing
on several areas of potential design
improvement, says Calio: “We will continue
to refine the engine controls and [blade-
tip] clearance-control systems to optimise
fuel burn. We are also actively working
improvements in the combustor liners, which
are intended to extend the durability of these
components for improved operational time
on wing for the engine.”
PW1500G Design and
Technical Details
At the heart of what makes the PW1500G
and its PW1000G-family siblings so much
quieter and more fuel-efficient than previous-
generation turbofans is the fan drive gear
system (FDGS) decoupling the rotation rate
of the fan – which in the PW1500G is 73in
(1,854mm) in diameter – from the rotation
rate of the low-pressure shaft.
Geared turbofans aren’t a new concept;
the Honeywell TFE331 geared-turbofan
engine for business aircraft has been in
service since 1972. However, P&W made
brilliant use of 3D computational flow
dynamics modelling to analyse and design
the flow of lubricating and cooling oil through
a star-and-planet gear system, allowing
it to create an oil spray system capable
of lubricating the first workable reduction
gearbox for a large commercial aero engine.
Arranged to provide an indirect rather
than a direct connection between the
engine’s low-pressure shaft and its fan,
the FDGS in the PW1500G is driven by the
low-pressure shaft (which also drives the
engine’s three low-pressure compressor
stages). In turn, the FDGS drives a fan shaft
that directly drives the fan, but rotates at
a rate precisely 3.0625 times slower than
does the low-pressure shaft.
In doing so, the PW1500G’s FDGS allows
the fan to rotate at the rate at which it
produces its highest propulsive efficiency,
while also allowing the low-pressure shaft
(driven by the engine’s three low-pressure
turbine stages) to rotate at the rate at which
the shaft is also most propulsively and
thermally efficient. In conventional two-shaft
turbofan engines, in which the low-pressure
shaft is directly connected to the fan and
directly drives it, the fan’s optimal rotation
rate actually is within a few hundred rpm of
the optimal rate at which the PW1500G’s fan
rotates. However, in conventional two-shaft
engines, the low-pressure shaft rotates at a
rate far below its optimally efficient rate.
Specifically, the fan in the PW1500G
rotates at a maximum rate of 3,461rpm. In a
conventional two-shaft turbofan with a fan

rate of the low-pressure shaft obviously
would also be 3,461rpm. However, the most
efficient rotation rate for a low-pressure shaft
in a large turbofan engine is much higher
than that, and in the PW1500G the maximum
rotation rate of the low-pressure shaft is
10,600rpm, its most efficient rate. (The
maximum rotation rate of the PW1500G’s
high-pressure shaft, which is driven by the
engine’s two high-pressure turbine stages
and drives its eight high-pressure compressor
stages, is 24,470rpm; but in any two-shaft
turbofan engine this shaft is independent of
the low-pressure shaft, so its rotation rate in
the PW1500G would be very similar to the
equivalent high-pressure shaft rotation rate in
any other engine.)
Because the PW1500G’s FDGS allows
both its fan and its low-pressure shaft to
rotate at their optimally efficient rates, P&W
was able to use the resulting efficiency
increase to reduce by three the number
of low-pressure compressor stages
the engine required and also reduce by
three stages the number of low-pressure
turbine stages it required. The resulting net
reduction of six rotating stages compared
with previous-generation direct-drive
turbofan engines lowered the length and
weight of the engine considerably. At
the same time, it cut by up to 2,000 the
number of parts such as compressor and
turbine blades and discs the PW1500G
needed in order to operate.
1 The PW1524G’s final flight test, on P&W’s 747SP flying testbed, with the engine mounted on the inner port pylon. Pratt & Whitney
2 The ratio of cold bypass air to hot core air in the PW1500G is 12:1, a ratio practically unachievable until P&W developed its
geared turbofan technology. Pratt & Whitney 3 At 20dB below ICAO’s Chapter IV minimum-noise standard, the PW1524G’s airport
noise footprint is up to 75% smaller than those of previous turbofan engines. Pratt & Whitney
Other PW1500G Design
Elements
Like other PW1000G family members, the
PW1500G’s 18 fan blades are made of
an advanced aluminium alloy honeycomb
structure, which, as with the higher-production
rate PW1100G-JM, has given P&W some
manufacturing-quality headaches that it has
only begun to overcome this year. However,
the fan blade’s metallic honeycomb structure
does make each blade very light, affordable,
strong and aerodynamically efficient.
The ratio of cold bypass air (which
produces about 90% of the engine’s thrust)
to hot core air in the PW1500G is 12:1, a ratio
practically unachievable until P&W developed
its geared turbofan technology. The
PW1500G’s very high bypass ratio also helps
make it a very quiet engine. At peak take-off
thrust of 24,400lb (108.5kN) the noise level it
produces is 20dB below ICAO’s Chapter IV
minimum-noise standard, which means its
airport noise footprint is up to 75% smaller
than those of previous turbofan engines, and
the level is even well below ICAO’s future
Chapter VI standard.
Use of one-piece integrally bladed rotors to
provide some of the PW1500G’s eight rotating
high-pressure compressor stages helps further
reduce the engine’s weight and parts count.
Additionally, all PW1000Gs employ P&W’s
advanced TALON X (Technology for Advanced
Low NOx), which employs a rich-quench-lean
combustion cycle to reduce emissions of
C SERIES COMMERCIAL
oxides of nitrogen by up to 70% below the
requirements of current CAEP environmental
regulations.
In the PW1500G’s two-rotating-stage high-
pressure turbine module, P&W has employed
advanced air-cooling pathway circuitry,
casing-cooling technology, advanced nickel
alloys and its latest-design thermal barrier
coatings to ensure the high pressure turbine
is highly durable, reliable and efficient in
operation.
The Seven PW1500G Versions
There are seven models in the PW1500G sub-
family. The PW1519G, which is a Bombardier
CS100 reduced-thrust model, produces
19,775lb (87.9kN) of maximum take-off
thrust and 18,685lb (83.1kN) of maximum
continuous thrust. (All measurements here are
given in terms of sea-level static thrust.)
The PW1521G, another CS100 reduced-
thrust model, produces 21,970lb (97.7kN)
of maximum take-off thrust and 20,760lb
(92.3kN) of maximum continuous thrust, as
does the PW1521G-3, the Bombardier CS300
reduced-thrust model. The PW1524G is the
CS100 basic model and the PW1524G-3 is
the CS300 basic model, while the PW1525G
is the CS100 alternate-climb thrust model
and the PW1525G-3 is the CS300 alternate-
climb thrust model. All four of these models
produce 24,400lb (108.5kN) of maximum
take-off thrust and 23,050lb (102.5kN) of
maximum continuous thrust.
3
41
 COMMERCIAL C SERIES

Swiss has used its CS100s

to replace its Avro RJs on its
European short-haul network.
Around 300 of its pilots will
be trained on the aircraft. Rudi
Boigelot/AirTeamImages

A New Era
42

Two airlines, Swiss and Air Baltic, have
so far put the C Series into service.
Korean Air is set to become the third
operator later this summer. Bombardier
Commercial Aircraft
A
t the time of this
magazine’s publication,
there were 12 C Series
in service. The CS100’s
launch operator, Swiss,
had eight CS100s and
CS300 launch operator
Air Baltic operated the
other four.
Swiss is using its
CS100s on various short and medium-
haul routes in its European network from
Zurich and Geneva, including Birmingham,
Budapest, Brussels, Hanover, Madrid,
Manchester, Munich, Nice and Warsaw.
Air Baltic similarly uses its C Series for
European scheduled services, including
Amsterdam, Athens, Barcelona, Frankfurt,
London Gatwick, Malta, Munich, Nice,
Rome and Vienna, as well as charter flights
to Antalya and Heraklion.
Route Development
Swiss is using its CS100s to replace its
20-year-old Avro RJ100s and for Riga-based
Air Baltic, which is Latvia’s flag carrier, its
CS300s are replacing Boeing 737-700s,
with the jets operating alongside its fleet of
Bombardier Dash 8 Q400 turboprops.
However, the C Series’ significance isn’t
just that it’s a leaner, greener and cheaper-
to-operate replacement for older equipment
on an airline’s key trunk routes. One of the
aircraft’s strengths is its range. According
to range maps in Bombardier’s brochure for
the aircraft, the CS100 can fly 3,100 nautical
miles (5,741km) and the CS300 3,300
nautical miles (6,112km) – enough to reach
New York from western Europe, or fly from
Dubai to Bangkok or from Hong Kong to
Swiss and Air Baltic are Karachi and Cairns.
This capability is significant, because
the initial CS100 and although larger narrowbody types (of Airbus
CS300 operators – and A320 and Boeing 737-800 capacity) or
as Mark Broadbent smaller widebody aircraft (such as A330s or
767s) have the range to operate medium-
explains, the type’s haul services, these aircraft typically have
capabilities offer new too many seats to make routes between
some secondary destinations sustainable.
possibilities for airlines The C Series gets around this issue. Its
range means it can comfortably operate
C SERIES COMMERCIAL
medium-haul routes, but its 100 to 150-seat
capacity means it is sized appropriately for
routes that have marginal demand.
Air Baltic is set to use this route
development potential. Gerhard Ramcke,
Chief Pilot for the C Series with Air Baltic,
told AIR International the aircraft “does give
us the opportunity to serve farther[-flung]
destinations.”
From October 29, 2017, the carrier will
start a thrice-weekly service from Riga to
Abu Dhabi. According to Ramcke, the airline
is also planning new medium-haul routes to
destinations around the Mediterranean, to
Baku in Azerbaijan and to Keflavik in Iceland.
Right-Sizing
The C Series’ blend of range and a relatively
low seating capacity also opens another
opportunity for operators: right sizing.
Having the right seat count on a route
at any one time is important, because an
operator risks losing money if it offers too
many seats for the level of demand. Equally,
too few seats risks missing out on growth if
demand rises. Variables such as economic
trends, seasonal travel patterns and new
competition all have an impact on demand.
The result is network airlines like having
aircraft with different seat counts so they
can right size according to demand, moving
aircraft with different seat counts around
their network as market conditions dictate.
Fitting into a gap in seat numbers between
regional jets and larger single-aisle aircraft,
the C Series gives big network operators
flexibility. If demand on a route drops and
deploying a larger narrowbody becomes
marginal on costs, the C Series could provide
a good substitute, because it has the range
to enable an airline to continue operating
a route while offering a more suitable seat
count and therefore a better cost.
Peter Koch, Swiss’ C Series Fleet Chief,
indicated the aircraft’s value in this respect:
“The C Series is an ideal supplement for our
fleet in order to flexibly adjust our capacity
in Europe. With its longer range, it can
also serve destinations within our existing
network that were not served by the Avro
before but by our A320 family.”
43
 COMMERCIAL C SERIES
Up-gauging
It also seems operators will use the C Series
to support up-gauging on popular routes.
Delta Air Lines’ order for 75 C Series is telling
in this regard. When it announced the order
Delta specifically said the aircraft would be
used to “reshape and up-gauge” its network.
The C Series can seat 130 to 150
passengers in a dual-class layout, compared
to 110 passengers in Delta’s Boeing 717s,
126 in the airline’s A319s and 149 in its MD-
88s. Introducing the C Series means Delta
gets extra revenue-earning potential from
its dense short and medium-haul network
across North America, while also getting a
more fuel-efficient type.
Up-gauging is also significant for Swiss.
Koch said: “The CS300 aircraft offers 20
additional seats at only slightly higher
production costs. This is an important factor
concerning our profitability, especially from
our base in Geneva.”
Short Runways
Another intriguing aspect of the C Series
is its short-field performance. On April 26,
2017, the CS100 received Transport Canada
and European Aviation Safety Agency
Air Baltic is set to exploit the
CS300’s range capability by putting
the type on to new medium-haul
routes from Riga, the first of which
is Abu Dhabi from October 2017.
Alex Filippopoulos/AirTeamImages
44
approval to undertake steep approaches
at challenging airports with short runways
following a series of demonstration flights
at London City Airport early in the year
using the second CS100 flight test aircraft,
C-GWYD (c/n 50002).
With the short runway authorisation,
Swiss is seeking approval from FOCA, the
country’s civil aviation regulator, to begin
operating its CS100s to London City. Swiss
expects this approval in Q3, enabling the
carrier to begin flying these aircraft into the
airport later this year.
Another future C Series operator, a
UK start-up called Odyssey Airlines, also
intends to operate C Series from London
City. Announced in 2013 as the previously
undisclosed buyer of ten CS100s, Odyssey
plans to launch all-business-class flights
to “city centre airports in North America,
the Middle East and beyond”. This should
prove to be an interesting test case of the
C Series’ blend of long range and short
runway performance in a relatively small
narrowbody. Odyssey hasn’t so far disclosed
a firm launch date.
Porter Airlines should have been another
notable case study of C Series short runway
operations. The Canadian carrier has a
conditional order for up to 30 CS100s and
intended to use the jets on new medium-haul
services from the downtown Billy Bishop
Toronto City Airport. However, in 2015 Ottawa
state authorities refused to overturn the ban
on jet aircraft operating into the airport. Porter
said in 2016 it wouldn’t rule out operating its
C Series from other Canadian airports.
Growing Fleet
The precise ways operators will use the C
Series will be seen in the fullness of time
as more customers receive their aircraft.
For now, the first operators are focused on
increasing their pilot numbers.
Since January 2016 almost 90 pilots at
Swiss have been trained on the C Series.
A further 50 of this airline’s pilots were in
training this spring with another 120 to follow,
according to Koch. He said around 300 of
Swiss’ pilots will be qualified to fly the C
Series after the fleet rollover from Avro RJ to
C Series is completed.
Ramcke said Air Baltic currently has 42
pilots fully qualified and flying the aircraft
operationally, with the process of type
qualification training ongoing.
 C SERIES COMMERCIAL

These activities reflect the expected

EXCEEDING EXPECTATIONS increase in deliveries. Ramcke told AIR
With Swiss having nearly a year of C Series operations under its belt and Air Baltic around six International that Air Baltic expects to receive
months, what is the view from the operators on how this new aircraft is performing? So far, the five more CS300s over the summer, while
reaction is largely positive. Koch said Swiss is due to get one aircraft a
Peter Koch from Swiss told AIR International: “The aircraft we receive from Bombardier are month, rising to two in certain months.
performing as expected. In fact, we’re pleased to report that certain performance parameters, C Series deliveries have been affected
such as fuel consumption and range, have proven substantially better than agreed. Regarding in recent months by issues relating to the
the CS100’s technical [despatch] reliability, I can confirm that after its first months in line
service, it has settled in the high 90s [in %], which is above those seen for other recent new
supply of Pratt & Whitney PW1500G-series
aircraft types.” engines. Delays in shipments of titanium-
Gerhard Ramcke of Air Baltic said: “The aircraft itself and the entire entry into service process aluminium fan blades have disrupted
has exceeded our expectations and we are very satisfied. The team from Bombardier has production of the engines. The result was
supported us tremendously. Having flown slightly more than 2,000 hours and 1,000 cycles the Bombardier only handed over seven of a
figures on fuel burn, have so far exceeded the announced values.” planned 15 CS100s in 2016 and there was
There have been teething troubles. Ramcke said Air Baltic’s despatch reliability with the type a three-month gap in deliveries until March
is “still a little lower than the targeted 99%”. Koch said: “There are a few design issues that 2017. In March, Fred Cromer, Bombardier
need to be improved, such as the placement of the class divider and the cabin communication
Commercial Aircraft’s President, said the
system. We are working on these in close collaboration with Bombardier.”
However, Ramcke and Koch noted such issues are not unusual with a new aircraft type and delivery rate would rise during the second
both reported overall satisfaction. A part of the feedback that will be particularly pleasing for half of 2017.
Bombardier given the focus placed on designing the flight deck will be that pilots are reporting Korean Air is set to become the third C
they are enjoying flying the C Series. Series operator, with seven aircraft due for
Ramcke admitted Air Baltic pilots were “initially sceptical and not fond of the idea to move to delivery this year. Its financial results for
an unknown type [that] doesn’t have any operational background”, but said the delivery of the Q1 2017 stated the airline will receive its
carrier’s first aircraft was a “game-changer” in altering perceptions. first CS300 in August. Two more examples
Koch said: “The cockpit ergonomics are designed to guarantee an easy transition for the pilots are scheduled to arrive in September and
from all different aircraft types. According to the feedback from our pilots, that is, in fact, the
October, followed by a pair in November and
case. In addition, the aircraft’s aerodynamics are great and it offers a very intuitive fly-by-wire
system, sophisticated tactile feedback and powerful and low-noise engines.” a pair in December.
Slowly, steadily, the C Series is
becoming a part of the airline scene.

45
 COMMERCIAL C SERIES
The Numbers
Key numbers for the two C Series variants
Air Baltic’s first CS300 YL-CSA (c/n 55003)
arriving at its Riga base on delivery. This variant
has 3,300nm (6,112km) range. Air Baltic
CS100
Length: 114ft 9in (35m)
Height: 37ft 8in (11.5m)
Wingspan: 115ft 1in (35.1m)
Wing area: 1,209ft2 (112m2)
Fuselage max diameter: 12ft 2in (3.7m)
Base take-off weight: 121,000lb (54,885kg)
Max take-off weight: 134,000lb (60,781kg)
Base landing weight: 112,500lb (51,029kg)
Max landing weight: 115,500lb (52,390kg)
Max payload: 33,350lb (15,127kg)
Range: 3,100nm (5,471km)
Take-off distance (at base take-off weight): 4,000ft (1,219m)
Landing distance (at max landing weight): 4,450ft (1,356m)
Seats: 108 dual class (first at 38in/965mm pitch; standard at
32in/812mm) 120 standard single class (32in/812mm pitch); 125
high-density single class (30in/762mm pitch); 133 maximum
(28in/711mm pitch)
Cargo volume: 838ft3 (23.7m3)
Cargo weight: 8,000lb (3,629kg)
Max cruise speed: 470kts (871km/h)
Normal cruise speed: 447kts (820km/h)
Engines: Two Pratt & Whitney PurePower PW1519G each rated at
18,900lb (84.1kN) thrust
Data: Bombardier Commercial Aircraft
46
CS300
Length: 127ft (38.7m)
Height: 37ft 8in (11.5m)
Wingspan: 115ft 1in (35.1m)
Wing area: 1,209ft2 (112m2)
Fuselage max diameter: 12ft 2in (3.7m)
Base take-off weight: 132,000lb (59,874kg)
Max take-off weight: 149,000lb (67,585kg)
Base landing weight: 124,500lb (56,472kg)
Max landing weight: 129,500lb (58,740kg)
Max payload: 41,250lb (18,711kg)
Range: 3,300nm (6,112km)
Take-off field length (at base take-off weight): 5,000ft (1,524m)
Landing distance (at max landing weight): 4,800ft (1,403m)
Seats: 130 dual class (first class at 36in/914mm pitch; standard at
32in/812mm); 140 standard single class (32in/812mm pitch); 150 high-
density single class (30in/762mm pitch); 160 maximum (28in/711mm pitch)
Cargo volume: 1,116ft3 (31.6m3)
Cargo weight: 10,700lb (4,853kg)
Max cruise speed: 470kts (871km/h)
Normal cruise speed: 447kts (829km/h)
Engines: Two Pratt & Whitney PurePower PW1521G with 21,000lb
(93.4kN) thrust, or PW1524G with 23,300lb (103.6kN) thrust, or PW1525G
with 23,300lb (103.6kN) thrust
Data: Bombardier Commercial Aircraft
 C SERIES COMMERCIAL

CS100 CS300
Air Arabia Jordan 2 (purchase agreement yet to be Air Baltic 20
firmed)
Air Canada 45
Braathens Leasing (for Braathens Regional) 5
Al Qahtani Aviation Company (for SaudiGulf Airlines) 16
CDB Leasing 5 plus 5 options (purchase agreement
Atlasjet 10 plus 5 options (letter of intent yet to be firmed)
yet to be firmed)
Braathens Leasing (for Braathens Regional) 5
Delta Air Lines 75 plus 50 options
CDB Leasing 10 plus 10 options (conditional purchase
Falko Regional Aircraft 24 (purchase commitment yet to be
agreement yet to be firmed)
firmed)
Falcon Aviation Services 2
Flymojo 20 (purchase commitment yet to be
firmed) Ilyushin Finance 20

Gulf Air 10 Iraqi Airways 5

Lease Corporation International 3 Korean Air 10 plus 10 options and 10 purchase rights

Lufthansa Group (for Swiss) 10 Lease Corporation International 17

Odyssey Airlines 10 Lufthansa Group (for Swiss) 20

Porter Airlines 12 plus 18 options (conditional order Macquarie AirFinance 40

yet to be firmed) Republic Airways Holdings 40

PrivatAir 5 Tanzanian Government 2

Zhejiang Loong Airlines 20 (letter of intent yet to be firmed) Undisclosed 7 plus 6 options (purchase agreement yet to be firmed)
Data correct to June 15, 2017. Data correct to June 15, 2017.

Delta Air Lines is set to operate

more C Series than any other airline
after its 2016 order for 75 CS100s.
Bombardier Commercial Aircraft

47
 MILITARY NORTHERN EDGE 2017

Synchronised,
Symbiotic and
Synergistic
Mark Ayton reports from Alaska on Northern Edge 2017, the
most complex and robust exercise staged to date
Northrop Grumman’s airborne laboratory, BAC 111 N162W, flew daily missions from Elmendorf.
All photos Mark Ayton unless noted

48

R
eaders who have
visited Alaska
may well recall
the vastness and
beauty of America’s
49th state. Travel in
any direction from
Anchorage, the
largest city, and you’ll
enjoy wilderness
on an unprecedented scale. Bald eagles,
America’s national bird, are plentiful,
conspicuous and beautiful to watch as
they soar over town and wilderness alike.
Watching a pair of boisterous juvenile
eagles at the harbour in the city of Seward,
the author reflected whether the McDonnell
Douglas designers responsible for the F-15
fighter aircraft had paid any attention to the
bald eagle, particularly its aerodynamics
and speed. Similarly, had the US Air Force
likened the bald eagle’s prowess to the
F-15’s capabilities when it selected Eagle
as the name for the F-15? One would like
to think so. For two weeks in May, Alaska
once again became home to US Air Force
F-15C Eagles, a type permanently based
there until September 2010. The venue was
Elmendorf Air Force Base (officially Joint
Base Elmendorf-Richardson, but far two
awkward to read) in Anchorage. The event
was Exercise Northern Edge 2017, Pacific
Command’s biennial large force exercise
which includes significant experimentation.
NORTHERN EDGE 2017 MILITARY
This year’s event, like earlier iterations, was
no ordinary exercise, 163 aircraft from the US
Air Force, US Navy, US Marine Corps, US
Coast Guard and defence contractors from
across the nation converged on two primary
locations, Elmendorf and Eielson Air Force
Base near Fairbanks. Participating aircraft
ranged from a 1944 Douglas DC-3 to 2015
model F-35B Lightning IIs, the latter on the
type’s first visit to Northern Edge.
Complex Vuls
Flight operations from both bases were
geared to covering two vul periods each day,
one in the morning and one in the afternoon.
The morning vul involved the largest number
of aircraft, and was conducted in the Joint
Pacific Air Range Complex (JPARC), an
overland range located south of Eielson.
The afternoon vul involved fewer aircraft, but
three, rather than one, sectors of airspace,
including the Gulf of Alaska, each facilitating
a smaller fight. Morning or afternoon, each
vul period ran an A2AD mission set (see later).
Those staged in the maritime realm involved
US Navy Arleigh-Burke-class destroyers USS
Hopper (DDG 70) and USS O’Kane (DDG 77),
a US Coast Guard cutter and commercial
fishing vessels contracted by Alaska
Command to role play as adversary threats.
In his 2010 paper titled Anti-Access/Area
Denial: The Evolution of Modern Warfare,
Major Christopher McCarthy, an F-15C pilot
and a Distinguished Graduate of the United
States Naval War College, Newport, Rhode
Island, cited the following details.
In 2003, the Center for Strategic and
Budgetary Assessments defined anti-access
as: ‘enemy actions which inhibit military
movement into a theater of operations, and
area-denial operations as activities that seek
to deny freedom of action within areas under
the enemy’s control’.
Major Christopher McCarthy also cited
China as a regional power with robust Anti-
Access/Area Denial (A2AD) capabilities.
Chinese anti-access capacity includes a large
ballistic missile force designed to attack key
point targets, such as air bases and naval
facilities. Chinese area denial capabilities
consist of advanced counter-maritime and
counter-air systems designed to destroy
critical mobile assets, such as surface ships
and aircraft. A2AD also extends into the
space and cyber domains that support US
operations, and is specifically designed to
disrupt US power projection. Furthermore,
Chinese A2AD is particularly well suited
for use against US forces in the event of a
confrontation over the defence of Taiwan.
During Northern Edge, air operations
were planned by two mission planning cells
(MPCs), the primary one at Elmendorf and
a second at Eielson. Two weapons officers,
graduates from the US Air Force Weapons
School based at Nellis Air Force Base,
Nevada, one each from the F-16 and E-3
Sentry Divisions, led the MPC at Elmendorf.
49
 MILITARY NORTHERN EDGE 2017
1
According to Lt Col Brian Baldwin,
Northern Edge senior mission director and
Pacific Air Forces exercise lead planner,
the MPC leaders determined objectives
for each vul and created a plan to deal
with the scenario given by the intelligence
summary issued by the White Force:
“Details of the plan were then briefed to
audiences at Elmendorf and Eielson via video
teleconference. Aircrew tasked with the same
mission set would then conduct a top-off
briefing and then fly.”
Each sector of airspace used for the
afternoon vul had its own MPC; they were,
for the most part, located at Elmendorf, and
each sector was typically used for a specific
mission based on the size of airspace
available to meet the mission requirements.
Most flying in the JPARC was focused on
electronic warfare in the A2AD realm and
the development of tactics, techniques
and procedures (TTPs) for that threat. As
mentioned earlier, flying in airspace over the
Gulf of Alaska was dedicated to different
maritime-centric missions.
All vul periods were tightly controlled to
ease the aircraft recovery cycle back to
Elmendorf, which is located just a few miles
to the east of Anchorage International Airport,
a top five cargo airport in the world operating
a constant arrival and departure schedule of
freighter aircraft.
1 Northrop Grumman’s airborne laboratory has a highly-modified nose radome housing an APG-81 advanced electronically scanned array radar. The chin-
mounted assembly is part of the AAQ-37 distributed aperture system. Both systems are integrated on the 1966 British jet to enable flight-test support to the
F-35 Lightning II programme. 2 Phoenix Air’s Gulfstream I N192PA was based at Eielson Air Force Base during Northern Edge and was likely to have been used
2 to provide threat presentations for the Red air force.
50
Lt Col Baldwin said: “The morning vul
periods were planned to be two hours long.
That gave us adequate time to space our
recoveries, but still have the right type of
challenge and coverage of the problem. The
afternoon vuls were a little bit more variable,
generally 30 to 60 minutes long. They were all
staggered, so we could launch aircraft for one
sector of airspace, recover from another and
never have air traffic conflicts coming back
to the Anchorage area from three different
directions.”
Experiments
During the two-weeks of Northern Edge
PACOM sponsored and staged 26
experiments divided into seven areas; fires,
navy surface, datalinks, electronic warfare,
fifth to fourth-generation enhancements, LVC
(Live, Virtual and Constructive) training and
C2ISR (Command and Control, Intelligence,
Surveillance and Reconnaissance).
Experimentation was one of the primary
drivers for the exercise, many involving
contractor aircraft ranging from Cessna
208 Caravans, a Falcon 20, Gulfstream
I, Gulfstream III and a BAC 111. Other
experiments involved military aircraft such as
a U-2S supporting DARPA’s Project Hunter,
and F-15Cs equipped with the Talon Hate
system (see later).
That’s easy to list, but in reality required
lots of coordination in the months leading
up to the exercise about when and where
each platform and each experiment needed
to take place. Lt Col Baldwin said if his team
needed to shape the mission objective, the
lanes or the geographic boundaries used to
accommodate an experiment it would do
so where it could without impinging on the
method of training or the development of
TTPs, and do so in way that maximised the
amount of data gathered on the range: “We
put them on the schedule, made sure they
were de-conflicted by time; some contractors
had issues with taking off with cables on the
runway, for instance. Otherwise it’s down to
getting them involved in the mission. Ideally,
each experiment would have a representative
available to the MPC to help de-conflict
where its platform was going to be, whether
blocked to an altitude or kept in a certain area
to remain out of the way.
“We got them involved in the briefing to
the maximum extent possible, but for the
most part much of the experimentation work
was somewhat transparent to the training
audience. Datalink experiments, working on
different gateways to expand our datalink
capabilities and make them more robust,
became a little more apparent to the training
audience. Those experiments heavily involved
with electronic warfare were less transparent.
Then there were a few that involved silent
players gathering electromagnetic emissions
for follow-on purposes.”
For the White Force planners, integrating
experiments into a robust Blue versus Red air
war was a balancing act.
One of the joint electronic warfare
organisations aligned under US Strategic
Command’s operations directorate called
Joint Electromagnetic Preparedness for
Advanced Combat (JEPAC) also had input
and representation to Northern Edge 2017.
JEPAC partners with the US armed services
and combatant commands to identify, support
and conduct assessments of joint operational
testing and evaluation of electromagnetic
spectrum-dependent capabilities, and develop
TTPs to counter the effects of advanced
electronic attack waveforms.
Two of its many tasks were at the core of
exercise objectives: specifically, operationally
representative electronic warfare training

requirements and capabilities and improved
electronic warfare modelling and simulation.
It’s of no surprise that JEPAC sponsored
experiments primarily in electronic warfare
and provided a Red Force czar who was
responsible for orchestrating the Red Force
assets assembled at Eielson, which included
F-16Cs flown by the 18th Aggressor Squadron,
Learjets operated by L3’s Flight International
providing jamming, and surface-to-air systems
located out on the range.
Lt Col Baldwin said the experiments and
contractor aircraft involved were used to
increase the threat level presented to Blue Air:
“Getting them [Blue Air aircrew] out of their
comfort zone faced with a very aggressive
and advanced threat presentation was a
training objective, but never to the point
where combat-coded aircrew deployed to the
exercise to receive training were being asked
to fly a series of manoeuvres so an experiment
could gather data.”
Among the fighter squadrons at Northern
Edge 2017, those operating fourth-generation
aircraft took turns in flying with Red Air:
approximately 20% at Elmendorf and 60%
at Eielson. At the end of some vuls, the White
Force would request fifth-generation aircraft to
give a presentation for the Blue side to provide
exposure to the capabilities and to gather data.
Generation Integration
This year’s exercise was the first time that
many of the participants had operated with
the F-35 Lightning II; Marine Fighter Attack
Squadron 121 (VMFA-121) based at Marine
Corps Air Station Iwakuni, Japan deployed
eight F-35Bs to Elmendorf making the type’s
debut in Northern Edge. It’s fair to say that
3 Flight International’s Learjet 36 N12FN loaded
with two ALQ-167 electronic countermeasures
threat simulation pods. During Northern Edge
Flight International flew daily missions in support
of the Red air force using the pods as part
of the robust threat laydown presented to
the Blue air force. 4 An EP-3E Aries II multi-
Intelligence reconnaissance aircraft flew daily
missions in support of the overland and maritime
components of the exercise. The aircraft is
equipped to exploit a wide range of electronic
emissions which is fused by the crew with data
received from other assets and disseminated
as collaborated information for a variety of roles
including battle space situational awareness and
suppression of enemy air defences.
NORTHERN EDGE 2017 MILITARY
those units with F-35 time had not operated
with the fifth-generation fighter in the middle
of a robust A2AD environment.
Lt Col Baldwin opined that fourth to
fifth-generation training at this point is a
known thing, especially throughout PACOM’s
area of responsibility (AOR) working with
F-22 Raptors: “I think the new wrinkle was
integrating the F-35 and seeing where it can
fit into the mix with fourth-generation aircraft,
and to some extent fifth to fifth-generation
integration between Raptors and F-35s
working in a symbiotic way to maximise each
platform’s capabilities.”
Maritime Component
Within PACOM’s set of wartime mission sets
is to advance the ability to project power
in the maritime domain, using Air Force,
Navy and Marine Corps aircraft, including
bombers, tactical aircraft and ISR systems to
find adversary threats and prosecute attacks
with joint operations.
Lt Col Baldwin said the White Force
executed joint war-at-sea missions to
develop TTPs further. USS Hopper and USS
O’Kane conducted their own drill-specific
events and connected in to the US Navy, 11th
Air Force and Alaska Command networks
and with Air Force, Navy and Marine Corps
aircraft involved.
According to Lt Cdr Karl Sander, Northern
Edge lead planner, the two destroyers had
lots of time outside of the afternoon vul
to conduct surface warfare training: “This
included live fires, helicopter deck landing
qualifications for MH-60T Jayhawk crews
based at Coast Guard Air Station Kodiak
3
and UH-60 Blackhawks and HH-60G Pave
Hawks from the Alaska National Guard and
Air National Guard. The destroyers were
accompanied by a supply ship to complete
the Blue Force. The Red Force comprised a
US Coast Guard patrol boat and five fishing
vessels contracted by Alaskan Command to
provide an opposition force to the ships and
aircraft.
Discussing the air operations over the Gulf
of Alaska Lt Col Baldwin said: “The F-35s,
F-22s, Super Hornets, Hornets, F-15Cs and
F-15Es all flew Blue Air missions against
opposing air and maritime threats. Northern
Edge 2017 was the first time the F-35 had
participated in such a complex and robust
exercise in both the maritime environment.
They conducted work with the ISR platforms,
using their sensors to the maximum and
develop and practise TTPs in air-to-surface
maritime strikes.”
Ground Component
In each afternoon vul, Blue Air flew missions
dedicated to close air support training for the
ground elements on the ranges. US Army
troops and Marines staged a joint force entry
on the range, which developed into live fire
by small arms and manoeuvre elements.
On some days, Marines established de-
confliction for and integrated the High
Mobility Artillery Rocket System and took live
shots on the range in and around the vuls.
Blue Air dropped inert munitions during
air interdiction against heavily defended
target sets in keeping with the A2AD realm.
Cargo drops were also flown and, like the
munition drops, were all integrated in the
4
51
 MILITARY NORTHERN EDGE 2017

plan issued by the MPC, and with all safety
aspects taken in to consideration pushed the
TTP envelope forward. A total of 56,209lb
(25,500kg) of munitions and cargo was
dropped during the two-week exercise.
A View from DC
Northern Edge is an exercise for US PACOM.
PACOM needs to be ready if tonight is the
night North Korea makes its move. PACOM
also has to be ready to respond to a wide
range of contingencies throughout its vast
AOR. Northern Edge 2017 reflected these
requirements. It was a multidomain exercise.
Warships participating included two guided
missile destroyers, equipped with the Aegis
air and missile defence system. Marine
Lieutenant Colonel Stephen Driskill said:
“Northern Edge gives us the opportunity to
really practise the tactics, techniques and
procedures that we would need in order to
fight in such a vast Pacific Ocean theatre.”
As a combatant command, PACOM is
not set up to develop or test new aircraft,
capabilities or weapons, but bringing
together forces for Northern Edge to
exercise under realistic conditions provides
an unmatched opportunity for testing and
experimentation.
Integrating experimentation into an
exercise is challenging. Commanders want
the exercise to train forces in scenarios that
replicate what will need to be done should
war break out tomorrow. Scientists and
engineers want to collect data on how well a
system works or networks to other systems.
The commanders are spending operations
and maintenance dollars. The experimenter
is spending test and evaluation dollars.
Industry, when it participates in Northern
Edge, often ends up paying out of its own
pocket for its systems and testbed aircraft to
take part, using independent research and
development dollars. Woe betide anyone
who even thinks of mixing up different types
of money.
Despite this, over the years Northern Edge
has successfully brought together the armed
services, scientists and engineers. In 2015,
18 major experiments were incorporated
in the exercise. This year, while the size of
the exercise was reduced, there were 26
experiments and simulations addressing
PACOM’s priority capability shortfalls. This
includes areas such as fifth-generation
fighter connectivity, electronic warfare,
unmanned vehicles and operational
networks. In addition, emerging technologies
such as artificial intelligence, machine
learning and autonomous operation that
have the potential to be valuable in the future
also played a role.
A New Age of Experiment?
Department of Defense and service
organisations, some recently formed, are
investing in experimentation. The Department
of Defense Strategic Capabilities Office
(SCO) was formed in 2012, emerging from
the black world of classified programmes. A
Department of Defense Electronic Warfare
Executive Committee was formed in 2015.
The Strategic Development Planning and
Experimentation office at Wright-Patterson
Air Force Base, Ohio, a new directorate of
the Air Force Research Laboratory, was
formed in May 2016.
All of these organisations share a mission
of increasing US capabilities against
potential peer competitors after years of
focusing on counterinsurgency warfare.
Because of the combined impact of rapidly
changing technology, emerging threats
and constrained resources in the wake of
the Great Recession, there is not enough
time and money to develop and field
responses in the usual way. At a briefing in
Washington DC on June 22, Dr Bill Conley,
Deputy Director for Electronic Warfare for
the Office of the Under Secretary of Defense
for Acquisition, Technology and Logistics,
said: “If we stick to traditional processes,
we will not be as innovative as we should.
This increases the value of experimentation.
Opportunities such as Northern Edge have
the potential to provide an answer to two
linked needs, to make sure we have enough
training opportunities and enough testing
data to have a required level of confidence
without going broke or testing too long.”
US Air Force efforts to reinvigorate their
culture and capability for experimentation

1 Air Combat Command deployed this EC-130H Compass Call offensive counter-information and electronic
attack aircraft to Northern Edge. This aircraft might be configured to a standard called Baseline 2 with the
latest electronic attack capability, satellite communications providing connectivity to the latest architectures,
increased multi-asset coordination nets and upgraded datalink terminals. 2 Northrop Grumman’s OpenPod,
a system billed with IRST and fifth to fourth-generation connectivity capabilities, also participated in Northern
Edge carried by the company’s test bed CRJ700 registration N804X.

52
 NORTHERN EDGE 2017 MILITARY

include the current observation attack

experiment. Secretary of the Air Force,
Heather Wilson said in Washington on June
5: “We want to see what the experiment tells
us about another way of getting capability
from the lab to the warfighter faster. [Current
experiments represent] trying to learn things
in a way that doesn’t drag things out for
multiple years.”
1 Marine Fighter Attack Squadron 121 (VMFA-121) ‘Green Knights’ based at
Iwakuni, Japan, was the first unit to participate in a Northern Edge exercise
with the F-35 Lightning II. 4 Exempt of markings and a bureau number, a
special mission P-3C Orion assigned to the special projects patrol squadron
on take-off from Elmendorf. The aircraft is notable because of its payload; a
near 40 feet long APS-149 Littoral Radar Surveillance System radome.

Fifth-generation Connectivity
Because this was the first exercise in which
both types of fifth-generation fighters, F-22
Raptors and F-35B Lightning IIs participated,
one of the major themes of this year’s
experimentation was how to incorporate
these stealthy fighters into larger, networked,
operational architectures. It addressed
PACOM’s immediate need to employ these
fighters effectively. On June 13, Marine
Corps Assistant Commandant for Aviation,
Lieutenant General Jon Davis, told the Senate
Armed Services Committee about the F-35B’s
performance at Northern Edge: “We just got 3
back from a big exercise in Alaska [Northern UK F-35Bs were linked so transmissions on technology interests. With the recapitalisation
Edge], sir. 21 to zero, the exchange rates for the F-35B’s Multifunction Advanced Datalink of the US Air Force’s Northrop Grumman
these airplanes going into highly contested could be received by the Tornado GR4’s Link E-8C Joint Standoff Attack Radar System
environments, operating in weather that 16. In 2015, a Freedom 550 system fitted on radar aircraft as one of the service’s top
we wouldn’t be able to operate in before. a U-2S linked an F-22 with an F/A-18E Super five priorities, it is likely that datalink and
Electronic warfare missions, strike missions, Hornet during flight tests at Edwards Air Force sensor technology applicable to the different
air-to-air missions, and in the hands of what Base, California. competing designs to the exercise were used
were pretty inexperienced younger guys flying on some of the testbed aircraft.
airplanes, and it’s exceptional.” However, the Testbeds and Technologies Lockheed Martin’s Gulfstream III Airborne
US Marine Corps currently has one operational Of all the many aircraft participating Multi-Intelligence Laboratory – Multi-Aperture
F-35B squadron based in the PACOM AOR. in Northern Edge 2017, one of the N30LX was based at Elmendorf for Northern
To have an impact on warfighting, the F-35’s least dramatic but most significant for Edge 2017. It is designed to carry a wide
capabilities need to be integrated in the larger experimentation is a British Aircraft range of systems, including sensors and
operational architecture. Corporation BAC 111, registration N162W. datalinks for experiments. Typically, N30LX
The Lockheed Martin U-2S Dragon This is Northrop Grumman’s airborne carries multispectral sensors, including
Lady high-altitude intelligence, surveillance laboratory, identifiable by its nose radome, electro-optical/infrared sensors, synthetic
and reconnaissance aircraft made its first which houses an APG-81 advanced aperture radar, electronic intelligence and
deployment to Northern Edge this year. It electronically scanned array radar, and a communications intelligence systems, and
flew missions fitted with networked sensors chin-mounted AAQ-37 distributed aperture multiple communications apertures. The
housed in an under-fuselage pod linked to system electro-optical sensor, both F-35 AML’s sensor and communication suites
the Enterprise Mission Computer 2.0 (EMC2), sensors. This year, the airborne laboratory and four onboard workstations are open
developed by Lockheed Martin’s Skunk again returned to Northern Edge, where it architecture systems.
Works. Dubbed the Einstein Box, EMC2 is has participated in each edition since 2009. In March, Lockheed Martin announced
a plug-and-play upgrade of a capability that The Air Force Research Laboratory an extensive upgrade to the AML. The
has been operational on the U-2S for over (AFRL) and Northrop Grumman Cognitive aircraft’s onboard processing and data fusion
20 years, having been introduced to combat Mission Computer (CMC) first appeared capability now includes an autonomous
over Bosnia in 1995. Using a low probability of at Northern Edge 2015. Using inputs from sensor control mode that can coordinate
intercept datalink intended to make the U-2’s a remote signals intelligence sensor, the operations between the testbed’s
onboard sensors available in real time, the CMC classifies unknown signals based on multispectral sensors, allowing operators to
EMC2 – not just a communications gateway, both parametric data and behaviour using focus on mission planning and operational
but also a multifunction system – provides advanced machine-learning algorithms. concerns while mission execution is handled
a capability for linking to F-22s and F-35s. Other companies are also integrating autonomously. The AML mission system
The system is an upgrade of the EMC1 machine learning and artificial intelligence has also been upgraded with a cognitive
system used in flight tests at Nellis Air Force capabilities in experiments. The SCO has processing capability that, like the CMC
Base in 2014 under Project Missouri that pushed for investment and experimentation used in Northern Edge 2015, enables rapid
demonstrated the feasibility of linking F-22s in these areas, described as critical to future adaptation to a changing target environment.
to a Link 16 network without undercutting its
stealth capabilities.
Northrop Grumman’s Freedom 550
software-defined radio also participated in
Northern Edge 2017. Its technologies are
based on those used on the F-35 and the
Battlefield Air Communication Network
link carried by the Bombardier E-11
communication relay aircraft. Freedom 550
had already been used in multiple mounts
– including pods – to link fourth and fifth-
generation fighters during exercises. This
included the UK Air Warfare Centre’s Exercise
High Rider earlier this year, which included a
series of tests under a UK programme called
Babel Fish III in which RAF Tornado GR4s and 4

53
 MILITARY NORTHERN EDGE 2017
1 efficiently and securely communicate
The single-engine turboprop Cessna 208
Caravan is a popular aircraft for industry to
use as a testbed, offering an economical
$300 per flight-hour cost, long endurance
and the ability to carry inflight technicians
or mission personnel. Caravans have been
used for experiments on autonomous
operations and the use of artificial intelligence
algorithms in flight, although they have been
flown with human pilots on board. One
Caravan taking part in Northern Edge 2017
was identified as being assigned to Project
Hunter, a Defense Advanced Research
Projects Agency maritime programme, using
unmanned surface and subsurface vehicles
for detection and surveillance, it may have
been participating in the maritime component
of the exercise.
The Threat Simulators
Threat simulator aircraft are part of the
adversary support that is required for
Northern Edge and are an important
part of the airborne and terrestrial threat
presentations that provides much of the value
of the exercise.
As part of the threat simulation support for
Northern Edge 2017, L3’s Flight International
deployed two Learjet 30s, registrations
N12FN and N39FN, to Eielson Air Force
Base. The aircraft were fitted with jamming
pods and a chaff dispenser, enabling them
to present robust electronic warfare threat
laydowns to the Blue Force.
Phoenix Air Group had one of the few
original twin-turboprop Grumman Gulfstream
Is also operating from Eielson. Gulfstream
I, registration N192PA, normally provides
1 Based at Elmendorf for Northern Edge 2017, Lockheed Martin’s Gulfstream III Airborne Multi-Intelligence Laboratory now includes a cognitive processing
capability that enables rapid adaptation to a changing target environment. 2 An F-15C Eagle equipped with the Talon Hate system lands back at Elmendorf after a
morning mission. Note the fancy antenna fitted on the top of the fuselage adjacent the air brake, and the large pod housing an IRST on the fuselage centreline pylon.
54
threat presentations and launches target
drones during exercises and training. Usually
operated in support of the Navy, N192PA is
capable of simulating a jammer-equipped
threat firing off an air-to-surface missile by
launching a target drone. The aircraft was
seen flying from Eielson with a mission crew
in the aft cabin. As with most adversary
support assets, these are contractor owned
and operated aircraft.
Northern Edge Results?
What the results of the exercise and
experimentation will mean for future forces and
capabilities is uncertain. The US Air Force has
not yet concluded on how it will integrate fifth-
generation fighters into the larger force and
only limited numbers of the Talon Hate system
(see later) have been ordered.
Nor is it certain that the new emphasis on
experimentation will last if industry is expected
to carry much of the cost for participation.
Such an approach is unlikely to be appealing
to many commercial sector computer,
information technology and cyber security
specialists. They are used to getting paid –
handsomely – by their commercial customers
and tend to be funded by those looking for a
high rate of return on their investments. They
may have limited patience with participating
in experiments when there is not the prospect
of a near-term procurement. However, without
bringing such outside sources of technology
into the process – especially in areas such
as artificial intelligence, machine learning
and autonomous operation that are directly
applicable to the future of military aviation ­–
Conley said: “We will be outpaced by the rate
of innovation that occurs in the commercial
world. The more we break away from the world
of stovepipes and embrace that reality is a
complex laydown and we need the right things
in the right way to balance capabilities across
the force.”
Northern Edge 2017, with its emphasis on
networked systems, is a step in that direction.
David C Isby
Talon Hate
On May 8, Boeing announced the US Air
Force had recently demonstrated that
multiple aircraft and ground stations can
using the Boeing-developed Talon Hate
airborne networking system. Flight
testing of the system was performed by
Air Combat Command’s 422nd Test and
Evaluation Squadron, one of the 53rd
Wing’s operational test squadrons. Boeing’s
announcement said Talon Hate pods fitted
to two F-15C Eagles had demonstrated
and validated secure datalink connection
with F-22 Raptors via the F-22’s intra-
flight datalink and successfully transmitted
information to other legacy Air Force aircraft,
enabling efficient real-time information
sharing via Link 16, Common Data Link and
Wideband Global SATCOM satellites.
The announcement was made while two
F-15C Eagles assigned to the 422nd TES
were participating in Exercise Northern Edge
to experiment further in using Talon Hate with
more advanced sensors with the objective of
providing improved targeting capabilities.
Talon Hate was developed as a quick-
reaction project to provide connectivity
between the F-22 and legacy fighters; the
F-15C Eagle is the first type to be fitted with
the system to give the Air Force’s reigning air
superiority fighter a link to its younger, stealthy,
but well-pumped brother.
Talon Hate comprises a pod carried on
the F-15 centre line station equipped with
an infrared search and track (IRST) sensor, a
multifunctional information distribution system
link and a fancy satellite communication
antenna similar to the Multimission Advanced
Tactical Terminal developed by Boeing for
the Super Hornet for satellite communication
receiver capability.
Talon Hate receives and interprets data
broadcast on the F-22’s intra-flight datalink,

3 US army troops watch follow-
on paratroopers exit a C-17
Globemaster III during a forced
entry operation at Joint Base
Elmendorf-Richardson staged in
conjunction with Northern Edge.
SSgt Daniel Love/US Army
fuses the information into a more detailed
single picture for transmission to F-15C
Eagles on Link 16, other aircraft, ships and
ground stations. Remember, the F-22’s suite
of sensors generate a detailed picture of the
battlespace based on sensitivity, range and the
aircraft’s apparent ability to remain undetected
in enemy territory.
Equipped with in IRST sensor housed in
a large pod under the fuselage, the F-15C is
placed at the forefront of providing air picture
data for F-22s and other aircraft by fusing
the information into the common picture
distributed on Link 16. Targets assigned to
an F-22 can be engaged without the need
for any emissions. Talon Hate also provides
the F-15C with infrared detection capability
enabling passive targeting across a wider
target set including cruise missiles. In the big
ticket fourth to fifth-generation interoperability
requirement, Talon Hate gives a synergistic
capability to F-15Cs and F-22s. The system
is expected to go through a utility evaluation
before the US Air Force establishes it as a
Program of Record called the Multi-Domain
Adaptable Processing System.
OpenPod
Boeing’s Talon Hate was not the only IRST
system playing in Northern Edge 2017.
Northrop Grumman’s CRJ700 test bed,
N804X, was fitted with an OpenPod, a
system billed with IRST and fifth to fourth-
generation connectivity capabilities.
Northrop Grumman says the IRST housed
in its OpenPod uses an advanced focal plane
array to detect infrared light energy created
by the friction of an object passing through
air. Algorithms separate the hot aircraft from
the cooler background, which allows the
system to generate weapons-quality tracking
data. The pod can share that data over Link
16 and other protocols with a fire control
radar or other systems for engagement. As
an open architecture system, a OpenPod
can be reconfigured for different mission
requirements in minutes.
NORTHERN EDGE 2017 MILITARY
Live, Virtual Constructive
This year’s Northern Edge involved Live, Virtual
Constructive (LVC) training events. According
to the Air Force Modelling and Simulation
Vision for the 21st Century, LVC models and
simulations are used individually or together
to depict a typical air, space, land and sea
operational environment or scenario. LVC is
a combination of real, live aircraft, simulators
flown by aircrew, the virtual component and
computer-generated or constructive elements.
Lt Col Baldwin said the virtual and
constructive scenarios were robust and on
some days involved joint vuls: “This year’s
exercise was the first time we’d been able
to achieve that with Navy Hornet and E-2
aircrew operating simulators integrated
with F-22 and F-15 pilots also operating in
simulators, all virtually meeting up in the skies
over Alaska, and then cleared out as the live
vul shows up and a hand-off between the
virtual E-2 and/or AWACS to the live E-2 and/
or AWACS.”
The White Force also combined live and
virtual elements, as Lt Col Baldwin explained:
“We had a virtual RC-135 up on the radios
operating with a live AWACS and coordinating
with other ISR platforms and providing inputs
on detected emitters and threats. The RC-135
was operated by a full crew in the simulator at
Offutt piped in to the LVC architecture, and able
to detect emitters on the ground and make
radio calls to the live players. Constructive Blue
force elements were also used; for instance,
we had bombers in the link which made radio
calls on weapons being dropped.”
US Air Force LVC training is made
possible thanks to the Distributed Mission
Operations Network programme launched in
1999 (DMON, pronounced ‘demon’), which
allows different simulators located across the
globe to interoperate together and provide
on-demand, inter-team training in a realistic
virtual environment via a secure network.
Four years ago, Northrop Grumman was
selected to continue providing network and
integration services under the DMON service
contract and released the following overview
of its DMON system.
Distributed Mission
Operations Network
DMON is an event-centric, standards-based,
centrally managed, multidomain-capable,
wide-area network operating at the secret level
with special access components that supports
globally distributed mission operations inter-
team training for the Combat Air Forces (CAF).
DMON has been used on a daily basis since
2002 and is also used to support Virtual Flag
training exercises two to three times a year
and to prepare aircrew for deployment to
Exercise Red Flag.
DMON features are designed to support
the primary mission: frequent inter-team
training among multiple CAF platforms
with missions that are carefully selected for
the intended training audience. Northrop
Grumman, the operations and integration
contractor, manages a commercial local and
wide-area backbone from the military point of
presence on over 50 US Air Force bases to
Continental United States and global network
providers. Northrop Grumman manages
the security infrastructure, ensures the
appropriate quality of service (QoS), oversees
the interoperability standards development
and provides a technical interoperability and
bandwidth management service through a
Northrop Grumman portal located at each
CAF mission training centre (MTC).
Event-centric
Each training event on the DMON is
scheduled individually with the participating
MTCs. The platforms, duration, security and
specific data management requirements
(such as data filters) are specified in advance.
Northrop Grumman event managers
ensure the network and portals are properly
configured to provide a seamless virtual
battlespace for the participants. Because
the network is not a shared resource and
the intricacies of routing, bandwidth, latency
55
 MILITARY NORTHERN EDGE 2017
and security are centrally managed, event
participants are able to enter the simulated
environment immediately with high QoS.
Changes to the configuration of the network to
accommodate new players or security domains
are transparent to the end-user. DMON
connections are mutually exclusive for events.
There are no disruptions to event quality or to
other concurrent events that could occur.
The DMON includes some MTCs that
operate with special access programme
restrictions that are not shared across all
platforms. Producing a common battlespace
that uses these sites requires that the network
domains be isolated with an approved
controlled interface device. The DMON
cross-domain solution provides the contolled
interface for the protected MTCs. The DMON
Cross Domain Solution executes a technical
rule set developed by a rules working group
that includes representation from the Field
Service Providers, security community, end-
users, platform subject matter experts and
Northrop Grumman engineers.
LEXIOS
In addition to its DMON network, Northrop
Grumman has also developed an LVC
Experimentation, Integration and Operations
Suite (LEXIOS) as part of its role as the prime
contractor for the DMON.
LEXIOS comprises a full suite of LVC
services, hardware and software that links live
and virtual participants in advanced training
exercises. Northrop Grumman introduced
LEXIOS at Northern Edge 2015 that June,
which at the time was deemed as the largest
LVC air-to-air training event ever staged, was
the first to integrate all of the LVC elements
required for advanced training, and included
virtual aircraft operated by aircrew in the same
airspace alongside their live counterparts via
networked simulators. Constructive – simulated
forces in a simulated environment – elements
were also used to augment the battlespace.
For the first time, a full RC-135 Rivet Joint
crew participated in a live fly exercise from a
simulator at Offutt Air Force Base, Nebraska
and successfully achieved quality training at a
fraction of the cost of live training.
Fourteen months later, during Exercise
Distant Frontier, Northrop Grumman and the
US Air Force achieved the first integration
of fourth and fifth-generation fighters during
an LVC event. This involved two virtual F-22
Raptors operated by pilots assigned to the 90th
Fighter Squadron from simulators at Elmendorf
56
flying alongside four live F-16 Fighting Falcons
from the 80th Fighter Squadron based at
Kunsan Air Base, Korea. The scenario involved
air-to-air combat against four live F-16s from
the 18th Aggressor Squadron based at Eielson
Air Force Base.
Northrop Grumman continues to develop
a way to allow LEXIOS to handle data with
multiple levels of classification to help further
integrate F-22s and F-35s into LVC training.
Meeting Demand
The current number of adversary sorties
required by CAFs per year is 60,000. This
number shared between the US Air Force
Warfare Center at Nellis Air Force Base,
Nevada and fighter squadrons operating fourth
and fifth-generation fighters. Current capacity,
using the two dedicated F-16C-equipped
aggressor squadrons, T-38C Talons and sorties
self-generated by a fighter squadron, provides
22,500.
By 2020, the number of sorties required
each year is forecast to be 62,000 including
a growing number from fighter squadrons
equipped with F-35As. Capacity is forecast
to be 24,000 sorties per year. The increase
provided by contractor adversary support.
By 2030, the number of sorties required will
have rocketed to 115,000, of which over 80,000
will be required by F-22, but mostly F-35A
squadrons. The US Air Force plans to meet that
requirement in part with dedicated aggressor
squadrons and self-generated sorties, but
for the most part stage 80,000 virtual and
construct sorties and a further 10,000 flown by
T-X trainers.
Consequently, the US Air Force has
to develop and field a system capable of
providing sufficient LVC training capacity
to meet the complex scenarios required
to maximise the F-35’s capability and
performance. The programme, dubbed SLATE
(from Secure Live, Virtual and Constructive
Advanced Training Environment), is run by the
711th Human Performance Wing, part of the
AFRL based at Wright-Patterson Air Force
Base, Ohio.
SLATE has a lot riding on its success; with
over 1,700 F-35A Lightning IIs planned for
the US Air Force, the requirement to train
pilots for this highly-capable jet in a virtual
and constructive realm requires a suite of
technologies.
Speaking at the Interservice/Industry
Training, Simulation and Education conference
in Orlando, Florida on November 29, 2016,
AFRL commander Major General Robert
McMurry said: “The technology probably
won’t be ready for the F-35 and other fifth-
generation aircraft until the mid-2020s.” Live
demonstrations of the system’s connectivity will
begin on two F-15E Strike Eagles and US Navy
F/A-18s interfacing with virtual and constructive
players on the Nevada Test and Training Range
in March 2018. Two more demos will follow,
each featuring more players, to demonstrate
the waveform’s capacity will follow in May and
October.
According to SLATE Program Manager Dave
Noah, the system is being designed to provide
pilots with a truly immersive experience,
enabling a pilot flying an F-16 to see the radar
cross-section signature and radar emissions
of the opposing aircraft, maybe an F-15 as, for
example, a Su-27 to replicate more accurately
non-US weapons systems. Only visual
identification would make the F-16 pilot aware
it’s an F-15 and not a Su-27.
One technology used by the SLATE is a fifth-
generation advanced training waveform that
can facilitate the throughput of data between
different LVC assets. Dubbed 5GATW, the
waveform was developed by Massachusetts
Institute of Technology’s Lincoln Laboratory. An
organisation that flies a government-owned,
contractor-operated Dassault Falcon 20 test
bed at Hanscom Air Force Base to support Air
Force Materiel Command.
During flight testing last summer, the
waveform was subjected to a stress test
involving very high data throughput between a
ground station and two aircraft.
One of Lincoln Lab’s Falcon 20 aircraft was
based at Eielson for Northern Edge 2017 and
was likely to have been testing the 5GATW
waveform during some of the LVC events
staged as part of the exercise.
F-15Es and F-16Cs
The F-16C-equipped 13th Fighter Squadron
based at Misawa Air Base, Japan, deployed
to Eielson to provide the exercise planners
with dedicated SEAD assets. One pilot
assigned to the 13th FS said the squadron
was using its knowledge and understanding
of surface-to-air and integrated air defence
systems to counter such threat systems
working with F-22s and F-35s.
Also deployed to Eielson was the F-15E-
equipped 335th Fighter Squadron from
Seymour Johnson Air Force Base, North
Carolina. The squadron was tasked with
air interdiction, with offensive counter
 A U-2S Dragon Lady
high-altitude intelligence,
surveillance and
reconnaissance aircraft
made its first deployment
to Northern Edge this
year. It flew missions fitted
with networked sensors
housed in an under-
fuselage pod, probably
the fitting seen under the
white payload bay door,
linked to the Enterprise
Mission Computer 2.0
(EMC2), developed by
Lockheed Martin’s Skunk
Works. Photo lower left
SSgt Michael Campbell/US
Air Force.
air provided by F-22s and F-15Cs from
Elmendorf. On some occasions four F-15Es
would fly for Red Air as fighters to augment
the F-16C aggressors.
Discussing fourth to fifth-generation
integration, an F-15E pilot assigned to the
335th FS said the Strike Eagle community
has already undertaken a lot of work on
integration: “It’s the way forward as we
transition to a fifth-generation force. The
Strike Eagle will be around for a long time
and will catch up with some capabilities
[reference to the APG-82 AESA radar] but not
all capabilities, so there will always have to be
integration.”
The F-15E pilot also said the experiments
had demonstrated better ways to integrate
with fifth-generation fighters and to a higher-
level.
Strike Eagles took part in a couple of
maritime strike missions in the Gulf of Alaska,
using tactics developed in recent years.
Tactics were used during at least one scenario
flown as part of Air Combat Command’s
air-to-ground Weapon System Evaluation
Program called Combat Hammer. This
involved fishing boats hired by the Air Force
and tasked to conduct attacks presenting
the F-15E aircrews with multiple boats to
target while working with US Navy surface
combatants.
Discussing how the daily vuls were
subjected to increased threat levels, the
F-15E pilot said there had been a few
instances where the White Force artificially
reduced the probability of kill on certain
threats to make it harder for the F-15Es to
deal with: “For instance, we may assume
one munition might take out a surface-to-air
threat, but the White Force would say no,
which forces us into a back-up plan.”
The experimentation component of
Northern Edge tended to change the
objectives and priorities subtly. Aircrew tried
to stick to their tactics as much as they could,
but if the White Force requested aircrew
to change a tactic such as extending the
time over target, it would be done. This is
an example of how a small change makes
Northern Edge different from Red Flag where
such a change would not normally be done.
This approach satisfies the main objective:
experiments alongside aircrew training.
F-15Es assigned to the 335th FS also
worked with F-35Bs in Northern Edge when
the fifth-generation jets undertook a number
of roles, including countering surface-to-
air systems in the early stages of a strike
mission, a good example of the all new F-35B
conducting the SEAD role.
Seymour Johnson F-15E crews dropped
inert 1,000lb GBU-12 and 2,000lb GBU-24
laser-guided bombs during Northern Edge
2017. In one scenario during the first week,
335th FS aircrew were given a challenging
target set, which was made more challenging
because of the threat laydown and the
weather. Aircrew undertook extensive mission
planning and the execution proved to be
straightforward and successful. All of the
targets were struck, but some of the aircraft
were lost to simulated missile shots. The level
of success of that mission was attributed to
integration and coordination: have all of the
right assets there at the right time and with
enough fuel.
Exercise Success
Lt Col Baldwin said the exercise objectives
were accomplished, including joint war-at-sea
training, and TTP development, and that all
of the planned experiments had at the least a
chance to succeed. To what degree remains
classified: “We moved the ball forward in a lot
of the experiments and also moved the ball
forward with a lot of the TTPs in a very complex
electronic warfare environment. Hopefully all
of the organisations – test communities and
weapons school included – will implement
changes in how we practise and work our
TTPs. We flew 1,740 very good sorties in total,
with 163 aircraft.
Lt Col Tim Bobinski, Alaska Command’s
Joint Exercise Division Chief, said: “[Northern
Edge] was probably one of the most
challenging exercise experiences for all of
the participating aircrews, which will improve
their capability and the collective capabilities
within their respective service. It’s as robust as
it gets. We have more assets here, and I think
we have at least as much electronic warfare
complexity, but probably more, especially
when the experiments are factored in, than any
other exercise staged by the Air Force. Each
edition of Northern Edge is a little different, but
this one more so, considering the number of
experiments and difficult mission sets included
and was designed to be more complex than
Red Flag.”
As an exercise geared to the PACOM
theatre, Lt Cdr Sander summed up things: “In
Northern Edge we are integrating for tactical
and operational purposes, and there are
definite things we seek to validate and
expose the aircrew, too.”
57
 MILITARY ELECTRONIC ATTACK SQUADRON 129
W
hidbey Island
is located 30
miles north
of Seattle in
Washington
State. It’s
farming
country and
a tourist
destination.
Quaint shoreline towns, beaches, forest and
lakes make the island idyllic. The largest
city is Oak Harbor, three miles south of the
island’s largest employer, Naval Air Station
Whidbey Island. The air station supports
three tactical missions: signals intelligence
gathering, maritime surveillance and
electronic attack.
Two aviation wings are based at
Whidbey Island. Commander Patrol and
Reconnaissance Wing 10 (CPRW-10)
with six patrol squadrons operating either
the P-3C Orion or the P-8A Poseidon
maritime surveillance aircraft and one
aerial reconnaissance squadron flying the
EP-3E Aries II signals intelligence aircraft.
Commander Electronic Attack Wing Pacific
(CVWP) with 14 electronic attack squadrons
all equipped with the EA-18G Growler.
By official US Navy definition, electronic
attack can be either jamming or deception.
Jamming or
In the first of a two-part feature, Mark Ayton details the training mission of Electronic
Attack Squadron 129, the schoolhouse and repository of electronic attack in the US Navy
EA-18G Growler BuNo 169137/NJ525 a
second from touch down during a bounce.
58
Jamming refers to the use of electronic
transmissions to swamp a radar receiver and
hide (technically conceal) the targets (friendly
aircraft in the battlespace). Deception refers
to the use of electronic transmissions to
forge false target signals that a radar receiver
accepts and processes as real targets.
Vikings
The largest aviation unit based at Whidbey
is Electronic Attack Squadron 129 (VAQ-
129) ‘Vikings’, the EA-18G Growler Fleet
Replacement Squadron (FRS). Compared to
an operational fleet squadron with five or six
jets and 200 personnel assigned, VAQ-129
has 41 jets, 400 enlisted, 200 officers and
200 civilian personnel in its billet. Not only
is VAQ-129 the largest Growler squadron
and the FRS, but it is also classed as a
Major Command – Sequential (formally
known as a sequential command), which is
a second screened command to which a
US Navy officer with the rank of Captain is
assigned, as designated by the Chief of Naval
Operations. The prerequisite for selection is a
previous major command, such as squadron
commander. The objective is to select an
officer who can bring operational command
experience to the FRS, in this case VAQ-129.
The current skipper of VAQ-129 is Captain
Trevor Estes, an experienced EA-6B pilot
and former commander of Electronic Attack
Squadron 137 (VAQ-137) ‘Rooks’. Capt Estes
says VAQ-129 has two missions that support
each other. One is to train and graduate new
crews to fill seats in the operational fleet
squadrons. The other is to be the repository
of personnel skilled in electronic warfare and
electronic attack and aircraft for the CVWP
and the operational squadrons.
For a seven-year period that concluded
in April 2016, VAQ-129 was responsible for
transitioning all 14 squadrons assigned to
the CVWP from the EA-6B Prowler to the EA-
18G Growler, and teaching the operational
squadrons to fly the new jet.
Growler School
VAQ-129 runs six classes per year. Each
class comprises about 15 individuals enrolled
on the multiphase, 52-week course designed
for Ensigns and Lieutenants (junior grade)
fresh out of flight school and without previous
experience of flying the Growler.
Shorter courses are staged for Lieutenant
Commanders returning to the Growler
community and officers who are returning to
complete their department head tour after
completing the Prospective Commanding
Officer Course or the Prospective Executive
Officer Leadership Course at the Naval War
College at Newport, Rhode Island.

One of the interesting facts about the course
is that student pilots and electronic warfare
officers (EWOs) are paired up for the entire
time. All instruction and training instils tactical
crew coordination (TCC) as the mindset from
word go because pilots and EWOs will always
fly together; the curriculum only differs for
pilots who have to fly extra events to learn
how to fly, handle and operate the jet.
Pilots arrive at VAQ-129 from a training
squadron where they will have flown the
T-45 Goshawk. Lt Eric Hohler, an instructor
pilot with VAQ-129, reckons the Growler is
stable and an easy aircraft to fly: “Its flying
properties are pretty much the same as the
T-45, but the systems are very different.
The T-45 does not have afterburner, so the
Growler has a lot more thrust and accelerates
much faster, so it can really get away from
you when you are not used to it. The student
must also get used to the Growler’s sight
picture, which looks a little different from what
they saw in the T-45 Goshawk.”
The aircraft is equipped with HOTAS
(hands-on throttle and stick) controls, which
provide excellent ergonomics to the EWO
and the pilot: Lt Hohler described what it is
like to operate: “The EWO uses two joysticks,
each covered in switches and buttons, to
control almost everything without touching
the screens. Similarly, the pilot can fly HOTAS
Deception
ELECTRONIC ATTACK SQUADRON 129 MILITARY
and still be able to manipulate cursors to
command most functions of the jet via
menus. It’s an amazing aircraft to fly.”
Familiarisation
Like all other fast jet pilot training syllabuses,
the Growler course starts with a basic
familiarisation (FAM) stage, during which
the student learns how to start up and shut
down the engines, and turn on systems.
This is followed by the FAM stage, during
which the pilot learns how to fly the jet
in accordance with the Naval Air Training
and Operating Procedures Standardization
(NATOPS) programme.
The very first FAM flight is flown in a Growler
trainer (GT), a variant equipped with a stick
and throttle in the back seat that the instructor
pilot can use, if required. All subsequent FAM
flights are flown with an instructor EWO in a
standard Growler. That means the student is
the only one with controls, though there is a
little knob in the floor of the aft cockpit that
the instructor EWO can use to manipulate the
flight controls, but with no throttles.
Lt Hohler credited the training squadrons,
saying: “We have not had any instances
requiring an instructor EWO to input some
control on the aircraft, nor when we had to
give a student a second flight in a GT and
another pilot.”
Formation flying
This second phase comprises just four
flights, because the students have already
done a lot of formation flying with their
training squadron. They know the basics
and understand the geometry and how it
works. Lt Hohler said: “The difference with
the Growler [compared to the T-45] is again
the sight picture, what they can expect to see
and how it’s going to look at the rendezvous
with their wingman, the difference in power
and how the aircraft responds and handles.”
All four flights are flown in a standard jet
with an instructor EWO who monitors what
the pilot is doing. The rendezvous and join up
with other Growlers is set up by an instructor
pilot who watches each student joining up
with the formation from another jet to make
sure nobody is too far out of the parameters.
Air-to-Air
The air-to-air phase accounts for 33% of the
syllabus and covers all-weather intercepts
(AWIs) and air-to-air counter tactics (AACT).
According to Capt Estes: “It’s introduced as
a secondary mission and very much with a
defensive mind set.”
Explaining further, the squadron skipper
said: “We conduct within visual range [WVR],
then beyond visual range [BVR] air-to-air
combat, with the understanding that if a
59
 MILITARY ELECTRONIC ATTACK SQUADRON 129
Growler is caught up in a WVR fight the crew
are fighting for their lives. We train with the
mindset that it’s a self-protection requirement
and do not use a fighter pilot persona. Being
armed with two AIM-120 AMRAAM missiles
helps us get closer to the fight, because we
can self-protect and it allows us to assume
slightly more risk and provide better electronic
attack support to the overall strike package.
Our air-to-air training comprises just two-plane
engagements, two-plane targeting, because
that’s how we fly in the fleet.”
In the AWI stage, students learn basic
radar manipulation using the APG-79 AESA
radar and how to use the radar to look at the
geometry and rendezvous on another aircraft,
one that is not part of their flight.
Lt Hohler said: “That’s an intercept, but
they might also go alongside if they are
required to escort the aircraft or they might
get in behind the aircraft if they need to
simulate shooting it down. Teaching them
how to look at the radar and interpret what
they are seeing and what angle they need to
go to and how to manoeuvre the jet to get
in a good position to rendezvous on another
aircraft is a big thing for the students.”
Pilots have no radar training until the
AWI phase, so this is the first time the
student pilot flies an aircraft equipped with
a radar; the T-45 Goshawk has no radar. By
comparison, student EWOs do undertake
radar training with their training squadron
using the Virtual Mission Training System
(VMTS), a very capable radar simulator in the
T-45’s aft cockpit. The system generates a
radar picture very similar to an APG-series
system. In addition to the cockpit display,
according to Boeing, a datalink allows an
instructor on the ground to monitor virtual
radar screens that mirror exactly what the
student sees during flight. Sitting at a ground
station (a computer terminal and screen), the
instructor can simulate virtual air-to-air and
surface-to-air scenarios to the student while
in flight. The VMTS also records the NFO’s
radar for the entire flight, allowing the student
to play back and critique the session.
60
Students receive instruction on the APG-79
in covering for example what’s required to
steer the radar to the proper sector of sky to
look at the target.
Lt Hohler rates the APG-79: “It’s a great
radar, very easy to operate with a 4 x 4-inch
display. We instruct the student on the way
it displays information, which can be hard to
interpret if you don’t know what it’s showing
you. We call it target aspect. When an
opposing jet is pointing straight at you, it’s
got zero-degree target aspect, or maybe 30°
target aspect if the jet is a bit off to the left
or right. We teach them how to interpret the
radar picture so when a track gets to a given
part of the display, it has to be at this angle
and this far off the scope.”
In the follow-on AACT stage, students
learn about surface-to-air and AACT in the
WVR and BVR environments.
Lt Hohler explained: “All AACT sorties
are flown for self-defence purposes, trying
to remain at a longer range from the threat
aircraft where the AIM-120 AMRAAM is
a great weapon, but pilots need to know
what to do in a WVR scenario if that ever
happens. The first couple of flights involve
flying counter tactics, manoeuvring the jet in
a WVR scenario, flown in a GT aircraft with an
instructor pilot. The scenarios involve two jets
coming at each other at high speed and close
range, and flying the jet to the edge of its
handling envelope, so you need an instructor
in the back seat that has controls.”
To support students in the AWI and AACT
stages, VAQ-129 stages fighter Dets to Naval
Air Station Fallon Nevada or Naval Air Station
Key West, Florida.
Between AACT and the Airborne Electronic
Attack (AEA) phase, student aircrew often fly
sorties to practise aerial refuelling and low-
level for the fighter transition syllabus.
Airborne Electronic Attack
AEA accounts for 50% of the syllabus and is
by its very nature the biggest, most dynamic
and most difficult phase for pilots and EWOs.
To succeed in the AEA phase, students must
become very familiar with the display menus
used to operate systems such as the ALQ-
99 tactical jamming pod, ALQ-218 sensor
system (encompassing a radar warning
receiver, electronic support measures and
electronic intelligence), the AGM-88 High-
Speed Anti-Radiation Missile and the AGM-
88E Advanced Anti-Radiation Guided Missile.
Discussing the AEA mission, Lt Hohler
said the biggest issue for the pilot and the
EWO is task management: “There is so much
information in the jet. They have to figure out
what the most important information is at the
time and what information they can chose to
ignore.”
At this point in the story it’s appropriate to
consider two aspects of AEA in the Growler.
One: it’s a two-seat aircraft compared to its
predecessor, the four-seat EA-6B Prowler,
and two, consequently crew resource
management and the TCC chain is vital,
with half the number of aircrew on board to
undertake mission tasks.
Generally, the Prowler was a harder aircraft
to fly and less forgiving than the Growler.
Consequently, the Prowler pilot assigned
much more time to concentrating on flying
the aircraft, whereas a Growler pilot has many
more mission-specific tasks to do; thanks to
pilot relief modes and auto pilot, however, the
jet is easier to fly.
The TCC chain is a ladder of
responsibilities assigned by priority to the
pilot and the EWO. Pilot responsibility starts
with safety of flight (making sure the aircraft is
clear of other aircraft and in a good position
for jamming), air-to-air picture (making sure
there are no threat aircraft nearby), air-to-
ground (making sure the aircraft is in the
correct position to take a proper HARM
missile shot), electronic attack and electronic
surveillance. The EWO’s ladder starts with
electronic surveillance and electronic attack
and ascends the ladder in reverse order to
the pilot.
The instructor sets up their displays and
teaches the student where to place them
to follow the TCC chain. Lt Hohler said:
An EA-18G Growler and a B-1B Lancer
assigned to the 28th Bomb Wing during a
VAQ-129 Det at Ellsworth Air Force Base,
South Dakota. 94th Airlift Wing/US Air Force
 ELECTRONIC ATTACK SQUADRON 129 MILITARY

1 3
“Typically my display shows just positioning
information and a good air-to-air picture,
because the EWO is concentrating on the
ground picture and making sure we have
the right systems set-up for jamming. Once
I’ve concluded with any air-to-air threats
and HARM shots, I use a display that shows
an overview of our jamming assignments
and what power we have coming from each
of our jammer pods. The display is set up
in an intuitive way that’s easy to regularly
glance at so, I can give the EWO a heads
up on any power drop-off issues with any
of the assignments. Remember, the EWO
is typically concerned with pop-up threats,
where the strikers are going and whether
they are covered OK, and may not therefore
necessarily see the power drop off a pod.
My advisory alerts them to troubleshoot. As
an instructor, the big thing for me to teach a
student is how to manage all the information
and what priority to put the tasks in. That’s
the biggest part of the AEA phase.”
Discussing how an instructor conveys the
importance of positioning and staying in the
right area to manage risk, Lt Hohler said it’s
not just to students, but also experienced
pilots, because the scenario can become
very complicated very quickly, depending on
what you are doing and who you are working
with: “We try to make it as plain as possible.
This is where you need to be. You can set up
the navigation system to be at a point. We
provide instruction on the dangers advising
students that if they go, for example, further
north than the required position, then they
may get shot down, because they are going
within the range of the missile. That’s not
within the boundaries of the Growler’s ALR
[allowable level of risk].”
The EA-18G Growler is the only tactical
jamming platform in the US inventory and
is classed as a national asset, because
there are only a limited number in the fleet.
To comply with the ALRs, Growler crews
position their aircraft further back to remain
outside the missile system engagement
zones dubbed range rings.
“Thankfully, nobody has run into trouble in
combat, but it has happened during training.
A pilot may get distracted and think the threat
is somewhere else and start to avoid it until
he or she realises they are in the range ring.
That’s a serious mess for the pilot who must
fight their way out of the range ring. One of
the most important aspects of training is
keeping the plan straightforward. If the plan is
too complicated it’s much harder for the pilot
to keep the aircraft safe.”
Lt Hohler said instructors try to make tactics
intuitive for students and re-emphasised the
importance of the TCC chain: “That’s why
in the TCC chain, the pilot’s number one
priority is safety of flight, and number two
is positioning. We always tell student pilots
if there’s too much going on [so-called task
saturation] and you can’t think of what else
to do, put the jet in the right section of sky,
so the EWO can do [his or her] job and get
the jamming down range. That goes back to
prioritising which tasks are important at which
time, which is the main part of AEA.”

1 SSgt Sandra Welch/US Air Force 2 An EA-18G Growler receives fuel from a KC-135 Stratotanker during a training sortie from Naval Air Station Whidbey
Island. SSgt Julianne Showalter/US Air Force 3 Senior Airman John Linzmeier 4 Members of VAQ-129 pose for the camera in front of VAQ-129’s CAG-bird, EA-
18G Growler BuNo 168894/NJ550, at the end of an AEA Det at Ellsworth Air Force Base. Airman 1st Class Sadie Colbert/US Air Force

61
 MILITARY ELECTRONIC ATTACK SQUADRON 129
Petty Officer 3rd Class Nathan Beard/US Navy
According to Hohler, despite the Growler’s
level of automation, prioritisation is not one of
them: “During our briefing we talk through the
TCC chain. Pilots start at the top and work
down. Based on the threats we have that day,
we expect the pilot and EWO to meet right
about in the middle. If there is a big air threat,
the pilot will be focused on the air picture
and not electronic attack and electronic
surveillance. If, on the other hand, there is
no air threat whatsoever, the pilot is probably
going to be working further down the ladder.
Similarly, if there’s a robust surface-to-
air threat laydown, then the EWO will be
focusing on electronic attack, their primary
responsibility, but found at the bottom of the
ladder. If the surface-to-air threat is basic and
we are looking for one system, then the EWO
will be able to work further up the ladder and
in to the air picture a little bit more, backing
up the pilot on positioning.”
The EWOs’ ability to advise the pilot
depends on their level of experience. A very
experienced EWO will drive a junior pilot
around, if needed. Similarly, a senior pilot
will advise an EWO on the status of each
jamming assignment, especially those that
need to be covered.
Explaining how VAQ-129 instructors
teach students about the switches and
menus required in the AEA phase, Lt
Hohler said the basis for learning is found
VAQ-129 typically flies its aircraft in a clean configuration during
most phases of the course as shown by Viking 525.
62
in standardisation bulletins issued by the
Airborne Electronic Attack Weapons School,
dubbed HAVOC, part of the Naval Aviation
Warfighting Development Center (NAWDC,
pronounced NAW-DIK) based at Naval Air
Station Fallon, Nevada.
HAVOC develops tactics, evaluates
different ways to employ the Growler
for maximum effectiveness, and makes
recommendations on how aircrew should set
up their displays.
Lt Hohler said VAQ-129 has a standard
way of configuring the displays and require
the students to use the recommendations
issued by the HAVOC: “If the aircrew needs
to change their displays for a valid reason, to
complete a part of the mission, absolutely do
that, but we always tell them to try to go back
to the recommended display configurations
because they provide the best start. As they
gain experience with their fleet squadron,
they will find their own technique and display
configuration that works for them. But 129’s
instruction will always remain close to the
recommendations issued by the HAVOC,
because its specialists put a lot of work in
to figuring out the best way to handle the
interface between man and machine so the
crew receives the appropriate information
and takes the proper actions.”
Discussing the AEA phase, Capt Estes
said the syllabus is split into two phases.
AEA 1 is described above, while AEA 2 is
a graduation mission involving a scenario
similar to those presented in training
exercises staged at Fallon: “The scenario
comprises a ground-based threat laydown,
an opposing air threat and an objective
for the strike package. Students plan the
mission in the JMPS [Joint Mission Planning
System] room and then fly. The mission
encompasses electronic surveillance, to
determine what emitters are radiating, so the
students can figure out which ones they will
target, taking a look at the current laydown,
understanding where the strikers are going
to go, and perhaps recommending to the
strikers to go somewhere else. Providing
advice and recommendations to keep folks
out of danger, which is often governed by
pop-up mobile emitters is a typical bread-
and-butter task.
“We also combine electronic attack in the
graduation hop, so jammers on, a HARM
game plan, shooting HARM down range
at the right targets and understanding the
HARM dynamic when supporting a striker.
Sometimes we use another Growler to
simulate a striker going into a target area.
On the back side, we may have an air-to-air
threat flown by an instructor in a Growler
and use the controller to call him as hostile
so the students have to figure out how to
work that threat.”
All AEA 2 graduation hops are flown on
a Det to meet the requirement for extensive
airspace and an emitter library not available
at Whidbey.
Electronic attack is specialised mission
not only within the US Navy, but also across
the Department of Defense, and the EA-18G
Growler currently stands as the last TACAIR
platform in the US Navy that is mission
specialised. Capt Estes said: “That allows
us to be the absolute experts in AEA, so if a
strike squadron needs to talk about beeps
and squeaks or jamming that’s our forte.
Consequently, we put the students through
two phases of robust ground school called
Airborne Aviation EW, dubbed AAEW 1 and
AAEW 2.”
AAEW 1 is given before the students start
ground school and instructs radar theory:
 ELECTRONIC ATTACK SQUADRON 129 MILITARY

how a radar detects something, aspects such

as radar waves, polarisation and antenna An EA-18G Growler climbs away
attenuation, the electronic spectrum, foreign from runway 14 following a bounce
radar and surface-to-air missile systems during field landing carrier practice
with details of their different pulse widths, at Naval Air Station Whidbey Island.
frequencies and scan types.
Capt Estes reckons AAEW 1 probably
goes into the theory a little deeper than
the students want: “But we want to set the
student’s expectation that they are learning
to be an expert. Our goal is to ensure all
Growler aircrew can advise any member of
the air wing or coalition strike package about
electronic warfare or the HARM missile. It’s
laying the groundwork with the Cat I students
so they know how a radar works and how
[radars] are becoming more agile, and why
that makes our mission tougher.”
AAEW 2 is about how the Growler affects
the electromagnetic spectrum, and how to
keep it from enemy forces while also using
it to advantage. AAEW 2 is also tailored to
mission planning for specific threat systems
from the Vietnam-era SA-2 Guideline (Soviet
S-75 Divina) all the way up to an SA-21
Growler (Russian S-400 Triumph long-range
surface-to-air defence missile system) and
beyond.
Capt Estes said: “AAEW 2 is given as
students are preparing for the AEA phase and
tells them why certain profiles of flying are
important, and when you’re moving a Growler
around how you are affecting the overall
coverage and aspect, and ultimately the
effectiveness of protecting others or yourself
as you are going into a surface-to-air missile
envelope.”
VAQ-129’s AAEW classes are also
attended by surface warfare officers, and build a generic academic foundation for the students receive for working through a
aircrew from the MH-60 and P-3C Orion follow-on academics they will have to do in system failure when airborne. Lt Hohler
communities. the fleet.” replied: “That’s a go/no-go situation. When
Capt Estes is more than aware of how Detachments in support of the AEA phase we instruct on how to support a strike
students can become overwhelmed with are made to Naval Air Station Fallon, Nevada, package based on the minimum requirements
AAEW pretty quickly, and explained how the Ellsworth Air Force Base, South Dakota and set out by the strike lead, we set the go/no-
classes are not a one-time event: “VAQ-129 Mountain Home Air Force Base, Idaho. All go criteria to cover the specific requirement,
provides a baseline understanding of radars three locations have a large range equipped which usually involves a required number of
and what the Growler can do. Once aircrew with threat emitters that allow the students HARM missiles, jammer pods and Growler
go to their fleet squadron, they receive to practise working through and recognising aircraft. We plan our mission to that. During
continuing education in the fleet. When signals gathered by the aircraft and then the flight, the instructors call out one or more
they start to prepare for air wing work-ups, conducting electronic attack based on the jammer pods as failed, so the students have
the HAVOC will put them through a ground threat presentation seen. to figure out how to coordinate how they will
school and give an update of all the threat Given the crucial requirement for electronic rearrange the assignments between, say,
systems that have emerged around the world attack in support of a strike mission, AIR two aircraft, and still cover the minimum
in the last two years. Our AAEW courses International asked what kind of instruction requirement. Instructors may strike out

Smoke spools from the tires as EA-18G

BuNo 169137/NJ525 bounces on runway
14 during field landing carrier practice at
Naval Air Station Whidbey Island.

63
 MILITARY ELECTRONIC ATTACK SQUADRON 129

another asset, say, an F-16C, leaving the
students with fewer HARMs carried by the
aircraft within the strike package to still cover
what the strike lead wanted. We typically
arrange it so they lose assets but are still
able to meet the go requirements, but we
want to see how they rearrange things to still
accomplish the mission.”
Underlining how dynamic the electronic
attack environment is, Lt Hohler described
how it constantly changes depending on
what other assets are working with the
Growlers, what the threat is, how the threat is
changing and the air picture: “There is no one
good way to do it.”
The final phase of the course is carrier
qualification (CQ), which will be covered in
the September issue of AIR International.
Electronic Warfare Officer Training
Student EWOs arrive at VAQ-129 as
Naval Flight Officers (NFOs) fresh out of
Undergraduate Military Flight Officer Training
with Training Wing 6 (TW-6) at Naval Air
Station Pensacola, Florida. Pilots and NFOs
join VAQ-129’s student pool and initially go
through AAEW (see above).
From the start of the course, pilots have
to have a full understanding of the AEA
mission and its objectives and to perform
some tasks when the EWO is overwhelmed
by assignments. According to Lt Rebecca
Nortz, an instructor EWO with VAQ-129,
even though the EWO has a specialised track
pilots must have a good understanding of the
electronic attack mission: “Some instructor
pilots with VAQ-129 came from the strike
fighter community flying Super Hornets.
Even though they are experienced pilots, we
spool them up with a basic AEA syllabus to
provide instruction on what the jet brings to
the fight, what signals it picks up, and how
such information looks on the displays, which
is very different from the appearance on a
Super Hornet’s display.”
EWO training teaches the basics of
electronic surveillance and electronic attack,
all building towards an ability to mission plan,
as Lt Nortz explained: “At first this includes a
lot of button pushing, learning how to turn on
the jammers and other systems working up to
mission planning to support a strike package
against a threat laydown and what their first
concern should be. On ingress to the target
area an EWO must try to take out some of
the ground-based early warning systems.
As the fighters and strike aircraft ingress
into a threat area, the EWO shuts down the
surface-to-air missile systems and maybe
jams airborne enemy radars during the fight.
They must also determine what surface-to-
air missile systems are in the target area,
what’s important at this time of the fight, and
recognise from a strategic and tactical level
what their priorities are going to be at any
given moment against any given threat.”
The biggest part of the mission for an
EWO is managing the jammers, making
sure everything is set up, tweaking
small frequencies and focusing on either
electronic surveillance or electronic attack.
Consequently, one of VAQ-129’s main
objectives is to expose the EWOs to as
many types of mission as possible, such as
a coalition strike over the beach and one

2 1 A VAQ-129 maintainer signals to the plane captain that the arrestor hook is functioning correctly during pre-flight checks. 2 The pilot waits while the air refueling probe is
extended during pre-flight checks. 3 This shot of Viking 521 shows the configuration of antennas and blisters fitted to the aircraft, and the close proximity of the centerline
fuel tank to the nose wheel landing gear, 4 One row of EA-18Gs on VAQ-129’s extensive flight line. 5 The EA-18G Growler is equipped with the ALQ-218 wideband
receiver system used for emitter identification location. The system’s receivers are housed in the distinctive wingtip pods.

64

launched from a carrier when part of a carrier
air wing. Lt Nortz explained: “To prepare them
as best as possible we want to ensure they
fly maritime and land-based missions to give
them an idea of what they will be expected to
perform in the fleet. Once they arrive at their
fleet squadron they start the next bubble of
their training diving deeper into the tactics
and really mastering the trade, VAQ-129 gives
them the building blocks.”
Continued Training
Most students graduate VAQ-129 as a
Cat I. This is the official US Navy category
given to those who successfully complete
a syllabus for their first-tour in model,
normally a newly designated Naval Aviator
(NA), NFO or Replacement Aircrew (RAC).
Successful completion of a training syllabus
results in NATOPS qualification, but training
and qualification continues throughout the
individual’s flying career.
Once individuals arrive on their fleet
squadron, they commence Cat II transition
training, which starts with attendance at a
series of briefings, helping to plan the flight,
learning and answering a set of questions for
each mission. An individual typically qualifies
as Cat II within six months.
Cat III is a refresher syllabus assigned to
a NA, NFO or RAC with prior experience in
the model but has been out of the aircraft for
18 months or longer. Successful completion
results in NATOPS qualification. For
individuals progressing from Cat II, the Cat III
syllabus involves flight planning, and briefing
the event. Upon successful completion, the
individual is considered a section leader.
Cat IV is an abbreviated refresher syllabus
for a NA or NFO with prior experience in the
model who has been out of the aircraft for 12
to 18 months. Successful completion results
in NATOPS qualification. For individuals
progressing from Cat III, the Cat IV syllabus
involves working as the Growler liaison officer
with the rest of the air wing. Upon successful
completion, the individual is considered a
division leader.
Cat V is a special syllabus, which varies
according to circumstance. The FRS
commanding officer is empowered to
determine the unique requirements for each
ELECTRONIC ATTACK SQUADRON 129 MILITARY
individual. This category is used for all foreign now use a more regulated doctrine than in
military training, NA, NFO and RAC courses. the early years, one that dictates a standard
All Royal Australian Air Force students display set-up as opposed to personal
completing the VAQ-129 syllabus graduate preference for all students and junior aircrew.
as a Cat V. For individuals progressing from Experienced EWOs use their own preferred
Cat IV, the Cat V syllabus qualifies them as set-ups. Some prefer to lock the map north
a weapon school instructors able to teach up; some like to have the map spin with
Cat IVs and take them to Cat V. This is not a them. Some like to declutter the display, so,
common upgrade, because most individuals for example, at a certain time of the flight
leave their first tour as a Cat III or Cat IV. only early warning emitters pop up. Choice
is driven by the type and the phase of the
Crew Resource Management mission. Lt Nortz said: “You can configure
Discussing crew resource management the displays on deck, which is superefficient,
for a two-person crew, Lt Nortz said the or if you are super clever you can use JMPS
Growler pilot is a much stronger player in to pre-programme, such that when you
the mission compared to the Prowler: “The switch between different mission phases, the
pilot and the EWO work back and forth with jet automatically displays your pre-loaded
each other, remaining on the same track preferences. Alternatively, you can configure
coordinating the mission.” the displays while airborne.”
Training students in crew resource The JMPS provides the information,
management starts with tuition and automated tools and decision aids needed
instruction on display management: getting to plan aircraft, weapon and sensor missions
comfortable with the cockpit displays and rapidly and accurately. The system loads
making sure they are set up properly, so they
receive the right information at the right time
and learn how to use that information.
Lt Nortz explained: “We try to throw as
many things at them as possible, so that
they learn what’s important and what’s not.
In the event of a pop-up warning or a caution
pop-up, is it affecting anything you are doing
immediately? Is it the vul phase? Do you have
to start focusing on that now? If you do not,
put it aside and focus on making sure your
jamming is set up or making sure at this point
your HARM missile is ready to go. From an
EWO management perspective, we have to
make them recognise what is important and 4
what is not. Getting a student EWO familiar
with the displays and the weapon systems
helps to make the training environment less
stressful, so learning is made easier.”
Vul phase refers to the vulnerability period
or the time the aircraft are away from base
and vulnerable to harm.
Display Configuration
Now the EA-18G Growler has moved
beyond fleet transition stage and the HAVOC
issues recommendations on display set-up
configurations for different types of electronic
attack, VAQ-129 and the fleet squadrons 5
65
 MILITARY ELECTRONIC ATTACK SQUADRON 129
Combat payloads carried by the EA-18G Growler vary, and require
the combined 44,000lb (196kN) of thrust to get airborne. Viking
521 is seen launching with full afterburner in a clean training
configuration giving the pilot an easy take-off performance.
mission data into aircraft, weapons and
avionics systems.
Mission phases for an in-and-out strike
flown from an aircraft carrier are pre-push
(getting all aircraft in the same sector of
sky): push (when all aircraft start to flow
out, usually led by fighters to sweep the
airspace); ingress (the point at which the
strike package commits to the attack during
which the Growlers are jamming enemy
systems); and egress.
Missions flown by expeditionary Growler
squadrons deployed to a land base have
different phases and are much longer in
duration. After launch, the jets go to a tanker
and remain on call in an area of airspace
ready to respond to a call from ground forces.
A second air refuelling follows, to enable
another on-call window before a final trip to
the tanker and return to base. Protecting a
strike aircraft launched from land bases and
tasked with a predetermined strike involves
Navy training procedures dictate that an aircraft
is chained to the ramp even when operating
at a shore base like Whidbey Island as seen in
this shot of Viking 504 during a crew change.
Adherence to the chaining protocol ensures
maintainers and flight crew meet flight deck
operating requirements.
66
similar phases to the one listed above.
Whatever the type of mission being flown,
the EWO has to spend lots of time heads-
down interfacing with the displays to oversee
how the jammers are set up. That’s tough to
endure over long periods of time. Describing
how a situation can change, Lt Nortz said
that while things are running well the EWO
can be working the displays in support of the
mission, when suddenly, without telling you,
the pilot banks the aircraft because of an air
threat: “When that happens you have to take
a breather and look outside. It’s a standard
part of the brief, known as operational risk
management for AEA missions. Display
fixation occurs when an EWO gets stuck
staring down watching the displays.
Mitigation for that is to always look outside
to help how you are feeling and to break from
the display.”
Mission Planning
Mission planning should meet the
requirements contained in the brief given
to the students by their instructors. It’s
important that each student studies and fully
understands the flight objectives. Students
plan the entire mission using JMPS and must
ensure all the way points and the right emitter
loads have been entered into the system.
Mission briefing covers everything students
could possibly need to know and gives them
an opportunity to ask questions before they
fly. Upon their return, they go to a mission
debrief and look through the cockpit tape
recordings, which show which displays
were used and when. In the words of one
VAQ-129 officer: “Everything throughout the
course and your flight career is learnt during
debriefing.”
Given the complexity of the electronic
attack environment, AIR International was
interested to know how mission planning is
instructed to students as they start the AEA
phase, and how much responsibility they
have in putting a mission together, faced
with the set of threats presented to them. Lt
Hohler responded that, in his opinion, mission
planning is the most important part of the
AEA phase: “We give them basic scenarios,
so the student gets a solid understanding
of looking at the problem, knows what the
resources are, where to reference information
and to put a plan together. Students will
never devise the best plan. There will always
be problems with a plan, but the process of
looking at the problem, knowing what the
threats and assets are and putting together
a cohesive plan is the biggest understanding
they can learn during the whole AEA phase.
Once they get to their fleet squadron, they
will experience more robust presentations
and will have experienced people who can
show them specifics.”
Viking Duty
Capt Estes explained how VAQ-129’s duty
extends beyond its billets at Whidbey to
meet the requirements of the Carrier Air Wing
commanders and operational squadrons
forward-deployed around the world. As the
repository of experienced personnel and
resources, if a forward-deployed jet goes
down or if aircrew or maintainers are needed
at another location VAQ-129 supplies a
replacement jet or maintainers or instructors
to fill the hole: “There are thousands of
requirements and it’s a function of good
leadership and discussions as to which
ones we fill, because at some point every
instructor, every maintainer that we send a
much-needed fill to a hole somewhere, takes
a hit on our production.
“One great example involves syllabus
requirements that we can’t do at Whidbey
Island. We can’t go to CQ [carrier
qualification] anywhere other than Oceana
or North Island because that’s where the
aircraft carriers are. Likewise, we do most of
our air-to-air training at Key West or Fallon,
because they are the locations with resident
adversary squadrons, and for our bread-and-
butter airborne electronic attack mission we
have to deploy to places like Fallon, Ellsworth
or Mountain Home. Each base has a range
equipped with electronic emitters. These are
essential, so our students can train against
them to learn how to use the Growler’s
systems in the art of electronic attack. As a
result, any time we conduct a Det, obviously
some of my maintainers and jets go. That
creates a balancing act of how many shifts of
 ELECTRONIC ATTACK SQUADRON 129 MILITARY

maintenance we work downstairs if we have

A view of an EA-18G Growler captured through night vision goggles.
100 people on an aircraft carrier and another VAQ-129/US Navy
100 people in Fallon, Nevada.
“Such a situation begs the question: what
can we actually produce at Whidbey without
overtasking and running people absolutely
ragged? That’s an example of being tri-sited
and we do a lot of it. In such a situation, we
typically go to a single maintenance shift.
Instead of having two shifts and working 24
hours, we have everyone in on the same shift
and get as much done as we can in a 12-hour
window. This ends up limiting – especially
during the summer months when it doesn’t
get dark until 9pm – our opportunity to
produce sorties. It’s a known quantifiable risk
that we take.
“Typically, when I brief the CVWP
commander on VAQ-129, I use the notion
‘how 129 goes, so goes the rest of the fleet’.
VAQ-129 remains healthy if our maintenance
programmes are good; if the maintainers are
doing by the book maintenance and our RBA
[ready basic airframe or ready for production
aircraft] rate is good, that tends to bode well
for the rest of the fleet.
“While CVWP maintains the people who
inspect us and ensure we do by-the-book
maintenance, VAQ-129 needs to be the
organisation that puts those rules and
procedures into place in practice. That’s
the challenge I have given the maintenance
department. Fortunately, we are augmented
by 200 or so talented civilians and could not
do our mission on a daily basis without them.
Then there’s our admin department, the folks
who process all our travel claims from the 17
or 18 Dets undertaken every year. Whatever
the size of the Det, we only have a small
number of admin professionals who process squadron. All training pipelines suffer attrition, number of pilots going to VFA-122 with
every travel claim. The operational tempo so there will always be a requirement for the understanding that when VAQ-129’s
is high, even though folks are not gone on more student pilots and NFOs joining VAQ- requirement increased the Super Hornet
Dets for extended periods of time. If you are 129 to meet the requirements of the fleet, units, especially VFA-122 would take less.
a fully qualified instructor you are likely to go and despite being a national asset, VAQ-129 Capt Estes concluded: “Having a symbiotic
on most of the Dets and find yourself gone is not given any priority for the supply of working relationship, allowed us to discuss
for three out of four months in a consecutive student pilots and NFOs to fill billets in fleet the challenges. Like any business it’s all
period. My job is to spread the butter across squadrons. At the end of 2016, the Pacific about relationships and that helps balance
the toast. It’s very easy to become reliant on Fleet F/A-18 Super Hornet FRS, Strike the class sizes.”
the really hardworking Chief or First Class Fighter Squadron 122 (VFA-122) ‘Eagles’ In the concluding part of this story AIR
who wants to go on every Det, so we must had faced maintenance challenges and the International will cover carrier qualifications,
make sure we are not burning out people who ability to generate sufficient training sorties maintenance, an Australian and British
go on lots of Dets. and therefore train pilots. Consequently, perspective on the course, more insight
commanders of the three FRS units, VFA- from the skipper and a look at some of the
Student Supply 106, VFA-122 and VAQ-129, adjusted colourful EA-18G CAG-birds operated by
An FRS is the final stage of a pilot or EWO’s their respective pilot intakes for the next the squadrons assigned to CVWP.
training before joining an operational fleet subsequent class in order to increase the

A student pilot taxies Viking 554 from the VAQ-129 with wings folded in accordance with standard training procedures.

67
 COMMERCIAL AIR SEYCHELLES
T
he Seychelles republic is
a paradise in the Indian
Ocean, consisting of
115 far-flung islands and
islets, whose total land
mass is about double that
of the US city of Boston.
Only a few of the islands
are inhabited at all and
cater for tourists. But they
come in droves – the 93,000 Seychellois,
as locals call themselves, accommodated a
record number of 303,000 visitors in 2016.
The majority of the visitors came
from France and Germany. UK nationals
accounted for 6% of visitors, or 18,885
people, in 2016. Increasing the number of
European visitors is the task of Roy Kinnear,
the Irishman who has been Chief Executive
Officer of Air Seychelles since 2015.
From Intercon
to Island Hop
The six Twin Otters fly a dense
network of services around the
Seychelles, with almost 217,000
passengers carried on them last
year. Air Seychelles
68
Return to Long Haul
The summer schedule of 2017 will see one
of the smallest intercontinental carriers
in the world executing a big expansion,
introducing new flights to Düsseldorf,
Germany and Durban, South Africa. The
new long-haul route to Europe is a big leap,
as the sole European route Air Seychelles
has operated in recent years has been to
Paris CDG with the only Airbus A330-200
it had in its fleet. Now, a second A330-200
has joined the operation. Back in 2011, Air
Seychelles axed all its European routes
after suffering prolonged losses. This was a
drastic step – the island airline had started
its own long haul routes back in 1983 with
two second-hand former Varig Boeing 707s.
It also operated to London Gatwick and
served half a dozen destinations in Europe
at times.
Tourism is the most important source of
income to the Seychelles, besides exporting
fresh tuna. Reflecting the booming tourist
trade, many airlines currently serve the
international airport on the main island of
Mahé. Emirates alone lands twice daily from
Dubai with Boeing 777-300ER jets, while
Etihad Airways and Qatar Airways send
smaller A319/A320s. Qatar had withdrawn
its services for three years before resuming
them, also Sri Lankan, Turkish Airlines and
Ethiopian Airlines serve the Seychelles, while
Austrian Airlines will commence flying from
Vienna in September.
But former Minister of Tourism Alain
St Ange is well aware that the island’s
tourism trade can’t always depend on
foreign carriers. He said: “Our own airline
is the backup that we need. We’ve been
welcoming extra companies, but we also
 AIR SEYCHELLES COMMERCIAL

Air Seychelles is
returning to Europe
this summer with
its A330s, reflecting
a growing tourist
trade. Air Seychelles

ontinental
AIR SEYCHELLES FACTS
AND FIGURES
IATA code: HM
ICAO code: SEY
Ownership: 60% Seychelles Government,
40% Etihad Airways Group

pping
Operations started: September 1978
Air Seychelles is Staff: 787

expanding its long- Passengers carried: 2016 – 567,900, 2015 –

522,800, 2014 – 427,000
haul offering while Fleet: 2 Airbus A320s, 2 Airbus A330-200s, 6
maintaining a busy Viking DHC-6 Series 400 Twin Otters
Hub: Mahé, Seychelles
local operation, writes
Route network: Abu Dhabi, Antananarivo,
Andreas Spaeth Durban, Düsseldorf, Johannesburg,
Mauritius, Mumbai and Paris as well as
Praslin and Bird Island as scheduled inter-
island services
Profit: 2015 – $2.1m, 2014 – $3.2m, 2013 –
$3m, 2012 – $1m

69
 COMMERCIAL AIR SEYCHELLES
1 2
need the insurance to know that if there was
ever a downward trend, we are able to hold
ourselves [and] our way forward.”
As recently as 2012, the island airline
was on the brink, but then the Seychelles
Government succeeded in convincing Etihad
to buy 40% of the airline’s shares for $45
million. The synergies of the partnership, as
well as expertise, capital and aircraft from
Abu Dhabi saved the airline. Since 2012,
Air Seychelles claims to be profitable after
previously being in the red, even though the
International Monetary Fund had doubts
about the airline’s profits. The Seychelles
Government holds 60% of the carrier and
Etihad 40%, with the Gulf airline injecting
further capital to cover operational losses.
Operationally Complex
Since Etihad took over, Air Seychelles has
had three CEOs. The former boss Cramer
Ball went on to lead one of the most troubled
Etihad partner airlines, Alitalia. Now financial
expert Roy Kinnear is expected to bring and
keep Air Seychelles on course.
“Air Seychelles is very complex,” said
Kinnear in talking to AIR International in
Mahé. That sounds paradoxical for an airline
operating just four jets (two A320s and two
A330s) plus six Viking Air DHC-6 Series 400
Twin Otters for island services. But he is
right, because where else in the world does
3 Still, there is already significant transfer
70
the portfolio of such a small airline comprise
everything from ten-minute island hops to
ten-hour long-haul missions and routes to
destinations on three continents?
The objective for 2017 is to become
independent of government and Etihad
funding in running the airline. Kinnear stated:
“Air Seychelles today is a self-sufficient,
sustainably profitable airline with a structured
development plan which allows us to grow
both internationally and domestically. There
are three parts to our business: long-haul,
mostly for tourism, regional flights on routes
like to Abu Dhabi, Mumbai, Johannesburg
and now to Durban, and domestic traffic.”
Efficiency at Air Seychelles has improved
significantly since Etihad took over, with
staff numbers initially reduced from 750
to 550. Working hours of cabin crew have
been increased from 45 to 50 hours a
month before to about 80 hours, and daily
aircraft use from single digit figures to over
ten hours now. Recently, with the doubling
of long-haul capacity, Air Seychelles hired
55 additional cabin crewmembers. All
flight attendants are locals and they are
now being trained by Etihad in Abu Dhabi.
With the total staff count now at 787, Air
Seychelles is the nation’s largest employer.
A total of 92 employees are pilots – two-
thirds of whom are Seychellois – and overall
99% of staff are nationals.
After Etihad’s takeover, Air Seychelles
operated two A330s between 2013 and
2015 but, Kinnear says, “that was too much
capacity”. After two years operating just
one widebody, now a second has come
from Abu Dhabi, again for the Düsseldorf
route. Both A330s are former Jet Airways
aircraft, the Indian airline also being an
Etihad partner. Both aircraft boast 18 seats
in business class, which don’t offer private
compartments as Etihad does, but instead
have a seat pitch of 82in (2,082mm) and a
full-flat bed of almost the same length.
Long-Haul Expectations
Kinnear puts a lot of expectation on the
Düsseldorf route. “Mostly because Etihad
partner Air Berlin is feeding traffic to us from
16 cities,” said the CEO. He also expects it
to be a good cargo airport; Air Seychelles
exports about 600,000kg (1.3 million lb) of
fish from the islands annually.
While Düsseldorf is mostly seen as a route
delivering tourists to the Seychelles, the other
new destination, Durban in South Africa,
is aimed mainly at transfer passengers. Air
Seychelles dreams of establishing a true
Indian Ocean hub. The current terminal is
clearly not sufficient to establish a bigger hub
operation, but there are some lofty plans for
a new terminal with financing and designs
from Abu Dhabi, although no concrete plan of
action exists at this time.
traffic through Mahé. “The biggest traffic
flow that connects here is between Mauritius
and Mumbai,” according to Kinnear.
From Durban, with its high ethnic Indian
population, he expects many transfer
passengers to the Indian subcontinent.
The second A330 is also serving Mauritius
and Mumbai, replacing A320s on some
flights and enabling an increase in Paris
frequencies from three to four times weekly.
Another important regional destination for
Air Seychelles is Antananarivo, the capital
of Madagascar. This is a watershed year in
terms of capacity for Air Seychelles, illustrated
by the fact that after seeing an increase in
available seat kilometres (ASKs) of 16% in
2016, this year brings a leap of 38%, an
impressive achievement for a small airline.
 AIR SEYCHELLES COMMERCIAL

While Kinnear talks about a “structured
approach to Europe”, he has already closed
the chapter on Asia. In February 2016, big
celebrations marked Air Seychelles’ first
flight to Beijing, but the route ended early this
year. “This was a one-year contract with a
Chinese tour operator at his risk,” explained
the CEO. Apparently, the bookings didn’t
reach the expected numbers at a time of an
economic downturn in China. “At this point,
regular services to Asia is not something I
want for Air Seychelles,” said Kinnear. “Asia
is not on our radar.”
He would rather funnel travellers to and
from Asia through Etihad’s network in
Abu Dhabi. “Turkish, Qatar and Emirates
serve different markets, that’s not our core
business,” stated Kinnear. “As long as Paris
works for us, we are not exposed as much to
direct competition.”
Inter-Island
What’s truly impressive about Air Seychelles
is its inter-island services, which carried
almost 217,000 passengers in 2016 alone
on about 300 flights per week. The key milk
run is the ten-minute hop from Mahé to
neighbouring Praslin. With the high-volume
Emirates flights, the Twin Otters are flying
tourists over the water every few minutes.
All six of these 19-seaters at Air Seychelles
are the newest DHC-6 Series 400 model
built by Viking in Canada; the airline’s entire
former DHC-6-300 fleet, with some aircraft
over 40 years old, was replaced by new
ones from 2012 onwards. The last old Twin
Otter left Mahé on a ferry flight to California
in late February 2017. The flight needed
one week and nine stopovers to reach its
destination halfway around the globe. “Just
replacing old aircraft with new enables
us to increase seat capacity by 16%, as
the Viking aircraft need less down time
for maintenance, and the Twin Otters are
incredibly reliable,” Kinnear enthused.
They need to be, as there is an average
of 25 flights daily in each direction between
Mahé and Praslin, rising to 40 flights at peak
times. There are also scheduled services to
Bird Island; other islands are only served as
charters catering for the lodges there.
It is unclear how the Air Seychelles story
will go. There is to be a new chief at Etihad
this year, and not all of the very proud
Seychellois appreciate the input from Abu
Dhabi. At least Roy Kinnear can post a profit
for 2016, for the fifth consecutive year, “and
in another five years’ time we want to be
bigger than with four jets today – but first
we have to successfully introduce the
second A330.”

1 From ten-minute island hops to long-haul routes to destinations on three continents, Air Seychelles is operationally complex given
its relatively small size. Andreas Spaeth 2 Air Seychelles uses a pair of A320s on regional routes to destinations such as Mauritius,
Mumbai and Madagascar. 3 Air Seychelles is the nation’s largest employer. A total of 92 employees are pilots, two-thirds of whom are
Seychellois, and overall 99% of staff are nationals. Andreas Spaeth 4 The Twin Otters provide a vital link in the Seychelles’ tourism industry
transporting visitors from the main hub at Mahé to the various islands. Air Seychelles 5 Both A330s were formerly operated by Jet
Airways, which like Air Seychelles is an Etihad partner airline. Air Seychelles

71
 Fitter
MILITARY SUKHOI Su-22 FITTER

Alexander Mladenov explains the upgraded Su-22 Fitter earmarked

to continue in Polish Air Force service until 2025

72
 SUKHOI Su-22 FITTER MILITARY

T
he swing-wing Sukhoi diminished soon after the newly delivered earmarked for retirement in 2018, are now
Su-22 (NATO reporting Lockheed Martin Block 52+ F-16 force serving with 21. Baza Lotnictwa Taktycznego
name Fitter) serving achieved full combat-ready status. By that (21. BLT or 21st Tactical Air Base) at Świdwin
with the Sily Powietrzne time, the Fitter force suffered a reduction in in Poland’s Western Pomerania province.
Rzeczypospolitej Polskiej numbers and its pilots lost out on training The fact that the Sily Powietrzenje
or Air Force of the opportunities for using guided weapons. Rzeczypospolitej Polskiej (SPRP) Fitter force
Republic of Poland is In 2012, the Su-22’s primary mission has survived until the middle of the next
set to remain active for shifted to training, as well as a wide variety of decade, despite its age, is due to its reliability,
another eight years. The secondary combat support missions. Today affordability and its ability to conduct niche
type is well supported by the Polish Su-22 fleet is a shadow of its missions which cannot be delivered in an
local industry: one of the main factors for its former self, with only 18 aircraft set to remain effective and efficient way by other SPRP
remarkable longevity in Polish service. in active service from a total of 110 airframes jets. The 21. BLT incorporates 8.elt and 40.elt
The Su-22 was the principal front-line delivered between 1984 and 1988. All (Eskadra Lotnictwa Taktycznego or Tactical
jet for the strike role in Poland between serviceable, upgraded, life-extended Fitters Air Squadron) as well as a support squadron,
1985 and the late 2000s but its significance and a handful of non-upgraded examples staffed with pilots who fly Fitters.

In 2010, the Polish Air Force Fitter fleet was

reduced to 26 single-seat and six two-seat aircraft.
During 2017 and 2018 the fleet will be further
reduced to 12 single-seat and six two-seat aircraft.
All non-upgraded aircraft will be grounded and
used as spare parts sources.

73
 MILITARY SUKHOI Su-22 FITTER

1
Six two-seat Su-22UM3K Fitter-G aircraft,
manufactured in 1984 and 1985, and 12
single-seat Su-22M4 Fitter-Ks, built at the
Komsomolsk-on-Amur Aviation Plant in
Russia between 1985 and 1988 are due to
remain in service. Between 2015 and 2017 all
18 aircraft will receive a comprehensive life-
extension programme at the WZL-2 aviation
maintenance, repair and overhaul facility in
Bydgoszcz to extend their service life until
2025 when the Fitter should be replaced
by a new-generation combat aircraft, the
tender for which is tentatively expected to be
launched before 2020.
Diminished Significance
The front-line significance of the Polish Fitter
force has been consigned to the history
books and, as a consequence, 21. BLT’s
main mission, assigned in 2012, is to train
pilots fresh from graduating the SPRP’s Air
Academy at Deblin.
The first group of four young Fitter pilots,
out of 16 who began flying the swing-wing
aircraft four years ago, are reported to have
achieved a limited mission-ready rating
in November and December 2016. They
are expected to continue working toward
achieving full mission-ready rating which
usually requires four years of training.
Some of the pilots will also work toward
an instructor pilot qualification so they are
able to conduct conversion-to-type and
operational training of pilots selected to fly
the Fitter after completing their advanced
flying training phase on the PZL TS-11 Iskra
jet trainer at the Air Force Academy at Deblin.
Because the 21. BLT is now tasked mainly
with training pilots graduating from the
academy, in effect an operational conversion
unit, some pilots are supposed to remain
serving with the Swidwin-based squadrons,
while others, after gaining limited-combat
ready status, will be posted to other units – for
example the MiG-29 fighter squadrons; 41.elt
at Malbork and 1.elt at Miñsk-Mazowiecki.
However, there are no plans for posting Su-
22 pilots who have achieved limited combat-
ready status to continue their career flying the
Block 52+ F-16. All graduate pilots selected
for the F-16 follow a different training path to
their colleagues flying the Su-22. Initially they
go to the United States for advanced and
lead-in fighter training flying the T-38C Talon
before F-16 conversion training.
Secondary missions performed by 21. BLT
during day-to-day training include support
to the SPRP, Polish Land Forces, Special
Operations Forces and the Polish Navy.
Support involves flying as adversaries - for
training fighter pilots and ship crew operating
surface-to-air missile and anti-aircraft artillery
to counter air threats.
Close air support training is provided to
personnel from the Polish Land Forces and
Special Operations Forces plus training Joint

1 The two-seat Su-22UM3K has a different mission suite to the single-seat Su-22M4 and limited capability to carry guided weapons but retains an effective
combat capability. 2 Su-22UM3K 509 in its fresh grey paint scheme applied during upgrade at the WZL-2 plant. The colour scheme comprises two shades of
grey applied on the upper fuselage and wings and areas painted black for anti-glare forward of the windshield and around the wing roots. 3 The swing-wing
Fitter is a useful asset assigned to NATO and will remain in active service until the mid-2020s for training and combat support roles. 4 Su-22M4 3817 is one of
a dozen upgraded single-seat Fitters which the SPRP plans to operate until 2025.

74
 SUKHOI Su-22 FITTER MILITARY

Terminal Air Controllers (JTACs) with NATO-

standard aircraft controls on the battlefield.
Polish Fitters also perform reconnaissance
missions using the KKR-1 pod fitted with
cameras and electronic intelligence [ELINT]
gathering systems. The nature of the
missions is classified.
No doubt, the vast majority of
reconnaissance sorties flown by Polish
Su-22M4s carrying a KKR-1 pod involve
monitoring Russian radar emissions in the
Kaliningrad enclave and ship movements of
the Russian Baltic Fleet.
The 21. BLT also maintains ground and sea
strike missions in defensive operations.

Life-extension and
Upgrade Effort
In late 2014, the Polish Ministry of Defence
rejected an option to withdraw the Su-22
from service and instead decided to extend
the service life of 18 aircraft until 2025. 3

In February 2015, WZL-2 was awarded a

contract to perform fuselage and systems
life extension work, while the Su-22’s AL-
21F-3 turbojets were to be overhauled and
life extended at Warsaw-based WZL-4 plant.
Su-22 life extension provides the remains
of the once-huge SPRP Fitter fleet with an
additional 800 flight hours, 1,200 landings
(1,600 for the two-seat aircraft) and ten
years of service (whichever occurs first) and
makes the swing-wing aircraft good for a
total 40-year service life. As a result, total life
for the Fitter airframe has been extended to
3,200 flight hours, while the total number of
landings has increased to 4,200 for single-
seat aircraft and 5,200 for the much more
heavily used two-seat aircraft.
By comparison, the original service life
for the Su-22M4, as set by Sukhoi OKB in
the late 1980s, was only 1,500 flight hours
and 19 years, whichever was reached first,
while the time between overhauls was set
4

75
 MILITARY SUKHOI Su-22 FITTER

at 750 flight hours and ten years; the AL-

SU-22M4
CHARACTERISTICS
Wing span fully spread: 13.68m (44ft 11in)
Wing span fully swept: 10.02m (32ft 10in)
Length overall: 19.02m (62ft 5in)
Height overall: 5.12m (16ft 10in)
Wing area fully spread: 38.49m2 (414ft2)
Wing area fully swept: 34.45m2 (370ft2)
Max take-off weight: 19,430kg (42,824lb)
Normal take-off weight: 16,400kg (36,155lb)
Empty operating weight: 12,161kg
(26,810lb)
Internal fuel: 3,770kg (8,310lb)
External fuel: 2,875kg (6,337lb)
Max speed at sea level clean: 755kts
(1,400km/h)
Max speed at high level clean: 1,005kts
(1,860km/h)
Landing speed: 154kts (285km/h)
Take-off speed: 194kts (360km/h)
Max operating speed clean: Mach 1.7
Service ceiling clean: 46,576ft (14,200m)
Rate of climb: 45,590ft/min (13,895m/min)
Ferry range with max internal fuel: 1,520km
(820nm)
Ferry range with external tanks: 2,550km
(1,375nm)
Range with high-low-high profile and
2,000kg (4,400lb) ordnance: 1,150km
(620nm)
Take-off run: 1,500m (4,920ft)
Landing roll with brake chute: 1,100m
(3,608ft)
G limit: +7g
21F-3 engine’s time between overhaul is
increased from 450 to 500 hours.
The dozen Su-22M4s and half a dozen
Su-22UM3Ks cycled through WZL-2
received very basic upgrades, divided
into two stages. Stage I, completed on
nine aircraft by October 2016, included
installation of a second UHF/VHF radio,
the Polish-made Unimor RS6113-2, with
8.33 MHz channel spacing and conversion
of the flight/navigation instruments in the
cockpit to imperial measurement units.
Stage II, slated for implementation in
2016 and 2017, will add a new Polish-
made S2-3A solid-state crash-resistant
flight data recorder, while the Su-22M4s
will also receive an audio/video cockpit
recorder (for recording the picture seen
by pilot through the S-17VG electro-
optical sight and the audio information in
his headsets) in addition to a solid-state
mission data loading device replacing
the original Soviet-era unit which uses
antiquated paper perfocards.
All Su-22s upgraded under Stage I and
already delivered to 21. BLT will return
to WZL-2 to receive the additional new
equipment under Stage II.
Upgraded aircraft also receive a new
colour scheme comprising two shades of
grey on the upper fuselage and wings in
addition to black areas just ahead of the
windshield (applied for anti-glare purposes)
and wing roots: an area next to the gun
muzzles which is prone to collecting
powder gases generated when firing the
30mm cannons. Black is only applied
to the port side wing root on two-seat
aircraft because the starboard side lacks
a cannon.

1 The two-seat Su-22UM3K Fitter-G has the KN-23-1 analogue navigation-attack suite with a Klen-PS
laser rangefinder and designator housed in the nose cone, and an improved ASP-17BT electro-optical
weapons sight in the front cockpit. 2 The cockpit of a Su-22M4 still lacks a gun camera in the ASP-
17VG electro-optical sight, which is set to be added during the second stage of the upgrade in 2017.
3 Su-22UM3K 310 taxies out for an intercept training sortie, loaded with a UZR-60T captive carriage
training missile. 4 Świdwin’s flight line full of upgraded (grey) and non-upgraded Fitters.

76
 SUKHOI Su-22 FITTER MILITARY
2

in December 2011, was among the first
group of pilots to convert to the Fitter in
2012. Before commencing the course at
Świdwin, his flying experience comprised
200 flight hours on PZL-130 Orlik
turboprop trainers and the PZL TS-11 Iskra
jet trainer.
Lt Sosnowik amassed four years of
experience on the Su-22 with 340 flight
hours under his belt by October 2016, after
which he expects to achieve the eagerly
sought limited mission-ready status before
commencing his instructor training course.
4
The Su-22 is considered to be a valuable
platform for close air support (CAS) training
for new JTACs (Joint Terminal Air Controllers),
not only in Poland but also in exercises
in neighbouring NATO nations. To date
Estonian, Latvian, German and Czech troops
have received more than 240 CAS controls
with the Su-22.
Pros and Cons
The Su-22M4 and Su-22UM3K inherited the
same basic airframe structure designed back
in the late 1950s for the Su-7B swept-wing

3
Training Activities
As Captain Krzysztof Kreciejewski, a flight
commander and an experienced instructor
pilot with 21. BLT noted, the process of
training new pilots for the Su-22, after many
years of absence, has been under way
for the last four years. A training syllabus
undertaken between 2012 and 2016
comprised instrument flight rules; day and
night flying with procedural approaches;
air-to-ground combat (the employment of
unguided ordnance only); air-to-air combat;
and low-level flying down to 700ft (213m)
above ground. Course duration was set at
350 flight hours.
According to Capt Kreciejewski, the
intention for the first group of four young
pilots who completed the course in late
2016, is for them to remain serving with 21.
BLT as instructors. Pilot flight hours at 21.
BLT are set at 60 per year, as per the SPRP
combat training plan but according to Capt
Kreciejewski, the busiest instructors could fly
160 hours per year and in general young Fitter
pilots log no less than 80 flight hours a year.
1st Lieutenant Lukasz Sosnowik, who
graduated from the Air Force Academy
FITTER FORCE
Although the SPRP has a selection of Russian-made guided air-to-air weapons with laser and TV
guidance for its Su-22 fleet, these are no longer used in training and are not regarded as having
combat value. Guided munitions in the Polish inventory, delivered in the late 1980s, comprise
the Kh-23M (AS-7 Kerry) radio-guided missile; Kh-29L (AS-14 Kedge-A) and Kh-25ML (AS-12
Kegler) laser-guided air-to-surface missiles; and the Kh-29T (AS-14 Kedge-B) which is the only
TV-guided missile in the Su-22M4’s arsenal. All of these types of missile require large areas within
which to safely launch during training. If a missile misses its target, it can potentially fly for up to
40km (22nm) from the launch point. Ranges of this size are no longer available in Poland and as a
consequence all training to employ missiles has been abandoned. The Su-22M4 can also employ
the Kh-25MP (AS-12 Kegler) and Kh-58U (AS-11 Kilter) anti-radar missiles but both types are now
deemed useless against Russian GBAD systems: both missiles were originally designed for use
against NATO systems only, such as the MIM-23B Improved Hawk SAM.
Today only unguided air-to-surface ordnance - free-fall bombs, rockets and guns - is being used in
training.
A Su-22M4 has a maximum external payload (including ordnance and external fuel tanks) of 4,250kg
(8,687lb): the biggest single bomb carried weighs 500kg (1,100lb). Up to eight high-explosive
variants, dubbed FAB-500M-62 or FAB-500M-54, can theoretically be carried, but in reality smaller
numbers are carried.
Other weapon payloads comprise ten 250kg (550lb) FAB-250-120 high-explosive bombs or 20
100kg (220lb) OFAB-100-120 fragmentation/high-explosive bombs.
Explaining the training regime, Capt Kreciejewski said in the beginning, young pilots working for
their mission-ready qualification train at the range with the 30mm NR-30 30mm cannons, 57mm S-5
rockets and 50kg (110lb) practice bombs without explosive charges.
Only after accumulating certain weapons delivery experience amounting to between 60 and 80 flight
hours on the Fitter, are pilots allowed to begin training with live bombs and S-8 80mm rockets.
The only guided weapon currently cleared for use by the Fitter community is the R-60 or R-60M
(AA-8 Aphid) short-range air-to-air missile fitted with an infrared seeker. Su-22 pilots practise
offensive and defensive close air combat using R-60 training rounds (dubbed UZR-60Ts) fitted with
operable seekers.
The self-protection capability of the Su-22M4 relies on an outdated SPO-15LM radar warning
receiver and the SPS-141MVG Gvozdika jammer pod, but again, these Russian-made systems are
optimised to operate against 1980s-vintage radar-guided NATO GBAD; ship-based air defence
systems; and older-generation NATO fighters. The aircraft are equipped with built-in KDS-23 and
scabbed-on ASO-2V chaff and flare dispensers.

77
 MILITARY SUKHOI Su-22 FITTER

1 2

supersonic fighter bomber, while its Lyul’ka
AL-21F-3 turbojet is a reverse-engineered
copy of the General Electric J79 engine
that powered the McDonnell Douglas F-4
Phantom II, albeit in an improved and
uprated form, developing 76.5kN (17,200lb)
of dry thrust and 110.5kN (24,700lb) with full
afterburner.
The hydraulically driven and manually
controlled outer wing sections feature variable
sweep angles between 30° and 63° - the
former used for take-off and landing and the
latter for the high-speed dashes and smooth
ride at low-level. The third main wing sweep
setting is at 45°, the so-called mid-position,
which is useful for cruise and ground attack.
Wing sweep is set manually by the pilot using a
three-position electrical selector switch (one for
each sweep position) in the upper left corner of
the dashboard.
Each Su-22M4 features the PrNK-54
integrated digital nav/attack system, which
comprises the Orbita-20-22 digital mission
computer; an improved Klyon-54 laser
rangefinder/designator; an ASP-17BTs
electro-optical weapons sight; an IKV-8 inertial
navigation unit; an A-321 RSBN short-range
radio aid to navigation; an A-720 RSDN
long-range radio aid to navigation; an RV-21
radar altimeter; an ARK-22 ADF; an R-862
UHF/VHF radio and the SAU-22M2 automatic
flight control system. The PrNK-54 enables
automatic flight on a route with six waypoints
and four targets. The Su-22UM3K features
a less advanced and fully analogue KN-23-1
nav/attack suite and the ASP-17BTs sight.
Engine intake cones differ between the two
Polish variants: the Fitter-K has a fixed intake
cone, while the Fitter-G has a movable cone
to provide better operating conditions for

1 The well-designed Fitter has a robust airframe, a reliable engine and is easy for servicing and repair.
2 The single-seat Fitter-K has a fixed intake cone, while the two-seat Fitter-G seen here features a
movable cone, which provides better operating conditions for the engine in supersonic flight.
3 The first group of young pilots who completed their four-year Su-22 training course in late 2016,
4 will serve with 21. BLT at Świdwin as instructors. 4 Su-22M4 3817 on the Świdwin flight line.
5 UZR-60T captive carriage training missiles are used for training pilots in the air-to-air role.

78
 SUKHOI Su-22 FITTER MILITARY

EARLIER MODIFICATIONS
Poland was the first country to announce an intention to upgrade its large fleet of Su-22 Fitters in the
1990s but in the event nothing happened except a small upgrade of the aircraft’s navigation system. In
Communist times and immediately afterwards the SPRP was the largest Fitter export operator in the
world with a total procurement run of 110 aircraft: 90 Su-22M4s and 20 Su-22UM3Ks.
In 1999, 88 Su-22M4s and 18 Su-22UM3s reportedly remained in active service, but by 2010 the
Fitter fleet had reduced to 26 Su-22M4s and six Su-22UM3Ks. The SPRP has lost 11 Su-22s in
accidents.
Since 2005, the SPRP ceased cyclical overhaul of its ageing Fitter aircraft at WZL-2 and has instead
it operated the fleet under a step-by-step service life extension programme developed jointly by
WZL-2 and the Instytut Techniczny Wojsk Lotniczych or Polish Air Force Institute of Technology.
This first life-extension effort for the type, still serving in numbers with the SPRP, set a life limit
of 3,000 flight hours, 3,000 landings and 30 years for the single-seat Su-24M4, while the Su-
22UM3K was cleared for 3,000 flight hours, 4,000 landings and 30 years. By November 2011, the
most heavily used Su-22M4 logged 2,251 flight cycles, while the least-used one had only 1,527.
The two-seat Su-22UM3K with the highest usage is reported to have amassed at that time some
3,870 flight cycles.
In 1999 and 2000, a number of Fitters had undergone the so-called ‘small-scale’ upgrade of their
navigation and communication systems in order to ensure limited NATO and ICAO compatibility. The
work was carried out by WZL-2, which installed Trimble 2101AP commercial GPS receivers, Bendix
KLU-709 commercial tactical aid to navigation (TACAN) receivers and ANV-241MMR instrument
landing system (ILS). Some of these systems were provided free of charge by the US but proved not
particularly well-suited for use on board manoeuvring aircraft. The new Western-standard navigation
aids were added to the Su-22M4’s existing PrNK-54 nav/attack system, integrated within the existing
Orbita-20-22 digital mission computer by using a newly developed interface box. The upgrade was
designed in such a way that the cockpit ergonomy was not affected as information from the new
navigation devices is displayed directly on the existing NPP ‘clockwork’ navigation indicator situated
in the centre of the instrument panel. New anti-collision lights were also installed, while the original
Russian-made R-862 UHF radio control panel was upgraded with a continuous frequency selector
featuring 8.33 MHz spacing. The upgraded Su-22 also received the ATM QAR/S-54 quick-removable
flight data recorders and the Polish-made Radwar SC-10 identification friend or foe (IFF) transponders.

delivery. The AL-21F-3 turbojet is an old design
featuring quite old technology, but has proved
very reliable and has shown a remarkable
resistance to bird ingestion and foreign object
damage on multiple occasions.
During his career, Capt Kreciejewski has
experienced two incidents involving multiple
bird ingestion in the engine (no less than seven
birds each time), but no deviations in the engine
operation were noticed by the pilot. In fact, bird
ingestion was only discovered after landing.
The Fitter’s nav/attack suite is 1980s vintage,
but still considered reliable enough, including
the bulky, heavy and antiquated Orbita-20-22
digital mission computer. Asked to name
the most unreliable systems on board, Capt
Kreciejewski claimed new Western-made
navigation aids (added during a previous Fitter
upgrade) have proved to be the systems most
prone to failure.
According to Capt Kreciejewski, the new
two-tone grey camouflage has not been
accepted with much enthusiasm; described
as ill-suited for hiding low-flying aircraft on
the terrain background compared to the
old-style green-and-brown camouflage.
The same is true when operating at low
level over the dark surface of the Baltic
Sea and hence low-flying Fitters could
be easily detectable visually by pilots of
intercepting aircraft which fly higher. The
new camouflage, however, works well when
the Fitter is being intercepted at higher
altitude. According to Polish MiG-29 pilots
practicing intercepts against the upgraded
Su-22s, grey Fitters are much more difficult
to detect visually. Also, ground-based air
defence (GBAD) crews report it is now a lot
harder for them to visually detect grey
Fitters on a grey sky background.

the engine in supersonic flight (both versions

are powered by the same engine). Use of
the fixed cone on the Su-22M4 reduces the
maximum level speed at high altitude to Mach
1.7 vs Mach 2.09 for the Su-22UMK3 when
clean. Nevertheless, the aircraft’s overall
combat effectiveness was not affected as the
theoretical Mach 2.0-plus airspeed at high
altitude is a luxury: the low-level strike platform
very rarely flies at supersonic speed.
Sharing his thoughts on the Su-22’s ability
to integrate with other fourth-generation
fighters, Capt Kreciejewski said the Polish Fitter
community has, in general, very little ability to
integrate with their F-16 colleagues due to the
limited communication capability on-board.
Once a second radio was added in 2015 and
2016, the situation improved.
Among the advantages of the swing-
wing Fitter, as the experienced pilot noted,
is its rugged and reliable structure, while
the aerodynamic configuration makes it a
very good and stable platform for weapons
5

79
 MILITARY OPERATION AMBAR
Ámbar
T
Roberto Yáñez and Alex
Rodríguez report on
the first deployment of
Ejército del Aire EF-18M
Hornets on NATO’s Baltic
Air Policing mission
80
he Baltic countries of would provide the people and materiel
Estonia, Latvia and to cover the mission for three months
Lithuania joined NATO before handing on to its successor nation,
in March 2004 and since but after the ninth rotation each tour was
then the responsibility extended to four months. The three host
of policing those nations provide funds to cover a large part
nations’ skies has fallen of the cost of deploying to the bases of
to various members Šiauliai, Lithuania, and Ämari, Estonia.
of the alliance. In the The Baltic Air Police (BAP) mission is
beginning, a nation currently in its 44th rotation or block. The
The five Spanish Hornets on the
ramp at Zaragoza Air Base ready for
their deployment to Estonia. Above
is the Detachment Ambar Emblem.
All images by Roberto Yáñez unless noted
 OPERATION AMBAR MILITARY

Some of the 128 Spanish staff, who include operations, support, maintenance, intelligence and communications personnel, medics and air traffic controllers,
deployed to Amari on Detachment Ambar, pose for the camera against the back drop of a EF-18M Hornet. Ejército del Aire

Siły Powietrzne Rzeczpospolita Polska (Air
Force of the Republic of Poland) with Block
52 F-16C Fighting Falcons is the lead
country operating out of Šiauliai. Spain’s
Ejército del Aire (Spanish Air Force), on its
fourth time participating in BAP, has sent
five McDonnell Douglas EF-18M Hornets
to Ämari.
Logistics
Those Spanish aircraft departed Zaragoza
Air Base on April 28, 2017, although the
deployment began earlier. On April 10, a
convoy of equipment started its journey
north and this was followed seven days
later by an advance party to prepare
for the arrival of the main body of the
Spanish contingent, which itself was split
into two phases. The Key Leader Team,
made up of the detachment chiefs and
maintenance personnel, landed in Estonia
on April 26 to prepare for the arrival of the
aircraft. They were joined four days later
by the rest of the personnel deployed
from Zaragoza.

81
 MILITARY OPERATION AMBAR

The first live interception by the Spanish Hornets of the Ambar detachment
took place on May 16, 2017. It involved a Russian Sukhoi Su-24 Fencer
bomber that flew over international waters close to the Estonian coast without
communicating with air traffic control agencies. Ejército del Aire

The Spanish assigned around 128 airmen
of various trades to Detachment Ambar,
including operations, support, maintenance,
intelligence, communications, medics and
air traffic controllers to support the Ämari
control tower operations if needed. Apart
from the eight pilots assigned to the mission,
the Ejército del Aire’s Ala 15 (15 Wing)
provides the bulk of the personnel, around
90 troops. Despite the challenges of the
deployment, the wing not only undertakes
the BAP mission, but also maintains a Quick
Reaction Alert (QRA) back at Zaragoza,
with one aircraft at 15-minute readiness and
another on one hour alert.
On May 3, 2017, a ceremony was
held at Ämari to mark the transfer of
responsibility for the BAP task from the
previous incumbents, the Eurofighters of
the German Luftwaffe’s TLG 71 to Ala 15’s
Hornets. The QRA mission started at 06:00Z
the next day. From then on two aircraft
are kept at 15-minute readiness, with two
more in reserve. A fifth jet is assigned to
the detachment to help guarantee the
availability of four aircraft for the mission by
allowing routine maintenance or unexpected
repairs. This fifth Hornet is also used to train
the eight pilots assigned to Ämari by acting
as a target for simulated interceptions. It is
also used in exercises organised by NATO
or Baltic-area partner nations such as
Sweden or Finland.
Facilities
Ämari Air Base is located some 40km (25
miles) to the south of the Estonian capital,
Tallín. A small base, it was modernised to
NATO standards in 2012 with funds provided
by NATO. For the BAP detachment there
is a hangar for the primary and reserve
QRA aircraft, an operations building, a
maintenance hangar and a small ramp to
park transiting aircraft and the appropriate
fire and medical resources. Another building,

May 22 saw the completion of

the first 100 flight hours by the
Ámbar Detachment in support
of BAP. Ejército del Aire

82
 OPERATION AMBAR MILITARY

dubbed the Eagle’s Nest, houses the ground

support personnel for the QRA aircraft, along
with the emergency rescue services.
Although the duty day for most of the
detachment’s personnel is from 08:00 to
17:00hrs, there is always a group of 16
personnel assigned to the alert service. This
comprises the detachment chief, two pilots,
two armourers, two mechanics and nine
personnel in the Eagle’s Nest. The rest of
the personnel are on two levels of one-hour
readiness.

Going Live
The first training scramble for the Spanish
EF-18Ms took place on May 5, when at
14:20hrs local time the two Hornets were
launched on a QRA mission at the request
of the Karmėlava, Lithuania Control and
Reporting Centre (CRC). On May 15, the
first live intercept took place when a Russian
Su-24 Fencer from Kaliningrad flew close to
the coast of Latvia heading toward Estonia.
The Combined Air Operation Centre at
Uedem, Germany, ordered the launch of
the Spanish Hornets to identify the Russian
fighter-bomber visually. An hour later, the
Polish F-16s had to scramble to intercept a Because interceptions usually take place over the sea, the pilots wear waterproof flight suits to improve
Russian Il-20 Coot reconnaissance aircraft their chances of survival in case of ejection.
over the Baltic.
Spain first deployed to the BAP Committee. The next Spanish deployment deployment involved training with Lithuanian
mission, to Lithuania, between August ran between January 1 and May 4, 2015. Ground Control Intercept Controllers
1 and November 30, 2006. Four Mirage Four Eurofighters from Ala 11 flew to assigned to the Karmėlava CRC.
F1Ms from Ala 14 took on the role of Ämari as part of Block 37. In the first At the end of their four months in Estonia,
lead nation for Block 10 of the rotation quarter of 2016, four more Eurofighters, the Ejército del Aire Hornets will be
calendar established by the NATO Military this time from Ala 14, went to Šiauliai. That relieved in September by Belgian F-16s.

Four groups of Ala 15 pilots will take part in the BAP mission. In this image, one of the pilots
from the first group climbs aboard his aircraft for the flight from Spain to Estonia.

83
 MILITARY SYNTHETIC TRAINING

Interoperating
with the
Ian Harding writes about the synthetic
training currently underway by 849 Naval
Air Station to prepare for the forthcoming
UK carriers and the F-35B Lightning II
F-3

84

35S ynthetic training
continues to play a vital
role in the development
of Royal Navy
Observers serving
with the Sea King
Airborne Surveillance
and Control (SKASaC)
force and 849 Naval Air
Squadron (849 NAS)
based at Royal Naval Air Station Culdrose
in Cornwall. Following the loss of both the
Harrier Force and the UK’s Invincible Class
aircraft carriers, the SKASaC force sought
alternatives to provide the high-quality
fast-jet training it needs as it builds towards
Crowsnest, the Royal Navy’s future maritime
intelligence, surveillance, target acquisition
and reconnaissance capability (see AIR
International, June, p86–91). With only seven
Sea King ASaC7s on strength, synthetic
training not only provides a cost-effective
training option, but also helps protect
the aircraft fleet. Most importantly, it also
provides the force with access to complex
multiplatform exercises it could not otherwise
participate in. Not only is this activity crucial
in retaining and building specific Crowsnest
command and control experience, it is also
enhancing awareness and value of their skill
set within the fleet as they transition to the
UK’s new carrier strike era.
Royal Navy Observers will deliver much
more when Crowsnest is operational. For
now, synthetic training is increasingly being
used alongside live field exercises to develop
the necessary skills future Observers will
need as they prepare to work alongside the
UK’s Queen Elizabeth Class aircraft carriers
and F-35B Lightning IIs scheduled to enter
service in the early 2020s.
Synthetic training
The squadron’s synthetic training within the
SKASaC community took a dramatic leap
forward during May 2016 when the squadron
participated in the first of a series of ground-
breaking training events called Virtual Fury.
The exercise was facilitated by the Lincoln,
UK-based defence company Inzpire, which
provides consultancy and training services,
SYNTHETIC TRAINING MILITARY
as well as developing software applications
for military customers. Inzpire used a
temporary data connection between the Air
Battlespace Training Centre (ABTC) at RAF
Waddington in Lincolnshire and the Maritime
Composite Training System (MCTS) at HMS
Collingwood near Fareham in Hampshire.
This is a virtual battle space training centre
run by Babcock International on behalf of the
Royal Navy.
The main objective of this Virtual Fury
was to provide vital pre-deployment training
to Type 45 Air Defence Destroyer HMS
Defender (D36), but it has since developed
further. Virtual Fury 2016 ultimately delivered
team and collective training simultaneously
to crews from Typhoon FGR4, Tornado GR4,
E-3D Sentry AEW1, HMS Defender and
SKASaC crews for the first time. For 849,
the exercise provided exposure to complex,
real-world air, land and maritime challenges
that cannot be achieved in the live flying
environment.
Agile Thunder
The Agile Thunder series of exercises is
designed to investigate network centric
warfare and 849 NAS has aspired to
participate in federated training since it was
first generated by the UK F-35 Integrated
Project Team. A federated training model
is based on a small core of technology
managers who facilitate other entities to run
their own training programmes.
Aircrew have participated in various
datalink trials associated with the UK F-35
interoperability (IO) trials programme run
by BAE Systems based at Salmesbury
in Lancashire. An early iteration of Agile
Thunder was developed by BAE Systems
specifically for this IO trials programme. With
the facilities established enabling participants
to share data, 849 took part in its first such
Agile Thunder exercise in 2014. Since then,
the squadron has joined in most iterations
of Agile Thunder, the latest in April 2017,
which involved a Sea King ASaC7 supporting
F-35B Lightning IIs in an air-land integration
scenario.
Each exercise is designed to validate the
information exchange requirements and
85
 MILITARY SYNTHETIC TRAINING
concept of operations for specific mission
sets and consists of two stages. The
spiral engineering test stage establishes
connections between the participating
platforms and verifies data flow and control
function are correct. This is followed by the
testing stage during which real ‘operators-
in-the-loop’ are linked together using
their respective tactical datalink system
to conduct mission-orientated trials in
representative and emmersive scenarios.
Previous UK exercises have included 849’s
Full Mission Trainer (FMT), F-35B simulation
cockpits based at Salmesbury, Sentry
AEW1 and Sentinel R1 simulation systems
at RAF Waddington, Joint Terminal Attack
Controllers and Type 45 Principal Warfare
Officer systems at the MCTS.
At the heart of this trials process at 849
is Lieutenant Commander Dicky Lewis, an
Observer with over 30 years’ operational
and flight training experience. Lt Cdr Lewis
has flown from all three Royal Navy aircraft
carriers since 1986, serving with all three
SKASaC squadrons (849, 854 and 857 NAS).
His operational experience includes working
in the former Yugoslavia, a three-year
exchange with the US Navy flying the E-2C
Hawkeye, and flying in support of Operations
Herrick (Afghanistan) and Kipion (Persian
Gulf and Indian Ocean).
Lt Cdr Lewis explained the background
to the trials: “This element of the F-35 UK
IO trials programme required participants
who could meet the F-35’s stringent
security requirements, were Link 16 tactical
datalink capable and who in the long term,
will be required to link with F-35 during
future missions to securely exchange
NATO standard messages between
them. These trials aim to de-risk F-35
from a communication and data transfer
perspective. These messages could be
those required in support of, for example,
air defence, close air support or combat air
patrols.”
The trials process operates via the
secure Joint Multi-National Interoperability
Assurance Network [JMNIAN] and the
Multi-Link Test Facility [MLTF], which then
provides a secure ethernet link into other
secure off-site simulators, such as 849’s
FMT at Culdrose. The MLTF is provided by
software managers SyntheSys based in
Whitby, North Yorkshire, who provide the
software interface connecting the Culdrose
FMT to JMNIAN. The UK and US ‘secret’
eyes-only requirement of these trials requires
all participants to be able to lock down their
simulation site, speak the same language
and, using their Link 16 terminals, exchange
the same information.
Prior to the first event, there were
concerns that the FMT might have
compatibility or other technical issues with
the ABTC or MCTS. Having identified some
minor software updates and implementing
them to ensure the squadron could achieve
the appropriate connectivity, these were
quickly resolved.
Connectivity
From a connectivity perspective, the benefits
of virtual training are enormous, as it helps
participants destined to work with the
F-35 to establish procedures. It also helps
86
build awareness and relationships between
participants who will need to work together
in the future.
Most of 849’s Observers have already
experienced this scenario. Typically an
F-35 will check in by sending a Link 16
message from the cockpit, such as, ‘Will
someone take me under Link 16 control’.
The engineers at SyntheSys who provide
the interface between JMNIAN and the
FMT via MLTF then check if the message
has been processed correctly and is in
the format each would expect to see.
Participants then confirm in turn whether
or not the message has been received as
they expect. BAE Systems engineers at
Salmesbury then acknowledge this and
confirm the message has been received by
each participant in the correct format. The
Observer will then send a Link 16 control
message to the F-35 to confirmhe or she
is taking the aircraft under their control.
The F-35 pilot will then confirm from the
virtual cockpit that the message has been
received correctly.
The objective is to test every single
command, instruction and request the
F-35 would expect to use. The process is
laborious, but has been successful from
a training and engineering perspective,
highlighting issues that have now been
resolved.
Link 16
Link 16 is a military tactical data exchange
network used by NATO and other
nations facilitated by the Multifunctional
Information Distribution System
International Program Office that enables
military aircraft, ships and ground forces to
exchange tactical data in virtually real time,
unlike Link 11 used by the Merlin HM2
fleet. Link 16 supports the exchange of text
messages and imagery and contains digital
voice channels. The message sending
format use J-series messages, which are
binary data words grouped into functional
operational areas (such as precise position
location indicator or PPLI, surveillance,
aircraft command, and electronic warfare)
to participating network group members.
Each message has a well-defined meaning
known to them.
Whilst J-series messages are
standardised, how each platform presents
and receives a message may differ best placed to take on a mission. To do this,
depending on the platform. For an example, it is absolutely essential the HMI [human-
SKASaC is primarily a surveillance platform machine interface] for Crowsnest is well
and therefore will filter out the functional designed and we can process this type of
areas it has no need for. Likewise, for F-35, data quickly and efficiently.”
which may have no need for surveillance The scale of this task carried out by two
data. The real benefits of Link 16 and this Observers in the rear of a helicopter is
testing were clarified by Lt Cdr Lewis, who astonishing. They are effectively undertaking
said: “With my C2 [Command and Control] the combined maritime surveillance and
hat on and active in the network, I will see all land air defence roles presently performed
the Link 16 players active in the link. Using by many more operatives positioned aboard
PPLI, I can not only see my own mission a range of maritime and land surveillance
and operational data, but also other aircraft aircraft. This is achieved through high
data. With F-35s, I can see, for example, degrees of automation and mission system
where they are, their operational speed, design permitting the Observers to process
height and weapons carried. On Typhoon, large volumes of information quickly.
for example, I can see what weapons they Lt Cdr Lewis said: “The testing has
have on which stations, how much fuel they proved to be incredible not only from
have and based on this as an Observer, I can the data transfer perspective, but also
determine which Typhoon amongst a group highlighting how labour intensive some of
performing a CAP [Combat Air Patrol], say, is the actions are on other platforms. I can

remember working with a NATO E-3A crew on
their simulator. Changing the symbology on
an air track [changing it from neutral to hostile
and back] took them many minutes, whereas
it is a simple keystroke for us. The series of
exercises not only provide exposure to F-35
software, [but also] engineers now realise this
is the way forward for other platforms.”
Virtual Fury 2017
Building heavily on previous exercises, Virtual
Fury 2017 in June took exercise testing to a
new level and evolved it into a virtual war-
fighting exercise. Run by the ABTC, the main
exercise objective was to train Typhoon crews
ahead of an operational work up overseas.
In addition to 849 acting as a Crowsnest
system, participants also included two Type
45 destroyers (with two full operations teams
based at the MCTS in Collingwood), four virtual
Typhoon cockpits and one E-3 AWACS, virtual
Canadian CF-18 Hornets and undisclosed US
participation, all linked through the JMNIAN
line.
Lt Cdr Lewis said: “This is the way forward
and we are learning all the time working
alongside F-35 pilots. Representatives from
the Crowsnest combined test team are
embedded with us at Culdrose. We feed back
any issues we have with the link, such as how
the link commands work, whether they make
sense, whether they were intensive. There are
elements of how Observers use the command
‘switchology’ that didn’t make sense initially
that we have now resolved during Agile
Thunder. This testing is enabling us to improve
things ahead of Crowsnest service entry.”
The clear message is the system is
benefiting from being developed and enhanced
by operators who will use it in concert with
system engineers rather than solely by the
engineers.
SYNTHETIC TRAINING MILITARY
The squadron is due to participate in Agile
Thunder 10, when it will conduct its first
overseas connection to allied naval assets.
There is a clear momentum here that
must not be lost, especially when one
considers that the Sea King ASaC7 out of
service date is in Q3 2018 and Crowsnest
will not be reach full operational capability
until 2022.
Testing will have to be maintained and
developed well into the future for both F-35
and HMS Queen Elizabeth.
The major lesson of the UK’s 2010
Strategic Defence and Security Review
is how critical it is to maintain continuity
in training. Exercises like Virtual Fury and
Agile Thunder demonstrate the value that
synthetic federated training can deliver,
especially as 849 NAS tries to re-generate
skills ahead of the in service date of
the Crowsnest system.
87
 MILITARY ARCTIC CHALLENGE 2017
T
he biennial Arctic Challenge
series of exercises traces
its roots to cross-border
training (CBT) between
the air forces of Finland,
Norway and Sweden.
These three Nordic nations
have conducted joint air
combat training missions
on an almost weekly basis
since 2009, usually flying from their respective
Arctic Ch
home bases. They are often joined by aircraft
Marcus Vallianos reports from Finland on this
year’s edition of Exercise Arctic Challenge
88
from the Kongelige Danske Flyvevåben (Royal
Danish Air Force) and the United States Air
Forces in Europe (USAFE). The main drivers
leading to the CBT-concept were the perceived
benefits of combined exercises and the
necessity to cut down costs. Two years later,
it was decided that every other year one of
the CBT-exercises would be greatly increased
in scope and scale, with many other potential
participants invited. The three partner nations
would assume the responsibility for leading
and hosting the exercise on a rolling basis.
Norway had the honour to lead in 2013,
with Sweden following in 2015. This year,
the responsibility fell to Finland and Arctic
Challenge ran from May 22 to June 2.
The exercise has grown steadily since its
inception, possibly reflecting the perceived
threat from the huge neighbour to the
northeast. In 2013, five countries provided
90 aircraft and in 2015 it had grown to nine
countries using 100 machines. The trend
continued this year, with 11 countries sending
110 aircraft.
 ARCTIC CHALLENGE 2017 MILITARY

The goal of Arctic Challenge is to become
one of the most important large-scale air
exercises in northern Europe and the Arctic
region. The first step was to create a realistic
training environment. The scenarios have
become more sophisticated over time
and the planners are constantly striving to
provide a more challenging and demanding
high-threat environment for the participating
air forces. Army and navy exercises are
scheduled to run in conjunction with Arctic
and targets and simulating as much as
possible an authentic combat environment.
Arctic Challenge 2017
This year’s edition of Arctic Challenge
started on Monday, May 22 and ended on
Friday, June 2. As well as the more than 100
aircraft, the 11 participating nations sent
over 1,000 personnel. The 12 days provided
realistic intensive training not only for fighter
pilots, some with the advantage of the latest
scanned array (AESA) radar and the newest
air-to-air missiles, but also to the tanker,
transport, and liaison aircraft, both fixed-
wing and rotary. The American F-15C
‘Golden Eagles’ equipped with AESA radars
gave the other participants the opportunity
to test themselves against machines
analogous to some of the front-line Russian
jets they might encounter in real life. The
greater number of aircraft taking part in the
exercise led to many more sorties being

Challenge
Challenge, increasing the variety of threats technology such as active electronically flown than hitherto.

Tanker support during an exercise like Atlantic Challenge is crucial to ensure fighter aircraft can
stay on station for the required amount of time. Erik Bruijns and Mark de Greeuw

89
 MILITARY ARCTIC CHALLENGE 2017

1 2

The Participants
As is customary in Arctic Challenge, aircraft
were detached to bases across Finland,
Sweden and Norway (see Table).
The main flying base in Finland was
Rovaniemi, home of the Ilmavoimat’s (Finnish
Air Force’s) Lapland Command, as well as
Hävittäjälentolaivue (HävLLv) 11 (Fighter
Squadron 11), equipped with the F-18C/F-
18D Hornet. Rovaniemi’s Hornets conducted
the lion’s share of the flying in the exercise,
which was the first real test for its jets that
have recently been upgraded to mid-life
update (MLU) 2 standard. MLU 2 jets can
use standoff air-to-ground weapons such as
the AGM-158 Joint Air-to-Surface Standoff
Missile, a low observable air-launched cruise
missile, the Joint Direct Attack Munition and
AGM-154 Joint Standoff Weapon.
The Hornet-equipped HävLLv 31, based
in Kuopio-Rissala and responsible for the
protection of the airspace of eastern and
southeastern Finland, also participated in
the exercise, but to a much lesser extent.
The electronic warfare, liaison and transport
aircraft from Tukilentolaivue (TukiLLv – Liaison
Squadron), based at Tampere-Pirkkala,
supported the whole exercise, flying from
its home base and sending a detachment to
Rovaniemi. Search and rescue coverage was
provided at all three bases. At Rovaniemi,
NH90 helicopters of the Maavoimat’s (Finnish
Army’s) Utin Jääkärirykmentti (UtJR or
Utti Jaeger Regiment) Helicopter Battalion
(HekoP), based at Kouvola-Utti were on
15-minutes alert while flight operations were
ongoing.
This year the Royal Canadian Air Force
(RCAF) participated for the first time at an
Arctic Challenge exercise by deploying a
CC-130H Hercules tanker aircraft from 435
‘Chinthe’ Squadron, based in CFB Winnipeg,
Manitoba. The exercise was of great value
for the RCAF, especially because of the
opportunities it gave to cooperate with other
northern NATO and non-NATO member
states. Because of the increasing importance
of the Arctic region, particularly in respect
of raw materials and the exploitation of
hydrocarbon reserves, strengthening bonds
with nations in the far north is a priority.
The Armée de l’Air (French Air Force)
participated with no fewer than three different
types of fighter from four squadrons: Mirage
2000Cs from BA115 Orange-Caritat; Mirage
2000-5Fs from BA116 Luxeuil-les Bains; and
Rafale Bs from BA118 Mont-de-Marsan and
BA113 Saint Dizier-Robinson. The Rafale is
one of the candidates to replace the F-18C/F-
18D in Finnish service.
The Luftwaffe (German Air Force) provided
an A310-304MRTT tanker/transport aircraft
from FBS BMVg based at Köln-Bonn.
According to the German Detachment
Commander, Lt Col Jertz, the exercise
showed once again the great importance of
tanker aircraft for modern air-warfare. The
German A310-304MRTT proved its versatility
and contributed a lot to the exercise,
but the end is coming for this versatile
workhorse. The Luftwaffe has ordered
A330MRTT tanker/transports for use with
the Multinational Multi-Role Tanker Transport
Fleet, to be based at Eindhoven Air Base in
the Netherlands under the umbrella of the
European Air Transport Command.
The USAFE sent 12 F-15Cs from the 493rd
Fighter Squadron, based at RAF Lakenheath,
UK, to Finland. The USAFE’s primary objective
for Arctic Challenge was to work with partner
nations to improve their joint ability to operate

1 The crew of this Ilmavoimat PC-12/47E PI-06 refuel the aircraft at Rovaniemi. Erik Bruijns and Mark de Greeuw 2 Royal Canadian Air Force CC-130H
tanker 130341 takes off from Rovaniemi Air Base for another air refuelling mission. Erik Bruijns and Mark de Greeuw 3 Finland’s Ilmavoimat deployed one
C295M and a single PC-12 to Rovaniemi for the duration of Artic Challenge. Assigned to the TukiLLv based at Tampere-Pirkkala, both aircraft flew daily
missions. Philipp Vallianos 4 Ilmavoimat F-18C HN-424 carries a AAQ-28 Litening targeting pod, one of the systems integrated as part of the type’s mid-
life upgrade second phase designed to provide air-to-surface capability. Philipp Vallianos

90
 ARCTIC CHALLENGE 2017 MILITARY

to project a multinational stabilisation force, Benefits

should it be needed. According to Colonel Petteri Seppälä,
Around 90 aircraft flew missions each Exercise Director, from the Ilmavoimat’s Air
day. The morning launch was dedicated Operations Centre, Arctic Challenge 2017 was
to aircraft from each base conducting an excellent demonstration of the Finnish,
dissimilar air combat training or air combat Norwegian and Swedish air forces’ versatile
training with small groups of aircraft from and highly advanced ability to cooperate
the same base. For the afternoon wave, in joint operations. When asked about the
everyone came together for a large-scale reasons behind the increasing international
composite air operation mission. For both interest in this exercise, Col Seppälä explained
waves, participating aircraft were assigned to that one of the reasons is the high quality of
scenario-specific groups, one participating in the exercise demonstrated in 2013 and 2015.
crisis management air operations (responding As the exercise improves in sophistication and
to attacks and so on) and the other simulating grows in scope, it becomes more attractive
an opponent, the so-called Red Forces. The to potential participants. From the Finnish
flight missions were divided equally between perspective, the most important lessons
the participating air forces, so each air force learned relate to the execution of command
had the opportunity to fly in both roles. and control during complex air operations,
The exercise scenarios increased in the improvement of aircrew skills and the
complexity as Arctic Challenge progressed. enhancement of base support services’
abilities to host multinational units.
All foreign participants praised the realistic
DISTRIBUTION OF THE PARTICIPANTS simulation of combat scenarios and the
Main Air Station Bodø, Norway
multitude of unexpected simulated threats that
Belgische Luchtmacht 4 F-16MLUs 349 Smaldeel Kleine Brogel Air Base the Ilmavoimat General Staff incorporated into
Royal Air Force 7 Tornado GR4s No.12(B) Squadron RAF Marham the exercise to keep the participants on their
Luftforsvaret 8 F-16MLUs 331 Skvadron MAS Bodø toes. Foreign participants were full of praise
1 C-130J-30 335 Skvadron Oslo-Gardemoen for the professionalism of the Ilmavoimat.
2 Falcon 20ECMs 717 Skvadron Oslo-Gardemoen They were also quick to point out the benefit
Flyvevåbnet 8 JAS 39C Gripens F17 Ronneby-Kallinge they gained from the opportunity the exercise
Cobham plc 1 Falcon 20C afforded them to operate without most of the
Luleå-Kallax, Sweden
restrictions that curtail their activities in other
exercises carried out in other, more congested
Flyvevåbnet 18 JAS 39C Gripens F7 and F21 F7, Såtenäs & F21, Luleå-Kallax
airspace. The sparsely populated regions
1 Tp84 (C-130H) tanker 71 Squadron Såtenäs
of northern Scandinavia provide plenty of
1 S100D (SAAB 340) AEW&C 72 Squadron Linköping-Malmen
opportunities for realistic training surroundings
Schweizer Luftwaffe 8 F/A-18C Hornets FlSt 18 Payerne Air Base somewhat different from those in which most
US Air Force 2 KC-135Rs 351st Air Refueling Squadron RAF Mildenhall, UK participants are accustomed to operating.
Rovaniemi, Finland Arctic Challenge is turning slowly but surely
Ilmavoimat 12 F-18C Hornets HävLLv 11 Rovaniemi into one of the most important large-scale
1 C295M, TukiLLv Tampere-Pirkkala air defence exercises in northern Europe,
1 PC-12/47E providing a wide range of different mission
Maavoimat 3 NH90 TTHs HekoP Kouvola-Utti sets. A testament to this is the growing
Armée de l’Air 4 Mirage 2000-5Fs EC 1/2 BA116 Luxeuil number of countries wishing to take part.
2 Rafale Bs EC 1/4 BA113 Saint Dizier The future of Arctic Challenge looks bright.
2 Mirage 2000Cs EC 2/5 BA115 Orange
The next exercise will be held in 2019
with Sweden as the lead nation.
1 Rafale B EC 2/30 BA118 Mont-de-Marsan
Luftwaffe 1 A310-304MRTT FBS BMVg Köln-Bonn
Royal Canadian Air Force 1 CC-130H 435 Squadron CFB Winnipeg
US Air Force 12 F-15C Eagles 493rd Fighter Squadron RAF Lakenheath, UK

together. International exercises such as An extensive debrief was conducted by video

Arctic Challenge play a key role in educating
participants in the way partners and allies
plan, execute and debrief complex missions,
improving efficiency and understanding.
As well as KC-135R Stratotankers from the
USAFE’s 100th Air Refueling Wing, B-52H
Stratofortress strategic bombers temporarily
based at RAF Fairford in Gloucestershire, UK,
also took part.
The Exercise
The exercise day ran from 09:00 to 18:00hrs
Finnish time (08:00 to 17:00hrs Norwegian
and Swedish) and aircraft were launched
in two waves, morning and afternoon.
The training area included the whole of
northern Scandinavia, with the main bulk
of the missions being flown over the vast
unpopulated areas of Swedish Lapland. The
remoteness of these areas means that live
firing missions can be performed with few
restrictions. The exercise scenarios were
based on a mandate from the United Nations
link at the end of each flying day, so that all
participants could contribute and learn from
the day’s events, no matter which base they
were viewing from.
The jets launching from Rovaniemi usually
flew air-to-air missions and acted as Red Air
while those from Bodø and Luleå flew mainly
air-to-ground missions; no live ammunition 3
was used over Swedish weapons ranges.
Because of the increasing importance
of electronic warfare in modern air
combat, electronic countermeasures/
electronic warfare aircraft of the
Luftforsvaret (Royal Norwegian Air Force)
and the UK-based contractor Cobham
were used throughout the exercise,
increasing the realism of the missions.
All participants were supported by tanker
aircraft, which flew from the exercise
bases or from their respective home
bases. Ground-based air defence systems
of the respective armies acted exclusively
as Red opposition forces. 4

91
 MILITARY AVIADARTS 2017

T
his year’s Aviadarts
gunnery and combat
employment skills
competition, in which
only Russia took part,
happened between
June 17 and 24. For
the first time, tactical
reconnaissance assets
joined the competition.
In general, the Aviadarts series of
competitions are conceived as multistage
combat employment set-ups, intended
to select the best-performing aircrews in
each separate air branch of the air force.
The participants, drawn from Russian Air
and Space Force (RuASF) units based all
over Russia, are required to demonstrate a
balance of skills in all major combat training
elements as well as physical fitness and
tactical knowledge.
Speaking during the opening ceremony,
Russian Air and Space Force Commander-
in-Chief Colonel General Viktor Bondarev
said: “It’s the fifth time we have staged a
competition among the RuASF aircrews
to show their best skills. Many of the
participants have accumulated real-world
combat experience, but this will be their first
ever competition of this kind.” Widely known
as a keen supporter of Aviadarts since the
competition began in 2013, he also claimed
that, thanks to high training standards,
RuASF crews are now involved in crushing
the backbone of international terrorism A Su-34 from the 47th
in Syria. He maintained that the work will SAP lands after the day’s
continue until peace returns to the country. second sortie loaded with
At the end of his address Col Gen Bondarev B13L rocket packs.
told, the participants: “All this is happening
thanks to your efforts. I hope the competition
will be held in a fair and non-compromised
manner, but your aim should not be to win
at any price. Safety first and, one more
time, safety first! Good luck and get all your
rockets and bombs on target!”
As many as 58 aircrews from the RuASF’s
four air and air defence armies competed
in exercises designed to test eight skill
sets – fighter, attack, frontal bomber, tactical
reconnaissance, long-range bomber and
transport aircraft, and attack and tactical
transport (assault) helicopters. If the support
types and spare aircraft brought by each
team are included, more than 100 fixed-wing
and rotary-wing aircraft were involved. To
make things even more challenging for the
aircrews, a Forpost UAV system, Pantsir-S1
and S-300PM ground-based air defence
(GBAD) systems took part.
The tactical jet force, comprising
the fighter, bomber, attack and tactical
reconnaissance aircraft categories,
operated from Lipetsk airfield, while
all the helicopters, directly involved in
the competition or performing support
tasks, flew out of Voronezh-Baltimor. The
transports and long-range bombers were
deployed to Ryazan-Dyagilevo.

Aviadarts 2017
The Russian Air and Space Force recently staged the fifth and largest edition of its
gunnery and bombing competition at the Pogonovo range near Voronezh.
Alexander Mladenov and Andrey Zinchuk report

The Millerovo-based
Su-30SM aircrews,
serving with the
31st Guards IAP
were ranked as the
best in the fighter
category. All photos
Andrey Zinchuk
unless noted

92

7
Pre-selection phase
The two-round pre-selection phase was
aimed at selecting the best aircrews for
participation in the final stages of the
national competition. It was limited to
aircrew younger than 36 years, mostly
young captains and first lieutenants. They
were required to demonstrate a complex
combination of their best skills in flying the
aircraft and delivering weapons in various
situations. Each participant sat a series of
exams before the start of the flying part of
the pre-selection rounds, including physical
fitness tests featuring swimming, bar pull-
ups and basketball. They also sat theoretical
exams to assess their tactical knowledge.
Su-34 RF-95478 from the
47th SAP lands after a mission
dedicated to air navigation and
visual reconnaissance.
As with the previous editions, between
March and May pre-selection phases
were held in each air unit and then within
each RuASF air army and air command.
As many as 200 aircrews and 150 aircraft
were involved in the first round of this
phase conducted at regimental/air base
level. The second round saw 130 aircrews
and 80 aircraft competing in each of the
military districts (where the tactical and army
aviation forces are grouped) and the two
major commands (controlling the long-range
bomber and transport air arms). Based
on the results of these highly competitive
pre-selection phases, the best-scoring
58 aircrews (comprising 117 people) were
AVIADARTS 2017 MILITARY
nominated for the single-round national
competition. The fleet involved in the
competition included 52 fixed-wing aircraft
and 37 helicopters of 15 different types and
22 different versions.
Aviadarts 2017 used two dedicated air
combat areas, four air reconnaissance areas,
an air defence evasion area and ground
targets at Pogonovo range near Voronezh,
a city in the south-western part of Russia,
some 465km (290 miles) south of Moscow.
The participating aircraft flew 400 sorties
and logged some 350 flight hours. More
than 4,000 munitions were expended,
including free-fall bombs, 23mm and 30mm
artillery rounds, and 80mm and 122mm
93
 MILITARY AVIADARTS 2017

Su-24MR RF-93854
with a full reconnais-
sance payload seen
taking off.

rockets. A total of 50 OFAB-250-270 250kg

(550lb) fragmentation/high-explosive bombs
were dropped from fighter and tactical
aircraft, which also fired 200 air-to-ground
rockets and 500 30mm rounds. The attack
and tactical transport helicopters also
expended 30mm and 23mm rounds as well
as 80mm rockets.
Exercise scenarios this year were heavily
influenced by the operations of the air force
during its Syrian campaign. All rocket and
bomb drops were made from above 3,300ft
(1,000m), while en route flying was made
at ultra-low level, down to 82ft (25m) above
ground level, to avoid being detected and
engaged by the GBAD systems positioned
on the Pogonovo range.
The first sortie in the competition for the
frontal bombers, fighter and attack branches
comprised low-level navigation at 656ft
(200m). It was combined with a visual air
reconnaissance mission in the assigned
area at 1,312ft (400m); the task was to There was also competition in the best ground crew category. These armourers prepare an OFAM-25-
detect objects of interest on the ground 270 free-fall bomb for suspension on a MiG-29SMT belonging to the 14th Guards IAP.

Mi-8MTV-5 RF-90672 armed with one UPK-23-250 gun pod on the inner port outrigger pylon and a
B8V-20 rocked pod on the inner starboard pylon. Alexey Yereshko via Alexander Mladenov

94

Armourers from the 14th Guards IAP suspend a free-fall bomb under the port middle pylon of a MiG-
29SMT.
and radio their type and position back to
base. This sortie was also used to evaluate
the aircraft handling and navigation skills
of the participants; after completing the
reconnaissance task, they had to perform
a low-level aerobatic routine in front of the
judges. The same schedule for the first sortie
flown in the competition also applied for the
attack and tactical transport helicopters. The
transport aircrews were required to navigate a
complex route with variations in the heading
and altitude profiles.
The second sortie for each participant
in the fighter and attack jets categories,
together with the tactical transport and
attack helicopters, involved aircrews strafing
ground targets with rockets and guns.
Rockets were unleashed in the first strafing
pass while the second pass used the built-in
30mm gun, if fitted.
The frontal bombers dropped bombs in
level flight during their first attack pass, while
on the second they fired 80mm rockets from
a shallow dive.
Both the attack and tactical transport
helicopters were required to strike ground
targets in pairs from a minimum altitude of
160ft (50m); the first pass involved firing
80mm rockets in a shallow dive or level
flight from 5,950 down to 3,428ft (2,500
down to 1,500m). The second strafing pass
tested the use of 30mm or 23mm guns at
heights of 3,428ft down to 2,624ft (1,500m
down to 800m).
Su-24M RF-92034 launching for the day’s second sortie loaded with a B8M-1 20-round pod for 80mm rockets and a sole free-fall bomb under the fuselage.
The long-range bombers dropped high-
drag OFAB-25-270 250kg (550lb) bombs in
level flight while the tactical reconnaissance
aircraft sought to detect surface-to-air
missile batteries and acquire pictures of
ground targets. Finally, the transport aircraft
crews competed in the precise delivery of
7-tonne parachute cargo platforms dropped
from low level.
Pogonovo range had a new target set
up for the competition inspired by targets
pounded by the Russian air arm in Syria.
Among these were representations of a crude
oil processing facility, vehicle columns and a
command post of the fictional enemy, as well
as the traditional airfield target furnished with
aircraft and surface-to-air missile launchers.
Performance indicators assessed by the
panel of judges included the accuracy of
the crew’s time on target, the effectiveness
of post-strike defensive manoeuvring and
weapons delivery accuracy. There was also
a competition for the best aircraft technician,
held between the aircraft servicing teams on
the ground.
Crews gained the maximum score for hits
within a 15m (50ft) radius of a target’s centre.
After each attack, the judges visited the target
and measured the proximity of the strike to
the bullseye.
Hits were also recorded by TV cameras
of the Klever scoring system installed on the
ground around the range and by the sensors
of a Forpost UAV circling above Pogonovo.
AVIADARTS 2017 MILITARY
DOMINANCE
Aircrews from the Southern Military District
(SMD), led by the 4th Air and Air Defence
Army CO, Lt Gen Viktor Sevastyanov,
dominated the tactical jet and helicopter
categories this year. In addition to five first
places, they came second in one event and
third in another.
In contrast to all previous iterations of
Aviadarts, this time the RuASF proved
reluctant to disclose names and units in the
tactical jet and helicopter categories, most
likely due to secrecy considerations stemming
from the ongoing war in Syria. Only the aircraft
types flown by the winners were revealed.
It was disclosed, for instance, that a Su-30SM
aircrew from the SMD was the winner in the
fighter aviation competition. Since there is
only one regiment in SMD flying the type, it
is easy to pinpoint it: the 31st Guards IAP, a
fighter regiment stationed at Millerovo. The
frontal bomber category winner came from
the Su-24M community, but there are two
regiments in SMD flying the type, stationed at
Marinovka and Gvardeyskoye and it was not
disclosed which of these took the prize. SMD
crews also took first place in the attack branch
with the Su-25SM, but again, the unit was
not revealed; the type is operated by three
regiments in the district. In a press release
about the results of the competition there is
a photo of a Frogfoot belonging to the 960th
ShAP, an attack regiment, home-based at
Primorsko-Akhtarsk, so that may indicate this
is the winning unit. The winners in the attack
and tactical transport branches, flying the Ka-
52 and Mi-8AMTSh respectively, also came
from SMD, but no units have been disclosed.
Winner in the tactical reconnaissance branch
was an aircrew from the Central Military
District flying the Su-24MR, apparently
coming from the 2nd BAP, a bomber regiment
stationed at Chelyabinsk-Shagol airfield, the
only unit in this district flying the type.
The winning long-range bomber crew came
from the 6952nd Air Base at Belaya near
Irkutsk in eastern Siberia, while the transport
aviation prize was won by a crew from the
798th VTAP, a military transport air regiment
home-based at Taganrog. The same regiment
also won the award for the best ground crew.
The winners in each speciality were
nominated for participation in the international
edition of the competition to be held this year
in China in the first half of August.
95
 MILITARY FIVE CENTENARIES

T
he Aeronautica Militare
Italiana celebrated the
centenaries of five of
its fighter squadrons
at Grosseto Air Base
on June 24–25. Italy’s
first Gruppi (squadrons)
were established during
World War One in 1917.
Before then, the air
force’s main flying unit was the Squadriglia
(flight). The five units were established on
different dates in 1917: 9° and 10° Gruppo
on April 10, 12° Gruppo on May 10, 13°
Gruppo on November 8 and, finally, 18°
Gruppo on December 24. According to
Aeronautica Militare Italiana tradition, the 1 F-2000A MM.7340/4-9 wears 9° Gruppo’s squadron badge (a white
Gruppo numbers are usually written in horse) over a number ‘9’ on the port side of the fin and on the airbrake.
Roman numerals: IX, X, XII, XIII and XVIII. The centennial colour scheme also features the white horse over Roman
Over the years, the Gruppi have used numerals IX on the starboard side. Alex Marchesin 2 F-35A MM.7337/32-13
every frontline type flown by Italy, starting (c/n AL-06) is the flagship of the 13° Gruppo, the first Aeronautica Militare
with Nieuport and SPAD biplanes and Italiana operational squadron to fly the type. This is the sixth F-35A Lighting
moving on through such famous machines II built by the FACO factory at Cameri. Riccardo Niccoli 3 Tail art created by
13° Gruppo to mark its 100th anniversary features the legend Don Quixote
as the Fiat CR32, Macchi MC200 and and the squadron badge. These markings were only applied to the port side
MC202, P-39 Airacobra, F-51 Mustang, of aircraft MM.7337/32-05 and MM.7357/32-07. Riccardo Niccoli 4 F-2000A
Vampire, F-86E Sabre, F-104 Starfighter MM.7341/36-10 sports a special colour to mark 10° Gruppo’s centenary.
and F-16 Fighting Falcon, right up to the The markings include a black horse on both sides of the tail, a red pike on
current Eurofighter F-2000A and Lockheed the airbrake and red fore planes. Alex Marchesin 5 Dominated by a World War
Martin F-35A Lightning II. Five aircraft Two-style colour scheme, 12° Gruppo’s anniversary colour scheme on F-2000A
from these squadrons, specially marked MM.7318/36-12 features a black prancing horse on the tail set on sand and
for the celebrations, were on display over brown colours which extend to the fore planes. Alex Marchesin
the weekend. On June 24, a reunion for
pilots and personnel who served in the
five squadrons was held at the base. The
Riccardo Niccoli visited Grosseto Air Base
next day was marked by a small public air where the Aeronautica Militare Italiana (Italian
show over the sea at Marina di Grosseto.
The flying was opened by demonstrations
Air Force) celebrated the 100th Anniversary of
from the Reparto Sperimentale Volo (flight five Italian fighter squadrons

2
Centenari

96
 FIVE CENTENARIES MILITARY

97
 MILITARY FIVE CENTENARIES

18° Gruppo F-2000A MM.7293/37-18 has its tail, spine and fore planes painted in black emblazoned with green artwork. The tail’s starboard side features a
large wasp, the unit’s motif during World War Two, and Roman numerals XVIII on the port side. Alex Marchesin
Riccardo Niccoli

test wing), with solo performances by the brown tail, MM.7318/36-12. Because of
F-2000A Typhoon, Tornado IDS, C-27J its sophisticated low-observable coating,
Spartan and T-346A Master and then the 13° Gruppo’s F-35A MM.7357/32-07
main event, the Aeronautica Militare Italiana restricted its art to the outboard side of
air demonstration team Frecce Tricolori. the port tail-fin. Finally, from 18° Gruppo,
Other participants were the Belgian Air with yet another black tail, MM.7293/37-
Component F-16A demo solo, the Breitling 18. A second 13° Gruppo F-35,
team with its L-39s, a privately owned MM.7337/32-05, painted in the same
T-6A Texan, an HH-139A, and a KC-767A way as its squadron mate, was present
simulating the in-flight refuelling as a spare at Grosseto and did not take
of Tornados. part in the air display.
For many enthusiasts, the highlight of Despite the sensationally painted
the show was the presence of the five air aircraft, the F-35A provoked most
force jets, four Typhoons and a brand- interest. The occasion was the very first
new F-35A, in special colour schemes, opportunity for the Italian media to see
something never seen before with and photograph operational aircraft in
Aeronautica Militare Italiana machines. action and on static display. All three
They were in a static display during the Lightning IIs assigned to 13° Gruppo
reunion, and flew in formation together were at Grosseto; the other four Italian
during the air show on June 25. A Typhoon aircraft are flying at Luke Air Force
F-2000A from 9° Gruppo, MM.7340/4- Base, Arizona, at the F-35 International
9 sported a black tail, 10° Gruppo Training Center. The eighth F-35A for
sent another Typhoon with a black tail, the Aeronautica Militare Italiana was
MM.7341/36-10. From 12° Gruppo, with a delivered at the beginning of July.

98
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