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AFI.indd 1 01/07/2020 16:41:34
 INSIDE
September 2020 • Vol 21 • No 9
26
IN THE NEWS SPECIAL REPORT: EUROPE’S
NEXT-GEN FIGHTERS
Rob Coppinger reports on two next-
06 Headlines News generation fighter projects that are currently
Boeing awarded contract to build
under way in Europe — the UK’s Team
eight F-15EX fighters. Two prototypes
Tempest, and the
are already in production.
Franco-German-Spanish
08 News Future Combat Air System.
This month, the Japanese are busy,
buying F-35s and taking delivery of
MV-22B Ospreys. Plus, retirements,
replacements and losses.

14 READY ROOM: FACING DOWN CHINA

AND RUSSIA
Rob Coppinger learns that the US Congress’
National Defense Authorization Act bill aims
to deter the US’ near-peers with more of
everything.
32 82 AFRICA’S ATTACK HELICOPTER
22 EXERCISE REPORT: NO MAN LEFT Guy Martin details the ‘hard-as-nails’ combat
BEHIND – CSAR TRAINING helicopter — the Denel Rooivalk — as it
Combat Aircraft Journal speaks to Col Andrés continues to prove its credentials with the
Maldonado, commandant of NATO’s Tactical South African Air Force and UN.
Leadership Program, about its combat search
and rescue training operations at Spain’s Los 90 BLACK WIDOW: DIAMONDS AREN’T
Llanos air base. FOREVER – THE ATF STORY
DELIVERY AT FULL TILT John Sootheran relates how Northrop’s
40 GLORY DAYS: MISSION The US Navy’s CMV-22B Osprey long-range legendary, diamond-winged YF-23 ‘Black
SURGE RECORD-BREAKERS tiltrotor will provide a new carrier-onboard- Widow II’ fighter lost a near-decade-long
When it comes to mission surge exercises, delivery service to carrier air wings at sea. race to be the chosen one.
the speed and precision of ground crew Mark Ayton provides a closer look.
are crucial. Dr Richard Porcelli evaluates the
record-breaking expertise of the New Jersey Air
National Guard’s 108th Tactical Fighter Wing.
68

44 BOEING’S CLASSIC CLIPPERS POLAND’S FIGHTER REVOLUTION SUBSCRIBER EXCLUSIVE!

By the end of this decade, the Polish Air Force As part of your subscription, you can now enjoy
Although primarily a commercial aircraft, the
will end its long history of employing Soviet- even more Combat Aircraft Journal, more often,
Boeing 737 is used by both the USAF and US
designed fighters by modernizing its force with with the launch of Key.Aero — Your Aviation
Navy in airlift roles. Tom Kaminski details the
F-16 Fighting Falcons and F-35 Lightning IIs, as Destination. Visit www.key.aero and use your
history of these reconfigured Clippers.
Khalem Chapman reports. customer ID and email address to register today
for your exclusive access.
50 BIG SHOT: PIMP MY EUROFIGHTER
The German Air Force once again gets creative
with its Eurofighter EF-2000s, thanks to a pair of
new, eye-catching liveries.
96 CUTTING EDGE
In this month’s column, David Axe examines
56 UNIT REPORT: HEAVY-LIFT HUSTLERS how the US Air Force plans to replace its
HMH-772 is the only heavy-lift unit in the US MQ-9 Reapers from 2031 under ‘MQ-Next’
Marine Corps Reserves. Joel Copalman travels — a new hunter-killer that could employ
to McGuire Air Force Base in New Jersey to ‘Skyborg’ artificial intelligence software.
meet the squadron known as the ‘Hustlers’.

64 WHAT IT TAKES TO BE A TEST PILOT ON THE COVER | PAGE 52

John Sootheran chats with veteran test pilot,
flight test engineer and owner of Canada’s Although plans are afoot to Your Aviation Destination
prestigious International Test Pilots School, replace Japan’s Mitsubishi F-2
Giorgio Clementi. fighter with a fully homegrown See
stealth aircraft, Combat
74 COMBAT READY… OR NOT? page 99
Budget cuts and maintenance backlogs have Aircraft Journal reveals why
significantly diminished the readiness of the US the Japanese version of the for full SUBSCR
Navy’s Super Hornet and Growler squadrons. F-16 is still very capable of EXCLUSIBER
Combat Aircraft Journal examines the key doing its job. details IVE
solutions to an intolerable situation.

03 Contents RC JS JH.indd 3 24/07/2020 14:41

 COMBAT EDGE // FIND US ON
Left: Your new

GEN III COMBAT AIRCRAFT

an over-developed interest in attrition. Combat Aircraft
He ran Key Publishing’s photo archive Journal team
made this issue

JOURNAL TEAM REVEALED

for several years, so can tell a Raptor of the mag while
from a Lightning at 50 paces, without working from

K
home and have
his glasses on.
never actually
EY PUBLISHING TODAY us to evolve the content in the right Jake Hamilton is the newest member met in person!
revealed its third- direction for you.’ of the crew. Jake has travelled the world Clockwise from
generation Combat Aircraft left: Khalem, Rob,
Features writer, Khalem Chapman, making great magazines, and, after
Jake and John
Journal aircrew. may only be 22, but his military aviation living in Hong Kong, has a deep interest (DJ’s camera
The new, in-house team knowledge is simply mind-blowing. in Chinese aviation. doesn’t work)
will bring you all the latest ‘I feel like I should tell him to get out
Below: A South
news and views from the amazing more,’ says Sootheran. ‘But it’s really We love feedback and photos, input and African-built
world of modern military aviation, handy having people on the team who ideas, so email us if you’d like to Rooivalk attack
along with insightful articles and helicopter
know their Echoes from their get involved:
basically
incredible photography. They will also Ekranoplans and their AoA from editor@combataircraftjournal.com showing-
be creating sister title Air Forces Monthly, their AoB.’ off during a
demonstration.
and contributing to Air International Dave Allport (DJ) is another team For the latest military-aviation news
No, we wouldn’t
magazine and the Key.Aero website. member with an encyclopedic and stories head to say that to
Acting group editor, John Sootheran, knowledge of all things aero, but also www.key.aero/military-aviation its face!
explained: ‘It’s going to be busy, but we Christo Crous
via Denel
have a great mix of hardcore aviation See page 82
experts and super-keen enthusiasts,
plus a huge amount of media
experience in tracking down all the best
stories and delivering them in the most
engaging ways.’
Assistant editor and aviation-media
veteran, Rob Coppinger, added: ‘We
want you, our readers, to help us shape
the magazine, so we’ll shortly be
running a survey in print, online and on
social media, to find out what you want
to see and read about. It’ll only take a
few minutes to fill in, and it’ll really help

04 September 2020 // www.Key.Aero

4-5 Combat Edge JS.indd 4 24/07/2020 14:40

 THIS MONTH’S
FAVOURITE READS
I
THINK I FELL in love with two very
different aircraft in this issue.
Mark Ayton’s article on the CMV-22B
Naval version of the Osprey tiltrotor
really proved to me that beauty is in the
eye of the beholder. This versatile ‘flying
delivery van’ may lack the lithe-pointyness
of a jet fighter, but its clever design, VTOL
capabilities and multi-faceted personality
definitely give it a certain rugged appeal!
You can read all about the newest Carrier
version, from page 32.
4-5 Combat Edge JS.indd 5
Another aircraft with a fascinating, if
short, life story is the legendary YF-23
Advanced Tactical Fighter contender.
Named the Black Widow, it saw the light
of day, albeit briefly, back in 1990.
This high-speed, stealth fighter barely
made it out of the factory before being
gutted and sentenced to life as a museum
piece. Discover why this $1.1bn jet didn’t
fire a single weapon, from page 90.
I hope you enjoy the issue.
John Sootheran
www.Key.Aero // September 2020 05
24/07/2020 14:40
 [NEWS] HEADLINES
This picture shows the first
Boeing F-15EX in production.
It should be delivered to the
US Air Force in early 2021.
USAF courtesy photo

TITANS RECEIVE THEIR FIRST OPERATIONAL CMV-22B

ANOTHER OF THE US Navy’s new Bell
Boeing CMV-22B Ospreys has been
delivered for its carrier on-board
delivery (COD) program, this time
to the Fleet Logistics Multi-Mission
Squadron 30 (VRM-30) ‘Titans’.
The third production CMV-22B,
BuNo 169437 (c/n D2003), arrived
at the Titans’ base, Naval Air Station
(NAS) North Island, California on June
22 to join this recently established
operational unit. The VRM-30 was
stood up on December 14, 2018, to
begin the US Navy’s transition from
the Grumman C-2A Greyhound.
The second production CMV-
22B, 169436 (c/n D2002), was
officially accepted by the US Navy
during a ceremony at the Bell
military aircraft assembly and
delivery center in Amarillo, Texas,
on February 7. Just prior to this,
on February 2, the first delivery
had taken place, when the first
production aircraft, 169435 (c/n
D2001), arrived at NAS Patuxent
River, Maryland, to join Air Test and
Evaluation Squadron 21 (HX-21)
‘Blackjacks’. The second production
aircraft, while accepted on February
7, was not delivered to HX-21
until May, and it will also be used
for trials. While HX-21 is leading
developmental test flying for this
new variant, operational testing
will be the responsibility of Air Test
and Evaluation Squadron 1 (VX-1)
‘Pioneers’.
A training unit, VRM-50, the CMV-
22B Fleet Replacement Squadron,
will form at North Island alongside
VRM-30 in October this year. In
addition to VRM-30 on the West
coast, a second operational CMV-
22B unit, VRM-40, will form on the
East coast. VRM-40 is scheduled to
take delivery of its first aircraft in
the government’s fiscal year (FY)
2022, which under US law begins
October 1, 2021.
VRM-30 and VRM-40 will replace
the two existing C-2A COD units,
Fleet Logistics Support Squadron 30
(VRC-30) ‘Providers’, at North Island
and VRC-40 ‘Rawhides’ at Naval
Station Norfolk, Virginia. Greyhound
operations are scheduled to end
in FY24. The federal government’s
fiscal year runs from October 1 to
September 30.

The third CMV-22B Osprey, BuNo 169437,

arriving at NAS North Island on June 22
to become the first aircraft for VRM-30,
the first operational unit to equip with the
new variant. US Navy/Mass Communication
Specialist 2nd Class Chelsea D Meiller

06 September 2020 // www.key.aero

9-12 News - JH.indd 6 24/07/2020 15:10


BOEING LANDS $1.2 BILLION
DEAL FOR EIGHT F-15EX FIGHTERS
B
OEING HAS RECEIVED
a $1.2bn development
and production contract
for the F-15EX which
replaces the oldest Boeing
F-15C/Ds in the USAF
inventory and could see up to 200
aircraft eventually being purchased.
The first eight aircraft will operate
from Eglin Air Force Base, Florida, to
support testing efforts. The first two,
which are prototypes, are already in
production at Boeing’s facility in St
Louis, Missouri, and scheduled for
delivery in the second quarter of
fiscal year (FY) 2021, which is
January to March 2021.
The remaining six are to follow in
FY23. The USAF plans to purchase a
FIRST JAPANESE MV-22B
ARRIVES AT CAMP KISARAZU
Japan Ground Self-Defense Force (JGSDF) MV-22B Osprey 91705/‘JG-
1705’ departs from MCAS Iwakuni, Japan, on July 10 for a ferry flight
to Camp Kisarazu. The official delivery of the first JGSDF aircraft, it
comes four days later than planned due to weather. The aircraft was
one of two arriving by sea at Iwakuni on May 8. The second one, 91701,
left Iwakuni for Camp Kisarazu on July 16. USMC/Cpl Lauren Brune
SECOND USMC F-35B FLEET
REPLACEMENT SQUADRON ACTIVATED
IN ORDER TO meet an increasing
demand for pilots, the US Marine
Corps (USMC) has formed a
second F-35B Lightning II Fleet
Replacement Squadron (FRS) at
Marine Corps Air Station (MCAS)
Beaufort, South Carolina.
Marine Fighter Attack Training
Squadron 502 (VMFAT-502) ‘Flying
Nightmares’ officially came into
being during an activation and
9-12 News - JH.indd 7
total of 76 F-15EX over the five-year
Future Years Defense Program. It had
previously stated that it envisages
acquiring up to 144 of the type. The
first eight were approved in the fiscal
year 2020 budget and 12 were
requested in the FY21 budget.
General Mike Holmes, commander
of Air Combat Command, said:
“The F-15EX is the most affordable
and immediate way to refresh
the capacity and update the
capabilities provided by our aging
F-15C/D fleets.”
Full funding for the latter will only
be released after a report detailing
F-15EX acquisition, test and
evaluation, logistics, and post-
production fielding strategies,
re-designation ceremony at the
base on June 26. The new unit
is commanded by Lt Col Carlton
A. Wilson.
The first USMC F-35B FRS,
VMFAT-501 ‘Warlords,’ is also based
at Beaufort. After initially working
up at Beaufort, VMFAT-502 will
move to MCAS Miramar, California,
by September 2022 to become the
USMC’s West coast F-35B FRS.
together with cost and schedule
estimates, has been submitted to the
House and Senate defense
committees for approval.
The most significant difference
between the F-15EX and legacy
F-15C/Ds lies in its Open Mission
Systems (OMS) architecture. The
OMS architecture will enable the
rapid insertion of the very latest
aircraft technologies.
The F-15EX will also have fly-by-wire
flight controls, a new electronic
warfare system, advanced cockpit
systems and the latest mission
systems and software capabilities
previously unavailable for the F-15.
The F-15EX also has two additional
wing hardpoints. The F-15EX is based
US APPROVES POSSIBLE SALE OF 105
F-35 STEALTH FIGHTERS TO JAPAN
JAPAN COULD SPEND $23.11
billion for 105 Lockheed Martin
F-35 Joint Strike Fighters, and
related equipment, following the
US Defense Security Cooperation
Agency’s (DSCA) announcement
that approval has been granted for a
possible foreign military sale (FMS).
The DSCA announced the approval
on July 9, stating that it had
delivered the required certification
notifying Congress of this possible
sale on the same day. Japan’s request
is for 63 F-35As, the conventional
take-off variant and 42 F-35Bs, which
is the short take-off and vertical
landing version. Japan’s request also
includes 110 Pratt and Whitney F135
engines, which includes five spares.
The aircraft will continue the
progressive replacement of the
Japan Air Self-Defense Force’s
(JASDF’s) McDonnell Douglas
F-4 Phantoms, which are being
decommissioned as F-35s are added
to the inventory. Japan is already in
the process of acquiring 42 F-35As,
18 of which have been delivered to
date, although there was an attrition
loss on April 9, 2019.
The first four were US-built, while
the remainder are coming off a local
HEADLINES [NEWS]
on the F-15QA currently being built
for the Qatar Emiri Air Force.
On June 30, General Electric was
awarded a $101m contract for
F-15EX engines, the F110-GE-129
powerplant, and specifically for Lot
One, the first batch of them.
This contract provides for the
purchase and delivery of the
engines, including installation and
spares, plus modernized engine-
monitoring-system computers.
Work is expected to be completed
on November 30, 2022.
Air Force Materiel Command said
on July 9 that the order comprises 19
engines, of which 16 will be installed
in the first eight aircraft, with the
remainder acting as spares.
final assembly and check-out facility
run by Mitsubishi Heavy Industries at
Nagoya-Komaki.
The Japanese Cabinet approved
plans for the additional 105 aircraft
on December 17, 2018, as part of
its medium-term defence program.
If all of the examples are acquired,
this would give Japan a fleet of
147 F-35s, the second largest
after the US.
The medium-term defense
program deal includes electronic
warfare systems; command, control,
communications, computers and
intelligence/communications,
navigation and identification;
autonomic logistics global support
system, autonomic logistics
information system; flight mission
trainer; weapons employment
capability, plus a host of other
equipment and support. The deal
is still subject to Congressional
approval. Japan plans to modify
both its Izumo Class helicopter
carriers to operate the F-35Bs.
The deal will also be the second
largest FMS contract ever approved
by Washington, after a $29.4 billion
sale of Boeing F-15SA Advanced
Eagles to Saudi Arabia in 2010.
www.key.aero // September 2020 07
24/07/2020 15:10
 [NEWS]

USAF RETIRES FINAL

AC-130U SPOOKY GUNSHIPS

US Air Force/4th Special Operations Squadron AC-130U

Spooky 90-0164 taxies back to the flightline at Hurlburt
Field, Florida, after performing a three-ship farewell flight
with two others of the type on June 3. The aircraft, along
with 15 others, is now stored at Davis-Monthan AFB.

T
USAF/Airman 1st Class Hailey M Ziegler

HE LAST Gunslinger was operated by Davis-Monthan AFB. The exception supported troops in Iraq and
OPERATIONAL US the 1st Special Operations Wing’s is the final example in service, Afghanistan during operations,
Air Force Special 4th Special Operations Squadron 87-0128 ‘Big Daddy,’ which is being Iraqi Freedom and Enduring
Operations Command ‘Ghostriders’ at Hurlburt Field, retained for static display at the Freedom. The first aircraft to
(AFSOC) Lockheed AC- Florida, which flew AC-130Us. Hurlburt Field Memorial Air Park. be retired arrived at AMARG on
130U Spooky gunship, A total of 17 AC-130Us were The AC-130U entered USAF September 22, 2015, followed by
89-0510 ‘Gunslinger,’ flew from operated by the USAF, of which service in 1995 and 13 were four in 2018, four more in 2019
Hurlburt Field, Florida to Davis- 16 are now stored with 309th initially acquired, being joined in and a final seven this year. The
Monthan Air Force Base (AFB), Aerospace Maintenance and 2007 by four conversions from type has been replaced by the
Arizona for storage on June 26. Regeneration Group (AMARG) at existing C-130H airframes. They new AC-130J Ghostrider variant.

STATE DEPARTMENT AGREES MAJOR

UPGRADE FOR CANADIAN HORNETS
APPROVAL FOR EQUIPMENT and
weapons for the Royal Canadian Air
Force’s (RCAF) $862.3 million phase-
two Boeing F/A-18 Hornet extension
project was announced by the US
Defense Security Cooperation Agency
(DSCA) on June 16.
The programme will upgrade 36
of the RCAF’s 80 CF-18 Hornets to
keep them operational until around
2032. The DSCA notified Congress of
the potential deal on June 15. Initial
deliveries of the upgraded Hornets
are scheduled for 2023, providing
Canada with two-squadrons of
enhanced F/A-18A.
According to the DSCA, the
Canadian request includes 50
Sidewinder AIM-9X block II tactical
missiles; 50 Sidewinder AIM-9X block
II captive air training missiles (CATM);
ten Sidewinder AIM-9X block II special
air training missiles; 10 Sidewinder
AIM-9X block II tactical guidance
units; ten CATM guidance units for
Sidewinder AIM-9X block II; 38 APG-
79(V)4 active electronically scanned
array (AESA)radar units; 38 APG-79(V)4
AESA radar A1 kits; 20 AGM-154C
joint standoff weapon C and 46 F/A-
18A wide band radomes, plus other
equipment and services.
Canada will use its 36 upgraded
CF-18As and remaining 44 CF-18s
to meet its NORAD and NATO
commitments, as it works towards
its future fighter capability. Canada’s
next capital expenditure for fighters
is its future fighter capability program
and this will see the country procure
88 new jets. The winning contender
will be awarded a contract in 2022
and the first aircraft should be
delivered in 2025.
BOEING DELIVERS FIRST TWO
BLOCK III SUPER HORNETS
THE FIRST TWO Boeing F/A-18E/F and integration testing of all Block III
Block III Super Hornets have been mission system components.
delivered to the US Navy for testing. The US Navy will carry out trials
Naval Air Station Patuxent River’s Air when its operational Block III arrive
Test and Evaluation Squadron 23 in early 2021.
‘Strike’ and China Lake based VX-31 As reported, the Block III maiden
‘Dust Devils,’ will fly them, Boeing flight was announced June 4, but
announced on June 17. took place on May 14 – see Block III
These first two Block IIIs are an Super Hornet Flies, August, p9. Boeing
F/A-18E, BuNo 169747 (c/n E323), a was awarded a full-rate production
single seater, and the F/A-18F, BuNo contract in early 2019 to produce 78
169751 (c/n F287), a two-seater. They F/A-18E/F Block III Super Hornets for
will be used for carrier suitability the US Navy.
The first Super Hornet Block III flight-test
aircraft, F/A-18F BuNo 169751 (c/n F287), takes
off for its maiden flight from St Louis-Lambert
International Airport, Missouri. Boeing

08 September 2020 // www.key.aero

9-12 News - JH.indd 8 24/07/2020 15:10

 AIRCRAFT • PERSONNEL • SQUADRONS • MISSIONS • PROGRAMS
The 2020 edition
of the US Air Force air
power yearbook is
Key Publishing’s annual
insight into the world’s
largest and most
powerful air arm.

2020 features include:

• USAF F-35A combat debut

• New engines for the
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• Boeing’s T-7A Red Hawk
to transform pilot training
• Idaho’s A-10 ‘Warthogs’,
• Mountain Home nose art

PLUS a full order or battle and rundown

of all USAF aircraft and units.
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 [NEWS]

US Army EMARSS-V prototype in a hangar

at Sierra Nevada Corporation’s facility in
Hagerstown, Maryland, where it was handed-
over on June 30. US Army/Steve McCool

with the departure of the Kiowas

Three of the last remaining US Army OH-58Cs at the Joint and added: “They were great
Readiness Training Center (JRTC) at Fort Polk, Louisiana,
birds to fly. You could land
on July 9, ready to make a farewell flypast later that day to
mark their retirement from service. US Army/Chuck Cannon them anywhere, in any type of
environment; they were great
for what we were using them
for here.”
The OH-58Cs are not all going
to the scrapyard. Eight are going
to be used by sheriffs’ offices
in Alabama, Florida, Georgia
and Texas; three others will be
cannibalised for parts; and one
other, serial number 68-16696
(c/n 40010, the tenth production
OH-58), the oldest operational
aircraft in the US Army’s inventory,
will become a static display at
JRTC and Fort Polk.
The OH-58 Kiowa family was
used for observation, utility and
direct fire support and had been
in continuous US Army service
since 1969. At Fort Polk, the
OH-58s have been in use since

FORT POLK RETIRES ITS LAST KIOWAS

THE LAST BELL OH-58C Kiowas at
the Joint Readiness Training Center
(JRTC) at Fort Polk, Louisiana, were
retired on July 9 with a final double
‘V’ formation flight by the 1st
Battalion, 5th Aviation Regiment (1-
5th AVN). Eight pilots from 1-5th AVN
flew the last operational OH-58Cs
over the JRTC at 1300hrs in a double
‘V’ formation, making two figure of
eights during their flight around fort
Polk and Leesville airspace.
The Kiowas are being replaced at
JRTC by Airbus Helicopters UH-
72A Lakotas.
Capt Tyler Smith, commander,
Bravo Company ‘Gators,’ 1-5th AVN,
said there was a bit of nostalgia
the 1980s to fly JRTC operations
group observer, controller
trainers as they monitored units
in training. The OH-58Cs at Fort
Polk and the National Training
Center at Fort Irwin, California,
were the last ones in the US Army
inventory.

10 September 2020 // www.key.aero

9-12 News - JH.indd 10 24/07/2020 15:10


UPGRADED EMARSS-V PROTOTYPE
HANDED-OVER TO US ARMY IN BRIEF
T
HE PROTOTYPE OF an
upgraded Enhanced
Medium Altitude
Reconnaissance and
Surveillance System –
Vehicle and Dismount
Exploitation Radar (EMARSS-V)
aircraft was delivered to the US
Army on June 30 by aerospace firm
Sierra Nevada (SNC) at its facility in
Hagerstown, Maryland.
EMARSS-V is an extensively
modified version of the commercial
Beechcraft King Air 350 airframe. SNC
was awarded a $5 million contract
in September 2019 by US Army
Contracting Command – Redstone,
on behalf of the Fixed Wing Project
Office, to produce the prototype.
The EMARSS-V prototype was due
to be formally inducted with the
15th Military Intelligence Battalion
(MIB) at Fort Hood, Texas, in July
before being ferried to the L3 Harris
USAF RETIRES FIRST KC-10A EXTENDER
THE US AIR Force retired the first
of its McDonnell Douglas KC-10A
Extender tankers, sending serial
number 86-0036 to Davis-Monthan
Air Force Base, Arizona, on July 13.
The KC-10A is operated from
Joint Base McGuire-Dix-Lakehurst
(JBMDL), New Jersey, by the 305th
Air Mobility Wing (AMW) and
its associate Air Force Reserve
unit, the 514th AMW. The retiring
aircraft, and its crew, captained
The first USAF McDonnell Douglas KC-10A Extender to be
retired, serial number 86-0036, en route to Davis-Monthan
Air Force Base on July 13. USAF Senior Airman Sean Hetz
9-12 News - JH.indd 11
facility in Greenville, Texas, for some
scheduled maintenance.
Colonel James DeBoer, US Army
fixed wing project manager, said:
“The EMARSS-V prototype, with
its modifications, is a lighter, more
powerful aircraft. With these
improvements, the EMARSS-V
prototype will allow Army aviation
to more effectively support joint
all-domain operations, multi-domain
operations.”
The modified EMARSS-V aircraft has
more powerful engines which allow
for better performance at higher
elevations and hotter temperatures
during take-off. Operational data
from the existing EMARSS fleet
indicates that an aircraft’s endurance
is reduced by about two hours when
using existing engines in high hot
conditions. The prototype can also
operate out of a wider range of
airfields because it uses less runway
by the 514th AMW’s Lt Col Mike
Pillion, received a traditional
water cannon salute on July 13
as it departed JBMDL for Davis-
Monthan Air Force Base (AFB).
An initial three KC-10As from the
USAF’s back-up aircraft inventory
have been approved by Congress
for retirement during fiscal
year 2020, despite the ongoing
problems with the Boeing KC-46A
Pegasus that will replace it.
for take-off and has a larger fuel
capacity allowing it to stay airborne
longer for its missions.
The EMARSS-V has an anti-jam,
selective availability anti-spoofing
module global positioning system; an
automatic dependent surveillance-
broadcast function with encrypted
APX-119 mode five Level two
transponder; a Blue Force tracker-2;
and the Avalex ACM9454 cockpit
management unit.
After this re-engineering work,
it completed flight testing at
Hagerstown on May 27. After its
L3 Harris facility maintenance,
the prototype will be ferried to
Lakehurst, New Jersey, for the
calibration and testing of its signals
intelligence system.
Upon completion of testing, this
enhanced EMARSS-V will return to
the 15th MIB for future operational
deployments.
As KC-10As are retired, 309th
Aerospace Maintenance and
Regeneration Group at Davis-
Monthan AFB will continue to
support the remaining Extenders.
They will be flown for several more
years while the Pegasus is integrated
into Air Mobility Command’s Total
Force tanker enterprise.
Ultimately, all 59 Extenders are
scheduled for eventual replacement
by the KC-46A.
[NEWS]
US approves sale of
three E-2D Advanced
Hawkeyes to France
US Department of State
approval has been granted for
a possible Foreign military sale
to France of three Northrop
Grumman E-2D Advanced
Hawkeye aircraft and related
equipment for an estimated
cost of $2 billion. The US
Defense Security Cooperation
Agency announced the
potential deal on July 6 .
Two Boeing B-1B Lancers
conduct South China
Sea mission
On July 21, a pair of Boeing
B-1B Lancers from the 37th
Expeditionary Bomb Squadron
launched from Andersen Air
Force Base, Guam to conduct
a nonstop 14hr strategic
bomber task force mission
in the South China Sea. With
support from KC-135s from
the 506th Expeditionary Air
Refueling Squadron, the B-1s
demonstrated their long-range
capability.
Lockheed Martin F-35
Lightning II spares
problems tackled
In US Congressional hearings
on July 22, Under Secretary of
Defense for Acquisition and
Sustainment, Ellen M. Lord,
who reports to the Secretary
of Defense, told the members
of Congress that progress had
been made on ending the
electronic log problems that
had bedevilled maintenance.
Sale of six UH-60Ms to
Lithuania approved by US
Department of State
A possible foreign military sale
to Lithuania of six Sikorsky UH-
60M Black Hawk helicopters
and related equipment, for an
estimated cost of $380 million,
has been approved by the
US Department of State. The
Defense Security Cooperation
Agency (DSCA) announced the
potential order on July 6.
www.key.aero // September 2020 11
24/07/2020 15:10
 [NEWS]
101ST CAB HELICOPTERS
DEPLOY TO EUROPE
A line of US Army Black Hawks sits on the dockside at La Rochelle,
France, on July 8. They were part of a batch of helicopters from the 101st
RECENT LOSSES
· While operating from the USS
Airborne Division Combat Aviation Brigade (CAB), from Fort Campbell, Theodore Roosevelt (CVN 71) as part
Kentucky, which began arriving in La Rochelle the previous day for the of Carrier Air Wing 11 (CVW-11),
sixth rotation of Operation Atlantic Resolve. This was the first time a US US Navy Boeing F/A-18F Super
Army operation of this scale has been conducted in La Rochelle since Hornet BuNo 166795 ‘NH-104’ from
the 1960s. The aviation rotation will deploy with 50 Sikorsky UH-60
and Sikorsky HH-60 Black Hawks, four Boeing CH-47F Chinooks and 25 VF-154 ‘Black Knights’ crashed in the
Boeing AH-64 Apaches. They replace helicopters of the 3rd CAB which are Philippine Sea on June 18 during
heading home to Hunter Army Airfield, Fort Stewart, Georgia, after their routine pilot proficiency training
nine-month deployment to Europe. US Army/Sgt Benjamin Northcutt
operations. The crew ejected and a
Sikorsky MH-60S helicopter assigned
to Helicopter Sea Combat Squadron
8 (HSC-8) on the carrier quickly
recovered them from the sea and
flew them back to the ship. After
assessment by an on-board medical
team they were reported to be in
good condition.
· A Turkish Aerospace Industries
(TAI) Hürkuş -B turboprop trainer
was destroyed when it crashed on
June 22 time in the Ankara Beypazari
region during a routine test flight
from the TAI facility at Ankara-
Mürted/Akinci. Both crew members
ejected safely. They were taken
to hospital for routine check-ups
and were reported to be in good
condition. It remains unconfirmed
whether the aircraft was a TAI
BLUE ANGELS NEW FAT ALBERT REVEALED prototype/development airframe or
a Turkish Air Force example on a pre-
Blue Angels pilots stand in front of their new ‘Fat Albert’ C-130J, BuNo
170000 (formerly Royal Air Force Hercules C5 serial number ZH885), delivery test flight.
at Cambridge Airport on June 30. It will replace the previous Lockheed
Martin C-130T support aircraft, which has been retired. The crews
· A US Air Force Lockheed Martin
were due to carry out maintenance tests and undertake a functional
check flight at Cambridge before flying it to the US. US Navy/Mass F-16CM operated by the 20th Fighter
Communication Specialist 1st Class Jess Gray Wing crashed and burst into flames
on June 30 at Shaw Air Force Base,
THREE MORE F-35AS
South Carolina, killing the pilot, Lt
David Schmitz from the 77th Fighter
Squadron ‘Gamblers.’ The aircraft was
ARRIVE AT EIELSON
US Air Force Lockheed Martin F-35A Lightning II 18-5352 ‘AK’ taxies
undertaking a routine night training
mission at the time in preparation
for deployment on overseas combat
operations. The cause of the crash
in after its delivery flight to Eielson Air Force Base, Alaska, on June
25, flown by a Defense Contract Management Agency pilot. It was the could not immediately
fourth of 54 F-35As scheduled to arrive at the base by December 2021 be determined.
and one of three arriving on that date for the 354th Fighter Wing/356th
Fighter Squadron ‘Green Demons.’ They join three others already at
the base, the first two of which arrived on April 21 (see June issue, p4)
followed by a third in May. USAF/Senior Airman Kahdija Slaughter
AUSTRALIA TO BUY THIRD MQ-4C TRITON
AUSTRALIA’S MINISTER FOR Defense,
Senator the Hon Linda Reynolds
CSC, announced on June 18 that an
additional Northrop Grumman MQ-4C
Triton will be purchased, bringing
Australia’s Triton fleet to three. The
Minister said the Triton acquisition is an
important part of protecting Australia’s
borders and making the region
more secure. The Triton fleet is being
12 September 2020 // www.key.aero
9-12 News - JH.indd 12
· Peruvian Air Force Mil Mi-17-1V
serial number 664 crashed into a
river near Urakuza in the Amazonas
region of northern Peru on July 7.
All seven on board, comprising four
Air Force crew members and three
civilian passengers, were killed.
The helicopter was carrying out a
humanitarian flight delivering food
to the children of an indigenous
community near the Ecuador
border. The Mi-17 was operated
by Escuadrón de Helicópteros 341,
which is based at Lima-Callao Jorge
Chavez International Airport.
· An Afghan Air Force Embraer
A-29B Super Tucano operated by
the Kabul Air Wing crashed on July 9
in the Taliban-controlled Aska valley
in Baghlan province, northeastern
Afghanistan, after encountering
technical problems. The pilot, a
US Air Force instructor, ejected.
The instructor was injured but was
recovered safely by security forces.
It was not reported whether there
was a second crew member on
the aircraft.
· Kenyan Air Force MD Helicopters
MD500E serial number 539 was
destroyed in a crash on July 13
during a training flight in the
Kanyonga area of Machakos county.
Both crew members were killed.
The cause of the crash was not
immediately known.
· A US Air Force Lockheed Martin
F-16C Fighting Falcon operated
by the 49th Wing crashed when it
ran off the runway while landing
at Holloman Air Force Base, New
Mexico, on July 13. The pilot
ejected safely and was treated for
minor injuries.
developed and purchased through a
cooperative program with the United
States Navy. Australia plans to acquire
six Tritons, which will operate from
Royal Australian Air Force (RAAF) Base
Edinburgh, South Australia. RAAF Base
Tindal, Northern Territory, will be used
as a forward operating base. Delivery
of the first of the two already ordered
is scheduled for 2023.
24/07/2020 15:10
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 READY ROOM
THE STORY BEHIND THE US NAVY HEADLINES
FACING
DOWN CHINA
AND RUSSIA
Airpower that can defeat America’s near-peer rivals is the goal
of the US Congress’ National Defense Authorization Act bill, but is
the price tag unaffordable?
S
INCE ‘9/11’, THE US military
has been focused on fighting
counter-insurgency wars
from Afghanistan to Iraq
and in parts of Africa, but
the annexation of Ukraine’s
Crimea by the Russian Federation and
the building of militarized islands by
China in the South China Sea have
persuaded the US Congress to fund
a more assertive naval and broader
defense posture. Seventy-nine more
Lockheed Martin F-35 Lightning IIs,
procurement of the Boeing F-15EX,
the latest version of that legacy fighter,
more attack helicopters and drones, and
limits for aircraft retirement; all of that
and more is in the fiscal year (FY) 2021
National Defense Authorization Act
(NDAA), which is designed to boost US
air power to confront Russia and China.
‘We need to be ready now for a China
fight. You can’t wait until the mid-2030s.
And in order to be there, we’ve got to
have the capacity to do this. And we’ve
got to have new platforms,’ said the
14 September 2020 // www.Key.Aero
14-19 Ready Room KC.indd 14
ROB
COPPINGER
Davis Institute for National Security and
Foreign Policy’s senior research fellow
for defense policy, John Venable. If the
NDAA becomes law (See US Congress
box) it will begin to set the stage for what
the Act’s proponents view as necessary
preparations to confront Russia and
China as soon as possible.
Confronting China will require aircraft
carriers and the Senate’s NDAA version
requires the navy to ‘report on aircraft
carrier air wing composition and [future]
carrier-based strike fighter squadrons
to better prepare for potential conflicts
envisioned by the National Defense
Strategy’, which is a strategy to confront
China in the Pacific.
The National Defense Strategy
(NDS) was published in 2018 by the
Trump administration’s Department of
Defense (DoD). The DoD also produced
an unclassified NDS summary that
explained how it would ‘compete,
deter, and win’, in a world where US
interests are threatened by Russian and
Chinese actions.
24/07/2020 15:01

UNITED
STATES
CONGRESS
The US government has two legislative
chambers, the Senate and the House
of Representatives and together they
make up the US Congress. There are 100
Senators, two from each of the 50 states
and they each serve six years with
one-third being re-elected every
two years. The Vice-President of the
United States serves as President of
the Senate and may cast the decisive
vote in the event of a tie. The House
of Representatives is made up of 435
elected members, divided among the
50 states in proportion to their total
population. Its members are elected
every two years. Laws begin with
bills that become acts when they are
signed into law by the President of
the United States. While the NDAA is
called an Act, it is really a bill until it is
14-19 Ready Room KC.indd 15
The House Armed Services
Committee’s National Defense
Authorization Act bill requests
funding for Boeing F-18E/F
Super Hornets in fiscal year
2022, which would start
October 1, 2021. US Navy/Chief
Petty Officer Shannon Renfroe
in law. Bills begin with House or Senate
sub-committees and, after being passed
by those sub-committees and their full
committees, they are then voted on by
the full Senate and House. The House
and Senate will always have their own
versions of the bill, which in this case, is
the NDAA. At any stage, amendments
can be proposed and are voted on for
inclusion. After the Senate and House
have voted on their respective bills, a
reconciliation bill is produced through
the conference process where the House
and Senate agree on a final text. Funding
government activity, including the armed
services, is an annual process that consists
of two steps, first authorization and then
appropriation. The government’s yearly
budget period, its fiscal period, is from
October to September; not a calendar
year. Spending on weapon systems must
be authorized by law every year and the
authorization sets out what the billions
of dollars should be spent on, while the
appropriation decides ultimately how
much. The NDAA is an authorization
bill and it will be followed by an
appropriations bill.
www.Key.Aero // September 2020 15
24/07/2020 15:01
 READY ROOM // NATIONAL DEFENSE BILL

SENATE
text explicitly states that this is for On May 1, the People’s Republic of Above: The
weapons capabilities that support the China’s Ministry of National Defense Senate Armed
envisioned conflicts in the Indo-Pacific Services

ARMED
posted as a press release on its website a Committee’s
region, which means against China.
These envisioned conflicts are also story from the State-owned China Daily National Defense
Authorization

SERVICES
viewed as using more and more robots.
The SASC paper gives $128 million
for the Kratos XQ-58A Valkyrie that is
entitled, PLA [People’s Liberation Army]
Act bill requests
slam naval drills in South China Sea, funding for 23
which quoted the ministry. In reported Lockheed Martin

COMMITTEE being tested as a Low-Cost Attritable

Aircraft Technology System (LCAATS).
speech, the ministry had said on April
30, that ‘the Chinese military opposes
F-35C Lightning
IIs. US Navy/
LCDR Darin

NDAA BILL
The Senate Armed Services Committee
(SASC) National Defense Authorization
Act (NDAA) bill and the House of
Representatives’ own version of the
NDAA bill cover many of the same
things, but there are a number of key
differences for funding air power. For the
navy, the Senate requires the service to
create a fighter aircraft force structure
acquisition strategy. It also asks the
navy to report on aircraft carrier air
wing composition and carrier-based
strike fighter squadrons. To boost those
squadrons, the Senate wants to buy 12
Lockheed Martin F-35B Lightning IIs and
23 Lockheed Martin F-35C Lightning IIs.
Those aircraft will need refueling
and the Senate delays the retirement
of tanker aircraft. It will not allow the
McDonnell Douglas KC-10 Extenders
and Boeing KC-135 Stratotankers to
be retired until Boeing KC-46 Pegasus
remote visual refueling systems are
completed. The Senate text also focuses
on more specific capabilities with $75
million for Long Range Anti-Ship Missiles
(LRASM) instead of Joint Air-to-Surface
Stand-off Missile (JASSM), which the
LRASM is an evolution of. The Senate
The Senate is asking for a plan for the
operational test and utility evaluation
of the LCAATS, which could operate
alongside the Lightning II.
In support of naval aviation in an
Indo-Pacific conflict, the Senate is
encouraging the USAF to establish an
F-35A operating location in the region
quickly and wants to spend $5.5 billion
for 60 F-35As. The Senate also wants the
USAF to establish a minimum number
of aircraft for each major mission area
and prohibits the divestment of aircraft
until the minima is achieved. The
USAF is to be limited in how far it can
retire Boeing F-15 Eagles and Fairchild
Republic A-10 Thunderbolt IIs.
While the F-35 is viewed as a
multi-role stealth fighter, the USAF still
has bombers. The SASC is requiring the
Secretary of Defense to recommend
a minimum number of bomber
aircraft for a long-range penetrating
strike mission. Another long-range
attack asset is the US Army’s Future
Long-Range Assault Aircraft, which
the Senate describes as a top army
modernization priority. The SASC also
calls for the ongoing development of
future vertical lift capabilities – the
army’s future helicopters. The full
Senate passed the NDAA bill on July 23.
foreign powers bolstering their naval Russell
presence in the South China Sea, actions
This image:
that are detrimental to regional peace The Senate
and stability’. It was referring to the fact Armed Services
Committee’s
that US and Australian navies had been
National Defense
conducting joint military exercises in the Authorization
South China Sea since mid-April. Act bill stops the
Two days earlier, April 28, the PLA retirement of
Boeing KC-135
announced that its Southern Theater Stratotankers
Command had organized naval and air until the Boeing
forces to ‘track, verify, identify, and warn KC-46 Pegasus
remote visual
away’ the US guided-missile destroyer refueling
USS Barry (DDG-52). The PLA claims it systems are
completed. The
was trespassing into Chinese territorial
Senate wants
waters off the Xisha Islands, China’s to see an air
name for the Paracel islands. China has force with more
been terraforming some of the Paracel aircraft and more
capability than it
islands into land masses sufficient for does now. US Air
runways and other facilities of use to a National Guard/
TSgt John Winn
military force.
With the Chinese building up its
presence in the South China Sea, Venable
pointed out that in the past the US had
14 squadrons of fighters in the Pacific, but
now the country has eight; a situation he
thinks needs to be reversed. Those eight
squadrons are spread across the Republic

16 September 2020 // www.Key.Aero

14-19 Ready Room KC.indd 16 24/07/2020 15:01

 of Korea, Japan and the Philippines.
‘So, we’ve got basically eight squadrons
total, within a sortie’s distance of China;
[they] can actually take off from their base
and go hit China,’ he said.
The Senate’s Armed Services Committee
(SASC) produced a summary of its own
NDAA bill (See Senate NDAA box). It says
the SASC: ‘Encourages the air force to
establish an F-35A operating location
in the Indo-Pacific quickly to posture
ready forces in our priority arena.’ Venable
agreed that there is a need to act quickly
to confront the Chinese threat: ‘The way
you deter people is you have those assets
in place and you’re willing to put them at
risk… in order to let the Chinese or the
Russians know that you mean business.’
Above: The in addition to the Senate requests. For Gomez, defense policy director at the
Shopping for World War III Senate is aiming
for an air force
example, the Senate asks for $5.5 billion Cato Institute.
The SASC’s NDAA paper is a shopping that has more for 60 Lockheed Martin F-35As. In a ‘[The] air force chief of staff has
list of procurements and planning for aircraft and process referred to as conference (See US issued a [warning],’ said Gomez. ‘Where
future military expansion. Again, the more capability Congress box) any duplication is removed. they’re saying, ‘we’re doing nuclear
than it does
Senate refers to ‘envisioned conflicts in now. The Senate While Venable supports this expansion, recapitalization, that’s gonna force
the Indo-Pacific’ when it requests $75 Armed Services other experts question its affordability. trade-offs at some point, because unless
million for long-range anti-ship missiles Committee’s The CATO Institute’s May 2020 report, we get a lot more money, the amount of
National Defense
for the US Air Force (USAF). Lockheed Authorization Building a Modern Military: The Force funds we can move around or the amount
Martin makes this type of missile, which Act bill stops Meets Geopolitical Realities, states: of funds we have available to us to buy
the defense manufacturer refers to as the the retirement ‘With respect to hardware, the air force new aircraft [is limited]’.’ Gomez agrees that
of McDonnell
LRASM, and which it says is ‘designed to Douglas KC-10 is developing the F-35A, the [Northrop the USAF budget is going to be stretched
meet the needs of US Navy and air force Extenders until Grumman] B-21 Raider long-range with its responsibilities for long-range
warfighters’. The Senate also requests $3.6 the remote visual bomber, and the [Boeing] KC-46A Pegasus strike bombers and two arms of the
refueling systems
billion for 12 Lockheed Martin F-35Bs for the Boeing tanker aircraft, while also seeking to nuclear triad, the air launched and
and 23 Lockheed Martin F-35Cs, the two KC-46 Pegasus replace current intercontinental ballistic ground-launched nuclear missiles.
versions of the joint strike fighter that can are completed. missiles and developing a Space Force. However, Gomez’s institute is supportive
USAF/SSgt
operate from aircraft carriers. Michael Keller That is unsustainable.’ of one aspect of the NDAA’s airpower
The US House of Representatives has its One of the co-authors of that report is Eric strategy. The CATO report states that:
own NDAA bill (See House Armed Services
Committee NDAA bill box). It requests 79 Both the House and Senate armed services committees fund
F-35s for the navy, marines and air force, the development of the Kratos XQ-58A Valkyrie unmanned
aircraft system. Part of the USAF’s low-cost attritable aircraft
an unspecified number of Boeing F-15EXs,
technology system program, the Valkyrie is scheduled to
along with funds for the Boeing T-7A Red perform a datalink test with Lockheed Martin F-35 Lightning IIs.
Hawk training aircraft program. It also Air Force Research Laboratory/Donna Lindner
asks for ‘full funding’ for the development
of the Next Generation Air Dominance
(NGAD) fighter — an aircraft that would
enter service in the 2040s for the navy
and air force. These are not necessarily

www.Key.Aero // September 2020 17

14-19 Ready Room KC.indd 17 24/07/2020 15:01

 READY ROOM // NATIONAL DEFENSE BILL

‘A focus for now on drones and a reliance

on a revitalized F-15 Eagle aircraft through
the F-15EX platform is certainly warranted.’

Drones benefit a great deal in the House
and Senate NDAA bills. Both chambers
want more General Atomics Aeronautical
Systems MQ-1 Gray Eagle for the army
HOUSE
a lot more missiles to fire. Like the
Senate, the HASC supports the Trump
administration’s request for air-launched
ARMED munitions including the LRASM and
JASSM-ER. For the navy’s rotary wings,

SERVICES
the House supports the administration’s
and the Senate specifies $165 million
request for the Sikorsky CH-53K King
for buying MQ-1s for the intelligence, Stallion heavy lift helicopter, which

COMMITTEE
surveillance and reconnaissance mission. completed its first sea trials in June. The
Both chambers also want funds for the House also supports the request for the

General Atomics Aeronautical Systems
MQ-9 Reaper. The House is requesting up
to 16 Reapers and the Senate is asking for
$170.6 million ‘to prevent termination [of
the MQ-9 fleet] without a replacement’.
There is an ongoing USAF modernization
contract for the MQ-9 that includes
automatic take-off and landing, but this is
not part of the NDAA.
Here today, drone tomorrow
After the Senate’s $170 million for the
Reapers, that chamber’s next biggest
budget line for drones is $128 million for
buying additional Kratos XQ-58A Valkyrie
unmanned aircraft systems (UAS) and
continuing its testing. In January, the
XQ-58A completed its fourth flight test
over Yuma Proving Ground in Arizona for
the Air Force Research Laboratory (AFRL).
The XQ-58A Valkyrie was described as a
low-cost attritable aircraft technology
(LCAAT) during the March 11 hearing of
the House armed services committee’s
subcommittee on intelligence and
NDAA BILL
Like the Senate, the House Armed
Services Committee (HASC) wants
more airpower. While the Senate is
encouraging F-35 procurement, the
HASC text wants more Boeing F/A-18
Super Hornets for the navy. The House is
asking for additional funding for 12
The Boeing KC-46 F/A-18E/F Super Hornets in fiscal year
Pegasus will add
to the refueling
2022, which would begin in October
2021 (See US Congress box). The House
capacity of the US also wants funding for the continued
Air Force because development of noise reduction
its predecessors, capabilities for the navy’s F/A-18s.
the McDonnell Like the Senate, the House is looking
Douglas KC-10
ahead, and it provides full funding
Extenders and
Boeing KC-135 for the development of the USAF and
Stratotankers, navy’s Next Generation Air Dominance
are not being (NGAD) fighter. The NGAD would enter
allowed to retire service in the 2040s and operate with
by the Senate unmanned aircraft systems. Both the
until the Pegasus’ House and Senate also fund the air force’s
remote visual development of what it calls a Low-Cost
refueling system Attritable Aircraft Technology, a largely
is completed and
autonomous drone.
ready to be used
in operations. All those extra F/A-18s could have
USAF/Peter Borys
marine corps’ ground air task-oriented
radar. The HASC is giving the USAF a
greater maritime capability with funding
for six additional Boeing P-8A Poseidon
aircraft. In the same vein as the Senate,
the HASC is supporting F-35 purchases,
along with the Boeing F-15EX and Boeing
T-7A Red Hawk, and putting a stop to
Fairchild Republic A-10 Thunderbolt II
retirements. The House also applies a
minimum to USAF refueling capabilities
and tactical airlift, to stop retirements.
While the Senate bill refers to
long-range bombers, the HASC text
provides ‘full funding’ for the Northrop
Grumman B-21 Raider program. The
B-21 is the successor to the Northrop
Grumman B-2 Spirit. The House also
wants more Bell Boeing V-22 Ospreys,
army helicopter purchases, development
programs, a new helicopter engine, and
more General Atomics Aeronautical
Systems MQ-1 Gray Eagle and MQ-9
Reaper drones. The electronic attack and
reconnaissance assets, the BAE Systems/
L3 Communications EC-37B Compass
Call aircraft and Northrop Grumman E-8
JSTARS platforms are also funded. The full
House passed its NDAA bill on July 21.

18 September 2020 // www.Key.Aero

14-19 Ready Room KC.indd 18 24/07/2020 15:01


emerging threats and capabilities. It could
be the Reaper’s replacement.
The House NDAA bill provides
additional funding to ‘enhance the air
force’s development schedule of [LCAAT]
program capabilities’. William Roper, the
USAF assistant secretary for acquisition,
technology and logistics, testified in that
March 11 hearing about their science and
technology strategy, policy, and programs
for fiscal year 2021. Of the XQ-58A, Roper
said: ‘[The Valkyrie’s] next flight in April
2020 will connect the [Lockheed Martin]
F-22 [Raptor] and [Lockheed Martin] F-35
[Lightning II] via the gatewayONE radio
link.’ The NDAA’s spending on F-35s and
drones reflects this ongoing development
of UAS working with piloted aircraft. The
AFRL said: ‘The XQ-58A program manager
[says] the flight date has yet to be finalized
due to last minute details. His team
intends to fly [in late July or] early August.’
Kratos said it was postponed from April 8,
due to COVID-19.
The SASC version gives the Lockheed
Martin F-35s ordered by Turkey to the
USAF. There was a June 30, 2019, delivery
ceremony at Lockheed Martin’s facility
in Fort Worth, Texas, for the first Turkish
aircraft, but the F-35s built for Turkey have
remained in the US.
The first, received, Turkish F-35 aircraft,
serial 18-0001 (c/n AT-1), was due to
go to Luke Air Force Base in Arizona for
Turkish pilot training last year and then
in November it was scheduled to go to
14-19 Ready Room KC.indd 19
teleconference with the Defense Writers
Group on June 30, saying: ‘I think that is a
reasonable solution, yes.’
While the USAF maybe getting Turkey’s
F-35s, the military maybe denied everyting
else in the NDAA because of President
Trump’s veto. One issue could see the
military facing a continuing resolution
— military bases named after Confederate
generals. A continuing resolution is where
an authorization bill for funding is not
passed, so the last fiscal year’s budget
applies until the next fiscal year.
Turkey. The Eurasian nation had planned Left: Here is Gomez explained that military bases that
a Northrop
to buy at least 100. Grumman are named after soldiers that fought in
Turkey was prohibited from buying concept for a the 19th century against the US under the
F-35s after it took delivery of a Russian next generation flag of the rebel Confederacy has become
fighter. Northrop
S-400 surface-to-air missile defence states that it will a big issue. Those men fought for states
system in July last year. The suspension help the US Air to maintain slavery and the political fight
was a presidentially directed sanction, by Force mature over the bases named after them could
its plans to use
President Trump, against Turkey, which directed energy halt everything. In a Twitter message
has protested that suspension since. The systems for dated July 1, Trump threatened to veto the
SASC Turkey clause will have to survive self-protection on NDAA if it forces base name changes.
current and future
the conference session (See US Congress aircraft under a However, the SASC and HASC both
box) to become part of the final NDAA contract awarded include the removal of Confederate base
signed into law by the president. On July by the Air Force names in their NDAA bills. Trump could
Research
20, however, the US DoD announced a Laboratory. veto the bill unless the full chambers of
modification to its contract with Lockheed Northrop the Senate and House both vote by two-
Martin that meant it could buy the Turkish Grumman thirds to support the bill, making it law
F-35s for the USAF. Below left to right: and bypassing the president. ‘That’s where
The DoD stated: ‘This modification Sikorsky-Boeing’s the difficulty comes in. It would probably
exercises options to procure eight Lot 14 SB>1 Defiant is get two-thirds in the House, but not in the
also in FLRAA.
F-35A Lightning II repositioned aircraft as The army states Senate,’ Gomez explained. The Senate is
a result of the Republic of Turkey’s removal that FLRAA will fly controlled by the Republican party, while
from the F-35 program.’ Under US law, further and faster the House of Representatives is controlled
than existing
government spending can only be spent aircraft, providing by the Democratic party.
on what is legally directed. The DoD is air assault On July 21 and 23, the full House and full
using legal direction from the FY2020 and medical Senate, respectivey, passed their NDAA
evacuation
NDAA to procure Turkey’s F-35s. support. Lockheed bills. The similarity of the two chambers’
Venable expects the reconciliation Martin versions suggests the conference will not
NDAA FY2021 bill (See US Congress box) be difficult.
The Bell V-280
to still retain the SASC language that Valor tiltrotor was While all the spending requests from
allows the USAF to have the Turkish F-35s. selected by the the SASC and HASC may be fiscal pipe
The House of Representatives’ Armed US Army Program dreams, the developent of the XQ-58
Executive
Services Committee (HASC) chairman Office, Aviation Valkyrie and funding for MQ-1s and MQ-9
has already given his support to the SASC for a Future modernization points to a manned-
Turkish clause. Long Range unmanned teaming pathway to a different
Assault Aircraft
Democratic party Congressman and (FLRAA) project kind of larger, more lethal air combat
HASC chairman, Adam Smith, told a agreement. Bell capability beyond 2021.
www.Key.Aero // September 2020 19
24/07/2020 15:01
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329 Combat subs sep20.indd 21 24/07/2020 11:33

 CAJ chats with Colonel Andrés Maldonado, Commandant of
NATO’s Tactical Leadership Program, about its combat search
and rescue training.
WORDS Rafael Treviño & Salvador Mafé

22 September 2020 // www.Key.Aero

22-25 CSAR JS KC JH.indd 22 23/07/2020 18:10

 T
Main image: The O RESCUE PILOTS who have action) in any possible scenario. suppress it and protect the most
MV-22 Osprey, been downed behind enemy We train the flying course participants valuable assets of the mission:
can fly further
lines is one of the most to be not only Mission Commanders, the recovery vehicle and the Isolated
and faster than a
helicopter, but it important specialities among but also Rescue Mission Commanders. Person (ISOP – the personnel on the
needs much more western air forces. To prepare It is true that an attack helicopter can ground that we are trying to recover).
space to land,
for this task, each flying course provide precise close-air support, but our Sure, we are glad to integrate attack
so helicopters
are still most on NATO’s Tactical Leadership Program scenarios, with medium to high threats, helicopters in our missions, but is not
commonly (TLP) at Los Llanos Air Base in Albecete, are not always compatible with a our final aim.
used for CSAR
Spain, devotes one day to this subject. rotary-winged escorts. Most of the time, There are other institutions, like the
missions. USMC
Combat Aircraft Journal interviews we face SBAD (surface-based air defense) European Personnel Recovery Center
Right: US Marine Col Andrés Maldonado, current TLP that can shoot down any aircraft below (EPRC) covering that part with the Air
Corps troops
Commandant, himself an experienced 15,000 feet. That means we need assets Centric Personnel Recovery Operative
board Ospreys
belonging to F/A-18 Hornet pilot, who participated in that can over-fly that threat, eventually Course (APROC) exercise.
Special Purpose combat operations over the Balkans.
Marine Air-Ground
Task Force
– Crisis Response CAJ: We’ve noticed that in CSAR
– Africa, which exercises, protection for the rescue
is permanently
helicopters is typically provided by jet
deployed at
Morón air base, fighters. Would attack helicopters, like
Spain. USMC the Tiger, Cobra or Apache, not provide
more precise close support during
personnel recovery operations?

COL MALDONADO: Our TLP course is

focused on excellence, and designed
to teach the fighter pilots how to lead a
Composite Air Operation (COMAO – when
different aircraft interact in a coordinated

www.Key.Aero // September 2020 23

22-25 CSAR JS KC JH.indd 23 23/07/2020 18:10

 EXERCISE REPORT // COMBAT SEARCH & RESCUE
CAJ: Is there a significant difference
if the Personnel Recovery Ops are
performed with MV-22 tiltrotors
instead of conventional helicopters.
After all, the Ospreys are faster, have
greater range and air-to-air refuelling
capability, so they can penetrate
further and extract much faster,
spending less time in contested areas?
COL MALDONADO: The use of the
MV-22, increases the ‘golden ring’ around
the departing base, and it is faster than
a helicopter. We had some MV-22s
participating in our Flying and Academic
courses. The fact is that if you want to
use the Osprey for a Personnel Recovery
(PR) mission you need a bigger landing
zone, and this is not always available. An
Osprey needs at least 50m2 (150ft2) to
land and 100m (300 feet) between every
MV-22 on the ground – and more time
for the landing and take-off procedures.
Then, you have to drop 20 to 25 marines,
and this means more time and space
needed. If you have a single little spot of
24 September 2020 // www.Key.Aero
22-25 CSAR JS KC JH.indd 24
20m2 with an injured pilot, a conventional
helicopter is still the best option you have.
It can also be easily diverted, to avoid
any pop-up threat and protected by a
fixed-wing escort.
CAJ: What are the main differences
between Combat SAR and
Personnel Recovery?
COL MALDONADO: Personnel Recovery
is an umbrella term that covers a broad
range of possible operations, including
military, diplomatic and civil efforts to
affect the recovery and reintegration of
isolated personnel.
This means that the Joint Force Air
Component (JFAC) would use any possible
means to recover personnel: from the
connection that it has with the elder of a
village, to the use of all of its assets.
When we talk about the military effort
to recover our personnel, we can have
different methods including: CR (combat
recovery), CSAR (combat search and
rescue), UAR (unconventional assisted
recovery) and NAR (non-conventional
assisted recovery). The main difference
between all of these methods is the level
of training of the ISOP and the PR Task
force. We talk about CSAR when both,
the ISOP and the PR TF are trained in
and equipped for combat search and
rescue support. This means that not
only can the PR TF support the ISOP, but
also – and above all – the ISOP is trained
and equipped to support their own
recovery. They know how to use the CSAR
codes and the radio, for example, and they
have an Evasion Plan of Action to follow
and know how to survive outside, while
waiting to be picked up.
CAJ: Please elaborate on a typical CSAR
mission, how it is planned, executed. An Armée de l’Air
Caracal taking-off
COL MALDONADO: We train our from Los
Llanos-Albacete
participants to execute a Deliberate CSAR for a CSAR
mission (a CSAR mission that cannot be mission on
launched immediately due to threats, intel February 24,
with the callsign
or planning limitations). Like every other ‘ROCKY 01’.
mission here at the TLP, a CSAR mission S. Mafé
23/07/2020 18:10

COLONEL
ANDRÉS
MALDONADO
EJÉRCITO DEL AIRE, SPAIN
• Since graduating as a Lieutenant in July
1988, Col Maldonado has developed
extensive experience in joint-combined
air operations, flight training, logistics
management (of national and
international programs) and the General
Staff.
• After completing his training at
the Academia General del Aire (40
Promotion), and having reached the rank
of Lieutenant, he went to the Fighter
Lead-in School (Ala 23). After his initial
training as a fighter pilot in 1989, he
began his operational life as a flight
instructor at the General Air Academy.
He was also a member of the Patrulla
Águila demonstration team during the
1992 and 1993 seasons.
• In 1994, he was posted to Ala 15, at
Zaragoza Air Base, as an F-18 Hornet pilot.
In six years there, he had the opportunity
to participate in NATO air operations in
the former Yugoslavia. These operations
included: Deny Flight, Decisive Edge,
Decisive Endeavor and Allied Force.
He also participated in the Red Flag,
Green Flag and NOMAD exercises.
• Following his promotion to Major,
he was posted to Ala 11, at the Morón
air base, and appointed as CO of 111
Squadron. By this time he was flying
F/A-18As, and had the opportunity to
organize 2 TLP courses in Morón, and
to participate in them as ‘Red Air’.
• On obtaining his Staff Diploma in July
2004, he transferred to the Logistics
Support Command in Madrid.
22-25 CSAR JS KC JH.indd 25
Here, he was responsible for managing
the Mid-Life Upgrade (MLU) program of
the EF-18, the Taurus and Iris-T missiles
and MIDS.
• In 2009, he deployed to the Herat
Air Base, Afghanistan, supporting the
NATO ISAF mission, as Head of the
Aero-Tactical Detachment, as well as
Air Liaison Officer at the NATO Regional
Command-West (RC-West).
• Following his deployment in
Afghanistan, he went to Washington,
D.C. (USA) as Head of the Office of
Technical-Logistics Management
(TLMO) and Senior National
Representative. As Head of TLMO, he
was responsible for case management
of Foreign Military Sales.
• At the end of this posting, he returned
to Spain as Group Leader of Ala 15.
• In May 2015, he was selected to take
the High Defense Studies course at
the Air War College, part of the USAF
Air University on the Maxwell AFB,
Alabama. After graduating in May 2016,
he joined the General Staff Section in
the Logistics Division.
• In March 2018, he was appointed
as Commandante of the Tactical
Leadership Programme (TLP), effective
from July of the same year.
• Throughout his career, Col Maldonaldo
has flown more than 3,500 hours in
fighter jets.
starts in the morning with the target
analysis (in this case the landing zone
analysis made by the extraction team
and the pilots of the recovery vehicles).
They study the landing zone, the
possible approaches, the different ways
of landing and recovery, in accordance
with the last-known information that
they have about the ISOP.
Then we have the weather briefing,
followed by the CONOPS (Concept of
Operations) briefed by the General of
the day (a TLP instructor acting as JFAC).
At the end of the weather briefing, we
release the ATO (Air Task Order), which
describes the established roles for all of
the participants. We then have the intel
briefing, with the threats analysis that
gives the participants the possibility to
adapt their plan to the real threats that
Above left to right: they have to face during the mission.
No 8 Sqn, RAF,
provided an E-3D After the briefings, all the participants
Sentry AEW1, and the staff of TLP move to the main
callsign ‘MAGIC’, planning room for the next phase,
which had a vital
the brainstorming. During this phase,
role during the
CSAR mission. the mission commander, using our
S. Mafé 4Ts method (TASK, TARGET, THREAT,
TACTICS), will lead the COMAO through
An Italian EF2000
from 4ª Stormo a deep analysis of all the crucial aspects
acted as Blue Air, of the mission and its final planning.
part of a mission
to provide close At the end, we have a deep analysis
escort to the of the mission with a precise timeline, a
CSAR helicopters. map and a coordination card, that the
S. Mafé
COMAO uses to execute the mission.
Two Mirage The final execution is like a real CSAR
2000B-RDIs from mission, with all the assets playing their
EC 2/5 “Ile de
France” (callsign part; from the AWACS that act as AMC
‘DEVIL’), as well (airborne mission coordinator) to the
as one Rafale B Extraction Team and the ISOP on the
from EC 2/4 ‘La
Fayette’ (callsign ground. Everything is monitored via link,
‘VODKA’) acted GPS and radio, so the instructors are
as Red Air during able to follow the mission and highlight
the CSAR mission
on February 24. any possible debriefing points.
S.Mafé W tlp-info.org
www.Key.Aero // September 2020 25
23/07/2020 18:10
 In Europe, two
next-generation fighter
projects are under way,
but is a merger the only
way for the participants
to get what they want?
REPORT Rob Coppinger

A Future Combat
Air System New
Generation Weapon
System (NGWS) flies in
formation with a remote
carrier, an unmanned
aircraft system that
aids the NGWS pilot.
Airbus

26 September 2020 // www.Key.Aero

26-31 FCAS KC JS JH.indd 26 23/07/2020 18:16

 W
E CANNOT AFFORD
two systems of that
size being developed
in competition in
Europe and UK. The
market is too small,
and we need to ensure
we don’t
repeat the
mistakes of
the past,” Airbus
Defense and Space
CEO, Dirk Hoke, told the
Royal Aeronautical Society
(RAeS) in June; and experts agree.
In their view, it is unaffordable for the
UK; and continental European countries
TEMPEST:
THE
WELCOME
STORM
At the Farnborough International
Airshow in 2018, the UK government
announced its new combat air
strategy which includes Tempest, a
next-generation fast jet which would
have an initial operating capability from
2035. Flown by a pilot or autonomously,
Tempest will have advanced power
and propulsion systems, be rapidly
upgradeable, cyber resilient, and use
swarming and energy weapons.
Referred to as a sixth-generation
combat aircraft by the Royal Air Force
(RAF), it would replace the Eurofighter
Typhoon’s capabilities.
Tempest is being developed by the
RAF’s Rapid Capabilities Office along with
BAE Systems, Leonardo UK, MBDA UK
and Rolls-Royce (which collectively call
themselves Team Tempest) and funded
by £2 billion from the UK’s Ministry of
Defence (MoD). There are more than
1,000 people working as part of Team
Tempest across the UK and, before the
coronavirus pandemic, the team was
expected to grow to 2,500 by 2021. Two
big milestones for Tempest are an outline
business case, which is to be produced
by the end of this year, and then the full
business case in 2025.
For the UK MoD, a business case
determines how to best meet the
requirements that have been set out.
Team Tempest is aiming to balance air
combat capability and the program’s
economic benefits for the UK with the
international influence of UK partnerships
and the overall cost. While the goal is to
replace the Typhoon when it is retired
from 2040, the new air combat capability
does not need to be entirely delivered by
the Tempest aircraft alone.
26-31 FCAS KC JS JH.indd 27
would be making a mistake developing
a fighter without Britain. From 2035,
the UK’s Team Tempest aims to deliver
a next-generation fighter [see Tempest
box], while France, Germany and Spain
expect their Future Combat Air System
(FCAS) to enter service at about the
same time [see FCAS box].
Both efforts have the vision of a stealthy
tactical fast jet that is networked and
able to collaborate with autonomous
unmanned aircraft systems (UAS), as well
as being interoperable with other air,
ground and naval assets. These fast jets,
known as Tempest under the UK program,
and Next Generation Weapon System
within FCAS, are expected to replace the
BAE reported that Team Tempest
is having an honest debate between
“customer and supplier” about how the
air combat requirements can be met,
which does not mean a platform that
is slightly more complicated and costly
than the Eurofighter. The requirements
could be met by a networked Tempest
that operates with autonomous combat
aircraft acting as wingmen or swarming
drones, for example. One next-generation
technology Tempest is expected to have
is a virtual cockpit that is seen by the pilot
on their helmet-mounted display.
Meanwhile, technology development
has been making progress since
2018. Leonardo UK announced in
December last year that its laboratory
had demonstrated a radar receiver
technology that is four times better than
typical receivers, while also being a tenth
of the normal size. This tiny size means it
can be integrated into a multi-function
array that is also small and can be placed
around the aircraft to simultaneously
sense and track incoming threats from
all directions. In January this year it
was announced that phase two of a
Rolls-Royce program for an engine’s
electrical embedded starter-generator
had been adopted as Rolls-Royce’s
contribution to Tempest.
Rolls-Royce is developing an engine
concept that would produce a huge
amount of electricity for the greater
power needs of the Tempest aircraft.
Throughout the Tempest program,
Rolls-Royce will be maturing the electrical
technologies demonstrated by its
Embedded Electrical Starter Generator
(E2SG) program. Since 2014, it has been
designing an electrical starter generator
that would be fully embedded in the
core of a gas turbine engine under its
E2SG program. The embedded generator
could save space where today’s engines
generate power through a gearbox
underneath the engine, which drives a
generator. Saving this space can reduce
the volume needed for the airframe.
www.Key.Aero // September 2020 27
23/07/2020 18:16
 INDUSTRY REPORT // FCAS & TEMPEST MERGER?
Eurofighter, Panavia Tornado and Dassault
Rafale. However, there is a huge price tag
attached to these programs, with Tempest
estimated to cost the UK £20 billion in
today’s money, equivalent to £35 billion in
2035. “It is simply unaffordable,” says Royal
United Services Institute airpower and
technology research fellow, Justin Bronk.
Ghent University’s professor Sven Biscop
is an honorary fellow of the European
Security and Defense College, an agency
of the European Union, where he also
lectures. He says Bronk and Hoke are right:
“Many people have been saying, and I
agree, there is absolutely no space for
both projects. If we do merge them, and
of course, the sooner the better, there is a
chance it might go somewhere.”
28 September 2020 // www.Key.Aero
26-31 FCAS KC JS JH.indd 28
Biscop explains that FCAS is also seen as
a “sort of flagship project” for the future
of European defense, in the context of
what is called permanently structured co-
operation between EU states.
Defense co-operation is an ongoing
effort by the EU member states because
historically it has not been a trouble-free
experience. During his June speech,
Hoke warned against European countries
repeating the mistake of having multiple
parallel programs. For Germany, FCAS is
as much an EU project as it is a tri-nation
effort. At the June 2019 FCAS aircraft
model unveiling, the then German
defense minister, Ursula von der Leyen,
who is now president of the European
Commission, described the
Franco-German-Spanish project
as “a great day for the European
Defense Union”.
The European Defense Union is a term
that encompasses a common EU defense
policy, a defense fund, a European
defense industrial-development
program, a single EU headquarters for
operations and the idea of common
EU military assets. In its press releases,
the German Ministry of Defense (MoD)
describes the Next Generation Weapon
System (NGWS) FCAS program as one of
the most important projects of European
defense policy.
A Euro vision
Biscop suggests that FCAS could become
“an [EU] PESCO project”. PESCO stands
for Permanent Structured Co-operation
and an EU military aviation project is
already being organised through PESCO.
With German leadership, France, Italy,
Spain, and the Czech Republic are
developing the European Medium
Altitude Long Endurance (MALE)
Above: A remotely-piloted aircraft system, also
Future Combat known as Eurodrone. In September 2016,
Air System
infographic a definition study began for Eurodrone
showing how its that aims to have the MALE operational
New Generation from around 2025. Its industrial
Weapon System
fighter will partners are Airbus, Dassault Aviation
network with and Leonardo. The prototype’s maiden
manned and flight is planned for early 2023 and the
unmanned
aircraft and first delivery of the system is expected
satellites. Airbus around 2025.
23/07/2020 18:17
 LANCA’S
PROJECT
MOSQUITO
In July 2019, the Royal Air Force (RAF)
unveiled its Lightweight Affordable Novel
Combat Aircraft (LANCA) program, which
aims to provide a drone that is deployed
alongside the Lockheed Martin F-35
Lightning II or the Eurofighter Typhoon
for increased protection and survivability.
The LANCA unmanned aircraft system
(UAS) would also provide information to
the piloted aircraft. Beyond the vehicle,
LANCA has been looking at ways of
substantially reducing program costs
and development timelines. LANCA has
a UAS technology demonstrator called
‘Mosquito’ which is expected to fly in
2022; it was also announced in July 2019
by the RAF.
The RAF Mosquito announcement
stated that its Rapid Capabilities
Office (RCO) had awarded three teams
12-month phase one contracts during
the previous April for the demonstrator’s
development. As Mosquito is a
technology demonstrator, the project
will not result in an operational UAS.
The project’s teams are led by Blue Bear
Systems Research, Boeing Defense, and
UK sensing specialist Callen-Lenz, whose
26-31 FCAS KC JS JH.indd 29
team is called Blackdawn and includes In June 2018, the German MoD stated
Bombardier Belfast and Northrop
that Eurodrone would be part of FCAS.
Grumman. Subject matter experts within
the UK Ministry of Defense were assigned Eurofighter is also identified as an FCAS
as technical partners to each team, element, and non-FCAS EU countries Italy
supporting them with technical and
operational advice.
The phase one work produced
and Austria operate that fighter. The UK
also has a UAS program separate from
Tempest, the RAF’s Rapid Capabilities
preliminary system designs for the
technology demonstrator drone along Office’s (RCO) Lightweight Affordable
with assessments of key risk areas and Novel Combat Aircraft (LANCA) [See
cost-capability trade-offs for potential LANCA’s Project Mosquito box]. Announced
operational concepts. The work also in 2019, LANCA aims to develop a UAS that
involved novel designs, development,
can provide protection, survivability, and
prototyping, manufacture, and support,
to realise the low-cost rapid development information for the Lockheed Martin F-35
of a combat UAS. Proposals for phase Lightning II or the Eurofighter Typhoon.
two are now being assessed with a view Project Mosquito, announced in 2019 by
to a follow-on three-year demonstration the RAF’s RCO, is LANCA’s demonstrator
program. Phase two will see up to
project, but it will not result in an
two of the phase one demonstrator
designs selected to be built for a flight operational UAS. In April 2019, the RCO
test program. had awarded three 12-month phase one
The UK Defense Science and preliminary system design contracts for
Technology Laboratory (Dstl), which Mosquito’s development. The contractors
provides science and technology for
included the UK arms of Boeing,
defense, has provided technical oversight,
project management, and partnering Bombardier and Northrop Grumman.
for Project Mosquito. LANCA originated The RCO said that the UK MoD has
from 2015 studies by Dstl to understand “proposals for phase two [that] are being
innovative combat air technologies assessed with a view to a subsequent
and concepts that might offer radical
three-year demonstration program”.
reductions in cost and development
time. LANCA was then brought into the There is also an international
RAF RCO as part of the future combat air component to Tempest. Italy has made an
system technology initiative. agreement with the UK to collaborate on
Tempest-related technologies. The UK
arm of Italian aerospace giant Leonardo
has already benefitted. In July 2019, the
RAF announced that it had awarded a
Tempest-related contract to Leonardo to
provide a modified Boeing 757. From the
early 2020s, this 757 would be used for
airborne technology testing of sensors
and system integration. Those sensor
technologies could also be for future
capabilities for the UK and Italian-operated
Lockheed Martin F-35 Lightning IIs or for
the two nations’ Eurofighters.
Left page: A Future The UK has also signed an agreement for
Combat Air System air combat technology co-operation with
New Generation
Weapon System Sweden. Signed on July 19, 2019, it makes
(NGWS) flies in no mention of Tempest. The Swedish
formation with a government has made it clear it is not
swarm of what
Airbus calls a interested in Tempest or FCAS. Sweden’s
remote carrier, an MoD said: “It’s not a question about the
unmanned aircraft next aircraft. It’s about making the aircraft
system that aids
the NGWS pilot. we have right now, better,” referring to
Airbus the Saab Gripen E, the latest variant of
Sweden’s domestically made fighter.“
Left top to bottom:
Dassault Aviation It’s about enhancing the future capabilities
and Airbus revealed for the Swedish air force, in every aspect.”
a full-scale model
of the Future
Combat Air System Beyond Europe
New Generation While FCAS is viewed as a part of the
Weapon System EU’s evolving military industrial complex,
Fighter at the Paris
Air Show on June Tempest — which has the same goal as
17, 2019. Airbus FCAS; to replace Eurofighter — is still
www.Key.Aero // September 2020 29
23/07/2020 18:17
 INDUSTRY REPORT// FCAS & TEMPEST MERGER?
an overwhelmingly UK effort, despite
the agreements secured with Italy and
Sweden. However, the UK MoD and
Team Tempest partner, BAE Systems,
see scope for yet wider international
collaboration. The MoD said: “The UK
has engaged with a number of allies to
explore the possibility of collaboration.
Discussions are under way with the
majority of countries that have the
capability to be a credible partner in a
next-generation acquisition program.”
BAE Systems’ future combat air systems
director, Michael Christie, told an RAeS
corporate partner webinar briefing
in July: “An international program
with multiple sites is really what we’re
trying to do.” BAE’s strategic campaigns
director, Andrew Kennedy, said: “We
are not confining our vision to Tempest
being an exclusively European program.”
Two other nations looking to develop
their own next-generation fighter are
Turkey and Japan. In January 2017, the
UK government announced that BAE
Systems had signed an agreement to
work with Turkey’s aerospace industry
for that country’s fighter.
While Kennedy and Christie talk of
international partners, the partnership
that is not acceptable is a Tempest-FCAS
one. Christie said during the webinar
that he does not “see a route to the
convergence of the two European
programs at the moment, but we always
remain open to discussions with other
partners”. The MoD said the same thing:
“As currently structured, the UK does
not see the Franco-German SCAF [FCAS]
program offering the value we would
wish to see from a next-generation
combat air program or being
compatible with the [combat air]
strategy’s vision for the UK,” which
is being a leading combat air
system developer.
30 September 2020 // www.Key.Aero
26-31 FCAS KC JS JH.indd 30
While the UK and France are Right top to and Defense Policy, Witney wrote: “The
competing on two different next- bottom: A next makers of Europe’s three combat aircraft
generation
generation systems of systems projects, Tempest fighter (Eurofighter, Rafale and Gripen) commit
they are still co-operating on future model and a fratricide in export markets, trying to
combat air system technology, and have Eurofighter recoup their investments and reduce
Typhoon sit
been since 2014. The MoD said: “The UK side-by-side on a the crippling unit cost to European
and France have been working together runway. defense ministries.”
on future combat air since the Brize BAE Systems That unit cost was detailed in the
Norton Summit in 2014,” and that work A front top view of December 2013 European Parliamentary
had included an unmanned combat a next generation Research Service’s report, The cost of
aerial vehicle (UCAV). The plan was to Tempest fighter non-Europe in common security and
model in front of
have a two-year £120 million feasibility the Eurofighter defense policy. The report author,
study, which was focused on defining Typhoon type it Blanca Ballester, wrote: “If we examine
potential concepts and technologies will replace. the [research and development]
BAE Systems
and that was launched in the November. costs relative to the numbers of units
The feasibility studies were to have led Low-angle view of produced, we find that, although the
to a demonstration program that would a next generation Eurofighter and [F-35] JSF [Joint Strike
Tempest fighter
have begun in 2017. By 2025, full-scale model, behind it Fighter] costs are similar… the total
operational UCAV demonstrators were the Eurofighter costs for the three European jet fighter
expected to be in test. That testing could Typhoon type it aircraft (Eurofighter, Gripen and Rafale)
will replace.
have led to an operational capability BAE Systems are €10.23 billion more than the costs
beyond 2030. This UCAV program was to for [JSF].”
have €2 billion spent before a technical Below: A In 2013, the number of units for
starboard side
review this year. In 2018, the UCAV work angle view of a Eurofighter was 707, according to
stopped and instead, the MoD explained next generation Ballester, and 3,003 for JSF. Ballester
that “the UK and France have been Tempest fighter concluded: “The return in terms of the
model, and behind
working together on the exciting FCAS it a Eurofighter number of units produced is far greater
[Future Combat Air System] technology Typhoon. for the US product.” This sort of lesson is
development co-operation project. This BAE Systems not lost on Airbus. Hoke’s June speech
program is concentrating on more rapid to the RAeS was for its annual Sopwith
technological wins.” Named Lecture. He told them: “If we
While only technology co-operation develop these [FCAS and Tempest]
may be of interest now, the gravitational systems in competition, we would then
pull of cost and export markets may strive for partners and customers in
alter the outlook of those involved competition [and] the market is too
in their respective next-generation small to play a leading role in the future.
air combat projects. Eurofighter was It would be a really, really bad solution
the outcome of a European effort, for the European Union and for the UK
between the UK, Germany, Italy, and on the way forward.”
Spain. Sweden and France decided to
develop their own national fighters
which led to a negative outcome
overall, according to Nick Witney at the
European Council on Foreign Relations
(ECFR). In his July 2008 ECFR policy
paper, Re-energising Europe’s Security
23/07/2020 18:17
 FCAS
A life-size model of the proposed
Future Combat Air System (FCAS) Next
Generation Weapon System (NGWS)
was unveiled by the project partners,
France, Germany, and Spain, in June
2019 at the Paris Air Show. There, the
three countries signed an agreement
for the NGWS, which is actually the
fighter aircraft that is expected to
replace Eurofighter, Panavia Tornado
and Dassault Rafale from 2035. The
agreement included a concept study
that would be completed by the end
of this year. Early NGWS concepts had
tailless designs, but now they have
twin tails like the Lockheed Martin
F-22 Raptor and the Lockheed Martin
F-35 Lightning II.
According to FCAS industrial partner
Dassault Aviation, overall, FCAS is
a system of systems. It combines a
wide range of connected elements
operating jointly. These elements
include the NGWS fighter, medium-
altitude, long-endurance unmanned
aerial vehicles, future cruise missiles,
drones flying in swarms, and the
partner nations’ existing piloted
aircraft. FCAS will be interoperable
with satellites, NATO systems and
land and naval combat systems.
In April 2018, Dassault and Airbus
announced they would co-operate
on FCAS. In an April 2018 statement,
Dassault and Airbus said their joint
roadmap included proposals for FCAS
demonstrators by 2025.
In February 2019, Germany and
France announced a joint engine
project for the NGWS and a joint
production agreement, which allowed
for additional partners. The jet engine
is to be developed by France’s Safran
Aircraft Engines and Germany’s MTU
Aero Engines, based in Munich. The
engine’s low-pressure turbine and the
high and low pressure compressors
are to be made by MTU, while Safran
is responsible for the combustion
chamber, high-pressure turbine,
and afterburner.

www.Key.Aero // September 2020 31

26-31 FCAS KC JS JH.indd 31 23/07/2020 18:17

 This shot of aircraft N-1 clearly shows
the 38-foot prop-rotors, sponsons, larger
than those fitted to MV-22B and CV-22B
variants, and the AAQ-27 imaging sensor
mounted under the forward fuselage.
Naval Air Systems Command/
Erik Hildebrandt

32 September 2020 // www.Key.Aero

32-39 Osprey KC JH.indd 32 23/07/2020 18:15

 Faster,
f
newest urther, fuller! T
aircraft h
WORDS delivers e US Navy’s
by Mark on all fr
Ayton onts.

www.Key.Aero // September 2020 33

32-39 Osprey KC JH.indd 33 23/07/2020 18:15

 TYPE REPORT // CMV-22B OSPREY

A
MID THE BELLOWING
thrum of twin rotors, the Above: CMV-22B
fully-loaded Osprey eases N-1 on the type’s
maiden flight
forward on the carrier flight
from the Bell
deck and within a meter Military Aircraft
there’s air between tyre and Assembly and
Delivery Center
non-skid coating. With nacelles rotated
at Amarillo, Texas
near-vertical, the two 38-foot diameter on December 19,
blades lift it quickly. With surprising 2019. Bell-Boeing Greyhound, a gutsy turboprop cargo at NAS Norfolk, Virginia, in a few
grace, the ugly-duckling glides out aircraft, since 1985. years’ time.
Right: Essence
across the ocean. of the COD This year, the first C-2A(R) has been The retiring Greyhound is being
While certainly not as elegant as its role, delivery of withdrawn from service. A flight-test superseded by the tiltrotor CMV-22
cargo. Logistics
namesake hawk, this versatile and hardy aircraft assigned to Naval Air Station Osprey, a versatile machine that meets
specialists
CMV-22B tiltrotor is a new addition unload a C-2A(R) (NAS) Patuxent River, Maryland, BuNo the official aerial resupply and logistics
to the US Navy’s logistics, and will be Greyhound 162142 made its final flight on March for sea basing requirements, and will
assigned to Fleet
the carrier fleets’ delivery service for 19. This hardy aircraft will be placed on provide the US Navy with operational
Logistics Combat
decades to come. Under current plans, Support Squadron display at the base museum. capabilities not available from
44 Ospreys have been allocated. (VRC-30) on the Aircraft 142’s retirement is a precursor the Greyhound.
flight deck of the
For US Navy super-carrier groups, with to the Greyhound’s full withdrawal from COD, the CMV-22B’s primary mission, is
aircraft carrier
over 6000 crew on a Nimitz-class vessel USS John C fleet service, a process that begins with officially defined by the navy as the use
alone, the carrier-onboard-delivery Stennis (CVN 74). Fleet Logistics Multi-Mission Squadron of aircraft to transport people and cargo
US Navy/Mass
(COD) role is crucial. Logistics support 30 (VRM-30) ‘The Providers’, based at from a forward logistics site to a CSG.
Communication
to carrier strike groups (CSG) has been Specialist 3rd NAS North Island, California. It will end A COD detachment typically includes
fulfilled by the Grumman C-2A(R) Class Will Tyndall with VRM-40 ‘Rawhides’, based two Greyhound aircraft and supporting

34 September 2020 // www.Key.Aero

32-39 Osprey KC JH.indd 34 23/07/2020 18:15

 personnel. In future, they’ll feature Previously-dry bays in the mid-wing
Above: Two
generations of three CMV-22Bs. are now home to right- and left-hand
carrier onboard Other missions tasked to the CMV-22B fuel cells. The supplementary tanks,
delivery aircraft will include vertical on-board delivery, increase the total fuel load by 5,545lb
on the runway at
Patuxent River vertical replenishment (lifting supplies (2,515kg) to 17,245lb (7,820kg). That’s
on March 19, the from one ship to another), medical critical in enabling the CMV-22B to
day that C-2A(R) evacuation, naval special warfare, search carry 6,000lb (2,720kg) of cargo for
BuNo 162142
made its final and rescue, humanitarian assistance/ 1,150nm (2,130km).
flight with Air Test disaster relief, and missions of state. These alterations forced the relocation
and Evaluation of several systems, including elements
Squadron 20.
Naval Air Systems Osprey evolution of the fire suppression system, hydraulic
Command/ Jointly built by Boeing in Philadelphia and lines, aircraft wiring, plus changes to
Erik Hildebrandt Bell Helicopter Textron in Amarillo, the the fuel management system. It also
Below: CMV-22B CMV-22B is the latest variant of the Osprey required structural reinforcement and
BuNo 169435 tiltrotor family. It’s largely similar to the the re-routing of fuel lines.
(N-1) during a CV-22 and MV-22 variants, with additional To further extend its range, the
photo flight
from Naval Air navy-specific systems fitted. baseline CMV-22B has a receiver-only,
Station Patuxent The biggest visual differences on aerial refuelling capability.
River, Maryland. the CMV-22B are the larger fuselage The wing structure was modified to
Naval Air Systems
Command/ sponsons which house additional fuel address water ingress. This involved a
Erik Hildebrandt tanks, to meet the navy’s requirements. change from sealant to transfer tape,

www.Key.Aero // September 2020 35

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 TYPE REPORT // CMV-22B OSPREY

Left: CMV-22B
N-1 arrives at
NAS Patuxent
River, Maryland
on February 2,
2020. The aircraft
which eliminates curing time, and allows system, and the APR-39A radar signals is assigned to
Air Test and
for cleaner removal in the future. detection device. Evaluation
Evolving the CMV-22B also allowed Squadron 21
further cost and weight savings via the use A big load (HX-21), the
resident
of 3D printing; primarily in barrier clips, Within a year, the USS Carl Vinson (CVN rotary-wing
fuel cell cones and spacers. 70) will deploy with an F-35C Lightning developmental
Other navy-specific systems II squadron onboard. The C-variant is test organization.
Naval Air Systems
are a high-frequency radio, for designed for catapult launches and Command
beyond-line-of-sight communications, arrested recoveries, plus its wing tips fold
a passenger public-address system and up and it features reinforced landing gear, Right: In May
2015, a NAVAIR
all-new NVG-compatible cabin lighting, for for those ‘robust’ carrier recoveries. cargo team
loading cargo at night. Enhanced imaging, Strike Fighter Squadron 147 (VFA-147) airlifted an F135
for low-visibility flying, is generated by a ‘Argonauts’ will embark on the navy’s engine power
module to the
mid-wavelength, infrared AAQ-27 sensor. inaugural F-35C deployment as part of USS Wasp
Meanwhile, aircraft survivability Carrier Air Wing 2 (CVW-2) bound for the (LHD-1), using an
equipment includes the ubiquitous Pacific and Indian Oceans. Three CMV-22Bs MV-22B… to
ensure it was
AAR-47 missile warning set, the are planned to support that deployment, possible!
ALE-47 countermeasure dispensing and they’re essential, because the tiltrotor US Navy

36 September 2020 // www.Key.Aero

32-39 Osprey KC JH.indd 36 23/07/2020 18:16

 COD has the ability to carry the F-35C’s
F135 engine power module; something
the C-2 couldn’t do.
Above: The
Airlifting the F-35C’s Pratt & Whitney CMV-22B will
power module in its standard storage soon be one was developed with Pratt & Whitney, and Air Test and Evaluation Squadron
container, was an uphill struggle. With its of the primary was narrowed and shortened by 6 and Two One (HX-21), which is located
sources of cargo
accompanying skid, the total weight to delivery for the US 14 inches respectively (150 and 355mm). at Patuxent River, for testing. Aircraft
be hauled – 9,350lb (4,240kg) – presented fleets. US Navy Its weight was also reduced by 2,250lb N-1 is fitted with instrumentation to
an impossible challenge to NAVAIR’s COD (1,020kg), making the total weight of the collect initial data on the new fuselage
Right: A bespoke
team; it was just too big. sled had to module and skid around 7,100lb (3,220kg). frame structure. This enables flight-test
In May 2015, a NAVAIR cargo team be created to Still, its bulk creates a larger logistical engineers and test pilots to assess any
demonstrated the loading of an F135 complete the footprint compared to previous structural and flying-quality differences
Osprey’s F135
engine power module onto an MV-22B, engine mission. non-F-35C-equipped air wings. According between a CMV-22B and an MV-22B
and airlifted it to the USS Wasp (LHD-1). Even then there to the Office of the Secretary of Defense aircraft. The second aircraft, N2, is fitted
The demonstration used a prototype skid was no room for operational test and evaluation director’s with a more extensive instrumentation
the engine’s usual
with integral vibration dampers, which protective cover. annual report (2019), this may mean some package, as required for the loads and
was secured with 16 straps. This new skid US Navy shipboard resupply operations are riskier handling qualities testing.
and take longer. These increases are not Flying N-1 from the Bell Military Center
GREYHOUND AND OSPREY CHARACTERISTICS all F-35C-related, though, the planned air in Amarillo, Texas, developmental test
C-2A(R) Greyhound CMV-22B Osprey wing includes additional other aircraft. pilots made the type’s maiden flight
Crew Two pilots, two aircrew Two pilots, two aircrew on December 19, 2019. Since that
Max pax
Max payload
26
10,000lb (4,535kg)
24
20,000lb (9,070kg)
Flight test milestone, a joint team of Bell and
To date, Bell-Boeing has built two NAVAIR test pilots executed a standard
Cargo space 872ft3 (24.7m3) 739ft3 (20.9m3)
fleet-representative CMV-22B test aircraft: aircraft shakedown flight test matrix,
Max speed 343 kts (635km/h) 280 kts (518km/h)
Cruise speed 251 kts (465km/h) 241 kts (446km/h) BuNo 169435 and 169436 (N-1 and N-2). sufficient to clear an aircraft operating
Range 1,000nm (2,400km) 1,150nm (2,130km) Both aircraft have been assigned to Naval envelope for the 1,500-mile (2,410km)
Service ceiling 30,000ft (9,144m) 25,000ft (7,620m) Air Warfare Center Aircraft Division’s ferry flight to Patuxent River.

www.Key.Aero // September 2020 37

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 TYPE REPORT // CMV-22B OSPREY
N-1 arrived at HX-21 from Amarillo on
February 2, 2020: it was the first flight of
the aircraft outside of the manufacturer’s
test area. Aircraft N-2 arrived there in May.
CMV-22B developmental and
operational testing (DT and OT) is being
conducted by two resident units. HX-21
is leading the DT effort, while the OT
phase will be undertaken by Air Test and
Evaluation Squadron 1 (VX-1) ‘Pioneers’.
DT events will be followed by OT, with
some tests undertaken in parallel because
of crossover.
Interestingly, aircrew carrier
qualifications for the OT phase will be
the first time a CMV-22B flies on and off a
carrier. That’s because a carrier-suitability
phase was deemed unnecessary, thanks to
earlier risk-reduction events flown by the
MV-22B variant.
Flight deck operations
Discussing the impact of the
CMV-22B to carrier flight-deck operations,
Fleet Logistics Multi-Mission Wing’s
commodore, Captain Dewon Chaney,
said there will be changes to the way the
flight-deck crew plan for recovery of a
CMV-22B versus a C-2A(R), and confirmed
38 September 2020 // www.Key.Aero
32-39 Osprey KC JH.indd 38
that navy crews have already flown
MV-22Bs around super carriers at sea. He
said: “The aircraft integrates with
fixed-wing operations seamlessly.”
Packing two powerful 38ft diameter
tiltrotors, the rotor wash of any version
of the V-22 affects deck handling, taxiing,
take-off and landing procedures. Capt
Chaney said that when the aircraft is
on deck, the engines will be throttled
down to minimize rotor wash, and the
nacelles are also modulated to mitigate
any possible impact of deck heating. He
said: “The aircraft taxis around the flight
deck just fine. We modulate the nacelles to
generate forward motion, that’s different
to other aircraft which must apply power
to taxi forward. In some scenarios, the
CMV-22B will be hooked up to a towbar
for precise parking. The aircraft also
folds down quite nicely, if it’s required
to shut down and spot [park] for long
periods of time.
“A CMV-22B will conduct a rolling short
take-off [STO] with the nacelles angled
forward to allow for a heavier gross weight
take-off, essential for a logistics aircraft.
With wind over the deck and the aircraft
in STO configuration, the CMV-22B will
be able to take-off safely in operating
envelopes up to maximum gross weight.
This provides a significant advantage over
vertical take-offs [VTO], and significantly
reduces rotor wash on the deck.”
Capt Chaney went on to explain that
the entire landing area of an aircraft
carrier is a secured area during flight
operations: “Access is strictly controlled
by close coordination between the air
boss [positioned in the tower] and the
handler [positioned in flight-deck control].
The aircraft will take-off or land inside the
Below left: confines of the landing area foul lines. The
A C-2A(R) primary departure position will be from an
Greyhound
assigned to Fleet area just forward of the arresting gear for a
Logistics Combat STO from the angled deck.”
Support Squadron When landing, the CMV-22B will operate
30 (VRC-30)
‘The Providers’ as a logistics aircraft at high gross weight.
prepares to While it has the capability to land and
launch from the take-off with sidestep procedures, this
aircraft carrier
USS John C increases risk of downwash, and limits
Stennis (CVN 74). the aircraft gross weight capabilities
US Navy/Petty within its operating envelope.
Officer 3rd Class
Walter Wayman Consequently, the CMV-22B will operate
as a fixed-wing aircraft for recoveries,
Below: The first entering the standard pattern and flying
CMV-22B Osprey
assigned to normal fixed-wing visual and instrument
Fleet Logistics flight rule (VFR/IFR) recovery procedures.
Multi-Mission This will culminate in an approach and
Squadron (VRM)
30 lands at no-hover landing up the stern of the ship,
Naval Air Station lined up with the landing area centerline.
North Island. This procedure has already been exercised
The Osprey has
an increased during multiple CVN at-sea periods, and
operational range, has proven to be the most efficient, safe
greater cargo and expeditious recovery of the V-22
capacity, faster
cargo loading/ with the other types of aircraft in the
unloading, Carrier Air Wing.
increased Capt Chaney said: “The ability of
survivability
and enhanced the tiltrotor aircraft to integrate with
beyond- fixed-wing operations, and also operate
line-of-sight at night, will give the CVN a new level of
communications
compared to the flexibility to adjust operations, however
C-2A. US Navy required to accomplish the mission.”
23/07/2020 18:16
 For short turn-arounds, the CMV-22B,
which has several attachment points on
its fuselage, will use standard tie-down
chains and chocks. Once on deck, the
taxi director hands directional control
of the aircraft to the deck crew. With the
aircraft secured, the pilot will reduce
engine rpm to an idle. For longer
on-deck periods, the main engines will
be shut down, leaving only the auxiliary
power unit running.
Once loading is complete and the
aircraft’s ready to depart, the deck crew
will remove the chocks and chains.
The pilot will then receive clearance to
increase engine rpm, to bring all systems
up for flight.
Fleet activity
Away from the flight-test activity
at Patuxent River, Fleet Logistics
Multi-Mission Wing (VRMWING) at NAS
North Island, California, is responsible
for manning, training, and equipment
for all future CMV-22B operational and
training squadrons.
According to Chaney, VRM-30 ‘Titans’
is already established at North Island,
to be followed by VRM-50 the Fleet
Replacement Squadron, then a forward
deployed detachment overseas dubbed
VRM-30 FDNF, and finally a second
operational squadron VRM-40 based at
NAS Norfolk, Virginia.
Despite the challenges presented
during the COVID-19 pandemic, the
Bell-Boeing teams in Amarillo and
Philadelphia, delivered the first
fleet aircraft, CMV-22B BuNo
169437, to VRM-30 on-time on
June 22, 2020.
32-39 Osprey KC JH.indd 39
An initial cadre of 11 pilots (dubbed of aircraft carriers following a specific
Navy Tilt-Rotor Aircraft Commanders or fleet-training model. As with all navy
NTACs) and 17 enlisted aircrew (crew type-model-series aircraft and helicopters,
chiefs) undertook or are undertaking the Naval Air Warfare Development
transition training to the CMV-22B. Command will be involved with
Specifically, training is provided by marine developing tactics, techniques and
Medium Tiltrotor Training Squadron 204 procedures for CMV-22B mission sets.
(VMMT-204) based at Marine Corps Air For its first deployment (with CVW-2),
Station New River, North Carolina. Part of VRM-30 is only required to deploy one
the course is dedicated to the introduction detachment in support of theatre security
of air delivery cargo procedures. operations, a requirement that can mostly
Other marine corps Osprey units are also be filled by the existing MV-22 capability.
training navy crews. Full operational capability, anticipated
The navy’s own training squadron, around FY2023, will require the CMV-22B
VRM-50 will be established at North to demonstrate some of its unique range
Island this October, and begin a phased and force integration capabilities, and the
take-over of navy aircrew training from ability to support combat operations.
Above: Like this VMMT-204 between FY2022 and FY2024. Though Chaney would not comment
MV-22B of the
Japan Ground In the medium and long-term, it is on any specific carrier involved with the
Self-Defense essential for the navy to have its own CMV-22B’s IOC and work-up cycle, he
Force, the CMV-22B training squadron, simply confirmed VRM-30 will work with a carrier
CMV-22B folds up,
‘Transformerlike’, because its V-22 mission is very different throughout that period to ensure that
for more compact to how the US Marine Corps employs the entire team (elements of the ship’s
storage. the aircraft. Unsurprisingly, navy training company and the flight deck crew) is
Tom Kaminski
will focus on carrier strike group logistics, ready to operate in and around
Below: and long-range missions in support the CMV-22B.
Maintainers
assigned to
Fleet Logistics
Multi-Mission
Squadron 30
(VRM-30) ‘The
Providers’
marshal the
squadron’s first
CMV-22B Osprey
to a parking
spot after its
arrival at Naval
Air Station North
Island, California.
US Navy/Mass
Communication
Specialist 2nd
Class Chelsea
Meiller
www.Key.Aero // September 2020 39
23/07/2020 18:16
 40 September 2020 // www.Key.Aero

40-42 Glory Days KC JS.indd 40 24/07/2020 16:07

 On the day of the record
surge, the 108th TFW 127 sorties in a day? It’s a piece of cake, with
flew 16 F-4E Phantoms.
Most were painted in the right aircraft, ground crew and pilots
the newer Hill II grey
camouflage scheme, but REPORT Dr. Richard Porcelli
a few holdovers had the
A
older Euro I wrap-around
green/grey scheme.
All images courtesy of CARDIAC ‘STRESS TEST’ is
NJANG Heritage Center an exercise that evaluates
via Richard Porcelli
the heart’s performance
during a period of
exceptionally strenuous
activity. For combat air
units, the equivalent to a stress test
is a mission surge exercise. It too is
aimed at an evaluation of performance
during a period of exceptionally high
activity. It is a type of readiness
exercise pushing units to conduct
higher-than-ordinary flight
operations, to simulate the
operating tempo that would
be required to support a real,
wartime mission.
We are all impressed with photos
of an ‘elephant walk’, where a
squadron, or multiple squadrons
of aircraft, taxi together prior to
a minimum interval takeoff. An
‘elephant walk’ could be part of
a maximum sortie surge, but it
only reflects one aspect – getting
40-42 Glory Days KC JS.indd 41
as many aircraft in the air at once. A true
mission surge exercise is more than
that, as aircraft have to be generated,
armed, launched, recovered, refueled,
rearmed, etc, a number of times during a
short period.
For Air National Guard (ANG)
units, surge exercises are often
linked to ‘Drill Weekends’, prior to
a deployment, or part of an ORI
(Operation Readiness Inspection).
A high-rate-of-flight-operating tempo
is maintained for one or more days to
simulate the support of a war scenario.
The unit does essentially the same thing
it does in every day flying, but in a more
intense manner, stressing all aspects of the
chain that puts the aircraft into the fight.
What is believed to be the world record
for surge operations, not surpassed since
then, was set on November 3, 1990, by
the 108th Tactical Fighter Wing, New
Jersey ANG.
Based at McGuire AFB, that unit’s flying
squadron, the 141st Tactical Fighter
www.Key.Aero // September 2020 41
24/07/2020 16:07
 OPERATIONS REPORT // WORLD-RECORD SURGE OP
Squadron, had a history of impressive
combat surges. In May 1978, while still
flying the Republic F-105B Thud, 18
aircraft flew 56 sorties in one day, all
without incident.
Then in 1982, after transitioning to the
McDonnell F4E Phantom II, the squadron
achieved 100 sorties in two days,
resulting in an ‘outstanding’ rating in the
employment phase of an ORI.
In the late 1980s, while flying the F-4E
Phantom II, the 141st TFS had set the
record for most squadron flights in a
day… an impressive 90 sorties. When
the squadron learned that their Rhinos
were shortly to be replaced by the F-16
Viper (though that was eventually not
to happen!), squadron CC, Lt Col Larry
Mastny and Ops Lt Col Frank McVeigh
decided to try for a new record.
Ass’t Ops Lt Col Laird Johnson devised a
flying schedule with the aim of breaking
that record during the November 3, 1990,
drill weekend. The plan was for 18 F-4Es to
participate in a bombing competition held
at the Warren Grove Range, each dropping
six practice bombs. A total of 128 sorties
were scheduled for 32 crews, flying from
dawn to dusk.
The first mass briefing at 0400 was for
four flights of four Rhinos. Taking off at
20-minute intervals, this group attacked
the bombing range until noon. The
second mass briefing, at 0930, was for the
second four flights of four aircraft each,
42 September 2020 // www.Key.Aero
40-42 Glory Days KC JS.indd 42
taking to the skies at noon. The last of
those aircraft was off the bombing range
by 1630.
The wing’s 108th Consolidated
Aircraft Maintenance Squadron (CAMS)
achieved distinction by generating the
full squadron of 18 Rhinos and servicing
them in less than 60-minute turns
between missions.
Of the 128 scheduled sorties, 127 were
actually flown, delivering a fully mission
capable rate of 99.2%, while at the same
time setting the world record for a combat
sortie surge. A total of 758 BDU-33 practice
bombs were dropped.
According to Col (ret) Laird Johnson:
“The only abort was the first aircraft of the
first flight, but the aircraft was repaired in
time for a following wave.
“The surge was accomplished on a
drill weekend with both full timers and
part timers – lots of people to fly and fix
the jets.”
The combat heritage of the 108th FW
is a long and rich one. It can trace its
ancestry all the way back to the 141st
Aero Squadron, which fought on the
Western Front in France in 1918, under the
leadership of star Princeton athlete, Capt
Hobey Baker.
Its ‘bloodline’ continued through the
341st FS/348th FW – the first to fly the
P-47 Thunderbolt in the Pacific in World
War II, under the wing CC posthumous
Medal of Honor winner, Col Neal Kearby.
After the war, as part of the New
Above: LtCol Jersey ANG, the 108th flew a series of
Richie Griffen
celebrates after high-performance, piston-engined,
leading the last then jet-powered fighters, in
flight, FANG 01-04, both fighter-interceptor and
of the record-
breaking surge. fighter-bomber missions.
NJANG Heritage Unfortunately, the F4E Phantom was
Center the end of the fighter line. They did not
Below: The tiger transition to the F-16 as planned, but in
nose art pays 1991 they traded their Rhinos for KC-135Es
homage to 141st Stratotankers and the air-to-air
Aero Squadron’s
first CO, Capt refueling mission.
Hobey Baker. However, that’s a story for another day.
24/07/2020 16:07
 I NT E R NAT I O N AL SU B SC R I P T I O N O FF E RS

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330 CAJ Bundle fp SEP20.indd 43 24/07/2020 11:37

 Sailors assigned to fleet
logistics support squadron
VR-57 carry out maintenance
on one of the squadron’s
C-40As at NAS North Island,
in Coronado, California, on
August 5 2017. US Navy/MC1
Chad M Butler

More than 10,000 Boeing 737 aircraft have taken to the skies.
Though relatively few have been for military use, the US Air
Force and US Navy operate 28 of them in airlift roles.
REPORT Tom Kaminski

44 September 2020 // www.Key.Aero

44-49 Boeing Clipper KC JH JS.indd 44 23/07/2020 18:15

 BOEING C-40
CLIPPER
THE US MILITARY took delivery of its first
Boeing 737s in September 1973. The
initial examples of the 200-series airliner
entered service with the USAF’s 323rd
Flying Training Wing (FTW) as navigational
trainers at Mather AFB, California.
Designated T-43A, the aircraft performed
that role until the last examples were
retired in September 2010.
In addition to operating as navigational
trainers, six of the 19 ‘Navigators’ were
converted for airlift missions under the
designation CT-43A, serving with active
duty and Air National Guard (ANG)
units. One aircraft was written off in an
April 1996 crash in Croatia that killed 35
personnel including the US Secretary
of Commerce.
In later years, three additional T-43As
were converted to airliner configuration
and operated by defense contractor EG&G
in support of operations at the Area 51 test
facility in Nevada. The last T-43As, assigned
to the 12th FTW at Randolph AFB, Texas,
were retired in September 2010.
Derived from Boeing’s four-engine
707 and triple-engine 727, the 737-100
first flew from Boeing Field in Seattle on
April 9, 1967, and entered service with
Lufthansa on February 10, 1968.
MARINE CLIPPERS
C-40A BuNo 166693 taxies after arriving on MCAS
Kaneohe Bay, Marine Corps Base Hawaii, in July
2019. USMC/Sgt Jesus Sepulveda Torres
C-40A BuNo 166693 taxies after arriving
on MCAS Kaneohe Bay, Marine Corps Base
Hawaii, in May, 2019. USMC/Private First
Class Samantha Sanchez
44-49 Boeing Clipper KC JH JS.indd 45
The stretched -200 series that followed,
flew on August 8, 1967 and joined United
Airlines’ inventory on April 28, 1968.
Both variants of the short- to medium-
range twin-jet airliner were powered by
Pratt & Whitney JT8D turbofan engines.
Although -100 production included just
30 aircraft, the -200 version was far more
successful with 1,095 produced.
Now referred to as ‘Classics’, the 1,988
-300, -400 and -500 series aircraft that
followed were equipped with more
powerful and efficient General Electric
CFM5 high-bypass turbofan engines.
Launched on June 23, 1993, the 737-X
program resulted in the development
of seven new variants of the aircraft
that became known as Next Generation
models. The project started with the
110.33ft (33.63m) 737-300X, which
became the 737-700. It first flew on
February 9, 1997 and was followed by
the longer -800 (129.5ft) and shorter -600
(102.5ft) and finally by the even longer
-900 (138.25ft) versions.
Production of the three 737 models
totaled an impressive 6,938 aircraft.
A corporate version of the 737-700
was launched on July 2, 1996 as a joint
venture between Boeing and General
Electric. Dubbed the Boeing Business Jet
(BBJ1), it married the 737-700 fuselage
with the 737-800’s strengthened wings
and landing gear, and more than 120
have been produced.
The USMC operated a pair of C-9Bs
until April 2017 when the Skytrain
IIs assigned to Marine Transport
Squadron 1 (VMR-1) ‘Roadrunners’
were finally retired and stored at the
Mojave Air & Space Port in California.
The squadron, which had been
stationed at MCAS Cherry Point, North
Carolina, later relocated to NAS Fort
Worth JRB, in December 2017, in a
move that coincided with its transition
from the active duty marine corps
to the Marine Corps Reserve. Since
relocating to Texas, VMR-1 has been
sharing the responsibility for C-40As
assigned to the US Navy’s VR-59, while
it awaits its own Clippers. Under the
terms of a two-year $118.6 million
US Navy contract awarded in July
2019, AAR Government Services will
acquire two Boeing 737-700 (IGW)
series aircraft and modify them to
the C-40A configuration. Funded
by the 2018 NDAA, the pre-owned
737s will be delivered to VMR-1 by
September 2021.
www.Key.Aero // September 2020 45
23/07/2020 18:15
 TYPE REPORT // C-40 CLIPPER
NAVAL CLIPPERS
The US Naval Air Systems Command
(NAVAIR) issued a formal request for
proposals associated with the purchase
of a Navy Unique Fleet Essential Airlift
Replacement Aircraft (NUFEA-RA) in April
1997. It was intended as a replacement
for the service’s fleet of 15 C-9B and
12 DC-9 series Skytrain II aircraft that
operated in the medium lift intra-theater
transport role. Although still viable, the
C-9B/DC-9s series no longer met noise
A C-40A assigned requirements and their avionic systems
to fleet logistics were rapidly becoming outdated. The
support squadron
VR-59 departs aircraft were operated by five of the
MCAS Kaneohe Naval Reserve’s 11 fleet logistics support
Bay, Hawaii, in squadrons (VR). Assigned to the Naval
April 2004. The
Clipper was Reserve’s Fleet Logistic Support Wing,
moving personnel the VR squadrons provide 100% of the
in support of the navy’s organic intra-theater logistics airlift
deployment of
patrol squadron capacity. As part of their domestic and
VP-4. The ‘Lone international operations, the squadrons
Star Express’ was conduct rotational deployments at
the first squadron
to transition from Bahrain International Airport, Bahrain; NAS
the C-9B to the Sigonella, Italy; and NAF Atsugi, Japan, in
C-40A. US Navy/ support of the US Fifth, Sixth and Seventh
Journalist Petty
Officer 3rd Class Fleets. The NUFEA provides the fleet
Ryan C McGinley with global, fast-response, intra-theater
46 September 2020 // www.Key.Aero
44-49 Boeing Clipper KC JH JS.indd 46
logistics support. Two additional C-9Bs
were operated in the Operational Support
Airlift (OSA) role by the USMC.
On August 29, 1997, NAVAIR
awarded Boeing an $111 million
contract covering the purchase of two
737-700C Increased Gross Weight
Quick Change (IGW QC) series aircraft.
The -700C (Convertible) was launched
in September 1997, following receipt
of the US Navy order. It was based on
the BBJ1 airframe, but modifications
incorporated an 11 x 7ft (3.35 x 2.13
m) forward cargo door, a new cargo
handling system, an integrated aft air
stair, and it was capable of operating
at an increased gross weight of up to
171,000lb (77,564kg).
Powered by two 24,200lbf (107.6kN)
GE Aviation CFM56-7B24 high-bypass
turbofans, the aircraft has a maximum
range of 3,200nm (5,9260km) and can
operate at altitudes as high as 41,000ft
(12,497m). Based on the Boeing 777’s
flight deck, the aircraft’s advanced
digital ‘glass’ cockpit features an
Electronic Flight Instrument System that
includes five flat-panel LCDs, a dual
flight-management computer
system with integrated GPS, and
reduced-vertical-separation-minimum
capability. It also boasts traffic collision
avoidance (TCAS II), enhanced ground
proximity warning (EGPWS) and
predictive wind shear systems, as
well as a head-up display and TACAN/
UHF/IFF functions. When delivered,
the aircraft were compatible with the
Global Air Traffic Management/Future
Air Navigation System (GATM/FANS)
Required-Navigation Performance
(RNP1-) operating environment.
Considered a commercial-off-the-shelf
(COTS) procurement, the 737-700C
received type certification from the
Federal Aviation Administration on
August 31, 2002. In addition to being
purchased using commercial best
practices, the fleet is maintained in
accordance with an FAA-approved
maintenance plan. Heavy maintenance
for the C-40A fleet is currently carried
out by the AAR Corporation under a
five-year $104.9 million contract awarded
in March 2016. The work is carried out at
AAR’s Maintenance, Repair and Overhaul
facility at Will Rogers World Airport in
Oklahoma City.
Designated C-40A, the aircraft was
certified to operate in all-passenger,
23/07/2020 18:15
 all-cargo variant or ‘combi’ configurations.
The three configurations allow the aircraft
to alternately carry up to 121 personnel,
36,000lb (16,329kg) of cargo on eight
pallets, or up to 15,000lb (6,804kg) of
cargo on three pallets and 70 passengers
on the main deck. Although the early
C-40As were delivered without winglets,
the devices were installed from the ninth
(BuNo 166693) aircraft and retrofitted to
the earlier aircraft. The winglets reduced
drag by 5-7 percent, which improved fuel
efficiency by 5.9 percent, boosted range
by 150nm (278km) and increased the load
by 6,000lb (2,722kg).
The C-40A first flew when BuNo 165829
carried out its initial flight from Renton
Municipal Airport, Washington, on April
14, 1999. Following a series of test flights,
it was ferried to Boeing’s Wichita facility in
Kansas where cargo modifications were
incorporated. It was formally unveiled at
Boeing Field in Seattle on September 9,
2000. The first two C-40As were delivered
to VR-59 ‘The Lone Star Express’ at NAS
Fort Worth Joint Reserve Base, Texas
on April 21, 2001. The squadron had
concluded C-9B operations earlier in
October 2000. The first (of three) examples
was assigned to VR-58 ‘Sunseekers’ at
NAS Jacksonville, Florida, on March 28,
2002 and the VR-57 ‘Conquistadors’
44-49 Boeing Clipper KC JH JS.indd 47
accepted the last of the initial six Clippers Delivery of the 17th and final
on October 28, 2002. VR-57 at NAS North new-build C-40A to VR-57 occurred
Island, California, flew its final C-9B sortie on October 23, 2019. Although the
Above: One of
three C-40As in March 2005 and transitioned to the service’s full requirement includes 23
operated by the C-40A in August of that year. aircraft, the delivery of BuNo 169793 to
‘Conquistadors’ VR-56 ‘Globemasters’ followed, and its NAS North Island, completed the navy’s
of fleet logistics
support squadron transition to the C-40A began in May 2011. base requirement. An almost year-long
VR-57 departs Its first Clipper arrived at NAS Oceana, grounding of the Navy’s C-130T fleet that
NAS North Island, Virginia, on March 2, 2012, following began in 2017 caused the service to rely
in Coronado,
California, for its transfer from VR-57. VR-61 ‘Islanders’ heavily on its Clippers, which operated at
a mission in retired the last US Navy Skytrain II at NAS maximum capacity to compensate for the
February 2018. Whidbey Island, Washington, on June loss of airlift capabilities.
The Clipper
supports the 29, 2014, and the squadron’s first C-40A The initial group of five C-40As was
Navy Unique Fleet arrived on November 21, 2014. Transition funded under National Guard and Reserve
Essential Airlift of the final squadron to the C-40A was Equipment Appropriations. Ten that
(NUFEA) mission
worldwide. completed on July 26, 2019, when VR-51 followed were funded as congressional
US Navy/ Windjammer’s second Clipper arrived add-ons to the respective parts of the
Raymond Rivard at MCAS Kaneohe Bay, Hawaii. The National Defense Authorization Act
Right: A C-40A ‘Windjammers’, which previously operated (NDAA). The final pair of naval Clippers
assigned to the C-20G variant of the Gulfstream IV, had was authorized as part of a supplementary
fleet logistics accepted their first aircraft in May 2019. budget in Fiscal 2017.
support squadron
VR-61 prepares
to depart
from Stewart
Air National
Guard Base in
Newburgh, New
York, in August
2019. Known as
the ‘Islanders’,
VR-61 is
stationed at NAS
Whidbey Island,
Washington.
Tom Kaminski
www.Key.Aero // September 2020 47
23/07/2020 18:15
 TYPE REPORT // C-40 CLIPPER

AIR FORCE VARIANTS

The USAF operates a fleet 11 737-700
series BBJs under the designations
C-40B and C-40C. The Clippers include
four C-40Bs that are assigned to the Air
Mobility Command’s 89th Airlift Wing
(AW), and seven C-40Cs operated by the
Air Force Reserve Command and ANG,
and are ‘gained’ by AMC. The C-40B is
Above: C-40B
serial 01-0040 based on the 737-7DM and 737-7FD
wears the civil (BBJ1). Like the C-40A, it features the
registration 737-800’s strengthened wing and
N371BJ during
a pre-delivery landing gear, but it is not equipped with
test flight. The a cargo door or handling equipment.
Boeing 737-7DM Designed to be an ‘office in the sky’ for
is assigned to
the 89th Airlift senior military and government leaders,
Wing’s 1st Airlift the C-40B features a crew rest area
Squadron at Joint equipped with four business class seats,
Base Andrews
AFB, Maryland. dual communications system operator
It was originally stations, a conference/staff area with eight
delivered to the business class seats and work tables, and
squadron in
December 2002. a distinguished visitor compartment with
Boeing sleep area, two business class seats and a
workstation. The communications facilities
are extensive: broadband data/video
transmit-and-receive capability, secure
and non-secure voice and data resources,
including wireless local area network and
internet access, plus a direct-broadcast
satellite television capability that permits
combatant commanders to conduct
business worldwide. The cockpits share
the same basic configuration as the C-40A.
Operated by a crew of 11, the C-40B
can carry up to 26 passengers in support
of global operations. While similar to
the US Navy’s Clippers, the aircraft
features a VIP interior, winglets, and
five extended-range fuel tanks. Power
is provided by two 27,300lbf (121.4kN)
CFM56-7B27 turbofans and its 60,000lb
(27,216kg) maximum fuel load provides an
intercontinental range of up to 5,000nm
(9,260km). The C-40B was selected to
replace the USAF’s C-137Cs (Boeing 707s)
in the Combatant Commander Support
Aircraft (CCSA) role, and a contract for
the medium-lift platform was awarded in
August 2000. The C-40B first flew in June
2002 and entered service with the 89th
AW 1st Airlift Squadron (AS) at Andrews
AFB, Maryland, on January 24, 2003. Serial
01-0040 was actually delivered to the wing
on December 6, 2002, but it completed
a 45-day initial operational capability
(IOC) assessment before being declared
ready for operations. The USAF initially
purchased three C-40Bs.
The 15th AW’s 65th AS at Hickam AFB,
Hawaii accepted its C-40B in February
2003 and the third was assigned to
86th AW’s 76th AS at Ramstein air base,
Germany, in December 2004. The fourth
and final C-40B was assigned to the 89th
in June 2005. Although it was initially
leased, the final C-40B was purchased in
December 2009.
The fleet was consolidated under the
89th AW at Andrews AFB, in 2019, when
the two C-40Bs assigned to PACAF and
USAFE were returned stateside. As part of
that move, two C-37As were reassigned
from AMC to USAFE and another
went to PACAF.
In September 2002, the service agreed
to lease up to four C-40 aircraft for a period
of seven years and awarded Boeing a
$217.7m contract. Under the agreement,
Boeing delivered two pre-owned and one
new C-40C airlift aircraft to the District of
Columbia ANGs 113th Wing. The wing’s
201st AS ‘Hoku’ received two leased
B737-7CPs that had previously been
operated by Ford Air Services in the UK,
on September 19, 2002. A contract for the
aircraft was awarded to Boeing Capital
Corporation (BCC Equipment Leasing)
earlier on August 6, 2001.

48 September 2020 // www.Key.Aero

44-49 Boeing Clipper KC JH JS.indd 48 23/07/2020 18:15

 The C-40Cs replaced the Squadron’s three
Boeing 727-100s that had operated under
the designation C-22B. A third C-40C
(737-7BC) was delivered to the unit
in August 2004. The aircraft provide
worldwide transportation for the
National Guard, Congressional Members/
Delegations, Department of Defense
officials and other government personnel.
The platform’s reconfigurable cabin can
accommodate as many as 111 passengers.
The C-40C can carry a full fuel load of
63,000lb (28,576kg) and burns it at a
rate of about 6,000lb (2,722kg) per hour, a $15.4 million contract to design and delivery of C-40A (169793) to VR-57
compared to the C-22B, which carried a integrate the system with the C-40A. Work in October 2019, Boeing continues to
maximum fuel load of 56,000lb (25401kg) to install the system in the initial Clipper produce a specialized variant based
and burned an average of 10,000lb will be completed by the end of 2021. on the – 800 series airframe for the US
(4,536kg) per hour. With almost double In April 2017, the 89th AW received the Navy’s P-8A Multi-Mission Maritime
the range of the C-22Bs, the C-40Cs can first C-40B equipped with an upgraded Aircraft program.
fly from Washington to Moscow, or from internet protocol-based, open architecture The Poseidon is currently scheduled
Washington to Hawaii, without requiring a communications network. More recently, to remain in production through
refueling stop. Boeing received a contract to upgrade the late-2023, but any additional sales would
The first of four new 737-7DM(WL) Right: C-40B C-40B/C aircraft to meet the Automatic extend that date. With production of
aircraft was delivered to the 73rd AS at serial 01-0040 Dependent Surveillance-Broadcast civil the 737NG series now completed,
during a stop at
Scott AFB, Illinois in February 28, 2007. Bagram air base,
mandate, and the mode 5 identification of should the US services decide to add
Three additional aircraft followed in July Afghanistan in friend or foe DoD mandate. additional Clippers to its fleet they
and November 2007 and November 2003. The clipper Although production of the 737NG would likely be based on the
was the second
2011. The unit shares responsibility for of four C-40Bs
series came to an end with the now-controversial 737 MAX.
the Clippers with the co-located 54th AS, delivered to the
which is an active-duty associate unit USAF. All of the IN SERVICE C-40S
aircraft are now Model BuNo/Serial MSN Variant Notes
assigned to the 375th Air Mobility Wing at assigned to
Scott. These new examples also received the 89th Airlift C-40A 165829 29979/496 B737-7AF
C-40C designation. The initial aircraft were Wing’s 1st Airlift C-40A 165830 29980/568 B737-7AF
Squadron at Joint
ordered in February 2005 and the contract Base Andrews C-40A 165831 30200/651 B737-7AF
for a fourth leased C-40C was awarded AFB in Maryland. C-40A 165832 30781/742 B737-7AF
in December 2009, delivery of which Andrews is home
to seven of the C-40A 165833 32597/1069 B737-7AF
occurred on November 18, 2011. The USAF’s 11 Clippers. C-40A 165834 32598/1174 B737-7AF
AFRC C-40Cs are flown by a nine-person USAF
C-40A 165835 33826/1548 B737-7AF
crew, comprising three pilots, four flight
Left: C-40C C-40A 165836 33836/1604 B737-7AF
attendants and two crew chiefs. serial 02-0203
The AFRC C-40C’s reconfigurable interior C-40A 166693 34304/1849 B737-7AF 1st C-40A equipped with Winglets
is one of three
typically features 40 business class seats, Clippers operated C-40A 166694 40573/3346 B737-7AF
by the District
two work areas with a conference table or of Columbia Air
C-40A 166695 40574/3413 B737-7AF
divan, and accommodation for 11 crew National Guard’s C-40A 166696 40577/3676 B737-7AF
members. Auxiliary fuel tanks extend 113th Wing at C-40A 168980 43827/5000 B737-7AF 5,000th 737NG
Joint Base
the aircraft’s range to approximately Andrews AFB, C-40A 168981 43828/5158 B737-7AF
4,400nm (8,149km). Maryland. It is one C-40A 169036 60329/5982 B737-7AF
Sustainment and modification of the of two 737-7CP
aircraft originally C-40A 169792 65395/7477 B737-7AF
USAF C-40B/C is provided by Boeing’s delivered to Ford C-40A 169793 65396/7587 B737-7AF
Executive Transport Services & Support Air Services in the
United Kingdom. C-40B 01-0015 32916/979 B737-7DM (BBJ)
(ETS&S) program under a seven-year, $319
Both were initially C-40B 01-0040 29971/684 B737-7DM (BBJ)
million contract, awarded in March 2018. leased by the
Beginning in October 2007, Northrop USAF before C-40B 01-0041 33080/1089 B737-7DM (BBJ)
Grumman’s AN/AAQ-24(V) Large Aircraft being purchased C-40B 02-0042 33500/1223 B737-7FD (BBJ)
outright. The
Infrared Countermeasures (LAIRCM) C-40C’s replace C-40C 02-0201 30755/545 B737-7CP (BBJ) ex-VP-BFO
system was installed on the C-40Bs. a trio of Boeing C-40C 02-0202 30753/481 B737-7CP (BBJ) ex-VP-BFE
Another upgrade provided the C-40B 727s that had
been operated C-40C 02-0203 33434/1211 B737-7BC (BBJ) ex-N703BC & N236BA
and the USAF’s four C-32A (Boeing 757) by the wing’s C-40C 05-0730 34807/1908 B737-7DM(WL) (BBJ)
aircraft with a common communications 201st Airlift
C-40C 05-0932 34808/2008 B737-7DM(WL) (BBJ)
suite. A program to equip the C-40A fleet Squadron under
the designation C-40C 05-4613 34809/2141 B737-7DM(WL) (BBJ)
with LAIRCM commenced in September C-22B. US Air
C-40C 09-0540 40706/3512 B737-7DM(WL) (BBJ)
2019, when the US Navy awarded Boeing National Guard

www.Key.Aero // September 2020 49

44-49 Boeing Clipper KC JH JS.indd 49 23/07/2020 18:15

 BIG SHOT // EUROFIGHTER MAKEOVER

The normally-conservative German Air Force gets ‘creative’ on its Typhoons

T
WO EUROFIGHTER
EF-2000GS aircraft with
exclusive, eye-catching
graphics were rolled out
in May, at their base in
Nörvenich, Germany.
The aircraft belong to the Taktische
Luftwaffengeschwader 31 ‘Boelcke’
(TaktLwG-31) Tactical Wing, named
after a famous World War One fighter
pilot, Oswald Boelcke.
Each plane is decorated with a
self-adhesive graphics material that is
approved by Airbus and has clearance
for one year’s use, though this can
be extended. Extensive coverings
like those pictured can take 200
square-meters of vinyl and add up
to 176lb (80kg) to the weight of
the aircraft.

Eurofighter 30+96, alias ‘Sword of Boelcke’, represents the past, present

and future of the Wing, and combines that message with the Eurofighter’s
key characteristics: energy, speed and dynamics. In 2021, TaktLwG-31
celebrates the 60th anniversary of its adoption of the ‘Boelcke’ name.

50 September 2020 // www.Key.Aero

50-51 Big Shot KC JH JS.indd 50 23/07/2020 18:15

 Aircraft 31+49 is adorned with Quadriga – Tranche 4 graphics. A Quadriga is a
chariot drawn by four horses abreast. These graphics represent the German
Air Force’s ongoing development, and the replacement of the old Tranche 1
Eurofighters. By 2023, existing Tranche 2/3 and all new German EF-2000s
will be fitted with Captor-E Mk.1 electronically scanned array (E-Scan) radars.

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 52 September 2020 // www.Key.Aero

52-55 Japanese F2 KC JH.indd 52 24/07/2020 16:11

 Plans are afoot to replace Japan’s aging
F-2 fighter jets. CAJ reveals that this
capable aircraft can still do its job.
REPORT by Chris Pocock
A
CCORDING TO THE plan,
Japan’s forthcoming
‘homegrown’ F-3 stealth
fighter, now in development,
will replace the fleet of
Mitsubishi F-2A/B fighters in
the Japan Air Self-Defense Force (JASDF).
However, if the F-3 takes as long to enter
service as the F-2 did, then the Japanese
version of the F-16 could be flying for
another 20 years.
First known as the FS-X, the F-2 project
was conceived some 35 years ago, with
a goal of advancing the capabilities
of Japan’s aerospace industry, as well
52-55 Japanese F2 KC JH.indd 53
as replacing the F-1, the country’s first Above: The million, about four times more expensive
Mitsubishi F-2
home-built warplane. can be outfitted than an F-16C.
It was controversial from the start, with with a number At Tsuiki air base on Kyushu, the
influential politicians in the US objecting of munitions for southern island of Japan, the 8th Wing
different roles.
to the technology transfer and some This example operates two of the JASDF’s four F-2
in Japan questioning its high costs. is carrying tactical fighter squadrons, the 6th and
About 60% of the development and four ASM-2 the 8th. Another operational squadron
anti-ship missiles
production was done in Japan, including and two AAM-3 is based at Hyakuri, and a conversion
final assembly of the 63 single-seat short-range squadron is at Matsushima. The F-2 is a
F-2As and 31 twin-seat F-2Bs, made for air-to-air missiles. multi-role fighter, so the pilots train for
All images Katsu
conversion training. Tokunaga both air-to-air and air-to-surface missions.
Mitsubishi flew the first of four F-2 Tsuiki is within flying time of training
prototypes in 1995, and deliveries started Left: Japan’s F-2 ranges for both missions.
fleet officially
five years later, continuing until 2011. entered service At the time of Combat Aircraft Journal’s
0In 2009, the unit cost was quoted as $127 in 2000. visit, both squadrons were in residence.
www.Key.Aero // September 2020 53
24/07/2020 16:11
 TYPE REPORT // MITSUBISHI F-2
However, the 8th Air Wing deploys
overseas for exercises, most frequently to
the Cope North exercise at Andersen Air
Force Base (AFB), Guam, that is organized
by the US Pacific Air Force (PACAF).
Last year, it participated in Exercise Red
Flag-Alaska 19-2 at Eielson AFB for the first
time. Tsuiki-base F2s regularly participate
in navigation and formation training
exercises with USAF B-1s, B-52s and F-16s
over Okinawa and the Japan Sea. Pilots
assigned to the 8th Air Wing fly 100-150
hours each year, and use a simulator
provided by Mitsubishi.
So how does the F-2 differ from the
F-16? The wing is 25% larger in area, and
made from co-cured composites, which
54 September 2020 // www.Key.Aero
52-55 Japanese F2 KC JH.indd 54
was a technical first in the 1990s. The
horizontal tails are 20% larger, the fuselage
is slightly longer, and the air intakes
slightly wider. They feed GE Aviation F110
afterburning turbofan engines that were
produced under license by IHI.
The avionics are mostly Japanese,
and the platform was developed to
accommodate the indigenously-designed
J/APG-1 active electronically scanned
array (AESA) radar – which was the first
series production AESA platform to
be employed by a combat aircraft. It
also includes a head-up display (HUD);
three multifunction displays (MFDs);
a forward-looking infrared (FLIR) sensor;
a laser-inertial navigation system (INS)
and the Mitsubishi Electric Integrated
Electronic Warfare suite. The flight control
system was co-developed with Honeywell.
The weaponry is also mostly Japanese,
although the AIM-7F Sparrow and AIM-9L
Sidewinder air-to-air missiles, that were
being procured for the JASDF’s F-4 fleet,
were also integrated on the F-2. The
AAM-3 which was claimed by Mitsubishi
to provide superior performance to
the AIM-9L, is the aircraft’s standard
short-range AAM. The F-2 specification
included carriage of four large anti-
ship missiles, which dictated the larger
wing area. This weapon was produced
in two versions: rocket-powered with
an active radar seeker (the ASM-1) and
24/07/2020 16:12
 turbojet-powered with an imaging AIM-120 AMRAAM and is now replacing
infrared seeker (ASM-2). the AIM-7Fs. A supersonic anti-ship
For air-ground missions, the F-2 now missile, designated ASM-3, has also been
mostly uses GPS-guided GBU-38 and in development for some time. Mitsubishi F-2A
laser-guided GBU-54 JDAMs. The Japanese Recently, the main focus of attention - serial 13-8513
AAQ-2 LANTIRN-equivalent navigation for the JASDF has been the introduction (c/n 1013) - basks
in sunlight
and targeting pod is being replaced by of the F-35A. It intends to acquire 147 during a sortie.
Lockheed Martin-supplied AN/AAQ-33 of them, making Japan the largest Japan’s F-2s
Sniper targeting pods. international customer. Moreover, the US are colloquially
known as the
An upgrade to the J/APG-1 radar is just recently approved a possible upgrade “Viper Zero,”
entering service at Tsuiki after protracted to about half of the JASDF’s fleet of over which pays
development. The J/APG-2 features a 200 F-15Js. homage to the
aircraft’s F-16
faster, more reliable processor and has These are huge investments, and one legacy and the
increased detection range. It is compatible wonders whether budgetary reality nation’s famed
with the AAM-4B long-range missile might force Japan to retire the F-2s earlier World War Two
fighter - the
with a datalink and an active seeker, than planned, once the F-35 matures Mitsubishi
that is the Japanese equivalent of the in service. A6M Zero.

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 Marine Heavy Helicopter Squadron 772
flexes its not-insubstantial muscles.
REPORT Joel Copalman

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56-63 Hustlers KC JH JS.indd 56 23/07/2020 18:26

 A Hustlers’ ‘Echo’ on approach to a landing zone aboard
Marine Air-Ground Combat Center Twentynine Palms, during
an integrated training exercise that the squadron uses as
its annual training event every other year. Annual training
provides the Hustlers with two weeks of uninterrupted
training and is when pilots, crew chiefs, and aerial observers
refresh most of the numerous qualifications required to
remain current on the CH-53E.
All photos by Joe Copalman unless otherwise noted.

M
CGUIRE AIR FORCE Base is
a land of giants. Situated in
north-central New Jersey,
and part of the sprawling
Joint Base McGuire-
Dix-Lakehurst (JB-MDL)
megabase, McGuire is home to airpower
behemoths like the USAF’s
KC-10 Extender and C-17 Globemaster III.
As a joint base, other services have
large aircraft located there, like the Navy
Reserve’s VR-64, which operates the
C-130T Hercules, and, in a remote corner
of the base, Marine Heavy Helicopter
Squadron (HMH) 772 with its Sikorsky
CH-53E Super Stallion, the largest and
heaviest helicopter in the US armed
forces. Known as the ‘Hustlers’, 772 is
the sole heavy-lift squadron in Marine
Forces Reserve.
Technically, HMH-772 is a ‘minus’
as the unit is smaller than a standard
CH-53E squadron. As the Hustlers’ future
operations officer, Maj Eric Rodriguez
explained: “There’s a table of organization,
basically a marine corps doctrinal
document, that tells you how many
individual marines you should have in a
unit and how many pieces of equipment
you should have. A fleet squadron is
supposed to have sixteen aircraft, but no
one has sixteen, because we’re on the
tail-end of the -53 Echo’s lifespan. As a
reserve unit, we should have eight aircraft,
we have six.”
Despite having fewer aircraft than
an active-duty HMH, the Hustlers are
held to the same standards as their
active-component brethren, expected
to seamlessly take on the same
heavy-lift, assault support responsibilities
should the squadron be activated for
deployment. Additionally, HMH-772(-)
serves as a shock absorber for the
active-duty HMH community, able to take
on taskings in support of marine ground

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 UNIT REPORT // HEAVY-LIFT HUSTLERS

units, allowing the active squadrons Above: Despite that, we have one pilot that’s trying to get for a contractor tasked with ensuring
to focus uninterrupted on training for its size and into medical school, we have pilots that Sikorsky’s new CH-53K King Stallion is a
upcoming deployments. age, the ‘Echo’ work in business communities, pilots that safe and effective machine suitable for
is surprisingly
One example of where the Hustlers take quick and agile, own their own companies. We had a pilot fleet introduction soon.
on this role is the squadron’s support for though, with no who just recently left us who was a New Though the one-weekend-a-month,
exercise Raven, a periodic Marine Special replacement York State Trooper. We have a few others two-weeks-a-year drill schedule for reserve
airframes, care
Operations Command (MARSOC) training must be taken. with police backgrounds.” Some other units has inspired the ‘weekend warrior’
exercise on the Gulf Coast. Hustler pilots work as helicopter pilots, moniker, the demands of maintaining
Below: The Super with one being a contract instrument flight status and qualifications means that
Stallion’s primary
Structure and challenges role is assault flight instructor for the army at Fort the standard reserve construct typically
As a reserve squadron, most of -772’s support. Here, Rucker, and another who flies for an does not work for aviators. Further, with
pilots are Select Marine Corps Reserves, marine reservists emergency medical services company. only six aircraft – not all of which may be
are dropped off
or SMCRs – standard reservists who during a training Rodriguez keeps one foot in the Marine airworthy on a given drill weekend – the
drill once a month and do a two-week exercise. CH-53 world in his civilian job, working Hustlers physically cannot support that
annual training (AT) period every year.
Along with the SMCRs, a small cadre
of active-duty and active-reserve
(reservists on full-time orders) aviators
run the day-to-day operation of the
squadron, which flies during the week
as well as on drill weekends. The current
reserve-to-active duty split in the Hustlers’
ready room is roughly 70/30.
Whereas reserve pilots in
fixed-wing squadrons tend to work as
airline pilots in their civilian jobs, the
Monday-through-Friday jobs of SMCR
rotor-wing pilots vary considerably. As
Maj Rodriguez explained: “We have three
pilots who are airline pilots. On top of

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 one-weekend-a-month construct for its
reserve pilots. As Maj Rodriguez explained,
“If every pilot showed up on a
Saturday-Sunday drill weekend, and
every single pilot was there in that ready
room, we’d have way too many pilots for
the amount of aircraft seats we have, so
you’d have a lot of pilots not flying.” With
every pilot needing to fly a minimum of
100 hours annually to maintain currency,
and with multiple qualifications requiring
specific training events, managing the
training needs of pilots requires them
to come in more frequently than other
reservists, and during times other than
drill weekends.
Explaining how the Hustlers keep SMCRs
proficient, Maj Rodriguez told Combat
Aircraft Journal: “It’s extremely challenging.
For the pilots specifically, you have to
make sacrifices in your personal life. Every
pilot is in a different situation. I live right by
the base, so my flexibility is greater than
another reserve pilot who lives in Oregon.
They can’t just call him on a Monday and
say: ‘Hey, can you fly tomorrow?’ But for
that pilot who lives in Oregon, he may just
black out two weeks of his life and say:
‘I’m going to show up and I’ll be there. Put
me on the schedule for those two weeks.’
That flexibility to shift from drill weekends
to coming out on a weekday allows us
more opportunities to fly and regain the
currency or remain proficient.”
Like all reserve squadrons in the Marine
Corps, the Hustlers do not accept new
pilots fresh from the training pipeline. This
results in a top-heavy ready room, with
most SMCR pilots being second or third
tour aviators, typically with a minimum of
1,500 flight hours, numerous instructor
qualifications, and multiple deployments
under their belts. The result is that when
reserve pilots come in to ‘punch’ the
required training codes for the year, it is a
matter of brushing up on well-established
skills rather than learning new things. As
Maj Rodriguez observed: “What we find
56-63 Hustlers KC JH JS.indd 59
is that pilots who come with a good bit observers. Aerial observers, or AOs, are
of flight experience, they’re able to gain maintainers from within the squadron
currency and proficiency in the skillsets who cross-train as aircrew but retain their
that we need quicker than if you were just primary MOS in aviation maintenance.
training an initial pilot. Even though the Crew chiefs and AOs perform similar
reserves don’t necessarily fly as much as functions, with the main difference
the active-duty pilot, if there were a need, being that crew chiefs can hold aircrew
whether a reserve call-up or presidential instructor certifications and AOs cannot.
Above left to authorization, our training timeline might Corporal Matt Jordan is an active-duty
right: Though a not be as long as an active duty unit, crew chief assigned to HMH-772(-).
reserve squadron,
HMH-772(-) just because we have the experienced Explaining the role of crew chiefs and
retains a largely background. We still have to do the AOs on the Echo, he told CAJ: “We’re in
active-duty training – we certainly can’t go into it cold, charge of getting the plane ready. We
roster of aircraft
maintainers. that doesn’t reduce the risk factor – but go out, preflight with the pilots, make
This is because having the background that we have, sure everything’s good and mechanically
reserve pilots that timeline to get the currency and sound.” He continued: “Once we’re taxiing
often come in
between drill proficiency built up to minimize the risk and moving into the air movements,
periods to accrue and maximize your ability to accomplish we clear the plane. The pilots obviously
flights hours that the mission might be a little quicker for us.” can see what’s in front of them. With it
can be counted
toward their being such a big helicopter, we can see
100-hour annual Hustler aircrews everything out the left window, right
minimum and As skilled as the Hustlers’ pilots are, they window, and hopefully have somebody
to retain certain
qualifications. could not effectively operate the ‘Echo’ on the tail. Whenever we’re landing out
without a team of aircrew in the back of in dusty zone, the pilots can’t see what
For decades, the the helicopter. Marine H-53s are typically they’re going to land on, so we help them
largely-analog
systems on the crewed by two pilots up front, and two to with that.”
CH-53E required three aircrew in the back. The aircrew in Crew chiefs and AOs are also responsible
labor-intensive the rear are often a mix of crew chiefs for managing passengers and cargo in
troubleshooting to
assess problems. – enlisted marines who go through a the back of the aircraft, with pilots relying
The Integrated formal aircrew schoolhouse and have entirely on their headcounts, letting them
Mechanical a primary MOS (military occupational know how many people are getting on
Diagnosis
System (IMDS) specialty) as a crew chief – and aerial the aircraft, how many are getting off,
was brought
in to reduce
the amount of
troubleshooting
needed to identify
these issues.
Right: Despite
most aircraft
operated by
the Marine
Corps having
modern ‘glass’
cockpits with
multiple digital
displays on the
dashboard, the
CH-53E retains
a largely analog
‘steam’ gauge
arrangement.
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 UNIT REPORT // HEAVY-LIFT HUSTLERS
and who they are. Additionally, crew
chiefs and AOs operate the three GAU-21
.50-calibre (12.7mm) machine guns on the
CH-53E in higher-threat areas, suppressing
enemy fire on ingress to or egress from a
contested landing zone.
In addition to managing the back of
the aircraft, crew chiefs back up what
the pilots up front are doing, especially
during complex operations where task
saturation is a factor. As Jordan explained:
“We help as a backup for comms and
navigation and stuff like that. We monitor
and manage fuel, we monitor engine
temperatures, engine torques. Same
thing with gearboxes and airspeed. We’re
another set of eyes to make sure we’re not
busting through any limits or anything
like that.”
Stallion keepers
Only about one-third of the squadron’s
maintainers are reservists. As a flying
squadron supporting flight operations
throughout the year, the Hustlers need
skilled maintainers far more than just one
weekend a month. For these full-timers,
60 September 2020 // www.Key.Aero
56-63 Hustlers KC JH JS.indd 60
staying on top of qualifications and of hard to maintain momentum in
all the administrative and ‘green side’ terms of their training and gaining
requirements that go along with being a their qualifications. They come in that
marine: rifle ranges, gas chambers, fitness one weekend, and then until the next
tests, etc, is fairly easy. drill weekend, there’s just a huge buffer
Keeping the reservists on track of time. They also have the
as maintainers presents far more administrative side that they have to
challenges for the squadron. As avionics take care or as well as ‘green side’ training.
non-commissioned officer-in-charge, We have to fit that into the time span as
SSgt Thomas Lara, observed: “Since well. It’s more time management
they’ll do one drill a month, it’s kind than anything.”
Above: The
Annual training
CH-53E is For all the challenges of keeping reservists
currently the up to standard during the monthly drill
largest and weekends, the Hustlers get two solid,
most capable
heavy-lift unbroken weeks of active-duty time every
rotor-wing year in the form of annual training (AT).
asset in the US During AT, the entire squadron comes
Department of
Defense. As a together for two weeks in which the
reserve squadron, active-duty and SMCR marines engage
HMH-772(-) will in focused training to ‘punch’ as many
be one of the last
to transition to qualifications codes as possible and
the new CH-53K get into training blocks that normally
and is currently cannot be packaged into a weekend.
projected to
fly the ‘Echo’ Explaining the benefits of AT periods, SSgt
until 2030. Lara said: “Since it’s two weeks that we
23/07/2020 18:27
 have, seven days a week, 12 hours a day,
they actually gain a lot of training and a
lot of experience. And they see a lot of
things that they normally don’t see on a
drill weekend.”
The Hustlers alternate AT periods.
Every other AT is spent at the Marine
Corps Air-Ground Combat Center in
southern California, concurrent with the
reserve component integrated training
exercise (ITX).
During ITX, two infantry battalions
train to be Marine Forces Reserve’s ‘ready
bench’, – the two most-ready battalions
should the reserve receive an activation
order. Whereas the Hustlers primarily work
with army and air force joint force partners
at home in New Jersey, ITX allows the
squadron to provide sustained support for
their USMC brothers and sisters.
Explaining the squadron’s role during
ITX, Maj Rodriguez told CAJ: “Our main
mission is really supporting that battalion.
Every day we have an air planning board
meeting and we go through what the
needs of the battalion are. They put in
what is called an assault support request,
and if we can fill it, we’ll fill it. Those are
generally troop transport, logistical
support – bringing them chow, water,
Below: This image
of a Hustlers ammo, or the life support equipment they
CH-53E at low need to get through their training.” In this
level shows the
regard, the Hustlers are on call to support
enormity of the
type’s 79-foot the infantry marines on the ground – just
rotor diameter. as in a deployed environment.
56-63 Hustlers KC JH JS.indd 61
The challenge of annual training is
ensuring that the supported units get
what they need, while the pilots and
aircrew requiring training do as well, as
all pilots, aircrew, and maintainers must
meet annual minimums and progress
through their qualifications. As Maj
Rodriguez explained: “We have what
we call ‘white space training,’ where we
have our own window of time in which
we’ll do our internal squadron training.
We have some enlisted aircrew who are
newer to the aircraft. We owe them a level
of training that would be representative
of fleet units, such as the familiarization
training, confined area landing, terrain
flight.” In addition to white space training,
the squadron will attempt to match pilots
or aircrew with specific training needs to
missions in support of whatever ground
or air units the Hustlers are working with.
For instance, a pilot in need of more night
flying hours may be scheduled for a night
resupply mission, while a pilot needing
to brush up on aerial refueling may
be scheduled for a longer flight with a
mid-mission visit to a tanker.
Ready, reliable and relevant
As the last intended recipient of the new
CH-53K King Stallion, with a programmed
transition scheduled to begin in 2030,
HMH-772 is heavily invested in keeping
its -53Es ready, reliable and relevant.
A major step in that direction is the
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 UNIT REPORT // HEAVY-LIFT HUSTLERS
marine corps’ CH-53E Reset Program.
Established to improve readiness and
reliability after decades of heavy use, and
to extend the life of the fleet to cover the
heavy-lift gap created by delays in the
CH-53K program, the reset effectively
‘zeroes-out’ the lifespan of each
CH-53E, bringing it as close to an
as-factory-delivered condition as possible.
The CH-53E reset is just one outcome
of the Super Stallion Independent
Readiness Review, which identified several
deficiencies and inefficiencies in the HMH
community and prescribed corrective
policies with programs to fix them. Other
corrective actions include reconciling
discrepancies in technical publications,
standardizing functional check flight
training, and distributing more portable
electronic maintenance aids to the HMH
community. The aggregated effects of
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56-63 Hustlers KC JH JS.indd 62
all these policies is a vastly healthier anticipate things that might fail in
CH-53E fleet. the future.”
The reset is just one part of a larger effort The data measured by the IMDS
to keep the marine corps’ CH-53E fleet Above: The helps squadrons like HMH-772 not only
relevant until fully replaced by the ‘Kilo.’ Hustlers operate maintain individual aircraft, but to
from Joint Base
One of the major systems contributing to McGuire-Dix- identify maintenance trends that
the improved health of marine H-53s is the Lakehurst in might require attention fleetwide.
Integrated Mechanical Diagnosis System, north-central Explaining the basic function of
New Jersey, a
or IMDS. Maj Rodriquez explained: “From base they share IMDS, Hustlers’ SSgt Lara said: “We
a reliability standpoint, IMDS was a huge with other giants have a lot of analog gauges still
addition to get you an aircraft that can fly of the sky like in the aircraft, but now we have
the USAF’s C-17A
another extra decade. It’s a culmination Globemaster III the IMDS system, which takes
of wiring sensors that go throughout the cargo aircraft. analog signals and converts them
entire aircraft – engines, driveshafts, and to digital signals, then it processes
Left: Humanitarian
the aircraft itself, that basically read data. Assistance and that information so we can use it.
The pilots can read the data in the Disaster Relief And it actually helps us with
cockpit on one of our display units.” He operations are troubleshooting, because we can use
a core mission
continued, “It’s more important for our for marines, that as a secondary reading, just in
maintainers. When we download the with the CH-53E case the analog gauges are displaying
data to the card, they read the card after being one of the something else.”
most useful tools
the flights, then they can almost for such work.
Brazilian troops Deployments
offload bags of Marine Forces Reserve units have a
rice and other
supplies from a different force-generation model than
Hustlers’ CH-53E the active component. Whereas active
in Jeremie, Haiti duty units may deploy every 18 months
in the aftermath
of Hurricane or so, reserve aviation units are restricted
Matthew in to deploying as a full squadron only once
October 2016. every five years. Since 2000, HMH-772(-)
The squadron
sent two of the has deployed three times: in 2002-2003, as
four ‘Echoes’ it the heavy-lift element for the 24th Marine
had detached Expeditionary Unit, including participation
to SPMAGTF-SC
in Honduras to in Operation Iraqi Freedom; in 2009, to
Haiti to assist Afghanistan in support of Operation
in recovery and Enduring Freedom; and in 2013, for six-
relief operations.
USMC/Sgt Adwin months to Okinawa as part of the Unit
Esters Deployment Program.
23/07/2020 18:27
 Additionally, the Hustlers sent a
four-ship detachment to the Gulf Coast
in late-August 2005 to support relief
and recovery operations in the wake of
Hurricane Katrina.
The most recent deployment occurred
between June and December of 2016,
when the Hustlers flew four aircraft to
Soto Cano airbase in Honduras to provide
heavy lift and transport capability to
Special Purpose Marine Air-Ground
Task Force – Southern Command
(SPMAGTF-SC). Describing the Hustlers’
mission in Central America, Maj Rodriguez
– who served as operations officer for
that deployment – said: “It’s hard to say
what the mission was, because it wasn’t
one thing. We did all sorts of things,
everything from using engineers to help
build schools, providing medical training,
providing military training. We had military
training teams that would be in different
nations than we were in – Honduras,
Belize, Guatemala, El Salvador – we had
military advisor teams that would go out
into these countries. Our role really was to
support everyone. We would fly supplies
out to El Salvador to support the military
training team there. It was just supporting
everyone with the MAGTF who needed
anything sent to them.”
In addition to supporting SPMAGTF-SC
marines throughout Central America,
the Hustlers stood ready to support
any humanitarian assistance/disaster
relief (HA/DR) missions should any such
crisis in the region emerge. Such a crisis
did emerge, when Hurricane Matthew
56-63 Hustlers KC JH JS.indd 63
ravaged Haiti in early October 2016. As Maj
Rodriguez recalled: “Hurricane Matthew
rolled up on Haiti on its way through to
the United States. It did a good amount
of damage in Haiti. We were tasked with
continuing our mission in Central America,
but we were also supporting the Haiti
relief effort. In Honduras there were army
aircraft as well. It was three Chinooks,
three Black Hawks, and two of our aircraft.
We flew all the way from Honduras, island
hopped our way through the Caribbean to
Haiti, and provided three weeks of support
after Hurricane Matthew.”
Describing HMH-772’s contributions
to the hurricane relief efforts, Maj
Rodriguez explained: “It was mainly
hauling relief supplies around. We
worked out of Port-au-Prince, the
national airport in Haiti. Basically,
747s would land and drop off a ton
of supplies, and we had a team there
from McGuire – the 612th Contingency
Response Squadron, and they ended
up being the contingency response
force. They went in and sorted all of the
supplies and told us where to go. It was
a joint task force, JTF Matthew, that was
created, headed up by a navy admiral
under SouthCom, and we just fell into
that JTF for a couple of weeks, flying
supplies all over the place.”
Over the course of three weeks
supporting JTF Matthew, the Hustlers
transported over 478,000 pounds of
food and other aid and relief supplies
throughout Haiti, making a significant
contribution to rebuilding the nation’s
infrastructure, healing the injured, and
sustaining those rendered homeless by
the storm.
The future
Though the Hustlers will not be
upgrading to the CH-53K for at least
another decade, the squadron is
set to reap significant benefits from
the introduction of the ‘Kilo’ into the
active-component HMH squadrons. As
Maj Rodriguez explained: “The reserves
will have a tremendous benefit from
the -53K. Not because we’re getting Ks,
but because they’ll be able to move
BuNos and supply systems. Parts will be
able to be introduced into the supply
system, so we’re better on short order
now. Based on aircraft that are getting
their BuNos struck, we can use those
parts. The -53K has a huge benefit to
the reserves just in our availability as a
squadron. We can go back up to eight
planes, and then eventually the other
reserve squadron (HMH-769) that was
stood down years ago can stand back up
at Miramar, so we’ll have that east coast/
west coast construct.” Under the marine
reserve force generation model, the
Hustlers likely have two more potential
overseas deployments over the next
decade before the ‘Kilo’ shows up at
A Hustlers crew McGuire. With continued manning by
taxis out from
the squadron’s highly-experienced active and reserve
ramp at McGuire aircrews, and freshly-‘reset’ aircraft, the
AFB prior to a marines of HMH-772(-) should be seeing
mission practising
confined area the ‘Echo’ out of marine corps service at
landings. the top of its game.
63
23/07/2020 18:27
 INDUSTRY REPORT // TEST PILOT TRAINING
CAJ chats with Giorgio Clementi,
owner of Canada’s International
Test Pilots School (ITPS)
INTERVIEW John Sootheran
T
HE INTERNATIONAL TEST Pilots
School (ITPS) was originally set
up in the UK in 1986, but is now
located in London, Ontario, and
run by veteran test pilot and
flight test engineer, Giorgio
Clementi, and his talented team.
Time for a chat.
HOW LONG DOES IT TAKE
TO TRAIN A TEST PILOT?
We typically run one-year courses, and it’s
quite an intensive program.
It’s about 500 lecture hours on
performance, flying qualities, handling
qualities, flight-control systems and
avionics systems testing. It also includes
about 110 hours of flying. We want to
expose students to a variety of aircraft, so
they fly about 20 different types of aircraft
on the course.
That’s the traditional one-year military
course, but then the European Aviation
Safety Agency (EASA) introduced its
own legislation for civil pilots. They have
64 September 2020 // www.Key.Aero
64-66 ITPS KC JS.indd 64
INTERNATIONAL
TEST PILOTS SCHOOL
Category One and Category Two test pilot determine either the specification,
rating. Category One being experimental mission suitability or compliance to the
test pilots and Category Two being test contractual requirements.
pilots undertaking any flight tests within
an already-defined envelope. So they DO YOUR TEST PILOTS USE
won’t be doing any envelope expansion TECHNOLOGY OR ‘FEEL’ TO ASSESS
[highest/fastest etc], first flights or that AN AIRCRAFT?
sort of thing. It depends on the level of testing you’re
The Category One course is a one-year doing. If you’re doing experimental flight
course, while the Category Two course at testing, the odds are the aircraft is specially
ITPS is 20 weeks long, with reduced scope. instrumented for those tests, which means
The main difference is that on the sensors have been installed. There’s a
one-year course, we spend about data-acquisition system and there’s a
six months on avionics and systems means to record selected parameters.
testing and, for the military guys, that There may also be a means to monitor
The school’s includes electro-optics and weapons critical parameters in real time. So, if you’re
Hunter Hawkers systems testing. doing envelope expansion, and you’re
are British-built, looking at the structural response to
transonic jet
fighters and IT’S A PRETTY BROAD aerodynamics or other excitation of the
advanced jet CURRICULUM THEN? aircraft in key parameters, those things will
trainers. ITPS has It’s very, very broad. It spans most aspects, be monitored by people on the ground.
purchased two
Hunter trainers – because you need to test the whole
WV318 a T75 and aircraft. You may be participating in WHEN YOU ARE TESTING AN AIRCRAFT
XL616 a T7. performance validations, flying qualities FOR CERTAIN CHARACTERISTICS,
The Hawker
Hunter T7 is assessment, system performance, man/ WOULD YOU HAVE A FIXED REPERTOIRE
powered by a machine interface compatibility or OF MANEUVERS IN YOUR MIND, OR
Rolls Royce Avon, workload issues. WOULD YOU SIT DOWN AND CREATE A
Series 100 engine
and has a Vmo of As a qualified test pilot and flight-test SET OF BESPOKE TESTS FOR THAT JOB?
620 KIAS or Mach engineer, you are expected to be able The whole idea of the one-year course is
.94 at sea level to quickly get to grips with the system to give the students a toolbox of flight-test
and a service
ceiling of 50,000 that you have to test, and how to safely techniques. Depending on the task, the
feet. ITPS plan a program to gather the data to test pilot and flight-test engineer would
23/07/2020 18:12
 draw on those techniques to set up a
number of test profiles. During those
profiles, they will carry out very precise
maneuvers, under a set of conditions, to
measure specific parameters.
All that would be captured in a test
plan, which would go before a safety
review board for approval. The pilot would
then fly the individual flights according
to the plan. So it’s all very methodical.
There’s very little scope to make it up as
you go along.
IS THE COURSE AN ‘EXCITING’
EXPERIENCE FOR DELEGATES?
The course is exciting in as much that
students get to fly a variety of very
interesting and challenging aircraft in a
relatively short time. It is true however,
that generally within flight testing there
is very little room for any spontaneity.
Surprises are bad!
IS CATEGORY ONE OR TWO
MOST POPULAR?
L
Predominantly, the key customers are
military, long-course customers. That, so
far, is our biggest market, but Category
Two is growing.
We’ve been doing quite a bit of training
for Airbus Toulouse and Seville. Airbus and
Leonardo helicopters have been good
customers, too.
The flight-test team from the new
Leonardo Explorer UAV is currently with us
doing the EASA Category Two course.
The industry is now obliged by the
EU regulations to train people, whereas
before a lot of those people were trained
on the job. European regulations now
mandate a minimum level of training,
and, in the case of test pilots, it’s actually a
rating on the pilot license. There’s no such
thing in Canada or the United States at this
stage. Here, a civil test pilot is someone
who has a commercial pilot’s licence.
WHO’S YOUR AVERAGE CUSTOMER?
Typically, they are 32 to 38, and a captain
to major, who has been flying for 14 or 15
years. A lot of them have a postgraduate
degree, and many will show up with a
Masters in Aerospace Engineering.
It’s pretty challenging teaching, but I
must say, the most rewarding aspect is
that they are all absolute professionals,
they’re here to learn and they ask really
smart questions.
It’s mostly male-dominated still, though
we have graduated four women in the
past and just recently graduated one
female flight-test engineer we trained
64-66 ITPS KC JS.indd 65
in-house. Of course, we train who the
sponsor sends us, but we are seeing a slow
uptick of female students.
ARE MOST STUDENTS EMPLOYEES
OF BIG CORPORATIONS OR IN
THE MILITARY?
All the candidates are sponsored by
military air forces or major manufacturers.
We have recently had students from
the Turkish, Malaysian, and South
Korean air forces, the German armed
forces and China’s COMAC commercial
aircraft corporation.
DOES BRAVERY COME INTO TEST-PILOT
TRAINING, OR DO YOU JUST NEED
GOOD MATH?
If brave means undertaking something
hazardous, under very controlled
conditions, then definitely there’s a
measure of bravery. I mean, in the sense
that we know things can go wrong. We
work very hard to mitigate the probability
of anything going wrong, and we have
contingency plans to minimize the
residual risk if that does happen.
But, yeah, I think there has to be a
measure of bravery.
WHAT’S A TYPICAL STUDENT DAY LIKE?
It varies. The theoretical elements come
in discreet modules. Through the year,
students attend over 500 lecture hours.
For example, there are over 80 hours alone
of performance flight-testing lectures.
That’s just setting the background,
Giorgio, his expert
underpinning theory and test techniques.
instructors and
a group of 2020 They do that continuously for two weeks:
students, pictured eight-hour lecture days, punctuated
in front of ITPS’s
by some simulator time to highlight
immaculate
training jets. Eight the practicalities of the test techniques.
FLIT students Thereafter, it’s pretty much a flying
graduated from
environment, so there will be a
the ITPS course
on July 23 2020. schedule with either demonstration or
ITPS data flights.
Demonstration flights are where the
instructor flies with the students and
we’ll demonstrate the test techniques:
‘So this is what we spoke about in the
class. This is how are we going to do it.
This is the speed and altitude. This is
what the maneuver is going to look like.’
And then we see how the student copes
with replicating what the instructor’s
shown them.
Then there’s what we call a data flight.
So, we’ve shown the student how to do
the test. Now we give them a flight-test
order, which says: ‘You have been tasked
with evaluating the performance of
aircraft XYZ, an aircraft in which you have
very little or no flight time. Here’s the
flight manual, please write us a test plan.
You have two flights and three hours to
come back and give us a report and tell us
whether it can do this.’
So, it is very much, we show them, then
we let them do it. There are about 24 such
flight-test exercises, and for each they
must write a detailed report, and that is
a shock to most of them! I always joke to
them on the first day: ‘I bet most of you
thought that test pilot school was about
flying. Wrong! It’s about report writing!’
WHEN MOST PLANES PERFORM REALLY
WELL, HOW DO YOU SHOW STUDENTS
WHAT A ‘BAD’ PLANE FEELS LIKE?
We can set up the engineering simulator,
our ‘variable-stability’ simulator, to
deliver a dynamic model with specific
characteristics. So we have the capability
to enter the equations of motion of
the aerodynamic model, and change
derivatives, which affect the aircraft’s
response in a particular plan.
Then we can show them, for example:
‘This is what positively-damped
longitudinal dynamic stability is like. Try
this maneuver. Now we’re going to turn
it down and lower the damping. Now try
www.Key.Aero // September 2020 65
23/07/2020 18:12
 INDUSTRY REPORT // TEST PILOT TRAINING
the maneuver again.’ They immediately
feel the difference and are taught how to
evaluate the impact of that characteristic
on the aircraft’s suitability for the
intended role. Students also fly specialist
variable-stability aircraft with similar
capabilities, as part of the one-year course.
IS DELIVERING GOOD TEST
FEEDBACK IMPORTANT?
Absolutely. Feedback is vital. That is
why we get them to fly many different
airplanes, so that they have experience,
and they have got something to compare
to. It is their job to communicate
key information effectively, in a
technically correct and concise manner,
to management, engineering and
customers. This information shapes
decisions about procurement, about
mission suitability and about compliance.
So the report-writing aspect of the
test looms very large in the student’s
workload.
A one-hour test flight is preceded by six
to eight hours of planning and ten to 14
hours of report writing. So, they won’t fly
more than about four flights per week.
WOULD YOU SAY IT IS AN ENJOYABLE
COURSE, AS IT SOUNDS GRUELLING?
It can be gruelling, though it very much
depends on the day and the student’s
disposition. Generally, the candidates
have been specially selected, have
the discipline and the drive to rise to
a captain or major rank and develop
above-average flying skills as a pilot.
Many have also had the discipline to
achieve a Master’s degree. They all love
flying, so the opportunity to fly many
interesting aircraft types is also enjoyable.
A small minority really struggle with it,
and some do fail.
66 September 2020 // www.Key.Aero
64-66 ITPS KC JS.indd 66
WHAT FACILITIES HAVE YOU
GOT ON SITE?
We operate out of a London International
Airport, in Ontario, Canada, not the UK!
It’s a regional airport with two runways:
one is 8,800 feet, and the other is 6,300ft.
[2,682m and 1,920m, respectively]
It’s a first-class facility with full
emergency services. We have a
37,000sqare-foot school facility, including
classrooms and a substantial hangar
where we house our fleet of 20 aircraft.
We offer 17 fixed-wing airplanes and three
helicopters as part of our growing fleet.
We also have an expanding simulator
center, with fighter and transport-aircraft
simulators, networked to our telemetry
control room.
The telemetry allows us to conduct
real-time testing in designated local
airspace. We have a dedicated flight-test
instrumentation department and a large
and growing maintenance department.
Essentially, we have a complete
flight-test center, comparable to those of
most aircraft manufacturers.
WHY SHOULD A TEST PILOT CANDIDATE
COME TO ITPS?
I think most customers come to us
because we are very responsive to
the customer’s requirements. We offer
excellent instruction by the world-class
experts on our 10-instructor team,
who come from Canada, France, South
Africa, Brazil and Greece. They are all
exceptionally qualified and experienced.
We develop training programs on
demand, or tailor existing ones. As an
example, for the German armed forces,
we adapted a one-year course to include
eight weeks dedicated to unmanned
air vehicles testing, which continues to
meet the EASA requirements for a Cat
One flight-test engineer. We constantly
respond to specific requirements
from customers, that cannot be
fulfilled elsewhere.
We have a very interesting fleet of
aircraft with characteristics of great
educational value.
Fixed-wing students fly the majority
of their course on jets. We’ve also
invested heavily in avionics. For example,
all our L-39s have large-area, 10.5in,
touchscreen, color displays, and we have
introduced helmet-mounted displays in
our helicopters. We make great use of
our simulators to enhance the learning
experience, without any reduction in
aircraft flight hours.
Oh, and our course costs roughly half as
much as some of the competition!
HOW CAN YOU FUTURE-PROOF
YOUR BUSINESS?
ITPS is expanding its simulation
capabilities, investing in the unmanned
aircraft systems domain, investing in
Live Virtual Constructive Training and
constantly developing our curricula to
address emerging technologies.
My strategy is to look at other areas that
are allied to what we do, to seek synergies.
After offering in-country tactical training
to air forces for over 20 years, we recently
launched the International Tactical
Training Center, to offer that training
in Canada.
The school’s Our launch customer is the Royal
Sikorsky S-76
medium-sized Malaysian Air Force, for Lead-In Fighter
helicopter Training. There are tremendous synergies
features twin in offering advanced tactical training
turboshaft
engines, four- and flight test training all under the ITPS
bladed main umbrella. I believe these synergies and
and tail rotors, the huge commercial potential for tactical
and retractable
landing gear. training secure the future of
ITPS the organization.
IS THERE ANYTHING ELSE YOU’D LIKE
US TO TELL US ABOUT ITPS?
ITPS offers world-class training in one
of the most modern facilities in the
business, and one of the most
interesting and educational training
fleets in the world. Our curricula are
being approved for the issue of a
Master of Science in flight-test
engineering. We will be introducing
our fifth-generation Surrogate Training
Aircraft (5STA) in May 2021, and our
Advanced Controls Evaluator (ACE)
variable-stability aircraft in 2022.
So, we are continuously improving
and growing our fleet and growing
our staff.
23/07/2020 18:12
 RAF AIRCRAFT 1970
I N T H E C O L D WA R 1990
The Cold War saw the once-allies of
World War II pitted against each other in
a power play that was to last more than
three decades. This striking collection
of 110 air-to-air photographs, taken
by former Royal Air Force pilot Tony
Paxton, looks at the large variety of RAF 128 PAGES, SOFTBACK.

aircraft involved in the conflict including

Lightning, Tornado GR1 and Jaguar.

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 By the end of this decade, Poland will end its long history
of employing Soviet-designed fighter aircraft, as it looks to
modernize its combat capabilities with a Lockheed Martin F-16
Fighting Falcon and F-35 Lightning II force.
REPORT Khalem Chapman
T
“ HIS IS AN extremely important
day for Polish military aviation,
for Polish fighter pilots, for
the security of the Republic of
Poland… It greatly strengthens
our position among the armed
forces [of] the world,” said President of
Poland, Andrzej Duda, at the signing of
a US$4.6bn contract for 32 Lockheed
Martin F-35A Lightning IIs on January 31.
Introducing new advanced capabilities,
the first example is expected to enter
Polish Air Force service in 2024, with the
final F-35A scheduled to arrive in 2030.
The procurement marks the end of
a long road in Polish military aviation
history, as the nation looks to replace the
various capabilities it lost in the retirement
68 September 2020 // www.Key.Aero
68-73 Polish Mod KC JH.indd 68
of its former Soviet-designed combat
aircraft. Poland developed its own military
aviation industry in the 1920s and 1930s was the first acquisition of a fighter aircraft
before it was occupied by Nazi Germany since the fall of the Soviet Union.
during World War Two and then the Soviet Poland’s aerial combat capability
Union until 1989. The arrival of the final grew with the variety of Soviet fighters
F-35A is expected to see the withdrawal it employed during its 45-years behind
Three Polish Air
of the Polish Air Force’s final Cold War-era Force F-16C/D-52+ the Iron Curtain. In 1950, the nation
fighters – the Mikoyan MiG-29 Fulcrum Fighting accepted its first jet-powered fighters,
and Sukhoi Su-22 Fitter – which remain in Falcons fly in the Yakovlev Yak-17 (NATO reporting
formation with a
limited service. USAF-operated name: Feather) and the Yakovlev Yak-23
After the fall of the Berlin Wall and Rockwell B-1B Flora. The last Soviet-designed fast jet
the Soviet Union in 1989 and 1991 Lancer during that Poland acquired was the Mikoyan
a Bomber Task
respectively, Poland became free to Force Europe MiG-29 Fulcrum, which has one capability
choose the military aircraft it procured. training mission that neither the F-16 nor the F-35A has,
In 2006, the nation took delivery of its over the Black vectored thrust.
Sea region on May
first Lockheed Martin F-16C/D Block 52+ 29, 2020. The first Soviet fast jet that saw an
(F-16C/D-52+) Fighting Falcon in what Polish Air Force evolution in Poland’s fighter capability
23/07/2020 18:11
 www.Key.Aero // September 2020 69

68-73 Polish Mod KC JH.indd 69 23/07/2020 18:12

 POLISH AIR FORCE // MODERNIZATION
was the Mikoyan-Gurevich MiG-15 Fagot,
which employed a swept-wing design to
achieve high transonic speeds, close to
the speed of sound. The MiG-15 is one of
two Soviet fighters that Poland produced
domestically, the other being the
MiG-17 Fresco. The company that built,
and evolved them, PZL-Mielec, is now
owned by Lockheed Martin subsidiary,
Sikorsky. Polish-made MiG-15s were
known as the Lim series. The first of which,
the PZL-Mielec Lim-1, entered operational
service with the air arm in 1952. The Lim-2
was flown from 1954 and both variants
were finally retired in 1980, for the Lim-1,
and 1996 for the Lim-2.
In the 1950s, the Fresco provided
the next step in capability for the
Soviet-era Polish Air Force. The MiG-17PF
Fresco-D was the nation’s first dedicated
all-weather interceptor, used specifically
in a defensive manner to counter
attacking enemy aircraft, which were
mainly bombers and reconnaissance
aircraft. The Fresco-D was powered by a
single Klimov VK-1F afterburning turbojet
engine – which was capable of reaching
high subsonic speeds – and employed
the all-weather RP-5 Izumrud radar along
with three Nudelman-Rikhter 23mm
NR-23 autocannons.
In 1955, the Polish Air Force retired the
Yak-23, and a year later, the Yak-17’s service
70 September 2020 // www.Key.Aero
68-73 Polish Mod KC JH.indd 70
COLD WAR
first nine examples of the
single-seat MiG-29 Fulcrum-A and
WARRIORS
three two-seat MiG-29UBs between
1989 and 1990, completing a small
fleet of 12 aircraft. The fleet was
Poland’s Fitters and Fulcrums are the last later complemented by a further ten
remaining fixed-wing combat aircraft of former-Czech Air Force MiG-29s (nine
the nation’s varied Soviet heritage. The Fulcrum As and a single MiG-29UB),
Polish Air Force inducted its first Su-22s which were transferred to Poland in
in 1984 and, at its peak, it employed 90 December 1995 and January 1996. In
single-seat Su-22M4 Fitter-Ks and 20 June 2005, the Polish Air Force accepted
two-seat Su-22UM3K Fitter-Gs. a batch of former Luftwaffe (German
AirForces Intelligence data shows that, Air Force) examples, comprising 18
as of July 6, 2020, the air arm’s Fitter single-seat MiG-29G Fulcrum-Bs and
fleets stood at 26 Su-22M4s and six four two-seat MiG-29GTs.
Su-22UM3Ks. The air arm’s remaining Poland’s Fulcrum fleet is split
Su-22s are operated by the Polish Air between two units and bases. The
Force’s 8 Tactical Air Squadron and first – 1 Tactical Air Squadron – strictly
40 Tactical Air Squadron, which were operates MiG-29 Fulcrum-A and
merged in 2010 at the 21 Tactical Air Base MiG-29UB aircraft from the 23
in Świdwin, north-western Poland. Tactical Air Base near Minsk
Above: A pair
of Vermont Air The Polish Su-22 fleet can Mazowiecki in central Poland. The
employ a wide variety of weapons second – 41 Tactical Air Squadron
National Guard
F-35As pull away systems, including a number of – operates all four variants from the 22
after receiving general-purpose bombs, such as the Tactical Air Base in Malbork,
fuel in September Fugasnaya Aviatsionnaya Bomba-100 northern Poland.
last year. (FAB-100, High-Explosive Air Bomb-100), In an air-to-air role, Polish MiG-29s can
Lockheed Martin FAB-250 and FAB-500. On top of this, be outfitted with R-27R1 radar-guided
told CAJ that it can be equipped with S-24 and S-25 medium-range air-to-air missiles,
Lightning offers
unguided air-to-ground munitions, and along with short range R-60MK
a ‘combination
of very low R-60 air-to-air missiles. It can also be fitted and R-73E munitions. The Fulcrum
observable with rocket pods, carrying up to 32 S-5 can also be equipped for an
stealth, advanced rockets, or four gun pods which house air-to-ground role, capable of
sensors, GSh-23L 23mm twin-barrel autocannons. carrying the FAB-100 or FAB-500
information fusion The nation accepted its general-purpose guided bombs.
and network
connectivity – all
packaged within
a supersonic,
long-range, highly
maneuverable
fighter’.
USAF/TSgt
Benjamin Mota
Right: President
of Poland, Andrzej
Duda, speaks
in front of a
Lockheed Martin
F-35A Lightning
II during the
signing ceremony
on January 31.
KPRP/Krzyszyof
Sitkowski
23/07/2020 18:12
 ended. That same year (1956), PZL-Mielec
delivered its first Lim-5, a license-built
version of the MiG-17. The different Fresco
variants brought new capabilities to the
air arm, allowing it to execute all-weather
fighter and ground attack roles, alongside
the MiG-17PF’s interceptor mission.
Hundreds of examples were employed
across a number of variants in Polish
service, and the Lim-5 evolved into the
Lim-6bis before the platform was fully
retired in 1992.
With the fall of the Berlin Wall in
November 1989, there was a vast
reduction in military arms by the Warsaw
Pact countries; the nations in central
Europe that had been under Soviet
control since 1945. The Polish Air Force
was no exception and during the 1990s,
it withdrew most of its Soviet-designed Above: Polish following the MiG-21’s retirement in 2003, developed from the Su-7 and performed
ground crew
combat aircraft. The MiG-29 was the perform a both the F-16 and F-35A can be equipped the same role but had a notable design
last to enter service with the air arm. pre-flight check with nuclear weapons, if required. The difference to its predecessor, employing a
The last Soviet-built Fulcrum arrived in of a Fulcrum-A Fishbed was an all-round, all-weather variable-geometry (swing-wing) instead of
before a display
Poland in 1990, completing its small at RIAT 2015. supersonic fighter-interceptor, which a swept wing.
fleet of the type. The country accepted Khalem Chapman became synonymous with nations behind The Su-20 was flown until 1997, being
more examples from former Warsaw the Iron Curtain during the height of the used in missions such as reconnaissance,
Below: A Sukhoi
Pact operators in June 2005 (see Cold War Su-22M4 Fitter-K Cold War. which have since been absorbed by the
Warriors box). peels off from a Poland took delivery of its first Sukhoi F-16 and the in the future, the F-35A. While
formation during Su-7 Fitter-A, a dedicated fighter-bomber the former was designed to be a light
Exercise Spring
Nuclear capability Storm at Ämari with a ground attack role, in 1965. It fighter for dogfighting, the latter is a more
In 1963, Poland received an aircraft that air base, Estonia, followed a swept wing design and was sophisticated stealthy sensor platform,
became an icon of the Cold War, the in May 2016. The capable of reaching supersonic speeds. whose enemy’s last moments are only
multi-shade gray
Mikoyan-Gurevich MiG-21 Fishbed. The livery was applied The service operated three variants of the seeing the incoming missile.
Polish Air Force operated 12 examples of as part of the type, which were eventually withdrawn The F-35’s beyond-visual-range (BVR)
the nuclear-capable izdeliye 94N variant, platform’s SLEP in 1990. In the early 1970s, the Su-20 capability was previously available to
process. USAF/
along with 120 standard izdeliye 94A TSgt Matthew – another member of the Fitter family Poland with the Mikoyan-Gurevich
aircraft. Despite losing the capability Plew – joined the air arm’s ranks. It was MiG-23 Flogger; the world’s most

www.Key.Aero // September 2020 71

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 POLISH AIR FORCE // MODERNIZATION
produced variable-geometry fighter and
the first Soviet aircraft to be armed with
BVR munitions. Entering service in 1979,
40 examples of the type served the air arm
before it was retired in 1999. The nation
operated two variants, the single-seat
MiG-23MF Flogger-B fighter and two-seat
MiG-23UB Flogger-C for training.
Flying West
In the early 2000s, Poland began its
search to replace the capability it was
losing with the retirement of its MiG-21
and MiG-23 fleets. The nation sought
an aircraft that offered more NATO
interoperability and would allow Poland
to contribute 48 modern aircraft to NATO
Reaction Forces. A competition took
place between the Dassault Mirage 2000
Mk II, Saab JAS 39 Gripen and F-16. In the
end, Lockheed Martin won the contract
for 48 aircraft with its F-16C/D-52+
variant. Deliveries began in 2006 under
the $3.8 billion Peace Sky program.
In November 2006, when the first of the
F-16s arrived, the then commander of
the Polish Air Force, Lieutenant General
Stanislaw Targosz, said: “Acquiring the
most technologically advanced F-16s
in European NATO will allow us to train
together, operate together, fly together
and learn from one another. These
F-16s enable us to carry out operations
as NATO and allow the [Polish] Air
Force to become a strong coalition
partner.” In all, the air arm operates 36
single-seat F-16C-52+ Fighting Falcons
and 12 examples of the two-seat
F-16D-52+ version. The final aircraft was
handed over in December 2008.
While the F-16s replaced the MiG-21
and MiG-23, in the early 2010s, Poland
conducted service life extension
programs (SLEPs) on its MiG-29 and
Su-22 fleets as their viable 30-year
72 September 2020 // www.Key.Aero
68-73 Polish Mod KC JH.indd 72
operational service life was reaching its
end. Poland is the final Su-22 operator in
Europe and the nation had planned to
retire its final aircraft in 2015. The Polish
Ministry of Defense (MoD) decided to
conduct SLEPs on a small number of
MiG-29s and Su-22s to allow both types
to remain in service until the mid-2020s.
Of Poland’s 32-strong Su-22 fleet,
18 examples underwent the ten-year
POLAND
FORECASTS
LIGHTNING
The official procurement order of 32
examples of the conventional take-off
and landing version of the Lightning
family, the F-35A, made Poland the 12th
nation to sign up to the Joint Strike
Fighter (JSF) program.
It joins Australia, Belgium, Denmark,
Israel, Italy, Japan, the Netherlands,
Norway, South Korea, the UK and the US
in opting for the platform. Shortly after,
Singapore became the 13th nation to
order the type.
As with all F-35s, Polish examples will
be powered by a single Pratt & Whitney
F135 afterburning turbofan engine. The
Polish deal includes the delivery of a 33rd
powerplant, along with mission-related
Lockheed Martin
F-16C-52+ software, spares/repairs, air/ground
— serial 4054 (c/n training devices and support equipment.
JC-15) — during a The “F-35 was designed with the entire
training mission battlespace in mind, and its advanced
in October 2019. capabilities will transform the way the
Note the aircraft men and women of the Polish Air Force
is outfitted conduct operations,” a Lockheed Martin
with AIM-9X-2 spokesperson told CAJ.
Sidewinder Block
“With this advanced technology,
II and AIM-120C-7
AMRAAM missiles. the F-35 is a multi-role fighter capable
USAF/A1C Duncan of successfully executing any and all
C Bevan
SLEP process, extending its viable
service life to 2024-2025. However, for
economic reasons, these aircraft were not
modernized to the same degree that the
Fulcrums were. The Su-22s each received
a new RS-6113-2-C2M radio system with
an associated communications blade
antenna on top of the fuselage. They
were also resprayed in a grey multishade
camouflage scheme to look more
missions, including new missions not
traditionally fulfilled by legacy fighter.
The F-35’s ability to collect, analyze and
share data, is a powerful force multiplier
that enhances airborne, surface and
ground-based assets in the battlespace.
It is the most lethal, survivable and
connected fighter aircraft in the world,
giving our pilots an advantage against
any adversary and enabling them to
execute their missions and come home
safe,” the spokesperson added.
Poland will be receiving the new
Block 4 version of the F-35A, which
will feature software and hardware
upgrades. Lockheed Martin told CAJ that
“the upgrades include the anti-ground
collision system, increased electronic
warfare and computing power, sensor
capability, weapons capacity and more.
Poland will also continue to receive
continued upgrades through the planned
modernization and sustainment program
providing increased capability, reliability
and affordability.”
The nation’s employment of the F-35A
will also strengthen NATO air power
capabilities, offering more regional
commonality in training, equipment
and tactics with other member states.
“Additionally, the F-35 will enhance
situational awareness for the entire Polish
armed forces and strengthen Poland’s
capability to fulfil their NATO Baltic Air
Policing mission, providing valuable
information to allied forces in the region,”
Lockheed Martin added.
23/07/2020 18:12

uniformed alongside Poland’s MiG-29 and
F-16C/D-52+ fleets.
For the MiG-29s, the SLEP was
carried out on 13 Fulcrum-As and three
MiG-29UBs to keep them in service until
2028, the latter years of F-35A deliveries.
The first modernized aircraft was returned
to the Polish Air Force in July 2013 and the
final aircraft to undergo the process was
handed over in November 2014.
The new capabilities gained with the
Fulcrum SLEP included a new
open-architecture avionics suite;
mission computer; digital video recorder
and databus; Rockwell Collins’ RT-8200
ultra and very high frequency radio; an
improved inertial navigation system
and GPS (global positioning system)
navigation; a color multifunction display;
an up-front control panel; and a new
briefing/debriefing system, which
was developed with Israel Aerospace
Industries (IAI).
The SLEP process for both types took
place at the Military Aviation Works No
2 facility in Bydgoszcz, northern Poland.
It was also supported by IAI. Despite
all that work, due to three fatal crashes
within 18 months and a fourth non-fatal
crash in March 2019, for much of last year
the Polish MiG-29 fleet was grounded.
The Fulcrum fleet has become a growing
concern, suffering from low reliability,
technical issues and poor serviceability.
A declaration made by former Polish
politician, Sławomir Preiss, at the 40th
meeting of the Senate on October 3,
2013, stated that the Su-22 was the
cheapest fixed-wing combat aircraft in
the air force’s inventory. It is three times
cheaper than the MiG-29 and four times
less expensive to operate than the F-16.
It added that long-term operation of the
Su-22 has shown that the type has an
above-average reliability, having an
68-73 Polish Mod KC JH.indd 73
POLISH
FIGHTING
FALCONS
Poland’s F-16s are truly multi-role
platforms, capable of performing both
an air-to-air and air-to-ground role.
When performing the latter, the aircraft
can be outfitted with GBU-49 Enhanced
Paveway II (BLU-133) 500lb laser-guided
bombs (LGBs) and GBU-54 Laser Joint
Direct Attack Munitions (JDAM) 2,000lb
precision-guided bombs. It can also be
equipped with a number of unguided
general-purpose bombs, including the
500lb Mark (Mk) 82, 500lb BLU-111A/B
and the 2,000lb Mk 84 (BLU-117). On
top of this, it can employ the AGM-158A
Joint Air-to-Surface Standoff Missile
(JASSM) and the extended range
AGM-158B JASSM-ER.
efficiency ratio of between 70-75%, which
is higher than both the Fulcrum and F-16.
The last attrition of an Su-22 occurred
in 2003, when a Fitter-K was shot down
in a friendly fire incident during an
exercise by a Polish-operated 2K12 Kub
surface-to-air missile battery. The pilot
ejected successfully.
By 2030, Poland’s legacy Cold War
platforms – the Fitter and Fulcrum – will
have been retired and the nation’s
westernized combat aircraft fleet will
total 80 frontline examples, made up of
48 F-16C/D-52+ Fighting Falcons and 32
F-35A Lightning IIs. Despite there being
fewer numbers of the fifth-generation
multi-role stealth fighter in Polish service
than F-16s, its greater capabilities will
Two Fitter-Ks reposition the Fighting Falcon to a more
depart Ämari air
base, Estonia, widely supportive role.
to conduct air On the whole, a fleet of 80 combat
training with aircraft is a relatively small force in
the Estonian
Defense Force comparison with some NATO allies
in support of that are of a similar size to Poland. As
Exercise Spring part of the nation’s ongoing military
Storm in 2016.
USAF/TSgt recapitalization efforts, the procurement
Matthew Plew of additional fighters – be it more F-16s
In an air-to-air role, the F-16s can
carry AIM-120C-7 Advanced Medium
Range Air-to-Air Missiles (AMRAAM) and
AIM-9X-2 Sidewinder Block II short-range
air-to-air missiles.
When the multi-role fighter first entered
service with the Polish Air Force in 2006, it
came with AIM-9X Sidewinder Block I and
AIM-120C-5 AMRAAM munitions. A range
of ‘dummy’ versions are also in service
with the force for training purposes.
Despite problems with the F-16,
which were grounded with faults on
multiple occasions during their early
years of Polish service, there has been
no attritions of the type during its
14-year- long service life so far.
The platform is operated by 3 Tactical
Air Squadron and 6 Tactical Air Squadron
at the 32 Tactical Air Base in Łask, central
Poland. The F-16 constitutes the largest
combat aircraft fleet in the air arm’s
inventory and is currently complemented
by the aging Soviet-era MiG-29 and
Sukhoi Su-22 fighters.
or F-35As – may very well be in the offing
over the course of the decade.
In terms of a possible increases in
Poland’s Fighting Falcon fleet numbers, a
spokesperson for Lockheed Martin told
Combat Aircraft Journal that the company
stands “ready to support the Polish Air
Force as Poland determines its unique
security requirements.” When asked
about future F-16 capability upgrades,
the spokesperson added that “the F-16V
is the most advanced F-16 upgrade
configuration ever offered, including an
APG-83 active electronically scanned array
(AESA) radar, upgraded modular mission
computer and avionics architecture, new
cockpit displays and improved controls.
We stand ready to support the Polish Air
Force if it chooses to upgrade its F-16s.”
What is certain is that lightning is set
to strike in Poland in 2024, something
which President Duda says “greatly
strengthens our position also generally
in the international arena, giving us
prestige and showing that Poland is an
important partner on the European and
global scale.”
www.Key.Aero // September 2020 73
23/07/2020 18:12
 I
N NOVEMBER 2017, up to one-third
of the US Naval Aviation
F/A-18E/F Super Hornet and
EA-18G Growler fleets were
not mission capable, with their
operational employability
reaching a definitive low point. Several
critical reasons had contributed to this
maintenance backlog and significant
decrease in mission readiness for the
Super Hornet and Growler inventory.
Firstly, the US Naval Air Forces were
plagued with difficult choices as to where
to reduce costs, once it became clear that
the development of the fifth-generation
Lockheed Martin F-35 Lightning II stealth
fighter, would exceed the estimated
budget funding and suffer major delays.
As a result, operations and maintenance
programs were reduced, effectively
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74-81 JS VERSION Navy Readiness - JH KC copy.indd 74
leading to personnel starting as early as 2011,
shortages and were other key factors.
maintenance backlogs. A third reason for
By early 2018, when the full extent of the the backlog was
situation became apparent, the problems the naval efforts
had escalated to crisis proportions. undertaken in the war
Most of the aviation services within the against terrorism.
US military have been struggling to keep Budget cuts resulted
their existing inventory of aircraft and in reorganization, with
helicopters operational. After a period of the decommissioning of Carrier Air Wing
continuous strain created by deployments 14 (CVW-14) in March 2017. This created
to a wide variety of operational theatres an increased uptime schedule for the
all over the world, including the conflicts remaining air wings, which meant time
in the Middle East, the effects were to perform maintenance on aircraft that Boeing F/A-18F Super
beginning to show. returned from sea significantly decreased. Hornet - BuNo 166972
(c/n F247) - comes
The acquisition of the fifth-generation Although the Hornets from the retired in for a landing. The
aircraft over sustainment efforts for the VFA-15 squadron were redistributed aircraft is operated
operational inventory, budget cuts, the and factory-fresh Block II Super Hornets by VFA-22 ‘Fighting
Redcocks’ from NAS
re-assignment of funding earmarked for were still being delivered, it proved Leemore in California.
maintenance and several sequestrations, to be insufficient in filling the gap. Patrick Roegies
24/07/2020 14:39
 By late-2017, a high tempo of operations combined with budget cuts, inadequate
supply chain management, and subsequent maintenance backlogs significantly
diminished the readiness of the US Navy’s Super Hornet and Growler squadrons.
Will Block II and Block III Super Hornets alleviate the problem?

REPORT AND IMAGES Jurgen van Toor, Ben Gorski and Patrick Roegies

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 FORCE REPORT // NAVY READINESS
On a few occasions, operational strike
squadrons had to swap aircraft with the
fleet replacement squadrons in order to
have adequate numbers starting a new
deployment. According to unconfirmed
estimations, by early 2018 the number
of Super Hornets and Growlers that were
not mission-ready had increased from
50% to 66%.
Defining the targets
A major catch-up race was initiated within
the operational squadrons and priority
was given to improving the operational
combat capability of the Super Hornet
and Growler fleet. The target set by
Commander of Naval Air Forces, Vice
Admiral DeWolfe Miller III was to have 80%
of Super Hornets and Growlers mission
capable by September 2019.
The definition of an aircraft’s ‘mission
capable’ status became disputable,
so a decision was taken that the 80%
target only applied to aircraft marked as
operational. However, it remained unclear
as to what was meant by ‘operational’.
Finally, it was decided that an
operational Super Hornet or Growler must
have Primary Mission Aircraft Inventory
(PMAI) capability, meaning the aircraft
was able to operate within the nine
operational carrier air wing squadrons
that form the naval aviation tactical air
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74-81 JS VERSION Navy Readiness - JH KC copy.indd 76
power. A non-operational status would
then apply to aircraft in the process
of scheduled maintenance or heavy
depot maintenance.
Although the navy did, indeed, report
a mission-capable status for at least 80%
Above: F/A-18F of their remaining legacy Hornet fleet,
Super Hornet
- BuNo 165910 there has been no specific information
(c/n F056) concerning how they reached that key
- departs for a performance indicator.
training sortie.
Patrick Roegies Readiness-enabling commands began
to significantly reduce the number of
Right: A US
Navy F/A-18E
non-combat capable aircraft after a
pilot and ground situation appraisal survey was performed
crew prepare throughout 2017 and 2018.
for a sortie on It specified the readiness requirements
September
11, 2019. per aircraft, navy squadrons, and
Melvin Jansen maintenance and supply depots.
The Naval Sustainment System Aviation
and Naval Aviation Enterprise commenced
developing programs to enhance
efficiency of the maintenance service
practices, optimizing standards and
procedures and work instructions using
the experience of commercial industry as
their inspiration.
As a direct consequence, reforms were
deemed necessary, and these began in
early 2018. With an increased number
of Hornets now within the operational
inventory, it logically followed that the
amount of aircraft requiring maintenance
had increased as well.
Between 2000 and 2010, the average
number of Hornets that were submitted
to the fleet readiness depot centers
varied between 250 and 260 aircraft. This
increased significantly to approximately
320 aircraft per year, the level it is at today.
With the maintenance backlog, the depot
centers surged to attain the service goals
of 341 Super Hornets and 93 Growlers by
the end of September, which now looked
an extremely difficult target to meet.
The seeds of success
Initially the supply chain management,
engineering practices, governance activity
and safety processes were significantly
improved, and became increasingly
efficient in order to get the Super Hornets
24/07/2020 14:40
 and, later, the Growlers back on their
feet as soon as they could. Since this
process proved to be very successful, the
lessons learned will be implemented on
the remaining types within the navy’s
operational inventory.
The tremendous efforts of the squadron
maintainers and the fleet readiness
centers also proved to be vital in meeting
the determined milestones and deadlines
set by the project’s targets. As a result of
their efforts, 2020 has been the first year
in which the key performance indicator
‘aviator flight hour’ increased.
The navy was able to perform its
allocation of flight hours completely,
proving the reforms were not just a
cosmetic change. By staying focused on
the processes, even more improvements
are expected.
It’s important to note that a ‘mission-
capable’ status is not equal to a ‘full
mission-capable’ status, also referred
to as a ‘Code One Standard’. Code one
defines the aircraft as being fit to meet any
assigned mission requirement.
The navy managed to reach its 80%
mission-capable status performance
indicator in a period of 12 months. The
intended goal – to have at least 320 Super
Hornets mission capable – was reached
Below: This
earlier than expected, in September, which
colorful F/A-18F
Super Hornet contributed to a higher level of readiness,
- BuNo 166793 or 62.27% for the Super Hornet fleet.
(c/n F166)
On September 24, 2019, Commander
- belongs to
VFA-32 ‘Fighting Miller stated the target for both the Super
Swordsmen’. The Hornet and Growler in the operational
aircraft is lit up as
the crew prepare
inventory had been achieved. With this
for a night sortie. achievement the strategic plan to reach
The unit operates 80% in mission-capable readiness aircraft
from NAS Oceana,
Virginia.
was met. Although the mission-capable
Patrick Roegies status does not meet the combat capable
74-81 JS VERSION Navy Readiness - JH KC copy.indd 77
definition, this is an improvement in
sustaining the Hornet and Growler fleets.
Another hurdle appears
Just when it looked like the problems
of the Super Hornet fleet had been
overcome, a new hurdle became
apparent. On September 24 last year,
Commander Miller announced that the
80% mission capable target had been
reached for the Fiscal Year (FY) 2019. As
a US fiscal year begins in October and
ends the following September, in other
words FY 2019 started in October 2018
and ended in September 2019. Although
this is an important achievement for the
navy, and a significant improvement in
availability rates, serious questions remain
whether it is a sustainable situation in the
long term.
The navy has stated that it is able to
sustain around 320 mission-capable Super
Hornets and has to conduct a short-term
readiness surge to reach the intended
340 target. How this performance is being
sustained remains unclear for the Super
Hornet operations.
In June 2019, it became clear there
was a shortage of spare parts and
that a possible result could be the
reduction of operational hours for the
operating squadrons. In July, the navy
communicated that this would only
be applicable for the Naval Air Force
Atlantic resources and would certainly
not affect the Super Hornet fleet.
In the last quarter of 2019, it also
became apparent that there was a
shortage in required spare parts to
maintain, and therefore sustain, the
mission capable status of the Super
Hornet fleet. The shortage became
www.Key.Aero // September 2020 77
24/07/2020 14:40
 FORCE REPORT // NAVY READINESS
Remaining operational Carrier Air Wings
CVW-1 AB Carrier Air Wing 1
CVW-2 NE Carrier Air Wing 2
CVW-3 AC Carrier Air Wing 3
CVW-5 NF Carrier Air Wing 5
CVW-7 AG Carrier Air Wing 7
CVW-8 AJ Carrier Air Wing 8
CVW-9 NG Carrier Air Wing 9
CVW-11 NH Carrier Air Wing 11
CVW-17 NA Carrier Air Wing 17
CVWR-20 AF Carrier Air Wing Reserve 20
Disestablished Carrier Air Wings
RCVW-4 AD Readiness Carrier Air Wing 4
CVW-6 AE Carrier Air Wing 6
CVW-10 AK Carrier Air Wing 10
RCVW-12 NJ Readiness Carrier Air Wing 12 Disestablished 30 June 1970 (modex still in use
CVW-13 AK Carrier Air Wing 13
CVW-14 NK Carrier Air Wing 14
CVW-15 NL Carrier Air Wing15
CVW-16 AH Carrier Air Wing 16
CVW-19 NM Carrier Air Wing 19
CVW-21 NP Carrier Air Wing 21
CVWR-30 ND Carrier Air Wing Reserve 30 Disestablished 31 December 1994
NM Planned 7 Nov 1986
apparent after an internal audit
conducted by the department of
defense inspector general (DODIG).
The internal audit was focused on the
Super Hornet fleet and was released
in an official report on November 19,
2019. The Naval Defense Logistics
Agency (DLA) identified the requirement
of spare parts, including their best
estimation of quantities, but they were
unable to obtain the quantities and fill
the backorders.
As a result, the readiness problems with
the existing Super Hornet fleet remained.
The navy would be unable to meet any
unexpected demands for increased
operational readiness, and any target set
by the secretary of defense to reach the
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museum to avoid sending future requests
Naval Air Station Oceana, Virginia
for parts up the chain of command.
Naval Air Station Lemoore, California
Besides the actual aircraft themselves,
Naval Air Station Oceana, Virginia
engines were also being cannibalized
Naval Air Facility Atsugi, Japan
Naval Air Station Oceana, Virginia
– further decreasing the inventory and
Naval Air Station Oceana, Virginia number of operational examples. To
Naval Air Station Lemoore, California chart the frequency of cannibalization,
Naval Air Station Lemoore, California the inspector general related the number
Naval Air Station Lemoore, California of cannibalization jobs per every 100
Established as CVWR-20 on 1 April 1970, operational flights, stating: ‘From October
redesignated Tactical Support Wing (TSW), 1
April 2007 2016 through December 2018, for the
E and F models of the Super Hornet the
Disestablished 1 Jun 1970 average cannibalization rate was about
Disestablished 1 April 1993 10% of operational flights for the E model
Disestablished 20 November 1969 and about 12% of operational flights for
the F model.’
by Pacific FRS)
One of the conclusions in the inspector
Disestablished 1 January 1991
general’s audit report is that the current
Disestablished 31 March 2017
situation is non-sustainable.
Disestablished 31 March 1995
Disestablished 30 June 1970
Disestablished 30 June 1977
Disestablished 12 December 1975
Disestablished 1 June 1988 (planned for
assignment to USS Independence (CV-62) but
never deployed)
80% mission capable rate by the end of
2019 would not be achievable.
In the inspector general’s audit,
it warned that backorders and
cannibalization efforts could prevent the
navy from meeting sudden unexpected
demands for greater operational mission
readiness in the near future.
The estimations concerning the actual Above: The
mission capable Super Hornets vary US Navy
acquired the
from two-thirds to half of the 546 strong EA-18G Growler
Super Hornet fleet that was operational electronic
in 2018. The lack of required spare parts attack aircraft
to replace its
is one of the reasons why the navy has aging EA-6B
been cannibalizing already-grounded, Prowler fleet,
non-mission-capable aircraft. It has come which served
in the role until
to a point where the marine corps even March 2019.
had to cannibalize aircraft on display in a Patrick Roegies
24/07/2020 14:40
 for the deficiencies, and so obtain spare The navy could, conceivably,
More critical findings parts needed to avoid that situation. manufacture replacements by itself or find
With a large part of the Pentagon’s funds The report also said: ‘In addition, the a second supplier for the parts. However,
being assigned to the acquisition of F/A-18E/F program office, referred to as the navy does not own the technical
new aircraft like the F-35 and other new PMA-265, stated that a lack of sustainment drawings for the parts in question so it
systems, maintaining existing aircraft and funding contributed to the difficulties cannot make them.
systems received a lower priority. with acquiring spare parts. The chief of
The F-35’s expense led to the navy the US Naval Operations Office stated Sharing the solutions
canceling several spare parts contracts that PMA-265 received reduced When the spare part deficits became
for the Super Hornet during the last 20 funding because PMA-265 officials had apparent and demand reached its high
years. With the delay in the integration under-executed its budget and naval point, the manufacturers were either
of the F-35, the navy is now facing the aviation sustainment budgets were too slow to repair parts or declined to
consequences of canceled contracts to all reduced.’ share technical data, further preventing
acquire or reserve spare parts. Alternative methods to acquire the navy from creating in-house
Five critical spare parts have been parts earmarked as obsolete, like solutions or purchasing new supplies
identified that are required to maintain the center cockpit display and from rival contractors. There was only
Below: In order the operational readiness of the Super the communication antennas, are one vendor able to make the Super
to efficiently
be stored on Hornet. These are the center cockpit being developed, but these are Hornet’s communication antenna and
aircraft carriers. display, the primary targeting sensor, pending the change management it experienced delays in getting the
The wingtips of the communication antenna, the approval process. The report also production line running, leaving DLA
the F/A-18E/F
and EA-18G actuator for the tail rudder, and the states that the original equipment without a contract in place to obtain the
Growler aircraft electrical generator. manufacturer (OEM) Boeing has antennas for a 13-month period.
are foldable, The DODIG found that the specific been unable to provide spare The navy is taking steps to rectify the
to save space
when stowed. causes contributing to the backorders communication antennas for obsolete parts situation with the highest
Patrick Roegies are obsolete materials that are no longer the aircraft. priority. But manufacturers need to share
manufactured or available for purchase.
Right: US Navy
F/A-18E/F units Others included the delivery times of
are known for manufactured spare parts, the delays in
operating very repairs, and the lack of technical data used
colorful aircaft.
This example, in producing or repairing spare parts.
F/A-18F - BuNo Furthermore, the DODIG report stated
166873 (c/n that if the navy had performed the
F203) - is
operated by necessary logistic assessments during the
VFA-154 ‘Black last two decades, it would have been able
Knights’ from to generate a more reliable forecast for
NAS Leemore,
California. the actual situation. The navy might have
Patrick Roegies been able to anticipate and identify causes

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 FORCE REPORT // NAVY READINESS
technical data with prospective new
contractors and often they choose not
to do so. The navy also found that some
contractors do not reply to requests for
data, or charge prohibitively expensive
fees for its use, further hampering efforts
to develop in-house repair capabilities.
The deficit of spare parts was not
noted earlier due to a lack of logistic
assessments, which should have taken
place every five years, yet none were
performed from 2000 to 2018. If these
assessments had taken place, the navy
would have been able to anticipate the
shortages in parts and ask manufacturers
to find solutions for critical spares, which
in some cases became obsolete.
While officials within the Super Hornet
program office blamed the lack of funding
for their problems, those at the office
of the chief of naval operations pushed
back. It was stated that the program
received reduced funding because it had
under-executed its budget and all naval
aviation funds were significantly reduced
from fiscal years 2013 to 2016.
During these four years, the program
office requested between $193m and
$311m, but only received between
$85m and $136m. The US Chief of Naval
Operations officials explained that all
budgets were reduced and that during
this period the sustainment funding for
naval aviation was not the priority.
Naval squadrons reform
The mission-capable status of the Super
Hornet fleet and the introduction of the
first Lockheed Martin F-35C Lightning
IIs to the VFA-147 ‘Argonauts’ have led to
Carrier Air Wing assignment changes for
Hornet and Growler squadrons. In the
past few years, a modest number of Super
Hornets that have been assigned to the
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Fleet Replacement Squadrons VFA-106 squadron, it has taken on an adversary
‘Gladiators’ and VFA-122 ‘Flying Eagles’ role and its aircraft have been painted in
have been passed on to the operational an adversary color scheme. The
squadrons. The intent is to keep the VFA-113 ‘Stingers’ has been transferred
squadrons fully fitted with mission- from CVW-17 to CVW-2 and is now
capable aircraft. assigned the modex NE-2xx.
As a result, some of the operational The VFA-147 ‘Argonauts’ is now assigned
squadrons were re-assigned to a different to CVW-2 as the first naval F-35 squadron
air wing to help the navy adapt to the Above: Boeing to have reached operational capability
situation and aid the introduction of the F/A-18F Super status. VFA-192 ‘Golden Dragons’,
F-35C. One change has been the VFA-97 Hornet - BuNo previously assigned modex NE-3xx, is now
168929 (c/n
‘Warhawks’ passing on its aircraft to the F275) - casts a presenting modex NE-2xx.
VFA-137 ‘Kestrels’. Another is the aircraft reflection during a Both VFA-31 ‘Tomcatters’ and VFA-87
previously assigned to VFA-137 being rainstorm. ‘Golden Warriors’ have been assigned
Patrick Roegies
distributed over remaining squadrons. to CVW-11 after being assigned
The VFA-137 ‘Kestrels’ was transferred Below: A new to CVW-8. Earlier in 2017, VFA-86
from CVW-2 to CVW-17 exchanging their era! The F-35C ‘Sidewinders’ was transferred from
variant of
modex NE-2xx for NA-3xx. The modex Lockheed Martin’s CVW-3 to CVW-7, and in 2018 VFA-25
consists of two or three numbers that the Lightning family ‘Fist of the Fleet’ was transferred from
navy and marine corps use on aircraft is specifically CVW-9 to CVW-7.
configured for
to identify a specific aircraft within a conventional
squadron and that squadron’s mission; it is carrier take-off Future preparations
not the tail code. and landing The naval strike squadrons VFA-37 ‘Bulls’
operations.
Carrier Air Wing 17 has seen additional Notable and VFA-34 ‘Blue Blasters’ were the last
changes, too. VFA-94 ‘Mighty Shrikes’ differences of squadrons to make the conversion to
changed its modex from NA-4xx to this version the Super Hornets, replacing their legacy
are its larger,
NA-2xx. The VFA-97 ‘Warhawks’, which was foldable wing, Hornets. The Super Hornet conversion
previously assigned the modex NA-3xx, strengthened program was completed in February
has left CVW-17 and is now assigned the landing gear and 2019. The remaining legacy Hornets are
inclusion of an
slightly-different modex NGxx. With only arrestor hook. assigned to the adversary squadrons and
a few Super Hornets remaining in the Patrick Roegies the Naval Air Warfare Development Center
24/07/2020 14:40
 and the Blue Angels. These legacy Hornets CURRENT SUPER HORNET INVENTORY
will also be withdrawn from use and
Squadron Nickname Type Modex
replaced by the Super Hornet.
Strike Fighter Wing / US Pacific Fleet / NAS Lemoore (CA) STRKFIGHTWINGPAC (SFWP)
In February 2020, the first Super Hornet VFA-2 Bounty Hunters F/A-18F NE-1xx
submitted to the service life modification VFA-14 Tophatters F/A-18E NG-2xx
program was delivered back to the US VFA-22 Fighting Redcocks F/A-18F NA-1xx
Navy. During this 18-month program, the VFA-25 Fist of the Fleet F/A-18E AG-4xx
service lifetime of the Super Hornet was VFA-41 Black Aces F/A-18F NG-1xx
extended from 6,000 to 7,500 flight hours. VFA-86 Sidewinders F/A-18E AG-3xx
Five aircraft should be delivered this year. VFA-94 Mighty Shrikes F/A-18F NA-2xx
VFA-97 Warhawks F/A-18E NG-0x
The navy’s ability to replace the last of
VFA-113 Stingers F/A-18E NE-2xx
its legacy Hornets and maintain mission
VFA-122 Flying Eagles F/A-18E FNJ-xxx
readiness is expected to be made easier VFA-136 Knighthawks F/A-18E AB-3xx
by a slate of new aircraft. Along with the VFA-137 Kestrels F/A-18E NA-3xx
Super Hornet squadrons converting to the VFA-146 Blue Diamonds F/A-18E NH-3xx
F-35C Lightning II, there is Boeing’s 2019 VFA-151 Vigilantes F/A-18E NG-4xx
contract for 61 F/A-18E and 17 F/A-18F VFA-154 Black Knights F/A-18F NH-1xx
Super Hornets Block III aircraft. That order VFA-192 Golden Dragons F/A-18E NE-3xx
may also see an additional 32 aircraft. Strike Fighter Wing / US Atlantic Fleet NAS Oceana (VA) STRKFIGHTWINGLANT (SFWL)
VFA-11 Red Rippers F/A-18F AB-1xx
Block III aircraft possess slightly increased
VFA-31 Tomcatters F/A-18E NH-2xx
stealth capabilities compared to the
VFA-32 Swordsmen F/A-18F AC-1xx
Block II Super Hornet. The Block III also VFA-34 Blue Blasters F/A-18E AJ-4xx
possesses an increased mission range VFA-37 Bulls F/A-18E AJ-1xx
and can carry additional weapons on its VFA-81 Sunliners F/A-18E AB-4xx
more sustainable airframe. The airframe is VFA-83 Rampagers F/A-18E AC-2xx
expected to last 9,000 operational flight VFA-87 Golden Warriors F /A-18E NH-4xx
hours, which is 3,000 hours more than the VFA-103 Jolly Rogers F/A-18F AG-2xx
Block I and Block II. This equates to about a VFA-105 Gunslingers F/A-18E AC-4xx
VFA-106 Gladiators F/A-18E FAD-xxx
decade of extra lifetime.
VFA-131 Wildcats F/A-18E AC-3xx
The delivery of the initial batch of 78
VFA-143 World Famous Pukin’ Dogs F/A-18E/F EAG-1xx
aircraft from that March 2019 contract is VFA-211 Checkmates F/A-18F AB-2xx
planned between this year and FY 2022. VFA-213 Black Lions F/A-18F AJ-2xx
The navy has also stated that it will not Strike Fighter Wing / US Pacific Fleet MCAS Iwakuni (Japan)
procure more Super Hornets after FY 2021 STRKFIGHTWINGPAC (SFWP)
to ensure its carrier air wings can afford to VFA-27 Royal Maces F/A-18E NF-2xx
maintain a capable strike fighter capacity VFA-102 Diamondbacks F/A-18F NF-1xx
VFA-115 Eagles F/A-18E NF-3xx
to face most threats until at least 2030.
VFA-195 Dambusters F/A-18E NF-4xx
The decision not to procure more Super
VAQ-141 Shadowhawks EA-18G NF-5xx
Hornets has allowed the US Navy to NAS Whidbey Island (WA) Electronic Attack Wing/ US Pacific Fleet VAQWINGPAC (VWP)
redirect funds that were for acquiring 36 VAQ-129 New Vikings EA-18G NJ-5xx
Super Hornets between FY 2022 and 2024 VAQ-130 Zappers EA-18G AC-50x
to Next Generation Air Dominance (NGAD) VAQ-133 Wizards EA-18G NG-5xx
and the acceleration of its development. VAQ-136 Gauntlets EA-18G NE-50x
NGAD was previously known as the VAQ-137 Rooks EA-18G AB-50x
F/A-XX program. The NGAD program has VAQ-139 Cougars EA-18G NA-50x
VAQ-140 Patriots EA-18G AG-50x
had a lengthy specification phase over the
VAQ-142 Grey Wolves EA-18G NH-50x
last decade as the navy struggled to shape
VAQ-209 Star Warriors EA-18G AF-50x
the future of its carrier air wings. Joint Expeditionary Squadron
The legacy Hornets will be retired in the VAQ-131 Lancers EA-18G NL-55x
next few years and the number of Super VAQ-132 Scorpions EA-18G NL-54x
Hornets within the operational inventory VAQ-134 Garudas EA-18G NL-53x
of the navy will increase. These will be VAQ-135 Black Ravens EA-18 G NL-52x
factory-fresh Block III Super Hornets. VAQ-138 Yellowjackets EA-18 G NL-51x
With modernization programs to NAS Patuxent River (MD) Naval Test Wing Atlantic NTWL
NSATS (ITT) F/A-18E/F
extend the service life of the existing
USNTPS F/A-18E/F
Super Hornets and Growlers further,
VX-23 Salty Dogs F/A-18E/F SD-xxx
maintenance becomes a vital effort. NAWS China Lake (CA) Naval Test Wing Pacific NTWP
With special
By continuing to optimize maintenance thanks to LCDR VX-31 Dust Devils F/A-18E/F, NEA-18G DD-xxx
processes and work instructions, the navy Lydia Bock, public VX-9 Vampires F/A-18E/F, EA-18G XE-xxx
has a unique opportunity to get on top affairs officer, NAS Fallon (NV)
Commander Joint NAWDC F/A-18E F1xx
of things and keep the key performance
Strike Fighter Wing
indicators in the green. NAWDCE EA-18G 5xx

www.Key.Aero // September 2020 81

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 82 September 2020 // www.Key.Aero

82-89 Rooivalk KC JH.indd 82 23/07/2020 18:11

 South Africa’s ‘hard-as-nails’ combat helicopter proved its to process. A helicopter, angular and
menacing, its nose dipped towards him,
credentials while operating with the UN in the Congo. rotorblade vortices whipping the mist
into huge owl eyes. For another second

T
REPORT Guy Martin he stood and stared. Arcs of blinding light
HE REBEL LOOKOUT clutched dense enough to hide any sunrise. On suddenly spewed out, volcano-like behind
his camo fatigues around him a good day, the view at dawn from this it and, as he lifted his rifle, flashes erupted
and hugged his AK-47 close, wind-swept, mountainside guerrilla base, from its stumpy wings. Before he could
trying anything to preserve was almost worth waiting up for. even call out, the last thing he would ever
what little warmth remained Just then, he thought he heard a distant see was a pretty, sparkling light, twinkling
in his body. He cursed the fact rumble. He turned his head. Concentrated. below the cockpit.
Two SAAF that he’d drawn the short straw — the Nothing. ‘The lack of sleep is getting to The Denel Rooivalk (Red Hawk) is the
Rooivalks,
painted in ‘graveyard’ shift from midnight though me,’ he thought. But there it was again; a only attack helicopter to be designed
UN white, on to first light — but as a new recruit to fast, pulsing beat, just audible above the and developed in Africa, but it only
patrol in the the brutal M23 rebel group, he wasn’t chill wind scything through the ‘tin and narrowly made it into service with the
DRC. The
edict that they about to argue. tarpaulin’ camp. He looked towards the South African Air Force (SAAF). Once fully
must fly in pairs At least it was nearly over. The sky in sound and squinted into the wall of mist operational, the Rooivalk soon proved
makes them the east was starting to lighten. The half a mile away. its mettle with United Nations (UN)
an expensive
option to outline of stacked, monochrome hills was Then, as he stared, a white form peacekeeping forces in the Democratic
operate. SAAF occasionally visible through low cloud, emerged from the grey. It took a second Republic of the Congo (DRC), gaining

www.Key.Aero // September 2020 83

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 TYPE REPORT // AFRICAN ATTACK HELICOPTER
international recognition for almost
single-handedly defeating the M23 rebel
group there.
Combat debut
The Rooivalk shot to prominence
following its devastating performance
in the DRC in late 2013. At the end of
October that year, three SAAF Rooivalks,
painted in white UN colors, were sent
to the Congo. Their first-ever combat
mission, on November 4, was with
the UN Force Intervention Brigade
84 September 2020 // www.Key.Aero
82-89 Rooivalk KC JH.indd 84
(FIB), when they attacked an M23
rebel base close to Tshanzu near the
Rwandan border. The Rooivalk’s tactics
included using cloud cover to mask
their approach and surprise the rebels.
Dodging small arms and 14.5mm
anti-aircraft fire, two Rooivalks launched
55 2.75in (70mm) rockets in five
separate salvos against rebel positions,
eventually scoring a direct hit on an
ammunition bunker. Totally out-gunned,
it’s believed the rebels fled across
the border.
The following day, the M23 group called
an end to its 20-month rebellion, saying
it would disarm and pursue peace talks.
Two days later it officially surrendered.
‘We believe M23 had to retreat because
of the Rooivalk,’ South African defense
minister Nosiviwe Mapisa-Nqakula said
at the time.
Although the M23 rebellion officially
ended in 2013, the DRC, particularly its
eastern regions, was harassed by many
other rebel groups.
UN-backed military fought numerous
battles with National Liberation Forces
(FNL) guerrillas, and Allied Democratic
Forces (ADF) rebels, who had killed
thousands of civilians. Another group of
concern was the Democratic Forces for
the Liberation of Rwanda (FDLR).
During 2013, Rooivalks flew two
live-engagement sorties in the DRC,
totaling 2.8 hours.
They were back in action in March
Above: A Rooivalk 2014, when they were called on to target
firing rockets. Its
20mm nose- ADF rebels in North Kivu. That year,
mounted cannon Rooivalks flew combat sorties totaling
is clearly visible.
Christo Crous
4.8 hours that saw 355 rounds of 20mm
via Denel ammunition and 76 rockets fired.
Lieutenant Colonel Danie Bellingan,
Left: A Rooivalk officer commanding the SAAF’s 16
flying through
flare smoke. Squadron between 2014 and 2019, said
Typically, pilots the UN was so pleased with Rooivalk
dispense flares operations, it designated it the helicopter
as they begin an
attack. of choice for reconnaissance and combat
Guy Martin missions, particularly at night.
23/07/2020 18:11
 While not directly comparable as
attack helicopters, the Rooivalk was
regarded as being superior to the Mi-24
Hinds that were also flown in the DRC
MONUSCO stabilization missions. In one
instance, Ukrainian Hinds were tasked
with attacking a target, but due to poor
weather were unable to find it. Meanwhile,
Rooivalks successfully located and
attacked it. Rooivalks typically struck a
target first, followed by Mi-24s.
In addition to hot and high performance,
one of the areas the Rooivalk trumps the
Hind is in range and endurance. It boasts
a standard range, on 400 gallons (1,850
lit) of internal fuel (in three self-sealing
tanks), of around 435 miles (700km). Up to
five external drop tanks with a capacity of
109 gallons (550 lit) each can be carried,
each additional tank giving around an
82-89 Rooivalk KC JH.indd 85
hour’s endurance. In 2016, the Rooivalks refueled and de-fueled (including from
began using drop tanks to self-deploy drums on the ground using an onboard
Above: Beauty to the DRC. This was instead of being pump system), and it uses a Health and
and the beast. A
Rooivalk releases transported there by chartered Ilyushin Usage Monitoring System and Line
flares during an Il-76 Candid cargo aircraft, which required Replaceable Units that incorporate built-in
exercise. partial disassembly. test and evaluation (BITE) monitors for
Guy Martin
It took around 16 hours of flying time constant evaluation.
Below left to for a Rooivalk to go from South Africa to With the Rooivalk’s arrival in the DRC, the
right: A ‘Red the DRC, so the maximum take-off weight MONUSCO stabilization mission gained
Hawk’ supporting
ground troops increased from 18,630lb (8,450kg) to a night-operations capability due to the
during an air 19,840lb (9,000kg), as external fuel tanks aircraft’s thermal camera, although pilots
capability demo. and rockets had to be carried. regularly flew with night-vision goggles.
Guy Martin
Rooivalks are also considered superior The thermal camera also helps in bad
The Rooivalk’s to the Hinds in terms of maintainability weather, which is frequent in the DRC. As
superb and availability. From the outset, the rebels don’t move at night, Rooivalks often
maneuverability
makes it ideal Rooivalk was designed for reliability and carried out strikes just before first light.
for low-level maintainability when working in basic After modest activity in 2014, combat
approaches, conditions. Maintainers can access all parts flying in the DRC ramped up in 2015 with
often surprising
the rebel forces it of the airframe without the use of work 17.2 hours flown in six live-engagement
targets. Denel platforms, it can be pressure or gravity sorties, during which the two Rooivalks on
www.Key.Aero // September 2020 85
23/07/2020 18:11
 TYPE REPORT // AFRICAN ATTACK HELICOPTER
combat duty fired 255 rounds of 20mm
ammunition and 68 rockets.
From 2013 to 2015, the Rooivalks
flew a total of 1,163.3 hours in the DRC:
128.2 hours in 2013, 740.1 in 2014 and
295 in 2015.
Fewer hours were flown in 2015 due
to heavy maintenance being carried
out. They fired 199 rockets and 610
rounds of cannon ammunition between
2013 and 2015.
For the Rooivalk, 2016 became the
busiest year to date, in terms of combat,
with the aircraft firing 1,200 rockets and
11,000 rounds of cannon ammunition.
In the last two weeks of December 2016,
Rooivalks engaged in combat eight times,
mostly against ADF rebels in the region of
Beni in the eastern DRC. ADF rebels were
predominantly in the Rooivalk’s crosshairs,
but smaller rebel groups and armed gangs
were targeted too.
For the aircraft, 2017 and early-2018
Left top to bottom:
A Rooivalk fires were somewhat quieter, as fighting
rockets during an subsided. For instance, Rooivalks flew 80
exercise. hours in November, 88 in December, but
Guy Martin
just 35 in January 2018, and only 16 hours
The combat in February. Some of this decrease was
‘copter pictured due to maintenance.
with an SA Army
Ratel armored More recently, Rooivalk pilot Major
vehicle on the Corne Stander said: ‘For the last year or
African plains. so it’s quietened down quite a bit, as the
Guy Martin
UN has really pulled back on ground
Below: It may engagements. We’re consequently doing
look like a mostly reconnaissance flights.
Photoshop trick,
but this is two UN ‘The Rooivalk has mostly been busy with
Rooivalks landing, escorting Oryx missions and also doing
along with Oryx ‘force projection’ missions, showing that
helicopters, in the
DRC. SAAF there are attack helicopters in the area.’

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 In 2020, in the DRC, two Rooivalks are
typically being used for combat missions
and are available 24/7, while the third
is kept in reserve. Four aircrew and 15
technicians are deployed to support
the aircraft.
More than two-thirds of the Rooivalks’
flight time is for intelligence, surveillance,
target acquisition and reconnaissance
(ISTAR) missions, particularly in high risk
areas. The aircraft is also used to escort
SAAF Denel Oryx and other nations’
Mil Mi-8/17 transport helicopters in
high-threat areas, as well as vehicles on
the ground. Mi-8 transport crews often
request a Rooivalk escort.
On a typical mission, a Rooivalk flies for
up to 2.8 hours and is armed with around
550 high-explosive and armor-piercing
incendiary cannon rounds, plus 20 rockets.
Due to the thick jungle, ordnance delivery
often requires steep approaches. Although
the rockets have a five-mile (8km) range,
they are usually fired from between 1 and
2.5 miles (1.5-4km) away.
Initially, SAAF pilots were concerned the
white UN colors would give the aircraft
away, but as it is often misty and cloudy
in the DRC, the Rooivalks blend in well
and pilots do not feel overly conspicuous.
82-89 Rooivalk KC JH.indd 87
Nevertheless, the aircraft get shot at
regularly (mostly by small arms fire as
heavy weapons are difficult to deploy in
the jungle). Hits are not uncommon – at
least one bullet has passed through a
horizontal stabilizer.
‘The biggest threat to us is always
small arms,’ Stander said. ‘We have taken
some small arms hits on the aircraft.
The aircraft is very robust though — it’s
dual-redundant on most of its systems.’
Although there is little threat of guided
weapons, Rooivalks typically deploy
flares during engagements. As soon as
the aircraft is exposed, countermeasures
are dispensed, usually 15-20 seconds
before weapons release. Flares, as
well as chaff, form part of the aircraft’s
IDAS (Integrated Defensive Aids Suite)
supplied by Saab, which warns against
different threats such as radar, laser
and approaching missiles, deploying
countermeasures accordingly.
Even if it does get hit, the Rooivalk’s
dual-redundant systems and armored
crew seats offer excellent protection.
Rooivalk 674 Due to their placement and separation
during an army from the main gearbox, the engines can
capability
demonstration. also be run individually in case one is hit.
Guy Martin The cockpit has Perspex windows and
the front windows are strong enough to
withstand the impact of a chicken-sized
bird strike.
In the event of a crash, the Rooivalk can
withstand a vertical impact speed of 30
feet (10m) per second.
In the DRC, pilots fly with R5 assault rifles
in the cockpit in case they get shot down.
Although the Rooivalk has performed
well in the DRC, in the last few years
flying has tapered off due to UN funding
constraints. Rooivalks are relatively
expensive to operate due to an SAAF
doctrine insisting that aircraft deploy
in pairs, and, since the defeat of the
M23, there has been less need for
combat helicopters.
In spite of funding constraints, the
South African National Defense Force
contingent in the DRC is reluctant to give
up its Rooivalk capability, as it believes
withdrawing it is likely to compromise the
safety of peacekeepers, mission integrity
and sustainability of the FIB.
Future development
After proving itself in the DRC, the
Rooivalk grabbed international attention
and for some years there were talks of
reviving production. In September 2016,
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23/07/2020 18:11
 TYPE REPORT // AFRICAN ATTACK HELICOPTER
Denel and Airbus Helicopters announced
a memorandum of understanding
for a project to enhance the Rooivalk
in a phased approach, starting with
modernisation and then looking into a Mk
II version with an eye towards exports.
The agreement with Airbus Helicopters
is critical, since the Rooivalk uses the
engines and gearbox components
of the Super Puma, as well as some
foreign components.
Lack of co-operation from Airbus has
previously caused problems marketing
the helicopter. The companies agreed that
Airbus would promote its Tiger in some
markets and allow Denel to promote the
Rooivalk in others, with Denel targeting
potential customers in Poland and Nigeria,
among others.
Exports are essential to getting the
Rooivalk Mk II off the ground, as the SAAF
has an extremely limited (and rapidly
shrinking) budget.
Denel continues to consider enhancing
the Rooivalk (as the Mk I.I) for the SAAF
– though the current Mk I will require
a mid-life upgrade within the next five
years to address obsolescence. Arms
procurement entity, Armscor, has placed
an order with Denel to undertake
a study on future supportability of
the Rooivalk Mk I and addressing
possible obsolescence.
Unfortunately for Denel, government
interference from 2015 meant it
became a loss-making entity with a
major liquidity crisis and allegations of
rampant corruption. After President Jacob
Zuma was removed from government
in February 2018, efforts to root out
any corruption could take place. Denel
embarked on the long road to recovery,
88 September 2020 // www.Key.Aero
82-89 Rooivalk KC JH.indd 88
ROOIVALK ATTACK HELICOPTER
Country of Origin South Africa
Denel Aviation/Atlas
Manufacturer
Aircraft Company
Number built 12
2 Makila 1K2 Turboshaft
Engines
(1904shp)
Rotor Diameter 50ft (15.22m)
Length 61ft (18.65m
Height 16ft 10in (5.15m)
13,030lb/5730kg
Weight empty19,290lb/8750kg
max take-off weight
Max speed 192mph (309 km/h)
Cruising speed 173mph (278 km/h)
435 miles (700km) w/o
Range
drop tanks
Service ceiling 20,000ft (6,100m)
Pilot (rear seat) and
Crew weapons systems officer
(front seat)
F2 20mm cannon
8 or 16 anti-tank missiles
(ZT-6 Mokopa with
laser or millimeter-wave
guidance)
Weaponry
4 Matra BAe Dynamics
Mistral air-to-air missiles
2 Denel V3P air-to-air
missiles
38 or 76 unguided rockets
with a sturdy turnaround plan and
new management. Nevertheless, this
‘state-capture’ period set back the future
Rooivalk program, although Denel has not
ruled out export sales or future upgrades.
Long road
It took more than 20 years for the Rooivalk
to finally see combat service following the
type’s first flight on February 11, 1990.
The Rooivalk was designed in the
mid-1980s to combat guerrillas and their
Cuban allies in southern Africa, with
counter-insurgency, escort and close air
support as its core functions.
Drastic budget cuts and a political
realignment after democracy in 1994
meant only 12 aircraft rather than the
envisioned 36 were ordered for the SAAF
in 1996. One was subsequently written off
in a crash-landing, though Denel believes
it can be rebuilt and upgraded.
Deliveries to 16 Squadron at Bloemspruit
air base in Bloemfontein began in January
1999, and concluded in March 2004, three
years late. By 2010, the type was still not
fully operational. After 140 modifications
and ZAR1bn (more than $130 million),
full military type certification was
awarded in April 2011 for the upgraded
Rooivalk Mk I.
The SAAF typically has around ten
qualified Rooivalk pilots for its 11
operational aircraft. Converting onto the
Rooivalk requires around 18 hours of
basic flying, although with weapons firing
and other training this brings the total to
around 60 hours. Pilots need at least 100
hours on the type before they can deploy
with the UN. The weapons systems officer
also has to be a fully-qualified pilot as the
aircraft can be flown from both seats.
Although designed in part to take out
tanks, the Rooivalk has never deployed
the Mokopa anti-tank missile designed
for it by Denel Dynamics. The SAAF does
not have the budget to order it, and
does not need it in the DRC, but Denel
Aeronautics is making sure the Mokopa
is fully certified on the aircraft and has
conducted additional qualifications firings
with an eye on the export market. Denel
is also willing to integrate other missiles
(including air-to-air) on to the helicopter.
At present, Rooivalks are fitted with up A Rooivalk firing
decoy flares on
to 76 Thales Belgium FZ90 rockets and exercises.
a 20mm Denel F2 cannon. In the future, Guy Martin
23/07/2020 18:11

laser-guided rockets may be added. FZ
laser-guided rockets fired at 2.5-3 miles
(4-5km) by a Rooivalk during a 2015 test
were accurate to within a meter.
The ‘chin-mounted’ F2 cannon has an
effective range of 6,500 feet (2km, max
4km) and can fire two different types of
ammunition, as it is fed by two ‘cheeks’
on each side of the nose, containing 550
rounds. The pilot can slave the cannon
through 220° in azimuth and 70° in
elevation, but such extensive movement
has caused problems. The cannon
has been affected by reliability issues,
including broken springs, poor welds,
broken links, solenoid issues and trouble
switching between ammunition, among
others. Some of the cannons are more
reliable than others. Nevertheless, pilots
are confident enough to fire the cannon
50-60 yards from friendly forces in the
DRC – far closer than the Hinds dare. Denel
is currently busy with a cannon-reliability
improvement exercise, completing the
first phase in the 2018/19 financial year.
82-89 Rooivalk KC JH.indd 89
Work is under way to develop a
retracting mechanism for the cannon
to avoid dust ingestion on take-off
and landing.
Under the skin
Like the Super Puma it is loosely based
on, the Rooivalk is powered by two
Turbomeca Makila 1K2 turboshafts
with digital engine control. These
develop 1,904shp (1,420kW) each (or
2,109shp/1,573kW for 30 seconds). The
Rooivalk can take off on 50% power and
hover on a single engine. High power also
allows it to fly inverted, backwards and
perform rolls, hammerheads and other
maneuvers. The two engines have exhaust
heat suppressors and particle/sand filters
on their intakes.
The cockpit is interchangeable and has
dual flight controls, including hands on
collective and stick (HOCAS). The weapons
system officer sits in the front cockpit and
the pilot behind, both on Martin-Baker
crashworthy seats.
The digital flight control system allows the
aircraft to maintain height and hover. All
essential flight, threat, weapons, sighting
and navigation data is shown on two 6.3 x
6.3in (16x16cm) color LCD multi-function
displays, with back-up instrumentation in
case of computer/power failure.
The main TopOwl sight is made by
Thales. The helmet-mounted sight
and display allows the crew to cue the
sensor turret (displaying sensor imagery)
and slave weapons. At the core of the
helicopter’s sensors is a gyro-stabilized
nose turret. This incorporates the Sagem
NightOwl targeting system with a
FLIR sensor with automatic tracking; a
Above: The South low-light-level TV camera; and a laser
African combat rangefinder/designator. Denel has also
helicopter is displayed a Rooivalk with a Hensoldt
designed to need
relatively simple Optronics South Africa Argos II HDT turret
maintenance, for evaluation purposes.
and can be Although only a dozen Rooivalks
serviced in very
basic conditions. were built for the SAAF, the program
That way, it has been of immense benefit to
can operate South Africa, generating ZAR15 billion
effectively away
from major (around $900 million) in the export of
infrastructure. subsystems such as anti-tank missiles,
Howard Thacker electronic countermeasures and
- Denel
health-and-usage monitoring systems.
Left: The Rooivalk Skills gained have also benefited other
has twin cockpits. projects and companies, from Aerosud
The rear one is
the pilot, the front to Ahrlac and the Square Kilometer Array
is the weapons radio telescope.
operator, though After proving itself in combat, Denel
both can fly the
aircraft from their hopes that there is also a future for the
seats. Guy Martin Rooivalk outside South Africa.
www.Key.Aero // September 2020 89
23/07/2020 18:11
 90 September 2020 // www.Key.Aero

90-95 Black Widow JS.indd 90 24/07/2020 14:41

 How the legendary, diamond-winged, Black Widow fighter jet lost force multiplier concept – developing
technological advancements that would
a near-decade-long ‘race’ with the YF-22 to be the chosen one. give one pilot the ability to beat many.
Directives were sent out from the
REPORT John Sootheran Pentagon, listing the essential

T
characteristics of the new aircraft. It had to
HE YF-23 BLACK Widow II tale perform the US Air Force’s (USAF’s) aging be more maneuverable than the enemy;
is the stuff of aviation legend. Boeing F-15 Eagle, forced the Pentagon to be able to supercruise without using its
A decade of brilliantly seek solutions. afterburner (but it still had afterburner);
innovative work by 10,000 The USAF set about gathering incorporate low observable (LO) fighter
people across 30 states, information and data on the threat posed technology, giving it the ability to fly
performed entirely in secret, to NATO forces, in order to build an aircraft undetected (now known as stealth); it had
Top view of turned out to be all for nought! that might overcome it. Despite the initial to be reliable, and maintainable in adverse
the Northrop- The story starts in the early 1980s, at the concerns about Fulcrum, the research conditions; and finally, it had to be
McDonnell
Douglas YF-23 peak of Cold War paranoia. Western forces showed the real challenge was from long- ‘survivable’, to protect the pilot and
Black Widow, were outnumbered four-to-one in eastern range ground-defense radar and surface- increase their confidence when flying it.
in flight. The Europe, which prompted fears over to-air missiles. An agency within the US In short, it had to be far in excess of
unique wing
design was more regional instability. The huge Soviet threat, Department of Defense, the Defense anything previously designed.
aerodynamic, and the anxiety that Russia’s brilliant Advanced Research Projects Agency The costs for the project, which, at one
but, critics say, Mikoyan Gurevich MiG-29 (NATO (DARPA), was challenged to find a solution, point, hit $1m+ per day, were to be shared
impaired its
maneuvrability. reporting name: Fulcrum) and Sukhoi using ‘imaginative, innovative and often between government and America’s
USAF Su-27 Flanker jet fighters might out- high-risk ideas’. The team applied the aerospace industry.

www.Key.Aero // September 2020 91

90-95 Black Widow JS.indd 91 24/07/2020 14:41

 TYPE REPORT // YF-23 BLACK WIDOW
NORTHROP YF-23 In 1983, seven companies responded to
Crew 1 the brief, submitting design proposals, but
Length 67ft 5in (20.55m) the Pentagon chose just two. In 1986,
Wingspan 43ft 7in (13.28m) Lockheed and Northrop were contracted
Height 13ft 11in (4.24m) to create two prototype platforms that
Wing area 900sq ft (84m2) would compete, for a then-gargantuan
Empty weight 29,000lb (13,154kg) $2bn defense contract. The ‘race’ to win
Gross weight 51,320lb (23,278kg) the Advanced Tactical Fighter (ATF)
Max take-off weight 62,000lb (28,123kg) program had begun.
PAV-1 Two Pratt & Whitney F119 afterburning turbofan engines As big as they were, neither company
Jet engines
PAV-2 Two General Electric F120 afterburning turbofan engines could take on this task alone, so Lockheed
Performance teamed up with Boeing and General
Power 70,000lbf (320kN) with afterburner Dynamics, while Northrop called in
Max speed 1,260kn (1,450mph, 2,330km/h) at high altitude long-time ally, McDonnell Douglas, whom
Max speed Mach 2.2 (est) it had previously co-operated with on the
Cruise speed 921kn (1,060mph, 1,706km/h) F/A-18 Hornet carrier-capable multi-
Supercruise Mach 1.6 role fighter.
Range 2,424nm (2,789miles, 4,489km) As the Northrop development team was
Combat range 651-695nm (749-800miles, 1,206-1,287km) brought together for the first time, the
Service ceiling 65,000ft (20,000m) message from its CEO, Thomas V. Jones, to
1 × 20mm (0.79 in) M61 Vulcan cannon Left: Restoration
his engineers and scientists was simple: staff moved
Weapons 4 × AIM-7 Sparrow or AIM-120 AMRAAM medium-range
(Provision for) air-to-air missiles ‘Fellas, innovate and be bold.’ the Northrop-
2 × AIM-9 Sidewinder short-range air-to-air missiles The ATF was immediately designated McDonnell
Douglas YF-23A
Top Secret (special access required) by the into the new
Pentagon, and the ‘Black Program’ project fourth building
was codenamed Senior Sky. at the National
Museum of the
Del Jacobs was appointed as Northrop’s USAF on October
ATF program manager for the design 7, 2015.
phase. Initially, there were just four people U.S. Air Force
Ken LaRock
in his team, but this quickly grew.
So began the four-year quest, during Below: Black
which the team lived and breathed the Widow and Gray
Ghost fly together
YF-23 project, often working 14-hour days, over the Mojave
seven days a week, in a ‘battle’ which they Desert. USAF

92 September 2020 // www.Key.Aero

90-95 Black Widow JS.indd 92 24/07/2020 14:41

 saw as Northrop’s David versus
Lockheed’s Goliath.
The ever-expanding team was
sequestered in a large, anonymous
building on the Northrop site that had no
signage or windows. ATF staff even had to
park away from the building, so Russian
spy satellites wouldn’t be alerted by a
sudden increase in activity.
Double trouble
Northrop hedged its bets and set about
making two prototype YF-23 stealth
fighters: PAV-1 had a Pratt & Whitney
engine, while PAV-2 had a General Electric
power unit.
The supercruise requirement was
all-important, and the challenge to deliver
extended supersonic flight and good fuel
consumption certainly tested the
airplane’s designers.
The Pentagon had thrown them another
curveball, too. It wanted the ATF to be able
to land and stop on a 2,000-foot (610m)
runway. That meant the engines required
thrust reversers — more tech and
engineering to pack into an airframe that
inevitably had to be both light and slight.
The design team must have had to explain
the limitations of materials and
engineering technology to the Pentagon
90-95 Black Widow JS.indd 93
pencil-pushers, as, in 1987, the runway
requirement was altered to 3,000 feet
(915m). The reversers were no longer
needed, which meant the engine
housings could be made smaller, though
the nacelles were never redesigned on
the prototypes.
Both General Electric’s YF120 and Pratt
& Whitney’s YF119 engines were
developed for the ATF. The twin-engined
jets developed 70,000lb of sea-level
thrust. At maximum speed they were
producing 40,000 horse power – the
same as 62 Porsche 911 Turbo
engines, today!
Even without afterburners lit up, those
engines produced huge exhaust
temperatures of up to 4000°F.
To a heat-seeking missile these would be
a like a massive, neon bull’s-eye.
To disguise this hi-vis heat signature,
the engineers created exhaust channels
on the upper side of the airframe, which
they lined with heat-dissipating tiles,
similar to those used on the space shuttle
for re-entry. Of course, this meant, unlike
its Lockheed YF-22 rival, it didn’t feature
thrust vectoring. Northrop felt it was
more important that the airplane
remained all but invisible to
ground defenses.
Northrop also selected a low-drag wing
design, which benefited the 23’s
high-speed cruising and fuel economy,
but compromised its maneuverability.
While the diamond-shaped wing gave
their airplane its iconic silhouette, it was
something they would later come
to regret.
More innovation was required in the
YF-23 avionics suite. At a time when
powerful computers still filled entire
rooms, the YF-23 was essentially a flying
Above: Black super-computer. Its onboard hardware
Widow’s exhaust controlled the radar, navigation,
channels, on
the top side of performance data and combat-awareness
the wing, were systems, as well as the integral fly-by-wire
lined with heat technology that assisted the pilot.
dissipating tiles
and helped to The core processor was more advanced
disguise its heat than a room-filling IBM mainframe
signature from computer, running billions of
ground-based
detection. computations per second.
USAF Like any engineering project that’s
mobile, packaging is the real challenge.
Below left to
right: Both YF-23s Aerodynamic and stealth properties
in flight. Black largely dictated the aircraft’s size and
Widow’s diamond- shape, then the engines, pilot, landing
shaped wing is
clearly visible. gear, fuel tanks and weapons systems etc,
USAF had to be squeezed inside.
To achieve this, the engineers began by
Black Widow is
unveiled, on June building an iron bird. An iron bird is a
22, 1990. USAF ground based test rig that replicates how
www.Key.Aero // September 2020 93
24/07/2020 14:41
 TYPE REPORT // YF-23 BLACK WIDOW
the components will fit and work together
in an area broadly analogous to the
fuselage. Meanwhile, the sleek graphite-
composite fuselage and wing were being
carefully constructed.
At its peak, 60 suppliers and 10,000
people across 30 states were involved in
this top-secret ‘Black Program’.
By the late 1980s, Northrop’s YF-23s had
taken shape and it was time for testing.
The company ran hundreds of computer
simulations against MiGs, and, according
to the team, the ATF always won.
It didn’t start that well though: on his
very first YF-23 simulator flight, test pilot
Paul Metz crashed, explaining that, at that
stage, the thing was ‘unflyable’.
Metz would crash a further 75 times
during simulator test flights, as the YF-23
design was perfected.
At this point, the costs of the project
were spiralling and Northrop was burning
through more than $1m a day.
In the end, 20,000 hours of simulations
were completed, and the plane had not
even seen the light of day.
In fact, a full-sized model of the YF-23
was being tested at a secret desert
location… but only at night. During the
day, the YF-23 dummy was stored under
cover, out of sight of nosy Soviet satellites.
But at night, the cover was wheeled away
and radar tests were carried out. The YF-23
was elevated on a pole and high-
frequency radar then focused on it, to
assess its radar cross-section (RCS).
When the first results were assessed, an
analyst noticed that the YF-23’s RCS
pattern from the wing edges looked
exactly like a spider.
94 September 2020 // www.Key.Aero
90-95 Black Widow JS.indd 94
To see the YF-23s today, you’ll have to visit the Western Museum of Flight at
Zamperini Field in Torrance, California, or the National Museum of the USAF (Pictured)
on the Wright Patterson AFB in Dayton, Ohio. Photo Michael Montgomery
Given that one of Northrop’s most runway and automatically trimming its
legendary aircraft was the twin-engined, wings and tail accordingly. The
World War Two P-61 night-fighter called engineers reduced its sensitivity.
Black Widow, it was declared that PAV-1 At this point, there was still no sign of
would be called Black Widow II. Lockheed’s ATF competitor. Northrop,
With final adjustments made to the meanwhile, was progressing at speed,
prototypes, they were ready for painting. and at 3.30am on August 27, 1990, Black
Black Widow was coated in a dark Widow made its 50-minute maiden
charcoal gray hue, while PAV-2 was flight at Edwards Air Force Base (AFB).
sprayed light gray and named Gray Ghost. Two days later, Lockheed rolled out its
YF-22, which turned out to be more
ATF unveiling conventional-looking than its futuristic
On June 22, 1990, Kent Kresa, Northrop’s Northrop counterpart.
president and CEO, unveiled his Within two months, Black Widow was
company’s first prototype ATF contender supercruising at Mach 1.43 and Gray
(serial number 87-0800), to the teams that Ghost at Mach 1.6. Their highest
had worked on it in total secrecy. reported speed when using afterburner
Then, in July, taxi tests began. On its first was Mach 1.8, though the actual
‘drive’, the Black Widow’s flight control top speed remains
surfaces ‘flexed and twitched’ comically as classified. Rumors
the plane slowly taxied around the airfield. suggest that it was in
It transpired that the onboard excess of Mach 2 at
computer was sensing every altitude.
bump and divot in the
24/07/2020 14:41
 On November 30, 1990, Black Widow
performed a surge day, carrying out six
sorties between dawn and dusk, and all
were deemed successful. Things were
looking good, as, in total, the YF-23s
flew 50 times, with flight time totaling
65.2 hours, though no weapons were
ever fired.
As 1990 drew to a close, both
companies submitted their proposals
and evaluation results, and awaited the
Pentagon’s decision.
And the winner is…
In the end, the YF-23 was out-
maneuvered; by a small margin in the
skies above the Mojave Desert, but by a
greater distance in the boardroom, by
Lockheed’s marketing team.
Many believe that Northrop was
defeated because its competitor had
done its homework on the ATF selection
committee from Air Combat
Command (ACC).
The committee was made up largely of
fighter pilots, and Lockheed banked on
those officers loving a really dramatic
display, based around within-visual-
range (WVR) dog-fighting performance,
weapons firing and airshow-style
‘stunt flying’.
While Paul Metz put Black Widow
through a perfectly professional,
challenging and competent set of aerial
maneuvers, his ‘adversary’ pulled out
all the stops, firing missiles, performing
dramatic, trimmed, high angle-of-attack
(AoA) passes and making jaw-dropping
9G maneuvers!
90-95 Black Widow JS.indd 95
It turned out that YF-23 was faster and a team of enthusiastic aviation restorers
stealthier, but, after the YF-22’s – ironically in the same building it was
crowd-pleasing display, it was perceived originally built. So, Lockheed and co were
to be more maneuverable. The 22 was jubilant and Northrop was distraught, but,
also seen as more conventional and in a strange twist of fate, the need for
therefore a less-risky proposition, plus developing the ATF at all had diminished.
there were some lingering political During the long gestation period of the
issues with the Northrop/McDonnell project, the Russian threat had dissipated
Douglas partnership, around the B-2 as the Soviet Union collapsed. So, even
and A-12 projects. The final nail in Black though the winning YF-22 eventually
Widow’s coffin may have been its evolved into today’s F-22A Raptor, it
higher price. never saw action in the theater it was
As Northrop’s test pilot on the YF-23 originally intended for. That said, many
project, and later Lockheed Martin’s believe that the F-22 is the best
chief test pilot for the F-22 (the ultimate air-superiority jet fighter ever made.
evolution of the YF-22), Paul Metz had a Makes you wonder how good the
unique perspective on things. He said in ahead-of-its-time Black Widow might
later interviews that both the 22 and 23 have been.
had an identical trimmed AoA of 60°.
However, thanks to its ingenious, 50°
V-tail design, the 23 achieved it without NORTHROP
thrust vectoring. YF-23 ATF
So, after pouring their heart and soul, (AIR FORCE LEGENDS)
BY PAUL METZ
millions of man-hours and a not
To learn more
insignificant $1.1bn investment into the
about the YF-23,
ATF project, the Northrop team was read a unique
crushed. All its endeavors had and compelling
account of the airplane’s
been in vain.
development and short life, written by
The team was disbanded and the two its test pilot, Paul Metz.
YF-23 prototypes were eviscerated, their ISBN: 978-0989258371
internal components, controls and Below: Sleek
engines removed. The airframes were and stealthy, YF-22 AND
Black Widow was YF-23
due to be destroyed to preserve the marked out by its ADVANCED
secrecy of the project. However, the huge 50°-angled TACTICAL
rear tail fins.
empty shells were parked up and left
The entire fin FIGHTER
to deteriorate for five years at rotated, negating This 96-page tome
Edwards AFB. In 1995, the the need for explores both aircraft
thrust vectoring, developed for the ATF project.
Black Widow Strangely, the cover image seems to be
according to test
was rescued and pilot, Paul Metz. a later F-22 aircraft.
renovated by USAF ISBN: 978-0879385057
www.Key.Aero // September 2020 95
24/07/2020 14:41

DISPATCHES FROM THE FRONT LINE
OF AEROSPACE TECHNOLOGY
BY DAVID AXE
NEXT-GEN UAS
WITH AI WILL
‘FLY ITSELF’
T
HE USAF WANTS to replace its General
Atomics Aeronautical Systems Inc
(GA-ASI) MQ-9 Reapers from 2031,
with a new hunter-killer drone it calls
‘MQ-Next’, which could use Skyborg
artificial intelligence software.
MQ-Next could fly and fight with minimal
operator input. It would, in other words, be truly
autonomous. Today, the Reaper is a remotely
piloted vehicle, directly responding to a human
operator’s control inputs. But GA-ASI has a USAF
Reaper modernization contract and, on June 25,
An MQ-9A conducts a training mission
over the Nevada Test and Training Range
on July 15, 2019. The Reaper is the most
employed UCAS in the USAF’s inventory
with more than 250 aircraft operational.
USAF/Airman 1st Class William Rosado
96 September 2020 // wwwKey.Aero
96 Cutting Edge KC JH.indd 96
it announced that it had demonstrated an MQ-9A
automatic landing and taking-off capability.
On June 3, the air force released a request for
information to industry for the next-generation
unmanned intelligence-strike platform. It
wants the first unit of MQ-Next drones to be
combat-ready by 2031.
It’s unclear how much the MQ-Next might cost
and how quickly the air force might buy them. ‘The
acquisition strategy has not yet been determined,’
the service stressed. A single MQ-9 costs around
$15m. Nor is it clear how many examples the USAF
might need to replace its planned fleet of around
330 MQ-9s, which the service organizes into 60
combat air patrols, each with four drones and a
couple of hundred airmen in support.
But it’s hard to imagine that, after decades of
steady growth, the demand from combatant
commanders for robotic surveillance and
strike might go down. The service stated: ‘The
hunter-killer mission set provides a unique
capability of combined [intelligence, surveillance
and reconnaissance] and strike attributes in a
single platform fulfilling the highest demand
of all air force assets through vast capacity.’
Note the word ‘vast’, the air force could require
hundreds of next-gen drones to complement
manned warplanes.
The USAF is adamant about the MQ-Next being
highly autonomous. At present, a two-person
crew sitting in a trailer, sometimes thousands
of miles away, steers a single Reaper via satellite
using sticks and switches just like you might see
in the cockpit of a manned fighter. The MQ-Next,
by contrast, should feature ‘autonomy, artificial
intelligence [and] machine-learning’, among other
capabilities, the request for information states.
Specifically, MQ-Next should include Skyborg, the
advanced artificial intelligence that the Air Force
Research Laboratory (AFRL) is developing.
Skyborg is a ‘dial-able’ artificial intelligence
(AI). A human operator selects the degree of
autonomy they require for a particular mission.
AFRL is still working on Skyborg, so it’s not
quite clear what the upper limits of autonomy
might be.
Matt Duquette, an AFRL engineer, said: ‘Skyborg
is a vessel for AI technologies that could range
from rather simple algorithms to fly the aircraft
and control them in airspace, to the introduction
of more complicated levels of AI to accomplish
certain tasks or sub-tasks of the mission.’
In theory, Skyborg could navigate on its own
while also holding formation with other aircraft,
searching for and designating targets and
dodging enemy fire. The air force has not said
how it will manage weapons-employment in the
Skyborg system. Since the service first developed
armed drones during the Vietnam War, it has
been policy that only a human operator can
authorize the use of weapons.
AFRL has been clear that, for now, Skyborg
could be compatible with a wide range of
airframes. ‘Skyborg is not scheduled for any
particular type of aircraft platform at this time,’
the laboratory stated.
The Valkyrie drone, a robotic wingman for
manned fighters, will include the Skyborg AI if
and when it completes development and enters
service in the mid-2020s. MQ-Next could be the
second major drone type to carry the artificial
intelligence into combat.
The USAF
wants the
first unit of MQ-Next
drones to be combat
ready by 2031.
24/07/2020 16:28
 A PHOTOGRAPHIC GUIDE TO THE BATTLE
OF BRITAIN’S SURVIVING AIRCRAFT
The Battle of Britain is widely considered
to be Britain’s finest hour. The ‘Few’ will
not be forgotten, nor will they be around
forever to recount the heroism of the
summer of 1940 first-hand. In contrast,
the number of restored and preserved
aircraft in our museums and skies is at an
all-time high.

This book features a brief history of all

the front-line RAF fighter aircraft that 128 PAGES, SOFTBACK.

were involved in the famous battle and AUTHOR LEE CHAPMAN

explores some of the major training and Foreword by the Officer Commanding and
support aeroplanes that contributed to the Senior Engineering Officer of the
the iconic events. The story is told using RAF Battle of Britain Memorial Flight.
over 150 photographs of surviving and
restored aircraft in the air, on the ground
and in unique formations together.

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 OCTOBER ISSUE: ON SALE FROM SEPTEMBER 3 (ON SALE DATE MAY VARY BY REGION)

F-16V VIPER
Northrop Grumman’s APG-83 SABR AESA radar
gives popular multirole fighter a new lease of life
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