A SHORT GUIDE TO

BY OLE NIKOLAJSEN (2012)

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

1st World war:

At the outbreak of the war the Ottoman Aviation Service had 6 airworthy aircraft, 6 pilots, 3 observers, 11 mechanics and
20 riggers. When the Ottoman Empire joined the War, aid was forthcoming from Germany and the establishment of a
force of seven Ty.Bl. each with six aircraft was planned. The bombardment and later invasion at Gallipoli in early 1915
changed everything and between February and November 1915 49 aircraft were delivered direct by air from Hungary
over neutral Bulgaria to Turkey.
The Gallipoli Front
Ottoman aircraft were deployed at the strait of the Dardanelles as early as January 18, 1915 and from March 17 onwards,
when the final Allied fleet thrust was made, the aircraft unit became permanently based at Canak. It employed a Rumpler
B.I and an old Bleriot XI. When the Allied landings took place on April 25, 3 aircraft were available, as a further 2
Albatros B.Is had arrived. Intensive reconnaissance flights were made during the days following the landings. 1nci Ty.Bl.
(1st Aircraft Company) was established with these aircraft in May. The first German floatplane arrived at the front in July
in the form of a Gotha WD1. Soon British aircraft at the front became fitted with machine guns, and in September the
first armed Ottoman aircraft was deployed (Albatros C.I). In October the Seaplane Group received 3 armed Gotha
WD2s. On November 30 1nci Ty.Bl. celebrated its first aerial victory when Captain Ali Riza and Lieutenant Orhan in
AK.1 shot down a French Farman near Cape Helles. When 3 Fokker E.Is arrived with the 6nci Harp Boluğu (6th War
Company) at the front on January 3, 1916 the sky belonged to the Ottoman/German aircraft and in one week eight Allied
aircraft were downed. On January 9, 1916 the Gallipoli front was finally evacuated by the British divisions.
The Other Fronts
With the declining pressure on the Gallipoli front in late 1915 the Ottoman
Aviation Services could work on supporting the other fronts of the vast Empire.
2nci Ty.Bl. with 4 Pfalz A.IIs and later a Fokker E.I was shipped to Mesopotamia
in January 1916. This caused the surrender of 29.000 British troops at Kut-al-
Amara on April 29. Other 5 Pfalz A.IIs were used to form 3ncu Ty.Bl., which was
sent to Medina in Arabia. Consisting of only Muslim personnel the unit chased
Arab insurgents away from Medina. In January 1916 4ncu Ty.Bl. was established
with 3 Rumpler B.Is at Adana, in southern Turkey, in order to protect the
Palestinian railway against naval attacks and guard the coastline facing Cyprus. In
the west 5nci Ty.Bl. was formed at Izmir. With 4 Gotha LD.2s, 2 Albatros
C.I/IIIs and a Fokker E.I it operated in conjunction with 1nci Ty.Bl. based at
Galata to guard the long Anatolian coastline facing the Aegean Sea. In February
1916 7nci Ty.Bl. was issued with 2 Albatros C.Is and a similar number of
Rumpler B.Is and sent to the Eastern Black Sea for the Russian front. It arrived
too late to influence a Russian breakthrough, but was instrumental in containing
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the Russian Armies at a new thinly manned front with accurate and timely reconnaissance. Later 8nci Ty.Bl. was sent as
re-inforcement. When a Southern Caucasian front was established later in the year 10ncu Ty.Bl. with 5 Albatros C.IIIs
was sent there. To the south in Palestine the German Army sent the special formed Fliegerabteilung FA.300 with 12
Rumpler C.Is and a Pfalz E.III to Gaza. During 1916 and 1917 aviation had a large and successful role in expanding and
later holding the various and thinly manned fronts of the Ottoman Empire. Timely observation held the British forces in
Mesopotamia at bay and it was only when the last aircraft became unserviceable that they could penetrate the front and
take Baghdad in April 1917. On the Sinai front three major attacks were made by the British forces in 1917, but it was
not until October 1917, when forces managed to deceive observing aircraft, that a successful breakthrough was made.
Three Ottoman Army aircraft companies and two Naval Groups with no more than twenty aircraft successfully guarded
the immense Anatolian coastline against enemy action. Two Russian naval attacks towards Istanbul were repulsed by
aircraft alone. The period saw a dramatic increase in the capabilities of the Ottoman aviation forces. By late 1917 fifteen
aircraft companies had been formed, 190 new aircraft of the latest types (Halberstadt D.V, Albatros C.III and AEG C.IV)
were received and readied for service and 127 Turkish pilots and observers were trained by the Flying School at
Ayastefano. Main repair depots were established at Istanbul, Baghdad, Damascus and Konya. Still, more than 150
German aircrew were seconded to the Ottoman service in addition to the 5 Fliegerabteilungen and one Jagdstaffel
(FA300-FA304b and JASTA 1F) with 170 personnel sent to Palestine.
The Air Defence of Istanbul
In 1916 Russian naval forces threatened Istanbul twice and when British aircraft made attacks on the city in April, it was
ordered that an air defence system should be set up. This took place in 1917, when renewed British attacks were
experienced. Four rings of reporting posts were established around the city. The 1st was at the mouth of the Dardanelles,
sending warnings via the Postal telegraph lines or the military wireless network to a HQ situated in the railway tunnel at
Beyoglu in Istanbul. 1nci and 6nci Ty.Bl. at Gallipoli provided the first line of defence with their fighter aircraft. At
Ayastefano/Yesilköy outside Istanbul a fighter unit, 9ncu Harp Boluğu provided a second line of defence, together with
the German seaplane unit at Kavak on the Bosporus. For the task 29 C-type aircraft and 10 fighter aircraft were available.
A last defence line was formed in the city with 16 anti-aircraft batteries and 7 searchlight units. Naval units in the harbour
were also tied to the system by telephone. Despite these measures the British had some success in their attacks against
warships in the Golden Horn (at Istinye/Bosphorus) and it was not until rapid fire 77mm guns were received in 1918
that the British had to revert to night attacks. On October 25 the last attack occurred when 5 DH.9s attacked the city.
They were reported on time and 5 fighters were scrambled (one Nieuport 17, one Albatros D.III, one Halberstadt D.V
and two Fokker D.VIIs). Only Captain Fazil in the Albatros D.III was able to make an interception and he single-
handedly scattered the enemy formation, receiving three serious wounds in the fight. By autumn 1918 the Ottoman
forces had largely expended themselves and when Bulgaria made peace in September they were cut off from German
support. On October 30 an armistice took effect and at that time the Ottoman Aviation forces were in an exhausted state.
There were about 35 surviving pilots and 44 observers scattered along the disintegrating fronts. About 25 aircraft were
still airworthy, most of them at the Flying School in Istanbul. 45 aircraft were seized by the Allied control officers and
stored at Maltepe south of Istanbul. Another 17 largely derelict machines were hidden by pro- Kemal personnel in
Eastern Turkey. All naval aircraft were kept away from being seized.

The War of Independence:

By October 1918 the Allies started their plan of breaking up the former Ottoman Empire. Zones of “interest” went to
France, Italy and Britain and larger areas were designated homelands for minorities. Military forces were prohibited in
the small Turkish state and only a token gendarmerie force under foreign officers was to be created. No military aircraft
were allowed. The Ottoman government allowed this to happen until a Greek Army, with British and French support
landed at Izmir in Asia Minor on May 15, 1919. Meanwhile a Turkish Army in Eastern Turkey continued to operate and
these forces now provided the nucleus of resistance to foreign troops. During 1920 Gazi Mustafa Kemal, of 1st World
War fame, organised forces against the Greeks and on June 13, 1920
the “Kuvaiye Havaiye Subesi” (The Air Force branch) was established at
Eskisehir. 4 recce and 13 fighter aircraft, of which only two were really
usable, were concentrated at Konya and soon the first two fighting units
were formed: 1nci Ty.Bl. at Eskisehir with one Albatros D.III, one
Albatros D.V, one Pfalz D.III, one DFW C.V and a Rumpler C.IV, and
2nci Ty. Bl. at Usak with 2 Albatros D.III, one Pfalz D.III and one AEG
C.IV. The 15ncu Ty.Bl. at Erzurum was allocated to the forces in the
east fighting an Armenian Army but only had one Albatros C.III
airworthy. In mid 1921 the front gradually moved east and by August
1nci Ty.Bl. – amalgated with 2nci Ty.Bl. and moved to Ankara along

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with the HQ Directorate of the Air Force. From here it was ordered to Malikoy airfield, 45 km west of Ankara to
participate in the battle of “Sakarya” between August 23 and September 17. Of the old equipment only one Albatros
D.III remained, but two former Greek aircraft, a DH.9 and a Br.14A-2, captured on the eve of the battle were pressed
into service. These two aircraft flew 40 sorties during the battle which resulted in a major Greek defeat. Soon, in a treaty
with Russia on October 13, 1921, the eastern border of Turkey was secured and a week later a treaty with France fixed
the south-eastern border to Syria. By then Italian troops had already pulled out of their “area of interest”. The aviation
forces were reorganised on July 5, 1922 into a “Kuvaiye Havaiye Muffettisligi” (Air Force Inspectorate) at Konya. Ten
Br.14B-2s were handed over in May from the French forces in Syria and 20 Spad XIIIs were procured from the Italian
forces through Italian contacts. In July 1921 the Navy Flying Service was re-established with 5 Gotha WD.13/15’s
smuggled out of their storing place in Istanbul and transported to Amasra on the Black Sea coast. When the re-equipped
Turkish Army concentrated for its decisive battle (the “Baskumandanlik” battle) near Afyon on August 26, 1922 the Air
Force had the following units available: the Aircraft Workshops at Konya with 17 Spad XIIIs (being outfitted with
machineguns), 4 Breguet 14B-2s with faulty engines and 1 Fiat R-2 being rebuild; the Flying School at Adana with 1
SAML built Aviatik B.1 and 1 Albatros D.III; the “Frontal Aircraft Company” at Cay with 3 SPAD XIIIs, 6 Breguet 14B-
2s and a DH.9; and the Seaplane Company at Amasra with 3 Gotha WD.13s. During the subsequent fourteen day
campaign against the Greek Army, the Turkish Aviation Commander Major Fazil shot down a Greek Breguet 14. When
the Turkish forces captured the main Greek airfield at Gaziemir (Paradiso) near Izmir on September 25, a “Tayyare
Grubu Kumandanligi” (Aircraft Group Command) was established there under Major Fazil. Three aircraft companies
were formed with all available aircraft, including 21 aircraft plus 30 railway cars of spares captured from the Greeks. With
these forces Turkish Army entered the Dardanelles Canal Zone in late September. British intelligence then estimated the
Turks to have 60 active fighting aircraft whereas the actual number was nineteen. On July 24, 1923 the peace treaty of
Lausanne was signed giving the new Turkish national Republic all of Asia Minor and the part of Trace in Europe which
was Turkish before the war.
The Turkish Republic’s aviation forces
With peace at last for the young Turkish Republic the long and difficult task of rebuilding and modernising the country,
its institutions, infrastructure and armed forces lay ahead. The first president of the Republic, Mustafa Kemal (later
Ataturk) fully realised the significance of aviation and already in February 1925 a Turkish Aircraft League was founded
with the task of promoting and financing aviation in Turkey. Military leaders were more than aware of the importance of
aircraft in modern warfare and especially the ability to control large and thinly populated areas, like in many parts of
Turkey. In December 1923, a delegation of 5 of the most experienced aviators in Turkey were sent on a tour to Europe
to re-establish ties and to order aircraft and equipment from leading manufacturers. Under supervision of foreign
instructors, a first pilot training course with 39 officer trainees was initiated at Gaziemir. The chief of the aviation forces,
Major Fazil, who had led the force during the War of Independence, unfortunately died in a training accident in January
1923 and without this gifted leader the “Izmir Aircraft Group” was dissolved a week later. Instead, a peacetime
organisation with an “Air Force Inspectorate” was re-established. Each “Tayyare Istasyonu” (aircraft station) was
controlled by the district Army Corps. Training had priority, initially with inadequate equipment, but from May 1924
large numbers of training aircraft started to arrive from France and Italy: 39 Caudron C.27s, 32 C.59s, 10 MS.35s, 10
MS.53s and 20 Savoia 16bis/Ms. As. For operational aircraft, emphasis was on multi-purpose machines and 16 Breguet
14s were received in 1924 to complement the ones already on charge. In an effort to secure an independent supply of
equipment an agreement was signed with the German Junkers Company to construct a complete aircraft factory at
Kayseri in eastern Turkey and there to assemble and later manufacture Junkers A 20 attack monoplanes and other
aircraft. Ten A 20s were ordered from Germany and delivered in early 1925 and in 1926-27 two batches of 30 and 20
were assembled at Eskisehir from parts delivered from Junkers. The factory was inaugurated in August 1926, but after
several disagreements the Junkers Company withdrew from the venture in May 1928 after the factory had gone bankrupt.
The facility was then taken over by the Turkish military. The grounded Gotha WD.13s of the Naval Aviation Service were
in 1924 replaced by 20 Savoia 16bis/Ms. The airfield at Gaziemir was exposed to the Aegean Sea and Greece so in 1925 a
new main airfield was taken in use at Eskisehir, situated next to the important railway junction with easy connection to
most parts of Turkey. In January 1925 a uprisings in eastern Turkey occurred and this saw the formation of a nine
division strong 3rd Army to subdue it. For this purpose the “3ncu Ordu Tayyare Grubu” (3rd Army Aircraft Group) was
established at Mardin. It comprised 1nci and 3ncu Ty.Bl.equipped with Br.14’s and SPAD XIIIs. The “Eskisehir Tayyare
Grubu” was established in 1926 and 2nci Ty.Bl. received the first of twenty Br.19 A-2s. Later 9ncu and 10nci Ty.Bl.
were formed at Eskisehir on the same type with an additional 30 19B-2 bomber versions. 7nci Ty.Bl. was with C.59s to
train long-range flying. In the midst of this in 1927, a programme for the procurement of modern fighter aircraft was
initiated with a “Fighter Evaluation Competition” held at Eskisehir. The proposal for the Dewoitine D.21C.1 seemed the
best, especially when the 2 Rohrbach Rofix fighters had crashed in 1927 in Cipenhagen. 12 Dewoitine fighters, including
the two test examples, were ordered. In 1924 and 1926, ten pilot officers were sent on advanced flying courses in France

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and a number of mechanical engineers and technicians were sent on other special courses. In April 1926 the French
Hanriot Company opened an aircraft mechanics school at Yesilkoy. Finally in 1927 a dedicated Hava Okulu (Flying
School) was opened at Eskisehir where the 5nci and 7nci Ty.Bl. were disbanded and their aircraft re-assigned to a new
training battalion with a primary and an advanced “class”.
New Defence Laws and Reorganisations
In 1927 a new defence law caused the air force to be reorganised. 2nci Ty.Bl. moved to Eskisehir with new Breguet 14s
in 1926, together with a newly established 6nci Ty.Bl. with A 20s. Two new units had been formed at Gaziemir, 4ncu
Ty.Bl. with six A20s and two F13s and 5nci Ty.Bl. with Caudron C.27s for Primary training. Four “Tayyare Taburu”
(Aircraft Battalion) were formed, one for each Army and one for the Navy. The former “Ty.Bl.” (Aircraft Companies)
were reorganised and renumbered, old equipment was scrapped and usable aircraft were re-distributed according to type
among the new units. 1.Tayyare Taburu (T.B.) formed at Eskisehir with three companies of Br.19A-2s and B-2s in 1nci,
2nci and 21nci Ty.Bl. and a fighter force of 41nci and 42nci Av Boluğu (Fighter Company). Hava Okulu began to replace
its C.27s with MS.147s and a “Tatbikat Boluğu” (Operational Training Company) was formed with Breguet 19s, A 20s
and Letov S.16T. 2.T.B. formed at Diyarbakir with 27nci, 28nci and 29ncu Ty.Bl. to operate the majority of the Ju A
20s. 3.Tayyare Taburu was formed at Gaziemir with 24ncu Ty.Bl. initially flying Junkers A 20s, later Breguet 19s.
4.Tayyare Taburu, which came under Navy control (and its personnel wearing Navy uniforms), was formed at Guzelyali
on the coast just south of Izmir with 11nci Deniz Ty.Bl. (11th Seaplane Company) operating the Sav.16bis/Ms and 12nci
Deniz Ty.Bl. with two Rohrbach Ro.IIIA’s. In the coming years the force concentrated on training of new personnel and
enhancing its flying and operational capabilities. Aircraft equipped with instruments for bad weather and night flying were
received and from 1926 onwards courses were held and regular night flying was performed. A first cross-country
formation flight was performed in 1924, and in 1929, on a six-day trip, eight Ju A 20s circumnavigated the whole
country. Then in 1930 large scale deployments, to quell a domestic uprise, took place in eastern Turkey near Mount
Ararat on the Russian border. Three bomber units from 1.T.B.and one from the 3rd Br.19s and Letov 16Ts and 42 Av
Boluğu with Dewoitine fighters provided one formation and thirty A 20s from 2.T.B.another. In these formative years the
“Turk Hava Kurumu” (Turkish Air League) made a large contribution in collecting funds for aircraft for the military and
up to 1931 187 new aircraft were paid for in this way. Each year on August 30 “Victory day” aircraft donated that year
were presented to the military with the names of the donators or donating cities painted on the aircraft. By 1932 the
Army Aviation Force had grown so much in manpower and aircraft that again a major reorganisation was necessary. Three
“Hava Alayi” (Air Regiments), each with independent operational control and maintenance facilities under the command
of a Colonel, were formed. Each composed of two “Hava Taburu” which again were divided into “Ty.Bl.” (Aircraft
Companies), each normally consisting of nine operational aircraft. The former Junkers factory at Kayseri had continued as
a repair facility since 1928 and in 1932 it was re-established as the “Kayseri Uçak Fabrikasi” (Kayseri Aircraft Factory).
The Curtiss Factory in America agreed to help assembly, and later license manufacturing, of Curtiss Hawk II fighters and
Fledgling 2C.1 trainers. From 1932 to 1934 24 kits were assembled and a further seven aircraft manufactured. With
these aircraft two new fighter companies were formed at Gaziemir. For use in the defence of the Dardanelles 12
Dewoitine 510TH fighters were ordered and paid for in France in December 1934. For political reasons, however,
France would not release the aircraft for export when they were ready for delivery. Instead a large order for Polish PZL-
24s was signed and 14 P-24As were delivered already in 1936. The agreement called for a gradual transfer of manufacture
of the fighter to the Kayseri Factory. This was the directive of the president of Turkey, Mustafa Kemal Ataturk, to keep a
policy of armed neutrality. Consequently a diversity of weapons purchases was sought then and today. During 1936-37,
besides the order for up to 100 PZL fighters, basic trainers and heavy bombers were ordered in Germany, light and heavy
bombers in the USA and medium bombers and a training organisation were obtained from the UK. 1.H.A. at Eskisehir
was restructured into two “Bombardiman Taburu” (bomber battalions), each containing two companies of Br.19 B-2s
and Br.19-7B-2s, and a new “Av Taburu” (fighter battalion) comprising 21. and 41.Tay.Bol. with PZL-24As and 42 with
its D21C-1s. In 1937, the four bomber companies converted to He111J-1s of which 24 were delivered. The four
companies of 2.H.A. converted at the same time to Vultee V-11GBT light bombers, 40 were coming from the USA. The
3.Hava Alayi expanded into 3 battalions: V Seaplane battalion with 11./12. Deniz Ty.Bl. on Sav.16/59 and 31. Deniz
Bombardiman Ty.Bl. (seaplane bomber aircraft company) with Southampton IIs. VI battalion was a fighter unit with 2
Hawk II companies (53./54.Ty.Bl.) and X Bombardiman Taburu with 24. Ty.Bl. on Smoliks and 25./26. on newly
delivered Blenheim Mk.Is. An independent Fighter Regiment, 4ncu Av Alayi (4th Fighter Regiment), was established at
Eskisehir with VII battalion (21/41.Ty.Bl.) with PZL-24As and VIII battalion (42/43.Ty.Bl.) with PZL-24Cs. On
December 1, 1937 this regiment moved to a new base at Kutahya south of Eskisehir. In 1938 the expansion continued
with formation of a battalion directly under the General Staff, IX bomber batt. at Eskisehir with 55/56.Ty.Bl. with 20
Martin 139WT bombers. The expansion called for increased manpower. The Technical School moved to Eskisehir in
1935 and in 1936 a “Hava Harp Akademisi” (Air War College) was founded in Istanbul with seconded RAF instructors
to train Air Staff officers. At Eskisehir, the Flying School got new Go.145As being built at Kayseri. In 1938 the school was

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expanded into three “Talim Taburu” (training batt’s): 1.T.T. with Fleet 7 primary trainers and Gotha 145A; 2.T.T.with
Fledgling trainers and Fw 58 and DH.84 observer trainers; and 3.T.T.(3.Operational Training Batt.) with Br.19 and 19-
7. All units of the Army Air Force participated in the celebrations of the republic’s 10 year anniversary on October 29,
1933 and after this the massive airshow at Ankara became a yearly event. From 1932 to 1936 Turk Hava Kurumu
collected money for 149 new aircraft. With tension increasing in Europe during 1937-38, Great Britain and France on
one side and Germany on the other were eager in their policies to obtain Turkey as an ally or at least ensure that it would
stay neutral in a conflict in Europe. UK agreed to give Turkey a credit of .16 million for arms and Germany a similar for a
DM 150 million loan. In May, 1939 the Turkish Army Air Force was upgraded to divisional status and two Hava Tugayi
(Air Brigades) were formed, 1nci at Eskisehir and 2nci at Izmir. The 1st Air Brigade comprised the 1st, 2nd and 4th Air
Regiments. The 2nd Air Brigade only had the oversized 3rd H.A. In 1939, the newly formed 5nci H.A.at Corlu in
European Turkey was placed under 2nd Air Brigade control. The new regiment comprised VII Batt. with P-24A/Cs and
IX Batt. with Martin 139WTs. With the creation of the 5th regiment, the 4th Regiment at Kutahya lost its VII Batt. and
reorganised as the elite fighter regiment. VIII batt. received 30 Hurricane Mk.Is and a new XIth Batt. formed with 43.
and 58.Ty.Bl. with a similar number of MS406C.1s. The 3rd H.A. with additional Blenheim Mk.I bombers, also added a
new unit, XII Batt. with 23/24.Ty.bl.. The 1938 Anglo-French treaty meant that large orders for aircraft could be signed
for fast delivery. The original Blenheim Mk.I order for 12 aircraft was increased to 30 and then 40. 30 Hurricane Mk.Is
and thirty MS.406C.1s were agreed for 1939-40 delivery as well as 30 Fairey Battle Mk.Is, 15 Spitfire Mk.Is, 36 Lysander
Mk.IIs and 25 Anson Mk.Is from the UK and 36 Hanriot 182 army-co-operation aircraft and an additional 30 MS406
fighters from France. To prepare the Turkish pilots for these new aircraft 50 Curtiss CW.22 basic combat trainers were
ordered in the USA. Eventually only 40 MS406C.1s arrived and from UK only 3 of the Spitfire Mk.Is and 6 Ansons were
delivered. In order to increase the output of aircrew, Turk Hava Kurumu (Turkish Air League) was mobilised in 1939 to
train NCO pilots for the Army and its force of 122 gliders was in 1937-38 augmented with 20 civilian registered Fw.44Js.
Later Miles Magisters were added. From 1939 to 1947, 371 NCO pilots were trained in this way and between 1948 and
1952 another 210 AOP-pilots for the Army’s artillery spotting flights were trained.
The 2nd World War
In April-May 1940 the Turkish armed forces were partly mobilised and the Aviation forces were placed on war-footing.
Initially the duties became that of patrolling the long borders and vast coastlines. From March 1942 the first
consignments of promised lend-lease material from the Allies started to arrive. Initially 24 Curtiss Kittyhawk Mk.Is, 42
Tomahawk Mk.IIBs and the first of 102 Miles Magisters were taken into the inventory. Germany was keen to keep its
good relations and in 1942 it allocated Turkey a credit of DM 100 million. This was mostly used to procure 72 Focke-
Wulf Fw190A-3 fighters. They were delivered in the spring and summer of 1943. On the Allied side not all of the
promised help arrived and since the aircraft received had been drawn from stocks of the RAF-ME the condition of most
of them was very poor. This was resolved in a meeting in April 1943 and more modern equipment in the form of
Hurricane and Spitfire fighters was promised. Eventually Hurricane Mk.I/IIC/IIBs, Spitfire Mk.Vb/Mk.Vcs, Blenheim
Mk.Vs (Bizley)/Mk.IVs, and trainers in the form of Oxfords, Miles Masters and another batch CW.22Bs were received.
This influx of equipment caused a reorganisation in 1943. The two Air Brigades were upgraded to “Hava Tumeni” (Air
Divisions) and each Air Regiment streamlined their organisation into a Ist and a IInd Battalion where the Ist comprised
the 1/2. Ty.Bl. and the IInd the 3/4. Ty.Bl.. The old Taburu and Tayyare Boluk numbers ceased to be used.
4.H.A.dispersed in 1942 to Merzifon in Eastern Turkey and in 1943 its Ist Batt. re-equipped with Hurricane Mk.IICs
and the IInd with Hurricane Mk.IIBs. The 5th Air Regiment moved to Bursa and in April 1943 began its conversion to
the Fw 190A-3s, reporting to the 1st Air Division. Under the 2nd Air Division, the 3.H.A. in 1943 became an exclusive
bomber formation with four companies of the Blenheim Mk.Is. The based fighters were formed into 6.H.A. in February.
The Ist Battalion received Tomahawk Mk.IIBs and the IInd Kittyhawk Mk.Is. The Flying School and the Air War
Academy’s reconnaissance units were reorganised in 1941 into a “Kesif Taburu” (Recce Battalion) at Corlu with two
companies of Lysander Mk.IIs. In 1942 it moved with the 5th Air Regiment to Bursa and later, in 1943, to Eskisehir,
where it was renamed 101nci Kesif Grubu (101. Recce Group). In 1943 V Seaplane Battalion at Guzelyali was disbanded
and its Southampton flying boats retired. Instead the 105nci Torpil Grubu (105.Torpedo-bomber Group) was
established with two companies of Blenheim Mk.V “Bizleys” and a detachment operating the surviving 5 Walrus Mk.IIs.
During 1942 the Flying School reorganised its units to comprise three training battalions: I.T.T. with Miles Magisters
(replacing Gotha 145As); II. I.T.T. with up to 100 CW.22R/Bs and up to 50 Oxfords; and III.T.T. with MS.406C.1s and
Hawk IIs for fighter training, and 6 Ansons for operational observer training.
On January 31, 1944 the Turkish Air Force Command was established as a separate Command under the
Army with Corps status. This date is considered the official date for the establishment of today’s “Turkish
Air Force”.

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1943-44 saw the introduction of much new equipment and reshufflings, and formation of new units took place. 2.H.A.
in 1942 redeployed from Diyarbakir to Kutahya in Western Turkey and received the first of 72 Baltimore Mk.Vs arriving
in early 1944 it re-equipped its four companies with that type. Next to receive the new bomber was the 1.H.A. at
Eskisehir which re-equipped its Ist Battalion. Its IInd Battalion retained one mixed company of He 111J-1s and B-24D
Liberators and the other had Martin 139WTs. When finally the promised Spitfire Mk.Vs arrived, the 6th Air Regiment at
Gaziemir could replace its Tomahawks and Kittyhawks, although a flight of the former type was retained for training until
1946. Surprisingly enough the 5.H.A. also equipped its Ist Battalion with Spitfire Mk.Vs and thus had two companies
each of Spitfires and Focke-Wulf 190s. A new type of unit was the “Kesif Grubu” (Recce Group) organised in 1943-44
to serve in the battlefield reconnaissance and army-co-operation role. The already existing 101nci Kesif Grubu at
Eskisehir was organised into one company of Hurricane Mk.IICs and one of Vultee V-11GBTs. A new unit, 102nci Kesif
Grubu, formed at Balikesir with one company of Hurricane Mk.IICs and one of Lysander Mk.IIs, and 103ncu Kesif
Grubu at Adana with one company of Hurricane Mk.IICs and one of V-11GBTs. The 105nci Torpil Grubu moved from
Yesilkoy to Kosekoy south of Istanbul and equipped with 32 Beaufort Mk.Is delivered in 1944. In August 1944 Turkey
severed its trade links with Germany and declared war against the country on February 23, 1945. Plans for a future Air
Force were drawn up and slowly implemented. These called for a force consisting of three Air Divisions each composed
of a bomber, fighter and attack regiment, plus independent reconnaissance and transport regiments. After the war
contracts for aircraft were signed for these formations with Great Britain for 25 Beaufighter Mk.Xs, 170 Spitfire Mk.IXs,
142 Mosquito FB.VI/T.IIIs, 12 Oxford/Consuls and 4 Spitfire PR.XIXs. Another contract was agreed with the US Army
for 18 C-47s.
A Post War Organisation
On April 4, 1947 the new organisation was established. In addition to the 1st and 2nd Air Divisions, a 3rd was formed at
Erzincan in Eastern Turkey. 1nci Hava Tumeni (1st Air Division) at Eskisehir comprised 1nci Bombardiman Alayi with 4
companies of Mosquito FB.VIs, 5nci Av Alayi at Bursa with 4 companies of Spitfire Mk.V/IXs and 7nci Av Alayi at
Kutahya with Spitfire Mk.IXs in the fighter-bomber role. 2nci Hava Tumeni at Izmir comprised 3ncu Bombardiman Alayi
at Gaziemir with 4 companies of Mosquito FB.VIs, 6nci Av Alayi at the same base with Spitfire Mk.Vs and 9ncu Av-
Bombardiman Alayi at Balikesir, with 2 companies of Vultee V-11GBT and one each with Hurricane Mk.IICs and
Lysander Mk.IIs. The new 3ncu Hava Tumeni at Erzincan was formed with 2nci Bombardiman Alayi moving from
Kutahya to Diyarbakir with 4 companies of Baltimore Mk.Vs, 4ncu Av Alayi at Merzifon with 4 companies of Spitfire
Mk.IXs and a new 8nci Av Alayi, formed at Erzincan receiving 4 companies of Spitfire Mk.IXs. A new air transport force
was established at Etimesgut airfield at Ankara with two battalions with 4 companies of C-47s and a company called
“Kesif ve irtibat Boluğu” (Reconnaissance and Liaison Company) with 4 Spitfire Mk.V (recce), 4 PR Mk.XIXs, a few
CW.22Rs and Consuls, Oxfords and two survey C-45s. A “Gece Av onleme Boluğu “ (Night Interceptor Company) with
P-61 Black Widows was also planned, but the aircraft were never delivered. Already before the end of the 2nd World
War Russia had started to threaten Turkey, first with the cancellation of the 1925 non-aggression pact and later with
laying claims to areas in eastern Turkey and European Trace. In search for assistance Turkey approached America and in
1947 a military aid programme was approved. An economic assistance agreement was later instituted in July 1948. Soon
American aid was forthcoming to Turkey and in March 1948 a squadron of 15 B-26B Invaders was handed over at the
Etimesgut airfield near Ankara. During 1948 a further squadron of 16 arrived. From April onwards 5 squadrons of P-
47Ds arrived and in the harbour of Istanbul an American aircraft carrier started to off-load 127 AT-11 Kansan trainers in
May and in August 100 T-6C’s began to be put ashore at the same place. Altogether 550 American aircraft for the
Turkish Air Force and 15 L-4Js for the Army were received in 1948-49: 180 P-47Ds, 45 B-26B/Cs, 81 C-47As, 100 T-
6Cs, 127 AT-11s and 2 C-45s. Under supervision of American instructors 9ncu Av Alayi converted to the P-47D in April
1948, 5nci Av Alayi in May 1948 and 8nci Av Alayi in January 1949. A B-26 bomber battalion worked up at Etimesgut
and in January 1949 replaced the Baltimores of the Ist Battalion of 2nci Bombardiman Alayi at Diyarbakir. At the flying
school the former RAF training syllabus was replaced with an American one. The Ist Training Battalion retained its
Magiters in the primary training role, whereas the IInd Battalion replaced its CW.22s with T-6Cs. The 3rd Battalion was
reorganised into an “Av Eğitim Okulu” (fighter training School) with T-6Cs and Spitfire Mk.Vs and an “Atis ve
Bombardiman Okulu” (gunnery and bombing school) with AT-11s and B-26s. The NCO pilot training scheme run by
THK was stopped and instead this organisation started to train AOP pilots for new Army Artillery Spotting Flights. The
last TUAF NCO-pilot was retired in 1980. In 1948 reconnaissance assets were concentrated into the 10ncu Kesif Alayi
(10th Recce Regiment) formed at Afyon in August and consisting of two ex 105. Torpedo-Bomber Group companies of
Beaufighter Mk.Xs one operating Spitfire PR Mk.XIXs and Vs and a fourth with C-45s, Oxfords, AT-11s and B-26s for
survey duties. On May 10, 1950 two air transport regiments were formed, 11nci Nakliye Alayi (11th Transport
Regiment) at Eskisehir with four companies of C-47s and 12nci Nakliye Alayi at Kayseri also with four companies of C-
47s. For special transports an “Irtibat Ulastirma Ucus Grubu” (Communication transport flight group) was formed at
Etimesgut with one company with VIP C-47s and one with B-26s, Consuls and AT-11s. Since 1944 the Turkish Air

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Force had been under the overall command of the Army, but this was changed on January 7, 1950 when it was given an
independent status equal to the Army and the Navy. During 1950, under American guidance, a rationalisation of units
and equipment was prepared in order to put the TUAF into the jet age. Less suitable airfields were abandoned and new
ones constructed. As a consequence the 3rd Bomber Regiment and Gaziemir airfield disbanded on February 15, 1950
(the 6th Fighter Regiment moved from Gaziemir to a new airfield at Bandirma in May 1949), the 7th Fighter Regiment
and Kutahya airfield in March and the 2nd Bomber Regiment moved from Diyarbakir to a new airfield at Malatya in May
1950. The final step was taken on March 31, 1951 when the old organisation was replaced with an American style set up
of, “Hava Kuvveti” (Air Force), “Hava Ussu” (Air Base) and “Filo” (Squadron). 1nci Hava Kuvveti (1st Air Force) was
established at Eskisehir comprising 1nci Hava Ussu at Eskisehir with 111/112 Filo equipped with Mosquito FB Mk.VIs
and T Mk.IIIs and 113 Filo with photo Spitfires, 5ncu Hava Ussu at Bursa with 151/152 Filo with P-47Ds, 6nci Hava
Ussu at Bandirma with 161/162 Filo with Spitfire Mk.IXs and 9ncu Hava Ussu at Balikesir with 191/192 Filo with P-
47Ds. 2nci Hava Kuvveti was established at Balikesir without aircraft units to serve as a radar control unit. 3ncu Hava
Kuvveti was established at Erzincan, but was moved to Diyarbakir already soon after, when reconstruction of that base
had been completed. It controlled 2nci Hava Ussu at Malatya with 121 Filo with B-26B/Cs and 122 Filo with Mosquito
FB Mk.VIs, 4ncu Hava Ussu at Merzifon with 141/142 Filo with Spitfire Mk.IXs and 8nci Hava Ussu at Erzincan with
181/182 Filo with P-47Ds. The 10th Regiment at Afyon was disbanded. Under direct HQ control came new air
transport units: 12nci Hava Ulastirma Ussu (12th Air Communications Base) at Etimesgut with 221/222 Filo with C-47s
and 223 Filo with C-47s, D18Ss, B-26s and AT-11s. Two independent transport squadrons were formed: Eskisehir Hava
Ulastirma Filo and Kayseri Hava Ulastirma Filo each with C-47s in support of the maintenance depots placed at these
airfields. In mid-1950 eight experienced pilots were sent on jet flying courses in the USA to train as Turkey’s first jet
flying instructors. The TUAF aircrew training organisation was completely changed in October 1951 when it had been
decided to participate from 1952 onwards in the NATO training scheme in USA and Canada. Under the name “Hava
Harp Okulu/Hava Yedekthe Subayi Okulu” (Air War School/Air Reserve Officers School) the former units were
amalgamated at Eskisehir where an “Ucus Grubu” (Flying Group) with four squadrons was formed: 1nci Pilotaj Filo (1st
Piloting squadron) with Magisters, 2nci PF with T-6Cs, 3ncu PF (for Instructor and refresher training) with T-6Cs and
AT-11s and 4ncu PF (for twin-engine conversion and liaison) with AT-11s and C-47s (this last unit moved to Adana in
1952). On December 27, 1951 the Turkish Air Force received its first jet aircraft. At Balikesir a “Jet Eğitim Filosu” (jet
training squadron) was formed and a new era started. On February 18, 1952 Turkey and Greece joined the NATO treaty
organisation. During the next 15 years large amounts of money and great efforts were being spent in transferring the
Turkish Air Force into a modern strike force. A dozen of new air bases and seven radar sites were constructed and an air
defence system built up from scratch covering the whole of the huge country. Two T-33As had arrived in December
1951 and three more in February 1952 to form a jet training squadron with the 9th Air Base at Balikesir. In January
1952 the 9th Air Base retired its P-47Ds in preparation for the new F-84Gs, which soon started to pour in with a total of
90 being received in 1952. In September 1952 both the 6th and 8th Air Bases started their conversion with another 135
aircraft received in 1953 and 83 in 1954. 48 more T-33s arrived from 1953 up to 1955. In mid-1953 the jet training
squadron moved to the 8th Air Base at Diyarbakir only to move to Eskisehir in 1955. By April 1954 the 1st Air Base, as
the last unit, had completed its conversion to the F-84G and the air force could muster twelve squadrons on the type,
each consisting of 25 aircraft. “Hava Savunma Kumutanligi” (Air Defence Command) was established at Ankara from the
cadres of the old 2nd Air Force. The new command now took control of the first three of eventually seven radar control
groups, the Air Defence fighter station at Merzifon, the 12th Air Communications Base at Etimesgut and later of the
Nike-Ajax ground-to-air missiles placed around Istanbul, the 15nci Fuze Ussu (the 15th Missile Base) formed in 1959.
Between August 1954 and June 1956 a total of 107 refurbished F-86E Sabres were transferred via MAP (Military
Assistance Program) to Turkey. In September 1954 the 4th Air Base Command was reformed at Eskisehir and in
November 141 Filo became operational with the new interceptor. 142/143 Filo based at Merzifon followed in the spring
of 1955. Turkey’s participation in the NATO pilot training scheme was discontinued in 1956 and a local training
organisation “Hava Eğitim Kumutanligi” (Air Training Command) was established at Gaziemir in August 1956. The
“Hava Harp Okulu” (Air War School) had moved to nearby Guzelyali. A new “Ucus Okulu” (Flying School) was opened
at Gaziemir with four “Eğitim Filosu” (Training squadrons): 1st with T-6Cs, 2nd with MKEK Ugurs, 3rd with T-6Cs and
T-34As and 4th for Instructor, standards, refresher and liaison flying with AT-11As and C-47As. Jet training was
provided at Eskisehir on T-33As and F-84Gs. In the reconnaissance role the Spitfire PR Mk.XIXs were replaced in 1955
with 22 RT-33As and these aircraft were also used by the jet training squadron to train a new generation of
reconnaissance pilots. In mid-1955 the 114. Kesif Filosu (114. Recce Squadron) was formed with RT-33As and between
September 1956 and October 1958, 46 RF-84F were delivered to Turkey to equip two reconnaissance squadrons, one
for each tactical air force. 114 Filo reequipped at Eskisehir and 184. Kesif Filosu formed at Diyarbakir. In order to ease
operational command links, “Ucus Grubular” (Flying Groups) were formed in 1952 at the main Air Bases. Later in
1957-58 several new Air Bases and dispersal fields also formed Ucus Grubular and the organisation became as follows.
1nci Hava Ussu operated the 11.Ucus Grubu with 112/113 Filo with the F-84G, whereas 111 Filo which had just

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converted to new F-100D/Fs remained under direct Air Base control. The three filos under 6.H.U. (161/162/163)
reported to the 66. Ucus Grubu and at 9.H.U. 191/192 Filo formed the 99.Ucus Grubu. 193 Filo under the 97.Ucus
Grubu dispersed to the new Konya Air Base with 35 F-84Gs in the weapons-training role. The 3rd TAF’s single
operational air base, the 8th H.U. formed the 88.Ucus Grubu with 181/182/183 Filo. The 4th H.U, originally under the
Air Defence Command, came under the 3.TAF and divided its F-86Es between the 14.Ucus Grubu at Diyarbakir with
141 Filo and 44.Ucus Grubu at Merzifon with 142 and 143 Filo. The 12th Air Communications Base at Etimesdut
formed two groups: the 21.Ucus Grubu with 221 Filo and 222 Filo with C-47s and 23.Ucus Grubu with 224 and 225
Filo also with C-47s. A “Helicopter Filosu” with four UH-19s in the SAR role operated as an independent unit. Between
1955 and 1958 the Turkish Air Force received another 172 replacement F-84Gs withdrawn from the inventories of
other When four F-100F Super Sabres were delivered to Eskisehir in October 1958 it provided the start of replacing the
F-84G fleet and by the end of 1959 altogether 48 F-100Ds and 8 Fs had been received to re-equip 111 Filo and 113
Filo. A little later in 1959-60 65 ex French Air Force F-84Fs were delivered to re-equip 181 and 183 Filo at Diyarbakir.
In 1961 another 19 came to replace the F-84Gs of 192 Filo. The transport force was also bolstered in 1959-60 with two
C-54Ds and eight UH-19 helicopters.
A New Era
In 1962 the Air Defence Command was disbanded and its flying units were divided between the two Tactical Air Forces.
1.THK, besides the 1st, 6th and 9th Air Bases, formed 3ncu Hava Ussu at Konya with 193 Filo and 4ncu Hava Ussu at
Murted near Ankara with 141 Filo. 3.THK, besides 8ncu H.U, took command of a new 5nci Hava Ussu at Merzifon with
142/143 Filo as well as a new 7nci Hava Ussu at Erhac/Malatya. 35 additional RF-84Fs were delivered from the French
Air Force in 1963-1964 and 192 Filo at Balikesir and 182 Filo, which had moved to the 7th Air Base in January 1963,
were re-designated Taktik Kesif Filo (Tactical Recce Squadrons) and equipped with the aircraft. The F-84Fs of 192 Filo
were handed over to 191 Filo. 112 Filo converted to F-100s from the original batch after 113 Filo moved to the 7th Air
Base at Malatya in August 1963. An important event took place at Murted Air Base on March 25, 1963 when a new 144
Filo was formed. 15 F-104G and 2 TF-104G arrived in July/August. In August the following year 141 Filo also converted
to the type when a second batch of 20 was delivered. When the German Air Force retired its fleet of F-84Fs, 165 aircraft
together with 20 from Holland were refurbished into F-84Q standard and delivered to Turkey from 1964 to 1966. In
August 1964, 163 Filo converted to the type, with 112 Filo, 191 Filo and 192 Filo following in 1965 and 181 and 183
Filo in 1966. 35 of the older F-84Fs were given to 193 Filo to serve as weapons trainers. Under the Air Training
Command a ‘Jet Eğitim Hava Grubu’ (Jet training Group) was formed with T-33As at Eskisehir in 1960, moving to a
newly constructed airfield at Cigli near Izmir in 1961. With the arrival of the first T-37Cs in late 1963, this unit was
renamed 2nci Jet Eğitim Ana Ussu (2nd Jet Training Main Air Base) with 121 Filo with T-33As and 122 Filo with the T-
37Cs. In 1965 the Ucus Grubu organisation was discontinued. As the last operating F-84G squadron, 161 Filo converted
to the F-5A/B in 1966 retirering the last Thunderjets in June. In 1967 both 163 Filo at Bandirma and 142 Filo at
Merzifon converted to this all-purpose fighter, the former in the fighter-bomber role the latter in the interceptor role.
The service career of the F-86E ended in 1968 when 143 Filo converted to the last of altogether 75 F-5As received. 12
ex USAF T-33As were received in 1965 and later both squadrons of the 2nd Jet Training Base converted to the type. In
the same year the 3rd Air Base at Konya was renamed 3ncu Jet Eğitim Ana Ussu (3rd Jet Training Main Air Base) and was
put under Air Training Command control. It moved to Cigli for a year where its two component squadrons 131/132 Filo
converted to the T-37C. In 1967 it moved back to Konya with 47 T-37Cs joining the 193 Filo with 30 F-84Fs and an
‘instructor and standardisation flight’ with seven T-33As and two AT-11As. 141 Filo with its 20 F-04Gs moved to
Balikesir Air Base, in 1967, in preparation for conversion to the F-102A interceptor. In June 1968 191 Filo took the
opposite move taking over 144 Filo’s TF/F-104Gs at Murted, when this unit took over responsibility for F-102 training
and operational introduction. In 1969-70 a new batch of 38 ex USAF F-100Ds and four ‘Fs was delivered to Turkey
making it possible for 112 Filo at Eskisehir and 182 Filo at Erhac to convert to the type, thus making the two bases
exclusive F-100 operators. Further in the years 1972-1974 116 F-100Cs modified to D-standard were received making it
possible for 181 Filo to convert the same year and 131 Filo and 132 Filo at Konya in 1974 in addition to replenishing
existing squadrons. In 1970 183 Filo moved from Diyarbakir to Murted to convert to the F-102. At the same time 141
Filo and 191 Filo moved back to their former bases. When twenty RF-5As were delivered in 1969/1970 163 and 192
Filo were selected to serve partly in the tactical reconnaissance role, each receiving ten of the aircraft. In order to retire
the F-84Qs of 192 Filo eight of 163 Filo’s F-5As were given to that unit so both units had 10 RF-5As and 10 F-5As.
Streamlining
In 1972, it was decided to streamline the Air Force organisation by renumbering its units. Of the two Tactical Air Forces,
1.THK kept its number plate at Eskisehir whereas the Diyarbakir based force was renumbered the 2.THK. The resident
squadrons of the various air bases changed their numbers to coincide with the base number. 1nci Jet Ana Us’s 111/112
Filo with F-100D/Fs retained their old numbers, whereas 114 Kesif Filo became 113 Filo with its RF-84Fs. At Murted

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141 Filo with F-104Gs retained its identity, but 144 Filo with F-102As was renumbered 142 Filo. 5th Jet Main Base’s
142/143 Filo with F-5A/Bs were renumbered 151/152 Filo and at Bandirma 161 Filo with F-5As kept its number when
163 Filo with F-5A/RF-5As became 162 Filo. 113 Filo and 182 Filo at Erhac with F-100C/D/Fs were renumbered 171
Filo and 172 Filo. 181 Filo at Diyarbakir (the last unit still flying the F-84Q) kept its number, while the F-102A unit,
183 Filo, changed its to 182 Filo. 184 Kesif Filo at the same base was not renumbered. 9th Jet Hava Ussu’s units,
191/192 Filo remained unchanged. A new major command to control air transport assets ‘Hava Ulastirma Kumutanligi’
(Air Communication Command) was formed in 1964. Under its command came 12nci Hava Ulastirma Ana Us (12th Air
Communication Main Base) with 221/225 Filo with C-47A’s and ‘Ozel Filo (independent squadron) with VIP C-47As,
C-54Ds and UH-19s. ‘Hava Taktik Nakliye Grubu’ (Tactical Air Trans port Group) formed at Kayseri’s Erkilet airfield
with 224 Filo with 6 C-47As and 5 C-130Es, which arrived in late 1964. In 1971, an upgrading took place when 20 C-
160D Transalls were delivered to 225 Filo. The Air Transport Command reshuffled its units completely in July 1971
when the 12th Air Base was transferred to Erkilet. The 224 Filo with C-130Es was renamed 221 Filo and the C-160Ds
in 225 Filo were deployed to that base with the new number of 222 Filo. At Etimesgut a ‘Hava Ulastirma Grubu’ (Air
Communications Group) was formed with 223 Filo with C-47As and 224 Filo with C-54Ds (being replaced from 1972
onwards by three ex THY Vickers Viscounts), UH-19s, UH-1Hs and in the light transport and calibration role three
Beechcraft C-45/E18S. The Air Training Command went through a similar streamlining process when the Cigli Air Base
became the centre for basic jet training with 121 Filo with T-33A/T-33AN taking the role of an instrument training unit
and 122 Filo with all the T-37Cs transferred from Konya concentrating on the basic phase. Gaziemir airfield (later in
1974 the nearby Cumaovasi airfield) became the centre of primary grading and instruction forming 123 Filo with T-34As
and 30 T-41Ds. At Konya 131 and 132 Filo reverted to the role of a weapons OCU with up to 50 F-84Qs, which were
replaced, later in 1974, by a similar number of F-100C/D/Fs. As an outward sign of all these changes the Turkish Air
Force in 1972 changed its nationality markings on military aircraft to the present day red-white-red roundel, a marking
first used by the Turkish Navy’s aircraft in 1914.
War Action
Although Turkish military aircraft were blooded in action in the Balkan Wars 1912-14 the Turkish Air Force, formed in
1944, had until 1963 never seen war action. The island of Cyprus with its 25% Turkish population had in 1960 gained
independence with a constitution guaranteed by Great Britain, Greece and Turkey. Friction between the two population
elements broke out, and on December 20, 1963 several small Turkish villages were cut off by Greek Cypriot forces. The
Turkish Government decided to stage a warning and on the 25th scores of Turkish Air Force jet fighters were sent on low
flying over the Island, buzzing the roof tops of the capital Nicosia. Then on August 8, 1964, without warning, Greek
Cypriot units attacked three Turkish villages in the north. UN troops did not intervene so the next day the battered
villagers were supported in their defence by four squadrons of TUAF fighter-bombers drawn from 111, 112, 113 and
161 Filo. The Turkish villagers now again came under UN protection. In the summer of 1974 the situation on Cyprus
dramatically changed when a Greek inspired coup put a renowned ‘Turkkiller’ in charge of the Nation. Repeated Turkish
pleas for Britain to intervene from its bases on the Island went unheard. Consequently in the early morning of July 20,
1974 Turkish forces went ashore at a beach at Karaoğlanoğlu west of Kyrenia. The invasion was supported by six
squadrons of F-100s and two of F-104Gs as well as RF-84Fs of 184 Filo. The fighters were engaged in missions to
neutralise Cypriot National Guard positions on the Northern Coast and a number of armoured vehicles, inclusive T-34
tanks, were destroyed on the road west of Kyrenia. Army commandos flying in UH-1Hs made daring attacks on positions
in the mountains controlling the road to Nicosia and elements of the Airborne Brigade were dropped from C-130Es, C-
160Ds and C-47As on the plain north of the city. Here a major skirmish towards the international airport took place.
Meanwhile the Turkish Air Force was dispersed in the interior of Asia Minor to forestall any intervention from the
outside. The air campaign lasted for three days in July and two in August. As a result of the Cyprus campaign the
American military aid programme to Turkey was suspended. 112 Filo had started to work-up on the F-4E Phantom and
before the embargo 22 had been delivered in the period August 1974 and February 1975. The F-102 squadrons suffered
most from spare shortages, whereas parts for the F-104 fleet were obtained from Italy. This country also became the
source of a replacement for the F-102 all-weather fighters when in October 1974 a contract was signed for 18 F-104S’s
with option for another 18. The first 6 aircraft, taken from Italian Air Force stocks were delivered already in December
the same year. 182 Filo converted as the first unit to the new aircraft. The option for eventually 22 aircraft was taken up
and by late 1976 all 40 aircraft had been received, equipping 192 Filo at Balikesir as the second unit. 192 Filo’s former
aircraft were divided with the F-5As going to 162 Filo and the RF-5As together with another 15 converted from F-5As
were used to replace RF-84Fs of 184 Filo at Diyarbakir. 142 Filo at Murted managed to operate the F-102A until 1979.
The fact that aircraft overhaul was mostly performed locally by the Jet Maintenance Centres at Eskisehir and Malatya and
the Aircraft Depot at Kayseri made it possible for the Air Force to operate, in that difficult period. American aid was
resumed in 1978 and the 50 F-4Es of the outstanding order were delivered before 1980. This made it possible for 111,
171 and 172 Filo to re-equip with the type. Eight RF-4Es were also part of the order and went to one flight of 113 Filo.

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In 1981 14 ex. USAF F-4Es were received and used to form a third squadron, 173 Filo at Erhac. As a welcome addition
to the fleet of training aircraft 34 T-38As were received in 1979-80, being issued to 121 Filo. Additionally in 1978 20
used T-37B trainers were received to join the existing fleet of 42 T-37Cs. With 87 T-33As and 54 T-33ANs arriving
from various sources from 1951 to 1972 the TUAF got another 3 from Germany and 31 from France. By 1983 a fleet of
81 of these trainers continued to be operated in the training and communications role. 15 ex USAF F-100Fs were
delivered in 1978-79 to enable the Weapons-OCU at Konya to maintain a complement of 35 ‘Ds and 20 ‘Fs. A major
project in the eighties was the transfer of large numbers of redundant ex NATO F-104Gs. In 1980 23 ex RNethAF and
German Navy F-104Gs and 5 two-seaters arrived, in 1981 26 and 1, in 1982 24 and 3 and in 1983 a further 35 and 11.
In 1984 44 F-104Gs and 9 TF-104Gs came from Germany and in 1986 Canada provided 44 one-seaters and 6 two-
seaters. Germany was the largest supplier with 165 singles and 36 duals until 1989. 142 Filo became the first unit to re-
equip with the ‘new’ Starfighters in 1980 and the same year the TUAF decided to follow the German practice of having
only one type of fighter aircraft on each air base complemented with a training/communications detachment. 8th Air Base
had converted both its squadrons to F-100C/Ds in 1980, with 191 Filo receiving the former 182 Filo’s F-104Ss, making
9th Air Base the F-104S base, however, 193 Filo formed at the base in 1983 with F-104Gs and TF-104Gs in the training
role. During 1982-84 the two filos of 6th Air Base converted to the F-104G and in 1986 the 8th Air Base re-equipped its
two squadrons with the ex Canadian aircraft. 5th Air Base continued, still in 1987, to operate the F-5A/B thanks to
replacement aircraft received from Norway and the USA. America promised to supply 15 F-4E’s a year making it possible
to re-equip all fighter-bomber units with that type. At this time the Turkish Air Force had a force of six F-4E, nine F-
104, two F-5A and two F-100 squadrons, four training squadrons and three conversion flights and four transport
squadrons with a total of about 750 aircraft. Then in late 1988 TUAF started to receive F-16C/Ds assembled at a new
facility built at Murted/Akinci. As a start 160 aircraft were ordered under the ‘Peace Onyx I’ project, the first being
delivered to 4ncu Jet Ana Us at the same location. From 1989 onwards all F-104 squadrons were replaced on a 1:1 basis
by the new fighters and the F-4 squadrons were brought up to full complement. In 1993 the reconnaissance units were
also brought up to modern standards with the delivery of ex Luftwaffe RF-4Es. The training organisation was revamped
with rebuilding of facilities and introduction of new SF260 basic trainers and more T-38A trainers. Konya Air Base was
modernised into a complete combat training system with one squadron for advanced tactical training and an aggressor
unit flying upgraded NF-5As and ‘Bs. A fourth unit, the ‘Turk Yildizlar’ (The Turkish Stars) was later added in the flying
display role. The long needed modernisation of the air transport units began with the 52 TAI assembled CN.235M’s
replacing the C-47 and additional C-130s boosting the long-range capabilities. New jet business aircraft replaced
Viscounts in the VIP transport role. An outstanding requirement for a tanker and airborne warning force was fulfilled
with the former being accomplished with the loan of two USAF KC-135Rs while seven of the type were modernised by
Boeing. The TUAF succeeded in transforming itself into a modern multi-capable force away from the single mission cold
war tactical force. This transformation was needed as the political realities of the decade had seen the country surrounded
by unstable governments and threatened by internal terrorism getting support over the borders. The TUAF has
increasingly been called upon to provide close support for the Army and Jandarma in its fight against the terrorists. On
the other hand Turkey has provided help for the UN peace effort in Bosnia and Afghanistan by providing both ground
forces and air support. During a decade from 1987 the TAI factory has produced more than 250 F-16’s for the Turkish
Air Force thus re-equipping five air bases with this up-to-date fighter. The Turkish military aviation forces have, in the
21st century, been continuing their quest for modernisation. Most of the modernisation programmes have been
completed. All this has called for a great sense of priorities and determination. The Turkish Air Force had its 100th
anniversary in 2011. This was celebrated with a large airshow at Izmir, displaying convincingly both Turkish strength and
its foreign allies. The Turkish Air Force has secured, for the near and mid future, a strong fighter and support force in the
form of modernised pre-block-50 F-16’s (under project Falcon-UP), the updating of 54 F-4E’s to 2020 Terminator
standard and the starting of a F-5-2000 update programme. The last component, the AWACS force was ordered in July
2002 in the form of 4 B737-700AEW&C with an option for a further two. The Turkish aviation forces have, in the new
century, concentrated on modernising its SAR and maritime reconnaisance forces. The SAR and CSAR capability has
been concentrated into three full squadrons fielding 20 new Cougar helicopters and 10 CN.235Ms optimised for the
task. In 2011 the process of replacing the T-37’s in the training fleet was initiated with the delivery of the first KT-1T
turbo-prop trainers manufactured by TAI.

-x-
S.N. Aircraft Type code Entry wfu Quantity picture

1 Deperdussin 1912 1912 1

2 Deperdussin A 1912 1915 1

3 Deperdussin B 1912 1914 1

4 Bristol Prier-Dickson 1912 1914 2

5 R.E.P. Tip N 1912 1914 3

6 Bleriot XI-2 1912 1915 5

7 R.E.P. Ecole 1912 1912 2

8 R.E.P. Tip (Ground roll) 1912 1912 1

3
9 Harlan Eindecker 1912 1912 2

10 D.F.W. Mars Pfeil 1912 1913 2

11 Parseval PL9 (Dirigible) 1913 1913 1

Bleriot R1 Taxi Pinguin (Ground

12 1914 1915 3
roll)

13 Ponnier Aerobatique 1914 1915 1

14 Rumpler 4A13 Doppeltaube 1914 1914 1

15 Curtiss F 1914 1915 1

4
16 Nieuport Type VII 1914 1914 1

17 Nieuport Typ VI 1914 1914 1

18 Rumpler B.I R 1915 1918 18

19 Albatros B.I A 1915 1918 22

20 Albatros C.I AK 1915 1917 7

21 Fokker E.I F 1915 1917 4

22 Caudron G.3 1915 1919 3

23 Maurice Farman M.F.7 1915 1916 1

5
24 L.V.G. B.I LVG 1915 1917 3

25 Gotha L.D.2 G 1916 1917 6

26 Pfalz A.II Parasol P 1916 1917 10

27 Albatros C.III AK 1916 1921 73

28 Fokker E.III F 1916 1918 9

29 Gotha WD2 1916 1917 3

6
30 Gotha WD1 1917 1917 1

31 Gotha WD12 1917 1917 2

32 Harberstadt D.V HK 1917 1921 33

33 Hansa-Brandenburg NW 1917 1918 2

34 Albatros D.II AKD 1917 1918 3

35 Caudron G.4 G 1917 1918 1

36 Rumpler C.I RK 1917 1918 15

37 Fokker D.I FD 1917 1918 8

7
38 A.E.G. C.IV AEG 1917 1921 49

39 Albatros D.III AKD 1918 1922 31

40 Airco D.H.4 1918 1918 2

41 Grigorovich M-5 1918 1918 1

42 Sablatnig SF.5 1918 1918 5

43 Gotha WD13 1917 1924 8

44 Gotha WD15 1918 1924 1

8
45 Nieuport 17 K 1918 1918 2

46 Fokker D.VII FD 1918 1918 7

47 Voisin LAS 1918 1918 2

48 Bristol Scout C ( Not operational) 1915 1916 1

49 R.A.F. B.E.2b ( Not operational) 1916 1916 1

50 Bristol Scout D Bullet (Tested only) 1917 1917 1

Martinsyde G.102 Elephant (not

51 1917 1917 1
operationel)

Morane-Saulnier Tip L (Tested

52 1918 1918 1
only)

9
53 L.V.G. C.V 1918 1920 1

54 Pfalz D.III 1918 1921 4

55 D.F.W. C.V 1918 1920 1

56 Short 184 (Tested only) 1918 1918 1

57 Rumpler C.IV 1918 1923 1

58 Albatros D.V-D.Va S 1918 1922 2

58 Avro 504K 1920 1923 2

58 Ansaldo SVA 5 1920 1921 1

10
59 FİAT R.2 1921 1921 1

60 De Havilland DH.9 2../4.. 1921 1926 10

61 Breguet.14 A2 (Reconnaissance) 2.. 1921 1928 20

62 Breguet 14.B2 (Bomber) 2.. 1922 1928 13

63 SAML Aviatik B.1 4.. 1921 1924 7

64 SPAD XIII C1 1.. 1922 1930 21

65 Nieuport 24bis 1.. 1922 1927 3

66 Nieuport 27 1.. 1922 1927 2

67 Albatros C.XV 2.. 1922 1923 7

11
68 Caudron G.3 (Trainer ) 4.. 1922 1924 3

68a Caproni CA.3 (Tested only) 3.. 1923 1923 1

69b Rumpler 6B-1 1.. 1923 1923 1

69c Bristol type 14 F.2B Fighter 1923 1923 (6)

69 Junkers A 20 3../7.. 1925 1934 65

70 Caudron C27 4../5.. 1924 1933 39

71 Savoia-Marchetti S-16bis/m 1924 1938 20

72 Savoia-Marchetti S59 1928 1938 8

73 Caudron C59 4../8.. 1924 1938 40

74 Junkers F 13 “Limuzin” 75. 1926 1936 3

12
74 Morane-Saulnier MS35 91. 1926 1931 10

75 Morane-Saulnier MS147 92./96. 1928 1937 20

76 Breguet 19.A2 (Reconnaissance) 1001-20 1926 1938 20

76 Morane-Saulnier MS53 95. 1926 1934 10

77 Breguet 19.B2 (Bomber) 1021-66 1928 1938 45

78 Letov S-16T Smolik 1073-88 1929 1941 16

79 Potez 25-A2 1100 1928 1935 1

13
80 Breguet 19-7 B-2 1101-20 1932 1941 20

81 Dewoitine D.510T (embargoed) 1935 12

82 Rohrbach Ro-IIIa “Rodra” 12.. 1926 1934 2

Nieuport Delage Ni.D-42C.1

83 131, 132 1926 1930 2
(Fighter competition)

84 Dewoitine D21C-1 151-162 1926 1936 12

Bleriot-Spad 51-2C1
85 171, 172 1926 1930 2
(Fighter competition)

Bleriot-Spad 51-4
86 1928 1930 1
(Fighter competition)

Rohrbach Ro IX Rofix
87 1927 1927 2
(Fighter competition)

14
 Junkers A 35
88 191 1926 1926 1
(Fighter competition)

Loire-Gourdou-Leseurre LGL-32
89 1929 1929 12
(delivered, not accepted)

89 De Havilland DH.84 Dragon 12.. 1934 1946 4

90 Supermarine Southampton Mk.II 1933 1943 6

91 Curtiss 48 Fledgling 2C.1 14.. 1933 1945 7

92 Curtiss 35 Hawk II 15.. 1933 1945 45

93 Consolidated Fleet Model-7 16.. 1933 1945 12

94 Curtiss Kingbird D-2 1933 1933 2

95 Tupolev ANT-9 1933 1933 1

96 Polikarpov R-5 1933 1933 3

15
97 Focke Wulf Fw 58K Weihe 17.. 1937 1945 6

98 Gotha Go 145A 18.. 1936 1946 46

99 Supermarine Walrus Mk. 19.. 1938 1946 6

100 General Aircraft Monospar ST-25 1937 1941 2

101 Koolhoven F.K.49A 1938 1942 1

102 P.Z.L. P-24A 20.. 1936 1943 20

103 P.Z.L. P-24C 21.. 1937 1943 44

104 P.Z.L. P-24G 21.. 1939 1943 2

105 Heinkel He 111J-1 22.. 1937 1946 24

16
106 Martin 139WT 23.. 1937 1946 20

107 Vultee V-11GBT 24.. 1937 1948 40

108 Bristol Blenheim Mk.I 25.. 1937 1947 40

109 Bristol Blenheim Mk.IV 254- 1942 1947 3

110 Curtiss-Wright CW-22B 26.. 1942 1949 50

111 Curtiss-Wright CW-22R 26.. 1940 1949 50

112 Hawker Hurricane Mk.I 27.. 1939 1946 35

113 Hawker Hurricane Mk.IIC 2736- 1942 1947 47

114 Fairey Battle Mk.1 28.. 1940 1947 31

115 Supermarine Spitfire Mk.I 29.. 1939 1940 3

17
116 Morane Saulnier MS406C.1 30.. 1939 1945 40

117 Westland Lysander Mk.II 31.. 1940 1948 36

118 Avro Anson Mk.I 32.. 1940 1946 6

119 Henriot H-182 34.. 1940 1945 36

120 Miles Magister Mk.I 35../36.. 1941 1960 96

121 Curtiss P-40D Kittyhawk Mk.I 37.. 1943 1947 24

122 Curtiss P-40C Tomahawk Mk.IIB 38.. 1941 1947 42

123 Bristol Blenheim Mk.V “Bizley” 39.. 1943 1948 18

124 Consolidated B-24D Liberator 40.. 1943 1946 5

125 Focke Wulf Fw 190Aa-3 41.. 1943 1947 72

18
126 Hawker Hurricane Mk.IIB 42.. 1942 1947 38

127 Bristol Beaufort Mk.II 46../59.. 1944 1947 32

128 Airspeed Oxford Mk.I 47.. 1941 1956 102

129 Airspeed Consul 4771/72 1946 1949 2

130 Airspeed Oxford Mk.II 4773- 1947 1952 10

131 Miles Master II 48.. 1944 1949 27

132 THK Magister Mk.IA 50.. 1944 1957 20

133 Hawker Hurricane Mk.IIC(R)/D(R) 51.. 1944 1948 44

134 Martin 187 Baltimore Mk V 53.. 1944 1950 72

135 Supermarine Spitfire Mk.Vb 55.. 1944 1950 39

136 Supermarine Spitfire Mk.Vc 57.. 1944 1950 69

19
137 Supermarine Spitfire Mk.V(R) 58.. 1944 1951 3

138 Supermarine Spitfire Mk.XI 5851- 1944 1945 1

Douglas C-47A/B Skytrain

139 60.. 1946 1998 111
“Dakota”

140 Bristol Beaufighter TF Mk.X 61.. 1947 1948 24

141 Supermarine Spitfire Mk.IX 63../63.. 1947 1954 196

142 Supermarine Spitfire Mk.XIX 6551- 1947 1955 4

143 De Havilland Mosquito T Mk.III 66.. 1947 1953 10

144 De Havilland Mosquito FB Mk.IV 6651-/67.. 1947 1953 132

145 Beechcraft D-18S Twin Beech 68.. 1947 1983 5

146 Beechcraft AT-11 Kansan 6811-/69.. 1948 1983 127

147 Republic P-47D Thunderbolt 70../71.. 1948 1954 180

20
148 North American T-6C 7251-7350 1948 1974 100

149 North American Harvard II/IIB 7351-76 1955 1974 22

7356,58,
150 North American SNJ-3/SNJ-4 1955 1974 5
62,68

151 North American LT-6G 7377-95 1957 1974 19

152 North American T-6G 7396-7507 1957 1974 11

153 Douglas B-26B Invader 74.. 1948 1958 28

154 Douglas B-26C Invader 74.. 1948 1958 17

155 Noorduyn Mk.IIB 7508-47 1958 1974 11

156 North American Harvard Mk.II 7508-47 1958 1974 29

21
157 Lockheed T-33A Silverstar 1951 1997 84

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

158 1958 1982 92
Silverstar

159 Lockheed RT-33A 1955 1994 24

160 Republic F-84G Thunderjet 1952 1966 483

161 Canadair Sabre Mk.2 F-86E(M) 1954 1968 107

162 MKEK Model-4 “Uğur” 1955 1962 57

163 Beechcraft T-34A Mentor 1956 1993 24

164 Republic RF-84F Thunderflash 1956 1980 87

165 Republic F-84F Thunderstreak 1959 1974 113

166 Republic F-84Q Thunderstreak 1964 1975 185

22
167 Sikorsky H-19 D 1958 1980 4

168 Sikorsky H-19 B 1963 1980 14

North American F-100D

169 1958 1988 104
Super Sabre

North American F-100F

170 1958 1988 53
Super Sabre

North American F-100C

171 1972 1988 116
Super Sabre

172 Douglas C-54D Skymaster 1959 1973 2

Beechcraft E-18S
173 1959 1983 1
Super Twin Beech

174 Lockheed F-104G Starfighter 1963 1994 289

175 Lockheed TF-104G Starfighter 1963 1994 55

176 Alenia F-104S Starfighter 1974 1994 40

177 Canadair CF-104D Starfighter 1986 1995 6

23
178 Canadair CF-104G Starfighter 1986 1995 44

In
179 Cessna T-37C Tweetybird 1963 51
Service

In
180 Cessna T-37B Tweetybird 1978 27
Service

In
181 Lockheed C-130E Hercules 1964 14
Service

In
182 Lockheed C-130B Hercules 1991 6
Service

In
183 Northrop F-5A Freedom Fighter 1965 102
Service

In
184 Northrop F-5B Freedom Fighter 1965 22
Service

In
185 Northrop RF-5A Freedom Fighter 1965 41
Service

In
186 NF-5A Freedom Fighter 1990 31
Service

In
187 Vickers VC-7 Viscount series 794 1971 3
Service

In
187 NF-5B Freedom Fighter 1989 16
Service

24
188 Convair F-102A Delta Dagger 1968 1979 40

189 Convair TF-102A Delta Dagger 1968 1979 9

In
190 Bell UH-1H Iroquis 1970 27
Service

In
191 Transall C-160D 1971 20
Service

In
192 Cessna T-41D Mescalero 1972 30
Service

McDonnell-Douglas F-4E In
193 1974 183
Phantom II Service

McDonnell-Douglas RF-4E In
194 1978 54
Phantom II Service

In
195 Northrop T-38A Talon (Ari) 1979 73
Service

In
196 Cessna C.550 Citation II 1984 2
Service

In
197 Cessna C.550 Citation VII 1993 2
Service

General Dynamics/TAI F-16C In

198 1987 196
Fighting Falcon Service

25
 General Dynamics/TAI F-16D In
199 1987 44
Fighting Falcon Service

In
200 SZD-50-3 Puchacz 1989 8
Service

In
201 SIAI-Marchetti/TAI SF.260D 1990 40
Service

In
202 Grumman Gulfstream IV 1991 3
Service

In
203 Grumman Gulfstream G.550 2009 2
Service

In
204 TUSAŞ/CASA CN-235M 1992 52
Service

In
205 Boeing KC-135R Stratotanker 1995 9
Service

Eurocopter AS532UL/AL In
206 2000 20
Cougar Mk.1 Service

In
207 KAI/TAI KT-1T 2010 55
Service

208 BOEING 737-700 AEW&C 4

209 HERON 55

207 different aircraft in 100 years 6429 individual aircraft in inventory

26
A SHORT GUIDE TO

BY OLE NIKOLAJSEN (2012)

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

2
S.N. Aircraft Type code Entry wfu Quantity Pictures

1 Piper L-4J 1948 1967 15

L-18B
2 Piper L-18B/C 1950 1973 40/127

L-18C

3 Piper L-21B 1953 1977 125

4 Ryan Navion ? ? 2?

5 Cessna L-19A, O-1E/G 1963 1992 42/40

L-19A on loan in Korea

O-1E

3
 O-1G

6 Cessna U-17A 1963 1997 20

OH-13S
7 Bell OH-13S/TH-13T 1964 1992 66/10

OH-13T

8 Hiller OH-23B 1965 1970 2

9 Dornier Do.27B/H 1965 1987 3/2 Do.27B

Do.27H

10 Dornier Do.28B 1965 1996 5

11 Cessna C.150A 1966 1974 2

4
12 Cessna C.180D 1966 2

13 Agusta-Bell AB.204B 1966 2006 18

14 Bell UH-1B 1966 2006 36

15 De Havilland Canada U-6A 1967 1989 2

2/20
16 Dornier Do.28D-1/D-2 1968 2002
+8 Harita

Modified for Elint duties

17 Agusta-Bell AB.205 1968 68

18 Bell UH-1H 1968 102

19 Cessna T-41D 1971 25

5
20 Beech T-42A 1971 5

21 Bell OH-58B 1976 3

C.421B
22 Cessna C.421B/C 1975/77 3/1

C.421C

23 Cessna C.402B 1977 2

24 Bellanca T-7GBC Citabria 1979 1997 40

25 Schweizer-Hughes TH-300C 1982 2001 36

26 Agusta-Bell AB.212 1983 2002 2

27 Bell 206L-3 1988 current 1

6
28 Bell AH-1W 1990 current 20/12

5
29 Beech B.200 Super King Air 1991 current
+2 Harita

30 Robinson R.22 Beta 1992 1999 10

31 Bell AH-1P/S 1993 current 33

32 Sikorsky S-70A-17 1993 current 6

33 Agusta-Bell AB.206R 1995 current 20/13

34 Bell TAH-1P 1995 current 4

35 Eurocopter AS.532U-1 Cougar 1995 current 30

36 General Atomics GNAT-750 1995 2007 6

7
 Agusta-Bell AB.206A
37 1998 current 16
(ex.Jandarma/Coast Guard)

38 Sikorsky S-70A-28E 1999 current 65

39 General Atomics I-GNAT 1999 2007 2

40 Casa/TAI CN.235M-100 2000 current 3

41 Cessna T-182T 2009 current 46

42 TAI “ANKA” Male UAV current 5

43 IAI Heron 2010 current 10

44 General Atomics Predator 2011 current 4

Under
45 TAI T.129 2012 current 60
production

46 Boeing CH-47F On order 6

46 different aircraft in 64 years 1255 individual aircraft in inventory

8
Jandarma Genel Komutanliği
A short history:
The Turkish Jandarma has roots long back in history but its modern organisation was established in 1923 with the
creation of the modern republic. With the formation of Army helicopter units in the late sixties it was decided
also to provide the Jandarma commando units with helicopters. Consequently a Jandarma Aviation unit was
established in 1968. Initial equipment was a number of AB.206As procured in Italy. An international supported
component was added in the early seventies with a small number of aircraft and two mobile photo-labs used for
spotting illegal drugs growing. In 1983 expansion followed and more helicopters of the AB.205 type was ordered.
Due to the terrorist campaign waged by the Kurdish PKK the Jandarma force has constantly been expanded and
modernised during the late eighties and early nineties and the new Black Hawk helicopters were delivered to
Jandarma forces before the army itself received any. The was for a small attack helicopter contingent provided
by some of the 20 Mi-17Vs delivered from 1995 onwards.

1 Agusta-Bell AB.206A 1968 1999 18

2 Helio H-295 Super Courier 1969 2001 1

3 Rockwell 690A Commander 1969 2001 1

4 Piper PA-32-260 Cherokee Six 1969 2001 1

5 Agusta-Bell AB.204B 1970 2009 2

6 Agusta-Bell AB.205 1974 current 24

7 Agusta-Bell AB.47G-3B-1 1975 1991 6

8 Agusta-Bell AB.212 1988 current 1

9 Reims-Cessna 182P 1977 current 1

10 Sikorsky S-70A-17 1988 current 6

9
 11 Sikorsky S-70A-28 1993 current 30

12 Mil Mi-17V-IV 1995 current 20

12 different aircraft in 64 years 111 individual aircraft in inventory

Emniyet Teskalati – Polis

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

1 Sud Aviation SA.318C Alouette 2 1982 2011 18

2 Aerospaciale SA.330L Puma 1988 2004 4

3 Sikorsky S-70A-17 1989 current 6

4 McDonnell-Douglas MD.600 2004 current 10

5 Sikorsky S.92 2005 current 1

6 Bell 206L-3/4 2007 current 2

7 Bell 429 On order 15

7 different aircraft in 30 years 50 individual aircraft in inventory

10
11
12
A SHORT GUIDE TO

BY OLE NIKOLAJSEN (2012)

1
A SHORT HISTORY OF THE T.C. Bahriye Havaciliği Komutanliği
The Ottoman Navy Flying Service was established on June 27, 1914 and planned to operate 15 Nieuport Hydroavions
ordered in France. However, lack of trained personnel and aircraft early in the war prevented the service from
operating independently and its personnel served at Gallipoli with the ‘German Navy Seaplane Group’. In June 1916
three Gotha WD2s were given to the service and its first operational unit, 1nci Deniz Tayyare Boluğu (1st Seaplane
Company) was formed. On its transfer from Istanbul to Izmir two of its aircraft had to force-land on the water and
one was seized by the British. Later the unit used its aircraft for reconnaissance of the Anatolian coastline. In
May 1917 2nci Deniz Tayyare Boluğu was formed at Ereğli on the Black Sea coast and later in March 1918 3ncu Deniz
Tayyare Boluğu at Batum. When during the War of Independence it was possible to smuggle out five Gotha WD13/15s from
a depot, the service was re-established in July 1921 at Amasra on the Black Sea coast.

With the war having been won the force in February 1923 moved to Güzelyali south of Izmir as the main threat now
came from the Aegean Sea. New equipment was received already in 1924/25 and in 1928 the Navy Flying Organisation got
more operational independence with the formation of the IV. Deniz Tayyare Taburu (the 4th Seaplane Battalion) at
Guzelyali. The unit was renamed the 5th battalion in 1932 and in 1934 its capabilities were greatly expanded with
the delivery of Southampton seaplanes especially modified for bombing and torpedo attack. During 1943 the large
seaplanes had been worn out and the torpedo attack mission was taken over by land-based aircraft. Gradually the Navy
Flying organisation dwindled to a flight of Walrus seaplanes called ‘Deniz Kurmay Kitaati’ (Navy Command Flight).
This flight disbanded in 1946, with the withdrawal of the remaining three Walrus.

In 1971 Turkey was offered, via NATO, a number of anti-submarine aircraft of the type S-2 Tracker. It was then
decided to reorganise the former Navy Flying Organisation like it was before, e.g. the aircraft were maintained and
flown by air force personnel, but the operational control rested with the navy. The first unit to be created was 301
Filo at Etimesğut on October 18, 1971. It adopted the name ‘Marti’ and started training on four ex Royal Netherlands
Navy S-2As which had started to arrive in June. At the same time operational equipment in the form of twelve S-2Es
was bought in the USA. They were delivered in early 1972. With the arrival of the S-2Es the unit moved to the 6th
Air Base at Bandirma. Meanwhile a second unit, the ‘Deniz Helikopter Skvadron’ (Sea helicopter squadron) was formed
at the Güvercinlik Army Airfield on August 15, 1972 under the auspices of the Army. In October this unit received
its equipment in the form of three AB204B/ASs. The unit was to provide ASW operation around the Dardanelles and from
Navy ships. The unit was renamed ‘Deniz Helikopter Birlik’ (Sea Helicopter Unit) in February 1973 and the first
landing on a ship was made in September. From mid 1973 the old Kocaeli airfield, from where Beaufighters were flown
in 1948-49, near Izmit was selected to be the new Naval Air Base. The helicopter unit relocated to here in May 1973
and in 1976 the 301 Filo followed. At this time the base was renamed ‘Gengiz Topel’ after a pilot killed in action
on Cyprus in 1964 and on August 4th 1976 the Deniz Hava Üs Komuntanliği (Naval Air Base Command) was formed. The
helicopter unit was at this time renamed 351 Filo. The years between 1977 and 1980 saw the addition of seven ex US
Navy S-2Es and three AB.212ASWs and in the late eighties 11 more S- 2Es and twelve AB212ASW were received. Today the
301 Filo flies six TB.20s in the training role while waiting for new equipment to replace the Trackers which were
grounded in 1993. From 351 Filo helicopters are allocated to Naval Districts according to operational needs and
detachments are based onboard frigates and supply ships. An order for four SH-60B’s signed in 1997 had been delayed
by the US Congress but was effectuated in 2002 being followed by an additional 4 and later from 2011 onwards by 8
more . Thus the Navy has finally introduced its new SH-60B helicopters and a replacement for its S-2E maritime recce
aircraft, in the form of six locally built CN235MSA’s has been introduced now being updated to Meltem 2 standard.
Shortly 10 ATR-72MP/ASW will supplement the CN.235s incorporating the same Meltem equipment.

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

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

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S.N. Aircraft Type code Entry wfu Quantity picture

1 Curtiss F (90HP Curtiss O) 1914 1915 1

2 Nieuport Type VII Hydroavion 1914 1914 1

3 Nieuport Type VI 1914 1914 1

4 Gotha WD.2 1916 1917 3

5 Gotha WD.1 1917 1917 1

6 Gotha WD.12 1917 1917 2

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7 Gotha WD.13 1917 1924 8

8 Hansa-Brandenburg NW 1917 1918 2

9 Sablatnig LVG SF.5 1918 1918 5

11 Gotha WD.15 1921 1924 1

10 Grigorovich M-5 1918 1918 1

12 Savoia 16Bis/M 1924 1938 20

13 Savoia 59 1928 1938 8

14 Rohrbach Ro.IIIa RODRA 1926 1934 2

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15 Supermarine Southampton II 1933 1944 6

16 Supermarine Walrus Mk.II 1938 1947 6

17 Grumman S-2A Tracker 1971 1986 4

18 Grumman S-2E Tracker 1972 1996 30

19 Agusta-Bell AB.204B/AS 1972 2006 3

20 Agusta-Bell AB.212AS 1976 current 15

21 Agusta-Bell AB.212 (ex. Army) 2006 current 2

22 Socata TB.20 Trinidad 1995 current 8

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23 CASA/TAI CN.235M-100MSA 2001 current 6

24 Sikorsky S-70B-8/ Seahawk 2002 current 16

25 ATR-72MP/ASW 10

Artists drawing
25 different aircraft in 98 years 168 individual aircraft into inventory

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

1 Agusta-Bell AB.206A 1992 1998 3

2 Maule MX-7-235 1993 1996 1

3 Agusta A.109A-II 1999 2011 1

4 Casa/TAI CN.235M-100 MPA 2001 current 3

5 Agusta-Bell AB.412EP-SAR 2002 current 14

5 different aircraft in 30 years 22 individual aircraft into inventory

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