Spotter Magazine Issue 5

Issue 5 – October 2016

South African Shackleton Red Bull Air Race USS Harry J Truman Aberdeen Helicopters Military Spotting at Bangladesh British Phantoms DeHavilland Nostalgia Vienna International Airport Hellenic Vipers

Back on schedule after our delayed fourth issue, I am proud to present a number of unique features. From an active Shackleton in South Africa to the aircraft embarked on the USS Harry Truman to the fast jets of Bangladesh, this is one issue not to be missed!

Over the past five months, no less than 2,600 people have viewed this electronic publication. Contributions are flowing in from all over the world.

We look forward to your ideas and proposals for features in this publication, which is just as much yours as it is mine. Thanks to your support, the future is bright!

Mark Zerafa Editor

Got Something to Share?

If you have anything aviation related, be it photos, articles or artworks, please contact us on:

Spottermagmalta@gmail.com

Cover Photo: A Bristow Helicopters Super Puma returns to Aberdeen (Jonathan Ruxton)

Contents Red Bull Air Race

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Shackleton 1722

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Bangladesh’s Fast Jets

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Helicopters in Aberdeen

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USS Harry S. Truman

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British Phantoms

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DeHavilland Dream Flight

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Vienna Airport

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Hellenic Vipers

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Credits Mark Zerafa, Massimiliano Zammit, Jonathan Ruxton, Mohamed ‘zs-mk’, Svetlan Simov, Richard J Caruana, Paul Chalmers, Shadman Al Samee, Vangelis Antoniakis, Sam Thomson, Timothy Connor Brandt

Editorial Address: 238, Morning Star, Manuel Dimech Str Sliema SLM 1052 MALTA, EUROPE

Editor: Profiles: Design Assistant:

Mark Zerafa Richard J. Caruana Massimiliano Zammit

Copyright Notice

Inner Cover: A Puma returns to base at dusk.

(Paul Chalmers)

All photos and articles remain the intellectual and artistic property or the respective credited persons. All unauthorised reproduction, by any means, both printed and digital, is considered an infringement of this copyright and all remedies available by law will be taken against any infringements of such copyright.

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Photos: Svetlan Simov Text: Svetan Simov

There is no doubt that Red Bull Air Race Champoinship is one of the most exciting aerial sport at the moment. For more than a decade, it has attracted the fastest pilots in sky. Now in its eleventh season, the competition has evolved into a professional and well- co-ordinated organization, as befits a world-class championship

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History It all start back in 2003 in Zeltweg, Austria. Péter Besenyei, the man very often called godfather of Red Bull Air Race, made a number of demonstration runs. The Champinship of 2003 was decided in only three races. Two years later, the championship had grown to seven seven races all around the globe. The number of races and participating pilots varied over the years. Usually, a season consists of seven to ten races, contested by eleven to thirteen pilots. The most interesting season to date was in 2009 when 8 of the 15 pilots won different races, leading to a very close final result.

In 2011, the championship was stopped in order for the organisers to re-think the competition. The idea was to establish new rules governing the use of engines, propellers and aircraft modifications, as well as establishing a race calendar for the forthcoming seasons.The revamped Red Bull Air Race returned in 2014. The new rules make it even more challenging for the pilots.

The Track Every track is built by race director and includes five gates and three single pylons.

Since 2014, every pylon is 25m high. The pylon is divided into six parts so it can easily be replaced if it is hit. The internal air pressure of the pylon is controlled by a computer, so that if the pylon is hit, the upper part is just blown aside. The pilot must enter the first gate with a maximum speed of 202kts, at the height indicated by the red marker on the pylons. The official height for such measurement is the level of the pilot’s helmet, so aircraft tend to fly low. In fact, in Budapest, the entry point is underneath the famous chain bridge, which is only 10 meters above the river.

Rules Pilots must fly two laps on the track. They have to fly through the gates in a horizontal attitude. A maximum of 10Gs is allowed in turns. The highest point of turn is just 200250 meters. Every mistake adds a time penalty. There few reasons for disqualification, such as flying too low (under 15 m), crossing the safety line, exceeding G limits, and entering the track at a bank angle exceeding 45°.

The Planes After the rule changes of 2014, only three types of aircraft are used by the Red Bull Air Race teams. The EDGE 540 made by Zivko Aeronautic, the MXS-R made by MX Aircraft and the EXTRA 330LX manufactured by Extra Aircraft GMBH. All teams must use the Lycoming Thunderbolt AEIO 540 EXP engine mated to a 3-blade Hartzell 7690 propeller.

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The Race Since the 2014 Champinship, there were two pilot classes– Master Class, with 14 pilots and Challenger Class with eight pilots. On Fridays, there would be free practice and Qualification races for Master Class. The raace for Challenger Class is held on Saturday and the race for Master Class is held on Sunday.

From Spotter’s Viewpoint The Red Bull Air Race is a must for any aviation photographer. Access to the race venues is relatively easy. Zoom lenses up to 300mm usually suffice.

Crowds may be heavy, like in most major airshows. The challenge is to find a different point of view. Low shitter speeds are not necessary given the speed of the aircraft. For established freelance photogaphers, accreditation is possible via the Red Bull Air Race Media Center. The events are generally supported by additional flying activity, which usually includes elements from the Flying Bulls collection. Great fun guaranteed.

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Shackleton 1722

Photos: Mohamed ‘zs-mk’ Colour Profiles: Richard J. Caruana Text: Mark Zerafa

This is the story of a plane from a bygone era, which should have fallen silent and left to rot away many years ago. However, one man’s determination and hard work mean that South African Air Force Avro Shackleton MR.3 still roars to life on a regular basis.

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The South African Air Force was the only export customer of the Avro Shackleton maritime patrol aircraft. Designed to replace the Short Sunderland flying boat, the Shackleton was the ultimate derivative of the wartime Avro Lancaster bomber. The South Africans requested a number of modifications to the airframe, most notably the undercarriage, which had to be switched from a taildragger to a tricycle configuration. Wingtip tanks were added for extra endurance, and additional soundproofing was added to make conditions for the crew slightly more bearable on long patrols. Dubbed the Mk.3, this variant was also ordered by the RAF.

Shackleton 1722 (c/n 1532) was first flown on February 7th, 1958, and arrived in Cape Town on the 26th, as one of the eight such aircraft purchased by the South African Air Force. The aircraft remained in service until November 1984, due to serviceablity issues caused by the sanctions imposed on South Africa by the United Nations.

After one final flypast, the seven surviving Shackletons were dispatched to different SAAF bases for preservation. 1722 remained in Cape Town International Airport with 35 Squadron. Unlike its other stablemates, it had its guardian angel. Warrant Officer Potgieter took it upon himself to quietly and furtively maintain the aircraft in flying condition. The aircraft continued to fly on special occasions, but eventually had to be grounded due to its end of airframe life and lack of qualified flightcrew.

The aircraft nowadays is in the care of the South African Aviation Museum at Ysterplaat, and is still maintained in flying condition, with its engines run up on a regular basis.

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She lives! That magic moment when the Shackleton’s Rolls Royce Griffons burst to life. The sound of these four mighty V-12s coupled to the sixblade contra-rotating propellers is something truly unique.

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Inside the Shackleton: 1.

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4.

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Captain’s position Bomb-aimer’s position, as seen from the cockpit Co-Pilot’s position Flight Engineer’s Position

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3.

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Radio Operator’s Station ASW Operators’ Stations

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In the original colour scheme as delivered, with the earlier South African national markings.

New national insignia, with white upper surfaces and a lifeboat underslung in the bomb bay.

1720 in the final colour scheme used until the aircraft’s retirement.

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Fast Jets of Bangladesh Photos: Shadman Al Samee Text: Mark Zerafa

Hazrat Shahjalal International Airport is the largest airport in Bangladesh. Operated by the Bangladeshi Civil Aviation Authority, it is used both for civil and military aviation. Located in northern Dhaka, it has been the country’s sole international airport since 1980. The Bangladeshi Air Force’s fast jets are based there.

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Eight MiG-29s are in service, employed in both air-to-air and air-to-ground missions. R-73 and R-27 missiles are available for the air-to-air role. No precision-guided munitions are available to MiG-29s for the air-toground role.

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The Chengdu F-7 forms the backbone of Bangladesh’s fast-jet fleet, with 37 in service in a combat role, and 12 in a training role. A variety of weapons is available, including PL-2, PL-5, PL-7 and PL-9 air-to-air missiles and LT-2 laser-guided bombs and LS-6 satellite-guided bombs. 701 and 721 are operated by No.35 Squadron ‘Thundercats’.

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The Chengdu F-7 is a relative modern derivative of the legendary MiG-21, which includes a strong element of Chinese systems. No.5 Squadron operates the F-7BG version in both its single-seat and two-seat versions.

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The Aero L-39 Albatros is not a common sight at Dhaka.

Seven are in service. Newer types like the KT-8 and the Yak-130 are now entering service.

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Choppers in Aberdeen Photos: Paul Chalmers Text: Mark Zerafa

Aberdeen Airport hosts a sizeable fleet of helicopters for the oil rig support and transportation mission. It is indeed the world’s busiest in terms of commercial helicopter traffic.

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Following a fleetwide grounding of the type the year, sights of a civilian Super Puma in flight are going to be rare to find. This Bristow Super Puma is seen in happier times, leaving Aberdeen headed towards an oil rig in the North Sea.

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The Sikorsky S-92 is a new-generation helicopter widely regarded as the next workhorse in the offshore oil rig logistics business.

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Besides oil rig logistics, the Super Puma was also used on SAR operations, in this case, Bond Helicopters being the contractor.

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Another type gaining popularity amongst operators in this sector is the AgustaWestland (now Leonardo-Finmeccanica) AW-189. Bristow had indeed already signified its intent to replace all Super Pumas with AW-189, but the grounding of the Super Puma accelerated the process.

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USS Harry S. Truman Photos: Vangelis Antonakis Text: Vangelis Antonakis

“The buck stops here�, we have the responsibility to accomplish our mission and never pass this obligation to others. This is the motto of USS Harry S. Truman CVN 75 that we had the great pleasure to visit while a port visit in Souda Bay Naval Station in Crete, Greece.

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Just one thing someone can say for this massive carrier force, it is the absolute symbol of air power projection. With nearly seventy planes and more than 5000 crew members with the embarked air wing the aircraft carrier USS Harry S. Truman is able to accomplish any mission that will be assigned successfully.

The carrier stopped in Souda Bay on its way back to Naval Station Norfolk after an extended deployment period in Arabian Gulf and Mediterranean Sea during which they participated in Operation Inherent Resolve conducting aerial strikes against ISIL targets in Syria and Iraq. It was the first time since 2003 and the Operation Iraqi Freedom when a US Navy Carrier Strike Group operates from the Mediterranean.

To this deployment the Carrier Strike Group 8 (CSG 8) consisted by USS Harry S.Truman (CVN 75) Nimitz class aircraft carrier with Carrier Air Wing Seven (CVW7) on board and Destroyer Squadron Two Eight (CDS 28) with four Arleigh Burke class destroyers and one Ticonderoga class cruiser.

Carrier Air Wing Seven (CVW7) consisted of: -VFA-103 Jolly Rogers with 22 F/A-18 E/F Super Hornets -VFA-25 Fist of the Fleet with 12 F/A-18 E/F Super Hornets -VFA-143 Pukin Dogs with F/A-18 E/F Super Hornets -VFA-83 Rampagers with 10 F/A-18C Hornets -VAQ-140 Patriots with 6 EA-18G Growlers -VAW-117 The Wall Bangers with 4 E-2C Hawkeyes -VRC-40 Rawhides with 2 C-2A Greyhounds -HSC-5 Night Dippers with 11 MH-60R -HSM-72 Proud Warriors with 8 MH-60S We had the pleasure to ask a few questions the Commander of Carrier Strike Group Eight (8) Rear Admiral Bret Batchelder and COMMODORE Capt Derek M. Lavan, commander of Destroyer Squadron 28 (DESRON 28) about importance of US Navy presence in the area and the results of the recent strikes.

“It is very important not for just the US Navy but for the whole world.

We are fighting an enemy who has no respect for human dignity and human life and I think it is important for all of us collectively to contribute with the fight against them. I think the significance of us operating from the Mediterranean is a demonstration that US Navy can operate anywhere we want to in the world. We are very flexible, we are adaptable, and it doesn’t matter where we are, we don’t have to ask permission to be there, when we can affect security throughout the world just be on the basis of our ability to move wherever we choose to move.”

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The Carrier Strike Group entered the Mediterranean on the 2nd of June and began flights and strikes on the 3rd of June and completed those on the 19th. In these 16 days they flew 234 combat missions and delivered about 180 weapons to ISIL targets in Iraq and Syria.

Totally during the whole period of deployment Carrier Air Wing Seven (CVW7) flown 1.848 sorties of approximate 3.682 flight hours and dropped 1.429 pieces of ordnance of total weight of 1.479.000 pounds.

As Rear Admiral Bret Batchelder commended “We continue to strike the leadership of ISIL and their ability to generate revenue, their oil production capabilities and I would offer that when we enter the fight back in December they were making about 5.000.000 dollars a year on their oil production capabilities and that has been cut somewhere between 30 and 50% so we are having much more challenging time generating revenew to fought on their operations, so that has been a large focus. Additionally we are working with the anti-ISIL forces on the ground to support them and their efforts to push ISIL back, and to attack the forces that are on the ground there”

As far as the Destroyer Squadron 28 involvement in the operations Cpt. Lavan told us “In Destroyer Squadron 28 we have four guided missile destroyers, USS RAMAGE (DDG 61), USS GONZALEZ (DDG 66), USS BULKELEY (DDG 84), USS GRAVELY (DDG 107). The ships provide defence for the carrier, to the air wing, against threats from the air, from the surface and underwater. They are also capable to launch the long range Tomahawk cruise missile to strike targets and project power. There are Maritime security operations, stopping smugglers who are supporting ISIL, as they are trying to smuggle drugs to raise money to fund their fight, stopping the flow of their fighters from the rest of the world to another battlefield.”

While on carrier deck we asked pilot Justin Richardson, assigned to VFA-143 Pukin’ Dogs about the air strikes against ISIL and as he mentioned “We can do air to air and air to ground at the same time. Drop the bombs and fight all the way out if we really had to. So far in Iraq and Syria we had air superiority so we don’t have to work a lot with that. We have been just striking any target that has been given to us. They give us buildings, cars, road blocks, anything that is important for ISIS”

OCTOBER 2016 The problem with ISIS is that their ability to fight has spread to other places as demonstrated with the recent attacks in Paris and Brussels and as RDML Batchelder said “I think for Europe and for the entire world our greater concern is to be where else are they, what they plan next and how do we stop that before it happens” “I think the defeat of ISIL will still take some time”, Capt Derek M. Lavan, commander of Destroyer Squadron 28 (DESRON 28) commended. “In the past seven months we had been deployed I think we had made large gains against ISIL. We hit their finances, their ability to keep raising money, and I think you have seen that the number of people going to join ISIL is not the same number it used to be. I think this is contributed probably to what the HST Strike group did, but the coalition to suspend fighting ISIS to work together had made that effort.”

This deployment began at 16th of November and extended for one more month. “In awake of Brussels attack the president expressed that the destruction of the ISIL was No1 priority and he applied some means by which we could increase the tempo of our fight against ISIL. We are a part of that. Our extension for 1 month was an expression of the United States will to destroy ISIL. That is the justification of why we are extended for a month. Our hearts are with our families back home but we understand the priorities .This a professional fighting force, these are professional sailors who are volunteered to be here and conduct this mission so they took the extension as you are expecting to in stride , they are remained focused in conducting our operational mission and they have done so exceeding very well and I am very proud for them ” RDML Batchelder mentioned.

Just a few days before our visit to USS Harry S. Truman in Souda Bay another aircraft carrier, the USS Dwight D. Eisenhower (CVN 69), had entered the Sixth Fleet area of responsibility and was transiting in full steam towards the eastern Mediterranean in order to continue the striking of ISIL positions. It seems that it will take some more time and till then US Navy will be there supporting the operations.

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We would like to thank Rear Admiral Bret C. Batchelder Commander of the Carrier Strike Group Eight (CSG 8), Commodore Capt. Derek M. Lavan Destroyer Squadron 28 (DESRON 28) and also LCDR Tresch, Candice C. LCDR, CVN75 MEDIA and Jackie Fisher, Public affairs NSA Souda Bay for their amazing help during this visit to USS Harry S. Truman

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British Phantoms

Photos: Mark Zerafa Colour Profiles: Richard J. Caruana Text: Mark Zerafa

The story behind the Phantoms of the Royal Navy and the Royal Air Force can be summed up as the beginning of the end of the British aviation industry. In 1961, seemingly aware that the Royal Navy was not entirely happy with the proposed Hawker P.1154RN, McDonnell Douglas staged through RNAS Yeovilton with its F-4B demonstrator on its return flight to the USA after attending the Paris Air Show. With the cancellation of the P.1154 and the TSR.2 in 1964, and thus no immediate replacement for the now obsolescent Canberras, Sea Vixens and Hunters, and the seemingly endless delays in the FB.111 programme, the purchase of Phantoms was inevitable.

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SPOTTER MAGAZINE To make this decision more acceptable, the Ministry of Defence got McDonnell Douglas to replace the Phantom’s J-79s with British Rolls-Royce Spey turbofans, and a considerable proportion of the aircraft would be built in England. Two variants were thus built – the F-4K for the Royal Navy and the F-4M for the Royal Air Force.

The biggest problem for the Royal Navy’s Phantoms was that the aircraft carriers at its disposal were much smaller than their American counterparts. This required the engines to be pointed somewhat downwards to provide a vectored thrust element for take-off, a grossly elongated nosewheel leg to increase angle-of-attack for launch, larger flaps, drooping ailerons and slatted tailplanes to increase lift.

The marriage of the Spey to the Phantom airframe was not an entirely happy one. Although more powerful and economical, the Spey had a greater diameter and required greater airflow, resulting in the redesign of the entire mid-fuselage section, with larger intakes, auxiliary intake doors, and new fuselage countours to accommodate the bigger engines.

Unfortunately this ruined most of the area-ruling design of the Phantom, and whilst Spey-engined Phantoms were faster at low-level, the J-79 Phantoms were faster at high altitude.

The Royal Navy had its own issues. HMS Eagle was used for carrier trials, but the cost of refitting her to handle Phantoms on a regular basis was deemed too much.

Experience in trials aboard the Eagle and the USS Saratoga had shown that the exhaust temperatures of the Spey was higher than that of the J-79, resulting in burnt and buckled deck plating. In fact, HMS Ark Royal had to be fitted with water-cooled blast deflectors.

Phantom XT598 preserved at the Fleet Air Arm Museum, Yeovilton (Sam Thompson)

With the Eagle unable to take the Phantoms and a new carrier cancelled, the original order for 140 Phantoms for the Royal Navy withered down to 48, 20 of which were diverted to the RAF on delivery.

In the meantime, the RAF had Phantoms based in the UK for the air defence role, and in Germany for the strike role. However, with the arrival of the Jaguar, the Phantom force was returned to the UK and a greater emphasis was made on the air defence mission.

With the demise of HMS Ark Royal in 1978, the Royal Navy ceded its Phantoms to the RAF. Nonetheless, the RAD still didn’t have enough Phantoms to fulfil its requirements, and ended up purchasing a batch of surplus J-79 powered F-4Js from the US Navy! Originally designated Phantom F.3, these were better known by the designation F-4J(UK).

With the advent of the Tornado F.2, the days of the Phantom were numbered. Disarmament treaties dictated the retirement and permanent decommissioning of aircraft, and being older and more out-dated, the Phantoms and Lightnings bore the brunt of these reductions.

Marked with the ‘blue cross of death’, many Phantoms were unceremoniously dumped and cut up. To further compound matters, the original purchase agreement with the US stipulated that the aircraft could in no way be disposed of to non-government organisations, for fear that parts thereof may fall in the hands of air forces which Washington was no longer happy to do business with.

Thus, many Phantoms which would otherwise have been saved for posterity have succumbed to the claws of the scrapman. This is the main reason why very few UK Phantoms survive nowadays, and it is imperative that every survivor is well-cared for.

‘Black Mike’ Phantom XV582 is currently being moved from Leuchars to a new home in Bruntingthorpe.

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Phantom XV280, 43 Squadron. The ‘Fighting Cocks’ flew the Phantom from 1969 till 1989

Phantom XV499, 6 Squadron. The ‘Flying Can Openers’ flew Phantoms for five year before moving to the Jaguar.

Phantom XV582, 111 Squadron. ‘Treble One’ was one of the last Phantom squadrons, converting to the Tornado in 1990.

Phantom XV469, 56 Squadron. The ‘Firebirds’ relinquished their Lightnings in 1976 and flew the Phantom till 1992.

Phantom XV422 had the dubious honour of shooting down a Jaguar by mistake over Germany in May 1982.

Phantom XV474 is now preserved at Duxford, owned by the Old Flying Machine Company.

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OCTOBER 2016 XT899 served with 19 Sqn, 228 OCU, 6, 29, 92, 23 and 56 Squadrons and ended her active career at RAF Wattisham with 19 Squadron once again, gaining this overall blue scheme in 1991 to celebrate the 75th anniversary of the Royal Air Force. On retirement in 1992 the airframe was gifted to the then-Czechoslovakian Air Force in recognition of the contribution made by Czechoslovakian aircrew during WWII. It was put on display in the Kbely Aviation Museum in the Czech Republic where it remains to this day.

XV500 depicted here serving with No. 56 Squadron, ended its days as a gate guard at RAF St. Athan and was scrapped in August 2007.

XV574, here in the colours of No. 111 Squadron, was scrapped in September 1991.

XV571, here in service with No. 43 Squadron, was scrapped in April 1992

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DeHavilland Dream Flight Photos: Timothy Connor Brandt Text: Mark Zerafa

Congratulations. You’re going to fly in a DeHavilland Dragon. Can’t get much better than that I guess…. Erm, well yes it can. How about having two Chipmunks formate on you for the whole flight?

Originally built in 1938 as a Dominie trainer for the Royal Air Force, DeHavilland DH.89 was eventually demobbed in 1946 and converted back to civilian Rapide specification, and was sold to East African Airways in Kenya. Between 1969 and 1974, it was operating in the Seychelles for a tour operator ferrying passengers between islands.

It was then purchased by a South African, John English, who was based at Port Elizabeth. John used the aircraft for private flying for around twenty years.

However, following his divorce settlement in 1996, the aircraft had to be dismantled and stored at Progress Airfield at Port Elizabeth.

In 2011, it was acquired by Mark Sahd, who had the parts transported to East London Airport where it was restored to flying condition.

First flown again in 2015, the aircraft suffered a noseover on landing, damaging the propellers. Repaired and flown again in 2016, the aircraft now has pride of place in Mark Sahd’s aircraft collection.

It is flown by Flippie Vermeulen, a retired SAA captain with over 30,000 flying hours under his belt.

In this flight, the aircraft was being flown from Rand Airport to Petit Airfield for a DeHavilland meet. Thus, the two Chipmunks formatted with the aircraft for almost all the flight.

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Vienna International Photos: Mark Zerafa Text: Mark Zerafa

Got some time to spare before your flight? We try out the new vistor’s terrace at Vienna International Airport.

Vienna is naturally the home base of Austrian Airlines, which operates both short-haul and long-haul flights. This 777 is being pushed back from the gate. The viewing terrace is quite long, making it possible to spot aircraft at quite a good number of gates, and taking off from the departure runway.

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The Embraer EMB-190 family has carved a niche for itself in relatively lowdensity routes. Amongst the operators at Vienna are Austrian, Air Maldova and Ukraine International.

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Wings of Lebanon 737 was a lucky catch. The Emirates A380 and Etihad 787 are regular visitors.

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Austrian’s Fokker 70s and 100s are being replaced by Embraers.

Luxair operates Dash 8-400s on the relatively short route.

High passenger loads got TAP to operate with their A330.

Austrian uses the Dash 8-400s on domestic routes and short regional flights

Air Croatia also operates Dash 8-400s on the relatively short route.

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Air Berlin, Dash 8-400.

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Hellenic Vipers Photos: Mark Zerafa Text: Mark Zerafa

The Hellenic Air Force has 170 F-16s in its inventory, being distributed into twelve squadrons and one training unit. Unlike most European counterparts, which are mainly upgraded F-16A variants, the Hellenic Air Force has F-16Cs and Ds, and these are mostly of the more recent Block 50 types, whilst the Block 30s are also being upgraded.

Probably the most famous of all Greek F-16s is “Zeus�.

Making airshow appearances in Europe, the demo aircraft wears this spectacular colour scheme. Greece and Poland are the only operators to have dedicated an F-16 with conformal fuel tanks to the demo role.

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Another Block 52 F-16 shows its distinctive lines in a knife-edge pass.

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An earlier Block 30 F-16 at Kalamata Air Base.

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Far away from home‌ a Hellenic F-16C prepares to line up on the runway at Leeuwarden Air Base, the Netherlands.

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Andravida AB is better known for its resident F-4 Phantom squadrons, but it is also the home of 117PM/KEAT. This unit is tasked with training and testing of new armament and equipment on the HAF’s F16s, and usually draws its aircraft from other squadrons as may be required.

Formerly home to the HAF’s A-7s, Araxos now hosts two multi-role F-16 squadrons.

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