Local witnesses said a Boeing C-17 Globemaster III strategic airlifter was delivered to the Algerian Air Force. But it was a Qatari cargo.
Updated Dec. 16, 12.00 GMT
A Boeing C-17 Globemaster III strategic airlifter, sporting what initially believed to be the roundel of the Algerian Air Force, arrived in Algiers, on Dec. 10, according to Secret Difa 3, a blog focusing on defense topics in the Maghreb region.
The report is based on the testimonies of some locals who have seen the giant cargo land at the Houari Boumediene airport at 5:09PM LT.
However, the same source later found that the airlifter belonged to the Qatari Emiri Air Force.
Anyway, Algeria has never hidden its intention to acquire some C-17s (six to eight) in order to renew its fleet of transport aircraft and, according IHS Jane’s, last year Algerian authorities were in the early stages of negotiations with the company for a number of different types of aircraft, including the Globemaster.
In April 2013, a C-17 of the 446th Airlift Wing has undergone extensive testing in Algeria, including landing at the highest Algerian airfield in Tamanrasset, in the south of the country.
The interest of Al Quwwat aljawwiya aljaza’eriiya in the C-17 is a sign that after procuring Su-30MKA, Mig-29S and Yak-130A jets and upgrading the existing fleet of Su-24s, Mig-25s and Mi-24s, Algeria is planning to upgrade its inventory with aircraft able to support anti-terrorism and border surveillance tasks across the country.
The ICH-47F is a customised version of the legendary, legacy Chinook which incorporates a secure communications system, self-protection system and advanced datalink system.
According to AgustaWestland, the new variant has a Maximum All Up Weight (MAUW) of 23 tons, is equipped with two Honeywell T55-GA-714A engines which gives it excellent “hot and high” capability and is suitable for all-weather operations. Even though it can perform a wide variety of missions, its primary one has obviously remained the same: tactical transportation of troops and equipment, both internally and externally, by means of the aircraft’s cargo hook system.
The ICH-47 is produced by a Joint Industrial Agreement between Boeing and AgustaWestland, that is prime contractor for with responsibility for systems integration, final assembly and aircraft delivery to the Italian Army. Boeing builds the fuselage in the U.S, then final assembly is carried out at Vergiate plant in Northern Italy.
QF-16 performs for the first time as an aerial target
A remotely controlled QF-16 Full Scale Aerial Target was launched for the first time as an aerial target at Holloman Air Force Base, New Mexico.
The missile used in the test was modified so it could not hit its target; however, the QF-16 has a scoring system which tells the ground station how close the missile came and its trajectory.
According to Boeing, “The ground control station sets the coordinates for the missile. Then, using its on board system, the QF-16 validates that the missile hit those coordinates, and detects the distance and speed of the missile. If all the data matches up, the mission is considered a kill.”
The tankers are assigned to the 14° Stormo (Wing) based at Pratica di Mare airbase, near Rome, whose 8° Gruppo (Squadron) flies the aircraft for AAR (Air-to-Air Refueling), strategic trasportation and MEDEVAC (Medical Evacuation) missions.
The first KC-767 was delivered to the Italian Air Force on Jan. 27, 2011 and had its “baptism of fire” few months later, during the Air War in Libya, when the new tanker conducted air-to-air refueling missions of Italian planes involved in Operation Unified Protector.
The aircraft, is equipped with both the sixth generation flying boom (based on the one of the American KC-10), and three hose and drogue stations that give the KC-767 the ability to refuel aircraft equipped with onboard receptacle or those with a refueling probe.
In the KC-46 variant, the next generation tanker is going to replace the U.S. fleet of KC-135E Stratotanker refuelers but, whilst in the KC-135 the “boomer” (as the operator is nicknamed) is prone and moves the flying boom in the receptacle watching the receiver through a rear observation window, in the KC-767 the operators move the boom using a joystick and watching the video from a series of cameras mounted on the tanker’s rear fuselage.
The advanced camera system feeds a Remote Vision System (RVS) that provides high-definition stereoscopic imagery to the vision goggles attached to a sort-of flight helmet worn by the boomer during the air-to-air refueling.
The aircrews of the 8° Gruppo are also capable of “buddy refueling operations”: a KC-767 can refuel another KC-767 mid-air using the flying boom and the aircraft’s receptacle, further extending the aircraft endurance.
With the help of the Italian Air Force Press Office and the 14° Stormo, we have had the opportunity to take part in one of the “buddy refueling” missions flown by the 8° Gruppo for training purposes.
All the images in this post were taken by The Aviationist’s photographer Giovanni Maduli on board KC-767 “A600″ on Jul. 2, 2014.
The Author wishes to thank Capt. Stefano Testa of the ItAF Press Office and Lt. Col. Massimiliano Colasi of the 14° Stormo for the help provided before, during and after the flight.
This is the flight simulator used by KC-97 tanker pilots 60 years ago.
In 2012 the he 128th Air Refueling Wing of the Air National Guardpublished an old press release, dated around 1968 touting the latest addition to their unit, a KC-97 flight simulator! The used simulator came from the 116th Military Airlift Group out of Dobbins, Georgia that was converting from C-97Fs to C-124Cs and did not need the old Stratotanker simulator.
This behemoth simulator, built in 1953 was one of eleven ever made. Prior to the 116th using it, it was training pilots at Randolph AFB, Texas and also spent time at another air base in Florida. Weighing in at nine tons and costing $850,000, the simulator took three techs to maintain and program the analog computers for each training session. The KC-97 simulator had 604 tubes, 117 motor-driven resistors, and 200 resistance cards to feed data into four computer racks. The press release states that the “power equipment around the device generates enough heat each hour to warm two small homes”.
These simulators were able to replicate normal flight and emergency situations like engine fires/failures, loss of altitude, and wind buffering. Before receiving the simulator, the 128th had to send their pilots out of state for training. Having one on base would save time and money for the Air Guard unit.
The 128th ARW flew KC-97s up until around 1977 when they were converted to KC-135As. In the early 90s their fleet of 135A’s were upgraded to the current airframe, KC-135Rs. The 128th still has a dedicated training simulator located on base, though now it is an all digital, full motion KC-135R simulator made by Boeing.
