The lowest and fastest flyby by a Libyan Mig-23 Flogger

We have already posted a cool shot showing FLAF (Free Libya Air Force) Mig-23 Flogger jets fly fast at ultra-low altitude on photographers at an airbase in Libya.

Here is the video filmed by a nearby cameraman.

Seven feet off the ground or more? Whatever, it’s a really a fast and low passage.

As already reported, the Libyan Air Force is currently believed to operate two MiG-23MLs (6472 based at Benina and 6132 based at al-Watiya) involved in the war of attrition against Libya Dawn forces.

H/T @Marguer_d for the heads up

 

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Libyan Mig-23 Flogger performs insanely low flyby.

Some videos showing FLAF (Free Libya Air Force) Mig-23 Flogger jets have emerged recently: filmed from at an unknown airbase and posted on the official FB page of the Libyan Air Force they show the Soviet-era jets thundering at ultra-low altitude.

In this post you can find another image that has surfaced on the social network, reportedly released by the FLAF showing one of the flybys from a quite privileged standpoint.

According to the always very well informed Oryx Blog, the Libyan Air Force currently has two MiG-23MLs operational: 6472 based at Benina and 6132 based at al-Watiya. The two aircraft support the war of attrition against Libya Dawn forces that also operate one remaining Mig-23ML (the other one crashed after attacking the airstrip of al-Zintan on Mar. 23, 2015).

Image credit: FLAF

 

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There are very few images of the U.S. Army EO-5C. Here’s one taken over Benghazi, Libya, few days ago.

The fact that U.S. Navy EP-3E ARIES II signal intelligence platforms were involved over North Africa was known, since images had already exposed the presence of the Navy spyplane over Libya during the evacuation of the U.S. embassy earlier this year.

What was unknown is that at least one secretive U.S. Army Dash 7 surveillance aircraft, designated EO-5C, has operated in the skies of eastern Libya, the same region where the U.S. has recently identified camps hosting a couple hundred ISIS militants.

The presence of an Army aircraft packed with sensors, known as ARL (Airborne Reconnaissance Low), is usually kept obscure: the aircraft does not wear military markings and some of its sensors can be retracted making the airplane a regional liner rather than a special operations plane on clandestine mission.

But photos of the aircraft overflying Benghazi on Nov. 29 have appeared on Twitter.

The EO-5C can detect and fix enemy transmissions on all the radio spectrum, collect both IR (Infrared) and visibile-light very high resolution imagery, track moving ground targets as well as monitor how footprints in the sand change over time.

The Navy’s ARIES II also seen operating over Benghazi is a highly modified version of the P-3C used to perform SIGINT (Signal Intelligence) missions. This variant of the Orion maritime patrol aircraft became famous on Apr. 1, 2001 when one such planes and its crew were detained for 11 days  following a collision with a Chinese J-8IIM fighter (that crashed causing the death of the pilot) and the subsequent emergency landing at Ligshui airbase, in Hainan island.

One of these Navy aircraft was spotted over Libya in 2012 when there were rumors that it might be involved in operations aimed at detecting and tracking smuggled weapons travelling towards Egypt and destined to Gaza.

In this case, the U.S. Navy spyplane, along with the Army EO-5C was probably seeking ISIS militants.

Image credit: Stoah News Agency

 

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During Libya air war, you could track Canadian tankers circling over the Mediterranean Sea while they refueled allied planes heading to bomb Gaddafi. Three years later, nothing has changed.

Flightradar24 and PlaneFinder are two famous Web-based services that let aviation enthusiasts, curious people, journalists and, generally speaking, anyone who has an Internet access on their computer, laptop or smartphone, track flights in real-time.

These portals/services (some features are not free) rely on a network of several hundred feeders around the world who receive and share Automatic Dependent Surveillance-Broadcast (ADS-B) transponders data.

The ADS-B system uses a special transponder that autonomously broadcasts data from the aircraft’s on-board navigation systems about its GPS-calculated position, altitude and flight path. This information is transmitted on 1090 MHz frequency: ground stations, other nearby aircraft (thus enhancing situational awareness) as well as commercial off-the-shelf receivers available on the market as well as home-built ones, tuned on the same frequency can receive and process those data.

Flightradar24 and PlaneFinder have a network of several hundred feeders around the world who make the flight information received by their home kits available for anybody. Obviously, only ADS-B equipped aircraft flying within the coverage area of the network are visible.

Actually, in those areas where coverage is provided by several different ground stations, the position of the position of the aircraft can also be calculated for those planes that do not broadcast their ADS-B data using Multilateration (MLAT).

MLAT (used by FR24) uses Time Difference of Arrival (TDOA): by measuring the difference in time to receive the signal from aircraft from four different receivers, the aircraft can be geolocated and followed even if it does not transmit ADS-B data.

Although the majority of the aircraft you’ll be able to track using a browser (or smartphone’s app) are civil airliners and business jets, military aircraft are also equipped with Mode-S ADS-B-capable transponder.

But, these are usually turned off during real war ops.

US Air Force C-32Bs (a military version of the Boeing 757 operated by the Department of Homeland Security and US Foreign Emergency Support Team to deploy US teams and special forces in response to terrorist attacks), American and Russian “doomsday planes”, tanker aircraft and even the Air Force One, along with several other combat planes can be tracked every now and then on both FR24.com and PF.net.

Obviously, Web-based flight tracking services have become so famous and easy to operate, that air arms around the world know very well how to deal with them. Or at least they should know it.

During the opening stages of the Libya Air War, some of the aircraft involved in the air campaign forgot/failed to switch off their mode-S or ADS-B transponder, and were clearly trackable on FR.24 or PF.net.

Three years later, little has changed even though many pilots have confirmed that they are well aware of the above mentioned websites and for this reason are instructed to turn off their transponders when involved in real operations.

A U.S. plane possibly supporting ground troops in Afghanistan acting as an advanced communication relay can be regularly tracked as it circles over the Ghazni Province. As we explained in August, the aircraft did not broadcast its mission callsign, but based on the hex code FR24 could identify it as a Bombardier Global 6000 aircraft, an advanced ultra long-range business jet that has been modified by the U.S. Air Force to accommodate Battlefield Airborne Communications Node (BACN) payload.

The presence of the orbiting E-11A (the last one monitored on Oct. 12, see the below FR24.com screenshot) could expose an imminent air strike, jeopardizing an entire operation.

Few days ago, during one the very first British air strikes on ISIS in Iraq, the RAF A330 Voyager tanker that accompanied the RAF Tornado GR4 fighter bombers could be tracked on Planefinder.net well inside Jordan’s airspace (see below), exposing its route from RAF Akrotiri airbase in Cyprus. No big deal, until that route overflies countries that are not happy to let the world know they are somehow supporting the US-led coalition.

Since the first appearance during a combat mission the RAF tanker has disappeared from “Internet” on the following days, a sign that the ADS-B “show” was a single mishap.

 

 

Anyway, FR24.com, PF.net or home-made kits are extremely interesting and powerful tools to investigate, study and learn about civil and military aviation (in a legal way); air forces around the world have only to take them into proper account when executing combat missions in the same way other details, such as radio communications policies and EMCON (Emission Control) restrictions, are  while planning war sorties.

Image credit: Planefinder.net and Flightradar24.com screenshots

 

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Salva

Even though it’s not impossible, it would be at least difficult to successfully execute a 9/11-like suicide attack using one of the airliners allegedly missing in Libya.

In the last few days, media outlets all around the world have reported the news of the threat of a 9/11 type of attack posed by a certain number of civilian jet liners (“about a dozen”) seized by militias that took control of Tripoli airport.

A really interesting story published on NYCAviation has already raised some question about the amount of missing aircraft but what we are going to discuss here is the possibility to launch a suicide attack using one of the airplanes captured in Libya (provided any airliner is really available for such a terrorist action).

Even if a U.S. Department official is, quite obviously, a reliable source and, although a missing airplane is never a good news for intelligence agencies since September 11 2001, there are several things that must be considered to really evaluate the threat of a “renegade” aircraft used as a missile against a ground target.

First of all there’s the difficulty to actually launch the plane. Not easy at all.

“I agree the risks [of a missing plane] are there but I would be cautious in several regards:  aircraft condition, availability of actual pilots and airfield conditions, etc,” says Tom Meyer, who’s worked for over a decade in all areas of the airline’s operations with Top US Air Carrier.

In fact, the missing airliner must be hidden somewhere (an kept away from the indiscreet eyes of satellites and U.S. drones snooping on terrorist bases in the desert) but a difficult-to-find airport is quite unlikely an airport capable to serve an airliner.

“Airline Ground Operations will need to include:  Ground Power or APU [Auxiliary Power Unit) Availability, Fueling, Weight & Balance, FOD Free Ramp, Clear Taxiways and Runways…If any of the items is missing or done incorrectly, the whole scenario unravels.  Sorry, Airline operations are complex,” Meyer explains.

Ok, now let’s assume the terrorists know enough about aircraft servicing, airport ops, etc. manage to launch the plane. What’s next?
The aircraft, departed from a remote location, must fly towards its final “destination.” In order to reach the target without being engaged by the local air defense (if any) it will have to fly all (or at least most) of its route at very low-level, thus reducing a lot its range.

Even if a north bound route (towards Italy or a northwestern one towards Spain and France or northeastern one towards Greece or Turkey) would bring the plane closer to the most the rewarding targets, it would also expose the liner to the detection by coastal radar sites and NATO E-3 AWACS aircraft keeping an eye on the Mediterranean and North Africa.

So, a large aerial suicide attack is perhaps unlikely.

A limited attack, targeting a neighbouring nation (or Malta, that is still not too far from Libya and has no combat planes for the islands air defense) or a military base in North or Central Africa, is only a bit more feasible (once again, provided the plane can be launched) just because of the relatively shorter distances.

That said, we can’t completely rule out that a terrorist attack with civil planes can be carried out, as there are many unlikely (still not impossible) things that can be done to escape detection by radars, like flying in the shadow of another plane, but let’s stick to reality: a hijacked plane is, still today, a more serious threat even for the most prepared and well equipped air defense.

Image credit: via Malta Today

 

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