Swedish Gripen supported the firefighting efforts in Sweden dropping a GBU-12 bomb on a forest fire.
Several large forest fires are burning in Sweden in Gävleborg, Jämtland and Dalarna areas. Among the aircraft supporting the firefighting operations there are also some Swedish Air Force JAS-39 Gripen C multirole combat aircraft.
In fact, on Jul. 25, a Gripen dropped a 500-lb GBU-12 Laser Guided Bomb from 3.000 meters in an attempt to cut fire affecting Älvdalen’s shooting range, a military range where unexploded ammunition and difficult terrain made conventional extinguishing methods not sufficient.The Swedish pilot dropped the GBU-12 so that the bomb would cut the fire at a certain distance from the impact point: a fire requires oxygen, heat and fuel. The explosion burns oxygen that is no longer available to the fire.
The first test had “a very good effect“, that is, the bomb broke out the fire. Even on other fires that were 50, 100 and 150 meters from the target, the effect was assessed according to the Swedish press.
According to the preliminary report, this unusual firefighting technique has been successful.
Here’s the footage filmed from another Gripen chasing the launch platform.
Many foreign assets have been scrambled to the affected areas to support the Swedish firefighting operations, including the Italian CL-415 Canadair “water bomber” aircraft:
A Swedish Air Force heavily-modified Gulfstream IVSP aircraft used to perform ELINT (Electronic Intelligence) missions has joined the long list of ISR (Intelligence Surveillance Reconnaissance) platforms operating in the eastern Mediterranean Sea.
On May 1, 2018, a Swedish Air Force S102B Korpen has started operating in the eastern Med.
The aircraft is one of two SwAF’s S102B Korpen aircraft, heavily-modified Gulfstream IVSP business jets used to perform ELINT missions. These aircraft have been in service with the Swedish Air Force since 1992, when they have replaced the two TP85s (modified Caravelle airliners formerly belonging to the SAS airline) that had been operated for 20 years since 1972. They are equipped with sensors operated by ELINT personnel from the FRA (the Radio Establishment of the Defence), capable to eavesdrop, collect and analyse enemy electronic emissions. As we have often reported here at The Aviationist, the Korpen jets routinely conduct surveillance missions over the Baltic Sea, flying high and fast in international airspace off the area of interest. The most frequent “target” of the S102B is Kaliningrad Oblast and its Russian installations. For this reason, the Swedish ELINT aircraft are also frequently intercepted by Russian Su-27 Flankers scrambled from the Kaliningrad exclave’s airbases.
Anyway, it looks like the Swedish airplane has now pointed its sensors to the Russian signals in Syria, deploying to Larnaca, Cyprus: the example 102003/”023″, using callsign “SVF647”, was tracked, by means of its ADS-B/Mode-S transponder, twice on May 1, flying off Syria, Lebanon, Israel and Egypt, more or less in the very same way many other aircraft (U.S. Navy P-8s, U.S. Air Force RQ-4 and RC-135s) have been doing for some weeks.
Considered the quite unusual area of operations, one might wonder why the Swedish S102B is currently operating close to the Syrian theater, so far from home. We can just speculate here, but the most likely guess is that the aircraft is collecting ELINT off Syria to acquire new baseline data for assets that are deployed there and which may either be currently or imminently deployed in Kaliningrad. Possibly surface vessels too, which might add to the Baltic Electronic Order of Battle. “I think they are just acquiring ELINT that is unique to Syria and might have applications in the Baltic,” says a source who wishes to remain anonymous.
For sure, with all the Russian “hardware” deployed to Syria, often referred to as a “testbed” for Moscow’s new equipment, there is some much data to be collected that the region has already turned into a sort of “signals paradise” for the intelligence teams from all around the world.
A pretty interesting video that includes g-forces details: – 3 to +9g.
Disclaimer: the following video is obviously marketing stuff. Still, it’s interesting enough to deserve a post on this blog.
It shows the Saab Gripen display, filmed with a camera attached to the pilot’s helmet complemented by acceleration details. Therefore, it gives an idea of the g-forces on André Brännström, Saab test pilot, as he performs extreme aerobatics with the JAS-39 Gripen C light single-engine multirole fighter aircraft. Note the g-units going up and down from +9 to – 3!
The aircraft in the C/D variants is operated by the Air Forces of Sweden, Czech Republic, Hungary, South Africa and Thailand. The Brazilian Air Force ordered 28 Gripen E and 8 Gripen F aircraft with 72 more to be ordered.
The Gripen E is a new multirole variant of the Swedish fighter based on the proven C/D platforms tailored for the future Network Centric Warfare (NCW) environment. The aircraft is much similar to its predecessors, an IRST bump in front of the cockpit in the nose section as well as the missile warning system on the air intakes are the main external differentiators. According to Saab, Gripen E offers operational dominance and flexibility with superior mission survivability. Air-to-air superiority is guaranteed with METEOR, AMRAAM, IRIS-T, AIM-9 missile capability and supercruise.
Air-to-surface capability is assured through the use of the latest generation precision weapons and targeting sensors. Gripen E’s superior situation awareness is ensured through an AESA radar, IRST passive sensor, HMD, cutting-edge avionics, next generation data processing and a state-of-the-art cockpit.
A Russian fighter flies within 2 meters a Swedish Air Force spyplane, causing the Swedish minister of defence to condemn the behaviour as “unacceptable”.
In what is just the latest in a long series of close encounters over the Baltic Sea on Jun. 19, a Russian Su-27 Flanker flew dangerously close to a Swedish Air Force S102B flying an intelligence gathering mission over the Baltic Sea.
Most of times such intercepts, that have occurred in international airspace for decades, are just routine stuff: the fighter in QRA (Quick Reaction Alert) is launched to perform a VID (Visual IDentification) run on the spyplane; the interceptor reaches the ELINT (Electronic Intelligence) plane and follows it for a few minutes before returning to base.
However, according to the reports, the behaviour of the Russian Su-27 Flankers scrambled to intercept the Swedish or US spyplanes over the Baltic Sea off Kaliningrad Oblast is often a bit too aggressive and not compliant with the international procedures that would recommend the interceptor to keep a safe distance from the “zombie”: usually, 50 to 150 meters.
Indeed, according to the Swedish MoD, during the intercept on Jun. 19, the Russian Flanker allegedly flew within 2 meters (!) of the spyplane. Provided that was the distance between the two jets, the risk of collision was pretty high.
The Swedish Air Force operates a pair of Gulfstream IVSP aircraft, known in Swedish service as S102B Korpen, used for ELINT (Electronic Intelligence) purposes. The aircraft, based on the American Gulfstream business jet but equipped with eavesdropping sensors, routinely conduct surveillance missions in the Baltic Sea.
One of the Swedish Air Force S102B Korpen aircraft (credit: Johan Lundgren/Försvarsmakten)
According to Swedish Air Force officials, during those sorties, the Korpens fly in international airspace, with their transponders turned on, and regularly transmit their position to the relevant civilian air traffic control agency, both domestic and, if needed, foreign ones.
Reports of barrel rolls, aggressive maneuvers, etc. involving Russian interceptors and NATO/allied aircraft (or viceversa) have become a bit too frequent: there is a significant risk these close encounters may one day end with a midair collision, with the consequences that everyone can imagine.
Top image: file photo of a Su-27 over the Baltic Sea as seen from a Portuguese P-3 Orion
A-10 Thunderbolt II practiced Cold War-style landing on a highway during Ex. Saber Strike 2016.
For the first time in 32 years, four A-10 Warthogs, belonging to the 127th Wing, Michigan National Guard, performed highway landing practice: it occurred in Estonia, as part of Saber Strike 16 exercise, on Jun. 20.
Saber Strike is a long-standing U.S. Army Europe-led cooperative training exercise designed to improve joint interoperability through a range of missions that prepare the 14 participating nations to support multinational contingency operations.
After WWII and through the Cold War some countries developed the concept of highway strips to get rid off one of the basic drawbacks of combat plane – runway dependency – in case of nuclear war. Airstrips and their coordinates were not secret, neither in the West nor in Soviet Russia. Obviously they would be destroyed in the beginning of any conflict.
Designed in the 1920s and 30s, the German Autobahn had sections that could be used as runways by tactical jets as well as military cargo planes: for instance, the A-29 between Ahlhorn and Groβenkneten is one example of highway where, during the Cold War, NATO planners built a road to accommodate NATO aircraft if a war with the Soviets broke out.
In that period, even Warsaw Pact countries had several highway strips: Poland had as many as 21 DOLs,Drogowy Odcinek Lotniskowy, which is a Polish name for highway strips: improvised runways made of hightway section with wider ends to provide parking spaces for the planes.
One of these is still located near Stettin (Szczecin) on the Voyvodeship Road 142 near the S3 State Road on the German-planned highway towards Kaliningrad. This highway was built in the 1930s by Adolf Hitler and was a part of the Reichsautobahn network which emerged before the WWII; the remaining ones are mostly out of use.
Highway landings were part of the standard training conducted mainly in Central, Eastern and Northern Europe during the Cold War. With the collapse of the Warsaw Pact, highway take-offs and landings became less frequent.
This website makes use of cookies, both proprietary or by third part, in order to improve your browsing experience. For more information check our cookies policy.
By closing this message, proceed surfing or using this website, you accept to use cookies. Don’t show this again
