Exercise Vega 2017 put the Italian Air Force’s most advanced “hardware” to test.
Vega 2017 (VG17) is the name of the Italian Air Force-led aerial exercise included in Joint Stars 2017, Italy’s largest joint drills organized this year “to train commands and forces undertaking various types of missions that may be required in future national and multinational operations. ”
The JS17 developed through two phases. The first one, dubbed Virtual Flag 2017 (VF17), took place from Jun. 10 to 15 and was a Command Post Exercise / Computer Assisted Exercise (CPX / CAX): a virtual exercise that, among the other things, simulated the planning and execution of an Air Heavy (AH) Theater Ballistic Missile Defense (TBMD)-oriented Small Joint Operation (SJO). Noteworthy, VF17 also featured several cyber threats and attacks to the network used to disseminate information among participating units.
The second part of the JS17, which began on Sept. 25 in the form of a CPX, continued from Oct. 16 to 27 as three “federated” exercises within a LIVEX (Live Exercise), an exercise made of actual assets. In particular, this phase saw the integration of three exercises: “Lampo 17” led by the Italian Army; “Mare Aperto 2017” led by the Italian Navy; and “Vega 2017,” the Italian Air Force’s exercise.
The Livex phase of JS17 focused on a SJO in the form of a Non-combatant Evactuation Operation (NEO) and included a series of tactical events, including an amphibious operation.
Dealing with the Italian Air Force, VG17 saw the involvement of 1,000 military, 40 aircraft, 7 airbases, one GCI site and several C2 (command and control) units, the task of those was to ensure air superiority within the context of a CSO (Crisis Support Operation) as well as various other missions flown in support of the other Armed Forces, including CAS (Close Air Support), SEAD (Suppression of Enemy Air Defenses), CSAR (Combat Search And Rescue), AEW-BM & C missions (Airborne Early Warning – Battlefield Management and Communication), tactical transport of operational personnel, evacuation of injured or endangered civilians.
An ItAF Typhoon with the 36° Stormo from Gioia del Colle, deployed to Trapani, during aerial refueling ops with a KC-767.
The MOB (Main Operating Base) of the exercise was Trapani, in Sicily, where Eurofighter Typhoon aircraft with the 4°, 36° and 37° Stormo (the local-based Wing), along with Tornado IDS and ECR of the 6° Stormo and AMX of the 51° Stormo were deployed.
ItAF AMX ACOL are currently deployed to Kuwait as part of the Task Force Air Kuwait supporting the coalition involved in the air war on Daesh performing reconnaissance missions. The unit has already logged more than 3.000 FH in theater.
Decimomannu, in Sardinia, was the DOB (Deployment Operating Base) for the T-346 belong to the 212° Gruppo of the 61° Stormo , for the C-27J belonging to the 46^ Brigata Aerea, for the HH-101 and HH-139 of the 15° Stormo, for the HH-212 of the 9° Stormo.
The HH-212 of the 21° Gruppo wearing the Tiger Meet special livery.
F-4E Phantom jets of the 339 Mira (Squadron) of the Hellenic Air Force, at their latest international appearance before the unit was disbanded, after 65 years of history, on Oct. 31, 2017, took part in VG17 operating from “Deci” as well.
Four Hellenic Air Force F-4E AUP jets. The HAF deployed its Phantoms belonging ot the 339 Mira to Decimomannu.
The Greek F-4E AUP Phantoms from 339 Mira took part in VG17 few days before the squadron was disbanded after 65 years.
The other supporting assets mainly operated from their homebases: the G550 CAEW (Conformal Airborne Early Warning) aircraft of the 14° Stormo flew from Pratica di Mare, the KC-767 Tanker of the 14° and the KC-130J of the 46th Air Brigade, engaged in multiple daily sorties, operated respectively from Pratica di Mare and Pisa; the MQ-9 Predator B of the 32° Stormo, from Amendola.
Italian Tonka gets fuel from the hose of a KC-767. The Italian Air Force committed both the KC-767 and the KC-130J to support the exercise.
The F-35A 5th gen. combat aircraft of the 13° Gruppo took part in a joint exercise for the very first time.
Among the most interesting things we have noticed during VG17, it’s worth a mention the fact that the F-2000s flew some sorties carrying the Litening targeting pod on the centerline pylon, most probably to support CAS missions, meaning that they were also tasked with Swing Role missions. In fact, a secondary air-to-surface capability of the the ItAF Typhoon fleet was developed back in 2015 and validated in 2016 with the participation in Red Flag 16-2 with three Tranche 2 aircraft that embedded the P1E(B) upgrades and were loaded with the latest SRP (Software Release Package) that allowed the use of GBU-16 Paveway II LGBs (Laser Guided Bombs).
A Tornado refuels while four Typhoons wait their turn on the tanker’s left wing.
VG17 featured some other interesting “firsts”: besides the G550 CAEW, at its first joint exercise [actually the aircraft has already taken part in a real operation, to secure the G7 summit in Taormina back in May 2017], the drills saw the operational debut of the T-346’s HMD (Helmet Mounted Display) system. The helmet system projects essential symbology and aiming parameters onto the visor, enhancing the pilot’s situational awareness and providing head-out control of aircraft targeting systems and sensors. The HMD coupled to its stunning performance and ability to simulate the flight characteristics of other aircraft and to replicate a wide array of sensors and weapons as if these were actually installed on the aircraft made the T-346, playing the Aggressor role, an even more realistic “Bandit” in the aerial engagements of VG17.
T-346s from the 212° Gruppo performed the Aggressors role as part of the OPFOR (Opposing Forces).
All the images in this post were taken by The Aviationist’s photographers Alessandro Fucito and Giovanni Maduli.
The Italian and British most advanced jets conducted some Air-to-Air sortie in 1vs1 and 2vs1 scenarios combined with rear seat exchange for a cross training and experience sharing during their firing campaigns in Italy.
On Mar. 31, the 212° Gruppo (Squadron) of the 61° Stormo (Wing) from Lecce Galatina airbase, has completed the first Air-to-Air and Air-to-Ground training campaign of the year at Decimomannu airbase in Sardinia.
The deployment lasted two weeks and involved six examples of the most advanced jet trainer in the world, the T-346A (as the M-346 is designated in Italy) “Master” operated by the ItAF as well as the Israeli, Polish and Republic of Singapore Air Force.
The pictures in this post, taken by Gian Luca Onnis (one of the most active aviation photographers in Sardinia), show the T-346As carrying two BRD 4-250 (Bomb and Rockets Training Dispenser) loaded with four Low-drag BDU-33D/B bombs for use in the ranges.
3-ship formation departs the range
The image at the top of the article shows the Master at the Apex of a PUP attack (is the top point of the Pull Up Attack).
The 212° Gruppo is responsible for Phase IV pilot jet training and this deployment represents the last part of the LIFT (Lead In Fighter Training) track, the most advanced and challenging segment of the fighter jock training during which trainees are called to perform air-to-air as well as air-to-ground sorties with multiple threats and complex set ups, to deliver state-of-the-art multirole training.
Every scenario can be used thanks to the advanced ETTS (Embedded Tactical Training Simulation) which simulates air-to-air and ground-to-air threats and moving targets, and it is also capable to generate synthetic targets overlapped with real features on the ground allowing a realist Targeting Pod usage.
Drop of a practice bomb
The 212° Gruppo is also involved in the Aggressor role, taking part in the TLP (Tactical Leadership Programme) at Albacete, Spain, with a state-of-the-art trainer and its accompanying simulation system to deliver the perfect “Bandit”: fast, maneuverable and very well equipped.
The Aggressor also dubbed “Red Baron” is part of the TLP’s “Game plan” and together with the Red Forces is also one of the most important “training tool” in the exercise.
In my experience as Instructor Pilot of 212° Gruppo in charge of advanced tactics and combat of the LIFT course, I have taken part in TLP exercise as part of Red Forces. The Aggressor role isn’t easy: pilots need to use all their experience to adhere as much as possible to the requested threat profile in order to make the scenario as realistic as possible and be useful to the Blue Forces training. Many time people think to the Aggressor as a fighter pilot tasked to engage all aircraft and shot them down; in reality, with new scenarios, sometimes border line and not well-defined, the Aggressor’s task is to “incite or harass” the Blue Forces in the right place, in the right moment, with the correct “numbers” (speed, Aspect Angle – AA – etc). In order to do that, the Aggressor is requested to know in-depth the Blue plan, how and where the “package” is flying second by second.
Among all the missions that I’ve flown I’ve had the possibility to face several different scenarios: for instance, one of my task has been to “POP UP”, undetected, just before the attack to disrupt the strike package’s plans and force the attackers to look after me.
Hawk formation take-off
Decimomannu AWTI (Air Weapons Training Installation) provides a full integrated training installation with air-to-air and air-to-ground as well as an EW (Electronic Warfare) range. For this reason, is one of the best places for trainees who need to gain experience at planning and executing missions tactically.
As the Italians carried out their missions with the T-346s, the Royal Air Force’s No. 4 (Reserve) Sqn from RAF Valley was also deployed to Decimomannu for the first time.
Part of the 4 Flying Training School (4 FTS) also known as the fast-jet ATTU (Advanced Training and Tactics Unit), No. 4 (R) Sqn is responsible for tactical weapons training, a role carried out with the Hawk T2.
Whilst advanced flying training is assigned to the 208 (Reserve) Sqn, flying the Hawk T1, RAF students assigned to the 4(R) Sqn will learn how to use the Hawk as a weapons platform, flying in tactical formations at low level to attack targets. Students will basically learn how to drop bombs, strafe targets and the basics of air-to-air combat. Indeed, the Sardinian deployment was part of the A/A training.
The 4(R) Squadron chose Decimomannu for the deployment mainly for the presence of the ACMI (Air Combat Maneuvering Instrumentation) range availability and the permissive weather conditions allowing simulation of “full war” scenarios.
The ItAF and RAF training squadrons also conducted some joint training sessions: air-to-air sorties in 1vs1 and 2vs1 scenarios combined with rear seat exchange for a cross training and experience sharing. The cross-training was absolutely exciting and an important opportunity to share different aircraft performance. According to the Italian pilots, their British colleagues were extremely impressed by the T-346A’s superior thrust and agility during the fight.
The Italian Air Force has recently begun training its first Eurofighter and Tornado pilots on the Alenia Aermacchi T-346A at Lecce airbase, in southeastern Italy.
At the beginning of September, the Italian Air Force has launched the very first training course on the T-346A (M-346 “Master”) at 61° Stormo (Wing) based at Lecce-Galatina.
The course, that started 6 months ahead of schedule, is a swing role class held by 212° Gruppo (Squadron) and attended by four Italian pilots who will convert to the Typhoon and Tornado combat fleets upon successful completion of the training, which aims to develop the information management and aircraft handling skills of future pilots before they are assigned to the OCUs (Operational Conversion Units).
The four Italian pilots will be trained for 9 months in accordance with a new “experimental syllabus” designed by the squadron’s Instructor Pilots (IPs) in the last months and currently based on 170 training events, 50 percent of those carried out in flight and the remaining 50 percent in the simulator.
In fact, with the “Master,” the training syllabus can be split 50-50 between ground and air segment: half of the flight hours is flown in the simulator and the remaining half is flown on the actual plane with a significant cost reduction. Indeed, thanks to an integrated training system (ITS), student pilots can attend ground lessons and practice the training missions in extremely realistic simulators several times before their knowledge and skills are evaluated by an IP, both at the sim and in flight.
The T-346A is a LIFT (Lead-In Fighter Trainer) with impressive performance, cutting edge human-machine interface and a lot of interesting technologies such as a full digital cockpit, HOTAS (Hands On Throttle And Stick) commands, carefree handling, VCI (Vocal Control Inputs), a Helmet Mounted Display as well as the ability to simulate the flight characteristics of other aircraft and to replicate a wide array of sensors and weapons as if these were actually installed on the aircraft.
The plane itself is just the air segment of the ITS that includes ground-based facilities, academics, simulators, and mission planning and debriefing stations developed to fill the gap between the flight schools and the operational unit and to prepare the pilots to operate Gen. 4th and 5th multirole aircraft in high-threat/high performance environments.
Indeed, while current pilots are being prepared for the Typhoon or Tornado aircraft, in the near future, courses will be aimed at training attendees destined to the F-35 Lightning II.
Besides the Italians, pilots from the Royal Netherlands Air Force, are going to undertake the LIFT course with the T-346A at Lecce, along with the Polish Air Force pilots whose first of 16 pilots will start training on the Master with the ItAF in November.
The Polish Air Force is expected to take delivery of the first of 8 M-346A, selected in 2014, by the second half of 2016.
Chosen by Italy, Israel, Poland and Singapore to prepare their pilots to the 4th and 5th Gen. fighter jets, the Alenia Aermacchi M-346 “Master” is considered one the world’s most advanced jet trainers.
The never-ending evolution of the front-line warplanes that operate in a hi-tech battlefield with new generation avionics, PGMs (Precision Guided Munitions), EW (Electronic Warfare) suites and several hi-tech sensors, has called for the redesign of the training syllabus: rather than learning to fly fast jets, at a certain point of their training process, student pilots are required to become proficient at employing modern weapons systems in complex missions, in high-threat/high performance environments.
The Alenia Aermacchi M-346 “Master” is a dual-engine LIFT (Lead-In to Fighter Trainer) jet selected by Italy, Poland, Israel and Singapore for advanced pre-operative training, the latest stage of a fighter pilot training, which aims to develop the information management and aircraft handling skills of future pilots before they are assigned to the OCUs (Operational Conversion Units).
The “Master” couples cutting edge equipment with impressive performance for a plane of its type: the jet features a high thrust-to-weight ratio, supersonic speed at high altitude, and a maneuverability similar to those of the leading combat aircraft. It is equipped with a HUD (Head Up Display), HOTAS (Hands On Throttle And Stick), VCI (Vocal Control Inputs), and a Helmet Mounted Display system built around a lightweight HGU-55P helmet, with a night module that can to be fitted to the standard NVG eyepiece kit that works by overlaying the HMD symbology to that of the NVG imagery. In other words, it is equipped with all the “accessories” pilots can find in the Eurofighter Typhoon, the F/A-18 Hornet, the Dassault Rafale or the F-35 Lightning II Joint Strike Fighter.
Furthermore, the M-346 can replicate the capabilities of the frontline aircraft in challenging tactical scenarios: the pilots can learn to use the radar, drop LGBs (Laser Guided Bombs) on moving ground targets designated through an Advanced Targeting Pod, and shoot radar-guided enemy planes in dissimilar air combat, even if the plane is not equipped with any of these systems: while interacting with the other aircraft or ground stations via datalink, the on-board computer generates the required HUD and radar symbology, offers a different weapons load out, in accordance with the training needs of the mission. The real-time mission monitor can even inject new allied and enemy planes into the system via Link 16, so that the threats will show up in the radar and on the HUD. This means, a flight of two M-346 in the air can perform a simulated intercept on a “virtual” enemy plane or attack a convoy on the ground generated by an IP (Instructor Pilot) on the ground.
Needless to say, along with the training mission, such a plane can be used for operational roles, thanks to Electronic Warfare System Radar Warning Receiver (RWR) and a Chaff & Flare (C&F) dispensing sub-system and to seven hardpoints that enable the aircraft to carry a wide variety of air-to-air and air-to-ground weapons, including the AIM-9L and IRIS-T air-to-air missiles, a 12,7 mm Gun Pod, and BRD (Bomb Rocket Dispensers).
The aircraft is so advanced that it is considered one of the best candidates for the T-X program, to replace the U.S. Air Force Northrop T-38 Talon, even though the future of the T-100, the T-38 replacement offering based on the M-346, is unclear after General Dynamics has withdrawn itself as the prime contractor for the bid.
Recently we had the unique opportunity to take part in a training mission from the back seat of an Italian Air Force M-346 “Master”. And we did it from Lecce Galatina airbase, in southeastern Italy, home of the 61° Stormo (Wing), where Italian and international aircrews are trained, by far considered one the best candidates to become the European Air Training Center, a multinational flight school responsible for the training of allied pilots in accordance with NATO’s “pooling & sharing” concept: share the best assets in order to save money.
Four T-346A jets (as the M-346 is designated in accordance with the Mission Design Series of the Italian Air Force) are assigned to the 212° Gruppo (Squadron), one of the three squadrons (the other ones being the 213° and the 214° GIP) of the 61° Stormo. The task of the 212° Gruppo is to provide a training tailored to the needs of the frontline squadrons. “The courses delivered here at Galatina on the T-346A aim to bring the student pilots to the skill set required by the three Italian Air Force OCUs: the 101° OCU for the AMX, at Istrana; the 102° for the Tornado, at Ghedi; and the 20° for the Eurofighter, at Grosseto,” says Col. Paolo Tarantino, commander of the 61° Stormo.
“With the M-346, the training syllabus can be split into ground and air segment: half of the flight hours are flown in extremely realistic simulators and the remaining half is flown on the actual plane. Furthermore, the induction of a new trainer with an in-flight sensor and scenario simulation can “download” forefront combat planes’ workload to less expensive but highly advanced trainers with a significant cost reduction.”
On Apr. 16 this Author had the opportunity to be the first journalist to fly in the ItAF T-346A and here’s a brief report of the mission.
“Dragon formation”
It’s Apr. 15 and I’m on the backseat of one of the four T-346A already assigned to the Italian Air Force.
In the front seat, currently talking on the radio, there’s Maj. Alessandro Olivares, commander of the 212° Gruppo, an IP with 2,500 flight hours and a wide experience in real operations flying the Tornado fighter bomber. In front of us, there are two T-346As waiting for the clearance to line up on the runway: the plan is to take off in sequence, rejoin and proceed to a working airspace located off the coast to the southwest of Lecce. Once in the area, we will split from the other two 346s and work a bit on the air-to-air mode to shoot some (virtual missiles) against them.
The cockpit is quite large, with a HUD in front of me showing the relevant flight parameters, radio channel, distance from the selected bullseye, attitude indicator and any other information required to fly the plane while looking outside. The front panel includes digital instruments and three MFD (Multi Function Displays) that can be arranged at will, to show the nav menu, the system status, the engine status, the moving map, etc. The visibility is excellent from the backseat.
“Dragon, line up and wait, runway 32”.
Ok, it’s our turn.
We enter the runway and prepare for take off. We complete the run-up bringing the engine power to the 80 percent. The two T-346As start the take off run with a separation of 10 seconds. Once the stopwatch reaches 20 seconds, Olivares brings the throttles to the maximum power and we start rolling as well.
The acceleration is simply impressive; comparable to those of fast jets equipped with afterburner. In 11 seconds we reach 120 knots and rotate. We are airborne.
We soon reach 2,500 feet, at 400 knots and we rejoin with the rest of the formation to head towards the operative area. The position of the two T-346s is clearly shown on the map thanks to the datalink.
We transition to the working area briefly joined by an MB.339A and an MB.339CD, the other two types flown at Lecce, and once on the pre-planned breaking point, we split to work a bit with the radar.
Now the datalink provides the information that the on-board computer translates into a radar picture. We can work on both TWS (Track While Scan) and RWS (Range While Search) radar modes and, using the button on the throttle, select any of the tracks to lock the target.
Using the buttons on the throttle, we can select the scale and aperture of the radar.
What is more, the datalink can be used to send encrypted messages or to provide information about the other planes’ configuration: in this case, the two M-346s carry 2 AIM-9L and 4 AIM-120 AMRAAMs.
We select TWS to scan the airspace from ground to 42,000 feet and we lock one of the two distant targets: the HUD symbology reacts accordingly showing the locked “enemy”. Distance to the target, closure speed, missile range are shown until the message “shoot” appears, stating that we are ready to fire our simulated air-to-air missile. After a couple of turns we terminate the engagement and reposition for another one.
Once again, we find the target on the radar, lock it, wait until at the right distance for using the AAM and this time, we shoot a missile. “M346 hit” message appears shortly thereafter on the MFD providing a real-time kill notification.
The aircraft provides the pilot with the same “user experience” as if he was using an APG-80 radar. Awesome.
After some more air-to-air activity, we engage another working area for some free flight, during which Olivares shows me the maneuverability of the plane. The autotrim feature is quite useful, while the way the engines react to the throttle is pretty impressive. I’ve also the opportunity to taste the flight controls and HOTAS to perform some basic maneuvers. A breathtaking 280°/s aileron roll (performed by the pilot in the front seat) ends this part of our flight.
Noteworthy, we make extensive use of the Voice Command (VC), to change radio channels or to squawk “ident” to the Air Traffic Control radar. I can even give it a try: I activate the VC with my left finger on the throttle button and by saying “Radio 2, Channel 19” I instruct the plane to select a new radio frequency.
The VC can be used to know the fuel to bingo (in our case 140 kilograms) or to change the MFD arrangement to show the Map on the central display.
Unfortunately, it’s time to return to the base.
We coordinate with the Approach the exit from the area and head towards the base to fly a straight in approach to runway 32 at Lecce. Once established, with the field in sight, below 250 knots, we extend the landing gear and at 200 kts we lower the flaps.
The final is flown at 120 kts with 8° AOA (Angle Of Attack), following the guidance of the HUD that helps us correcting the wind drift.
After the touchdown at 110 kts, Olivares shows me the aerodynamic braking. The aircraft decelerates to 80 kts and gently lowers the nose.
We have landed after a really interesting 70-minute flight during which we have had a taste of one of about 20-30 air-to-air modes the aircraft can provide.
“Impressive” and “Awesome” are the adjectives that I’ve used the most to describe such an experience. Stay tuned, there is more to say about the T-346A and this flight….
The Author wishes to thank the Italian Air Force Press Office, the 61° Stormo and its Commander Col. Paolo Tarantino, and the 212° Gruppo for the support provided in preparing the article. A big thank you to Iolanda Frisina and Alessandro Borsetti who contributed to the report.
Alenia Aermacchi has recently announced the succesful completion of a series of 7 test flights with a Helmet Mounted Display (HMD) system (similar to that used by front line combat planes), performed as part of the qualification and certification program for the Italian Air Force’s T-346A (the Italian version of the M-346 trainer aircraft).
The system was installed onto 3rd series production aircraft and flown from Torino Caselle airport, Italy, during the Dec. 18 to 22, 2011, period.
Initial findings were very encouraging confirming the successful integration of the HMD into the cockpit and avionics of the M-346 even using the helmet in its “Night Configuration”.
Alenia Aermacchi said that its test pilots found the HMD “fit for the training purpose” and that they also noted that some of the characteristics such as “comfort levels, ease of integration and great flexibility of use” had been very beneficial.
The test pilots said that the projected symbology was “sharp and clearly visible” significantly reducing fatigue; also during the night tests it was found that the situational awareness of the pilot was significantly increased, improving safety too. The test pilots also liked the customisation of the symbology and thought that this made the HMD very promising not only for training purposes but also operationally.
The HMD system is built around the HGU-55P helmet designed to be easily configured by the aircrew so that it can easily cover the needs for both day and night operations through a modular architecture approach. The night module is designed to be fitted to the standard NVG eyepiece kit used by many of the world’s air forces and it works by overlaying the HMD symbology to that of the NVG imagery.
The HMD system is fitted in both front and rear cockpits and is fully integrated to the aircraft’s avionics suite, giving the HMD system the ability to cue sensors and weapons giving support during navigation and attack modes during training both day & night. Alenia has said that “the successful integration of the HMD system in the M-346 gives the green light for the imminent production deliveries of the systems to the Italian Air Force, as part of the T-346A full trainer configuration suite”.
The M-346 is the only Advanced trainer that has a HMD in both day and night configuration, something that has obviously been noticed by the Israeli Air Force that yesterday announced the selection of the M-346 as the training plane that will replace the aging Skyhawk fleet.
Noteworthy, whereas some HMDs have been extensively used by several air forces in the recent Libya Air War and in Afghanistan, some of the most advanced combat planes are not equipped with this kind of helmets. Among them the much troubled F-22 and the Rafale, winner of the Indian MMRCA (Medium Multi-Role Combat Aircraft) bid.
