Air International 2014-12
HSC-84’s Sikorsky HH-60H Rescue Hawk BuNo 163791/‘NW201 ’ at Leeuwarden shortly after the helicopter was unloaded from C-17A Globemaster 02-1101 from the 437th Air Mobility Wing.
Among the three HSC-84 'Red Wolves' HH-60Hs deployed from Naval Base Norfolk, Virginia for Jackal Stone 14 was BuNo 163790/'NW200’.
HSC-84’s Sikorsky HH-60H Rescue Hawk BuNo 163791/‘NW201 ’ at Leeuwarden shortly after the helicopter was unloaded from C-17A Globemaster 02-1101 from the 437th Air Mobility Wing.
Boeing 777F D-ALFD (c/n 41677) was delivered to Lufthansa Cargo in June 2014; it was the fourth to enter service with the carrier.
Boeing 777F D-ALFB (c/n 48782) at Montreal-Trudeau: one of three Canadian destinations served by Lufthansa Cargo. The other two are Toronto and Vancouver.
A handful of ‘vanilla’ Su-24s remain in service with the Russian Naval Aviation's 43rd OMShAP. Since July 2014 the 43rd has been based at Saki airfield in the Crimean Peninsula; they are expected to retire in early 2015.
This Su-24M, wearing a Guards badge, and assigned to the 4th Combat Training and Aircrew Conversion Centre at Lipetsk has been upgraded with the SVP-24 avionics package. It is shown armed with the B8M1 20-round rocket pods for firing 80mm rockets
The KAB-1500L is the Fencer-D’s most powerful precision-guided bomb. It weighs 1,500kg, uses laser guidance and can be employed by non-upgraded and upgraded derivatives.
The Su-24M is capable of carrying up to 36 OFAB-100 100kg (220 lb) fragmentation/high explosive bombs.
A pair of R-60 missiles is the only self-defence weapon of Su-24MR.
Russian Naval Aviation Fencers from the Baltic Fleet armed with FAB-250 dumb bombs and B-8M rocket launchers at Lipetsk Air Base in July 2014 during Aviadarts a joint exercise between Russia, Belarus and China.
Most of the Fencers-Ds and -Es still operated by the RuAF were built in the late 1980s and early 1990s. The last examples rolled off the line at the NAPO plant in Novosibirsk in 1993.
This early-production Su-24M Fencer-D, distinguished by large non-removable over-wing fences is still in RuAF service. This particular example is assigned to the 98th Composite Aviation Regiment based at Monchegorsk in northern Russia near the border with Norway.
The Su-24M2 and Su-24MR Fencers will be replaced by the Su-34 Fullbacks.
An Su-24MR equipped with a Tangazh ELINT pod and a Efir-1 reconnaissance pod takes off from Voronezh-Baltimor Air Base.
The cockpit of a Su-24M.
The radar picture of the target area and bomb-aiming symbols in the new KAI-24P head-up display of the SVP-24 configured Su-24M.
An A400M dropping 24 one-tonne Container Delivery Systems in a single pass at Cazaux in September during airdrop tests.
Taxi tests of the first Airbus Defence and Space A400M for the Luftwaffe (54+01, msn 18) began on October 12, 2014 at the manufacturer’s facility in Seville, Spain. The transport was painted in Luftwaffe colours two days earlier. The first Luftwaffe A400M 54+01 made its first flight on October 14.
The A400M's Final Assembly Line in Seville has seen a ramp-up in activity over the last year.
MSN22, the first Malaysian A400M, in assembly at Seville.
A Bundespolizei (German Federal Police) Airbus Helicopters Super Puma D-HEGO (c/n 2050) taxiing at Den Helder Airport during Exercise Poseidon.
The RAF has now received all nine Voyagers.
Swedish National Police EC135P2+ SE-HPU/'944’ (c/n 0225) departs after refuelling during Exercise Poseidon.
E-8A Joint STARS prototype N770JS (c/n 19626, serial number 86-0416) at RAF Mildenhall, UK on a transit stop from Riyadh after service in Operation Desert Storm in late February 1991. N770JS was one of three development aircraft used by Northrop-Grumman.
An E-8C Joint-STARS pulls away from a KC-135 Stratotanker. The E-8C's primary mission is to provide theatre commanders with ground surveillance to support attack operations, and targeting that contributes to the delay, disruption and destruction of enemy forces.
The E-8C Joint STARS aircraft features a 29ft (8.8m) long radome under the forward fuselage to house the AN/APY-7 l-band, side-looking phased array radar.
Unmistakeable smoke generated by Pratt & Whitney JT3D (military designation TF33-102C) engines - the power plant of the E-8C Joint STARS.
The second production-series Joint STARS aircraft, E-8C serial number 92-3290 (c/n 19295), at RAF Mildenhall in mid-May 2012. It was delivered to the US Air Force in December 1996.
US Air Force E-8C serial number 96-0042 on a transit stop at RAF Leuchars, Fife, in September 2008.
Prior to take-off from RAF Mildenhall on May 29, 2005 is E-8C serial number 97-0201 (c/n 20319), with the official shields from (left to right) of the Air National Guard, 116th Air Control Wing and Air Combat Command. The photo shows how close the radome is to the runway surface.
Tail markings of Georgia Air National Guard’s 116th Air Control Wing feature a ‘GA’ tail code and a black fin flash, outlined in red, containing the state name in gold.
An air weapons officer, tracks suspected movements on radar during a mission over Iraq on September 1, 2008. The flight marked 40,0 combat hours supporting the Global War on Terror by the 116th Air Control Wing.
MD-11 D-ALCR (c/n 48581) being loaded with palletised freight at Tel Aviv-Ben Gurion, Israel.
MD-11 D-ALCD (c/n 48784) being loaded with a 15,000 lb (6,804kg) Jettainer AMH 10ft container at Montevideo-Carrasco Airport in Uruguay.
Aircraft refuelling technicians prepare to fuel an MD-11 at Beijing-Capital International Airport, China.
Gulfstream's Enhanced Vision System fitted to the underside of the nose of an earlier model jet.
Gulfstream's new Symmetry Flight Deck will equip both the G500 and G600 jets
View of the G600’s cabin interior.
View of the G600’s cabin interior.
View of the G600’s cabin interior.
The Rafales AESA was thoroughly tested on Mirage 2000B s/n 501, which was modified a Rafale nose and ballast at the rear.
Royal Norwegian Air Force C-130J-30 Hercules 5629 'Nanna' from Gardermoen-based 335 Skvadron brought members of the Norwegian special forces to Leeuwarden for Jackal Stone.
Confined area landings are regularly practised in the Canadian forest.
Griffon 146438 turns downwind over a typical Montreal suburb prior to landing at Saint-Hubert.
The rear crewman attaches a load to the Griffon hook under the fuselage.
An old disused truck is used for precision load handling training.
Operating in the harsh arctic environment has become one of the key missions for 438e ETAH aircrews.
The Griffon's instrument panel now looks a bit outdated by modern standards.
F-35C CF-05/‘SD75’, flown by Lt Cdr Ted Dyckman, turns on to final approach for his first arrested landing onboard USS Nimitz on November 3, 2014. This was flight 91 for aircraft CF-05.
Aircraft CF-05 approaches the flight deck with Cdr Christian Sewell at the controls.
A perfect three-wire trap on November 12, 2014 by Cdr Sewell, following an approach under high-wind conditions.
CF-05 catches the number two wire in the hands of Cdr Elliott Clemence, at the end of the aircraft's 95th flight on November 5, 2014.
An aircraft captain signals a command to Cdr Wilson at the end of a flight in CF-03 on November 9, 2014.
The F-35C test team aboard the USS Nimitz on November 14, 2014 after the conclusion of DTI.
Aircraft CF-05 on a port side deck elevator immediately forward of the ship’s island.
F-35C CF-03 taxiing to its parking position after Cdr Tony Wilson completed its 189th flight on November 8, 2014.
Aircraft CF-03 (flight 184) piloted by Cdr Tony Wilson and CF-05 (flight 93) piloted by Lt Cdr Dyckman wait for launch from the bow catapults of the USS Nimitz.
The shooter’s view across the deck of aircraft CF-03 on catapult two from inside the integrated Catapult Control System.
The F-35’s windshield and canopy showing the embedded charges activated in the event of an ejection.
Cdr Clemence gives signals a ‘thumbs up' to the flight deck crew after catching the number two-wire on the USS Nimitz on November 5, 2014.
The catapult officer signals to the flight deck crew as the aircraft's nose bar engages with the shuttle on catapult two.
Aircraft CF-05 launches on its 101st flight, with Elliot Clemence in the cockpit, on November 12, 2014. This was a high-energy launch from catapult four.
An engineer is cleared by hand signals to come closer to Rafale M39.
M39's pilot goes through the final check under the careful watch of two Flottille 12F engineers.
The Rafale has now ome the full omnirole fighter once envisaged by French decision-makers.
Rafale M40 is equipped with DDM-NG detectors on the side of the fin.
Rafale M17 lines up on the catapult.
The French Carrier Group trained with AESA-equipped Rafales for the first time during exercise Catamaran 2014. Here, M39 is marshalled towards the waist catapult.
This Rafale leaves the catapult in dry power. Such is its power that the afterburner is only needed for heavy configurations.
Three Rafales being prepared for the next cycle. Once at sea, the Charles de Gaulle's fighters always fly at a sustained rate.
Rafale M17 is towed towards a new parking spot between two waves of flying.
An engineer cleans the HUD of Rafale M37 prior to a training mission from the Charles de Gaulle.