The Cessna T-37B Tweet has performed the role of primary jet trainer for the United States Air Force for over four decades. Over the years most of the Air Force pilots have spent many hours flying the type before progressing to the faster T-38 Talon, larger T-1A Jayhawk or T-44 turboprop trainers later on in the undergraduate pilot training course. However, the introduction of the new turboprop engined Raytheon Beech T-6 Texan II signalled the end of the T-37 era and from 2003 examples of the type were regularly arriving at AMARC as they are replaced by T-6s fresh from the production line.
At first glance the choice of a single, turboprop-engined aircraft to replace the twin, jet-engined T-37 seems a bit strange but it was thought that the T-6 lower maintenance costs, larger fuel load and advanced avionics would provide a far better training platform for the 21st century. The biggest difference between the T-6 and the T-37 is that the instructor sits next to the student in the T-37 and behind the student in the T-6. To componsate for this the T-6 students will undergo more simulator time. The T-6 is also being introduced into the US Navy to replace their ageing T-34 Mentor aircraft and this will provide the obvious benefits of a uniform training fleet across the two services.
The T-37 made its first flight in 1955 and entered into service with the Air Force in 1956. Production of the type continued until 1975, by which time a total of 1,269 had been produced (444 T-37A, 552 T-37B). A combat version of the T-37 was also produced, designated the A-37 the first example left the production line in 1967. The A-37 was designed specifically to carry out the COIN (counter-insurgency) role in the Vietnam war and production eventaully stood at over 600 aircraft.
Many other countries have used the T-37 to train their pilots, including...
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Over the more recent years there have been several plans to replace the T-37 with a more modern design. In 1982 the Fairchild T-46 Eaglet was put forward to take over the primary training role but this was cancelled by the Air Force in 1986 due to budget constraints. Two of the three T-46 prototypes produced were sent to AMARC for storage, one of these is still displayed on Celebrity Row.
On July 31, 2009, the last four Air Force T-37 were retired to AMARG, joining the 392 already in storage.
Re-Generation
Due to the popularity of this aircraft type there was always a chance that many of the T-37s arriving at AMARC would find a future home with a foreign Air Force. In 2007 Colombia, a nation that was already an experienced T-37 operator, was given a Grant Authority for the supply of 10 surplus T-37 aircraft, these were joined by another 4 in 2009. These aircraft allowed the resumption of training using the type after the existing T-37C fleet were grounded after a fatal accident involving FAC2104 on July 20th, 2006.
The Colombian T-37s supplied under the 2007 Grant Authority included;
Serial | CN | PCN | AMARC Arrival | Colombian Serial |
64-13414 | 40829 | AATE0340 | 17-OCT-2006 | FAC2131 |
64-13436 | 40851 | AATE0342 | 24-OCT-2006 | FAC2123 |
67-14740 | 40995 | AATE0341 | 17-OCT-2006 | FAC2125 |
67-22244 | 41047 | AATE0332 | 18-SEP-2006 | FAC2129 |
67-22256 | 41069 | AATE0375 | 09-APR-2007 | FAC2127 |
68-8002 | 41102 | AATE0333 | 17-OCT-2006 | FAC2128 |
68-8034 | 41139 | AATE0158 | 26-MAR-2003 | FAC2132 |
68-8055 | 41160 | AATE0343 | 24-OCT-2006 | FAC2130 |
(Tie-ups for FAC2124 and FAC2126 are not known at present).
The Colombian T-37s supplied under the 2009 Grant Authority were;
Serial | CN | PCN | AMARC Arrival | Colombian Serial |
66-8000 | 40960 | AATE0153 | 12-MAR-2003 | FAC2133 |
67-14760 | 41023 | AATE0354 | 27-FEB-2007 | FAC2134 |
67-22246 | 41052 | AATE0473 | 31-JUL-2010 | FAC2136 |
68-7993 | 41089 | AATE0465 | 20-MAR-2009 | FAC2135 |
In 2008 a Grant Authority was authorized for the supply of 20 T-37 to Pakistan to add to their existing fleet, this was followed in 2010 by approval for the supply of an additional 20. These aircraft were re-generated from AMARG.
Specifications
General Specifications
Powerplant | 2 × Continental J69-T-25, 1,025 lbf (4.56 kN) each |
Length | 29 ft 3 in (9 m) |
Wingspan | 33 ft 9? in (10.1 m) |
Height | 9 ft 2 in (2.8 m) |
Empty weight | 4,056 lb (1,840 kg) |
Max. takeoff weight | 6,569 lb (2,980 kg) |
Crew |
Two |
Performance
Maximum speed | 425 mph (369 knots, 684 km/h) |
Range | 932 miles (810 nmi, 1,500 km) |
Service ceiling | 25,000 ft (7,620 m) |
The 'R' in 'AMARC' stands for 'Regeneration' and there is no better example of this capability than the work being carried out at the Center in support of two Foreign Military Sales to Pakistan and the Republic of Korea.
Both of these countries had a requirement for additional Lockheed P-3 Orions and the aircraft selected to fill the orders formed part of the surplus US Navy stock on the AMARC inventory. The aircraft arrived at AMARC up to ten years before, since then they have been held in Type 1000 storage and undergone re-preservation at regular intervals to ensure deteriation is kept to the absolute minimum.
In 2004 the Republic or Korea government approved a defence budget which included the procurement of a substantial number of new aviation assets including Airborne Early Warning and Control (AEW&C) aircraft, VIP and multirole helicopters and maritime patrol aircraft. The $16.2 billion budget which was passed by the Korean National Assembly included the funding for a second P-3 Orion squadron of eight aircraft to supplement it's existing fleet.
The Republic of Korea Navy had purchased their existing P-3C Orion's during the 1990s, and were operated by 613 Navy Squadron based at Pohang AB.
On April 28, 2005 L3 Communications, the US based Intelligence, Surveillance and Reconnaissance (ISR) Systems provider, announced that they had won the $300 million contract with Korea Aerospace Industries (KAI) to provide system modernization and service life extension for the eight aircraft. After flight preparation work had been completed by the AMARC technicians the aircraft were flown to L3 Communication's facility at Waco, TX. where systems upgrades were carried out. Further refurbishments were carried out by Korea Aerospace Industries (KAI)before the aircraft were officially handed over to the Republic of Korea Navy. These upgrades would ensure that the new aircraft will match, as nearly as possible, the configuration of their existing P-3C fleet.
After a number of delays and technical problems the first aircraft was delivered to the South Korean Navy at the end of February 2010.All 8 are now in service with the 615 and 613 Navy Squadrons at Pohang AB. Given the designation of P-3CK the aircraft carry better surveillance equipment, including multipurpose radar capable of detecting fixed and moving targets, high-definition electro-optical/infrared cameras, digital acoustic analysis equipment and a magnetic anomaly detector, and enhanCed weaponry capability, such as Harpoon Block II air-to-ground missiles.
In total, the refurbishment of the eight P-3s cost $550 million.
The nine P-3B Orions involved are detailed below.:-
PCN | BuNo | C/n |
Arrival Date |
Previous Unit | RoKN Serial |
AN2P0069 | 152721 | 5161 | 28-AUG-91 | VP-93, NAF Detroit, MI. | 090910 |
AN2P0063 | 152723 | 5163 | 30-JUL-91 | VP-93, NAF Detroit, MI. | 090911 |
AN2P0099 | 152725 | 5165 | 09-SEP-93 | NAWC | 090912 |
AN2P0091 | 152726 | 5166 | 28-JAN-93 | VP-69, NAS Whidbey Island, WA. | 090913 |
AN2P0185 | 152728 | 5168 | 17-MAR-98 | See Note 1. | |
AN2P0084 | 152753 | 5195 | 30-SEP-92 | VAQ-33 | 090915 |
AN2P0071 | 152762 | 5206 | 20-NOV-91 | VP-68, NAS Patuxent River, MD. | 090916 |
AN2P0146 | 153416 | 5213 | 03-MAY-94 | VP-94, NAS New Orleans, LA. | 090917 |
AN2P0114 | 153422 | 5219 | 15-DEC-93 | VP-93, NAF Detroit, MI. | 090918 |
Notes
1. 152728 was purchased by South Korea for spare parts and was eventually scrapped by HVF West, Tucson, AZ.
On November 16, 2004 the US Administration notified Congress that Pakistan was to receive a $1.2 billion arms package from the United States, including the supply of eight Lockheed P-3 Orions which being stored in the AMARC inventory. Once delivered these aircraft will be used to bolster Pakistan's search surveillance and control capability in support of maritime interdiction operations. They are also being used to provide additional capability in the support of US Enduring Freedom operations by improving the ability to restrict littoral movement of terrorists along its southern border.
If all the P-3 Orion options are taken up they will form the bulk of the package with an estimated value of $970 million.
After flight preparation work had been completed by the AMARC technicians the aircraft were flown to the Lockheed Martin Company at Greenville, SC. Lockheed where the final upgrades were carried out before officially being handed over to the Pakistan Navy.
The eight P-3 Orions deleivered to Pakistan are detailed below :-
PCN | BuNo | C/n |
Arrival Date | Previous Unit | PAF Serial |
AN2P0165 | 159511 | 5629 | 13-JUL-95 | VP-92, NAS Brunswick, ME. | 86 |
AN2P0166 | 159890 | 5641 | 10-AUG-95 | VP-69, NAS Whidbey Island, WA. | 80 |
AN2P0171 | 159883 | 5634 | 21-SEP-95 | VP-69, NAS Whidbey Island, WA. | 84 |
AN2P0174 | 159505 | 5623 | 30-MAY-96 | VP-69, NAS Whidbey Island, WA. | 85 |
AN2P0175 | 159510 | 5628 | 30-MAY-96 | VP-69, NAS Whidbey Island, WA. | 87 |
AN2P0176 | 159509 | 5627 | 06-AUG-96 | VP-65, NAS Point Mugu, CA. | See Note 1. |
AN2P0178 | 159508 | 5626 | 17-SEP-96 | VP-94, NAS New Orleans, LA. | 88 |
AN2P0184 | 160289 | 5652 | 16-DEC-97 | VP-30, NAS Jacksonville, FL. | 89 |
Notes
1. 159509 was purchased by Pakistan for spare parts and was eventually scrapped by HVF West, Tucson, AZ.
AMARC have previously been involved in the supply of P-3 Orions to Pakistan when they reactivated three embargoed P-3C Orions in 1996 and 1997 after the aircraft were withheld due to the Pressler Ammendment imposed in 1990. This amendment prohibited any United States Assistance to Pakistan if the President failed to certify Pakistan was not in possession of a nuclear explosive device.
Before their delivery to AMARC for storage the aircraft had been used to train Pakistan Navy aircrews with VP-30 at NAS Jacksonville, FL.
Of these three P-3's two remain in service with No.28 Squadron at PNS Mehran (Faisal). The third, 27 (ex. BuNo 164469) ,crashed off the Balochistan coast on October 29, 1999 unfortunately killing all 21 navy personnel on board. The wreckage of the aircraft was discovered 10 kilometres off of the coast in 25 foot of water and was spread over a two kilometre area.
Another 'victim' of time and the US Navys move to modernise and rationalise its aircraft fleet, the 25 year old Lockheed S-3 Viking is nearing the end of its service life and the fleet is gradually arriving at AMARC to be retired. During the S-3 Viking's service with the US Navy it has been modified to fulfill a number of operational roles as the needs of the US Navy airwings have changed. It has proved to be a very successful and versatile carrier based platform but due to its age and its missions being transitioned to more modern aircraft types it is planned that all S-3 Vikings are to be retired by 2007.
Originally designed as an Anti-Submarine Warfare (ASW) platform, the S-3A first flew on January 21, 1972. and when it was introduced into service in 1974 it replaced the aged, piston powered Grumman S-2 Tracker. Powered by two General Electric turbofan engines the improved performance, operational range and latest electronic weapon systems significantly improved the Navy's Anti-Submarine Warfare (ASW) and Surface Surveillance capability. The ability to carry an inflight refueling 'buddy' pack increased the S-3s value by allowing it to transfer fuel to other aircraft to increase their combat range.
The four man aircrew consists of a pilot, Copilot Tactical Coordinator (COTAC), acoustic Sensor Station Operator (SENSO), and Tactical Coordinator (TACCO), all seated in ejection seats. Due to its size the S-3 has folding wings and a folding vertical tail to allow storage on aircraft carriers. The last S-3A was delivered in August 1978 after the production of a total of 187 aircraft.
Between July 1987 and July 1991, all east coast S-3A Aircraft were modified to S-3B standard at Naval Air Station (NAS) Cecil Field, FL. The west coast aircraft were modified at NAS North Island CA. between March 1992 and September 1994. The modifications involved upgrades to the aircraft's general purpose digital computer, acoustic data processor, radar, sonobuoy receiver, sonobuoy reference system, and electronic support measures. It also involved the installation of an electronic countermeasures dispensing system and the Harpoon Missile System.
With the end of the Cold War and the reduced threat from Soviet block submarines the S-3B's mission was moved away from the ASW role to an Anti-Surface Warfare (SUW) role, being used for surveillance and precision-targeting using advanced weapon systems including Harpoon and Maverick missiles and the AGM 84 Standoff Land Attack Missile Extended Range (SLAM-ER) missile.
Over the years there have been a series of upgrades to the S-3B fleet, helping to maintain its effectiveness and viability as a modern combat aircraft. During the mid 1990s the S-3 took over principal inflight refueling and offensive mine laying responsibilities from the Grumman KA-6D Intruder which was retired from service at that time. Other variants of the S-3 include the ES-3A Shadow (carrier-based electronic reconnaissance), CS-3A (cargo version), KS-3A (dedicated tanker), and US-3A (personnel transport, or COD aircraft), only the S-3B is currently in service. You can see more information and pictures of the ES-3A Shadow using the link available above.
Sikorsky SH-60B/F "Seahawk" helicopters and land-based P-3C "Orion" maritime patrol aircraft have now taken over the anti-submarine warfare mission, while the inflight refueling mission is currently being transfered over to the advanced and multifaceted F/A-18 E/F Super Hornet.
On January 29th, 2009 the US Atlantic fleet officially disbanded VS-22, its last S-3B squadron.
VX-30 'Bloodhounds'
The very last US Navy squadron to operate the S-3B is VX-30 based at NAS Point Mugu, CA. They currently have three aircraft assigned to them which are used for surveillance and clearance of the 36,000 square mile Sea Range, the Department of Defense’s largest overwater missile test range. During 2010 these aircraft received 10 months of depot-level restoration, referred to as Planned Maintenance Interval (PMI) 1, 2 and 3, by the Fleet Readiness Center Southeast (FRCSE), Jacksonville, FL. This work will extend the service life of the S-3Bs by a further five to six years. The first S-3B delivered to VX-30 during June 2010, 160147 (coded BH-700), was reported to have been written off on November 14, 2012. Other aircraft reported to be assigned to VX-30 are 159746 (coded BH-702), 160581 (coded BH-701) and 160601 (coded 30-X-701).
NASA
As well as the VX-30 S-3Bs three more have found a new one with NASA. In 2008 S-3B 160607 became NASA 601 and was delivered to NASA Glenn Research Center in Cleveland, OH. after spending two years at NAS Jacksonville, FL. undergoing modifications. Its new role is to act as a research platform, a role that NASA says the S-3 is ideally suited for. A 2nd S-3 is being used as a ground test vehicle and a 3rd is being stored for potential use in the future.
Specifications
General SpecificationsPowerplant | 2 × General Electric TF34-GE-2 turbofans, 9,275 lbf (41.26 kN) each |
Length | 53 ft 4 in (16.26 m) |
Wingspan |
Unfolded: 68 ft 8 in (20.93 m) Folded: 29 ft 6 in (9.00 m) |
Height | 22 ft 9 in (6.93 m) |
Wing area | 598 ft² (55.56 m²) |
Empty weight | 26,581 lb (12,057 kg) |
Max. takeoff weight | 52,539 lb (23,831 kg) |
Crew | Four (Pilot, Two × Naval Flight Officers, Sensor Operator/TFO) |
Performance
Maximum speed | 493 mph (429 knots, 795 km/h) at sea level |
Cruise speed | 405 mph (350 knots, 650 km/h) |
Range | 3,182 miles (2,765 nm, 5,121 km) |
Ferry range | 3,875 miles (3,368 nm, 6,237 km) |
Service ceiling | 40,900 ft (12,465 m) |
Rate of climb | 5,120 ft/min (26.0 m/s) |
The McDonnell Douglas F-4F Phantoms of the 20th Fighter Squadron, 49th Fighter Wing based at Holloman AFB, NM., were the last U.S. Air Force Phantoms to be retired to AMARC from an operational squadron. The 20th Fighter Squadron was unusual due to its unique mission which it carried out for over 30 years since the re-activation of the unit as the 20th Tactical Fighter Training Squadron on December 1st, 1972. As part of the agreement to purchase the F-4 Phantom to replace F-104 Starfighters the German Government negotiated a deal which included transition and instructor training for Luftwaffe crews on the type within the U.S.A. This would allow them to take advantage of the experience of the type provided by the U.S. Air Force in the near perfect weather conditions experienced in the New Mexico and Southwest regions of the country.
Initially the unit operated F-4Es from George AFB, CA. which at the time was the U.S. Air Force's primary F-4 training base. When George AFB was closed on June 5th, 1992 as part of the BRAC the 20th TFTS was once again de-activated and the Luftwaffe F-4 training was re-assigned to the 9th Fighter Squadron, 49th Operations Group at Holloman AFB, NM.
On September 5th, 1973 deliveries of the Luftwaffe F-4F, which was basically a stripped down lightweight version of the F-4E, began. 175 F-4Fs (U.S. Air Force serials 72-1111/1285) had been ordered to equip two interceptor wings and two ground attack wings. Twelve F-4Fs received the unofficial TF-4F designation while training in the U.S.A, however after these aircraft were returned to Germany they received the full F-4F configuration.
Between November 1980 and late 1983 the F-4Fs received upgrades which provided inflight refuelling recepticles and the ability to launch AGM-65 Maverick, AIM-9L Sidewinder and Sparrow missiles. The upgrades also included improvements to the avionics, computer systems and counter measures. Following these upgrades in 1983 another round of upgrades were begun. Improved Combat Efficiency
On July 1st, 1993, the 20th Fighter Squadron was once again reactivated at Holloman AFB and F-4Fs were being used alongside Luftwaffe F-4E(ICE)
Established on the 1st May 1996, the German Air Force Tactical Training Center consists of two training units, one for F-4 crews and the other for Tornado crews. The F-4 Training Squadron has overseen all German F-4 student personal affairs, and provided German instructor pilots who cooperate and work alongside US instructors in the contracted training program provided by the 20th FS.
The Squadron, nicknamed the "Silver Lobos", was once again deactivated on Monday 20th December 2004 after 64 years of service with the US Air Force. The first arrival, 72-1118, was delivered by Col. Kevin Zeeck, the 20th FS Director of Operations. The second, 72-1218, arrived at the base two days later. The remaining 14 F-4s arrived at AMARC by the second week of January 2005 in 4 further waves. A complete breakdown of these can be seen below;
Arrival Date | Serial Numbers |
18-Nov-2004 | 72-1118 |
23-Nov-2004 | 72-1218 |
13-Dec-2004 | 72-1141, 72-1257 |
04-Jan-2005 | 72-1159, 72-1176, 72-1177 |
05-Jan-2005 | 72-1164, 72-1174, 72-1231 |
06-Jan-2005 | 72-1170, 72-1200, 72-1221 |
07-Jan-2005 | 72-1163, 72-1180 |
The reason for chosing this training solution was the quality and experience provided by the U.S Air Force and the near perfect weather conditions experienced in the New Mexico region. In the future all German Air Force F-4 aircrew combat instruction will be carried out back in Germany.
Before their retirement the F-4Fs were no strangers to AMARC as a number of modifications were carried out on their aircraft at the base during 2002. The modifications were carried out after the aircraft had arrived from Germany and before their final delivery flight to Holloman AFB. The modifications included the following: - Improved windscreen quarter panels,- dual cockpit audiovisual recorders,- modified landing gear and flaps circuit breaker panel, - removal and replacement of the engines - and fire and overheat detectors installed in the engine bays. The first example was readied by 5th September 2002 with all of the conversions completed by the end of that year.
Specifications
General Specifications
Powerplant | 2 × General Electric J79-GE-17 Turbojet engines (built under license in Germany by Motoren-und-Turbinenen-Union Munchen GmBH. as the J79-MTU-17A), 11,905 lbf (52.9 kN) dry; 17,835 lbf (79.3 kN) with afterburner each. |
Length | 63 ft (19.20 m) |
Wingspan | 38 ft 3 in (11.68 m) |
Height | 16 ft 5 in (5.03 m) |
Wing area | 530 ft² (49.20 m²) |
Empty weight | 30,358 lb (13,770 kg) |
Max. takeoff weight | 61,652 lb (27,965 kg) |
Crew | Two - Pilot, Weapons Systems Operator |
Weapons | Up to 16,000 lbs. of externally carried nuclear or conventional bombs, rockets, missiles, or 20mm cannon pods in various combinations |
Performance
Maximum speed | 1,485 mph (1,290 knots, 2,389 km/h) |
Cruise speed | 585 mph (508 knots, 940 km/h) |
Range | 808 miles (702 nmi, 1,300 km) at max payload |
Ferry range | 1,978 miles (1,718 nmi, 3,183 km) |
Service ceiling | 60,000 ft (18,288 m) |
Rate of climb | 41,300 ft/min (12,588 m/min) |
Between 2002 and 2004 a total of 30 General Dynamics F-16A and 4 F-16B aircraft were re-generated from AMARC as part of a lease agreement with Italy. Given the name 'Peace Caesar', the agreement, which was signed by the Italian Government on March 15, 2001, called for the lease of 34 operational aircraft for a period of five years. The agreement also included the supply of 3 additional F-16A for the provision of spare parts and re-training of F-104 and Tornado F.3 aircew and the training of the Italian maintenance technicians who would be responsible for keeping the aircraft flying. The reason for aquiring the F-16s was the significant delays being experienced with the development of the Eurofighter Typhoon, which was the type ordered to fulfill the Italian air defence role after the retirement of their Lockheed F-104 Starfighters. The F-16s were to be used as a stop-gap measure until the Typhoon could be delivered and brought up to combat readiness.
After total refurbishment at Hill Air Force Base, UT., which entailed the strengthening of the airframe and the testing, repair and upgrade of the avionic computers and equipment, the aircraft were delivered to the Italian Air Force. The three squadrons to receive the F-16s were 23° Gruppo of the 5 Stormo based at Cervia Air Base, and the 10° Gruppo and 18° Gruppo of the 37 Stormo based at Trapani-Birgi Air Base. On June 28th, 2003 the first three refurbished aircraft (F-16B MM7266, MM7268, MM7269) arrived in Italy (for the 18° Trapani-Birgi Air Base), while two other aircraft which should have been included in this first delivery were delayed due to technical problems. F-16A MM7238 suffered an engine fault and had to divert to North Bay in Canada, the other F-16A, MM7246, stayed with it to provide an escort. After MM7238 had been repaired these two aircraft finally reached Trapani on July 2nd, 2003.
The protracted delays to Typhoon development and production, much of which was due to political and financial disagreement, resulted in the lease agreement being extended for a further 5 years. It wasn't until February 20th, 2004 that the first Italian Air Force Typhoon was handed over at Cameri Air Base for initial training purposes. The Peace Caeser would carry on in the Air Defence role as the Typhoon fleet was introduced and brought up to operational strength.
On April 16th, 2010 23° Gruppo was disbanded, their F-16s were taken by the two remaining squadrons. In July 2012 10° Gruppo transitioned to the EF2000 Typhoon and moved to their new base at Gioia del Colle Air Base. On May 23rd, 2012 Gruppo 18°, the last remaining F-16 squadron of the Italian Air Force officially transitioned over to the EF2000. This event signified the retirement of the F-16 from the Italian Air Force after 8 years of service. During this time 5 were lost to accidents, although these incidents did not suffer any loss of life.
Four waves each consisting of six retiring F-16s have been received at AMARG, two in 2010 and two in 2012. A summary of these arrivals can be seen below;
PCN | US Serial | Italian Serial | Type | CN | Unit | Arrival Date |
AAFG0691 | 78-0091 | MM7267 | F-16B | M22-32/61-394 | Italian Air Force | 24-JUN-2010 |
AAFG0692 | 79-0412 | MM7266 | F-16B | M22-31/61-394 | Italian Air Force | 24-JUN-2010 |
AAFG0689 | 81-0713 | MM7264 | F-16A | M22-29/61-394 | Italian Air Force | 24-JUN-2010 |
AAFG0693 | 81-0764 | MM7265 | F-16A | M22-30/61-394 | Italian Air Force | 24-JUN-2010 |
AAFG0690 | 81-0771 | MM7250 | F-16A | M22-15/61-452 | Italian Air Force | 24-JUN-2010 |
AAFG0694 | 82-1014 | MM7243 | F-16A | M22-8/61-607 | Italian Air Force | 24-JUN-2010 |
AAFG0725 | 80-0559 | MM7256 | F-16B | M22-21/61-280 | Italian Air Force | 29-JUL-2010 |
AAFG0723 | 80-0622 | MM7248 | F-16B | M22-13/61-343 | Italian Air Force | 29-JUL-2010 |
AAFG0726 | 81-0693 | MM7252 | F-16A | M22-17/61-374 | Italian Air Force | 29-JUL-2010 |
AAFG0727 | 82-0942 | MM7255 | F-16A | M22-20/61-535 | Italian Air Force | 29-JUL-2010 |
AAFG0729 | 82-0997 | MM7260 | F-16A | M22-25/61-590 | Italian Air Force | 29-JUL-2010 |
AAFG0724 | 82-1001 | MM7261 | F-16A | M22-26/61-594 | Italian Air Force | 29-JUL-2010 |
81-0699 | MM7249 | F-16A | M22-14/61-380 | Italian Air Force | 11-MAY-2012 | |
81-0728 | MM7257 | F-16A | M22-22/61-409 | Italian Air Force | 11-MAY-2012 | |
81-0772 | MM7241 | F-16A | M22-6/61-453 | Italian Air Force | 11-MAY-2012 | |
82-0913 | MM7254 | F-16A | M22-19/61-506 | Italian Air Force | 11-MAY-2012 | |
82-0984 | MM7259 | F-16A | M22-24/61-577 | Italian Air Force | 11-MAY-2012 | |
82-1005 | MM7262 | F-16A | M22-27/61-598 | Italian Air Force | 11-MAY-2012 | |
80-0565 | MM7236 | F-16A | M22-1/61-286 | Italian Air Force | 01-JUN-2012 | |
81-0680 | MM7239 | F-16A | M22-4/61-361 | Italian Air Force | 01-JUN-2012 | |
81-0811 | MM7253 | F-16A | M22-18/61-492 | Italian Air Force | 01-JUN-2012 | |
82-0972 | MM7242 | F-16A | M22-7/61-565 | Italian Air Force | 01-JUN-2012 | |
82-1019 | MM7244 | F-16A | M22-9/61-612 | Italian Air Force | 01-JUN-2012 | |
82-1049 | MM7268 | F-16B | M23-3/62-115 | Italian Air Force | 01-JUN-2012 |
24 record(s)
For completeness here are the fates of the other 15 Peace Caesar F-16;
Italian Serial | US Serial | Type | CN | Fate |
---|---|---|---|---|
MM7237 | 80-0581 | F-16A | M22-2/61-302 | Crashed near Trapani on 26-JAN-2004. |
MM7238 | 80-0615 | F-16A | M22-3/61-336 | Crashed near Ravenna on 11-FEB-2010. |
MM7240 | 81-0722 | F-16A | M22-5/61-403 | Probably stored in Italy. |
MM7245 | 82-1021 | F-16A | M22-10/61-614 | Preserved at Aviano Air Base. |
MM7246 | 82-1023 | F-16A | M22-11/61-616 | Crashed near Capo Carbonara on 22-MAY-2006. |
MM7247 | 80-0604 | F-16A | M22-12/61-325 | Crashed near Sicilia on 11-FEB-2008. |
MM7251 | 81-0801 | F-16A | M22-16/61-482 | Probably stored in Italy. |
MM7258 | 82-0969 | F-16A | M22-23/61-562 | Crashed at Trapani on 05-NOV-2007. |
MM7263 | 80-0616 | F-16A | M22-28/61-337 | Crashed near Capo Carbonara on 22-MAY-2006. |
MM7269 | 79-0431 | F-16B | M23-4/62-63 | Probably stored in Italy. |
Spares Aircraft
|
||||
79-0389 | 61-174 | Unknown | ||
80-0474 | 61-195 | Unknown | ||
80-0515 | 61-236 | Unknown |