The Piaggio P-149 in IAF Service – by Noam Hartoch
First flown on June 19th, 1953, this model was a developed as an advanced training airplane.
As part of Israel aid to Uganda, consulting and assistance in constructing a flying school had been provided.
An initial syllabus, which included the Piper Super-Cab for selection and initial training, and the Piaggio for advanced training had been established.
For this purpose, three Piaggios had been purchased in Italy during 1966.
Serialled U301-U303, the airplanes had been sea shipped to Uganda, where it had been assembled under the supervision of the technical officer, Major Hillel Peled.
After a year of service, its role had been altered to liaison missions, and as such, one of the three airplanes became Idi Amin’s private airplane.
By 1968, the three airplanes had been phased out of service.
It had been dismantled and airlifted to Israel inside a Stratocruiser aircraft.
The three airplanes had been based at Sde-Dov within the “Light” squadron.
The airplanes had been repainted in the IAF’s blue/brown scheme.
It had been allocated new tail numbers 02, 04 and 08.
On June 15, 1969, aircraft 08, piloted by reserve Captain Yoram Milman, was involved in a crash landing, which resulted in it being a write-off.
This event had accelerated it withdraw from service process, and shortly before the Yom Kippur war, the two remaining airplanes had been decommissioned.
Its destiny however remains unknown.
The article contains photos, taken in 1968, of the IDF Chief of Staff LG Haim Barlev, performing a “solo” flight on aircraft #04.
|
p.12-15 |
The Bell-205 in IAF Service – by Ilan Warshai
Arrival to Israel
The need for an improved medium side transport helicopter was clearly observed during the Six Days War.
An operational requirement for purchasing 30 UH-1D helicopters, as a replacement to the S-58 was transferred to the US government.
However this request had been postponed by this government due to political reasons.
Luckily, Israel had been able to purchase civil Italian Augusta AB-205s, of which some tens had been sitting idly at the Italian factory.
By July 1967, a quiet agreement, with which one squadron had been purchased, was signed.
The contract included installing Israeli navigation and communication equipment, T53L-11 engines and 12 floating units for sea landings.
A short period later, Israel had been granted permission to purchase additional US helicopters for a second squadron.
By October 1967, an IAF delegation had arrived at Augusta factory to learn how to operate this type.
The first helicopters had arrived to Israel, by sea, on December 15th, 1967, and on December 28th, helicopter #15 had made its maiden flight in Israel.
By April 1968, all Italian helicopters had been shipped to Israel.
An initial contract to purchase original Bell helicopters had been signed during October 1967.
This was followed by an additional deal during May 1968.
Eventually, Israel had purchased close to 50 Bell 205 of three origins: Italian AB-205A, American UH-1D and American UH-1H models.
However, all three models had been upgraded to the same L-13 improved engine.
Operational use during the War of Attrition
Absorbing the B-205 was a very dense period, since large quantity of Italian helicopters had arrived within a short time, resulting in ever increasing operational requirements, specifically along the border with Jordan.
At first, the helicopter had been used for transporting infantry/paratrooper units during chasing terrorist teams.
After having been equipped with side mounted MAG machine guns, it had been actively integrated in hot pursuits after these teams.
The B-205 had been publicly exposed during the 1968 military parade, and by April-May of 1968, it replaced the S-58 in the operational activities along the Jordanian border.
For this purpose, it had been modified with the following installations:
- MAG machine gun tripods on each side of the helicopter.
- “Shermully” flares for self illumination.
- External rescue winch.
- SARAH antennas for locating abandoning air-crew.
- Long range communication equipment.
By autumn 1968, all B-47 and S-58 had been withdrawn from service, resulting in the “Light Helicopter” (second) squadron operating all Italian models, while the “First Helicopter” squadron operating the American models.
The arrival of the American models continued until February 1970.
The “Light Helicopter” squadron continued operating as the helicopter flying school unit, and by August 1969, it had transferred to Hatzerim air base.
By the end of 1969, the IAF’s utility helicopter component was based on two B-205 squadrons:
- The “Northern” squadron at Tel-nof air base.
- The “Southern” squadron at Hatzerim air base, which had also served as the helicopter flying school unit.
By 1972, an airborne medical rescue unit had been established for operations with the B-205 squadrons.
By this time, the B-205 major disadvantage had become clear.
Its single engine was too sensitive for the demanding environmental conditions of Israel.
This had resulted in fairly high number of crash landings, due to engine malfunctions.
In most events, the helicopters had been thoroughly refurbished, although some events resulted in write offs.
Yom Kippur War
By the beginning of the Yom Kippur War, the IAF had 47 B-205, almost equally divided between the two squadrons.
Most of it missions consisted of evacuating wounded personal and rescuing air crews which had jettisoned their aircrafts.
During a substantial amount of missions, the helicopters had operated inside enemy anti aircraft defended areas.
During this war, the IAF had lost three B-205s.
- A “Northern” squadron B-205, operating out of Ramat-Davis air base, had been hit by Syrian anti-aircraft fire, on October 11th, 1973, while trying to rescue an IAF pilot.
The co-pilot, first lieutenant Gadi Klein was killed, however the captain had been able to crash land the helicopter in Israeli territory.
- A “Southern” squadron B-205 had been hit on the night of October 17th, 1973 during a medevac mission over the Suez Canal.
The co-pilot first lieutenant Ra’anan Elran became POW, while the rest of the crew, the captain Major Max Marom, the airborne technician sergeant major Abraham Sharon, the doctor Major Reuven Sokolowsky and the medic sergent Mark Schwartz had been killed.
- A “Northern” squadron B-205, operating in the Mount Hermon area on October 26th, 1973, had hit the ground, resulting in crew injuries.
Since the location was close to a Lebanese village, the helicopter had been destroyed on the ground by IAF F-4s.
End of the road
Following the war, The IAF decided to replace the single engine B-205 with the twin engine B-212 “Anafa”.
Subsequently, it was decided to purchase additional CH-53 and B-206 helicopters.
In the same manner as the acquisition process of the B-205, the IAF elected to purchase the B-212 in a single deal.
A contract for the purchase of tens of B-212 had been signed during March 1974, while the first helicopters began entering service within the “Northern” squadron by July 1975.
By January 1976, all B-205 had been allocated to the “Southern” squadron and the IAF flying school.
By the end of the IAF’s 3/78 training period, all B-205 had been finally replaced by the B-212 and withdrawn from service.
The air cadets of the basics helicopter course #90 were the last to train on the B-205.
Eventually, all B-205 but two had been sold abroad.
B-205 #009 was transferred to the IAF museum during 1979, but was subsequently sold.
It was replaced by #002, currently on display.
Both are of the Italian model.
External features
Painting:
All helicopters were painted brown (FS30219), sand (FS33531), green (FS34227) and duck egg blue (FS35622).
The Italian models were painted gloss by masking, while the American models were sprayed matt.
A small number of helicopters. Including #002, were painted all brown prior to its WFU.
Rotor painting:
The main rotors were painted black with yellow tips.
By summer 1969 the tips were painted red, with embedded formation lights.
The tail rotors were painted as follows:
- Black rotor with a yellow tip.
- Black rotor with a red-white-red tip.
- White rotor with a red tip.
Tail numbers:
By 1971 a prefix to the existing two digit number had been added.
For the “Northern” squadron, the prefix was 1.
For the “Southern” squadron, the prefix was 9.
This was not fully implemented, and some helicopters retained the original two digit tail number.
By November 1973, all helicopters were allocated the prefix 0.
Squadron emblem:
“Northern” squadron helicopters carried the squadron emblem on both sides of the tail, throughout it service period.
The “Southern” squadron had adopted an emblem by 1971.
With the creation of the helicopter course of study at the IAF flying school by 1975, a unique emblem was painted on both sides of the tail.
By 1978, this was replaced by the flying school squadron emblem.
Defensive means
By 1974, a slanted exhaust, for IR seeking missile protection, was installed on the B-205.
Additional installations:
Throughout its service with the IAF, many antennas and features were installed on the B-205.
This included:
- Green and red navigation lights
- Two floodlights were installed under the fuselage.
- Night formation lights.
- Additional communication antennas.
- HF wire antenna.
- Ground communication antenna.
- Radio compass antenna.
- “Sarah” emition locating antennas.
- Radar altimeter.
- Rescue winch.
- MAG machine gun mounts.
- Skid steps.
- Improved oil radiator.
- Self illumination Schermuly flares.
Available kits and decals
Main available kits are:
Revell 1:32nd scale kit.
Dragon 1:35th scale kit.
Revel and Italeri 1:48th scale kits.
CMK kit 4200, exposed engine port, in 1:48th scale.
CMK kit 4199, detailed cockpit and cabin, in 1:48th scale.
Eduard kit 48292 PE cockpit and cabin detailing, in 1:48th scale.
Italeri and ESCI 1:72nd scale kits.
Skydecals 1:72nd decal sheet 72020.
Skydecals 1:48th decal sheet 48019.
Skydecals 1:72nd decal sheet 72020.
Skydecals 1:35th decal sheet 35018.
Isradecal 1:72nd decal sheet IAF-11.
Isradecal 1:48th decal sheet IAF-3.
|
p.16-35 |
The Second Spitfire – OCU Squadron – by Shlomo Aloni
107 squadron was formed on January 25th, 1953 as the IAF’s advanced training squadron.
The first operational training course (OCC), “1 Aleph” (1A) began on March 1st, 1953, with seven pilots. It had later been designated as OCC 10.
OCC 12 began on June 21st, 1953, and ended on September 20th, 1953, with six pilots.
OCC 14 began on November 1st, 1953, and ended on February 1st, 1954.
During this course, a fatal aerial collision occurred on December 16th, 1953, resulting in the death of the trainee Isaac Yalon, and the destruction of Spitfire 27.
During this period, 107 squadron had conducted 3 OCCs, in which 21 of the initial 23 trainees has successfully finished these course.
By February 1954, 107 squadron ceased operating as the IAF OCC squadron.
|
p.38-41 |