Israeli Air Force In Profile

Pilot Training

Military service, with some exceptions, is compulsory for all Israeli males and females upon reaching the age of eighteen years. Those meeting the necessary qualifications are selected for pilot training courses. Basic training commences with the Piper PA-18 Super Cub. This aircraft, in its various versions, has the honour of having served with the IDFAF since its formation, a position now shared only with the ubiquitous Douglas C-47 Dakota. The Super Cub is still preferred to more modern types because of its basic simplicity, easy flying characteristics and ease of maintenance. It is also readily available and easily replaceable. From the Super Cub, those continuing progress to the jet powered Fouga Magister.

The first Fouga CM. 170R Magisters were French-built, but the majority, fifty aircraft, were built by Israel Aircraft Industries (IAI) under licence, entering service from 1960. Later, additional aircraft were purchased from the West German and French air forces. Many Fougas were originally armed with twin 7. 62mm machine guns in the nose, plus underwing mounts for carrying air to ground missiles and bombs. They were capable of serving not only as trainers, but also as light attack aircraft, a role in which they gained distinction during the Six Day War of June, 1967. However, they proved to be vulnerable to ground fire and were soon withdrawn from front-line service. They have since served exclusively as trainers and no replacement is being considered in the foreseeable future. Over the past few years all existing Fouga Magisters have been rebuilt by IAI. Advanced avionics and other improvements have been added but, more importantly, the airframe has been zero. These rebuilt aircraft have been named Zukit (Thrush) although they are still affectionately known as Fougas.

After passing the course in the Fougas the successful pilots are then graded for further training either as fighter, helicopter or transport pilots. The future fighter pilots progress to the TA-4 Skyhawk, helicopter pilots to the Bell 206 Jetranger and the transport pilots to the Dornier Do28B. The number of pilots who have succeeded in progressing this far is indeed a small percentage of those who had originally commenced on the Piper Cubs. The standards are high and the training rigorous, so the number of students rapidly diminishes as the course progresses. Applicants who have failed the flying course are offered other positions in the IDFAF, such as air traffic controllers, radar and electronics operators, etc.

Once the training courses are over the new pilots are assigned to the various squadrons of the IDFAF. It is at this level that they commence training relevant to their squadron’s operational requirements. Pilots may spend a number of years on each aircraft type, but are regularly rotated between squadrons and aircraft thus gaining invaluable experience on different types and in different roles.

Eagles and Falcons

Undoubtedly, the most potent aircraft currently in service with the IDFAF is the McDonnell Douglas F-15 Eagle, which is used exclusively as an interceptor and has proven to have been a very popular acquisition. It had, during the early stages of its development, caught the attention of the IDFAF and as early as 1974 Israeli pilots tested the aircraft and were greatly impressed with this new fighter.

Israel became the first foreign buyer of the F-15, partially to modernise its air defense capabilities and partially to counter the increased use of advanced MiG fighters being introduced in the mid-1970s into the Egyptian and Syrian airforces. The F-15s were delivered under the code name Peace Fox and the contract included four of the 25 full-scale development aircraft (USAF serials 72-116, 72-117, 72-118 and 72-120), which were refurbished to F-15A standard. The original contract consisted of 23 F-15A’s and two TF-15A’s (later redesignated F-158) and actual delivery commenced in December 1976,”” The first four aircraft delivered were flown nonstop from the USA. This has now become almost standard operational procedure since the Yom Kippur War of October, 1973, when certain European countries objected to aircraft destined for Israel landing on their soil during transit. All F-15s delivered to Israel carry standard USAF insignia and serials, which are removed upon arrival and replaced with Israeli markings.

The first contract for twenty-five aircraft was followed up by a delivery of a further 15 aircraft, authorised by the Carter administration as part of the Camp David peace initiative. An extra ten aircraft were later offered by the Reagan Administration as an offset against the delivery of the F-15 to the Royal Saudi Air Force. In 1982 a further batch of eleven F-15’s were delivered to Israel.

Since the mid 1970’s Israel’s attention has been focused on its northern neighbour, Lebanon. In previous wars against Israel, Lebanon had only made token efforts, choosing to rely more on verbal attacks. But in the 1970’s the country was disintegrating in a civil war, which rages to this day. Adding to the near anarchy was the Palestine Liberation Organisation (PLO), which had been driven out of Jordan. The PLO quickly established itself in this new environment, where a weak central government could pose no real threat to its organisation and activities. The PLO concentrated itself in southern Lebanon, where it gained almost total control. The exception to this was a small belt along the Israeli border, controlled by Israeli-backed and armed Christian militia. But from its bases in southern Lebanon the PLO began a new campaign of terror against Israel. Such attacks were met with reprisal raids by the IDF, either on the ground or from the air, or both.

Following a particularly brutal Palestinian terror raid on the Tel Aviv-Haifa road, the IDF decided to occupy southern Lebanon and clean out terrorist bases. In Operation Litani, between 15-21 March 1978, IDF units on the ground and in the air attacked PLO bases. The IDFAF sustained no losses; although two aircraft were hit they managed to return to their bases. After the completion of Operation Litani the IDF withdrew and a United Nations force, UNIFIL, entered the region in order to control terrorist activities. This did not prove to be very successful and PLO units continued to infiltrate towards Israel. In southern Lebanon an ‘Iron Triangle’ was created, totally controlled by the PLO. Within this area were PLO military bases and their artillery and rocket launchers were used to regularly bombard settlements in northern Israel.

Following the Camp David accord between Egypt and Israel, the PLO intensified its attacks against northern Israel, causing many casualties and heavy damage to property. Reacting to this, the IDF launched many operations against training bases, headquarters, artillery sites, etc. As well as partaking in these operations the IDFAF also conducted regular reconnaissance missions and overflew the region just to demonstrate its presence. The situation was complicated by the large Syrian military force, which had entered Lebanon ostensibly to control the warring factions.

Supporting the Syrian ground forces were the airbases in Syria, with their MiG’s only a few minutes flying time away. While the Syrian Air Force, at first, made no attempt to intervene against Israeli forces, its proximity, nevertheless, meant that the IDFAF had to provide escort, in case the Syrians felt bound to provide some assistance to the PLO. This finally occurred on 27 June 1979 when a number of MiG-21s were vectored into the area where Israeli strike aircraft were attacking PLO targets. The MiG’s were intercepted by a flight of F-15’s and in the ensuing dogfight five of the Syrian fighters were shot down. From then, until Operation Peace for Galilee in mid 1982, the F-15’s accounted for the destruction of all MiG fighters over Lebanon, with the exception of one kill credited to a Kfir. The majority of the twenty Syrian aircraft shot down were MiG-21s, but also included one MiG-25 (shot down on 29 July 1981) and two MiG-23s (both shot down on 21 April 1982).

With the arrival of the F-16, the F-15 has had to share its air superiority responsibility. This deadly combination did not prove itself until the large air battles that took place during Operation Peace for Galilee when, with the exception of one kill attributed to an F-4E Phantom, they shot down over eighty Syrian MiG-21’s and MiG-23’s.

Despite this share of responsibility, the F-15 still continues to be the primary air superiority aircraft of the IDFAF and that is currently its sole function. For this purpose it is armed with the latest Sparrow and Sidewinder air-to-air missiles, as well as an internally mounted cannon. The latest models are fitted with conformal fuel tanks and undoubtedly earlier models have also been modified to carry these tanks. Currently, the IDFAF flies the F-15A/B/C/D models. It has also shown interest in the F-15E Strike Eagle, although there has been no firm commitment to purchase this type. It may very well be likely that sometime in the future the current F-15 models in service may be updated to hybrid F-15E standard.

Like the F-15, the newer General Dynamics F-16 Fighting Falcon has added a new dimension to the IDFAF. Its dual capacity as a strike aircraft and dogfighter was seen as a bonus for the IDFAF, since in its view the multi-role fighter is a more valuable aircraft, given the changing requirements of operations and a limited budget. The first contract for the new aircraft was for 67 F-16A’s and eight F-168’s. Training of the first Israeli pilots and maintenance crews took place at Hill Air Force Base in Utah, USA, between late 1979 and early 1980 on a number of F-16’s, which were eventually turned over to the IDFAF. The F-16’s or- dered from General Dynamics incorporated seventeen changes requested by the IDFAF. These were mainly to the computer software, in order to make it compatible with weapons systems unique to the IDFAF. Also included were revisions of some of the weapons control and navigation functions and some changes to the radio equipment. Extra changes had been requested, but these were dropped after the US offered an earlier delivery time following the fall of the Shah of Iran and the loss of that potential F-16 market. Further changes were also carried out in Israel and included the Elbit-designed ACE-3 computer for multirole fighter mission management. The first F-16’s arrived in Israel in July 1980.

As in the case of the F-15, it was only a matter of time before the F-16 participated in combat against Syrian aircraft. This occurred in April, 1981. Fighting had broken out between Israeli-backed Christian forces and Syrian units for control of the Beirut- Damascus road, near Zahla. The Syrians, intent on strengthening their positions, began to bring in reinforcements by helicopter. A flight of F-16’s intercepted and destroyed two of the Mil Mi-8 helicopters. This incident was, used by the Syrians as justification to bring their SAM batteries into the Bekkaa Valley. Thereby adding a new and threatening dimension to the region. However, the F-16’s grabbed headline attention when, in June 1981, a flight of eight F-16’s, escorted by six F-15’s, successfully attacked the Iraqi nuclear reactor near Baghdad, some 1000 kilometres from Israel. The aircraft had proved itself in a multi-role capacity. This was further proven during Operation Peace for Galilee when the F-16’s accounted for about forty Syrian MiG fighters.

In early 1982 a further batch of 75 F-16’s was contracted for delivery to Israel, but the incursion into Lebanon led to a US embargo on the delivery. By mid 1983, when Israel had agreed to commence the withdrawal of its forces, the ban was lifted. However, the year long embargo had meant that delivery was delayed till this year and will comprise mainly the F-16C plus some F-16D trainers.

Skyhawks and Phantoms

The introduction of aircraft from the USA into the IDFAF inventory had its original beginnings in 1965 when a meeting was held in Israel between Averell Harriman, special envoy to President Johnson and members of the Israeli government and military. During that year pressure had been placed on the US from various Arab countries to halt its supply of weapons to Israel, which was being done through intermediary countries, especially West Germany.

Israel also wanted to change its relationship with the US; it was seeking a more open and direct approach in the procurement of military supplies, particularly aircraft. So in October 1965, at the invitation of the US administration, an Israeli delegation headed by the then commander of the IDFAF, Ezer Weizman, arrived in Washington. They had the important task of convincing the Americans that Israel was a worthwhile and trusty ally and that it also was in urgent need of the type of military equipment that only the US could supply. Included in that need were 65 A-4 Skyhawks and 45 F-4 Phantoms. Eventually, delivery of the A-4 was agreed upon, but the F-4 was considered to be too advanced a weapons system and was refused.

Unlike later deliveries of other aircraft from the US, the Skyhawks were sent to Israel by ship. The first aircraft were the A-4H variants which were built to Israeli specifications and are distinguishable by their squared-off fin tip. The first A-4’s began arriving in late 1967 and operational status was achieved in early 1968. In late 1969 delivery was further supplemented by additional ex-US Navy A-4E/F Skyhawks, with more ex-US Navy types being delivered a year later. The latest (and last) variant to achieve operational status with the IDFAF is the A-4N Skyhawk II, based on the US Marine Corp’s A-4M.

The Skyhawk, which was purchased in greater numbers than any other type of aircraft (about 330) remains the oldest type still in front-line service. Currently, with the Kfir, the A-4 plays a vital part in the attack and troop support role. This was firmly illustrated during its operational career and further highlighted during Operation Peace for Galilee, when A-4’s flew countless sorties in coordination with the advancing ground forces. Only one aircraft was lost, an A-4N that went down between Nabtiya and Beaufort in the first days of the campaign.

Currently the IDFAF operates the A-4E/F/H/N models. All A- 4F/H models remaining in service have been updated to A-4N standard, not only in avionics but also in receiving the A-4N’s more powerful P&W J52-P-408 engines. Along with the single-seaters, the IDFAF operates a number of two-seater TA-4F/H/J Skyhawks, which are used as advanced trainers, both at the flying school and at the squadron level.

While the Johnson administration had refused to deliver the F-4 Phantoms to Israel, the incoming Nixon administration was more sympathetic to Israeli requests and agreed to deliver 45 of the latest versions of the Phantom, the F-4E. This variant differed from the earlier models by having an internally mounted cannon, something which the Israelis had always favoured. The first batch of F-4’s were flown into Israel in September, 1969 and by October of the same year they were in action against Egyptian SAM sites during the War of Attrition. Then on 11 November 1969 the first aerial kill to an Israeli F-4E was recorded, when an Egyptian MiG-21 was shot down over Jebel Ataka.

The Phantom heralded a new era for the IDFAF. Unlike the specialised and limited capabilities of the earlier types, the F-4 was the first multi-mission aircraft used by the IDFAF, being equally successful as a fighter or as a strike aircraft. At the time it was probably one of the most versatile and advanced aircraft in the world, certainly more than what any of the Arab air forces had at their disposal. Gone were the days of simple and unsophisticated aircraft. Here was an aircraft that provided the most up-to-date and specialised avionics. The arrival of such new technology. even though at a very high price, paved the way for an easy transition to later aircraft, such as the F-15 and F-16. It also provided access to the latest technology.

Since the arrival of the first Phantoms fifteen years ago, hundreds of changes have been made to the F-4’s in service. By the mid 1970’s all the earlier models had been updated with leading edge manoeuvring slats. The original idea of adding the leading edge slats had been developed by McDonnell Douglas to improve the manoeuvrability of the Phantom and testing began under Project Agile Eagle. Although McDonnell Douglas had already started testing the slats, much of the flight testing was conducted on their behalf by the IDFAF, using F-4E No. 187. which carried a large sharkmouth design on the nose. This was the only F-4E in the IDFAF to carry such outlandish markings and it was only retained during the testing period.

McDonnell Douglas had decided to let the IDFAF do most of the testing for two main reasons. Firstly, it was putting most of its efforts into developing and promoting its new F-15 fighter. Secondly, it was obvious that the new slats were a highly successful modification and improved the Phantom’s handling characteristics considerably. However, it was feared in certain USAF circles that this improved Phantom might convince the US Congress to delay or cancel funding for the coming F-15project. Yet, while the slats undoubtedly improved the Phantom’s performance, it was still well below that of the F-15.

The F-4E still forms a major part of the IDFAF’s strike force and has continually proven itself in combat. It is capable of carrying a wide range of conventional weaponry of the latest generation of ‘smart’ bombs. Still packing a powerful punch, the Phantom showed its capabilities in destroying SAM sites in Lebanon in 1982, for the loss of only one aircraft. The Phantom continues to remain a potent force in the IDFAF’s inventory and it is being continually updated to cope with the changing threats likely to be encountered. Changes to its avionics include more advanced look-down/shoot down and air-to-ground night/adverse weather radar, Elbit ACE-3 mission computer, head up display and more advanced ECM equipment. Changes to its weapons systems include adding TISEO (Target Identification System, Electro Optical). Gabriel anti-shipping missiles and the use of Israeli-designed and built Python air-to-air missiles, not only in the usual underwing pylon mounts, but also in the forward under fuselage recesses in place of the Sparrow missiles. Changes to the engine are also being proposed. In a joint venture with Pratt & Whitney and the IDFAF, IAI is re-engining an F-4 with the P&W 1120 engine, a derivative of the F100 engine used in the F-15 and F-16, in place of the original J79. This change is being done in order to improve the aircraft’s air to air and air to ground capabilities. The aircraft will initially fly with only one P&W 1120 while still retaining one J79 engine. In further flights, later in the year, the J79 will be replaced by a second P&W 1120. If this re-engining proves to be successful it will give the F-4 extended range, increased payload, improved takeoff capability, lower fuel consumption and an extended life span well into the late 1990’s.

As well as the large numbers of F-4E strike aircraft, other variants of the F-4 are operated. Twelve RF-4E’s were purchased for the high-speed photo-reconnaissance role. The earlier aircraft were delivered in standard IDFAF tactical camouflage of green, sand and tan, while the last six were delivered in the ghost grey scheme, as used on the F-15.

To complement the RF-4E, three standard F-4E’s were withdrawn from service and returned to the US, to be modified for high-altitude operations. Under project Peace Jack these three aircraft (USAF serials 69-7567, 69-7570 and 69-7576) were modified at General Dynamics to carry the HIAC high altitude, high-resolution reconnaissance camera, plus a vertical KS-87 camera, as well as other related equipment in a redesigned nose. These aircraft, redesignated F-4E(S), returned to Israel in 1975. Unlike their USAF counterparts, all IDFAF reconnaissance Phantoms retain defensive capabilities and fly on active missions armed with the Sidewinder or Python air to air missiles. As well as the above variants of the F-4, there may well be a number of F-4’s locally modified for the specialised electronic countermeasure role, although no F-4G Wild Weasels have actually been delivered.

Is It a Mirage?

Prior to the Six Day War of 1967 the French had placed an embargo on the delivery of arms to the Middle East. This really only affected Israel, since the air forces of the major Arab countries, particularly Egypt and Syria were, at that time, wholly supplied by the Soviet bloc. The French embargo was shortly followed by the refusal to deliver fifty Mirage 5J’s, which had been built to Israeli specifications. Fully paid for and ready for delivery, these aircraft eventually entered service with the French Armee de l’Air. This action brought to an end the French period which, for the IDFAF, had begun in the mid 1950’s and continued into the late 1960’s and had done much to enhance the technical sophistication of French armaments on the world stage.

During this time the IDFAF’s inventory consisted almost exclusively of French aircraft such as the Ouragan, Mystere IVA, Vautour, Super Mystere and Mirage fighters, Fouga Magis- ter trainers, Noratlas transports and the Alouette and Super Frelon helicopters. As well as ending the ‘French connection’ the embargo and cancelled delivery of the Mirage 5J’s brought home to the Israelis, at all levels and particularly in the defence establishment, the problems of relying exclusively on outside sources of supplies. It provided the incentive and impetus to develop an indigenous fighter.

The IDFAF and IAI already had some experience in aircraft refurbishing and manufacture. The simple Fouga Magister had been built in Israel under licence and some 26 Super Mysteries had been successfully re-engined with the Skyhawk’s P&WJ52- P-8A engines, as well as other modifications, which improved their performance and capability. So, in order to overcome the loss of the Mirage 5J, IAI proceeded to develop a locally built fighter bomber and by the beginning of the 1970’s this new aircraft was ready. It was named Nesher (Eagle) and was, in fact, an Israeli-built Mirage 5 copy with the Atar 9C engine. The story of the Nesher, the existence of which was never officially admitted until 1982, is a fascinating one, but outside the scope of this article. However, the development of this aircraft paved the way for the development of the next generation, the Kfir (Lion Cub) fighter bomber, based on the Nesher but powered by the GE J79 engine.

The Kfir is now the only tail-less delta-winged aircraft operated by the IDFAF, with the possible exception of a very small number of Mirage IIIBJ’s and Nesher two-seater trainers. The Mirage IIICJ’s, all of which were re-engined with the Atar 9C and the Neshers are no longer serving with the IDFAF. All serviceable aircraft were refurbished at IAI and sold to Argentina, partially to cover its losses during the Falklands campaign.

The first variant of the Kfir entered service in 1975. The Kfir C2 entered service in 1977 and introduced the fixed canards behind the intakes, small nose strakes and the dog’s tooth on the wing leading edge. The latest version is the Kfir C7, equipped with more advanced weapons delivery and navigation systems and capable of carrying a larger load on external pylons. All three versions of the Kfir remain operational. To assist in training are a number of Kfir CB two-seaters, which also retain a limited combat capability.

The Kfir is designed to perform a multi-role function, as a ground attack aircraft and as an interceptor. Although capable of fulfilling an air intercept role with internally mounted guns and up to four Python or Sidewinder air-to-air missiles, the aircraft’s primary role remains ground attack. It is in this role that the Kfir has been extensively used in Lebanon.

NEXT ISSUE: In Part II we examine the non-front-line combat units of the IDFAF including the air defence system, remotely piloted vehicle units, AEW, fixed-wing transport squadrons and tanker units. Don’t miss it!

Acknowledgements:

My sincere thanks go to the IDF Spokesman’s Office and the public relations office of Israel Aircraft Industries for their generous cooperation and assistance in the preparation of this article. I am also greatly indebted to those private individuals who helped to make my job of writing this article a lot easier. Special thanks also to Peter Malone and Greg Meggs who helped with their ideas and suggestions.

Notes:

(1) Details of aircraft numbers were obtained from various non Israeli sources. For obvious security reasons the Israelis will not divulge details of aircraft numbers, dispositions nor squadron compositions.

(2) It was the IDFAF which had originally set out the requirements for these conformal or FAST (Fuel And Sensor Tactical) tanks and had financed their development as well as conducting most of the tests. These tanks are now manufactured in Israel.

(3) A small number of A-4B Skyhawks were also purchased, but only for ground training.

(4) The use of this Phantom for the testing of the slats has never been confirmed but is based on the author’s interpretation of officially released photos of this particular aircraft.

(5) For details on these aircraft see “An Enigma Exposed” by J Miller in Air International, July 1985. The S, by the way, stands for Special.

(6) These modified Super Mysteres were renamed Sa’ar (Storm)