AAF: Morón AFB 2002 Pictorial

Argentine Air Force

BAM Morón in 2002

SAORBATS

VII Air Brigade - Moron, Buenos Aires - August 2002

All photos by Christian Villada unless otherwise stated


The Cessna 182 registration PG-344 was last seen in service in May 1997. It is currently on display in the INAC park
    

Cessna 182 registration PG-355 with Central Air Region (RACE) markings, without an engine, in a hangar at VII Air Brigade
    



This Cessna A150L PG-395 had civil registration LV-DNA. It is now retired and on display at the entrance to INAC



Piper PA-28-236 (or PA-28D Dakota) registration PG-441 on display at the entrance to INAC. Of the 10 aircraft received by INAC for instrument training, at least 3 were retired.
    


AR-25-235 registration PG-434 of INAC. It is a variant of the Piper PA-25 Pawnee manufactured in Argentina by Chincul. Two examples are used at INAC as crop-spraying trainers
    


Piper PA-34S Seneca III registration PG-312. INAC uses 3 examples for multi-engine training.



The PA-31 Navajo VR-22 is equipped for radio-aid calibration missions, although it is apparently used as a transport at INAC
    


The Gates Learjet 35A is equipped for radio-aid calibration missions. It is operated by Air Group 2
    


C-130H registration TC-65 of Transport Group 1 (G1T), based at El Palomar, Buenos Aires province


IA-58A Pucara A-512 of Attack Group 3 (G3A)
    


A-4AR C-912 of Fighter Group 5 (G5C)
    

B45 Mentor showing its weapons display. The two grey bombs are Sitea INC-50Kg incendiary bombs, which can be filled with kerosene, petrol or JP-1


Part of the B45 armament of the School Air Group (GAE) of the Military Aviation School. On the left is the MA-2A "Experimental" rocket pod for 70 mm FFAR rockets. Slightly further back is an ARM-657-A Mamboreta for 6 57 mm Aspid rockets. In the background is a 7.62 mm Browning M1919A1 machine gun and, a little further forward, an L-10 bomb rack capable of carrying 100Kg with a 50Kg general-purpose bomb
    


Embraer EMB-312 Tucano registration E-130 of the GAE. At the front right is a Mamboreta rocket pod, behind it a SITEA INC-100Kg incendiary bomb and beside the wheel a Browning M1919A1. Hanging from the underwing pylon is a 125Kg general-purpose bomb.
    


At the front right is an Aero 4B practice bomb launcher capable of carrying 8 3-pound bombs. These bomb racks are also used by the Pucara and the Mentor


Weapons display of the IA-63 Pampa EX-01 of the Flight Test Centre (CEV). On the left is a LAU-61/A rocket launcher for 19 70 mm FFAR rockets, then 50, 125 and 250 Kg general-purpose (GP) bombs. At the front is an A/A37B-3 (PMBR) practice bomb dispenser with 3 25-pound Mk. 76 bombs and further to the right a Mamboreta rocket pod. On the outer underwing station is a 50 Kg GP bomb and on the inner station 2 125Kg GP bombs hanging from a TER rack. Note the 30 mm Aero Cuar FAS 460 cannon under the fuselage
    


250Kg FAS-800A fragmentation bomb. It uses a FAS-1020 proximity fuze that detonates by proximity, scattering 38,000 9 mm-diameter anti-personnel balls. For low-altitude release, a CFP retardation tail can be fitted
    

Another view of the FAS 800A. There is another 125Kg version called the FAS-800B


Parachute-retarded FAS-250 bomb. It can be released at high speed from a minimum altitude of 30 metres
    

3 FAS-250s hanging from a TER rack




250Kg FAS-300 cluster bomb. Note the small rockets arranged laterally, which impart the necessary rotation to the bomb for optimum dispersion of its submunitions



The FAS-300 has 2 versions: the FAS-300A is capable of releasing 220 bomblets with impact fuzes, while the FAS-300B has 88 bomblets with delay fuzes of up to 52 hours. It is capable of releasing its submunitions over an area of up to 58,500 square metres
    
FAS-850 Dardos I stand-off bomb. It can be released at 50,000 feet and propelled by a rocket that gives it a range of 15 Km, with a theoretical load of 91 AP or AT bomblets. However, the Dardos I is apparently only the first step towards the Dardos II, which would be a square-shaped winged bomb with GPS guidance
    


The FAS-260 is a parachute-retarded and rocket-accelerated anti-runway bomb, similar in concept to the French BAP-100. It weighs 37 Kg and penetrates 30 cm before exploding. Its minimum release altitude is 80 metres


The FAS-280 is a 34 Kg fragmentation bomb used in conjunction with the FAS-260 to destroy aircraft, personnel and unarmoured or lightly armoured vehicles. On exploding, its outer steel structure fragments into 1,500 pieces, to which are added 4,800 steel balls of 8 and 9 mm capable of piercing armour between 7 and 20 mm thick
    


Bertolina Hnos. LI-9B bomb rack. Up to 9 FAS-280 or FAS-260 bombs can be fitted to it and fired by an intervalometer. The LI-9B is fitted to an underwing station; there is also the LI-18B, which is fitted to a ventral station and is capable of carrying 18 of the aforementioned bombs


The Albatros BSH 02 of the National Aeronautics Museum (MNA) looked truly gleaming


Another aircraft destined for the MNA is this Fokker F-27 Mk.600 registration T-42, which is waiting without engines in a hangar at VII Air Brigade to be restored
    

This Sikorsky S-62 registration H-02 is the MNA's latest acquisition. It was used as presidential transport
    

The H-02 was withdrawn from service after certain structural modifications made to adapt it better to its VIP transport role proved unsuccessful. The helicopter suffered from excessive vibrations in flight, so it was decided to retire it


Bell 212 registration H-87 of Squadron I of Air Group 7 (GA7). This aircraft was originally a UH-1N that served with the Israeli IDF. It was purchased by the FAA, which modified it to Bell 212 standard
    

Hughes 500D registration H-41 in Avispa configuration of GA7
    

Bell UH-1H registration H-11 of Squadron III of GA 7


One of the visitors was this Robinson R44 registration GN-923 of the Gendarmerie. Note the FLIR in the nose for road surveillance
    

Pilatus PC-12N GN-810 of the National Gendarmerie. It serves as an air ambulance and VIP transport
    


CASA C-212M-300 registration PA-71 of the Argentine Naval Prefecture


Weapons of the Command Support Squadron (EAC), the FAA special unit. From top to bottom and left to right can be seen: a 5.56 mm G-41 rifle with 40 mm HK-79 grenade launcher, a 12-gauge Remington 870 shotgun, a 9 mm MP-5 SD6 submachine gun with night sight, a G-33 assault rifle and a 40 mm HK-69 grenade launcher
    

More EAC weapons. At the top are 2 MP-5 A1s with fixed and retractable stocks, and in the middle an MP5-K. Below, from left to right, a 9 mm Browning pistol, a Walter PPK with silencer and an 11.25 mm P9S


The FAMAE S.A.F is in service with the FAA, although it is not clear which unit uses them. In the photo, 2 versions of the SAF beside a Browning HI-POWER pistol


On the left is the seeker head of a Rafael Shafrir Mk.IV missile, on the right that of a Matra R.550 Magic
    


An ELTA EL/M-2001B radar of the type fitted to the IAI Finger IIIA and B of Fighter Group 6 (G6C)
    


Westinghouse AN/TPS-43 surveillance radar of Surveillance and Airspace Control Group 1 (VYCEA)


Ford ambulance of VII Air Brigade
    


Omega P&H crane of the El Palomar Logistics Area. Capable of lifting up to 20 tonnes
    

Igarreta drilling rig on a Scania L11 truck chassis of the El Palomar Logistics Area


Caterpillar 14G motor grader of the El Palomar Logistics Area. It is used for the construction of runways, aprons and taxiways

Biography: Captain Héctor Sánchez, the destroyer of Bahía Agradable

Captain Hector “Pipi” Sanchez (AAF)

By Hernan Longoni in Historia de Aviones

1) When did he graduate from the EAM (Military Aviation School)?
December 1975.

2) What reasons led him to join the Aviation School?
He had no idea that the EAM existed, nor what the Air Force was. When my desk mate in 5th year at the Urquiza National School in San Nicolás told me that he was going to join the EAM, I asked him to explain everything related to the Air Force. Since there was the possibility of becoming a military aviator, that fact led me to decide to register to join the Institution. I made this decision almost at the end of the year, so I had to make a great effort to prepare myself to take the exams, with the help of my friend, who had already been preparing for quite some time. Later, Orlando Pons and I would graduate as Ensigns, being classmates of Class XVI.

3) What did you feel when you graduated from it?
Primarily great emotion and relief for the effort that my parents had to make to finance my studies. From that moment on, I had a salary that allowed me to support myself by my own means, without being a burden on my family. Regarding the future, everything was uncertainty and big questions. Would I be able to meet the expectations that the organization placed on me? Would I be able to fulfill my dream/vocation of becoming a military pilot? Would I be able to fly combat aircraft after achieving the goal of overcoming the demands of basic training as an aviator? I was always very aware that, above all, one was a soldier first, and then came the next goal of becoming a Military Aviator. But what decision would I have made if I had not become a pilot, and above all, a fighter pilot?

4) What rank and age did you have when the Malvinas Conflict broke out?
In 1982, I was a 1st Lieutenant in the second year (it takes 4 years in the rank to be promoted to Captain), and I was 28 years old.

5) What position and role did you have?
When the recovery of the Islands occurred, I was undergoing the adaptation course to fly Mirage III aircraft at the VIII Air Brigade. I had not completed more than 5 flights in two-seater aircraft, so I was not qualified to intervene in the conflict with these aircraft. Thanks to Captain Varela, one of the Flight Leaders of the A4-B Squadrons, and at my request, I was called to join as an attaché to the II Air Squadron to fly in the Weapons System.

6) What were the most pressing needs during the conflict from the perspective of your position?
Having accurate information on the position of naval targets, ensuring that all aircraft had the OMEGA navigation system, having the appropriate weaponry to attack naval targets, obtaining proper intelligence information on the positions of British troops after the landing, having a landing strip in the Malvinas suitable for our aircraft, and being allowed to operate from Puerto Argentino despite the risks involved, etc.
It is important to note that the primary responsibility of the Air Force is to train and equip (including weaponry) for air and air-land battles. On the other hand, the primary responsibility of the Navy is to be prepared for air-naval battles, which is why they had weaponry suited to the conflict they faced. For the above reasons, all Air Force Squadrons during the conflict had to adapt to a battle that was not their primary responsibility. The most important thing to keep in mind is that they had never trained in tactics to attack naval targets (ships), nor did they have the appropriate weaponry to attack those targets. All knowledge had to be acquired during the conflict, based on the experiences learned from each mission that was carried out.

7) Who or what was your source of confidence during the conflict?
The training and preparation I had flying the A4s, our Flight Leaders (Tony Zelaya and Trucha Varela, two idols), my Squadron Leaders, those of us who formed a combat formation every time we flew a real mission, the camaraderie and companionship that developed within the group, the Argentine people who supported the conflict to recover our Islands, and, of course, everything was ultimately in the hands of God, for the fate of my life during my engagement with the British.

8) What did your loved ones say regarding the risk?
At that time, there were no cell phones, emails, or the means of communication we have today. Everything was done by telephone, and even that was limited to those who had a phone line installed in their homes. My mother always believed I was in Buenos Aires during the development of the conflict, thanks to the collaboration of the rest of the family who maintained my deception to avoid causing her distress (my father had passed away in 1976). My family was far away and had no military background, so for them, the concept of the risk associated with military activity was difficult to grasp.

9) What do you feel about the performance of your weapons system during the conflict?
I feel proud to have been able to participate in the conflict with such an incredible human group that came together. Everyone was included: the "Gordo" Romero (the Group's doctor), pilots, technical support staff, logistics personnel, etc. Everyone was part of a perfectly functioning team where each specialty contributed its grain of sand to ensure we could fulfill the assigned missions.
In particular, the air squadrons were very united; we knew the risks we were taking and enjoyed every minute we had available when we were not engaged in aerial operations. Each of us contributed goodwill and a sense of humor to always keep the group's spirit high.
When it was time for aerial missions, we always volunteered to go on them. With my dear friend Tucu Cervera, we even argued at times to be part of certain missions.
The Air Squadrons were a perfect combat machine that, despite the old nature of the aircraft, demonstrated to the world what can be achieved with training, ingenuity, effort, sacrifice, and a will to fight.

10) Is there a specific aircraft you flew during the conflict that holds a special memory for you?
Fundamentally, the A4-B with registration number C-231, as it was the aircraft that brought me back on June 8th after surviving the attack of two Sea Harriers in Bahia Agradable.

11) Before or after the conflict, did you ever fly a mission that pushed the limits of your aircraft's capabilities?
During our preparation and training in peacetime, we always conducted long-duration navigation flights. This is part of the training for combat pilots in the Air Force, as our potential targets to attack are always located in the heart of enemy territory (runways, command and control centers, enemy power centers, logistics bases, etc.).
I have several examples of these training flights we carried out (some of them with training ammunition, as we ended the navigation flights with shooting practice in designated areas).
One of the flights I remember was from Villa Reynolds (the natural base for A4-Bs in San Luis) to the Iguazú Falls, air refueling with the C-130s, and returning via a different route to the 5th Air Brigade (Villa Reynolds).
On another occasion, we took off at night with Tucu Cervera (before dawn) from Río Gallegos (where we were deployed to train for operations in the southern part of the national territory), flew at low altitude during the night, carried out a simulated night attack on the Comodoro Rivadavia Air Base, and returned to Río Gallegos. The entire final phase of the approach and attack on Comodoro Rivadavia was carried out with the aircraft's external lights turned off.

12) Did you ever have a mission where you couldn't reach the target? What did you feel?
On June 7, 1982, we set out on a mission to attack naval targets southeast of Gran Malvina Island with Danilo Bolzan as the leader, "Conejo" Dubourg (our Squadron Leader) as Number 2, and myself as Number 3. Unfortunately, despite flying over the area, we were unable to locate any ships, so we had to return to Río Gallegos. The feeling is mixed; on one hand, there is the risk and fear that comes with the aerial formation remaining in the combat zone searching for the enemy (due to the possibility of being detected and intercepted by Sea Harriers). On the other hand, there is the frustration of not being able to locate the targets to neutralize them. Every target that was not attacked or found at the time represented an enormous risk for future attack formations heading into the conflict zone.

13) What is your relationship with your veteran comrades today?
There is a great friendship reflected in the permanent gatherings we organize to share a meal and remember the harrowing days we lived through during the conflict. Of course, our fallen friends and comrades are always present with us, remembered with affection and especially for the human qualities that characterized them. What always stands out during our gatherings is maintaining the same spirit we had during the conflict. Through jokes, songs, and good humor, we avoid dwelling on the risks we faced during those days.

14) When — if it is the case — did the war end for you?
The war still hasn't ended for me; we only lost a battle. None of the members of our group ever surrendered — we were simply ordered to suspend aerial operations. We still had the equipment and crew members to continue fighting despite the losses we had suffered up to that point (9 pilots). Today, the war must continue, even if it is through other means (for example, diplomacy or politics). The strategic objective must never be abandoned.

15) Did you have a mission assigned to be carried out after June 14, 1982, and were you surprised by the surrender?
Aerial missions were suspended on June 14. The surrender in the Islands did not personally surprise me; after the British landing at San Carlos Bay and their advance toward Puerto Argentino, without facing resistance with the available means, the outcome that occurred was foreseeable. Airpower alone is insufficient to stop a landing or the advance of ground forces.

16) Did the war end for you?
The conflict did not end, and it remains a part of my life that has not been fully closed. What's more, even today, we must fight against the forgetfulness of our blessed people regarding the noble cause that was undertaken to recover our Malvinas. I don't want to be simplistic or generalize, as there are always exceptions to the rule. It is sad to see today how divided we are in every area we observe: those who fought and those who did not; the professionals versus the conscripts; those who receive a pension and those who do not. It is truly painful to see the neglect of the effort made by those who gave their lives in combat. At the time, everyone volunteered to fight for their country, without expecting any medals, recognition, or economic compensation. It seems that today, our leaders "buy" or satisfy us with handouts, whether we are poor, war veterans (VGM), or friends of those in power. An example to follow is the one being set by the Japanese people in the face of the difficult times they are going through after the natural disasters they have had to endure. Only national unity will eventually allow us to achieve our strategic objectives, be it the Malvinas, progress and growth, stability, etc. But for that to happen, our people (including their leaders) must set aside personal and sectoral interests.

 

17) Did you go to the islands (landing) during the conflict? Under what circumstances?
No.

18) Did you go to the islands after the conflict? Why? (in case of a yes or no answer)
I haven't gone yet, but I plan to visit at some point. I would like to visit the places where I fought alongside my comrades during the conflict. Stepping on the soil of the Malvinas, even if it is not under our administration, might allow me to shed the "backpack" I have been carrying on my shoulders since the end of the conflict.

Relatos Históricos de la Guerra de Malvinas