Estonian Air Force-On the Front Line

FRONT LINE

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ON THE

FORCE REPORT Estonian Air Force

60-63 Estonia JanAW.indd 60 07/12/2015 15:27

Above: The two L-39Cs are primarily tasked with fi ghter controller intercep-

tion training. The jets are operated on a lease through Latvia’s KS-Avia aviation company. Albatros No 11 c/n 132042 (ex-EZ-TLH) wears the

colours of The Baltic Bees aerobatic display team. The L-39s cannot carry

any weapons. All images by author unless stated

FRONT LINE

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Sharing a border with Russia, Estonia finds itself on NATO’s

frontline and with the annexation of the Crimea from Ukraine, anything is possible. With just two L-39 jet trainers being its most potent weapon, Estonia looks to NATO to protect its skies and for the past two years NATO fighters have been defending the skies over the Baltics. So what does the Estonian Air Force (EÕV) do?The Air Force Command and

Control (AFC2) Headquarters at Tallinn was founded on April 13, 1994 and today works to enhance EÕV capability, support combat readiness and plan operations, as well as air force training and education.

Air Surveillance WingCreated on January 1, 1998, the Air Surveillance Wing (ASW) is based at Ämari. It is tasked with developing the national air surveillance system to a level that enables it to detect anything in Estonian airspace and transmit accurate information regarding location and movement, on a 24/7 basis.Estonia’s national air surveillance

system is an integral component

of the NATO Integrated Air and Missile Defence System (NATINAMDS). Estonian Air Force operators are embedded throughout the chain of command, in the control and reporting centre (CRC) at Karmelava, Lithuania; the combined air operations centre (CAOC) at Uedem, Germany; and at Allied Air Command in Ramstein, Germany. In addition to collecting and

processing information gathered by surveillance systems across Estonia, the ASW provides ground controlled intercept (GCI) instruction to NATO Baltic Air Policing mission aircraft, securing the airspace over Estonia, Latvia and Lithuania.The ASW works closely with

Estonian Air Navigation Services (EANS), exchanging radar data, flight planning information and other information to achieve the most efficient and safe use of airspace.

Fixed-wing SquadronUnder the command of Captain Jüri Jürgen, the Fixed-wing Squadron operates two Antonov

An-2R Colt and two Aero L-39C Albatros aircraft. The EÕV operates the L-39s under lease from Latvia’s KS-Avia, although they are military registered.Jürgen explained: “It is easier

for the air force to have these aircraft on its own register since we perform military missions. The L-39s cannot carry weapons or countermeasures equipment due to their civilian ownership, but we fly them as training aircraft.” An original four-year lease expired late in 2014, but after six months in mid-2015 the EÕV had its L-39s back.What will happen after the

current lease period is uncertain. “I think the lease will continue, but replacement with the Pilatus PC-9 or Aero L-159 could be possible,” said Jürgen. “For us it would be very easy, since we only have five operational pilots, but it all depends on the cost. If Pilatus offered a cheaper solution, for example, then I think we could get PC-9s.”Although the EÕV is unable to

buy new aircraft due to financial and political considerations, leasing them to train the Fighter

With only 300 personnel and just eight aircraft,

the Estonian Air Force is a minor airpower player.

But its capabilities have grown rapidly

and with a new base built to support host

nation operations and the Baltic Air Policing mission, Estonia has become a true NATO

partner. Cristian Schrik/Aimhigh aviation reports



Controllers (FCs) is likely to continue. In the past, Saab offered Saab 105s free to Estonia, but the cost of keeping them airworthy was said to be higher than the lease arrangement. The same applies to the Bell AH-1 Cobra helicopter offered by the US; the cost of its weapon systems was considered˙ too high.The L-39s’ primary task is FC

interception training. Captain Jürgen noted: “We usually use an An-2 as a slow-moving target and have the FC make an interception by guiding the L-39 towards it so we can make visual identification. This way the FC learns to interpret what’s on their screen and to understand the communications.”The L-39 also flies in a close air

support (CAS) training role for Estonian ground forces, working with forward air controllers (FACs) and joint terminal attack controllers (JTACs). “We fly simulated attacks on ground targets indicated by the ground forces and manoeuvre around the target area,” Jürgen said.The An-2 light transport aircraft

are the only fixed-wing machines owned by the EÕV. “We do as much as we can with the An-2,” Jürgen claimed. The type’s primary task is parachute dropping, but its many secondary tasks include medevac – it can carry six casualties on stretchers. Aerial re-supply of ground forces is also undertaken, while installing comfortable seats turns the An-2 into a VIP aircraft. “We used it for CAS training, but with the L-39 operational we don’t anymore,” said Jürgen.During the summer the An-2

can be installed with a fire-fighting system, comprising a water tank in the cabin and equipment that mixes foam and water to create a retardant – the foam is seven times more effective than water. Jürgen recalled: “In 2007/08 we had several major forest fires and it was decided that we needed a fire-fighting capability.”The An-2 is flown at night, but

is unsuitable for night vision goggles (NVGs). “We would like to fly with NVGs, but we’d need to adjust the cockpit and lighting for compatibility,” Jürgen explained. The EÕV is also considering an upgrade to make the An-2 instrument flying rules (IFR) capable, but there is no timescale for the project.Since the EÕV does not have

a flying school, its ten fixed-wing pilots gained civil flying licences before joining. After graduating from the Air Force Academy they receive type-rating training on the An-2 or L-39.

Helicopter SquadronThe Helicopter Squadron is under the command of 1st Lieutenant (1.Lt) Loe Dominic Sillat. It operates four Robinson R44 Raven I four-seaters acquired in 2002; by mid-2015 the Helicopter Squadron had flown more than 10,000 hours on the type. Its primary roles are observation, search and patrol. “We mainly provide an air presence for our land forces, enabling a variety of helicopter operations for training before they move on to theatre,” said Sillat.During Exercise Sabre Strike

the R44 is used in ‘CAS’, reconnaissance and medevac roles, the latter simulated, since the R44 is not capable of carrying wounded personnel or medical equipment. The latest addition to the R44’s mission set is underslung load operations. Although the aircraft is limited to a 550lb (250kg) load, it provides valuable training to aircrews and ground forces.Two of the helicopters feature

a forward-looking infrared (FLIR) camera, zoom colour TV camera, live video downlink, searchlight, GPS, observation

Estonia AF TableUnit Type Reg

Ämari Air Base

Lennukite Eskadrill (Fixed Wing Sqn) An-2R 40, 41

L-39C 10, 11

Kopmerite Eskadrill (Helicopter Sqn) R-44 Clipper I 63, 64

R-44 Raven I 65, 66

* The L-39’s have been replaced since late August 2015. They are now leased from Aerohooldus Ltd and SKY LLC for the next four years and are blue colored with silver striping.

Ämari

HelsinkiSt. Petersburg

Tallinn

Gulf of Finland

Baltic Sea

Gulf of Riga

RUSSIA

LATVIA

FINLAND

ESTONIAL.Peipus

L.Vorts

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Above: Clipper I ‘64’ flies low over Estonia’s countryside during a training exercise. There are only 11 qualified pilots on the helicopter squadron, so overseas exchange postings to the UK and US serve as ideal training opportunities.Below: Serving in the light-transport role, these two An-2Rs are the only aircraft owned by the air force. A number of improvements are scheduled for the aircraft but no timescale has been set. The crews are not currently able to use NVGs during any training exercises at night.



doors and additional VHF/UHF radios. The R44’s cockpit was modified for NVG use in 2012. The Helicopter Squadron’s

engineers have all attended a one-week course at the Robinson factory in Los Angeles. Captain Rain Muru, head of the unit’s maintenance department, said: “The R44 is a small helicopter and easy to maintain. We do all our maintenance, almost up to a complete overhaul, in-house. For overhaul the R44 is shipped back to the factory. We get it back a year later and it takes three weeks of re-assembly before it’s ready to fly. An overhaul is performed after every 2,200 flying hours.”There are 11 pilots on the

Helicopter Squadron. Two of them served a four-year exchange in the UK on the Lynx, and two in the US flying the UH-60 Blackhawk. “When they returned in summer

2014 they’d gained invaluable experience of flying in different conditions, and conducted operations in combat,” said Sillat.The initial plan was to use

their expertise to train other squadron pilots, since the EÕV was expected to acquire larger and more capable helicopters. But the re-equipment was cancelled and the personnel are seeking other ways to apply their knowledge to current capabilities.Estonia’s is an unusual air force.

Serving a country of just 1.3 million people with a recovering economy, it cannot afford an offensive capability. Instead, the EÕV is focused on working with its allies, offering infrastructure and airspace. Estonia believes that the frequent, visible presence of allies and partners on its soil and in its airspace is the best guarantee for lasting stability in the region.

afm

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Ämari Air BaseThe EÕV moved into Ämari Air Base, a former Soviet Su-24 Fencer station, on May 15, 1997. Although the EÕV in-herited a large number of Soviet bases during the restoration of independ-ence, most were demilitarised in the early 1990s since Estonia had no re-quirement for extensive infrastructure. Ämari was chosen for improvement owing to its strategic location (close to a harbour, railway connections).Since Estonia became a NATO

member on April 2, 2004, Ämari has been developed to support co-oper-ation with the organisation and its partner nations. The EÕV and NATO established 15 projects for the base in 2004, gaining approval for the work in 2006. Construction began in September 2008, at the same time as the former Soviet infrastructure was demolished.Work on the main runway and

taxiways, aircraft apron, aviation fuel storage, and navigation aids, includ-ing an instrument landing system (ILS), tactical air navigation (TACAN) and non-directional beacon (NDB) formed the basis of phase one. Maintenance hangars, an engine test platform, squadron and wing opera-tions buildings, and a quick reaction alert (QRA) facility, were also erected. The project cost €51 million, NATO

paying one third of the bill. The first phase also included national projects to expand the runway and parking aprons, and add a fire and rescue station, mess facilities, base security and medical services.Defined in 2007, the second

phase added ammunition storage facilities, a fuel station, passenger terminal and base roads. It had been completed by the end of 2009 and by late 2011 work had finished

on all the joint projects. Combining the cost of the national projects with the EÕV/NATO spend, a total of €81 million was invested in Ämari. Now it provides standard airfield

and aircraft services necessary for host nation (HN) support, which includes hosting a fighter squadron of up to 14 aircraft and provid-ing turnaround for as many as 20 strategic airlifters, including the C-17 Globemaster III, moving 2,000 people and 1,000 tons of cargo in a 24-hour period.The EÕV’s major struggle is against

its limited personnel resources and it cannot provide for sustained opera-tions on the basis described above. Current manning allows for a single shift, sufficient to run the airfield to NATO standards for eight hours per day, five days per week. It was ex-pected that by late 2015 additional resources would be available so that the EÕV and Ämari could sustain round-the-clock operations, but such funding has yet to be made available.

Lieutenant-Colonel Kaupo Toodu is responsible for flying operations at Ämari. He explained the struggle for availability: “It’s not only the flying operations, but the requirements to perform them, planning training, ensuring new people get the right education and co-ordinating with the maritime and land forces if they need our assets.”The EÕV’s Aviation Group com-

prises the Fixed-wing and Helicopter Squadrons, and numbers 30 people, including pilots, technicians and support personnel. Service is on an initial five-year contract, with the possibility to serve another five years. After ten years a lifetime contract is offered, but these are rarely taken.“Because we’re so small our focus

is on surviving, since many pilots use the air force as an opportunity to acquire skills and then move on to commercial aviation after five or six years,” Toodu said. “Our pilots are almost on their limits – we have to be careful with the available time

and manpower. But the major problem is not flying personnel, it’s aircraft maintenance and timely availability. It’s tough.”With its primary focus on HN

support, the EÕV takes part in the annual Exercise Sabre Strike, which rotates between the Baltic States. Led by US Army Europe, the multina-tional exercise promotes stability and security, and strengthens internation-al military bonds between participat-ing countries.Toodu reported: “In 2012 we sup-

ported the 127th Wing of the Michigan Air National Guard, their A-10s and three KC-135s flying missions from Ämari for the first time. Our goal was to support them to the best of our abil-ity, but mostly to observe and learn.“In future I hope to get better

training and experience with fighter squadrons in HN support, mission planning, procedures and combat readiness. It is always better to learn from the masters and we’re a new air force within NATO.”The EÕV takes pride in its good

relationship with Estonia’s civilian aviation authorities, the Estonian Civil Aviation Administration (ECAA) and EANS. As a result of this co-oper-ation, the country’s airspace offers training opportunities to allied and partner nations. In May 2012 a low-level flying system was inaugurated, enabling military flying at altitudes between 500 and 2,000ft over the majority of Estonia.Supersonic flying is permitted on

request and several segregated areas (TSAs) are available for air-to-air training. Construction is under way on air-to-ground range facilities and the EÕV plans to offer close air sup-port training opportunities.

Above: After the proposed helicopter fleet upgrade was cancelled, two of the four R44s underwent a minor improvement programme that introduced a FLIR camera, live video downlink and VHF/UHF radios. The two R44 Clipper Is – one of which is seen here – remain unmodified.

Above: The facilities at Amari Air Base have been substantially upgraded since Estonia became a member of NATO in 2004. The base is able to support a fighter squadron of up to 14 aircraft, although a lack of ground personnel means this level can only be maintained for five days a week.



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Estonian Air Force-On the Front Line