Tom Cooper

Thanks Antoine, much appreciated. BTW, these books are not 'reserved for aircraft enthusiasts only': armour fans might come to their taste too, then I attempted to cover that topic as well. Thus, you can find photos and artworks of Congolese, Ugandan and even Namibian Type-59s, Type-62s, Mambas, Buffels, Casspirs, Wolf Turbos, Zimbabwean Cascavels and other stuff. Sadly, snif, as of the time when these two books were written, there was still no clarity about the look of secretive Rwandan Ratel APCs, and even less so their Tiran-5s (yup, this is no mistake: their 'main battle tanks' are ex-Egyptian T-54/55s, re-modelled and up-gunned by Israelis to Tiran-5 standard). Pity...

Steve, the reasons why the reporting about this conflict were as contradictive, can be found in what is actually 'Volume 1' of this story, the book Great Lakes Holocaust. That one is neither as 'flashy', nor as 'air warfare' related, even though outlining much of gun-running ops (from Ostend in Belgium, for example), Victor Bout's involvement, involvement of foreign mercenaries (including the near-involvement of the EO, and this based on their original documentation) etc. Contradictive is also that Rwandans - perpetrators of both wars (that of 1996-1997 that ended with removal of Mobutu's regime, and that of 1997-2003 - or actually, 'until today') - are near-fanatically dedicated to denying the Zimbabwean involvement and success on the battlefield. For them it was 'Angolans everywhere'. This is even more ironic considering that many of Rwandan officers were educated on various Zimbabwean military institutions until just a few days before the second war erupted. And since Rwandans and their Western supporters were crucial for what was reported about this war in the West... well, it was them who 'coloured the truth'. Of course, political (and economic) situation in Zimbabwe is as it is and that's not making the local military appearing an 'attractive' topic for research to many. But IMHO, one should not make the same mistake like quite a number of schoolars, and simpily ignore Zimbabwean military's involvement (or deny its proffesionalism) because Mugabe is 'unpopular', or because of his collusion with Libya (in that case). On the contrary, one of interesting aspects of researching this topic was to find out how an 'African' military the leadership of which subsequently became neck-deep involved in domestic politics, managed to maintain its profesionalism 'against all odds'. Even from 'professional' standpoint, it seems that some of other militaries should have taken Zimbabwean experiences from Congo 1998 much more seriously. Otherwise, the South Africans wouldn't have been as badly surprised during their recent deployment to the Central African Republic, for example (where they encountered almost exactly the same situation). Anyway, I have little doubts that from the standpoint of 'aviation enthusiasts' deployment of the AFZ, and its Hawks, Lynxes etc. in the DR Congo is a 'fascinating' topic. Foremost, AFAIK, this was so far the only 'serious' war to see combat deployment of the BAe/BAE HAWK. And this small jet not only proved its mettle beyond any doubt, but also appeared there wearing 'personal' insignia, and deploying 'exotic' weapons of all imaginable sorts. Alternativelly, fans of Mi-24 might find themselves happy about this book too. Alone all the different camouflage patterns applied on Angolan, Burundian, Congolese, Rwandan, Ugandan and Zimbabwean Hinds are simply fascinating.

Hope, admins might not mind some 'self-advertisment', but I guess the following might be interesting for fans of Hawk (yup, BAE Hawk). Others might like the following because it was a litte-known war that actually saw plenty of air warfare, 'obscure', even 'exotic' air forces, foreign mercenaries and similar... Anyway, between 1997 and 2001, DR Congo, supported by Angola, Namibia, Zimbabwe, Libya etc., fought back an invasion of Rwanda, Uganda, and Burundi, supported by mutiny of large parts of Congolese military. Now, some might say, 'bah, another crazy African war', or even 'who cares about that unimportant Mugabe's air force and its five planes?' But, politics (and dubious 'popularity' of certain near-dictators) by side, this was quite an air war. Also, the Air Force of Zimbabwe proved a lot more than just 'pale shade of the former Rhodesian Air Force'. The Rwandans opened this war by launching a sort of 'airborne invasion' of western DRC, and the Congolese gov called nations of the South African Defence Community for help. So it happened that the Zimbabwean Air Force deployed lots of its aircraft and helicopters - including four Hawk Mk. 60s - to Kinshasa. What followed were fierce battles fought over battlefields stretching over several thousands of kilometres, and in the course of which - and as 'impossible' as it might sound - these four Zimbabwean Hawks proved something like 'decisive weapons system' of this war. Just one example for one of 'episodes' from this conflict: can you imagine one party holding one side of the airport, and the other (Zimbabweans) holding the other, and launching their Hawks, Lynxes, K-Cars, G-Cars from that side, in order to bomb - literaly - 'the other side of the airport'? 'Impossible'? Perhaps. But, that's how the crucial part of the Battle of Kinshasa, in August 1998 was fought. I've researched this conflict - and especially air warfare during it - for more than 10 years, and results of that research can now be read in the book: 'Great Lakes Conflagration (Congo, 1997-2003)' was published in cooperation between Helion Publishing (UK) and 30 Degrees South Publishing. It contains plenty of photos of AFZ's Hawks (and even some of their pilots), plus some 15 or so colour artworks - including several with 'personal insignia' and all sorts of armament deployed by AFZ during that war. It is about to hit bookstores in the UK and elsewhere (including not only some of specialized shops, but 'even' Foyles). Alternativelly, it can be ordered from Amazon, of course.

It's interesting that you've got to see any Q-5s in that part of China any more. Shanghai is within the Nanjing MRAF, and the only unit still flying Q-5s there is the Hanghzou-Jianqiao-based 82nd Air Regiment of the 28th Ground-Attack Division. The other two regiments of that division have already converted to JH-7As. Given the examples you've seen were painted 'white', they were nearly certainly Q-5J two-seat conversion trainers of that unit (single-seat Q-5Ds of the 82nd AR are all painted green overall). Alternativelly, they might have been some of (very rare) Q-5Ls (which are single-seaters, but compatible with indigenous LGBs): none has been reported as operational by the 82nd AR by now, but if there were any, they are usually painted white too. Anyway, if you're curious to build one of aircraft of that unit: their serials are in range 30x9x, from 01- to 49 (i.e. the first plane assigned to the 82nd AR would be 30091, the last 30499): those on Q-5Js are applied in bright red, those on Q-5Ds in white.

So, here the 'official reply' from Cuba: PFMs in Cuba wore serials in the three hundred range (from 360 thru 384). Six hundred were BIS squadrons and five hundred (from 510 thru 521), the 21MF squadron. MFs were his absolute favourites: lighter and more manoeuvreable than any other version he flew.

Well, what should be the use of nerds like me - but to find out what exactly was the case? ;-)

'Too late': already fired my inquiry to Cuba. This with PFMs really got me curious: I know about one batch delivered in the 1960s. Those serialled in range 3xx. But never heard about another batch serialled in range 6xx. Namely, I know that the DAAFAR was actually so small that even at the peak of its strength, during the 1980s - when 'most' of their fighter-pilots were serving in Angola - Soviets had to deploy their personnel and aircraft to provide air defence services to Cuba. Yet the point was: in Angola, 'all these many' Cuban figther pilots were barely enough to man two squadrons (one flying MiG-21MFs, later bis, and one flying MiG-23MLs).

That at Farnborough was one of demonstrators, AFAIK. BTW, except for 'genuine' F.Mk. 53s, the Saudis have got a few of ex-RAF F.Mk. 2s re-worked to F.Mk. 53-similar standard. I think this was one of those: http://3.bp.blogspot.com/-xR--r6C2UZE/TxSLe_HIp5I/AAAAAAAAAyI/sUpA7KEgaEo/s1600/25-BAC+LIGHTNING.JPG Guess, Rich is now going to love the highly-polished finish (and all the 'patches' of white with maintenance and warning instructions) - but they really looked that while still in service.

Thx, Enzo. 668 is clearly a MiG-21bis (one of a handfull they're still operating) - and just like 656, 664, 672 (flown to USA back in the 1993), 682, 688 etc. 665 was also a MiG-21bis (don't know if it's still operational). 618... never sa a photo of that plane. Only of 518 (which was a M/MF, just like 511, 514, 516, 517 etc.). I would also be very surprised if there were any Cuban MiG-21PFMs with serials in 6xx range. Those I know were all serialled in 3xx range (like 378, 384 etc.). Generally, there were never 'many' MiG-21s on Cuba: it was rather so that their propaganda did its best to make everybody believe the DAAFAR was some sort of a 'huge' air force. This went so far that most of their 'regiments' operated just one, small squadron of 8-10 aircraft. But, if you like, I'll check with 'my' Cuban Colonel. He helped a lot when we're working on African MiGs, and I guess he'll not mind if I ask him to check with his log books.

...and then there were ATM-54s, which were dedicated training rounds, painted blue from tip to toe and having white bands/strips/rings - and all other stencilling... BTW: As a Tomcat-fanatic and convinced- and practicing AIM-54 Phoenix-fan, I feel I first have to thank you for not declaring the AIM-54 a 'long-range bomber- & cruise missiles killer only', as is usually done. Seriously, the weapon 'worked wonders' at short range too. For example, it turned out Iranian F-14s haven't had their AIM-9s and AIM-7s integrated to the plane, early during the war with Iraq. That's why Iranians flew their Tomcats armed with guns and AIM-54s only during this period (that's also the reason why the first ever kill scored by Tomcat was a Mi-25 shot down by cannon, and why the shortest ranges at which Phoenix scored kills were 7 and 12 miles).

Anybody thinking of some RSAF or KAF Lightnings? Guess that a F.Mk. 53 with all the 'feathers' it could carry above and below wings might be an interesting topic. BTW, I'll be at Telford as well. One can usually find me around the stand of The Aviation Bookshop. So, if I might help with any kind of tips, feel free to saturate me with questions there.

Can you tell me what Cuban MiG-21MF would you like to build?

^^Indeed! Considering 'Donald' was delivering 'tons' of technical specifications of all the avionics for MiG-29, Su-27, MiG-31 etc. (and especially guidance systems for associated missiles) already since 1979, I doubt the look of the aircraft in question was anything like 'secret' to the CIA, Pentagon etc. The damage he caused was such, that the USSR never recovered (there was neither money nor time left).

According to recollections of their former pilots and technicians, and when it comes to 80 Czechoslovak-built MiG-15bis' delievered in period October-December 1955 (these were the only MiG-15bis' in Egyptian service as of October/November 1956): - Internal surfaces of aircraft received a coating of lacquer without aluminium powder, thus appearing gold-tinted as result. Whether this changed, later on, is a different story. I'm not sure if I have colour photos of wheel bays of Egyptian MiG-15s from those times: But I did take few photos of wheel bays of Iraqi MiG-15s and MiG-17s on display at the IrAF Museum (Green Zone in Baghad). Just can't find them right now...

Lovely! I've got quite a few of these (the oldest Western publication with 'MiGs' in my collection is from around 1958!), and it's always so interesting to read all the 'guessing' about Soviet aircraft from back then. BTW, keep in mind: the artists drawing these MiG-29s and Su-27s haven't had anything else but sat photos of 'Ramenoskoye Air Base' (Zhukovskiy): i.e. shots with then 'fantastic' resolution (nowadays not even suitable for print), and showing prototype aircraft from the top only.

Oh my, that's really a bad intake. What a pity. I simply do not understand why such things happen: haven't the constructors of that kit ever seen any photo of a MiG-21?

I'm a former modeller, so I very much share the passion of 'finding the last detail'. Actually, I started researching and writing because - between others - I wanted to build such planes like Iranian F-4s and Pakistani F-104s, back in the 1970s - but couldn't find any kind of useful source of reference (these were true 'rarities' back then: everybody was building Spitfires, Hurricanes and Tempests; only a few found at least Hunter or Lightning for 'interesting'). So, Fujimi kit is a bis, acting like MF? Guess, you'll have a lot to do with the front fuselage and intake then, because - AFAIK - this is entirely wrong. It's an outright tragedy that even as of 2013, one of best 1:72 MiG-21MF kits is the KP's old one... Otherwise, re-modelling the spin of a MiG-21bis to that of MF (or versa-vice) is - AFAIK - no big deal. Re. later mark MiG-21s and Arab MiGs series: the answer to your question is 'somewhere in between'. It is so that Algeria, Egypt, Iraq and Syria began ordering - and receiving - MiG-21FLs and MiG-21PFMs already in 1966. Quite a few of these were flown in combat during June 1967 War. However, when the Soviets started delivering replacements in the days after that war (foremost to Egypt, less so to Syria, and none to others), they were delivering older MiG-21PFs, though 'upgraded' to MiG-21PFM-similar standard through installation of housing for braking-parachute on the base of the fin, SPS-flaps etc., and designated 'MiG-21PFS'. Because the Soviets were involved in detente with the West at that time, they didn't want 'the Arabs' to achieve ability to start a war with Israel. Correspondingly, Moscow was extremely reluctant to deliver more advanced armament for most of period between 1967 and 1970. It was only after Soviet MiG-21s arrived in Egypt in February-March 1970 - these were MiG-21SMs (2nd+ generation) - that MiG-21Rs, and then 3rd gen MiG-21MFs were offered to Arabs as well. That's why most of Arab MiGs Vol.4 - which is covering the period 1967-1970 - is still describing ops of earlier, '2nd generation' MiG-21s (like F-13s, PFS', FLs, and PFMs). Difference is: as used in period 1967-1970, these aircraft were camouflaged, which was not the case with aircraft used during periods described in Vols 1, 2 and 3. The next Volume (5) is to become the first of two to cover October 1973 War, and that was when all the MiGs were camouflaged, and there were already plenty of MFs in service. It seems that Ethiopia was the first export customer for MiG-21bis variant outside the Warsaw Pact: it received its first bis' in November/December 1977, and deployed them in combat against Somalia already two months later. But, Ethiopia is a different story (no 'Arabs' and that country received wholehearted Soviet support). Indeed, because Egypt broke its relations to Moscow in period 1974-1976, it never received any bis (nor launched domestic production of MFs, as planned). That's why the first war in which this variant was deployed in combat by 'Arabs' was Lebanon (Syrian MiG-21bis' in September 1979), followed by Iran-Iraq War (September 1980).

Thx Rich. Slightly off topic: 'guess you might then like some of this stuff too... http://www.youtube.com/watch?v=okkRmj-De2Y http://www.youtube.com/watch?v=JcIlibsl2R0 http://www.youtube.com/watch?v=jvlsiTUli2s http://www.youtube.com/watch?v=pFnSJnzIM8I Perhaps some 'motivating takes' there? ********** Col, I'm happy to help. And since I have few minutes left for my final smoke of the day... here few things about Fujimi's 'Jay Fighter': - The camo pattern there (red-brown and sand) is definitely wrong, serial too. - Serial that looks like 'JAY' actually reads 681. Now, despite all the search over the years, I really have no clue from where has Fujimi (or anybody else) got its 'reference material' for that aircraft. But, one thing is sure: applying such a camo pattern and such a serial on any Iraqi MiG-21MF or MiG-21bis (I do not recall what is Fujimi claiming that modell to represent: MF or bis?), is completely wrong. Namely, from 1931 (establishment of the Iraqi Air Force), until 1988, the IrAF was applying serials on its aircraft in order of their delivery. So, the first ever Iraqi military aircraft was a deHavilland DH.60 serialled '1', the second was DH.60 '2'....'394' was the first Hunter (F.Mk 6) ever delivered to Iraq (because that was 394th military aircraft received by the IrAF) etc. Correspondingly, '681' was one of 20 MiG-21FLs delivered starting in late 1966 (oh, and keep in mind: these were actually early PFMs, but Iraqis called them 'FL' because of influence of their Indian instructors; otherwise, 'FL' was 'Type 77' - and as such manufactured for or in India only). These planes served most of their career with No. 17 Squadron, which acted as FTU for all future Iraqi MiG-21-pilots, and thus saw little combat. Although I know one of No. 17 Squadron's FLs that scored a confirmed kill against an IRIAF F-4E, in September 1980, this happened quite close to that unit's contemporary base outside Tikrit, deep inside Iraq. However, generally, these MiG-21s were very old by that time, and thus flown rarealy. Plus, they never ventured anywhere close to the Iranian border - while Iranian F-14s very seldom flew into Iraqi airspace. So, I somehow doubt that 'JAY' ever met '3-6020', like depicted on Fujimi's cover... (Funny point here: certain Russian author, let's call him 'YG', saw somewhere some model of an 'Iraqi Su-7B' with serial 681 from Fujimi's box glued on it, and promptly declared that there was an Iraqi Su-7 with such serial, in one of his books ). Regarding paints: Iraqi MiG-21FLs were originally delivered in 'natural metall overall' (roughly similar to FS17178 for modellers, but in reality this consisted of two layers of clear lacquer with 5 and 8 percent of aluminium powder, respectivelly, applied directly over 'bare metall'). Some have got something like an 'anti-glare panel' applied in matt black over the entire cover of their avionics bay (see the cover artwork on Arab MiGs Volume 3, but this was rather an exception from the rule. They have received camo colours (BS381C/388 beige and BS381C/283 green) on top surfaces around the times of the October 1973 Arab-Israeli War only. However, I never saw a single photo (or ever heard) of any Iraqi MiG-21s painted in sand and brown, so I doubt that detail too. Anyway, if you want to build that Fujimi MiG-21 into something authentic, there are some 'striking' camo patterns, no problem - and some 'remarkable' aircraft. Especially so if Fujimi's kit should depict a MiG-21MF. Just for example, 'the most famous Arab MiG-21' in my opinion was a certain IrAF MiG-21 with a kill marking for an Israeli Mirage from October 1973 War and a kill marking for an Iranian Phantom from September 1980.

A note that might be of some relevance for few people involved in this GB: Since the team working on Arab MiGs Volume 5 (which is planned for publishing in September or October 2014) is presently starting the work on coverage of the 1973 Arab-Israeli War, we 'can't avoid' entering such topics like an Egyptian MiG-21F-13 (and then, apparently, one of 30 Czechoslovak-built examples) with three kill markings, or an Iraqi MiG-21MF with two kill markings (one for an Israeli Mirage, claimed in 1973, and one for an Iranian F-4E Phantom, claimed in 1980). While we've got most of the details about them, the research about these two aircraft is still going on. Given we've got quite specific references regarding a number of other 'Mirage/Phantom killers' (especially an Egyptian MiG-21PFM that got at least one - confirmed - Mirage kill during the War of Attrition), I'm confident we'll get more precise details on the two-above mentioned examples (than available so far) too. So, if anybody might be curious to build such 21s, let me know.

K, since we're at ranting about editors, publishers and (specific) authors: hardly anybody I met so far is ready to believe what a mess 'even' Jane's editors are doing with any kind of authentic material that is 'not fitting' their ideas about how things look and function in specific parts of the world. So, no surprise if many other editors are doing exactly the same... On the other hand: nowadays one must hope and pray that the publisher in question is editing the manuscript at all. Namely, most of book-publishers don't have editors, or if, they're not editing manuscripts. Accountants are 'more important' - and they know everything better... What a surprise then, that the 'business' of specific characters - especially those who sign as authors but actually act as editors for a small army of miserably-paid 'ghost writers' that are primarily scrounging internet for info that's to their predilection - is 'flourishing': nothing makes accountants more happy but 'load of photos + text (no matter what BS) as gap-filler'.

Amen! Though, I would like to add that the few books published by Piotr are in a class of their own (like Lotnictwo Wojskowe Rosiji). He's still 'in business', but nowadays foremost busy with things that bring money: namely, writing aviation-related books is bringing no income any more. BTW, one of major reasons why he wasn't requested to publish more (in the West) was the 'availability' of specific other character with 'working practices' that are even more dubious (than those of HHS), and who is foremost renown for publishing supposed 'bibles' that are full of incredible mistakes and copyright violations.

The point was this: the EAF had some 120 fully qualified pilots, converted to 80 MiG-15bis' (79 were actually available; MiG-15UTIs were Soviet-built, and should be added to this number, but how many were delivered by 29 October remains unknown), 12 MiG-17Fs (6 were available) and 20 Il-28s. Furthermore it had some 250 other pilots that were anywhere in between the process of training, qualifications and conversion from remaining Vampires, Meteors and Spitfires to Czechoslovak/Soviet-made equipment, when Israel attacked. Then, initially, nobody thought this would be a 'war': for the first day, the Egyptians thought there is 'another Israeli raid on the Sinai'. Thus, anybody that didn't complete his conversion to a MiG, was flying Vampires, Meteors and even Spitfires into combat (Hossny Moubarak for example, who served as IP at the Academy, flew at least two combat sorties on Spitfire F.Mk 22s). So, because there were two times as many such pilots (as those that converted to MiGs etc.), but also because nearly two thirds of all of these pilots - no matter what they flew in 1956 - have left the service (for whatever reasons) in the 1950s and 1960s, or died (in combat, accidents etc.) by 1974, we usually get to learn only very little about ops of Egyptian MiG-15s, and even less so about ops of MiG-17s, during the 1956 War. Anyway, MiG-17Fs were something like 'silver bullet' in 1956 (I'm talking here about the days prior to Anglo-French invasion): held back and primarily used for defence of Cairo. MiG-15s flew top cover for Vampires and Meteors, plus ground attack. Correspondingly, and because the IDF/AF actually managed little else but provoking one air combat over Kabrit AB, and even its provision of top cover for paras on Mitla was rather 'sporadic' by nature, MiG-15s saw much more air combat than MiG-17s.

Mike, sorry, but option 3 (MiG-17's drop tanks) on EAF MiG-15bis from October/November 1956 would be definitely wrong. All the photos from that period - plus most of those from up to around 1958 (i.e. photos showing EAF MiG-15bis in their old, green-white-green markings) - show them carrying slipper type drop tanks. For reference: it might sound as 'cheap advertisment', but for Egyptian MiG-15s - whether in regards of their markings (including serials!), equipment, etc. - there's simply nothing better but Arab MiGs Vols 1 and 2. They're no 'photo albums' and rather on weighty side - though not in regards of 'last rivet': we're simply stuffing them with all relevant operational data and photos.

I think I should have a photo of Kamok's plane flown to Austria, somewhere. (At least I'm 100% sure to have a photo of the MiG-15bis 'UF-40' landed at Schwechat IAP by Egyptian pilot Abdel Moneim el-Shennawy, in May 1957.) Let me check...