Toju200:
i pray it's the block 3 Lord I pray

For this initial 3 units, I think we would be looking at Block 2 JF-17s.

The Block 3 is coming out later this year, it won't be ready in time for exports this year.

Let's also not forget the Block 2 can be upgraded with AESA radar too.

KDF AW-103

On a side note, the Nigerian Air Force is buying 5x units of AW-109K and 1x unit of AW-103

Nigerian Navy SBS

SAAF Hawk pilot.

SAAF student pilot.

SAAF Hawks

Henry240:

For this initial 3 units, I think we would be looking at Block 2 JF-17s.

The Block 3 is coming out later this year, it won't be ready in time for exports this year.

Let's also not forget the Block 2 can be upgraded with AESA radar too.

i know but we placed an order before Myanmar and they got their before us.... while on the Wikipedia page they said the jf17 Nigeria is acquiring is rumoured to be the block 3 version... perhaps

Peacekeeping

Toju200:
i know but we placed an order before Myanmar and they got their before us.... while on the Wikipedia page they said the jf17 Nigeria is acquiring is rumoured to be the block 3 version... perhaps

make una die this talk about jf17 abeg

Toju200:
i know but we placed an order before Myanmar and they got their before us.... while on the Wikipedia page they said the jf17 Nigeria is acquiring is rumoured to be the block 3 version... perhaps

Wikipedia can be updated by everyone including you and I. It's not a credible reference for information.

We might have ordered before Myanmar, but Myanmar went through China, however Nigeria is going through Pakistan. Different channels and lines hence the Delay.

[quote author=MiddleDimension post=79223812]

make una die this talk about jf17 abeg[/quoe]

Nigerian navy SBS

Henry240:

Wikipedia can be updated by everyone including you and I. It's not a credible reference for information.

We might have ordered before Myanmar, but Myanmar went through China, however Nigeria is going through Pakistan. Different channels and lines hence the Delay.

That's why Wikipedia it's not a reliable source to get information.

Nigerian Air Force Police conducting force protection training in complex air ground environment.

SA Navy testing new locally designed submarine escape system.

P.S The escape system is fitted inside the tower of the submarine.

https://www.youtube.com/watch?v=KZemmpVgBjc

jln115:

Maybe its like this in Nigeria but in the majority of the world, Air Force bases are not Co-located with civilian Air ports.....certainly not in South Africa....and certainly not the vast majority of countries in the world as you stated!!

P.S Not a single squadron in the entire SAAF is located at a civilian Airport......Literally not a single one

A simple Wiki search sir

https://en.wikipedia.org/wiki/Joint-use_airport
https://en.wikipedia.org/wiki/Burlington_International_Airport USA
https://en.wikipedia.org/wiki/RAAF_Base_Wagga Australia
https://en.wikipedia.org/wiki/RAAF_Base_Townsville Australia
https://en.wikipedia.org/wiki/Nakhchivan_International_Airport Azerbaijan
https://en.wikipedia.org/wiki/Beijing_Nanyuan_Airport China
https://en.wikipedia.org/wiki/Ibaraki_Airport Japan
https://en.wikipedia.org/wiki/Chandigarh_Airport India

Also, in South Africa we have/had
https://en.wikipedia.org/wiki/Air_Force_Base_Durban Home of 15 Squadron (BK117, Oryx). Based at the old Durban Airport.
https://en.wikipedia.org/wiki/Air_Force_Base_Bloemspruit Home of 16 Squadron (Rooivalk) and 87 Helicopter Flying School. Based at the Bloemfontein International Airport
https://en.wikipedia.org/wiki/Air_Force_Base_Hoedspruit Home of 19 Squadron (Puma). Shared with the Eastgate Airport

Toju200:
actually kainji is not d only pure AFB. Home of the agressors in yola is a pure AFB,SOF portharcourt is a pure AFB.we do have more than one AFB in a state some in civilian airports.just like in warri here where I live

You are correct brother man.

My misunderstanding with him is as to whether it is normal for AFBs to co-locate with airports or not.

saengine:
SA Navy testing new locally designed submarine escape system.

P.S The escape system is fitted inside the tower of the submarine.

Submarine escape suit
Wonder to what depth it is rated , 200 m is the rough global benchmark

Henry240:
KDF AW-103

On a side note, the Nigerian Air Force is buying 5x units of AW-109K and 1x unit of AW-103

Just hearing this: good news anyway.

Odunayaw, another one for your collection:

“By late 1986 the idea of destroying FAPLA MiG-21s and -23s on the runways of the air bases at Menongue and Lubango had been on the cards for months. Legendary Small Teams operator Captain André “Diedies” Diedericks of 5 Reconnaissance Regiment was certain he could convince the army bosses to send a small team to do the job, as it was virtually impossible to infiltrate a fighting patrol onto either of the targets.

Both airfields were exceptionally well protected, had open cultivated lands for kilometres around them and had a spread of FAPLA, Cuban and SWAPO deployments in the vicinity.

At that point, the MiGs ensured that FAPLA had air superiority in southern Angola. They had the advantage of holding time, or time-over-target, as they had a mere 60 to 80 km to fly to the combat zones. Menongue would be the first target, mainly because fighters were operating from there against the South African forces deployed at Cuito Cuanavale, but also because it was considered an “easier” target than Lubango.

For the Menongue target we decided that three of us, Diedies, fellow operator Neves Matias and I, would approach the outskirts of town, and that Neves would remain on the high ground to maintain radio comms with the Tactical HQ while Diedies and I did the final penetration.

A few days after arriving at Rundu, we were called for a rather disconcerting intelligence update. According to information gleaned from UNITA, the MiGs were allegedly guarded by FAPLA troops who slept underneath them.

Two Pumas transported us to a UNITA base approximately 80 km southeast of Menongue where we had to wait a while for our transport and for the right moon phase. At the drop-off point the UNITA soldiers who accompanied us established a temporary base where they would wait for our return. The doctor remained with them, while Diedies, Neves and I started the approach to the target.

Even though the Menongue airfield might have been easier to penetrate than Lubango, it was an exceptionally difficult target to reach due to the open fields surrounding the town. Furthermore, the Angolan militia, a uniformed citizen force equipped with rifles, had the nasty habit of patrolling from kraal to kraal, occasionally shooting, apparently at random and at no specific target. This was quite nerve-racking to a team hidden in the undergrowth.

During the planning and rehearsals, Diedies and I had agreed that I would navigate to the target, while he would lead the way once inside. The standard procedure by that time was that he would be in front without night-vision goggles, relying on his senses only, while I would bring up the rear with night vision. The reason for this was that the person with the night sights would be temporarily blinded every time he removed the instrument from the eyes.

At first light we found ourselves on the edge of the cultivated lands. Hiding places were scarce, but we managed to crawl under a thicket, where Diedies covered me up with leaves and grass, then crawled in close for me to cover him. We were lieing close together on our backs, the one's head by the other's feet, weapons at the ready. This provided us with good all-round observation. For drinking water, each had a tube leading from the water bag inside the kit. For nourishment we would snack on energy bars or nuts at the quietest time of day - when the sun was at its highest and sound and smell did not travel far.

The biggest challenge was waiting for the day to pass. Boredom can bring on all kinds of negative thoughts, and the fear of being compromised is an ever-present companion. That day proved to be a particularly demanding one. There was much shooting and yelling all around us, to such an extent that we thought our tracks had been discovered.

By about 09:00 two youngsters made their appearance and climbed a tree overlooking our hide. The next moment they started chopping away at the higher branches and spent the whole day trimming the tree away to a stump. Most of the time one of the tree-choppers was almost directly above us.

Late that afternoon we heard considerable jet aircraft activity in the direction of our target, which made us wonder whether they had been scrambled for a mission.

It was not yet dark when we crawled out of our hiding place and started moving. Time was of the essence - we had to be on target by 01:00. We had set 02:00 as final cut-off to move out, because it would take three hours to get back to the tree line before first light. We had just started moving when we bumped into an old man returning from his fields. Diedies kept his cool and spoke to him in Portuguese, urging him to get back to his house as it was getting late. Luckily he didn't put up an argument and scuttled off.

By midnight we had reached the river just east of the runway. The aerial photography had not told us how deep and marshy it was, and it took more than two hours to cross. At some point during the crossing one of my feet got stuck in the mud and my anti-track cover got left behind.

After crossing the river, we followed a road that led straight to the runway, and soon bumped into a checkpoint with some guards, complete with a boom gate and a dug-in tank in a defensive firing position. It took us an hour to skirt the position, moving extremely slowly as we did not know if there were any troops lying in trenches.

By 03:00 we reached the eastern end of the runway. It was already an hour past our cut-off time and we hadn't even seen an aircraft. We decided there and then to get out before daylight. I led the way, and we were still inside the base when the first faint light of day appeared in the east. We covered the last two kilometres to the relative safety of the tree line in broad daylight, praying that we wouldn't encounter security patrols that early in the morning.

By 06:00 we moved into dense bush and just kept going. Diedies was out of water and we had to share my half-litre. We had been going for thirty-six hours, and it was starting to take its toll. By 09:00 Diedies was severely dehydrated and I was in no position to assist him.

At last we were forced to sit down for a brief rest. As we looked back on our route, Diedies managed to say, through parched lips, “Kosie'tjie, hierdie is kak [This is a load of crap].” “Dit was laaste. Ek kruip nie weer in terr basisse rond nie. Nooit weer nie! [Never again. I'm not going to crawl around terrorist bases ever again].”

I couldn't agree more, and I told him so. Then we each popped one of the performance-enhancing amphetamines we used to carry for such emergencies, and used the induced energy to cover distance. About four hours later, as the midday heat was at its most intense and the drugs started to wear off, Diedies suddenly stopped. Clearly at the end of his tether, he sat down and called me back.

Finding it almost impossible to speak, my colleague croaked, “I've given it some thought. What if we go back tomorrow night? We are now familiar with the target and with the shortest route to it. We know where to cross the river. We know where the guard post is. We can do it.”

I was flabbergasted. He was completely spent, and yet was already making plans to return to the target.

“Just think about it; they don't know about us,” Diedies maintained. “We have all the advantage we need.”

Such was the nature of the man. Even his most exhausted moments he would look at a situation with the clearest perspective and force his mind to look beyond his physical suffering.

“Okay,” I finally said, “I'll think about it, but first let's find the rest of the guys.”

We popped another amphetamine pill and kept moving. By the time we found the first UNITA guys that afternoon, Diedies was leaning on me for support, barely able to walk. Neves had already moved back, not knowing whether we'd been captured or not, and was happy to see us safe.

The doctor immediately put Diedies on a drip and suggested we each take a Valium to get some decent sleep. Over a hot meal we discussed the prospect of approaching the target again the following night. Neves had, in the meantime, made comms and given the Tac HQ a brief rundown of the situation. I prepared a message on Diedies' instructions, motivating for a second penetration attempt.

Before last light we again heard much aircraft activity in the direction of Menongue. It sounded like fighters taking off. I took my Valium and fell into a deep and dreamless sleep.

Diedies and I were up before first light.

We decided to leave Neves at the temporary base, where he could maintain radio comms with the Tac HQ and, if necessary, orchestrate a search and rescue. We were off just after first light, and this time I wasted no time in navigating to the best position for us to penetrate.

We did much better on time, and by 20:00 that night I had skirted the marshy river area where we had wasted so much time two nights before.

Diedies took the lead after the river. As adept as I was at map and compass work, he had a knack for memorising a target and working it along the planned penetration route. This time we reached the runway by 02:00.

We kept going, maintaining a low profile on the runway. Suddenly I heard a noise behind us and pushed Diedies down firmly. It was the strangest noise, as if a light steel object was being rolled rapidly in our direction. The next moment a dog came trotting past us on the runway, not noticing us even though we were barely three metres away. It ran past us and disappeared, leaving two shaken but very relieved operators on the tarmac.

We reached the hardstand in front of the main terminal building. As there was some light coming from the buildings, I could see quite clearly with the night-vision goggles. But there were no jets. The only two aircraft I could see were a smallish prop job and an Mi-17 transport helicopter, nothing else.

“I see no MiGs,” I said in a whisper.

“What do you mean, no MiGs? We're not looking in the right place …”

He pulled out his night vision from the special harness and brought it to his face. No fighter planes. Then it hit us, right there in the dark, on the tarmac, deep in the Angolan war zone. They didn't put troops under the MiGs to guard them; they actually flew the aircraft out to a safe place every night! That was the jet activity we had heard the two previous nights.

We were devastated to realise that all our efforts and our mission were in vain. We approached the transport on the tarmac and saw that it was unserviceable. When I quietly suggested to Diedies that we should plant devices on the two aircraft, he just waved his arms; it would have been futile to give the game away at that point. All that remained was to exfiltrate quietly and rethink the whole operation. We moved out fast.

Shortly after our return we received confirmation via the intelligence channel that FAPLA evacuated the fighters every afternoon from Menongue to Bié, which was considered safer. This was excellent information, fresh and accurate, but unfortunately three weeks too late.”



* This is an extract from Recce by Koos Stadler published by Tafelberg and sold at a recommended retail price of R225.



Author bio
Koos Stadler is a former Special Forces colonel in the SANDF and a recipient of the Honoris Crux (bronze) for bravery. He was involved in numerous strategic operations behind enemy lines for five years of the Border War as a member of one of the Recces’ legendary small teams.

frumentius, Thanks! Just nearly sad I can't get this book

Odunayaw:
frumentius, Thanks! Just nearly sad I can't get this book

Here you go: you have 30 days to read it free on SCRIBD

https://www.scribd.com/book/279978318/Recce-Small-Team-Missions-Behind-Enemy-Lines

frumentius:


Here you go: you have 30 days to read it free on SCRIBD

https://www.scribd.com/book/279978318/Recce-Small-Team-Missions-Behind-Enemy-Lines

Thank You!!!!

DaV8King:


A simple Wiki search sir

https://en.wikipedia.org/wiki/Joint-use_airport
https://en.wikipedia.org/wiki/Burlington_International_Airport USA
https://en.wikipedia.org/wiki/RAAF_Base_Wagga Australia
https://en.wikipedia.org/wiki/RAAF_Base_Townsville Australia
https://en.wikipedia.org/wiki/Nakhchivan_International_Airport Azerbaijan
https://en.wikipedia.org/wiki/Beijing_Nanyuan_Airport China
https://en.wikipedia.org/wiki/Ibaraki_Airport Japan
https://en.wikipedia.org/wiki/Chandigarh_Airport India

Also, in South Africa we have/had
https://en.wikipedia.org/wiki/Air_Force_Base_Durban Home of 15 Squadron (BK117, Oryx). Based at the old Durban Airport.
https://en.wikipedia.org/wiki/Air_Force_Base_Bloemspruit Home of 16 Squadron (Rooivalk) and 87 Helicopter Flying School. Based at the Bloemfontein International Airport
https://en.wikipedia.org/wiki/Air_Force_Base_Hoedspruit Home of 19 Squadron (Puma). Shared with the Eastgate Airport

Durban, Bloemspruit and hoedspruit are all helicopter basis that don't need massive runways.... But Anyway I will concede to your point.....and as much as I hate to admit it... I was wrong!!

South Africa's Electronic Warfare Capabilities

The Council for Scientific and Industrial Research (CSIR) continues to deliver its Digital Radio Frequency Memory (DRFM) devices, used in electronic warfare applications, to customers around the world.

The CSIR said the DRFM is at Technology Readiness Level nine (the system is used in operational conditions) and has been used in laboratories and in field deployments with end users on five continents, against operational surface and air-based radar systems. Currently, the CSIR is delivering the fifth generation of this system to an end user. In total, more than 110 DRFMs have been delivered over the past 20 years.

Digital Radio Frequency Memory devices are typically used in operational systems such as fighters to generate jamming waveforms that would protect it against radar threats. The DRFM receives a radio frequency emission from a threat radar then modulates the signal and returns a delayed version of the radar emission to the radar, creating a false target for spoofing or jamming the threat radar system.

The CSIR said its DRFM is highly programmable, operates over a wide frequency band and is able to generate high fidelity emissions. The DRFM is used in CSIR laboratories and forms the core of its Electronic Warfare (EW) Environment Simulator Systems. These EW projects evaluate a radar’s robustness against jamming as well as providing acceptance testing of new radars; research and development in radar technology; training of both pilots and incoming engineers; and doctrine development.

“Several similar products exist in the world, but capabilities of the CSIR product have been proven to be unique,” the Council said. The CSIR system is also not ITAR (International Traffic in Arms Regulations) controlled.

Simulators

The DRFM device is used to test and evaluate electronic warfare and radar equipment. The CSIR has dedicated simulators, including a radar test and evaluation system which can simulate targets with electromagnetic countermeasures and environmental clutter. The system can be used to evaluate a radar’s robustness against jamming, in the acceptance of new radars, training and research and development.

This radar test/simulation technology has been developed over 20 years and is now in its fifth generation. It has been used by the South African National Defence Force for radar testing, as well as users on five continents against operational surface and air-based radar systems. “A solid international market exists – with return clients – in the Far East,” the CSIR said. International contract funding is currently supporting the technology.

Whilst competing products do exist, the CSIR says it has published evidence it outperforms competitors in certain areas and the system is also not controlled by ITAR. “This ensures the system is designed around end user requirements.”

Aside from its radar simulator, the CSIR has developed its Sensors and Electronic Warfare Engagement Simulation (SEWES) system, in which any number of platforms, consisting of any number of sensors and EW systems, can engage with each other.

SEWES is used by defence research institutes for electronic warfare effectiveness evaluation, doctrine development and training. Decision makers can simulate ‘what if’ questions using SEWES to develop and evaluate doctrine.

Naval, air and ground platforms can be added to the simulator, with each platform having its own command and control centre from where all interactions between system models are controlled and observed. Engagement scenarios are visualised in a 3D environment.

“SEWES is clearly viewed as one of the most advanced EW simulators in the world,” the CSIR said. “It is currently licensed to a number of users such as defence research institutes internationally.”

Image: CSIR DRFM module

Nigerian Air Force EC-135 Door Gunner, M2 Browning Heavy Machine Gun.

jln115:

Durban, Bloemspruit and hoedspruit are all helicopter basis that don't need massive runways.... But Anyway I will concede to your point.....and as much as I hate to admit it... I was wrong!!

Thanks Sir for the very logical and mature argument.

Pushed me to learn more about SAAF too

NIS trainees during basic weapons training last month.

Off Topic

Russian & Japanese sailors

More of AJ and AR jr

NAF HELICOPTER CRASH-LANDS WHILE RETURNING FROM COMBAT MISSION IN KATSINA

A Nigerian Air Force (NAF) Helicopter has crashed in the process of landing while returning from an anti-armed banditry combat mission in the Northwest Theatre under Operation HADARAN DAJI. Details of the cause of the incident, which occurred at the Katsina Airport at about 3.30pm today, 12 June 2019, are still scanty. However, there was no loss of life, either of persons on board the helicopter or on the ground.

The Chief of the Air Staff (CAS), Air Marshal Sadique Abubakar, has immediately directed the constitution of a Board of Inquiry to determine the exact cause of the incident. The NAF continues to solicit the understanding and support of the general public as it daily strives to ensure the security of Nigeria and Nigerians.

IBIKUNLE DARAMOLA
Air Commodore
Director of Public Relations and Information
Nigerian Air Force

jteku:
NAF HELICOPTER CRASH-LANDS WHILE RETURNING FROM COMBAT MISSION IN KATSINA

A Nigerian Air Force (NAF) Helicopter has crashed in the process of landing while returning from an anti-armed banditry combat mission in the Northwest Theatre under Operation HADARAN DAJI. Details of the cause of the incident, which occurred at the Katsina Airport at about 3.30pm today, 12 June 2019, are still scanty. However, there was no loss of life, either of persons on board the helicopter or on the ground.

The Chief of the Air Staff (CAS), Air Marshal Sadique Abubakar, has immediately directed the constitution of a Board of Inquiry to determine the exact cause of the incident. The NAF continues to solicit the understanding and support of the general public as it daily strives to ensure the security of Nigeria and Nigerians.

IBIKUNLE DARAMOLA
Air Commodore
Director of Public Relations and Information
Nigerian Air Force

.thank God no life was lost....and it was a crash land so overhaul work would be easier