THE DEVIL’S LAIR
In 2017 we were privileged to document Royal Air Force operations in the Falkland Islands and the rarely seen Typhoons of 1435 Flight. Briefing with the units of 905 Expeditionary Air Wing, we captured some unique and historical imagery over the course of two months and remain very grateful to the deployed crews, OC 1435 Flight and OC 1312 Flight, the Typhoon and Hercules Force Commanders, as well as Air Officers Commanding No.1 and No.2 Group for their support in constructing this article and the images which go with it. Sincere and heartfelt thanks are due to the deployed media officers and to RAF Air Command for approval to create and release this article.
Closing up for a visual identification (V-ID) of a radar contact amongst the clouds over West Falkland, these two armed Typhoons stand ready to defend the islanders and British military installations from any aggressive marauding aircraft that may encroach into sovereign airspace.
Photography by Andy Donovan.
It was an unparalleled privilege to work so closely with 1435 Flight in the Falkland Islands during 2017. Whilst so well known as a unit post-1988, very little quality imagery has emerged of the fast jet incumbents at Mount Pleasant Airfield (MPA) in the South Atlantic over that time. There are some wonderfully iconic images in existence from both the Tornado F.3 and Phantom FGR.2 eras, yet they are still fairly few and far between, which is a great tragedy historically and something we hoped to avoid with the Typhoon. We are therefore very lucky to have been afforded the opportunity to capture the continued deterrent the Typhoon Force continues to provide on the islanders’ behalf and include it within the Dynamic Vectors portfolio. We are forever indebted to Air Officer Commanding No.1 Group and to Officer Commanding 1435 Flight for the enthusiasm both showed to capturing these images of Royal Air Force Typhoon FGR.4s in the Falkland Islands. We were over-the-moon to be able to hand this caseload of imagery over the the Flight and the RAF.
The Quick Reaction Alert capability is extremely impressive but not something covered in this article due to the sensitive nature of that work. The performance of ‘the jet,’ as its crews refer to it, is extraordinary though - and well worth comment. Often utilising the ‘performance takeoff’ to depart Mount Pleasant, the burners light at the runway threshold and the Typhoon is airborne in what seems like just a few hundred metres; accelerating at low level with gear retracting before being reefed skywards to almost 90 degrees nose-up. Rocketing towards the heavens like a homesick angel, the roar of the EJ200 engines superheating the air behind can be heard bouncing around the airfield for a minute or two afterwards, despite the Typhoon shrinking to become a small dot, high above the onlooker before disappearing from view entirely.
Leaving Mount Pleasant Complex with what feels like utter Desperation! ZJ941 accelerates rapidly in a shallow climb before pitching back into a near-vertical bid to escape towards the high evening yonder.
FAITH, HOPE, CHARITY & DESPERATION…
The Flight’s roots lead back to the Mediterranean in 1941, which is reflected by the Maltese Cross within its heraldry. Prior to Eurofighter operations in September 2009 the air defence capability in the Falkland Islands was maintained in the shape of the Tornado F.3, each of which carried a name to match their tailcode; Faith (F), Hope (H), Charity (C) and Desperation (D). That practice had been retained from the earliest days of 1435 Flight’s presence in the Falklands when flying the iconic Phantom FGR.2 between 1988 and 1992, when the type bowed out of RAF service. Whilst those very same tail codes are still applied to the Typhoons today, albeit without the names also, their lineage still didn’t entirely start with the Phantom. Noteably, this is a practice which dates back to the Gloster Sea Gladiators which once defended Malta during the Second World War. Only Desperation became a new addition in the F-4 era.
Faith and Desperation form up on the port wing of 1312 Flight’s Voyager prior to commencing air-to-air refuelling. The extended loiter time offered through this combination of assets makes for a powerful pairing and increases the Typhoon’s influence should the crews be ordered to remain airborne on-task.
The Falklands are barren in thier beauty. Apart from the capital Stanley and a significant population in the area of Goose Green, housing or human presence is incredibly sporadic. The islanders themselves can only travel using a commercial light aircraft ‘taxi’ service, or in some cases - for those who live near roads - by accepting lengthy drives over tricky terrain. As such, survival in the event of breakdown is an important consideration for the domestic population and equally for a pilot forced to leave his or her aircraft in an emergency. Ejecting over terrain of this nature would yield challenges until help arrived.
Typhoon pilots are highly trained and able to operate their jet at either high or low level. Again though, important considerations must be given to the potential risks and dangers if spending extended periods over the sea. Boasting an impressive range, crews could find themselves severely isolated should they be forced to eject into the ice cold waters of the South Atlantic, many miles from shore. For this reason, the presence of Air Survival Rescue Apparatus (ASRA) onboard 1312 Flight’s C-130 Hercules was vital to enable training sorties to be carried out - a capability now provided by the newer A400M in the region. In the event of a Typhoon pilot leaving the cockpit using a ‘Martin Baker letdown’ the transport crew would eventually locate their distress beacon and overfly at very low level, dropping a well-equipped and large liferaft which would provide protection well in excess of that offered by the Personal Survival Pack (PSP) incorporated into the ejection seat and which the Typhoon’s pilot would have had to exist in up to that point. Getting the unlucky individual into an insulated and better equipped life raft, would make the experience only slightly less miserable but would buy time to get an Search and Rescue helicopter into position to extract them.
Launching on an afternoon training sortie, the two Advanced Short-Range Air-to-Air Missiles (ASRAAM) under Faith’s wings are clearly evident, as are the four (in this case) unoccupied fuselage recesses which could house the medium-range alternative (AMRAAM).
Faith and Charity cross the craggy coast of East Falkland as they coast in towards Stanley and on to Mount Pleasant at low level.
The Typhoon is a potent interceptor with an impressive arsenal but hunting as a pair affords the pilots a wider array of tactical options when confronting adversary forces.
THE LAIR…
The Typhoons of 1435 are based out of Mount Pleasant Complex (MPC), a joint force facility run by the Royal Air Force but with various sections and capabilities provided by other UK military services. Accommodated in purpose-built shelters constructed for the Tornado F.3, the complex is connected by a series of tunnels to allow engineers and crews to reach the fighters through various revetments and hardened defences rapidly in the event of a QRA scramble, even if the airfield was coming under attack. With huge doors rolling open at front and rear, the powerful Rolls-Royce EJ200 engines can be started prior to a Typhoon taxiing forward out of a shelter, enabling them to reach the runway in the shortest possible time after discarding the protection of their hangar and negating the need for a towing vehicle.
A Typhoon sits menacingly in its shelter after the access ladder has been pulled away and its pilot brings the beast to life ahead of another training sortie. The dedicated ground crew stand ready to assist and check the correct operation of the flight control surfaces. The job is no longer one of maintaining mechanical systems however and to speed any last-minute rectification all of the jet’s systems are carefully monitored via a small panel behind the port engine air intake where many faults can be instantly identified and diagnosed.
On fine weather days start sequences can also be made outside. After completing his walk-around to visually check his jet appears ready for flight this Typhoon pilot boards wearing his Helmet Mounted Symbology System (HMSS).
Once known as ‘The Eagle’s Nest’ due to the presence of such a bird on the Flight’s official badge, the QRA complex was eventually renamed ‘The Devil’s Lair’ and is big enough to accommodate a rapid expansion in Typhoon numbers, should that ever be required. The jets regularly test the airfield defences on return from training sorties and the British Army’s Rapier air defence systems are extremely proficient at defending MPC from low level intruders. Albeit the missiles stay ‘on the rail’ during practices and the Typhoons return to their lair for turnaround by skilled engineers.
Dynamic Vectors produced a limited edition badge for our friends and colleagues serving on 1435 Flight and they are now worn by those working in The Devil’s Lair.
The HMSS is an impressive piece of kit and is an optional addition where a pilot could elect to wear the more normal ‘bone dome’ common to an older generation of fast-jets. When air-to-air engagements are expected however, the HMSS provides a potent advantage to the Typhoon operator, despite its extra weight. Wherever the pilot looks, information such as the aircraft’s altitude, angle-of-attack, steering cues, bank angle and airspeed will all remain inside his or her field-of-view; projected onto the visor.
Typhoon pilots are well practiced at operating their jet under high-G whilst wearing a large amount of kit. The HMSS comes with a weight penalty over more basic helmet types and immersion coveralls are cumbersome but essential when operating over water, in case of an ejection. A Martin Baker Mk16A ejector seat provides that speedy exit in worst case. The jet also warrants a purpose-built G-suit for use by its pilots, which is optimised to best support them when exposed to the Typhoon’s blistering performance.
DEFEND THE RIGHT…
Port Stanley Airport sits two miles outside of the Falklands’ capital and is the only civilian airport with a hard-surfaced runway in islands. Whereas international flights tend to route into the RAF’s MPA, the airfield at Stanley is more often used by the Falkland Islands Government Air Service (FIGAS) which schedules internal flights on-demand for the domestic population via dirt strips elsewhere around the region. Interestingly, flights to Antarctica are also made via the airfield. It earned notoriety in 1982 when struck by a single 1000lb bomb dropped from an RAF Vulcan on the Black Buck I raid led by Flt Lt Martin Withers - the single required hit amongst a stick of 21 munitions laid across the runway. Six more Black Buck missions were planned against the airfield which was housing Argentinean Pucará ground support aircraft during the conflict. It is therefore a quite historic site for RAF aircraft to overfly but given that its main runway spans only 3,013ft it is not suitable as a permanent solution for fast jet activity and acts as a diversion only for the Typhoon. Coupled with the desire to reduce noise over the capital, and of course avoid a larger military presence around it, these limitations led to the construction of a new, more sizeable RAF airfield further afield.
A pair of Typhoons overhead the Air Traffic Control tower at Stanley airfield, a period structure which has existed since the airfield was built.
Routing at low level up Blanco Bay past Stanley and seconds from passing Government House; made famous during the events of 1982.
Dropping the gear above the South Atlantic, the jet takes on an almost bug-like appearance on ‘long final’ on the extended runway centreline into Stanley.
Some 25 nautical miles west of Stanley Airfield sits the enormous installation that is Mount Pleasant Complex (MPC). Its 8,497-ft of main runway enables not only fast-jet and heavy aircraft to operate on behalf of the Royal Air Force but also provides a suitable surface from which commercial flights are able to operate between Peru and the islands. The safety margin offered by this giant of an airfield to civilian airliners coming from the mainland cannot be underestimated and serves as a huge advantage to the local population and those wishing to visit from the mainland.
Hurling fire from its two engines, each generating 90 kN of thrust in full afterburner, ZJ941 departs MPA’s Runway 28 following a touch-and-go. Typhoon pilots in the Falklands maintain currency not only with skills in the upper air but also in the basics of circuit pattern work.
The 2013 Falkland Islands sovereignty referendum was remarkable in its turnout of 92% but also in that 99.8% of the voters stated their desire for the islands to remain a British overseas territory, with only three votes against that future. Mount Pleasant’s motto of Defend the Right therefore proved as relevant as ever, as did Protect the Right which was adopted by 1435 Flight after its arrival in the Falklands in November 1988. MPC’s relationship with the resident population is as important to its commanders as ever and despite the miles of dirt road between the facility and Stanley every effort is made to bring local dignitaries and military leaders together as often as possible; underlining the very special bond that each shares with the other in this remote but extraordinary part of the world.
Landing the aircraft on the main runway is one thing but a specific qualification must be gained by all 1435 Flight aircrew if they wish to use ‘the short,’ not only due to its 5003-ft length but primarily as the terrain drops away sharply prior to the Runway 18 threshold - the slopes can create an illusion that aircraft on approach are higher than they actually are, especially in poor weather. At the 36 end the domestic buildings of the Complex sit beneath the flight path prior to touchdown, adding further considerations.
Faith at low level over the South Atlantic, displaying one of the Typhoon’s best profiles.
Breaking away after making a V-ID at low altitude, in a manoeuvre which must be carefully handled at low airspeed.
TACTICAL FREEDOM…
The symbiotic relationship between the military and civilian population spans many elements of life in the Falklands but where commercial flights have the benefit of a lengthy runway and passenger terminal at MPC, so the military have the advantage of the uncluttered and expansive airspace above the islands and their territorial waters. This near-arctic landscape provides a superb training ground for fighter pilots to hone their skills against each other but also work with ground-based radar sites to identify and intercept other aircraft, whether that be the Voyager flights coming in from the UK or the co-located Hercules (now A400M) of 1312 Flight. Closing to close quarters in order to communicate or inspect unidentified aircraft is a skill aircrew regularly hone.
During 2017 the crews also had access to the Chinook helicopters of 1310 Flight in order to fly low-level point-defence missions against targets ‘in the weeds.’ Thus, pitting their expertise in opposition to crews who themselves could hone their fighter evasion techniques and make an intercept and weapons solution difficult for a high-speed air system like Typhoon.
Operating the jet close to its stall speed when working with slower targets, whilst maintaining options to switch to more aggressive tactics if provoked is something the Typhoon crews must be highly adept in. Whether ‘helo-affiliation’ or a host of high-level skillsets, pilots are afforded a great theatre in which to sharpen their teeth with a wide degree of spatial freedom.
The Typhoon’s performance has become legendary and its acceleration is eye-watering once the gear is retracted after takeoff and the throttles ‘through the gate’ into afterburner. It’s engines are also known to be highly efficient at high altitude in the cruise, making it a highly capable machine throughout its envelope.
ZJ941 (D) breaks away from ZJ915 (F) adjacent to one of the radar sites controlled by British Forces South Atlantic Islands (BFSAI). The combination of these two assets makes for a force which can be brought to bear very quickly in the event an unidentified radar contact is detected approaching the Falklands.
The stunning sight of a Typhoon up close and personal with the ramp of 1312 Flight’s C-130 Hercules. The Typhoon is an inherently unstable machine, with its large delta wing and forward canards, but multiple computers harness that instability and provide control which becomes agility in the hands of its pilot.
Typhoons will continue to guard the airspace above the Falkland Islands for many years yet and the jet’s awesome performance will undoubtedly leave any potential adversary on the back foot, especially if coupled with newer generation missile systems such as MBDA’s Meteor in years ahead. Close in, the incredible advantage provided by off-boresight targetting (enabled by the HMSS) is highly significant and should be feared by anyone wishing to test it! That, teamed with the already blistering agility of the aircraft, makes Typhoon an extremely potent weapon system in the right hands and the Royal Air Force is well practiced at deploying it.
Images by Andy Donovan.