IRIAF SU-24 FENCER

Sukhois Su-24 Fencer remains a key element of Irans air power. Babak Taghvaee describes the types career with the Islamic Republic of Iran Air Force

ITHIN THE Islamic Republic of Iran Air Force (IRIAF), one aircraft type that has remained active constantly over the last 30 years has been the Sukhoi Su-24 Fencer. Since the dissolution of the USSR in 1991, the US and Israel have tried to keep Irans Fencer fleet firmly on the ground, convincing Russia to pull support in training flight and ground crews, and providing spare parts for maintenance. As a result the fleet became toothless for a period of years and the number of operational aircraft fell from a pool of approximately 40 jets to just nine in 2002. Also due to the inappropriate training and maintenance, several fatal crashes occurred and four pilots lost their lives in the 1990s. Most recently, though, the

Knights
of Persia
Left: Fencers 3-6804 (front) and 3-6805 during a fuel dump to decrease the weight of the aircraft for landing at Mehrabad after a training ight in May 1993. Capt Taher-Khani via Abdollah Begheri Raad Below: This Su-24MK, 3-6851, has been brought up to operational status recently, from storage in Shiraz. It was one of the former Iraqi Air Force jets and these tend to be used for training with the 71st Training Squadron. Babak Taghvaee

At the end of the Iran-Iraq war in 1988, the IRIAF had lost about half its inventory of jet fighters

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IRIAF has become much more self-sufficient and has grown its own expertise in training and maintenance.

At the end of the Iran-Iraq war in 1988, the IRIAF had lost about half its jet fighter inventory. Before the war there had been nine fighter squadrons equipped with McDonnell Douglas F-4E and F-4D Phantom IIs, but by 1988 there were just four. A similar situation affected the Northrop F-5E Tiger II fleet. Iran was still fearful of Iraq, as its air force had become the fifth largest in the world both in power and size. The IRIAF had around just 230 F-4E/Ds, F-5E/ Fs and F-14As, of which only about 60% were flyable. Iran saw the USSR as its only chance for rebuilding its military capabilities, and improved its relations with the Soviet Union as soon as possible after the ceasefire. In 1989 Iran signed an $800 million (500 million) contract for 12 Su-24MKs together with a variety of air-to-ground and anti-radiation missiles and bombs - for example 50 Kh-29Ls, 50 Kh-29Ts, 50 Kh-58Us, 12 Fantasmagorie A weapon pods, 50 Kh-25MLs, 20 KAB-1500Ls, 3 Sakhalyn UPAZ-1A air-to-air refuelling systems, and a series of iron bombs, gun pods and rocket launchers all included in the agreement. Thirty former F-4 and F-5 pilots were selected and sent to the USSR for pilot and gunnery training. Because of the unavailability of any Su-24 simulator, they flew an Su-22 simulator before starting

Fencer in

Su-24MKs 3-6857 (front) and 3-6810 during an IRIAF exercise in August 2010 at Hamedan in western Iran. Two training round FAB-100 free-fall bombs are being carried by both aircraft. At the time 3-6857 was not fully mission capable. Babak Taghvaee

training and gunnery sorties. Ten pilots made live R-60MK infrared-guided air-to-air missile launches and most of them fired live Kh-25MLs during their familiarisation course. Iranian technicians - formerly on the F-4E and F-14A - spent six months training, although they were not allowed to learn anything about the aircrafts electronic countermeasures, radar warning receiver or targeting systems. The first six Fencers were delivered in the summer of

1990 to Mehrabad air base in Tehran to form the 12th Tactical Fighter Squadron (TFS). Russian military advisors and technicians came with them. The Sukhois were too big to fit in the concrete aircraft shelters that had been used by F-4s before so they were parked in the open. By that time half of the first group of Iranian pilots had been trained as flight instructors so flying and gunnery training sorties began. A second batch of six Fencers was delivered in 1991 and a last group

Human factors have been the main reason for IRIAFs Su-24MK crashes. Two accidents in the first half of the 1990s were the result of pilots using their flaps incor rectly, causing them to stall and crash. In anot her incident in April 2008, the crew of an Su-24MK broke the landing gear after bouncing three times down the runway at Mehrabad. In the most recent accident, which was on April 10, 2011, an Su24MK struck the ground after rollin g five times during gunnery training. Both crew ejected but the pilot, Colonel Faghani, was killed when his K-36DM ejection seat malfunct ioned.

Iranian Fencer accidents the human factor

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A gift from Iraq

In 1986, during the Iran-Iraq War, the Iraqi Air Force (IrAF) sought to buy Su-24K fighterbombers from Russia, an export version of the Su-24M. Two Su-24MKs were lent to Iraq for evaluation and testing in 1986. Iraq decided to buy 18 to replace its remaining airworthy Tupolev Tu-16 and Tu-22 bombers and a deal was signed in 1988. As with Iran, training of future Iraqi Fencer pilots and ground crews began in Russia and in June 1989 the first two Su-24MKs were delivered to Al-Bakr air base, north of Baghdad, to form No 8 Squadron. By 1990 the IrAF had 18 Fencers with 8 Squadron and a plan to form a second squadron (No.10) with 18 more Su-24MKs. Seven more were delivered by the USSR before the Iraqi invasion of Kuwait, which caused all military agreements with a number of countries to be cancelled. Iraqi Su-24MK pilots were not experienced in combat missions, therefore they were kept far from the war. On January 27, 1991, 25 Su-24MKs, 25 Su-22 Fitters of different variants together with seven Su-25K Frogfoots were flown towards Iran to join more than 70 other Iraqi aircraft that had fled in the previous weeks. One (24635) had a hydraulic system failure and its pilot aborted the mission; another (24631) lost its way, the crew exiting cloud inside a mountain range near Kermanshah. The navigator ejected safely but the pilot was killed when the jet hit a ridge. The rest arrived at Tactical Fighter Base (TFB) 3 Hamadan (formerly Shahrokhi air base) in northern Iran, but during landing one Su-24MK (24652) had to divert to an emergency highway strip north-west of the air base due to a lack of fuel and received some minor damage. It remained under a camouflage net for more than three weeks, finally being towed to Hamadan by a truck where it was refurbished by Iranian technicians. Another jet (24648) made a hard landing following a burst tyre on landing and was severely damaged, eventually being stripped for parts. Iraqi Fencers were the first escaped IrAF aircraft to enter service with the IRIAF after the commander in chief Brigadier General Mansour Sattari gave the order in 1992. The airworthy Su-24MKs were flown to TFB 1 at Tehran while 24652, together with 24629 (its right wingtip had been damaged in a collision with a wall on arrival) remained at TFB 3 for repairs. Iraqi Fencers were not as advanced as the Iranian machines and were older the IRIAF Su-24s had square-shaped wing fences that housed APP-161 chaff and flare dispensers, and there were some differences in their navigational, self defence and armament systems.

of pilots graduated. When the collapse of the USSR came in 1992, the new Russian government reneged on the military agreements with Iran the Russian technicians left and training of Iranian mechanics stopped in 1993. Now the IRIAF was on its own.

Above: Two Su-24s - 3-6807 (front) and 3-6811 - are seen during a formation ight in front of Mount Damavand, the highest peak in the Middle East at 18,536 feet (5,650m). This image was taken in 1993 when the aircraft were in service with the 12th TFS. Brigadier Goodarzi

Transfer to Shiraz

In February 1993, 30 fighter-bombers, together with eight transport aircraft, took part in an air parade to celebrate the foundation of the IRIAF. Five Su-24MKs from the 12th TFS were among the flypast over Azadi (former Shahyad) Square over Tehran. On landing back at Mehrabad airport one collided with Tupolev Tu-154M EP-ITD belonging to Iran Air Tours, which was taking off. The Su-24 - 3-6802 piloted by Major Hagh-Shenas was destroyed with the death of both crew, together with the Tu-154 and 119 passengers and 12 flight crew. An investigation criticised air traffic control for permitting the Tu-154M pilot to take off. As a result the IRIAF HQ decided to transfer all of its 12th TFS Su-24MKs to TFB 7 Shiraz in southern Iran between October 1993 and March 1994. The 12th TFS possessed 32 Su-24MKs, but four were classified as NORS (Not Operational Ready for Supply) and had to be prepared for the ferry flight. Shiraz was the second largest air base after TFB 1 at Mehrabad, with two long runways of over 4,000m (13,000ft), four military ramps and 18 hardened aircraft shelters, although they were not big enough to house the Su-24MKs. In September 1994, the first group of IRIAF Su-24MK instructor pilots graduated, including the first group

Above: One of the few fully mission-capable Fencers in 2011 was 3-6801. Square-shaped APP-161chaff/ are dispensers are visible, indicating this aircraft is one acquired from the USSR. Babak Taghvaee Below: Su-24MK 3-6810 is equipped with a Sakhalyn UPAZ1A air-to-air refuelling pod the Fencers are able to buddy refuel using this system. Babak Taghvaee

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sent to USSR in 1989. The number of fully mission-capable Fencers was low due to the lack of maintenance support from Russia, and the first group of technicians were retiring at the age of 50. Squadron maintenance responsibility was passed to a handful of low-skilled technicians who had not been trained in Russia - they only had a basic knowledge of the aircraft from a familiarisation course. There was no expertise on the KAYRA-24M low-light-level TV/IR sensor and laser designator, or the SPO-10 and SPO-15 RWR systems. By 1997 there were only two fully mission-capable jets, which required a major overhaul along with the rest of the fleet. While this was going on Russia was assuring Israel that these attack aircraft were not dangerous, but the IRIAF had other ideas and was preparing new technical orders, using information from Kazakhstan and the Ukraine, to begin overhauls of the aircraft type domestically. The HQ of IRIAF commanded its deputy of logistic support, deputy of self sufficiency and the 71st TFS technical group to prepare for the overhaul of the Su-24MKs. There was no suitable hangar at Shiraz so it was decided to cut and modify three hardened aircraft shelter roofs to enable a Fencer to be housed

Above: This Su-24MK, 3-6856, has been upgraded to FMC status by the technical unit of the 72nd TFS. Maintenance engineers worked with personnel from the IRIAF in 2010. It is equipped with a Kh-58U anti-radiation missile and Fantasmagorie A pod for an exercise at Tabriz in September 2011. Babak Taghvaee Below: Using its twin parachute braking system is Su-24MK 3-6860, which was overhauled and modernised in 2010. It is carrying AKU-58 launchers for Kh-59L air-to-surface missiles under the wing. Babak Taghvaee

in each one. Some systems were westernised, for example the SRO-1P IFF transponder was adapted to work with other IRIAF western-equipment aircraft. In the early 2000s work was undertaken at Shiraz to provide better accommodation for the Su-24MK - two new parking aprons, nine concrete-protected shelters and an ILS/SHORAN system for navigation.

The company began its first indigenous overhaul in 2009, which was finished in February 2012, the aircraft being delivered back to its unit that March
Above: Fencer 3-6810 was one of two Su-24MKs seen carrying Sakhalyn UPAZ-1A air-to-air refuelling pods during Irans military day air parade in April 2013. Babak Taghvaee Below: On April 18 the IRIAF participated in the military air parade with 21 aircraft - two Su-24MKs ew in a buddy refuelling formation. Babak Taghvaee Bottom: This former Iraqi Air Force Su-24MK, 3-6852, is now one of the FMC aircraft with the 72nd TFS. It was upgraded in 2010 by TFB 7. Babak Taghvaee

By 2006 the IRIAF was able to overhaul two Su-24MKs each year, but maintenance responsibility was passed to Iranian Aircraft Industries (IACI), which requested help from Russia to bring the fleet to Su-24M2 standard. An agreement was signed in 2007, according to which an overhaul facility inside a hangar at Mehrabad would be constructed. But sanctions imposed by Russian President Vladimir Putin led to the project being cancelled in 2008. The IACI is believed to have received help from Belarus, in the form of spare parts and technical orders for maintaining sensitive systems such as the defensive aids system, electronic countermeasures and armament. The company began its first indigenous overhaul

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in 2009, which was finished in February 2012, the aircraft being delivered back to its unit that March. The Fencer was finished in Asia Minor II camouflage standard colour scheme (similar to the IRIAFs F-4 and F-5 fleet). Meanwhile the first Shiraz-modernised Fencer was 3-6801 (c/n 4160652103116), rolled out in the summer of 2010 and returned to the 71st TFS in a new four-tone camouflage pattern. It was the first fully mission-capable (FMC) Su-24MK and was fitted with a Kayra targeting system. A second aircraft was rolled out in March 2011, followed by a third a year later.

Fully mission-capable Fencers

The first FMC Su-24MK, 3-6801, took part in an exercise at TFB 3 Hamadan between August 1 and 7, 2010. Fencer pilots bombed a dummy target at night with FAB-500 dumb and KAB-500L laser-guided bombs. In the spring of 2011, the IRIAF performed its first successful live-fire of a Kh-58U (AS-11 Kilter) anti-radiation missile against a simulated target near Shiraz. Exercise Modafeen-e-Harim-Velayat 3 in September that year saw five 72nd TFS FMC Su-24MKs deployed to TFB 2 Tabriz in the far north of Iran, where the Fencers practised air-to-air refuelling for the first time in many years with IRIAF Boeing KC-707s (see Irans Grandmothers, AFM October 2013). This year the IRIAF received two more modernised Su-24MKs from IACI and the TFB 7 overhaul centre

Two Su-24MKs equipped with PTB-3000 external fuel tanks during a formation ight over Dezful air base in western Iran. Babak Taghvaee

Above: Su-24MK 3-6801 has FAB-100 free-fall bombs tted under its wings ready to participate in a night mission during Exercise Modafeen-e-Harim-Velayat 3 in September 2011. Babak Taghvaee Below: The Su-24s at Shiraz regularly train with similar vintage F-4E Phantom IIs of the IRIAF. Babak Taghvaee

and at least four more will be delivered by March 2014. Two Iranian defence ministry-produced KAB-1500L missiles were successfully fired from an Su-24MK in October on the Semnan test range in the centre of Iran. The IRIAF HQ has increased flight and gunnery training for the Fencer crews to increase combat readiness. Last July five F-4Es from the 91st TFS deployed to Shiraz to fly in joint gunnery training with the Fencers from the 71st TFS. Two long-range ground attack sorties were also conducted after airto-air refuelling from Shiraz to the Semnan missile range. By end of 2016, at least 12 more Su-24MKs will be overhauled and modernised, bringing the afm fleet to around 24 operational aircraft.

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