LAAHS.com - Articles

Mohawks Over the Pampas

By : Javier Mosquera, Vladimiro Cettolo and Tulio R. Soto

Page 1 of 4

After the South Atlantic War in 1982, the Argentine Army underwent a complete reorganization on its command structure, in order to improve its capabilities and to take advantage of the war experiences and lessons learned during the brief but bloody conflict.

After the analysis results were revealed, the Army Aviation emerged as a well-prepared and professional force but severely lacking on its recce, exploration and intelligence duties among others. The hard losses during the war, conditioned future Army operations remarkably, a re-equipment program was elaborated but several causes determined that during the 80s no new flying equipment was incorporated into the Comando de Aviación de Ejército, with the exception of three AS-332B Super-Puma helicopters acquired with Dirección Nacional del Antártico funds.

Some years later, under the command of General Arturo Grandinetti, the Comando de Aviación saw a considerable expansion mainly on the early 90s. The ambitious program included a considerable number of Grumman Mohawks for recce and exploration duties, additional Bell UH-1H and AH-1 Cobra helicopters for assault and attack missions and a number of transport aircraft in order to increase air mobility.

The ending of the United States imposed arms embargo on Argentina, and the close relationship between Argentine and the US Armies resulted on the approval for the transference of a number of Grumman OV-1D Mohawk by 1992.

The Comando the Aviación sent a commission to United States in order to inspect and select the aircraft that would be acquired.. A total of 23 units were initially accepted, with deliveries starting by late 1992 according with the retirement schedule of the type from US Army service.

In fact, the first two aircraft started the ferry flight to Argentina on December 19th , 1992 with U.S.A. crews and the first Argentine Mohawk pilot, Teniente Coronel C. Spika and Cap (Ret) (U.S.A.) A. Aquino, on the aircraft serialled as AE-020 and Cap (Ret) (U.S.A.) B. Hardman and Sgt. (Ret) (U.S.A.) M. Summerville on AE-021; they flew 5089 NM from the Stuart (Florida) Grumman plant where the aircraft had been inspected and reconditioned, and reached Campo de Mayo AAB, their new home base on December 24th.

The aircraft retained the basic US Army non-reflective grey color scheme, with US markings replaced by "EJERCITO" lettering and serials (on the AE-020 to 041 range) placed on the nose and tail. Later on, the definitive scheme was applied to the aircraft, consisting on large EJERCITO letters, large serials and unit badge painted on the tail. The last three digits were also painted on nose gear doors, while the national roudels ("escarapelas") were painted on the speedbrakes and on the bottom side of the wings, while the aircraft retained the standard overall gray paint scheme. Two aircraft (AE-030 & 033), received colorful sharkmouths.

Administratively assigned to Escuadrón de Aviación de Apoyo General 603, by that time the sole fixed wing unit on Agrupación de Aviación de Ejército 601, the first two Mohawks were used to train future OV-1 pilots, being selected at that time from different Army units. By mid-1993, a second ferry flight was planned with the first three Mohawk-qualified argentine pilots. Starting also at the Stuart, Florida facilities the aircraft serialled AE-022, AE-023 and AE-024 arrived in Campo de Mayo on September 16th, 1993.

The third ferry flight was completed with aircraft AE-025 to AE-028, which departed from U.S. Army's Fort Huachuca, Arizona arriving at Campo de Mayo on October 10th; meanwhile a fourth batch (AE-029 to AE-032) arrived on October 26, 1993 completing the deliveries planned for that year.

A new unit dedicated to operate the new material was created on January 1st, 1994 belonging to Agrupación de Aviación de Ejército 601. In fact the new Escuadrón de Aviación de Exploración y Reconocimiento 601 was based at Campo de Mayo AAB, under command of an experienced Army Aviator, with Electronic Warfare experience, the Teniente Coronel Alfredo Castillo. The primary mission for the new unit was to provide the Argentine Army with electronic, visual and photographic recce and combat exploration, operating under all weather conditions and being capable to operate from unprepared FOL locations under the requeriment of the Army Command.

The first few months were devoted to increase the number of pilots qualified to fly the Mohawks. For this reason a pair of double-control aircraft (AE-020 and AE-024) were assigned to Escuela de Aviación de Ejército (Army Aviation School, also based at Campo de Mayo), in order to cooperate with training of future "Mohawkers".

The rest of the aircraft arrived in two additional ferries. The first one departing from Fort Huachuca, arrived at Campo de Mayo on November 2nd (aircraft AE-033 to AE-037) while the last five, all dual-control machines AE-038 to AE-042 arrived at Campo de Mayo on November 17th , 1994 just in time for the Army Aviation's Day ceremony. On this last ferry, aircraft AE-038 was flown by the Chief of the Army Aviation, General Grandinetti, (the main promotorr of the Mohawk incorporation) and EscAvExplRec601, Teniente Coronel Alfredo Castillo.

The Mohawk represents a big step forward in Argentine Army Aviation operations. In fact, the OV-1D was the first fixed wing combat aircraft in its inventory and the first ejection seat equipped. The ability to perform exploration duties from virtually any forward location and process the data in real time provides to the Army with a combat-proven, effective and rugged aircraft.

Second stage in the program included the reception of mission specific equipment, consisting of KA-60 and KA-76 cameras and Motorola AN/APS-94F SLAR, which started in early 1995. LS-59A Strobe Flash pods were incorporated for night photo missions, while at the same time, spares and other ground equipment were also received.

An additional batch of 11 Mohawks were offered by the U.S. Government through the U.S. Army and accepted by the Comando de Aviación.

Initial plans, were for the the unit to be organized in three squadrons, dedicated to photo recon, radar recon and training/miscellaneous duties.

The incorporation of cameras and SLARs represented a big task for the unit. Some of the aircraft received are wired mainly for SLAR use and have its camera functions inoperative while others had the radar connections deleted. Dual control aircraft were selected to complete the training process within the unit.

In order to increase its recon capabilities, the unit evaluated with civilian assistance, different systems such as digital photo and video cameras. Although both were evaluated deemed adequate for the service needs, budgetary reason impeded the incorporation of those systems. Also a FLIR (Forward Looking Infra Red) was studied but cancelled for the same reasons.

To analyze the information obtained by the aircraft and its sensors, the Army created another new unit, called Compañía de Inteligencia Táctica, belonging to CRIM (Centro de Reunión de Inteligencia Militar). This unit operates both ground and mobile equipment and provides trained crews for the operation of the system. The CaIntTac perform analysis, evaluation and results of photo, SLAR and other data retrieved by the OV-1D's sensors and provides information to the Army Command and to other branches of the service.

The most interesting solution to improve Mohawk operations was the radar signal digitalization destined to replace the film used to record SLAR data. The system includes a PC installed on the right side of the cockpit allowing the use and evaluation of the data obtained with a more modern tool.

Designed by CITEFA (Centro de Investigaciones Tecnológicas de las Fuerzas Armadas), the final prototype is just ready to be installed on an EscAvExplRec601 aircraft.

The Mohawks saw the major period of activity within the Army up to this date, during 1995 and 1996. Several operation and exercises with Army units and other armed forces were completed, providing a great operational experience for the aircraft and their systems.

Nowadays the EscAvExplRec 601 operates around the whole Argentine territory providing recce and exploration tasks for military and civilian authorities. Civilian community support during natural disasters and search and rescue duties were another valuable services provided by the Army Mohawks.

The Army also planned to evaluate the armament on the Mohawks for self-defense purposes. The first step was taken on 1995 when a pair of LAU-32A rocket launchers were mounted on aircraft AE-041 while it was taken part of the "Thunder 95" joint exercise at Comandante Espora NAS. The launchers were provided by the Navy and represented the starting point for the armament project.

The experiences of the Navy and its close relationship with the Army's Comando de Aviación determined that the obvious choice was to arm the Mohawks.

A SFOM-83A gunsight (from a retired T-28 Fennec), installation and wiring tests were conducted at the Navy's Comandante Espora base, on AE-041. During evaluation work this aircraft suffered an accident enroute to Espora and was written off. Both crew members, Teniente G. Williams and Cabo 1º D. Martinez came out O.K. after performing an emergency landing near Bahía Blanca (Buenos Aires).

To complete the weapons program, another dual control aircraft (AE-038) was selected and the program was finally completed by 1998.

The armament proposed includes the 7-shot LAU-32A and the 19-shot LAU-61A, 2.75" rocket launchers and 7.62 and 12.70 mm machine gun pods. The six underwing pylons were mounted instead of the then standard asymmetrical configuration of four stores.

Weapons firing and evaluations are expected to continue this year (2000), after the flight activity normalizes.

Due to the Army's financial problems, the additional 11 Mohawks that were offered were not accepted in the end, and only spares, engines and other items such as a cockpit procedures trainer were received from the U.S. Army in 1996.

Unfortunately, a second accident that occurred on February 1997 caused the decision to ground the OV-1D fleet until the causes could be ascertained. Aircraft AE-022 performed an emergency landing on a Delta Island. Its pilot, Subteniente F. Falce was not injured but the damage on the aircraft was such, that it had to be written-off.

Although fuel contamination was determined to be the cause for the crash, it coincided with another drastic budgetary reduction, which grounded the OV-1D fleet for almost a year.

Mandatory bulletins due to aileron fissures detected by the U.S. Army also contributed to the grounding of the fleet. And finally, a lack of ejection seat cartridges and other minor elements determined a low airworthiness and eroded seriously the fleet as well as pilot qualification during 1998 and 1999.

The severe budgetary reduction caused the reorganization of the Mohawk fleet by late 1999. Of the surviving fleet of 21 aircraft, 5 aircraft will be scrapped for spares to be used on the remainder aircraft, and meanwhile another five were stored to back up airframes and spares usage. The EscAvExplRec601 is now operating all the remaining machines, with the intention to improve its utilization according to the Army's Aviation meagre budget. By mid-1999, the Mohawks returned to flight conditions which will last until the early 2000, expecting the overhaul of their ejection seats, to be performed at Martin Baker Argentina at its Cordoba plant.

The Argentine Army expect to increase the Mohawk operations with a more consistent and rationalized fleet, providing the commands with a still valuable information platform and exploration machine. Even today, the Argentinean Mohawks represent one, if not the the most important recce units in all of Central and South America.; [1] [2] [3] [4] Next Page