Indonesia's Air Capability

Last Updated: Tue May 29 11:17:07 GMT 2007








INDONESIA'S AIR CAPABILITY


Originally published April, 1993

by Carlo Kopp

© 1993, 2005 Carlo Kopp


Editor's Note 2005: Since this article was compiled over a decade ago, the TNI-AU suffered the indignity of a US embargo, post Timor, a change of regime, and more recently acquired a lead in batch of two Sukhoi Su-27SK and two Su-30MK, with a stated intent to field up to fifty Sukhois. Russian reports also claim an interest in acquiring the S-300PMU-2 (SA-10D) or later strategic SAM systems.


The Republic of Indonesia is Australia's closest and often least understood neighbour. The largest Muslim nation in the world, Indonesia is a secular nation state comprised of a diverse range of ethnic minorities, populating an archipelago spread over an area approaching half that of our own continent.

Given Indonesia's proximity to Australia, the question of Indonesia's air capability will be asked. There is a good reason for Australia to ask this question. This is because the Indonesian archipelago is geographically the gateway to Australia, and any hostile invader moving in from the North will have to secure Indonesia before assaulting the Australian mainland. The Indonesians' ability to defend their territory from such an invasion is of major importance as Indonesia becomes a direct buffer zone between Australia and the advancing enemy (eg Japan in WW2). Timor is the nearest readily accessible land mass from which tactical aircraft can hit the Australian mainland, and as a staging area can be said to be the stepping stone to Australia.

Tentara Nasional Indonesia - Indonesia's Armed Forces

Indonesia's path to the present has been politically turbulent, the Indonesian state finding its origins in the Japanese military administration of WW2 which has had a profound influence in the formation of this nation. The ethos of Japan's wartime military state, characterised by political and economic structures permeated with military personnel, produced a model which as historical circumstance would have it, ultimately became much of the mold in which the current Indonesian state is formed.

The Indonesian state separated from the Netherlands in the late forties, after a bitter struggle for independence. Indonesia, under the leadership of the charismatic Sukarno, embraced the non-aligned/pro-Soviet posture which was fashionable in the Third World during the fifties and sixties, this resulting in much military aid being supplied from the Communist Bloc, this including aircraft and SA-2 SAMs.

Political alignment with the communists had its price and this reflected in Sukarno's policy toward his neighbours, namely Malaysia, Australia and Singapore. By the early sixties political posturing had escalated to low level raids against Malaysian territory, in a campaign known as 'Confrontasi' or confrontation. Australia and Britain resisted the would be territorial expansion which never eventuated, but has left a lasting mistrust of Indonesia in the region.

By the mid sixties Indonesia had by any standards a respectable air capability with no less than 22 Tu-16 Badgers, 10 Il-28 Beagles, 35 MiG-21 Fishbeds, 40 or so MiG-17 Frescos and MiG-15UTI trainers and a range of Soviet built troop transports. This capability was arrayed against a RAAF equipped with Sabres and Canberras, and the period saw a perception develop in this country of Indonesia being a formidable opponent in any air war. That perception persists to this very day, unjustifiably so.

Sukarno's flirtation with the communists, the PKI, reached a head in the mid sixties, when he became involved in a coup against the politically influential military (TNI-Tentara Nasional Indonesia). The ultimate intention of the coup was to strip the TNI of its powers and role in wider government. The coup failed and the TNI proceeded in turn to mercilessly slaughter several hundred thousand communists and perceived communist sympathisers. The scale and ferocity of this campaign has few parallels.

The fall of the communists saw the end of support for the TNI-AU's Soviet built aircraft, which began to suffer ongoing serviceability problems with the lack of spares and maintenance support. Eventually the aircraft were put into storage and some scrapped.

Indonesia turned to the West for military hardware, acquiring much of their inventory under a range of aid programs. In February, 1973, the TNI-AU began to receive ex-RAAF Commonwealth Avon Sabres, all Mk.32s, which equipped No.14 Sqn based at Iswahjudi, near Maduin in Eastern Java. These aircraft were supplemented by two other combat squadrons, one with 14 F-51D Mustangs and the other with 16 Rockwell OV-10F Broncos. Indonesia's economy could not support a capability beyond this, a long range offensive air capability could not be sustained without direct support from a superpower.

The seventies and eighties saw modest but sustained growth in capability, with Indonesia acquiring a diverse range of aircraft for transport, maritime recce and tactical roles. The Indonesians wisely have chosen to invest in aviation manufacturing infrastructure, rather than platforms. At this time they are assembling with partial manufacturing of components NBO-105, NBK-117, NAS-332 Super Puma, Bell 214SP helicopters, and CN-235 and NC-212 Aviocar twin engine transports, with full domestic manufacture of the CT7-9C turboshaft engine by the end of this year. Indonesia's domestic manufacturing program includes components for the F-16.

The TNI-AU

Indonesia's air force, the TNI-AU, is split into two operational commands. The Western command, KOOPSAU1, is headquartered in Jakarta, the Eastern command, KOOPSAU2, is headquartered in Ujung Pandang on the West coast of Celebes. At this time Indonesia is still in the process of creating its integrated air defence network, and is reported to have acquired two Plessey EW/GCI radars, most probably AR-325s, to supplement the existing 14 Thomson-CSF TRS-2215/2230 radars in service. The air defence system will be controlled from a central hardened site at Halim near Jakarta.

Most of Indonesia's air capability is based in Java, which is the most densely populated island of the group, where most of the nation's industrial infrastructure is based. The numerically strongest part of the TNI-AU is its transport force, which in times of crisis would be further augmented by Garuda's and Merpati's substantial fleets of transport aircraft.

The heavy lift component of the TNI-AU is provided by 31 Skwadron, equipped with geriatric C-130B aircraft and a pair of pod equipped KC-130B tankers, and 32 Skwadron, flying a mix of newer C-130H, stretched C-130H-30s and an L-100-30. The C-130s are based out of Halim near Jakarta, and Malang in Eastern Java. These are supplemented by a diverse fleet of medium lift transports which is at this time undergoing a substantial modernisation with the progressive introduction of domestically built IPTN CN.235M transports.

The numerically most common medium lift transport is the locally built Nurtanio/CASA NC.212 Aviocar, a 14,000 lb class STOL twin, flown by the composite 2 and 4 Skwadrons based at Halim and Malang. The TNI-AU follows a practice uncommon in Western air forces, of flying composite squadrons with multiple types. The Halim based 2 Skwadron flies a mix of NC.212, C-47 and several Fokker F-27-400M, and the final survivor of three Shorts Skyvans. With the introduction of the CN.235 it is likely that the older types will be progressively retired.

The TNI-AU also operates a diverse fleet of light transports and liaison aircraft, mainly Cessnas of types more often seen in GA, but also including some Otters and a number of domestically built PZL-104 Wilgas, a Polish design reminiscent of the Fi-156 Storch. A VIP flight operates a Boeing 707-320C and a Lockheed Jetstar 6, based out of Halim.

Heavy rotary wing lift is also the domain of the TNI-AU, which has a respectable capability with no less than a dozen S-58Ts (eq. Wessex 60 series), ten SA.330 Pumas and a growing number of AS.332 Super Pumas, which are being assembled by IPTN. The larger helos are supplemented by about 40 smaller types, including the AB-204 (UH-1), locally assembled MBB Bo-105 and imported Hughes 500.

Indonesia is a maritime nation and this reflects in a substantial by regional standards capability in the area. Three Boeing 737s with Motorola SLAR systems were acquired, these are reported to be in refit at this time, they are supplemented by a C-130H-MP. Several Grumman HU-16 amphibians were operated in the SAR role, but the status and service ownership of these aircraft is unclear. Reports suggest they will be replaced with a newer type, possibly the CL.215T.

Basic pilot training is carried out on the Swiss built AS.202 Bravo at the TNI-AU academy at Djokjakarta-Adisjutjipto in South Eastern Java. Student pilots then progress to the Beech T-34 Turbo-Mentor and then to the BAe Hawk 53, which serves the dual role purpose of interdiction and close air support (CAIRS).

The sharp edge of Indonesia's air capability is somewhat blunt. The most capable type in the inventory are a dozen F-16A and dual control F-16B aircraft. The aircraft are to Block 15 OCU (Operational Capability Upgrade) standard, fitted with P&W F-100-PW-100 23,800 lb thrust fans and upgraded older AN/APG-66 radar. The OCU is an upgrade applied to older USAF and NATO airframes and FMS exports new build and refurbished, and involves the upgrading of the radar and the weapon system software, installation of higher performance fire control and stores management computers, installation of a data transfer unit and fitting a ring laser gyro inertial system, either a Honeywell H-423 or Litton LN-93.

The standard fit FMS OCU aircraft will carry an ALE-40 chaff/flare dispenser and the older USAF standard ALR-69, which is a modified ALR-45 digital radar warning system with added SAM launch command link warning receiver. The presence of antenna scabs on photographed aircraft indicates the TNI-AU aircraft are so equipped. There is no internal defensive ECM, but provisions for the ALQ-131 exist in the standard FMS OCU configuration.

The APG-66 is a modest air intercept radar. It uses a slotted planar array antenna with 32.6 dB gain in its nominal I/J band operating range, with peak sidelobes at -31 dB in azimuth and -26dB in elevation. The radar is a two stage superhet with intermediate frequencies of 670 MHz and 56 MHz, the lower frequency is digitised and handled by a programmable signal processor. The radar is pulse Doppler with low, medium and high PRFs selected for varying target/engagement geometries. The APG-66 has nominal range of up to 80 NM, with an azimuth scan out to +/- 60 degrees.

The OCU upgrades to the radar include a facility to slave the seekers of the all aspect AIM-9P-4 Sidewinder to the antenna boresight for dogfight acquisition, and facilities for datalink control of Amraam and alternately, if fitted, can support a continuous wave illuminator for the AIM-7 Sparrow (or similar CW SARH missile). The radar's basic air-air search modes are Uplook and Downlook Search, the latter providing for the the detection of fighter size targets in clutter at 29 NM or better. There are several acquisition modes. Manual modes are Single Target Track and Situation Awareness (STT combined with track while scan on remaining targets), automatic modes comprise four Air Combat Manoeuvring (ACM) modes. These provide for HUD acquisition, vertical acquisition, boresight acquisition and a slewable 60x20 scan acquisition (modes not unlike those in the APG-65).

Air to ground modes include real beam groundmap, Doppler beam sharpening, ranging, beacon tracking and sea search. These are used to support a range of air-ground delivery modes, including CCIP, Dive Toss and CCRP, with a CEP reported better than 100 ft for low level HUD aimed delivery of unguided munitions.

What this yields is essentially little difference from the early TAC standard F-16A with the low thrust engine. The aircraft is a capable VFR dogfighter with limited IFR air intercept capability, and good VFR capability as a tactical strike aircraft. The limited electronic warfare fit and absence of night vision and designation capability restricts the aircraft's usefulness in the strike role to daylight operations under VFR conditions, in low density environments. The AIM-9P-4 (see TE on Sidewinder) is a Sidewinder with limited aerodynamic manoeuvre performance by virtue of older actuator and engine design, and is inferior to the AIM-9L/M used by the USAF/USN and RAAF. Reports indicate the TNI-AU is interested in acquiring a BVR SARH missile such as the Sparrow or the Skyflash, both types being compatible with the radar should the illuminator be fitted. The lack of such capability will seriously restrict the TNI-AU's capability to stop low level penetrators under IFR/night conditions and is a major weakness in their air defence capability.

The radius performance of the F-16A-15 OCU is similar to that of the F/A-18A and is understandably sensitive to payload and profile. Useful payloads on Hi-Lo-Hi profiles are deliverable out to about 500 NM, the absence of PGM capability is in this context a major failing as it forces heavier payloads and hence limits radius to about 300 NM with 3,000 lb of Mk.82, or slightly better on lesser payload.

Recent reports from overseas, yet to be confirmed, suggest that the ongoing RENSTRA 5 force development plan will see the acquisition of further F-16s, for a target force of 36 single seaters and 12 two seaters, seeing also the phasing out of the F-5 force. Whether financial constraints allow this to happen remains to be seen.

The other supersonic type in the TNI-AU inventory is the venerable Northrop F-5E Tiger II, the US FMS export fighter of the seventies. Powered by a pair of 5,000 lb afterburning J85-GE-21A turbojets, the F-5E is a useful lightweight point defence fighter with excellent handling characteristics. It is however a truly defensive aircraft due its very limited radius performance and rudimentary weapon system.

The core of the aircraft's weapon system is a lightweight Emerson Electric APQ-153 or in later aircraft, APQ-159 radar. The radar is coupled to an ASG-29 or 31 lead computing optical sight, to support attacks with the aircraft's two Pontiac M-39A-2 20 mm cannon, with 280 RPG, or with a pair of wingtip mounted AIM-9P-3 or P-4 AAMs. The radar is very limited in lookdown performance and target handling capacity, and provides a quoted 20 NM detection range.

It is unclear whether the TNI-AU aircraft carry the ALR-46 RWR and ALE-40 dispenser fitted to many FMS export F-5Es. The evidence of such a fit would lie in the scab antenna covers on the forward fuselage. The ALR-46 would provide a useful and adequate warning capability for the aircraft's role.

The F-5E is no match for a teen series fighter or a Fulcrum in a dogfight environment, while its poor thrust/weight ratio and small wing severely restrict its capability as an interdictor, in any event limited to daylight/VFR strikes. With a meaningful payload of 5,000 lb the F-5E is limited to a radius of 120 NM, with a marginally useful load of 1,000 lb (ie 2 x Mk.82) it can range to about 500 NM. The limited accuracy and payload of this type renders its utility outside the point defence role as questionable.

The most useful type by virtue of numbers and radius performance in the TNI-AU inventory is Ed Heinemann's classic, the Douglas A-4. With two squadrons it is the most numerous fast jet in the inventory, most aircraft are reportedly ex-USN A-4Es saved from the graveyard, with the dual airframes ex-Israeli TA-4Hs refurbished in the US.

While the TNI-AU's Skyhawks are universally listed as A-4Es, they are fitted with the avionic 'hump' characteristic of the later A-4F, which suggests either a custom nav-attack upgrade which has not been publicised, or the aircraft are in fact A-4Fs or ex-Israeli A-4Hs, the identity of which has been concealed for political reasons.

The differences between these Skyhawk models are not substantial, all are fitted with versions of the P&W J52 turbojet, either the 8,500 lb P-6A in the E-model, or 9,300 lb P-8A in the F-model and H-model. All A-4s will deliver a useful payload of several thousand pounds beyond 400 NM with a pair of 300 USG tanks, as evidenced in the Falklands. The A-4 is rugged and manoeuvrable, with good tolerance for battle damage, and is easily maintained in the field.

Nothing has been published in the open literature about the avionic fit in the TNI-AU's A-4 fleet. The avionic hump suggests a fit similar to late model USN A-4s, with APN-153 Doppler nav equipment, ASN-41 navigation/attack computer and AVQ-24 HUD or possibly earlier lead computing gunsight. This would limit these aircraft to day VFR or limited IFR strike capability. It is possible the aircraft retained their USN standard early model ALR-45 warning receivers and ALE-39 dispensers, both of which would provide a minimal defensive capability. The A-4 typically did not carry defensive ECM, although some dedicated USN aircraft were wired for AGM-45 Shrike anti-radiation missiles.

The A-4 provides a respectable VFR strike capability at a useful radius, however the aircraft's limited avionic suite will restrict its ability to deliver accurately under poor weather conditions, while its performance means that fighter escort will be required in contested airspace.

Supplementing the A-4 in the strike role is the Hawk Mk.53, a combat capable fast jet trainer, which serves in either role. The Hawk 53 force was acquired in the early eighties as an advanced jet trainer with a secondary combat role. As such, the aircraft is a respectable performer on a limited 5,300 lb powerplant. Lacking radar and precision nav/attack the Mk.53s are limited to daylight/VFR strike operations, similarly in comparison to the later Hawk 100/200 series the smaller 122 USG gallon drop tanks confer a lesser strike radius, about 300 NM on 2,000 lb of warload. It is unclear whether the TNI-AU's airframes are wired for AIM-9, similarly the absence of the vertical tail mounted warning receiver housings suggests these are not fitted, thus the aircraft are unlikely to survive well without fighter cover.

The Hawk 53 and A-4 will be replaced during the nineties by domestically assembled Hawk 100 and 200 aircraft, although at the time of writing the situation had not been finalised. The Hawk 100 offers slightly better payload radius than the earlier models, and when fitted with warning receivers and suitable nav attack is a useful lightweight strike aircraft. The single seat Hawk 200 is fitted with a lightweight APG-66H radar and has further increased payload and takeoff weight.

The TNI-AU is a force unable to defend its own airspace against a well equipped attacker, due to limitations in the number and capability of tactical aircraft. This is a limitation which will not change with the acquisition of additional fighter aircraft or armed trainers, to acquire a credible air defence and strike capability more air superiority and interdiction aircraft will be required, and the support of a substantial tanker and AEW&C capability will be needed, given the geography of the archipelago.

The TNI-AL

The TNI-AL is Indonesia's fleet air arm. Concentrated at the major naval facility in Surabaya, the TNI-AL deploys in flights to support naval operations away from the home base. The Indonesian navy is a shadow of the force it was in the Sukarno days, and is a true brown water navy structured about frigates, fast attack boats and patrol boats.

The TNI-AL can be divided into a fixed wing and rotary wing component. The fixed wing component is comprised of two operational squadrons, 800 tasked with maritime recce and equipped with Nomads and CN-235Ms and 600 tasked with transport flying a mix of types, and a single fixed wing training unit which flies several Pipers. The Nomads and CN-235Ms deploy from Surabaya to Tanjung Pinang and Manado for forward operations. In the longer term the fixed wing component will be comprised of the CN-235MPA, a dedicated MR version with APS-504 surface search radar, GEC Flir, Sky Guardian ESM and Trimble TRL 7900 GPS/nav.

The rotary wing element of the TNI-AL is somewhat more potent. The single combat squadron, 400 Sqn, flies a mix of geriatric Wasp HAS.1 ASW helos and a growing force of new Pumas and Super Pumas. The Wasps were acquired from the Netherlands and are usually deployed on the TNI-AL's frigates, nine of which are known to be air capable. The TNI-AL operates a total of 13 frigates, 3 are ex-Netherlands Leanders (Van Speijk), 3 are 1970s built Exocet equipped Fatahillah class boats, supplied by the Netherlands, another three are air capable Tiyahahu class and four are ex-US Samadikun class vessels. Recent reports suggest that the TNI-AL is seeking no less than 20 new build frigates to replace the existing vessels, and further LSTs and patrol boats, all under the RENSTRA 5 force development program.

The frigate force would support amphibious operations by no less than 15 LSTs, many of which are capable of embarking the Puma or Super Puma for ship to shore assault.

The Super Pumas are the pride of the TNI-AL, with the service planning to acquire no less than 22 in total. The radar equipped Super Pumas perform a primary role of surface attack with AM.39 Exocet, with secondary roles of ASW, assault and SAR, in the latter roles supplemented by four older Pumas. A second rotary wing squadron, 200 Sqn, provides transport and liaison services with the Bo.105 utility helo.

The TNI-AU is well equipped for its primary role of supporting army amphibious operations in the Indonesian archipelago, with its force structure of frigates, fast attack craft and amphibious assault vessels. Its weakness is a lack of substantial air defence capability which renders it highly susceptible to air attack. by suitably equipped opponents.

The TNI-AD

The TNI-AD is Indonesia's land army, by far the largest of the nation's three services with about 200,000 personnel. The army has by regional standards a respectable airlift capability, although in the context of the nation's geography it is rather modest.

Fixed wing capability is split between a mixed force of about a dozen smaller twins, and twenty or so single engine observation types, mostly PZL-104s. The rotary wing force is larger, with Bell 205A-1 and Bell 412 providing the airmobile assault capability, with a small number of domestically built Bo.105 equipped as fire support gunships with rocket pods or guns.

The army has no heavy lift capability and relies wholly upon the air force for handling heavier payloads. Unit allocations of the helicopter force have not been publicised in the open literature.

Summary

As noted earlier, the Indonesian archipelago is the geographical path via which any adversary intent upon invading Australia must approach. However, objectives lesser than invasion can be satisfied by the occupation of Sumatra and parts of Java, such as cutting the principal shipping channels between the Indian Ocean and the Far East. While these may be accomplished in the context of grander geopolitical objectives, they would be a serious threat to Australia's economic well being, in that a large proportion of the air and sea traffic to this continent passes through Indonesian territory.

Therefore the defence of Indonesia is as strategically important to Australia as is the immediate defence of the continent. While the Indonesian military is substantial in numbers, it is a force structured largely for purposes of internal security, evidenced by the types in service and their deployment. Indonesia is a nation not unlike the defunct Yugoslavia, and is held intact by force where deemed necessary, as evidenced by recent events in Timor. Timor is such a sensitive issue with the Indonesians, largely as they perceive the independence movement in Timor as communist, and hence a threat to the nation's security on a grander scale. Whether this perception is accurate is open to debate.

What is certain is that Indonesia has a very limited capacity to project air power beyond 500 NM of its national boundaries, definitely in any situation where airspace is contested by a serious opponent. What this suggests is that such an opponent could rapidly cripple the TNI-AU and TNI-AL and thereafter enjoy substantial freedom of movement in the archipelago, securing only those objectives required to attain the desired strategic position, for instance cutting shipping and air lanes in the region.

Australia would have substantial difficulty in rendering assistance under such circumstances, or in protecting its strategic interests, depending on which perspective one takes. This is because existing air capabilities have been developed toward the objective of stopping the opponent in the air-sea gap to the North, and no further out. As a result the RAAF has not been given the inflight refuelling capability required to contest the outer regional air/sea battle. While the government will argue that forward basing at Butterworth is the answer, one must seriously question the rationality of basing high value assets in an area which would be within the reach of hostile strike aircraft. That would be an open invitation.

Forward basing at Cocos or at sites in Java would be a better proposition, as deployed assets could be kept out of the range of hostile tactical air, and with tanker support could contest the outer regional air/sea battle. However, a more substantial tanker capability will be required, including boom refuelling to allow the F-111 (or its eventual successor) to fully exploit its potential. The RAAF's existing tanker force is by all means a step in the right direction, but it is too small to provide support concurrently for 90+ tactical aircraft, and cannot support the F-111 or our regional neighbours' (Indonesia, Singapore, Thailand) F-16 forces. Fitting existing tankers with booms and acquiring further tankers would substantially extend the RAAF's reach and combat persistence at a distance, thus allowing it to spearhead any regional air offensive against a hostile outside party, while also providing the means of stretching the combat radius of other useful regional air assets.

Command, control and communications (C3) become another issue in this context, as the control of a composite multinational force is not a trivial task by any means. The underdeveloped communications and radar early warning infrastructure in the region dictates the use of AEW&C aircraft supplemented by airborne command posts, both assets which are hard to hit and can be moved at very short notice. Having such assets, the latter perhaps located onboard some of the tankers, would provide for the rapid assembly, deployment and coordinated combat utilisation of a composite RAAF/regional air capability. Training together over a period of time would provide a better mutual insight among all participants, which would have to prove of long term usefulness.

One must seriously question whether the money spent on regional aid programs wouldn't be better spent on putting together a multinational capability as outlined in this discussion, the usefulness of existing programs in any collective crisis situation is open to discussion. Spending the same money on interoperable communications equipment and inflight refuelling assets makes far better sense. By the same token AEW&C makes better sense than OTHB radar, in that it can be moved to a hot spot, rather than have to wait for the hot spot to move to it.

Australian politicians should seriously consider where the money is spent, in that a domestic program to provide a substantial tanker and AEW&C capability would create much needed jobs in high technology, high value added industries, and reduce the flow of defence dollars overseas.

The central issue is whether Australia should indulge in the luxury of regional isolationism, and structure its capabilities to repel would be invaders at its very front door, or whether it should structure its capabilities to form the backbone of a larger composite regional force. In the region only Australia has the air capability, technical expertise and political position to perform such a role. Assuming such a leadership position would serve Australia's interests by extending the reach of its offensive capability to engage invaders at a geographically advantageous position, while providing for a much closer relationship with our immediate neighbours.

Whether Australians and Indonesians choose to like each other is irrelevant. We need their geographical position and they need our offensive air capability and expertise. The sooner this is recognised and wholly accepted by both nations, the better. While many Indonesians and Australians perceive the two nations as potential adversaries, the reality is that posturing of this kind only serves the interests of those who wish to resources away from defence, by creating the image of a mutual threat with no serious credibility to it.

Australia has traditionally suffered the dilemma of structuring its capabilities without having a clearly defined threat. This has led to an ill defined sense of direction and force structure, which has in turn provided ample opportunity for the disarmament lobbies inside and outside the DoD to resources and inhibit the development of necessary capabilities. Adopting a policy direction and strategy via which the ADF assumes a central role in a composite regional force structure will provide a central set of objectives for force development which would in no way diminish Australia's ability to defend itself closer to home. This approach would also serve to quash the 'don't get this capability because it will upset our neighbours' argument, which has often interfered in force structure development in highly unproductive ways.

The Gulf War proved the viability of the composite multinational force structure and demonstrated what problems will occur, be they organisational, cross-cultural or political. In spite of these obstacles the campaign was a stunning success with the active participation of some very diverse air forces and aircraft. The unifying element was the cohesive C3 structure, supported by key technological assets, ie a large US/UK tanker force and USAF AWACS which served as command posts. In the this fashion, the USAF and to some degree the RAF formed the backbone of the multinational force.

In the regional context Australia is best equipped to perform such a role, as it has many of the key assets required in place, with others planned for eventual acquisition. What is required is a fundamental change in how we approach the region, and a serious long term commitment to build up the necessary capabilities on the scale required. The world has seen more changes in fundamental strategic relationships in the last 2 years than in the previous 50 years, and Australia should not fall behind in adapting to the new world order. Isolationism is not the answer.




Table 1 Indonesian Air Assets

Table 2 Indonesian Fast Jet Performance Comparison

Table 3 Indonesian Runways







Pic 1 (F-16A)

The F-16A-15 OCU is the front line fighter of the Indonesian TNI-AU. The model has low thrust engines, but carries an upgraded APG-66 OCU radar which can support the AIM-7 Sparrow. Based at Iswahjudi, a total of twelve aircraft provide the only serious air defence capability in the country.

Pic 2 (A-4E)

The A-4 Skyhawk is Indonesia's principal strike aircraft, with a total of 30 in use with two squadrons, one based at Iswahjudi and the other at Pekanbaru. Current reports suggest he A-4 may be replaced with the newer BAe Hawk 200, assembled in Indonesia.

Pic 3 (F-5E)

The aging F-5E was Indonesia's principal air superiority fighter for a number of years, until the F-16A was acquired. Seriously radius limited, the F-5E is a very limited aircraft. Reports suggest Indonesia intends to replace the ageing Tigers with newer F-16As.

Pic 4 (CN-235)

The CN-235 transport is the result of a joint Indonesian-Spanish venture, and this type will assume a central role in the light/medium transport force. A maritime version is now on offer, equipped with radar and Flir.

















Artwork, graphic design and text © 2004, 2005, 2006, 2007 Carlo Kopp; Text © 2004, 2005, 2006, 2007 Peter Goon; All rights reserved.
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Notices

Indian Air Force

Other Air Forces
Bharatiya Vayu Sena
India
By Hans van HerkThe former British colony of India was divided into present-day India and Pakistan. India became an independent republic on 26th January 1950. It consists of 22 states and 9 union territories. A neutralist policy has been traditionally followed, although there have been several instances of military action, mostly against Pakistan, but also against the former Portuguese India (Goa) and against intruding forces on the Kashmir and Tibet borders. The President is the nominal Supreme Commander of the Armed Forces, but control is exercised through the Minister of Defence.
Bharatiya Vayu Sena / Indian Air Force
The Indian Air Force is a young service. The oldest of its units is only 60 years old. Its birth in 1932 and its growth to date can be conveniently divided into four 15-year periods: 1932 - 1947 - 1962 - 1977 - 1992. By a coincidence these dates correspond to the major changes in the structure, composition and the capability of the Air Force. The 1990s started on a very unfortunate note for the Indian Air Force in particular. Economic difficulties along with the collapse of the Soviet Union severely affected expansion and modernisation plans, and various key programmes were pushed back by at least half a decade. Major problems with the availability of spares and support from the ex-USSR affected operations severely during 1991-1994, and serviceability rates declined heavily. Recovery started in the mid 1990s, when India learned from tense lessons. Much needed overhaul facilities were established and where possible, equipment and spares were saved through the widespread use of simulators. The average pilot flight hours are back to the standard 180-200 figure.The formulation in 1997 of India's first ever Air Power Doctrine (APD) provided the main map to modernisation and ensures that the Indian Air Force remains a viable deterrent against its principal potential adversaries.
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The Indian Air Force has accepted that the increased costs of maintaining a modern and effective air force in the future would necessitate a reduction in quantitative levels. The MiG-21bis-UPG (or MiG-21 Bison as they are called by the IAF) upgrade programme is finally well underway. IAF's second-generation fighter types - the MiG-29 and Mirage 2000 - will see an intensive avionics upgrade as well as the ability for some of the MiG-29s being equipped for air refuelling. The multi-role capability and very high serviceability of the Mirage 2000 (close to 90%), has led the Indian Air Force placing an order for an additional ten aircraft to be delivered by 2004. The Sukhoi Su-30MK/MKI is the most important combat aircraft programme currently underway. The licence production of this combat aircraft is to start in 2004 and will be completed by 2017. The first Su-30MKs (eighteen aircraft in service with No. 24 Squadron) will be converted to the MKI configuration as soon as the 32 Su-30MKIs built in Russia have been delivered by 2003.As far as training is concerned the Indian Air Force finally agreed on the choice for the Advanced Jet Trainer (AJT) programme. The contract for a total of 66 Hawk Mk132 was officially signed in Delhi on March 26, 2004. The first Hawks can be found on the productionline at BAE Warton. The delivery schedule for the UK build Hawks will be between September 2007 and February 2008 whereas the locally build Hawks will be delivered between 2008 and 2010. In the meantime, the HJT-36 Sitara (Intermediate Jet Trainer) is under full-scale development and is expected to enter service in 2004 to replace the HJT-16 Kiran. The HQ of the Indian Air Force Command is located at Delhi and is commanded by the Chief of Air Staff. The Indian AF currently has five operational commands, each of which is under an AOC-in-C (Air Officer Commander-in-Chief) with the rank of Air Marshal. The IAF also has two additional commands - Training Command and Maintenance Command - to maintain a uniform standard in training and maintenance.
Western Air Command
With its headquarters located at Delhi -Palam AFS-, it is the most important of the five regional commands. It controls air operations north of Jaipur, including the capital and Punjab, from Kashmir south to Rajasthan. There is an Air Operations Group at the Udhampur AFS, formed in 1982, which is dedicated to the defence of Jammu & Kashmir and also includes Ladakh. There is a forward headquarters located near the Army's Western Command at Chandigarh. Western Air Command features mostly air defence squadrons and ground attack squadrons.
South Western Air Command
South Western Air Command (SWAC) was established in 1980 at Jodhpur. Headquarters are now located at Ghandinagar AFS (Gujarat). Previously the area currently covered by SWAC was under the operational control of the Western Air Command. SWAC controls air operations in the south western air sector, which includes most of Rajasthan, and south through Gujarat to Saurashtra, and Kutch to Pune. Because SWAC has no sensitive adjacent areas, its task has been largely air defence, however, it is now reported to have a strike mission.
Central Air Command
Headquarters of Central Air Command are located at Allahabad AFS (Uttar Pradesh). CAC controls air operations in all of central India, from Delhi to Bengal. This command was reduced in size with the establishment of the Southern Air Command. It is the main transport command with aircraft like the IAF's workhorse - the An-32 -, the long-range heavy lift IL-76MD and the Dornier Do-228 used in the utility role. CAC also has helicopter squadrons like the Mi-8 Hip & Mi-17 Hip and the heavy lift, Mi-26 Halo.
Eastern Air Command
Eastern Air Command controls air operations in the eastern sector, which includes West Bengal, Assam, Mizoram and the other eastern states bordering Bangladesh, Myanmar and Tibet. With its headquarters located at Shillong AFS (Meghalaya), it features -as with Western Air Command- mostly air defence squadrons and ground attack squadrons.
Southern Air Command
With its headquarters located at Trivandrum AFS (Kerala), it controls air operations in the southern sector which includes all the southern states, the Bay of Bengal, the Andaman & Nicobar Islands and Lakshwadeep. Some of the airbases located in the responsible area also have training and support units. SAC features no combat aircraft squadrons, but could do so in an emergency.
Training Command
Prospective military pilots come from three sources: the National Defence Academy (NDA) in Pune, the National Cadet Corps (NCC) and the various universities. The NCC, which has facilities all over India, operates types as the Zenith CH-701. Students from the National Defence Academy, who are able to fly the eight HK-36TC Super Dimona motor gliders during their time at Pune, can go straight to the Air Force Academy. Other trainees have to undergo six months training at the IAF's Pre-Flying Training School at Begumpet, near Hyderabad. Although the headquarters of Training Command is located at Yelahanka AFB, Bangalore (Karnataka) most of the flying and ground training establishments are located in central and southern India.
Maintenance Command
With its headquarters located at Nagpur (Madhya Pradesh), it handles the repair, overhaul and maintenance of all aircraft, helicopters and other equipment. Official website of the IAF's Maintenance Command.
Sources; Bharat Rakshak, Military Technology and MilitAIR 1982.

Photo: Simon Watson Photo: Eddy de Kruijff
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You can find more about the Indian Forces on these pages. On the Order of Battle page we show you where the main bases in India are. A country map of India is available. Click on an airbase to see what's there to be found. Also we present links to Expediamaps services: with each airbase you can find a link to a map of the airbases' neighbourhood. Also on the Scramble site: The database containing the Indian aircraft inventory. In this database you can search for aircraft serials and codes.It is also possible to send updates to us! And of course we present you some links to other Indian Aviation Pages.
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Indonesian Air Arms Overview

Other Air Forces
Tentara Nasional Indonesia - Angkatan Udara / Laut / Darat
The Indonesian Air Force
By Marco Pennings (revision date November 15, 2005)The Japanese occupation of the Dutch East Indies, on March 8, 1942, initiated the final stage in Indonesia's search for independence. With Japanese support, the popular Ir. Sukarno formed a large militia ready to fight the Dutch on their return after the war. On August 17, 1945, Sukarno ended 350 years of Dutch colonial rule by proclaiming the free REPUBLIK INDONESIA. On April 9, 1946, the fledgling state, at war with the Dutch, formed its own Air Force, named ANGKATAN UDARA REPUBLIK INDONESIA, or AURI. Aircraft used from 1945 until 1950 were mainly of Japanese Army and Navy origin and reclaimed from large dumps all over Java. The AURI order of battle in 1945/46 included some 100 aircraft of many different types, including the Ki51 Guntai , Ki43 Hayabusha , Ki36/55 Cukiu, K5Y1 Curen and Ki79B Nishikoren. No more than 30 to 50 aircraft were ever operational, and they were mostly used for pilot training. Two strong Dutch offensives against the Indonesian Republic in July 1947 and December 1948, completely destroyed the small air arm. Although the Republic was facing a military defeat, international outcry and pressure prevailed, and on December 27, 1949, the Republic of Indonesia gained its sovereignty from The Netherlands. In 1950 approximately 253 ex ML-KNIL and MLD aircraft revived the AURI and a major reorganisation took place, with the formation of the first squadrons, or Skadron Udara (SkU). Important types received included the 42 B-25's (to SkU1), 26 P-51's (to SkU3), 34 C-47's (to SkU2, Skadron DAUM), 26 AT-16's (to WP-1), 63 L-4J's (to WP-1) and 22 Auster's (to SkU4). On February 20, 1956, the AURI entered the Jet age, when eight Vampire T-55's entered service, with what later became SkU11.
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Ever since the Proclamation of Independence, domestic unrest has driven the development of the Air Force. In 1958, outlying provinces of Indonesia trying to break away from the central government with CIA support, were crushed one by one with the use of airpower. The former ML-KNIL aircraft played a major role, such as on May 18, 1958, when Captain Ignatius Dewanto, flying F-51D F-338 from Amahai, shot down CIA mercenary Allen Pope in an AUREV/CIA B-26B over Ambon harbour. The CIA pilot was taken prisoner. Indonesia's first President, Ir. Sukarno, also confronted the Dutch in New Guinea in 1962, and the Malaysian Federation between 1963 and 1966. To support his plans, he started a re-equipment program in 1958. About twenty MiG-15UTI's (Czech CS-102), 30 MiG-17F's, 32 Il-28's and twenty Avia-14's arrived in Jakarta, ordered from Czechoslovakia. These were later augmented with a number of Mi-4 and Mi-6's from the Soviet Union. Also Poland provided arms for the Republic, as during 1958 and 1959 over 40 LIM-5/P fighters were delivered, together with eight SM-1 (Mi-1) helicopters. Polish pilots flew a small number of Avia B-33's. Finally, China delivered a dozen MiG-17's, Tu-2's, and some 24 La-11's, although the latter two saw little service. More large orders for Soviet arms were placed in 1961. These included 26 Tu-16 bombers, ten MiG-19's and twenty MiG-21's, thus introducing the AURI to the supersonic jet age. The only aircraft to arrive from the US, apart from ten K/C-130B's traded for the captured CIA pilot, were six B-26B Invaders in 1960, and about twenty P-51D Mustangs from 1958. Again, global politics played a deciding role in the conflict over Dutch New Guinea. In early August 1962, it became clear that deployment targets for an Indonesian invasion of Dutch bases could not be met. Also, US U-2 recce planes were spotted over Indonesia, and Soviet submarines were known to support the Indonesian Navy. After the personal intervention of President Kennedy, President Sukarno cancelled the operation in August 1962, and the Dutch government was forced to deliver Dutch New Guinea into UN hands. Renamed Irian Jaya under Indonesian rule, the territory remains a hot-spot to the present day, seeing operational use of e.g. the B-26, OV-10, Puma and Army helicopters. A new conflict involving the greatly expanded and modernised AURI began to unfold in 1963, when Malaya, Singapore, Sarawak, Brunei and Sabah formed the Malaysian Federation. In May 1964, President Sukarno called for the destruction of this Federation, and initiated a command that intensified infiltration's into Sarawak and Malaysia. However, after the loss of two C-130B's in 1964 and 1965, infiltration by air was stopped. Ever since the first arms were delivered from the communist Eastern Bloc in 1957, the strength and influence of the Indonesian Communist Party (PKI), had grown considerably. On September 30, 1965 a violent Coup d'Etat was attempted in the capital Jakarta. With the murder of 6 high-ranking and one junior army officer, the history of Indonesia took a new turn. Within days, the army's Strategic Command under Major-General Suharto, later to become Indonesia's second president, defeated the rebels. The PKI was accused of the failed Coup attempt, and also Airforce Commander Omar Dani was arrested after the AURI was accused of active support. A bloody crackdown on (supposed) PKI supporters followed all over Indonesia, and many tens of thousands were killed. This also meant the end of Soviet support for the armed forces. Only in recent years have retired AURI members been able to speak out freely about this dark episode in their history, and make clear that the Airforce was never involved. At the time of the coup, the AURI had reached its peak strength, and was considered, in numbers, to be the largest Air Arm in SEA. In August 1966, the Malaysian Federation and Indonesia ended the Confrontation. The years between 1966 and 1969 were one of the most difficult in AURI history. It had to regain the government's confidence, and rebuilt its forces without Soviet support. After many fatal crashes, most of its Eastern Bloc aircraft were withdrawn from use by 1970. A recovery program was initiated for the B-25, B-26 and C-47, additional F-51's were purchased, and the C-130 became the backbone of the AURI. General Suharto, who had regained support from the US, became Indonesia's second president on March 27, 1968. In 1973, eighteen second-hand CAC-27 Sabre's arrived from Australia, as well as sixteen USAF surplus T-33A's and some sixteen Vietnam War veteran UH-34D's. They marked the beginning of the third revival of the airforce, having been renamed TNI-AU in early 1974. Both the Sabre's and the T-33's replaced the unserviceable MiG's. The only other (tactical) fighter still in service was the venerable Mustang, eight additional Cavalier T/F-51D's having been delivered in 1973. However, by 1975 they had also become unserviceable, and were replaced by the OV-10F in September 1976 In April 1974, the fascist Caetano regime in Lisbon, Portugal, was overthrown. This initiated civil unrest in Portuguese East Timor, or Timor-Timur, and a civil war erupted in the capital Dili, between pro Portugal troops and FRETILIN, the independence movement. In the mean time, Indonesia had launched a secret intelligence and destabilisation operation, and immediately took advantage of the situation. On November 28, 1975, Fretilin proclaimed the Democratic Republic of East Timor, but on December 7, Indonesia started OPERASI SEROJA, the invasion of Timor-Timur. That day nine C-130B's from SkU31 and six C-47's from SkU2 departed Adisucipto airbase, for Dili and Baucau, and 1000 paratroopers were dropped near Dili. A pro-Indonesian government was formed and Timor-Timur became an Indonesian province. Fretilin opposition continued into 1976 and in September, the first of sixteen OV-10F COIN aircraft were delivered to SkU3. They were frequently used in Timor-Timur from 1977, together with the A-4E and F-5E, as opposition to the Indonesian occupation never seized. After the economic recession of 1998, and the election of Indonesia's third President, Prof. Dr. Ing. B.J. Habibie, independence for East Timor became a possibility again. After a referendum on August 30, 1999, Timor Loro Sae, or Timor of the Rising Sun, became independent from Indonesia. From 1976, the TNI-AU has seen a continuous period of modernisation and expansion. In 1980, the TNI-AU started replacing its venerable fighter force, when three new types entered service. On April 21, the first of twelve F-5E's and four F-5F's arrived, as replacement for the CAC-27 Sabre's with SkU14. Also arriving in April 1980, were fourteen A-4E's and two TA-4H's from surplus IDF/AF stock. They replaced the T-33A with SkU11. In September, the first Hawk Mk53's were delivered to Wing Pendidikan 1, and were operated next to the L-29. The Delfin soldiered on until 1983, when they were stored after twenty years of continued use, being the last Soviet Bloc type to be withdrawn. In 1982, SkU12 was reactivated with the second batch of sixteen former IDF/AF A-4E Skyhawks. SkU31 was re-equipped with the new C-130H-30 from September 1980. The patrol unit SkU5 at last received more modern equipment, when in 1982, the first of three B737-2X9's arrived, followed by a single C-130H-MP. This signalled the end for the UF-1/2 fleet, which was used until approximately 1987. A dozen former Pelita H-500C's were delivered to SkU7 in December 1982, operating next to the Bell 47G's received from Australia in 1978. In 1981, SkU6 transferred its new Puma fleet to the reactivated SkU8, while retaining the re-engined UH-34D's better known as the S-58T. AS202 Bravo's replaced the last T-34A Mentors with W.P.1 from March 1981. They are used as elementary trainers, with basic training reserved for the T-34C since 1978. As part of a large reorganisation, all the airforce squadrons were concentrated in two operational commands on April 1, 1985; Komando Operasi Angkatan Udara (KOOPSAU) I in Jakarta (for the Western part of Indonesia), and KOOPSAU II in Ujung Pandang (for the Eastern part of Indonesia). In 1989, a contract was signed with Boeing to upgrade the B737-2X9's in use with SkU5. The modifications included an update of the Motorola SLAMMR, Side Looking Airborne Modular Multi-mission Radar. Aircraft AI-7301 was modified by Boeing and delivered by October 1993. Program MACAN (Indonesian for TIGER), or Modernisation of Avionics Capabilities for Armament and Navigation, is a major upgrade program involving the F-5E's and F-5F's forming SkU14. In 1995, a contract was signed with SABCA of Belgium. The first two aircraft arrived at Gosselies in May. Far behind schedule, test flying started in September 1997, and both aircraft returned to Indonesia in February 1999. The remaining ten F-5's will be upgraded at Iswahjudi with SABCA support, at a rate of three aircraft per five months. The present status of the project is unknown. The first of eight F-16A's and four F-16B's were delivered in December 1989. These aircraft replaced the OV-10F in SkU3, and the Bronco's were used to reactivate SkU1. In November 1995, the airforce expressed a requirement for 64 F-16's to equip four squadrons, and showed an interest in the Pakistan Airforce F-16's stored at AMARC. After an initial agreement, President Suharto cancelled the deal in June 1997. Early August 1997, Jakarta announced the decision to purchase twelve SU-30KI's similar to the version delivered to India, with potentially an option for eight more. However, due to the monetary crisis, the deal was postponed in January 1998 until it resurfaced again in 2003, see later. The last A-4's of SkU12 were transferred out in 1996, and the best aircraft are now concentrated in SkU11. Two ex AMARC TA-4J's were purchased, and after an upgrade in New Zealand, delivered in October 1999. In June 1993, the TNI-AU ordered eight Hawk Mk109's and sixteen Hawk Mk209's from BAe. The airforce's requirement over the next 25 years is reported to be 96 armed Hawks in eight squadrons, funds permitting. In May 1996, the first three Hawk Mk109s for SkU12 arrived in Indonesia. In June 1996, an option for sixteen additional Hawk Mk209's was exercised by the TNI-AU, and the first were delivered from April 1999 to the relocated SkU1 at Pontianak, replacing the OV-10F. Also the OV-10F's are to be withdrawn from use. They remain in use with the Unit OV-10 Bronco. This used to be the Bronco Flight until renamed SkU21 on September 11, 2004. However, after a fatal accident on July 21, 2005 the Bronco was withdrawn from operational tactical use and the unit was again renamed on July 26. Also the transport units have seen new material arrive (and leave) during the past five years. The six remaining F27-400M's of SkU2 have been supplemented by IPTN CN235-100M's from January 1993. Three additional CN235-MPA's for SkU5 are part of a joint TNI-AU and TNI-AL order revealed in June 1996, but are yet to be delivered. The VIP unit SkU17 added two stretched IPTN NAS332L1 Super Puma's (VVIP models) to its fleet in 1993, followed by two ex Garuda F28-3000's in 1994. Also the two Merpati L100-30 Hercules transports were passed on to SkU17, and three L100-30's from Pelita to the TNI-AU in 1997. On the heli front, the H-500C's from SkU7 were sold in the US in early and mid 1996. In June 1997, an order for sixteen IPTN NAS332 Super Puma's was placed, comprising one VVIP, two VIP, seven Tactical Transports and six Combat SAR models. The first models were delivered to SkU6 in September 2001 starting the replacement of the S-58T's. Parallel to the delivery of the new Super Puma's, the TNI-AU has also embarked upon an upgrade and re-engine program for (at least) three older IPTN produced NSA330L Puma's. On February 27, 2004, the first Makila powered and redesignated NSA330SM arrived with SkU8. The TNI-AU formed a new demonstration team in 1995 with F-16's from SkU3, known as Elang Biru (Blue Falcon). All aircraft received a striking blue/yellow colour scheme from December 1995. However, the team has been disbanded and the F-16's have received new (Millennium) colours in early 2000. A second display team, Team Jupiter, was formed on September 23, 1997, flying eight Hawk Mk53's from SkaDik.103. Today, also the Hawks, who are now part of SkU15 in a tactical role, have received new colours (Gray Spot) similar to the F-16's. In April 2001, the two demo teams were merged into one and named Jupiter Blue, flying three Hawk Mk53's, two F-16's and a single Hawk Mk109. After a fatal collision between two Hawk Mk53's on March 28, 2002, the team was disbanded. In May 2000, the TNI-AU revived the Wing structure for bases with two or more squadrons. On May 5, 2000, Wing 3 was formed at Iswahjudi, with other wings based at Halim (Wing 1), Abdulrachman Saleh (Wing 2) and Atang Senjaya (Wing 4). In October 2000, word broke of a possible transfer of nineteen former Singapore Airforce SF260's, to the TNI-AU. They are seen as a compensation for the use of Indonesian airspace and facilities by the Singapore Airforce. The first six arrived on July 2, 2002, for use as special trainers by SkU2. All nineteen have arrived at Halim by now. In February 2003 ten aircraft moved out to Suryadarma. Also announced was the acquisition of the Eurocopter EC-120B Colibri as a replacement for the Bell 47G's of SkU7 at Suryadharma in 2003. The first two of twelve on order arrived in December 2001. In January 2001, the TNI-AU embarked upon a program to modernise its elementary and basic trainer fleet. It was announced that twenty KAI KT-1B Trainers are to be acquired, with seven to be delivered between May and November 2003. First flight of a TNI-AU KT-1B took place in december 2002, and the first aircraft entered service with SkaDik102 on July 14, 2003. They will replace (some of) the surviving AS202's and T-34C's with WP-1. In May 2005 five additional KT-1B's were ordered for delivery in 2007, with eight options remaining. In a surprise move during a visit to Russia in April 2003, Indonesian President Megawati Sukarnoputri signed a contract for the delivery of two Su-27SK's, two Su-30MK's and two Mi-35P's (destined for Penerbad). The export Flankers will have a drogue refuelling probe. The two Su-27's arrived with SkU15 at Iswahjudi on August 27, followed by the two Su-30's on September 1. They were officially handed over on September 20, 2003. In July 2004 the TNI-AU finally said farewell to the A-4 Skyhawk as the last few operational examples were withdrawn from use by SkU11 at Hasanuddin. On April 12, 2005 they were replaced by the Flankers as they moved in from Iswahjudi to claim their new hangar. More Flanker orders are anticipated but financial problems keep changing the plans. In December 2004 the sole SkU17 B707-3M1C was sold and replaced by a B737-2Q8 in February 2005. Under the umbrella of the TNI-AU, a number of specialised units operate a variety of aircraft and helicopters: Satuan Udara Pertanian (SUP) This is the Airforce's Agricultural unit which was activated on June 16, 1971, flying the PZL-104 Wilga. Their first base was Kemayoran International Airport, in Jakarta. The PZL-104's were supplemented by the PC-6B (in 1977) and the Ce188 (by 1982), and a Ce185 is also in use. Both the PZL-104 and Ce188 have since been withdrawn from service. After closure of Kemayoran, the unit relocated to Kalijati. The PC-6's are often used by the Federasi Aerosport Indonesia (FASI), see below, for skydiving. The SUP flies primarily in the weekends. Badan SAR Nasional (BASARNAS) The National Search and Rescue Service was formed on February 28, 1972. It received its first two IPTN built NBo105CB helicopters in 1983 for SAR duties. Three additional NBo105's, including one stretched version, were received by mid 1996. SkU6 operates the NBo105CB's and one H-500 in the Satuan Udara SAR (SAR unit) at Atang Senjaya. Three additional NBo105CB's are based with SkwU400, Disnerbal (Navy). A Bell 206 is also in use, and two former IPTN BK-117's were noted in 2000, although their use by BASARNAS is unclear. Satuan Udara Federasi Aerosport Indonesia (FASI) Activated under its current name on January 17, 1972, Indonesia's Aerosport Federation Aviation Unit has its main operating centre at Pondok Cabe, south west of Jakarta, but its activities span all of Indonesia, with aircraft at Husein Sastranegara, Bandung, and Kalijati, Subang. Aircraft maintenance is performed at Halim Perdanakusuma. The unit flies mainly in the weekends, and uses former TNI-AU aircraft in support of the federations activities, such as skydiving, aero modelling and gliding. Most pilots are (former) TNI-AU pilots. They also participate in air races, and its commander uses two immaculate Harvards as his personal transport. Aircraft include (but not all serviceable) the C-47/DC-3, T-6/AT-16, AS-202, T-34A Mentor, L-4J, Aviat Husky-A1, SC7 Skyvan, Ce150, Ce180, Ce185, Ce401, PZL-104, Pa23, Pa32, Pa34, UF-2, An-2, and many gliders. On occasion, active TNI-AU aircraft are also used, such as the PC-6B, NC-212 and S-58T.
Indonesian Naval Aviation
Tentara Nasional Indonesia - Angkatan Laut
The Dinas Penerbangan Angkatan Laut, or Indonesian Naval Aviation Service was activated on June 17, 1956, as Dinas Penerbangan ALRI (Naval Aviation Service), and renamed Dinas Penerbangan TNI-AL or DISNERBAL, in early 1974. The first aircraft to enter service in numbers were eighteen Gannet AS-4/T-5's bought in the UK in 1957. They were purchased for the ASW role as an alternative for the S-2F Tracker, which the US refused to sell due to the political situation at the time. In August 1957, the first six students were send to the UK to start their pilot training at RAF Oakington (Vampire) and the Fairey factory at White Waltham (Gannet). The first two aircraft arrived with SkwU100 in 1960, and were based at Morokrembangan naval airstation, Surabaya. In July 1962, the ALRI relocated six Gannets from SkwU100, and two HU-16's from SkwU300 to Liang airbase, Ambon, in order to cover the sea north of Sulawesi during the conflict with the Dutch. Two Gannets remained at Morokrembangan for pilot training. In August 1962, the aircraft had moved to Morotai, preparing for the invasion of Dutch New Guinea. Late August 1962, after the conflict had come to a peaceful end, they returned to Liang via Mapengat, Manado, while one Gannet fatally crashed near Ambon. Soon afterwards, the unit returned to its homebase. During the confrontation with Malaysia from 1964 until 1966, Gannets of SkwU100 were based at Tanjung Pinang, Riau, and also flew from Denpasar, Bali. As the UK was a participant in the conflict, the flow of spare parts was immediately stopped, and the ALRI had to resort to cannibalism to keep the Gannets operational. Within a few years, the Gannets were grounded and withdrawn from use. By 1965, as the Confrontation was at its peak, the ALRI had taken delivery of its first Eastern Bloc aircraft. A total of fifteen Mi-4 helicopters (nine ASW and Maritime Patrol, five General Purpose and a single VIP model) for SkwU400 were delivered from late 1963. The ALRI was also to receive the TU-16KS, but tactical airpower was deemed more important, so ten Il-28T torpedo bombers and two Il-28U trainers entered service with SkwU500. These second hand former Soviet aircraft were delivered including 59 RAT-52 torpedoes, and based at the new Juanda naval airstation south of Surabaya, where the first flight took place in April 1965. That same year the ALRI also received fourteen Beagles from the AURI, but these were never used due to their age. After the October 1965 Coup, the Il-28's soon became unserviceable, and were grounded in 1967 (or 1970, but some reports say the Il-28 was still operational in 1972!). SkwU600 was activated in 1965, and operated the C-47 and DC-3. The first helicopters had arrived in the early 60's from both the US (Bell 47-J2A) and France (Alouette 2), joining SkwU400. Several trainers, communications and VIP aircraft also served with DISNERBAL, allocated to SkwU200. An Aero Commander 680FLP was received in October 1967 (and a Grand Commander 500?). In October 1968, four DC-100 Lark Commanders arrived, and joined SkwU400 (by 1978), but were later transferred to SkwU200. This unit also received the F-33A Bonanza's ordered in August 1986, the TB-9 Tampico and Pa38 Tomahawk. A new Maritime Patrol unit formed in 1975 is SkwU800, receiving twelve GAF N-22B's from December 1975 at NAS Juanda. Six more advanced GAF N-22SL models from June 1981 supplemented them. On October 16, 1975, the town of Balibo in East Timor fell into Indonesian hands, and 5 Australian journalists were killed. As a protest, Australia postponed the GAF Nomad delivery. From September until November 1977, a new TNI offensive in East Timor saw the first use of Nomads on offensive surveillance missions. SkwU600 received the first of ten IPTN NC212M-200's in March 1984, but continued to operate the DC-3's on a limited scale until at least late 1993. The Mi-4's had been withdrawn from use in 1972, and not been replaced. In December 1977, the IPTN NBo105CB revived SkwU400, six being delivered. Four years later, in April 1981, it resumed its ASW role with the arrival of the Wasp HAS-1, as ten former Dutch Navy (MLD) examples entered service at NAS Juanda. The unit continued to expand, and the first of four Exocet equipped IPTN NAS332F Super Puma's arrived in December 1984, followed by six IPTN NB412S's from March 1989. On March 8, 1996, the Chief-of-Staff of the Naval Aviation Service announced the planned purchase of the IPTN CN235-MPA (Maritime Patrol), NC212 (Light Transport) and GAF Nomad (Tactical Maritime Patrol). A CN235 order revealed in June 1996, includes two CN235-MPA's and one CN235M-100 (Paratroop). From the original batch of eighteen GAF N22B/SL Nomads delivered, only nine remained operational by January 1997 and a contract worth AUS$2 million for twenty second-hand Nomads was signed in November 1996. The first seven ex Royal Australian Army GAF N22B's arrived at Juanda NAS, Surabaya, in January 1997, after their ferry flight via Darwin, Kupang NAS and Sumbawa Besar. Six of the new aircraft will be based at Kijang, Riau and Sabang, Aceh. The deliveries were completed by August 8, 1997, when the twenty aircraft were handed over to SkwU800 in a ceremony at NAS Juanda. Two (or all six) N24A's will be used for VIP flights. Although the purchase of the Nomads was controversial, due to the RAA withdrawal on grounds of safety and performance shortcomings, DISNERBAL Chief-of-Staff Setio Rahardjo stated that the Nomad is very well suited for maritime patrol. In addition, the service has 21 years of experience on the type and therefore knows its "character", it is easy to maintain and a large stock of spare parts is available. Four additional Nomads (two N 22-MPA's and two N 24-MPA's) were purchased in 2001, probably in Australia. Late 1994, program On Top II was to have added three NC212's, three NC212-MPA's and three NBo105's to the service's strength, and after some delay a contract with IPTN was confirmed in June 1996. These NC212-MPA's are to replace the old Nomads with SkwU800, and are equipped for maritime patrol and surveillance operations with Thomson-CSF AMASCOS (Airborne Maritime Situation Control System) avionics, Ocean Master Surveillance Radar, CHLIO FLIR and Sextant Avionique systems. The three Basic Military NC212's have been delivered by now and the first NC212M-200 PATMAR (is MPA) was delivered on May 12, 2005. Delivery of the IPTN NBo105's, fitted with similar equipment less the CHLIO system, may have started in early 2000. Additionally, three ex-Departemen Kehutanan NBo-105CB's are expected with SkwU400 post September 2003. A veteran entering service is the DHC-5 Buffalo. Two ex UAE Airforce aircraft were overhauled by IPTN at Bandung, and the first one was delivered to SkwU600 on July 4, 1997. They will replace the C-47's in SkwU600, stored since 1988/89 although one was probably still operational in December 1993. On June 26, 1996, GKN Westland confirmed UK government approval for the sale of 6 Sea Lynx and Super Lynx ASW helicopters to the Indonesian Navy, to be operated from four new naval vessels. They would replace the Wasp HAS-1 helicopters with SkwU400, but no order had been placed by early 1998. On June 17, 1998, the three remaining airworthy Wasp's were finally grounded. An additional IPTN NB412 was delivered in March 1997. In January 2001, Kadisnerbal (Chief of Naval Aviation) Laksma TNI Yayun Riyanto announced that the TNI-AL had decided to buy two Mil Mi-17 and eight (later changed to sixteen) new Mi-2 light transport helicopters. A contract for the Mi-2's was signed in March 2003, and two were subsequently delivered to SkwU400. Ten will be based at Juanda NAS, Surabaya, and six in Jakarta. Further deliveries by PLC Rostov Mil have however been blocked because of the high price and the fact that the helicopters were second hand! Also, PZL-Swidnik SA could deliver new Mi-2's for less money. The TNI-AL took delivery of three Eurocopter EC-120B Colibri training helicopters from September 2001, and assigned them to SkwU200. The delivery of three more is imminent. On February 14, 2005 three EADS Socata TB-9 GT's and two TB-10 GT's entered service with SkwU200. In July 2005 seven PZL-Mielec M28B-1RI maritime patrol Skytrucks and three M28B-1TDI light transport Skytrucks were ordered with deliveries to start in late 2005.
Indonesian Army Aviation
Tentara Nasional Indonesia - Angkatan Darat
This Service was activated on November 14, 1959, as Dinas Penerbangan Angkatan Darat (Army Aviation Service), or DINAS PENERBAD. The army was renamed TNI-AD in early 1974, but the flying corps is still referred to as PENERBAD. Although the army has been the ABRI's strongest service, both politically and military, it did not play a significant role in Indonesia's aviation history until the mid 70's. Until 1965, PENERBAD's main task was VIP transport, communications and observation. In these roles it operated a large variety of aircraft in small numbers, e.g. the C-47 and DC-3, DHC-2, L-19A, and various models of the Grand-, Turbo- and Aero Commander. Fixed wing aircraft were mostly based at Kemayoran airport, Jakarta. In 1961 it received the unique Belalang 90 trainer, a locally modified Piper L-4J with relocated wings. In 1965, the first helicopters arrived in the form of sixteen Mi-4's, later supplemented by approximately ten Alouette 3's. After the 1965 Coup, it suffered the same pilot shortage as the AURI and ALRI, to the point that in 1967 PENERBAD had only one qualified Mi-4 pilot for sixteen helicopters! That year the first students were send to the US and France for pilot training. In the 1970's, PENERBAD also operated several Cessna models (e.g. Ce185, Ce310P), the Beech D-18S, DHC-3 and BN-2A. As the guerrilla in both Irian Jaya and East Timor continued, PENERBAD received its first Air Attack helicopters in 1977, with the arrival of the IPTN NBo105CB (eighteen received), and the Bell 205A-1 (sixteen delivered) which is also used for Air Mobilisation. For general support duties, IPTN delivered six NC212M-200's from February 15, 1984. Over the past 10 years, PENERBAD has primarily focused on expanding its helicopter fleet. In September 1988, four IPTN NB412S's were delivered to attack helicopter squadron Skuad1, supplemented in 1995 by three IPTN NB412HP (High Performance) models, and again two more in March 1997. Also delivered to Skuad1 between 1990 and 1994 were six IPTN NBo105CB-4 attack helicopters. By August 1997, PENERBAD had purchased 21 Bell 205's on the US civil market, and were to convert them for military use. However, the deal was cancelled, because no export licence had been granted. Two ex UAE Airforce DHC-5 Buffalo's were delivered to the general support squadron Skuad2, and the first (VIP) aircraft was handed over by IPTN on July 4, 1997, together with the first navy example. They replace the service's DC-3's withdrawn from use by October 1995. On June 19, 1997, six IPTN NC-212's were ordered at Le Bourget, and the first (VIP) example was seen with IPTN in April 1998. Late 1997, DINAS PENERBAD was reorganised as PUSAT PENERBAD (Army Aviation Centre), and had decided to form an integral helicopter squadron for the elite Special Forces unit Komando Pasukan Khusus (KOPASSUS), known as Detasemen Penerbangan Kopassus. They would be equipped with eight Mi-17-1V Hip-H's to be delivered in January 1998. Thus Kopassus would no longer be depending on Penerbad's regular heli forces. In November 1997, 50 technicians and pilots had started training in Russia, but the deal was postponed in January 1998. Finally in 2003, four Kazan manufactured Mi-17's were ordered for delivery in February 2004. So far, delivery has again been delayed because a downpayment of $3 million to Kazan vanished into thin air. The Army wants to buy eight additional Mi-17's in 2004. During a visit to Russia in April 2003, Indonesian President Megawati Sukarnoputri signed a contract for the delivery of two Mi-35P's, which arrived in Jakarta on September 15. They were handed over to Skuad1 on September 20. The Army wanted to buy three additional Mi-35P's in 2004 but so far nothing has materialized.
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You can find more about the Indoneasian Air Force on these pages. On the Order of Battle page we show you where the main bases of the TNI-AU are. A map of Indonesia is available. Click on an airbase to see what's there to be found. Also we present links to Microsoft's Expediamaps services: with each airbase you can find a link to a map of the airbases' neighbourhood . And of course we present you some links to other Indonesian Aviation Pages
Order of Battle
The Database
Links to Related Websites


This page was last updated on Wednesday, May 30, 2007.

Pejabat Teras TNI AU

KSAU
Marsekal TNI Herman Prayitno, S.IP, MM.
Lahir di Yogyakarta, 9 Januari 1951, diterima menjadi Calon Prajurit Taruna 1970 dan dilantik Presiden RI 1973. Selanjutnya mengikuti Pendidikan Sekbang dan dilantik tahun 1976. Pada tanggal 15 Februari 2006 dilantik menjadi Kepala Staf TNI-AU sampai sekarang.
WAKASAU
Marsdya TNI Drs. Wresniwiro, SE
Lahir di Yogyakarta pada tanggal 19 Juli 1951. Diterima sebagai Calon Prajurit Taruna pada tahun 1970 dan dilantik oleh Presiden RI sebagai Letda pada bulan Desember 1973. Selanjutnya mengikuti pendidikan Sekbang 20 dan diwisuda (Wing Day) sebagai Penerbang pada tahun 1975. Pada bulan Februari 2006 diangkat sebagai Wakil Kepala Staf Angkatan Udara sampai sekarang.
IRJEN
Marsda TNI Eko Edi Santoso, S.IP
Lahir di Malang 25 Maret 1951, diterima menjadi Calon Prajurit Taruna pada tahun 1971 dan dilantik oleh Presiden RI pada tahun 1974. Selanjutnya mengikuti Pendidikan Sekbang dan di wisuda sebagai Penerbang pada tahun 1976. Pada tanggal 26 Juni 2006 diangkat sebagai Irjen TNI-AU sampai sekarang.
KOORSAHLI
Marsda TNI Ir. K. Inugroho MM
Lahir di Purwokerto 13 juli 1952, Diterima sebagai Calon Prajurit Taruna dan dilantik oleh Presiden RI sebagai Letnan Dua tahun 1975. Pada tanggal 17 Maret 2006 dilantik menjadi Kordinator Staf Ahli Kasau.
ASRENA
Marsda TNI I Gusti Made Oka, S.E.
Lahir di Denpasar, 28 Juli 1951, diterima menjadi Calon Prajurit Taruna pada tahun 1972 dan dilantik oleh Presiden RI pada tahun 1975. Selanjutnya mengikuti Pendidikan Sekbang dan di wisuda pada tahun 1977. Pada tanggal 27 Juli 2006 diangkat menjadi Asisten Perencanaan dan Anggaran Kasau sampai sekarang.
ASPAM
Marsda TNI Iwan Sidi, S.I.P, MM
Lahir di Magelang pada tanggal 27 Maret 1951, diterima menjadi Calon Prajurit Taruna pada tahun 1972, dan dilantik oleh Presiden RI pada tahun 1975. Selanjutnya mengikuti pendidikan Sekbang dan di wisuda (Wing Day) pada tahun 1977. Pada tanggal 05 Januari 2006 diangkat menjadi Asisten Pengamanan Kasau sampai sekarang.
ASOPS
Marsda TNI Edy Harjoko
Lahir di Kotaraja, 27 Maret 1953, diterima menjadi Calon Prajurit Taruna 1973 dan dilantik Presiden RI 1975. Selanjutnya mengikuti Pendidikan Sekbang dan dilantik tahun 1977. Pada tanggal 24 Juli 2006 dilantik menjadi Asisten Operasi Kasau sampai sekarang.
ASPERS
Marsda TNI Agus Mudigdo, SE
Lahir di Semarang pada tanggal 9 Desember 1951. Diterima sebagai Calon Prajurit Taruna dan dilantik oleh Presiden RI sebagai Letda pada bulan Desember 1973. Pada tanggal 26 Juni 2006 diangkat sebagai Aspers Kasau sampai sekarang.
ASLOG
Marsda TNI Subandrio
Lahir di Bandung 22 Maret 1953, diterima menjadi Calon Prajurit Taruna 1972 dan dilantik Presiden RI 1975. Selanjutnya mengikuti Pendidikan Sekbang dan dilantik tahun 1977. Pada tanggal 27 Januari 2005 diangkat menjadi Asisten Logistik Kasau sampai sekarang.
GUBERNUR AAU
Marsda TNI Erry Biatmoko
Lahir di Tegal pada tanggal 4 November 1953. Diterima sebagai Calon Prajurit Taruna dan dilantik oleh Presiden RI sebagai Letda pada bulan Desember 1976. Selanjutnya mengikuti pendidikan Sekbang 23 dan diwisuda (Wing Day) sebagai Penerbang pada tahun 1978. Pada bulan 23 Februari 2006 diangkat sebagai Gubernur AAU sampai sekarang.
DANSESKOAU
Marsda TNI Surya Dharma, S.IP.
Lahir di Banda Aceh pada tanggal 20 Maret 1952. Diterima sebagai Calon Prajurit Taruna dan dilantik oleh Presiden RI sebagai Letda pada bulan Desember 1976. Selanjutnya mengikuti pendidikan Sekbang dan di wisuda (Wing Day) sebagai Penerbang pada tahun 1978. Pada tanggal 16 Mei 2006 diangkat sebagai Komandan Seskoau sampai sekarang.
DANKODIKAU
Marsda TNI Wardjoko
Lahir di Yogyakarta pada tanggal 06 September 1952. Diterima sebagai Calon Prajurit Taruna dan dilantik oleh Presiden RI sebagai Letda pada bulan Desember 1975. Selanjutnya mengikuti pendidikan Sekbang dan diwisuda (Wing Day) sebagai Penerbang pada tahun 1977. Pada tanggal 24 Juli 2006 diangkat sebagai Komandan Kodikau sampai sekarang.
DANKOHARMATAU
Marsda TNI Suko Kuncoro S.Ip
Lahir di Yogyakarta, 19 November 1950, diterima menjadi Calon Prajurit Taruna 1971 dan dilantik Presiden RI 1974. Selanjutnya ditempatkan pertama sebagai Perwira Dp Wops 004, Widyaiswara Madya Bidang Ilmu Pengetahuan dan Teknologi Lemhanas RI, Waaslog Kasau, pada tanggal 11 Maret 2004 dilantik menjadi Komandan Komando Pemeliharaan Material TNI Angkatan Udara (Dankoharmatau) yang bermarkas di Bandung sampai sekarang.
DANKORPASKHAS
Marsma TNI Putu Sulastra
Lahir di Singaraja, 6 Juni 1951, diterima menjadi Calon Prajurit Taruna 1973 dan dilantik Presiden RI 1976. Selanjutnya penempatan pertama sebagai Perwira Dp Wing Dik 2 Kodikau, Komandan Skadron Paskhas 462 Lanud Sulaiman, Aspers Korpaskhas, Wadan Korpaskhas. Selanjutnya pada tanggal 11 Maret 2004 diangkat menjadi Komandan Korps Pasukan Khas (Dankorpaskhas) sampai sekarang.
PANGLIMA KOOPSAU I
Marsda TNI Ganjar Wiranegara
Lahir di Banjarmasin pada tanggal 10 Juli 1954. Diterima sebagai Calon Prajurit Taruna dan dilantik oleh Presiden RI sebagai Letda pada bulan Desember 1976. Selanjutnya mengikuti pendidikan Sekbang dan diwisuda (Wing Day) sebagai Penerbang pada tahun 1976. Pada tanggal 22 Juni 2006 diangkat sebagai Pangkoopsau I sampai sekarang.
PANGLIMA KOOPSAU II
Marsda TNI Ida Bagus Sanubari S.E.
Lahir di Denpasar pada tanggal 30 Maret 1952. Diterima menjadi Calon Prajurit Taruna pada tahun 1971, dan dilantik sebagai Letnan Dua pada tahun 1974. Mengikuti pendidikan Sekbang A-21 dan diwisuda (Wing Day) sebagai penerbang pada tahun 1976. Pada tanggal 5 Januari 2006 dilantik menjadi Panglima Koopsau II sampai sekarang.