reconnaissance to see if, for example, the firing
ranges are free from unauthorised individuals.”International co-operation
Harapin explained that the EA is in close
contact with other Pilatus users, “especially
with the Austrians, operating the PC-7, and
the Slovenians with their PC-9s”. He added:
“We do close air support projects with them
on a regular basis and participate, when able,
in mutual exercises. Although our PC-9s do
not have hardpoints to carry weapons, and
it is unlikely that they will ever be used in a
conflict, CAS training is very important and
the learning points are countless, especially
for pilots who will make the switch to the
MiG-21 or the future Croatian jet fighter.
“From 2014 to 2018, we also trained 38 pilots
from the Royal Air Force of Oman on our
PC-9M. The training was tailor-made to the
requests of the Omanis and its purpose was to
prepare their pilots for further stages of tuition
on other aircraft in their air force. The pilots
went through our Phase II programme that
comprised basic and aerobatic flying, VFR/
IFR [instrument flight rules] flying, night flying
and formation flying. Mentoring was intense,
with one instructor for every two student
pilots. This was a real challenge – they told us
two weeks in advance that the Omanis would
come, and we had to do all the paperwork
and have all the syllabi translated into English.
At the same time, Krila Oluje left for Qatar,
so we lost six experienced pilots. We faced
a really big challenge, but now we are ready
and have international experience! The switch
can now be made very easily as the training
is now internationally NATO compatible.”
Captain Darko Belancˇ ic ́, an instructor piloton the PC-9M and Krila Oluje team leader,
added: “In 2018, we also had three students
and two instructors from Hungary training
on the Zlin 242L following our Phase I/basic
training programme. After completion of
the course, the pilots went to Canada for
advanced training on the CT-156 Harvard II
at CFB Moose Jaw [in Saskatchewan].”
Harapin continued: “Another project that
might become interesting in the near future
is co-operation with the Bulgarian Air
Force. They also operate the PC-9 and they
recently visited us as they want to start a
flying training centre similar to ours. They
had a lot of questions, but this co-operation
is still at an early stage. Basically, we want
to have close co-operation with all PC-9
users, including the Irish Air Corps, but we
are limited due to funding. We have to travel
large distances and therefore co-operation
with the Austrian and the Slovenian air
forces is much easier. We can travel there
within one day without logistics support.”Next-generation trainer
As the MiG-21 approaches the end of its
career in Croatia, and with a decision about its
successor expected imminently, the air force
is also looking for a suitable lead-in trainer.
Harapin reflected: “Should we buy a jet or
upgrade the turboprop? That is the biggest
question for us. Should we upgrade our PC-9s,
buy a better Pilatus like the PC-21 or an
upgraded Albatros or Aermacchi? The PC-9s
are still good for training MiG-21 pilots, but not
for the pilots of next-generation fighters, as we
lack a lot of modern fighter equipment, such
as a head-up display and hands-on-throttle-
and-stick [HOTAS] controls. For Phase III andIV we really need to upgrade from the PC-9
to be ready for the next-generation fighter.
Headquarters asked me, ‘What upgrades do
you need for the PC-9?’ I said, ‘Exactly what
we will have in the F-16! And if we’re going
to buy the Gripen, I want the exact same
software and cockpit layout as the Gripen’.”
However, the PC-9M will likely remain the
backbone of pilot training at Zadar for many
years to come. As Belancˇ ic ́ observed: “The
PC-9 is pilot-friendly, agile, cost-effective and
very reliable. For this kind of pilot training it
is an amazing aircraft. The PC-21 is packed
with all types of equipment and very suitable
for Phase III, but for Phase II, when the pilot
is introduced to the basics, the PC-21 can
be very overwhelming. The PC-9 is an ideal
solution for the introduction to flying. The
biggest disadvantage for me is the lack
of HOTAS, but I see this from a different
perspective within the display team. A big
deal for us is the auto rudder system, which
we also don’t have. You have to compensate
with your rudder pedals whatever you’re
doing, because of the prop torque. Auto-trim
for the rudder would be a great step up.”
In order to become more cost-efficient, the
HRZ sold its three former RAAF PC-9Ms to
EIS Aircraft in Germany and another three
of the original PC-9Ms have been offered
for sale to provide an eventual squadron
strength of 14 PC-9Ms and five Zlin 242Ls.
Since 1994, the Fixed-Wing Squadron has
trained 145 Croatian Air Force pilots with
another 13 in progress at the time of writing.
In the process, the EA has conducted 30,400
flights and 16,800hrs on the UTVA 75; 15,560
flights and 5,770hrs on the Zlin 242L; and
117,413 flights and 59,458hrs on the PC-9M.74 // September 2019 #378 http://www.airforcesmonthly.comAFMCroatian Air Force trainers
Left: Lieutenant Colonel Željko Harapin, now
aged 45, accomplished 2,500 fl ying hours on the
UTVA 75, PC-9M and Zlin 242L and was commander of the
Fixed-Wing Squadron/Flight Training Unit from 2014 until earlier this
year. Above:Two PC-9Ms fl ying low over the highway near Zemunik-Gornji. It’s been 15 years since the
Krila Oluje performed it fi rst unoffi cial display in 2004. Today the team is considered the ambassador of the
Croatian Air Force and consists of six aircraft fl own by highly experienced instructor pilots. One of its major
achievements was winning the best overall display award at the Royal International Air Tattoo in 2016.70-74 CroatianTraining AFM Sep2019.indd 74 02/08/2019 17:27:58