Both Kalamata and Sheppard operate the T-6
Texan II. Phase 2 training with the Euro-NATO
Joint Jet Pilot Training (ENJJPT) programme
at Sheppard involves just over 100 hours in
the T-6, covering visual and instrument flying,
navigation, basic and tactical formation work
and low-level operations with NATO instructors.
The equivalent training in Greece is slightly
extended, comprising around 120 hours flown
with both Greek and Italian instructors.
After completing this part of the syllabus,
the successful student proceeds to the Phase
3 fighter track, at Lecce. Here they will fly
approximately 100 hours on the MB-339CD.
Student pilots will now consolidate their skills
in visual, instrument, navigation and formation
flying, and will be trained in the fundamentals
of air-to-air and air-to-ground operations. After
successfully completing this portion of training,
they are awarded the coveted Brevetto di
Pilota Militare (BPM, Military Pilot’s Licence).
The fast-jet pilot course concludes with Phase
4 training, better known as lead-in fighter
training (LIFT). It also takes place at Lecce,
where candidates fly around 90 hours on the
T-346. This is the last stage before prospective
fighter pilots join the Typhoon, Tornado, AMX
or F-35 fleets for operational conversion.
Recce role
Of all its tasks, reconnaissance has always
been important for the AMX. The jet can be
equipped with the RecceLite pod that’s capable
of transmitting images back to base in real
time. This has been put to good use by the
AM during AMX deployments to Afghanistan
and, more recently, to Kuwait to support
the fight against so-called Islamic State.
The recce task is also used to support
civilian organisations. In recent years, the
AM has been called to support rescue
teams after earthquakes, especially
those that struck central Italy in 2016.
The AMX was deployed for recce and
close air support (CAS) missions during
its deployment to Afghanistan. For
reconnaissance missions, the area that
needed to be photographed was divided
into a pattern of ‘legs’. Pilots had to fly
as precisely as possible to align the pod
with these imaginary lines. The pod then
automatically acquired the images. After
all legs were completed the aircraft either
returned to base or joined a tanker before
moving on to reconnoitre another area.
CAS missions operate in a similar way.
However, instead of flying ‘legs’ the aircraft
loiters at a predetermined position and
altitude and maintains constant contact
with Joint Terminal Attack Controllers
(JTACs) in order to support the troops on
the ground. When the need arises, the AMX
can support ground forces in various ways.
This might include a non-lethal ‘show of
force’ or a ‘kinetic’ strafing or bomb run.
The AMX is not a complex aircraft and is easy
to maintain. The AM achieved 100% readinessfor all its missions in Afghanistan and not a
single flight-hour or mission was cancelled.
Although the end is near for the Italian
AMX, it’s not clear what the future will bring
for the ‘Ghibli’ community. No firm decision
has been made about replacing the AMX
with the 51° Stormo. But whatever the future
brings, the wing is ready for it. As the wing
commander, Col David Morpurgo, told AFM:
“What we can assure is that whatever the
decision of our superiors about the future
of Istrana, we will work to the best of our
abilities until the last day of the AMX.”Acknowledgements:
Thanks to Capt Marco Barone and
his colleagues at Istrana, the Italian
Air Force, Italian MoD and the Dutch
Embassy in Rome for their support in
preparing this article.A smart echelon formation of 51° Stormo AMXs. The wing will celebrate its 80th anniversary next year,
having been established on October 1, 1939, at Ciampino Sud airfield near Rome as a Reparto Caccia
(fighter unit). Gian Carlo VecchiAFMThe two-seater waits its turn on the tanker as a pair of single-seaters prepares to plug in. The tanker is KC-767A
MM62228 ‘14-03’ from 14° Stormo, which wears ‘Yes We Can’ titles on the forward fuselage. Gian Carlo Vecchihttp://www.airforcesmonthly.com #369 DECEMBER 2018 // 47