pilots

The incident in Isfahan province follows crash of fighter jet in Hamadan province less than a week ago.

Tehran, Iran – Two military pilots and two merchants have been killed after an army helicopter crashed into a fruit market in central Iran.

The crash on Tuesday morning occurred in Dorcheh, a town in Isfahan province, where the army has a major airbase, according to state media, which said the cause was likely a technical fault in the aircraft.

Footage broadcast by state media from the scene of the crash showed the wreckage and emergency responders putting out the fire.

The Army Aviation Training Centre, in a statement, identified the killed soldiers as Colonel Hamed Sarvazad, the pilot; and his co-pilot, Major Mojtaba Kiani.

Two people working at their booths in the market were also reportedly killed on the scene after the helicopter crashed and caught fire.

The army centre said the cause of the crash is under investigation. The local judiciary chief, Asadollah Jafari, said he had also opened a case and dispatched investigators.

The crash comes less than a week after an Iranian Air Force fighter jet, reportedly an old United States-built F-4 model, crashed during a late-night training mission in the western province of Hamadan.

State media reported that one of the pilots was killed, but the other survived after successfully ejecting. The cause of that crash is under investigation, but state media said it was likely caused by a technical fault, as well.

Iran has been largely unable to upgrade its ageing fleet of aircraft, both military and civilian, as a result of decades-long sanctions imposed by the US and its allies.

Iran has purchased a number of fighter and training aircraft from Russia, and has been seeking to buy advanced Su-35 jets, but they have yet to be delivered by Moscow.

The crash of the helicopter took place amid rising tensions between the US and Iran before a new round of nuclear talks, which are set to take place in Geneva, Switzerland, on Thursday.

Iranian officials have warned that the country will not “bow down” to US pressure as Washington bolsters its military presence in the region.

In recent weeks, the US military has amassed hundreds of advanced fighter aircraft, both in military bases and on two aircraft carrier strike groups, as it threatens to strike Iran if it fails to reach a deal on its nuclear and missile programmes.

Tehran has rejected negotiations about its missiles, but has said an agreement may be possible to ensure it will never possess a nuclear weapon.

As well as being a key component of Russia’s attack helicopter force in the war in Ukraine, the Mi-28 Havoc has been in the news recently on account of its apparent delivery to Iran. Meanwhile, one lesser-known aspect of the Mi-28 is its ability to transport two or three passengers in a cramped fuselage compartment, a feature that is seen clearly in a recently published video of the rotorcraft.

The footage in question originates with the state-owned Russia Television and Radio channel and shows a Russian Aerospace Forces Mi-28NM — the latest domestic version of the gunship — undergoing pre-flight checks at a forward airstrip somewhere in the Ukrainian conflict zone. The video reportedly dates from this month.

At the start of the video, a technician is seen handling hoses that run into the helicopter’s port-side rear fuselage via an open door. Typically, such hoses are attached to dehumidifier units, which then blow warm, dry air through the aircraft to keep everything dry. This is especially important for sensitive avionics in cold weather, as on this snowy airfield. Once the helicopter is fully powered up, it should keep itself warm enough for moisture not to be a problem.

What’s most interesting, however, is that the open door provides a rare look into this rear-fuselage compartment, which has the capacity to carry two or three people, or an equivalent load of cargo. Of course, this is in addition to the Mi-28’s two crew seated in tandem in the cockpit — the weapon system operator/navigator forward and the pilot to the rear.

The fuselage compartment, unique among in-service attack helicopters, was part of the Mi-28’s design when it was first schemed back in the second half of the 1970s. The Soviet Union had ordered Mil to design a new-generation combat helicopter, equivalent to the U.S. AH-64 Apache, but this feature was all its own.

The Mi-28’s configuration was broadly similar to the AH-64, but marked a significant move away from the philosophy enshrined in the previous Mi-24 Hind. As we have discussed in the past, the Mi-24 had been built around a passenger/cargo cabin — with space for a squad of infantry — although, as it was developed, it expanded its anti-armor capabilities, too.

A walkaround video of a privately owned Mi-24 in the United States. The passenger/cargo cabin is seen in detail from around the 11:30 mark:

Hind MI-24 Helicopter Walkaround Tour

In contrast, the Mi-28 was a tank-killer first and foremost, with no cabin, and better overall performance. However, there was internal space for a much smaller compartment and one that would be very useful for retrieving downed pilots from the battle area, especially for grabbing a pilot who went down within the same flight. Bearing in mind the expected aircraft losses on Europe’s Central Front — especially among low-flying helicopters — this made a lot of sense.

Other tasks could have included moving mechanics and tools to conduct limited repairs of other helicopters in an emergency. Potentially, it could even have been used for inserting and picking up infiltrators or saboteurs.

Having the option of using the Mi-28 as a kind of ad-hoc, or non-traditional combat search and rescue (CSAR) asset would also mean that the aircraft could operate on its own and on the fly if other air or ground assets were not available. Traditionally, CSAR helicopters have to operate with an armed escort. It’s unknown whether the passenger cabin has been used at all in the war in Ukraine, but the limited space, presence of avionics equipment, and complete lack of windows mean it’s only really suited to emergencies. For more typical CSAR missions in the Ukrainian theater, Mi-8 Hips and Mi-24s are typically used, with an escort of Mi-28 or Ka-52 Hokum attack helicopters.

As for other attack helicopter types attempting personnel recovery, the best-known incident is likely that involving two British Army Apache gunships in Afghanistan in January 2007. During that dramatic mission, four Royal Marines strapped themselves to the outside of two Apaches for an attempted combat rescue. Ultimately, they were only able to recover the body of their fallen comrade, Lance Cpl. Ford, who had already been killed.

The Italian Army, too, has explored the concept of using its A129 Mangusta attack helicopters for personnel rescue, strapping a pair of soldiers to the main landing gear struts. Meanwhile, the U.S. Army Special Operations Command operates MH-6M Little Birds with side-mounted planks to externally airlift special operators. A more elaborate modular system, used to transport small numbers of personnel, was schemed for the Bell 360 Invictus armed scout helicopter, as you can read about here.

It’s also worth pointing out another planned ‘survival’ feature of the Mi-28, namely its crew-escape system. Unlike the Ka-52, the Mi-28 doesn’t have ejection seats. Instead, the Zvezda/Tomilino Pamir-K crew seats have belts that tighten automatically when high-g loads are encountered. As originally envisaged, the crew escape system would work as follows: During any kind of catastrophic failure at altitude, the cockpit doors would be blown off, the stub wings would be jettisoned together with their loads, and an inflatable door-sill sleeve would be filled with air. This was to protect the crew from the protruding main landing gear and cannon and help them clear the helicopter, after which they would return to the ground by parachute. In theory, at least.

Ka-52 alligator and its unique K-37-800M ejection seats. Before the rocket in the ejection seat deploys, the rotor blades are blown away by explosive charges in the rotor disc and the canopy is jettisoned. pic.twitter.com/BzPP9SNXMZ

— Владимир З. (@VladZinen) December 11, 2020

In practice, it seems the crew escape system never reached operational status on the Mi-28, likely due to the very limited window in which it would be of practical use.

According to the Oryx open-source tracking group, Russia has lost 19 Mi-28s since launching its full-scale invasion of Ukraine four years ago. This figure could be higher because Oryx only tabulates losses it can confirm visually. Russia began the conflict with a force of around 110 Mi-28s of all versions.

⚡️Video of the destruction of the Mi-28 of the 🇷🇺Russian Air Force using an 🇺🇦FPV drone. The first recorded case pic.twitter.com/LWosDeX2Ah

— 🪖MilitaryNewsUA🇺🇦 (@front_ukrainian) August 7, 2024

The Mi-28 has had a notably protracted history since it was first flown in prototype form in 1982. The original Havoc was abandoned by the early 1990s, and Mil pressed ahead with the radar-equipped, night-capable Mi-28N version. Deliveries of production Mi-28N helicopters to Russia began in 2008, and export versions have since been sold to Algeria, Iraq, Uganda, and, apparently, now also Iran.

For Russia, the basic version remains the Mi-28N, which also undertook combat operations in Syria starting in 2016.

Less common is the Mi-28UB (only 24 of which were produced), which received a mast-mounted radar, lacking on the Mi-28N, and dual controls. As for the latest Mi-28NM version — as seen in the video above — this also has the mast-mounted radar and other changes, including new missiles. As well as having been ordered in quantity for Russia, there are also plans to bring older Mi-28N aircraft up to Mi-28NM standard.

Video of the radar-equipped Mi-28UB during a live-fire exercise in the Krasnodar region, March 2020:

Russian Mi-28UB live fire exercise

For all the changes that the Mi-28 has undergone since it first appeared, its highly compact passenger compartment remains one of its most unusual features.

Contact the author: thomas@thewarzone.com

Sanne and Nick Gibson are two Wizz Air captains who first met at pilot school in Arizona and now fly for the same budget airline, managing to juggle life as parents with flying across Europe

This is your captain speaking. And this is your captain’s husband speaking.

Not the words you’d expect to hear as you buckle up ahead of a trip away, but ones that could crackle through the intercom of Sanne and Nick Gibson’s Wizz Air plane when they happen to be flying together.

The aviators are a vanishingly rare duo who don’t just work for the same company, but do exactly the same job. Sometimes in the same cockpit.

They are veteran captains for the Hungarian budget airline, both based at its UK base in Luton. They start work at the same time, jumping out of bed in the small hours, heading to the airport and skillfully flying a plane load of people to one of the 190 or so airports Wizz Air serves, before heading back to the UK again after a short 35-minute break.

Impressively, Sanne, 31, and her 33-year-old husband manage to make it back from Budapest, Corfu, Rome or wherever they happen to be going that day in time to pick up their 1.5-year-old daughter from nursery.

Having known each other for more than 10 years has its advantages when it comes to working together. When they first joined one another in the cockpit, the professional connection was instant.

“We didn’t have to understand each other first. I knew Sanne’s thought process before it came out of her mouth. I couldn’t have asked for a better co-pilot, because you know each other so well, you understand each other’s strengths and weaknesses,” Nick, from Leeds, explained.

It seems to be true what they (might) say: couples that fly together, stay together.

Sanne and Nick’s soaring romance began in 2015 when they met at pilot school in Arizona. “Away from the prying eyes of parents,” for the first time and beneath the scorching desert sun, the Yorkshire lad and Dutch woman hit it off one evening around a pool after a hard day’s flying.

They exchanged bucket lists, Nick impressing Sanne with boasts of a police ride-along he’d secured in a chance encounter with a cop.

Wings earned, what had remained a friendship in the US blossomed into a romance in the UK, where Nick took Sanne for her first Nando’s on their first date. From then, they may well have been inseparable – had the fast-paced, demanding life of a young pilot not got in the way.

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He scored a job in Munich, and she in Strasbourg, meaning they were a two-hour drive apart. When Sanne later landed a gig in Toulouse, Nick managed to transfer to Bristol so he could do night layovers in the French city.

And then, when Sanne secured a job at Wizz Air in 2017 and Nick the year after, the couple had achieved their ambition of working from the same base for the first time. “I know other people in this job had been at it for ten years trying to get to the same place,” Nick explained.

On his very first flight as a captain, Sanne was there alongside Nick as his co-pilot.

“Sometimes I have to pinch myself that we live together. And we get home every night. I am so lucky,” Sanne said.

The couple’s rotas are aligned, meaning they both work five days on and then four days off. They have permanent, live-in childcare for five days when they’re at work – something they say is crucial to them getting enough sleep to be ready to fly.

“The mum guilt is a real thing, but I think it’s a really important thing to keep going. Flying is a perishable skill; if you don’t fly, you lose it. It’s not like riding a bike. I remember that first takeoff after maternity leave, I was halfway down the runway before I got my head in the game,” Sanne said.

While Nick and Sanne do fly together, they don’t do so all the time. In fact, it’s a chance when they do end up in the same cockpit. “We don’t push for it, but it is quite nice. It was just us, no daughter, no phones. We just sat there and had a chat,” Nick said.

Both are quick to note that they’ve never had a domestic while behind the controls, despite Sanne noticing that Nick does sometimes make a loud whistling sound into the microphone when he’s flying.

They also resist doing a ‘his and hers’ bit to the cabin over the intercom, for fear it’d freak out passengers concerned that they aren’t taking their jobs seriously enough.

Looking to the future, the husband and wife won’t be flying together anytime soon. Because Sanne is due to give birth just before Valentine’s Day.

But after six months of maternity leave, they’ll both be back in the cockpit, jetting off to somewhere sunny together.

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