Download a short guide to

A SHORT GUIDE TO
BY OLE NIKOLAJSEN (2012)
1
A short story of the Turkish Air Force
The start:
At a very early stage the military leaders of the Ottoman Empire saw the advantages the aircraft could
provide to its widely spread forces and in July 1911 officers were sent to France for aviator training. The 2nd
Office of the General Staff, which oversaw Technical matters, ordered to organise an aviation force within the
Army. The first flight of an Ottoman Army aircraft by a Turkish pilot was subsequently performed on April 26,
1912 when newly procured Rep and Deperdussin aircraft made test hops from the Ayastefano/Yeşilköy military
airfield west of Istanbul. Prior to this the Italian Army had, in October 1911, attacked the Turkish Province
of Libya and closer to Turkish shores the 1st Balkan War broke out on October 16, 1912. In early September
1913 peace was secured but the Ottoman Empire had lost both Libya and most Balkan possessions. The
aviation forces had played a significant part in reducing the defeat by reconnoitring ahead of the advancing
columns in the retaking of Trakia. After peace had been secured, the French Government undertook the
reorganisation of the Ottoman Army Aviation Service. During 1914 a permanent war organisation was created and
several long exploration flights were performed for training, one of which was from Istanbul to Cairo. With
French credit backing a much new equipment was ordered in France, including 53 aircraft. On August 4, 1914, in
the middle of these efforts, the 1st World War broke out. The French personnel left on August 6 and the
ordered aircraft were not delivered. Two battleships ready for delivery in England were seized by the Royal
Navy and in November the Ottoman Empire joined the war, siding with Germany and Austria-Hungary.
1st World war:
At the outbreak of the war the Ottoman Aviation Service had 6 airworthy aircraft, 6 pilots, 3 observers, 11
mechanics and 20 riggers. When the Ottoman Empire joined the War, aid was forthcoming from Germany and the
establishment of a force of seven Ty.Bl. each with six aircraft was planned. The bombardment and later
invasion at Gallipoli in early 1915 changed everything and between February and November 1915 49 aircraft were
delivered direct by air from Hungary over neutral Bulgaria to Turkey.
The Gallipoli Front
Ottoman aircraft were deployed at the strait of the Dardanelles as early as January 18, 1915 and from March 17
onwards, when the final Allied fleet thrust was made, the aircraft unit became permanently based at Canak. It
employed a Rumpler B.I and an old Bleriot XI. When the Allied landings took place on April 25, 3 aircraft were
available, as a further 2 Albatros B.Is had arrived. Intensive reconnaissance flights were made during the
days following the landings. 1nci Ty.Bl. (1st Aircraft Company) was established with these aircraft in May.
The first German floatplane arrived at the front in July in the form of a Gotha WD1. Soon British aircraft at
the front became fitted with machine guns, and in September the first armed Ottoman aircraft was deployed
(Albatros C.I). In October the Seaplane Group received 3 armed Gotha WD2s. On November 30 1nci Ty.Bl.
celebrated its first aerial victory when Captain Ali Riza and Lieutenant Orhan in AK.1 shot down a French
Farman near Cape Helles. When 3 Fokker E.Is arrived with the 6nci Harp Boluğu (6th War Company) at the front
on January 3, 1916 the sky belonged to the Ottoman/German aircraft and in one week eight Allied aircraft were
downed. On January 9, 1916 the Gallipoli front was finally evacuated by the British divisions.
The Other Fronts
With the declining pressure on the Gallipoli front in late 1915 the Ottoman Aviation Services could work on
supporting the other fronts of the vast Empire. 2nci Ty.Bl. with 4 Pfalz A.IIs and later a Fokker E.I was
shipped to Mesopotamia in January 1916. This caused the surrender of 29.000 British troops at Kut-al-Amara on
April 29. Other 5 Pfalz A.IIs were used to form 3ncu Ty.Bl., which was sent to Medina in Arabia. Consisting of
only Muslim personnel the unit chased Arab insurgents away from Medina. In January 1916
4ncu Ty.Bl. was
established with 3 Rumpler B.Is at Adana, in southern Turkey, in order to protect the Palestinian railway
against naval attacks and guard the coastline facing Cyprus. In
the west 5nci Ty.Bl. was formed at Izmir. With 4 Gotha LD.2s, 2
Albatros C.I/IIIs and a Fokker E.I it operated in conjunction
with 1nci Ty.Bl. based at Galata to guard the long Anatolian
coastline facing the Aegean Sea. In February 1916 7nci Ty.Bl.
was issued with 2 Albatros C.Is and a similar number of Rumpler
B.Is and sent to the Eastern Black Sea for the Russian front. It
arrived too late to influence a Russian breakthrough, but was
instrumental in containing the Russian Armies at a new thinly
manned front with accurate and timely reconnaissance. Later 8nci
Ty.Bl. was sent as re-inforcement. When a Southern Caucasian
front was established later in the year 10ncu Ty.Bl. with 5
Albatros C.IIIs was sent there. To the south in Palestine the
German Army sent the special formed Fliegerabteilung FA.300 with
12 Rumpler C.Is and a Pfalz E.III to Gaza. During 1916 and 1917
aviation had a large and successful role in expanding and later
holding the various and thinly manned fronts of the Ottoman
Empire.
Timely
observation
held
the
British
forces
in
Mesopotamia at bay and it was only when the last aircraft became
unserviceable that they could
penetrate the front and take
Baghdad in April 1917. On the Sinai front three major attacks
were made by the British forces in 1917, but it was not until
October 1917, when forces managed to deceive observing aircraft,
that a successful breakthrough was made. Three Ottoman Army
aircraft companies and two Naval Groups with no more than twenty
aircraft successfully guarded the immense Anatolian coastline
against enemy action. Two Russian naval attacks towards Istanbul
were repulsed by aircraft alone. The period saw a dramatic
increase in the capabilities of the Ottoman aviation forces. By
late 1917 fifteen aircraft companies had been formed, 190 new
i
aircraft of the latest types (Halberstadt D.V, Albatros C.III and AEG C.IV) were received and readied for
service and 127 Turkish pilots and observers were trained by the Flying School at Ayastefano. Main repair
depots were established at Istanbul, Baghdad, Damascus and Konya. Still, more than 150 German aircrew were
seconded to the Ottoman service in addition to the 5 Fliegerabteilungen and one Jagdstaffel (FA300-FA304b and
JASTA 1F) with 170 personnel sent to Palestine.
The Air Defence of Istanbul
In 1916 Russian naval forces threatened Istanbul twice and when British aircraft made attacks on the city in
April, it was ordered that an air defence system should be set up. This took place in 1917, when renewed
British attacks were experienced. Four rings of reporting posts were established around the city. The 1st was
at the mouth of the Dardanelles, sending warnings via the Postal telegraph lines or the military wireless
network to a HQ situated in the railway tunnel at Beyoglu in Istanbul. 1nci and 6nci Ty.Bl. at Gallipoli
provided the first line of defence with their fighter aircraft. At Ayastefano/Yesilköy outside Istanbul a
fighter unit, 9ncu Harp Boluğu provided a second line of defence, together with the German seaplane unit at
Kavak on the Bosporus. For the task 29 C-type aircraft and 10 fighter aircraft were available. A last defence
line was formed in the city with 16 anti-aircraft batteries and 7 searchlight units. Naval units in the
harbour were also tied to the system by telephone. Despite these measures the British had some success in
their attacks against warships in the Golden Horn (at Istinye/Bosphorus) and it was not until rapid fire 77mm
guns were received in 1918 that the British had to revert to night attacks. On October 25 the last attack
occurred when 5 DH.9s attacked the city. They were reported on time and 5 fighters were scrambled (one
Nieuport 17, one Albatros D.III, one Halberstadt D.V and two Fokker D.VIIs). Only Captain Fazil in the
Albatros D.III was able to make an interception and he single-handedly scattered the enemy formation,
receiving three serious wounds in the fight. By autumn 1918 the Ottoman forces had largely expended themselves
and when Bulgaria made peace in September they were cut off from German support. On October 30 an armistice
took effect and at that time the Ottoman Aviation forces were in an exhausted state. There were about 35
surviving pilots and 44 observers scattered along the disintegrating fronts. About 25 aircraft were still
airworthy, most of them at the Flying School in Istanbul. 45 aircraft were seized by the Allied control
officers and stored at Maltepe south of Istanbul. Another 17 largely derelict machines were hidden by proKemal personnel in Eastern Turkey. All naval aircraft were kept away from being seized.
The War of Independence:
By October 1918 the Allies started their plan of breaking up the former Ottoman Empire. Zones of “interest”
went to France, Italy and Britain and larger areas were designated homelands for minorities. Military forces
were prohibited in the small Turkish state and only a token gendarmerie force under foreign officers was to be
created. No military aircraft were allowed. The Ottoman government allowed this to happen until a Greek Army,
with British and French support landed at Izmir in Asia Minor on May 15, 1919. Meanwhile a Turkish Army in
Eastern Turkey continued to operate and these forces now provided the nucleus of resistance to foreign troops.
During 1920 Gazi Mustafa Kemal, of 1st World War fame, organised forces against the Greeks and on June 13,
1920 the “Kuvaiye Havaiye Subesi” (The Air Force branch) was established at Eskisehir. 4 recce and 13 fighter
aircraft, of which only two were really usable, were concentrated at Konya and soon the first two fighting
units were formed: 1nci Ty.Bl. at Eskisehir with one Albatros D.III, one Albatros D.V, one Pfalz D.III, one
DFW C.V and a Rumpler C.IV, and 2nci Ty. Bl. at Usak with 2 Albatros D.III, one Pfalz D.III and one AEG C.IV.
The 15ncu Ty.Bl. at Erzurum was allocated to the forces in the east fighting an Armenian Army but only had one
Albatros C.III airworthy. In mid 1921 the front gradually moved east and by August 1nci Ty.Bl. – amalgated
with 2nci Ty.Bl. and moved to Ankara along with the HQ Directorate of the Air Force. From here it was ordered
to Malikoy airfield, 45 km west of Ankara to participate in the battle of “Sakarya” between August 23 and
September 17. Of the old equipment only one Albatros D.III remained, but two former Greek aircraft, a DH.9 and
a Br.14A-2, captured on the eve of the battle were pressed into service. These two aircraft flew 40 sorties
during the battle which resulted in a major Greek defeat. Soon, in a treaty with Russia on October 13, 1921,
the eastern border of Turkey was secured and a week later a treaty with France fixed the south-eastern border
to Syria. By then Italian troops had already pulled out of their “area of interest”. The aviation forces were
reorganised on July 5, 1922 into a
“Kuvaiye Havaiye Muffettisligi” (Air Force Inspectorate) at Konya. Ten
Br.14B-2s were handed over in May from the French forces in Syria and 20 Spad XIIIs were procured from the
Italian forces through Italian contacts. In July 1921 the Navy Flying Service was re-established with 5 Gotha
WD.13/15’s smuggled out of their storing place in Istanbul and transported to Amasra on the Black Sea coast.
When the re-equipped Turkish Army concentrated for its decisive battle (the “Baskumandanlik” battle) near
Afyon on August 26, 1922 the Air Force had the following units available: the Aircraft Workshops at Konya with
17 Spad XIIIs (being outfitted with machineguns), 4 Breguet 14B-2s with faulty engines and 1 Fiat R-2 being
rebuild; the Flying School at Adana with 1 SAML built Aviatik B.1 and 1 Albatros D.III; the “Frontal Aircraft
Company” at Cay with 3 SPAD XIIIs, 6 Breguet 14B-2s and a
DH.9; and the Seaplane Company at Amasra with 3 Gotha
WD.13s. During the subsequent fourteen day campaign
against the Greek Army, the Turkish Aviation Commander
Major Fazil shot down a Greek Breguet 14. When the
Turkish forces captured the main Greek airfield at
Gaziemir (Paradiso) near Izmir on September 25, a
“Tayyare Grubu Kumandanligi” (Aircraft Group Command) was
established there under Major Fazil. Three aircraft
companies were formed with all available aircraft,
including 21 aircraft plus 30 railway cars of spares
captured from the Greeks. With these forces Turkish Army
entered the Dardanelles Canal Zone in late September.
British intelligence then estimated the Turks to have 60
active fighting aircraft whereas the actual number was
nineteen. On July 24, 1923 the peace treaty of Lausanne
was signed giving the new Turkish national Republic all
of Asia Minor and the part of Trace in Europe which was
Turkish before the war.
ii
The Turkish Republic’s aviation forces
With peace at last for the young Turkish Republic the long and difficult task of rebuilding and modernising
the country, its institutions, infrastructure and armed forces lay ahead. The first president of the Republic,
Mustafa Kemal (later Ataturk) fully realised the significance of aviation and already in February 1925 a
Turkish Aircraft League was founded with the task of promoting and financing aviation in Turkey. Military
leaders were more than aware of the importance of aircraft in modern warfare and especially the ability to
control large and thinly populated areas, like in many parts of Turkey. In December 1923, a delegation of 5 of
the most experienced aviators in Turkey were sent on a tour to Europe to re-establish ties and to order
aircraft and equipment from leading manufacturers. Under supervision of foreign instructors, a first pilot
training course with 39 officer trainees was initiated at Gaziemir. The chief of the aviation forces, Major
Fazil, who had led the force during the War of Independence, unfortunately died in a training accident in
January 1923 and without this gifted leader the “Izmir Aircraft Group” was dissolved a week later. Instead, a
peacetime organisation with an “Air Force Inspectorate” was re-established. Each “Tayyare Istasyonu” (aircraft
station) was controlled by the district Army Corps. Training had priority, initially with inadequate
equipment, but from May 1924 large numbers of training aircraft started to arrive from France and Italy: 39
Caudron C.27s, 32 C.59s, 10 MS.35s, 10 MS.53s and 20 Savoia 16bis/Ms. As. For operational aircraft, emphasis
was on multi-purpose machines and 16 Breguet 14s were received in 1924 to complement the ones already on
charge. In an effort to secure an independent supply of equipment an agreement was signed with the German
Junkers Company to construct a complete aircraft factory at Kayseri in eastern Turkey and there to assemble
and later manufacture Junkers A 20 attack monoplanes and other aircraft. Ten A 20s were ordered from Germany
and delivered in early 1925 and in 1926-27 two batches of 30 and 20 were assembled at Eskisehir from parts
delivered from Junkers. The factory was inaugurated in August 1926, but after several disagreements the
Junkers Company withdrew from the venture in May 1928 after the factory had gone bankrupt. The facility was
then taken over by the Turkish military. The grounded Gotha WD.13s of the Naval Aviation Service were in 1924
replaced by 20 Savoia 16bis/Ms. The airfield at Gaziemir was exposed to the Aegean Sea and Greece so in 1925 a
new main airfield was taken in use at Eskisehir, situated next to the important railway junction with easy
connection to most parts of Turkey. In January 1925 a uprisings in eastern Turkey occurred and this saw the
formation of a nine division strong 3rd Army to subdue it. For this purpose the “3ncu Ordu Tayyare Grubu” (3rd
Army Aircraft Group) was established at Mardin. It comprised 1nci and 3ncu Ty.Bl.equipped with Br.14’s and
SPAD XIIIs. The “Eskisehir Tayyare Grubu” was established in 1926 and 2nci Ty.Bl. received the first of twenty
Br.19 A-2s. Later 9ncu and 10nci Ty.Bl. were formed at Eskisehir on the same type with an additional 30 19B-2
bomber versions. 7nci Ty.Bl. was with C.59s to train long-range flying. In the midst of this in 1927, a
programme for the procurement of modern fighter aircraft was initiated with a “Fighter Evaluation Competition”
held at Eskisehir. The proposal for the Dewoitine D.21C.1 seemed the best, especially when the 2 Rohrbach
Rofix fighters had crashed in 1927 in Cipenhagen. 12 Dewoitine fighters, including the two test examples, were
ordered. In 1924 and 1926, ten pilot officers were sent on advanced flying courses in France and a number of
mechanical engineers and technicians were sent on other special courses. In April 1926 the French
Hanriot
Company opened an aircraft mechanics school at Yesilkoy. Finally in 1927 a dedicated Hava Okulu (Flying
School) was opened at Eskisehir where the 5nci and 7nci Ty.Bl. were disbanded and their aircraft re-assigned
to a new training battalion with a primary and an advanced “class”.
New Defence Laws and Reorganisations
In 1927 a new defence law caused the air force to be reorganised. 2nci Ty.Bl. moved to Eskisehir with new
Breguet 14s in 1926, together with a newly established 6nci Ty.Bl. with A 20s. Two new units had been formed
at Gaziemir, 4ncu Ty.Bl. with six A20s and two F13s and 5nci Ty.Bl. with Caudron C.27s for Primary training.
Four “Tayyare Taburu” (Aircraft Battalion) were formed, one for each Army and one for the Navy. The former
“Ty.Bl.” (Aircraft Companies) were reorganised and renumbered, old equipment was scrapped and usable aircraft
were re-distributed according to type among the new units. 1.Tayyare Taburu (T.B.) formed at Eskisehir with
three companies of Br.19A-2s and B-2s in 1nci, 2nci and 21nci Ty.Bl. and a fighter force of 41nci and 42nci Av
Boluğu (Fighter Company). Hava Okulu began to replace its C.27s with MS.147s and a “Tatbikat Boluğu”
(Operational Training Company) was formed with Breguet 19s, A 20s and Letov S.16T. 2.T.B. formed at Diyarbakir
with 27nci, 28nci and 29ncu Ty.Bl. to operate the majority of the Ju A 20s. 3.Tayyare Taburu was formed at
Gaziemir with 24ncu Ty.Bl. initially flying Junkers A 20s, later Breguet 19s. 4.Tayyare Taburu, which came
under Navy control (and its personnel wearing Navy uniforms), was formed at Guzelyali on the coast just south
of Izmir with 11nci Deniz Ty.Bl. (11th Seaplane Company) operating the Sav.16bis/Ms and 12nci Deniz Ty.Bl.
with two Rohrbach Ro.IIIA’s. In the coming years the force concentrated on training of new personnel and
enhancing its flying and operational capabilities. Aircraft equipped with instruments for bad weather and
night flying were received and from 1926 onwards courses were held and regular night flying was performed. A
first cross-country formation flight was performed in 1924, and in 1929, on a six-day trip, eight Ju A 20s
circumnavigated the whole country. Then in 1930 large scale deployments, to quell a domestic uprise, took
place in eastern Turkey near Mount Ararat on the Russian border. Three bomber units from 1.T.B.and one from
the 3rd Br.19s and Letov 16Ts and 42 Av Boluğu with Dewoitine fighters provided one formation and thirty A 20s
from 2.T.B.another. In these formative years the “Turk Hava Kurumu” (Turkish Air League) made a large
contribution in collecting funds for aircraft for the military and up to 1931 187 new aircraft were paid for
in this way. Each year on August 30 “Victory day” aircraft donated that year were presented to the military
with the names of the donators or donating cities painted on the aircraft. By 1932 the Army Aviation Force had
grown so much in manpower and aircraft that again a major reorganisation was necessary. Three “Hava Alayi”
(Air Regiments), each with independent operational control and maintenance facilities under the command of a
Colonel, were formed. Each composed of two “Hava Taburu” which again were divided into “Ty.Bl.” (Aircraft
Companies), each normally consisting of nine operational aircraft. The former Junkers factory at Kayseri had
continued as a repair facility since 1928 and in 1932 it was re-established as the “Kayseri Uçak Fabrikasi”
(Kayseri Aircraft Factory). The Curtiss Factory in America agreed to help assembly, and later license
manufacturing, of Curtiss Hawk II fighters and Fledgling 2C.1 trainers. From 1932 to 1934 24 kits were
assembled and a further seven aircraft manufactured. With these aircraft two new fighter companies were formed
Continued on page iv after the aircraft picture pages
iii
S.N. Aircraft Type
code
Entry
wfu
Quantity
1
Deperdussin
1912
1912
1
2
Deperdussin A
1912
1915
1
3
Deperdussin B
1912
1914
1
4
Bristol Prier-Dickson
1912
1914
2
5
R.E.P. Tip N
1912
1914
3
6
Bleriot XI-2
1912
1915
5
7
R.E.P. Ecole
1912
1912
2
8
R.E.P. Tip (Ground roll)
1912
1912
1
3
picture
9
Harlan Eindecker
1912
1912
2
10
D.F.W. Mars Pfeil
1912
1913
2
11
Parseval PL9 (Dirigible)
1913
1913
1
12
Bleriot R1 Taxi Pinguin (Ground
roll)
1914
1915
3
13
Ponnier Aerobatique
1914
1915
1
14
Rumpler 4A13 Doppeltaube
1914
1914
1
15
Curtiss F
1914
1915
1
4
16
Nieuport Type VII
1914
1914
1
17
Nieuport Typ VI
1914
1914
1
18
Rumpler B.I
R
1915
1918
18
19
Albatros B.I
A
1915
1918
22
20
Albatros C.I
AK
1915
1917
7
21
Fokker E.I
F
1915
1917
4
22
Caudron G.3
1915
1919
3
23
Maurice Farman M.F.7
1915
1916
1
5
24
L.V.G. B.I
LVG
1915
1917
3
25
Gotha L.D.2
G
1916
1917
6
26
Pfalz A.II Parasol
P
1916
1917
10
27
Albatros C.III
AK
1916
1921
73
28
Fokker E.III
F
1916
1918
9
29
Gotha WD2
1916
1917
3
6
30
Gotha WD1
1917
1917
1
31
Gotha WD12
1917
1917
2
32
Harberstadt D.V
1917
1921
33
33
Hansa-Brandenburg NW
1917
1918
2
34
Albatros D.II
AKD
1917
1918
3
35
Caudron G.4
G
1917
1918
1
36
Rumpler C.I
RK
1917
1918
15
37
Fokker D.I
FD
1917
1918
8
HK
7
38
A.E.G. C.IV
AEG
1917
1921
49
39
Albatros D.III
AKD
1918
1922
31
40
Airco D.H.4
1918
1918
2
41
Grigorovich M-5
1918
1918
1
42
Sablatnig SF.5
1918
1918
5
43
Gotha WD13
1917
1924
8
44
Gotha WD15
1918
1924
1
8
45
Nieuport 17
K
1918
1918
2
46
Fokker D.VII
FD
1918
1918
7
47
Voisin LAS
1918
1918
2
48
Bristol Scout C ( Not operational)
1915
1916
1
49
R.A.F. B.E.2b ( Not operational)
1916
1916
1
50
Bristol Scout D Bullet (Tested only)
1917
1917
1
51
Martinsyde G.102 Elephant (not
operationel)
1917
1917
1
52
Morane-Saulnier Tip L (Tested
only)
1918
1918
1
9
53
L.V.G. C.V
1918
1920
1
54
Pfalz D.III
1918
1921
4
55
D.F.W. C.V
1918
1920
1
55
Short 184 (Tested only)
1918
1918
1
56
Rumpler C.IV
1918
1923
1
57
Albatros D.V-D.Va
1918
1922
2
58
Avro 504K
1920
1923
2
58
Ansaldo SVA 5
1920
1921
1
S
10
59
FİAT R.2
1921
1921
1
60
De Havilland DH.9
2../4..
1921
1926
10
61
Breguet.14 A2 (Reconnaissance)
2..
1921
1928
20
62
Breguet 14.B2 (Bomber)
2..
1922
1928
13
63
SAML Aviatik B.1
4..
1921
1924
7
64
SPAD XIII C1
1..
1922
1930
21
65
Nieuport 24bis
1..
1922
1927
3
66
Nieuport 27
1..
1922
1927
2
67
Albatros C.XV
2..
1922
1923
7
11
68
Caudron G.3 (Trainer )
4..
1922
1924
3
68a Caproni CA.3 (Tested only)
3..
1923
1923
1
69b Rumpler 6B-1
1..
1923
1923
1
1923
1923
(6)
69c Bristol type 14 F.2B Fighter
69
Junkers A 20
3../7..
1925
1934
65
70
Caudron C27
4../5..
1924
1933
39
71
Savoia-Marchetti S-16bis/m
1924
1938
20
72
Savoia-Marchetti S59
1928
1938
8
73
Caudron C59
4../8..
1924
1938
40
74
Junkers F 13 “Limuzin”
75.
1926
1936
3
12
74
Morane-Saulnier MS35
91.
1926
1931
10
75
Morane-Saulnier MS147
92./96.
1928
1937
20
76
Breguet 19.A2 (Reconnaissance)
1001-20
1926
1938
20
76
Morane-Saulnier MS53
95.
1926
1934
10
77
Breguet 19.B2 (Bomber)
1021-66
1928
1938
45
78
Letov S-16T Smolik
1073-88
1929
1941
16
79
Potez 25-A2
1100
1928
1935
1
13
80
Breguet 19-7 B-2
81
Dewoitine D.510T (embargoed)
82
Rohrbach Ro-IIIa “Rodra”
83
1101-20
1932
1941
1935
20
12
12..
1926
1934
2
Nieuport Delage Ni.D-42C.1
(Fighter competition)
131, 132
1926
1930
2
84
Dewoitine D21C-1
151-162
1926
1936
12
85
Bleriot-Spad 51-2C1
(Fighter competition)
171, 172
1926
1930
2
86
Bleriot-Spad 51-4
(Fighter competition)
1928
1930
1
87
Rohrbach Ro IX Rofix
(Fighter competition)
1927
1927
2
14
88
Junkers A 35
(Fighter competition)
89
Loire-Gourdou-Leseurre LGL-32
(delivered, not accepted)
89
De Havilland DH.84 Dragon
90
Supermarine Southampton Mk.II
91
Curtiss 48 Fledgling 2C.1
92
191
1926
1926
1
1929
1929
12
1934
1946
4
1933
1943
6
14..
1933
1945
7
Curtiss 35 Hawk II
15..
1933
1945
45
93
Consolidated Fleet Model-7
16..
1933
1945
12
94
Curtiss Kingbird D-2
1933
1933
2
95
Tupolev ANT-9
1933
1933
1
96
Polikarpov R-5
1933
1933
3
12..
15
97
Focke Wulf Fw 58K Weihe
17..
1937
1945
6
98
Gotha Go 145A
18..
1936
1946
46
99
Supermarine Walrus Mk.
19..
1938
1946
6
100 General Aircraft Monospar ST-25
1937
1941
2
101 Koolhoven F.K.49A
1938
1942
1
102 P.Z.L. P-24A
20..
1936
1943
20
103 P.Z.L. P-24C
21..
1937
1943
44
104 P.Z.L. P-24G
21..
1939
1943
2
105 Heinkel He 111J-1
22..
1937
1946
24
16
106 Martin 139WT
23..
1937
1946
20
107 Vultee V-11GBT
24..
1937
1948
40
108 Bristol Blenheim Mk.I
25..
1937
1947
40
109 Bristol Blenheim Mk.IV
254-
1942
1947
3
110 Curtiss-Wright CW-22B
26..
1942
1949
50
111 Curtiss-Wright CW-22R
26..
1940
1949
50
112 Hawker Hurricane Mk.I
27..
1939
1946
35
2736-
1942
1947
47
114 Fairey Battle Mk.1
28..
1940
1947
31
115 Supermarine Spitfire Mk.I
29..
1939
1940
3
113 Hawker Hurricane Mk.IIC
17
116 Morane Saulnier MS406C.1
30..
1939
1945
40
117 Westland Lysander Mk.II
31..
1940
1948
36
118 Avro Anson Mk.I
32..
1940
1946
6
119 Henriot H-182
34..
1940
1945
36
35../36..
1941
1960
96
121 Curtiss P-40D Kittyhawk Mk.I
37..
1943
1947
24
122 Curtiss P-40C Tomahawk Mk.IIB
38..
1941
1947
42
123 Bristol Blenheim Mk.V “Bizley”
39..
1943
1948
18
124 Consolidated B-24D Liberator
40..
1943
1946
5
125 Focke Wulf Fw 190Aa-3
41..
1943
1947
72
120 Miles Magister Mk.I
18
126 Hawker Hurricane Mk.IIB
42..
1942
1947
38
127 Bristol Beaufort Mk.II
46../59..
1944
1947
32
128 Airspeed Oxford Mk.I
47..
1941
1956
102
4771/72
1946
1949
2
4773-
1947
1952
10
131 Miles Master II
48..
1944
1949
27
132 THK Magister Mk.IA
50..
1944
1957
20
133 Hawker Hurricane Mk.IIC(R)/D(R)
51..
1944
1948
44
134 Martin 187 Baltimore Mk V
53..
1944
1950
72
135 Supermarine Spitfire Mk.Vb
55..
1944
1950
39
136 Supermarine Spitfire Mk.Vc
57..
1944
1950
69
129 Airspeed Consul
130 Airspeed Oxford Mk.II
19
137 Supermarine Spitfire Mk.V(R)
58..
1944
1951
3
5851-
1944
1945
1
60..
1946
1998
111
140 Bristol Beaufighter TF Mk.X
61..
1947
1948
24
141 Supermarine Spitfire Mk.IX
63../63..
1947
1954
196
6551-
1947
1955
4
66..
1947
1953
10
6651-/67..
1947
1953
132
68..
1947
1983
5
6811-/69..
1948
1983
127
70../71..
1948
1954
180
138 Supermarine Spitfire Mk.XI
139
Douglas C-47A/B Skytrain
“Dakota”
142 Supermarine Spitfire Mk.XIX
143 De Havilland Mosquito T Mk.III
144 De Havilland Mosquito FB Mk.IV
145 Beechcraft D-18S Twin Beech
146 Beechcraft AT-11 Kansan
147 Republic P-47D Thunderbolt
20
148 North American T-6C
7251-7350
1948
1974
100
149 North American Harvard II/IIB
7351-76
1955
1974
22
150 North American SNJ-3/SNJ-4
7356,58,
62,68
1955
1974
5
151 North American LT-6G
7377-95
1957
1974
19
152 North American T-6G
7396-7507
1957
1974
11
153 Douglas B-26B Invader
74..
1948
1958
28
154 Douglas B-26C Invader
74..
1948
1958
17
155 Noorduyn Mk.IIB
7508-47
1958
1974
11
156 North American Harvard Mk.II
7508-47
1958
1974
29
21
157 Lockheed T-33A Silverstar
1951
1997
84
1958
1982
92
159 Lockheed RT-33A
1955
1994
24
160 Republic F-84G Thunderjet
1952
1966
483
161 Canadair Sabre Mk.2 F-86E(M)
1954
1968
107
162 MKEK Model-4 “Uğur”
1955
1962
57
163 Beechcraft T-34A Mentor
1956
1993
24
164 Republic RF-84F Thunderflash
1956
1980
87
165 Republic F-84F Thunderstreak
1959
1974
113
166 Republic F-84Q Thunderstreak
1964
1975
185
158
Canadair T-33 Mk.III (T-33AN)
Silverstar
22
167 Sikorsky H-19 D
1958
1980
4
168 Sikorsky H-19 B
1963
1980
14
169
North American F-100D
Super Sabre
1958
1988
104
170
North American F-100F
Super Sabre
1958
1988
53
171
North American F-100C
Super Sabre
1972
1988
116
1959
1973
2
1959
1983
1
174 Lockheed F-104G Starfighter
1963
1994
289
175 Lockheed TF-104G Starfighter
1963
1994
55
176 Alenia F-104S Starfighter
1974
1994
40
177 Canadair CF-104D Starfighter
1986
1995
6
172 Douglas C-54D Skymaster
173
Beechcraft E-18S
Super Twin Beech
23
178 Canadair CF-104G Starfighter
1986
1995
44
179 Cessna T-37C Tweetybird
1963
In
Service
51
180 Cessna T-37B Tweetybird
1978
In
Service
27
181 Lockheed C-130E Hercules
1964
In
Service
14
182 Lockheed C-130B Hercules
1991
In
Service
6
183 Northrop F-5A Freedom Fighter
1965
In
Service
102
184 Northrop F-5B Freedom Fighter
1965
In
Service
22
185 Northrop RF-5A Freedom Fighter
1965
In
Service
41
186 NF-5A Freedom Fighter
1990
In
Service
31
187 Vickers VC-7 Viscount series 794
1971
In
Service
3
187 NF-5B Freedom Fighter
1989
In
Service
16
24
188 Convair F-102A Delta Dagger
1968
1979
40
189 Convair TF-102A Delta Dagger
1968
1979
9
190 Bell UH-1H Iroquis
1970
In
Service
27
191 Transall C-160D
1971
In
Service
20
192 Cessna T-41D Mescalero
1972
In
Service
30
193
McDonnell-Douglas F-4E
Phantom II
1974
In
Service
183
194
McDonnell-Douglas RF-4E
Phantom II
1978
In
Service
54
195 Northrop T-38A Talon (Ari)
1979
In
Service
73
196 Cessna C.550 Citation II
1984
In
Service
2
197 Cessna C.550 Citation VII
1993
In
Service
2
1987
In
Service
196
198
General Dynamics/TAI F-16C
Fighting Falcon
25
1987
In
Service
44
200 SZD-50-3 Puchacz
1989
In
Service
8
201 SIAI-Marchetti/TAI SF.260D
1990
In
Service
40
202 Grumman Gulfstream IV
1991
In
Service
3
203 Grumman Gulfstream G.550
2009
In
Service
2
204 TUSAŞ/CASA CN-235M
1992
In
Service
52
205 Boeing KC-135R Stratotanker
1995
In
Service
9
Eurocopter AS532UL/AL
Cougar Mk.1
2000
In
Service
20
2010
In
Service
55
199
206
General Dynamics/TAI F-16D
Fighting Falcon
207 KAI/TAI KT-1T
208 BOEING 737-700 AEW&C
4
209 HERON
55
207 different aircraft in 100 years
6429 individual aircraft in inventory
26
at Gaziemir. For use in the defence of the Dardanelles 12 Dewoitine 510TH fighters were ordered and paid for
in France in December 1934. For political reasons, however, France would not release the aircraft for export
when they were ready for delivery. Instead a large order for Polish PZL-24s was signed and 14 P-24As were
delivered already in 1936. The agreement called for a gradual transfer of manufacture of the fighter to the
Kayseri Factory. This was the directive of the president of Turkey, Mustafa Kemal Ataturk, to keep a policy of
armed neutrality. Consequently a diversity of weapons purchases was sought then and today. During 1936-37,
besides the order for up to 100 PZL fighters, basic trainers and heavy bombers were ordered in Germany, light
and heavy bombers in the USA and medium bombers and a training organisation were obtained from the UK. 1.H.A.
at Eskisehir was restructured into two “Bombardiman Taburu” (bomber battalions), each containing two companies
of Br.19 B-2s and Br.19-7B-2s, and a new “Av Taburu” (fighter battalion) comprising 21. and 41.Tay.Bol. with
PZL-24As and 42 with its D21C-1s. In 1937, the four bomber companies converted to He111J-1s of which 24 were
delivered. The four companies of 2.H.A. converted at the same time to Vultee V-11GBT light bombers, 40 were
coming from the USA. The 3.Hava Alayi expanded into 3 battalions: V Seaplane battalion with 11./12. Deniz
Ty.Bl. on Sav.16/59 and 31. Deniz Bombardiman Ty.Bl. (seaplane bomber aircraft company) with Southampton IIs.
VI battalion was a fighter unit with 2 Hawk II companies (53./54.Ty.Bl.) and X Bombardiman Taburu with 24.
Ty.Bl. on Smoliks and 25./26. on newly delivered Blenheim Mk.Is. An independent Fighter Regiment, 4ncu Av
Alayi (4th Fighter Regiment), was established at Eskisehir with VII battalion (21/41.Ty.Bl.) with PZL-24As and
VIII battalion (42/43.Ty.Bl.) with PZL-24Cs. On December 1, 1937 this regiment moved to a new base at Kutahya
south of Eskisehir. In 1938 the expansion continued with formation of a battalion directly under the General
Staff, IX bomber batt. at Eskisehir with 55/56.Ty.Bl. with 20 Martin 139WT bombers. The expansion called for
increased manpower. The Technical School moved to Eskisehir in 1935 and in 1936 a “Hava Harp Akademisi” (Air
War College) was founded in Istanbul with seconded RAF instructors to train Air Staff officers. At Eskisehir,
the Flying School got new Go.145As being built at Kayseri. In 1938 the school was expanded into three “Talim
Taburu” (training batt’s): 1.T.T. with Fleet 7 primary trainers and Gotha 145A; 2.T.T.with Fledgling trainers
and Fw 58 and DH.84 observer trainers; and 3.T.T.(3.Operational Training Batt.) with Br.19 and 19-7. All units
of the Army Air Force participated in the celebrations of the republic’s 10 year anniversary on October 29,
1933 and after this the massive airshow at Ankara became a yearly event. From 1932 to 1936 Turk Hava Kurumu
collected money for 149 new aircraft. With tension increasing in Europe during 1937-38, Great Britain and
France on one side and Germany on the other were eager in their policies to obtain Turkey as an ally or at
least ensure that it would stay neutral in a conflict in Europe. UK agreed to give Turkey a credit of ￡16
million for arms and Germany a similar for a DM 150 million loan. In May, 1939 the Turkish Army Air Force was
upgraded to divisional status and two Hava Tugayi (Air Brigades) were formed, 1nci at Eskisehir and 2nci at
Izmir. The 1st Air Brigade comprised the 1st, 2nd and 4th Air Regiments. The 2nd Air Brigade only had the
oversized 3rd H.A. In 1939, the newly formed 5nci H.A.at Corlu in European Turkey was placed under 2nd Air
Brigade control. The new regiment comprised VII Batt. with P-24A/Cs and IX Batt. with Martin 139WTs. With the
creation of the 5th regiment, the 4th Regiment at Kutahya lost its VII Batt. and reorganised as the elite
fighter regiment. VIII batt. received 30 Hurricane Mk.Is and a new XIth Batt. formed with 43. and 58.Ty.Bl.
with a similar number of MS406C.1s. The 3rd H.A. with additional Blenheim Mk.I bombers, also added a new unit,
XII Batt. with 23/24.Ty.bl.. The 1938 Anglo-French treaty meant that large orders for aircraft could be signed
for fast delivery. The original Blenheim Mk.I order for 12 aircraft was increased to 30 and then 40. 30
Hurricane Mk.Is and thirty MS.406C.1s were agreed for 1939-40 delivery as well as 30 Fairey Battle Mk.Is, 15
Spitfire Mk.Is, 36 Lysander Mk.IIs and 25 Anson Mk.Is from the UK and 36 Hanriot 182 army-co-operation
aircraft and an additional 30 MS406 fighters from France. To prepare the Turkish pilots for these new aircraft
50 Curtiss CW.22 basic combat trainers were ordered in the USA. Eventually only 40 MS406C.1s arrived and from
UK only 3 of the Spitfire Mk.Is and 6 Ansons were delivered. In order to increase the output of aircrew, Turk
Hava Kurumu (Turkish Air League) was mobilised in 1939 to train NCO pilots for the Army and its force of 122
gliders was in 1937-38 augmented with 20 civilian registered Fw.44Js. Later Miles Magisters were added. From
1939 to 1947, 371 NCO pilots were trained in this way and between 1948 and 1952 another 210 AOP-pilots for the
Army’s artillery spotting flights were trained.
The 2nd World War
In April-May 1940 the Turkish armed forces were partly mobilised and the Aviation forces were placed on
war-footing. Initially the duties became that of patrolling the long borders and vast coastlines. From
March 1942 the first consignments of promised lend-lease material from the Allies started to arrive.
Initially 24 Curtiss Kittyhawk Mk.Is, 42 Tomahawk Mk.IIBs and the first of 102 Miles Magisters were taken
into the inventory. Germany was keen to keep its good relations and in 1942 it allocated Turkey a credit of
DM 100 million. This was mostly used to procure 72 Focke-Wulf Fw190A-3 fighters. They were delivered in the
spring and summer of 1943. On the Allied side not all of the promised help arrived and since the aircraft
received had been drawn from stocks of the RAF-ME the condition of most of them was very poor. This was
resolved in a meeting in April 1943 and more modern equipment in the form of Hurricane and Spitfire
fighters was promised. Eventually Hurricane Mk.I/IIC/IIBs, Spitfire Mk.Vb/Mk.Vcs, Blenheim Mk.Vs
(Bizley)/Mk.IVs, and trainers in the form of Oxfords, Miles Masters and another batch CW.22Bs were
received. This influx of equipment caused a reorganisation in 1943. The two Air Brigades were upgraded to
“Hava Tumeni” (Air Divisions) and each Air Regiment streamlined their organisation into a Ist and a IInd
Battalion where the Ist comprised the 1/2. Ty.Bl. and the IInd the 3/4. Ty.Bl.. The old Taburu and Tayyare
Boluk numbers ceased to be used. 4.H.A.dispersed in 1942 to Merzifon in Eastern Turkey and in 1943 its Ist
Batt. re-equipped with Hurricane Mk.IICs and the IInd with Hurricane Mk.IIBs. The 5th Air Regiment moved to
Bursa and in April 1943 began its conversion to the Fw 190A-3s, reporting to the 1st Air Division. Under
the 2nd Air Division, the 3.H.A. in 1943 became an exclusive bomber formation with four companies of the
Blenheim Mk.Is. The based fighters were formed into 6.H.A. in February. The Ist Battalion received Tomahawk
Mk.IIBs and the IInd Kittyhawk Mk.Is. The Flying School and the Air War Academy’s reconnaissance units were
reorganised in 1941 into a “Kesif Taburu” (Recce Battalion) at Corlu with two companies of Lysander Mk.IIs.
In 1942 it moved with the 5th Air Regiment to Bursa and later, in 1943, to Eskisehir, where it was renamed
101nci Kesif Grubu (101. Recce Group). In 1943 V Seaplane Battalion at Guzelyali was disbanded and its
Southampton flying boats retired. Instead the 105nci Torpil Grubu (105.Torpedo-bomber Group) was
established with two companies of Blenheim Mk.V “Bizleys” and a detachment operating the surviving 5 Walrus
Mk.IIs. During 1942 the Flying School reorganised its units to comprise three training battalions: I.T.T.
iv
with Miles Magisters (replacing Gotha 145As); II. I.T.T. with up to 100 CW.22R/Bs and up to 50 Oxfords;
and III.T.T. with MS.406C.1s and Hawk IIs for fighter training, and 6 Ansons for operational observer
training.
On January 31, 1944 the Turkish Air Force Command was established as a separate Command under
the Army with Corps status. This date is considered the official date for the establishment of
today’s “Turkish Air Force”.
1943-44 saw the introduction of much new equipment and reshufflings, and formation of new units took place.
2.H.A. in 1942 redeployed from Diyarbakir to Kutahya in Western Turkey and received the first of 72
Baltimore Mk.Vs arriving in early 1944 it re-equipped its four companies with that type. Next to receive
the new bomber was the 1.H.A. at Eskisehir which re-equipped its Ist Battalion. Its IInd Battalion retained
one mixed company of He 111J-1s and B-24D Liberators and the other had Martin 139WTs. When finally the
promised Spitfire Mk.Vs arrived, the 6th Air Regiment at Gaziemir could replace its Tomahawks and
Kittyhawks, although a flight of the former type was retained for training until 1946. Surprisingly enough
the 5.H.A. also equipped its Ist Battalion with Spitfire Mk.Vs and thus had two companies each of Spitfires
and Focke-Wulf 190s. A new type of unit was the “Kesif Grubu” (Recce Group) organised in 1943-44 to serve
in the battlefield reconnaissance and army-co-operation role. The already existing 101nci Kesif Grubu at
Eskisehir was organised into one company of Hurricane Mk.IICs and one of Vultee V-11GBTs. A new unit,
102nci Kesif Grubu, formed at Balikesir with one company of Hurricane Mk.IICs and one of Lysander Mk.IIs,
and 103ncu Kesif Grubu at Adana with one company of Hurricane Mk.IICs and one of V-11GBTs. The 105nci
Torpil Grubu moved from Yesilkoy to Kosekoy south of Istanbul and equipped with 32 Beaufort Mk.Is delivered
in 1944. In August 1944 Turkey severed its trade links with Germany and declared war against the country on
February 23, 1945. Plans for a future Air Force were drawn up and slowly implemented. These called for a
force consisting of three Air Divisions each composed of a bomber, fighter and attack regiment, plus
independent reconnaissance and transport regiments. After the war contracts for aircraft were signed for
these formations with Great Britain for 25 Beaufighter Mk.Xs, 170 Spitfire Mk.IXs, 142 Mosquito
FB.VI/T.IIIs, 12 Oxford/Consuls and 4 Spitfire PR.XIXs. Another contract was agreed with the US Army for 18
C-47s.
A Post War Organisation
On April 4, 1947 the new organisation was established. In addition to the 1st and 2nd Air Divisions, a 3rd
was formed at Erzincan in Eastern Turkey. 1nci Hava Tumeni (1st Air Division) at Eskisehir comprised 1nci
Bombardiman Alayi with 4 companies of Mosquito FB.VIs, 5nci Av Alayi at Bursa with 4 companies of Spitfire
Mk.V/IXs and 7nci Av Alayi at Kutahya with Spitfire Mk.IXs in the fighter-bomber role. 2nci Hava Tumeni at
Izmir comprised 3ncu Bombardiman Alayi at Gaziemir with 4 companies of Mosquito FB.VIs, 6nci Av Alayi at
the same base with Spitfire Mk.Vs and 9ncu Av-Bombardiman Alayi at Balikesir, with 2 companies of Vultee V11GBT and one each with Hurricane Mk.IICs and Lysander Mk.IIs. The new 3ncu Hava Tumeni at Erzincan was
formed with 2nci Bombardiman Alayi moving from Kutahya to Diyarbakir with 4 companies of Baltimore Mk.Vs,
4ncu Av Alayi at Merzifon with 4 companies of Spitfire Mk.IXs and a new 8nci Av Alayi, formed at Erzincan
receiving 4 companies of Spitfire Mk.IXs. A new air transport force was established at Etimesgut airfield
at Ankara with two battalions with 4 companies of C-47s and a company called “Kesif ve irtibat Boluğu”
(Reconnaissance and Liaison Company) with 4 Spitfire Mk.V (recce), 4 PR Mk.XIXs, a few CW.22Rs and Consuls,
Oxfords and two survey C-45s. A “Gece Av onleme Boluğu “ (Night Interceptor Company) with P-61 Black Widows
was also planned, but the aircraft were never delivered. Already before the end of the 2nd World War Russia
had started to threaten Turkey, first with the cancellation of the 1925 non-aggression pact and later with
laying claims to areas in eastern Turkey and European Trace. In search for assistance Turkey approached
America and in 1947 a military aid programme was approved. An economic assistance agreement was later
instituted in July 1948. Soon American aid was forthcoming to Turkey and in March 1948 a squadron of 15 B26B Invaders was handed over at the Etimesgut airfield near Ankara. During 1948 a further squadron of 16
arrived. From April onwards 5 squadrons of P-47Ds arrived and in the harbour of Istanbul an American
aircraft carrier started to off-load 127 AT-11 Kansan trainers in May and in August 100 T-6C’s began to be
put ashore at the same place. Altogether 550 American aircraft for the Turkish Air Force and 15 L-4Js for
the Army were received in 1948-49: 180 P-47Ds, 45 B-26B/Cs, 81 C-47As, 100 T-6Cs, 127 AT-11s and 2 C-45s.
Under supervision of American instructors 9ncu Av Alayi converted to the P-47D in April 1948, 5nci Av Alayi
in May 1948 and 8nci Av Alayi in January 1949. A B-26 bomber battalion worked up at Etimesgut and in
January 1949 replaced the Baltimores of the Ist Battalion of 2nci Bombardiman Alayi at Diyarbakir. At the
flying school the former RAF training syllabus was replaced with an American one. The Ist Training
Battalion retained its Magiters in the primary training role, whereas the IInd Battalion replaced its
CW.22s with T-6Cs. The 3rd Battalion was reorganised into an “Av Eğitim Okulu” (fighter training School)
with T-6Cs and Spitfire Mk.Vs and an “Atis ve Bombardiman Okulu” (gunnery and bombing school) with AT-11s
and B-26s. The NCO pilot training scheme run by THK was stopped and instead this organisation started to
train AOP pilots for new Army Artillery Spotting Flights. The last TUAF NCO-pilot was retired in 1980. In
1948 reconnaissance assets were concentrated into the 10ncu Kesif Alayi (10th Recce Regiment) formed at
Afyon in August and consisting of two ex 105. Torpedo-Bomber Group companies of Beaufighter Mk.Xs one
operating Spitfire PR Mk.XIXs and Vs and a fourth with C-45s, Oxfords, AT-11s and B-26s for
survey duties. On May 10, 1950 two air transport regiments were formed, 11nci Nakliye Alayi (11th Transport
Regiment) at Eskisehir with four companies of C-47s and 12nci Nakliye Alayi
at Kayseri also with four
companies of C-47s. For special transports an “Irtibat Ulastirma Ucus Grubu” (Communication transport
flight group) was formed at Etimesgut with one company with VIP C-47s and one with B-26s, Consuls and AT11s. Since 1944 the Turkish Air Force had been under the overall command of the Army, but this was changed
on January 7, 1950 when it was given an independent status equal to the Army and the Navy. During 1950,
under American guidance, a rationalisation of units and equipment was prepared in order to put the TUAF
into the jet age. Less suitable airfields were abandoned and new ones constructed. As a consequence the 3rd
Bomber Regiment and Gaziemir airfield disbanded on February 15, 1950 (the 6th Fighter Regiment moved from
Gaziemir to a new airfield at Bandirma in May 1949), the 7th Fighter Regiment and Kutahya airfield in March
and the 2nd Bomber Regiment moved from Diyarbakir to a new airfield at Malatya in May 1950. The final step
was taken on March 31, 1951 when the old organisation was replaced with an American style set up of, “Hava
Kuvveti” (Air Force), “Hava Ussu” (Air Base) and “Filo” (Squadron). 1nci Hava Kuvveti (1st Air Force) was
v
established at Eskisehir comprising 1nci Hava Ussu at Eskisehir with 111/112 Filo equipped with Mosquito
FB Mk.VIs and T Mk.IIIs and 113 Filo with photo Spitfires, 5ncu Hava Ussu at Bursa with 151/152 Filo with
P-47Ds, 6nci Hava Ussu at Bandirma with 161/162 Filo with Spitfire Mk.IXs and 9ncu Hava Ussu at Balikesir
with 191/192 Filo with P-47Ds. 2nci Hava Kuvveti was established at Balikesir without aircraft units to
serve as a radar control unit. 3ncu Hava Kuvveti was established at Erzincan, but was moved to Diyarbakir
already soon after, when reconstruction of that base had been completed. It controlled 2nci Hava Ussu at
Malatya with 121 Filo with B-26B/Cs and 122 Filo with Mosquito FB Mk.VIs, 4ncu Hava Ussu at Merzifon with
141/142 Filo with Spitfire Mk.IXs and 8nci Hava Ussu at Erzincan with 181/182 Filo with P-47Ds. The 10th
Regiment at Afyon was disbanded. Under direct HQ control came new air transport units: 12nci Hava Ulastirma
Ussu (12th Air Communications
Base) at Etimesgut with 221/222 Filo with C-47s and 223 Filo with C-47s,
D18Ss, B-26s and AT-11s. Two independent transport squadrons were formed: Eskisehir Hava Ulastirma Filo
and Kayseri Hava Ulastirma Filo each with C-47s in support of the maintenance depots placed at these
airfields. In mid-1950 eight experienced pilots were sent on jet flying courses in the USA to train as
Turkey’s first jet flying instructors. The TUAF aircrew training organisation was completely changed in
October 1951 when it had been decided to participate from 1952 onwards in the NATO training scheme in USA
and Canada. Under the name “Hava Harp Okulu/Hava Yedekthe Subayi Okulu” (Air War School/Air Reserve
Officers School) the former units were amalgamated at Eskisehir where an “Ucus Grubu” (Flying Group) with
four squadrons was formed: 1nci Pilotaj Filo (1st Piloting squadron) with Magisters, 2nci PF with T-6Cs,
3ncu PF (for Instructor and refresher training) with T-6Cs and AT-11s and 4ncu PF (for twin-engine
conversion and liaison) with AT-11s and C-47s (this last unit moved to Adana in 1952). On December 27, 1951
the Turkish Air Force received its first jet aircraft. At Balikesir a “Jet Eğitim Filosu” (jet training
squadron) was formed and a new era started. On February 18, 1952 Turkey and Greece joined the NATO treaty
organisation. During the next 15 years large amounts of money and great efforts were being spent in
transferring the Turkish Air Force into a modern strike force. A dozen of new air bases and seven radar
sites were constructed and an air defence system built up from scratch covering the whole of the huge
country. Two T-33As had arrived in December 1951 and three more in February 1952 to form a jet training
squadron with the 9th Air Base at Balikesir. In January 1952 the 9th Air Base retired its P-47Ds in
preparation for the new F-84Gs, which soon started to pour in with a total of 90 being received in 1952. In
September 1952 both the 6th and 8th Air Bases started their conversion with another 135 aircraft received
in 1953 and 83 in 1954. 48 more T-33s arrived from 1953 up to 1955. In mid-1953 the jet training squadron
moved to the 8th Air Base at Diyarbakir only to move to Eskisehir in 1955. By April 1954 the 1st Air Base,
as the last unit, had completed its conversion to the F-84G and the air force could muster twelve squadrons
on the type, each consisting of 25 aircraft. “Hava Savunma Kumutanligi” (Air Defence Command) was
established at Ankara from the cadres of the old 2nd Air Force. The new command now took control of the
first three of eventually seven radar control groups, the Air Defence fighter station at Merzifon, the 12th
Air Communications Base at Etimesgut and later of the Nike-Ajax ground-to-air missiles placed around
Istanbul, the 15nci Fuze Ussu (the 15th Missile Base) formed in 1959. Between August 1954 and June 1956 a
total of 107 refurbished F-86E Sabres were transferred via MAP (Military Assistance Program) to Turkey. In
September 1954 the 4th Air Base Command was reformed at Eskisehir and in November 141 Filo became
operational with the new interceptor. 142/143 Filo based at Merzifon followed in the spring of 1955.
Turkey’s participation in the NATO pilot training scheme was discontinued in 1956 and a local training
organisation “Hava Eğitim Kumutanligi” (Air Training Command) was established at Gaziemir in August 1956.
The “Hava Harp Okulu” (Air War School) had moved to nearby Guzelyali. A new “Ucus Okulu” (Flying School)
was opened at Gaziemir with four “Eğitim Filosu” (Training squadrons): 1st with T-6Cs, 2nd with MKEK Ugurs,
3rd with T-6Cs and T-34As and 4th for Instructor, standards, refresher and liaison flying with AT-11As and
C-47As. Jet training was provided at Eskisehir on T-33As and F-84Gs. In the reconnaissance role the
Spitfire PR Mk.XIXs were replaced in 1955 with 22 RT-33As and these aircraft were also used by the jet
training squadron to train a new generation of reconnaissance pilots. In mid-1955 the 114. Kesif Filosu
(114. Recce Squadron) was formed with RT-33As and between September 1956 and October 1958, 46 RF-84F were
delivered to Turkey to equip two reconnaissance squadrons, one for each tactical air force. 114 Filo reequipped at Eskisehir and 184. Kesif Filosu formed at Diyarbakir. In order to ease operational command
links, “Ucus Grubular” (Flying Groups) were formed in 1952 at the main Air Bases. Later in 1957-58 several
new Air Bases and dispersal fields also formed Ucus Grubular and the organisation became as follows. 1nci
Hava Ussu operated the 11.Ucus Grubu with 112/113 Filo with the F-84G, whereas 111 Filo which had just
converted to new F-100D/Fs remained under direct Air Base control. The three filos under 6.H.U.
(161/162/163) reported to the 66. Ucus Grubu and at 9.H.U. 191/192 Filo formed the 99.Ucus Grubu. 193 Filo
under the 97.Ucus Grubu dispersed to the new Konya Air Base with 35 F-84Gs in the weapons-training role.
The 3rd TAF’s single operational air base, the 8th H.U. formed the 88.Ucus Grubu with 181/182/183 Filo. The
4th H.U, originally under the Air Defence Command, came under the 3.TAF and divided its F-86Es between the
14.Ucus Grubu at Diyarbakir with 141 Filo and 44.Ucus Grubu at Merzifon with 142 and 143 Filo. The 12th Air
Communications Base at Etimesdut formed two groups: the 21.Ucus Grubu with 221 Filo and 222 Filo with C47s and 23.Ucus Grubu with 224 and 225 Filo also with C -47s. A “Helicopter Filosu” with four UH-19s in
the SAR role operated as an independent unit. Between 1955 and 1958 the Turkish Air Force received another
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replacement F-84Gs withdrawn from the inventories of other When four F-100F Super Sabres were
delivered to Eskisehir in October 1958 it provided the start of replacing the F-84G fleet and by the end of
1959 altogether 48 F-100Ds and 8 Fs had been received to re-equip 111 Filo and 113 Filo. A little later in
1959-60 65 ex French Air Force F-84Fs were delivered to re-equip 181 and 183 Filo at Diyarbakir. In 1961
another 19 came to replace the F-84Gs of 192 Filo. The transport force was also bolstered in 1959-60 with
two C-54Ds and eight UH-19 helicopters.
A New Era
In 1962 the Air Defence Command was disbanded and its flying units were divided between the two Tactical
Air Forces. 1.THK, besides the 1st, 6th and 9th Air Bases, formed 3ncu Hava Ussu at Konya with 193 Filo and
4ncu Hava Ussu at Murted near Ankara with 141 Filo. 3.THK, besides 8ncu H.U, took command of a new 5nci
Hava Ussu at Merzifon with 142/143 Filo as well as a new 7nci Hava Ussu at Erhac/Malatya. 35 additional RF84Fs were delivered from the French Air Force in 1963-1964 and 192 Filo at Balikesir and 182 Filo, which
had moved to the 7th Air Base in January 1963, were re-designated Taktik Kesif Filo (Tactical Recce
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Squadrons) and equipped with the aircraft. The F-84Fs of 192 Filo were handed over to 191 Filo. 112 Filo
converted to F-100s from the original batch after 113 Filo moved to the 7th Air Base at Malatya in August
1963. An important event took place at Murted Air Base on March 25, 1963 when a new 144 Filo was formed. 15
F-104G and 2 TF-104G arrived in July/August. In August the following year 141 Filo also converted to the
type when a second batch of 20 was delivered. When the German Air Force retired its fleet of F-84Fs, 165
aircraft together with 20 from Holland were refurbished into F-84Q standard and delivered to Turkey from
1964 to 1966. In August 1964, 163 Filo converted to the type, with 112 Filo, 191 Filo and 192 Filo
following in 1965 and 181 and 183 Filo in 1966. 35 of the older F-84Fs were given to 193 Filo to serve as
weapons trainers. Under the Air Training Command a ‘Jet Eğitim Hava Grubu’ (Jet training Group) was formed
with T-33As at Eskisehir in 1960, moving to a newly constructed airfield at Cigli near Izmir in 1961. With
the arrival of the first T-37Cs in late 1963, this unit was renamed 2nci Jet Eğitim Ana Ussu (2nd Jet
Training Main Air Base) with 121 Filo with T-33As and 122 Filo with the T-37Cs. In 1965 the Ucus Grubu
organisation was discontinued. As the last operating F-84G squadron, 161 Filo converted to the F-5A/B in
1966 retirering the last Thunderjets in June. In 1967 both 163 Filo at Bandirma and 142 Filo at Merzifon
converted to this all-purpose fighter, the former in the fighter-bomber role the latter in the interceptor
role. The service career of the F-86E ended in 1968 when 143 Filo converted to the last of altogether 75 F5As received. 12 ex USAF T-33As were received in 1965 and later both squadrons of the 2nd Jet Training Base
converted to the type. In the same year the 3rd Air Base at Konya was renamed 3ncu Jet Eğitim Ana Ussu (3rd
Jet Training Main Air Base) and was put under Air Training Command control. It moved to Cigli for a year
where its two component squadrons 131/132 Filo converted to the T-37C. In 1967 it moved back to Konya with
47 T-37Cs joining the 193 Filo with 30 F-84Fs and an ‘instructor and standardisation flight’ with seven T33As and two AT-11As. 141 Filo with its 20 F-04Gs moved to Balikesir Air Base, in 1967, in preparation for
conversion to the F-102A interceptor. In June 1968 191 Filo took the opposite move taking over 144 Filo’s
TF/F-104Gs at Murted, when this unit took over responsibility for F-102 training and operational
introduction. In 1969-70 a new batch of 38 ex USAF F-100Ds and four ‘Fs was delivered to Turkey making it
possible for 112 Filo at Eskisehir and 182 Filo at Erhac to convert to the type, thus making the two bases
exclusive F-100 operators. Further in the years 1972-1974 116 F-100Cs modified to D-standard were received
making it possible for 181 Filo to convert the same year and 131 Filo and 132 Filo at Konya in 1974 in
addition to replenishing existing squadrons. In 1970 183 Filo moved from Diyarbakir to Murted to convert to
the F-102. At the same time 141 Filo and 191 Filo moved back to their former bases. When twenty RF-5As were
delivered in 1969/1970 163 and 192 Filo were selected to serve partly in the tactical reconnaissance role,
each receiving ten of the aircraft. In order to retire the F-84Qs of 192 Filo eight of 163 Filo’s F-5As
were given to that unit so both units had 10 RF-5As and 10 F-5As.
Streamlining
In 1972, it was decided to streamline the Air Force organisation by renumbering its units. Of the two
Tactical Air Forces, 1.THK kept its number plate at Eskisehir whereas the Diyarbakir based force was
renumbered the 2.THK. The resident squadrons of the various air bases changed their numbers to coincide
with the base number. 1nci Jet Ana Us’s 111/112 Filo with F-100D/Fs retained their old numbers, whereas
114 Kesif Filo became 113 Filo with its RF-84Fs. At Murted 141 Filo with F-104Gs retained its identity, but
144 Filo with F-102As was renumbered 142 Filo. 5th Jet Main Base’s 142/143 Filo with F-5A/Bs were
renumbered 151/152 Filo and at Bandirma 161 Filo with F-5As kept its number when 163 Filo with F-5A/RF-5As
became 162 Filo. 113 Filo and 182 Filo at Erhac with F-100C/D/Fs were renumbered 171 Filo and 172 Filo. 181
Filo at Diyarbakir (the last unit still flying the F-84Q) kept its number, while the F-102A unit, 183 Filo,
changed its to 182 Filo. 184 Kesif Filo at the same base was not renumbered. 9th Jet Hava Ussu’s units,
191/192 Filo remained unchanged. A new major command to control air transport assets ‘Hava Ulastirma
Kumutanligi’ (Air Communication Command) was formed in 1964. Under its command came 12nci Hava Ulastirma
Ana Us (12th Air Communication Main Base) with 221/225 Filo with C-47A’s and ‘Ozel Filo (independent
squadron) with VIP C-47As, C-54Ds and UH-19s. ‘Hava Taktik Nakliye Grubu’ (Tactical Air Trans port Group)
formed at Kayseri’s Erkilet airfield with 224 Filo with 6 C-47As and 5 C-130Es, which arrived in late 1964.
In 1971, an upgrading took place when 20 C-160D Transalls were delivered to 225 Filo. The Air Transport
Command reshuffled its units completely in July 1971 when the 12th Air Base was transferred to Erkilet. The
224 Filo with C-130Es was renamed 221 Filo and the C-160Ds in 225 Filo were deployed to that base with the
new number of 222 Filo. At Etimesgut a ‘Hava Ulastirma Grubu’ (Air Communications Group) was formed with
223 Filo with C-47As and 224 Filo with C-54Ds (being replaced from 1972 onwards by three ex THY Vickers
Viscounts), UH-19s, UH-1Hs and in the light transport and calibration role three Beechcraft C-45/E18S. The
Air Training Command went through a similar streamlining process when the Cigli Air Base became the centre
for basic jet training with 121 Filo with T-33A/T-33AN taking the role of an instrument training unit and
122 Filo with all the T-37Cs transferred from Konya concentrating on the basic phase. Gaziemir airfield
(later in 1974 the nearby Cumaovasi airfield) became the centre of primary grading and instruction forming
123 Filo with T-34As and 30 T-41Ds. At Konya 131 and 132 Filo reverted to the role of a weapons OCU with up
to 50 F-84Qs, which were replaced, later in 1974, by a similar number of F-100C/D/Fs. As an outward sign of
all these changes the Turkish Air Force in 1972 changed its nationality markings on military aircraft to
the present day red-white-red roundel, a marking first used by the Turkish Navy’s aircraft in 1914.
War Action
Although Turkish military aircraft were blooded in action in the Balkan Wars 1912-14 the Turkish Air Force,
formed in 1944, had until 1963 never seen war action. The island of Cyprus with its 25% Turkish population
had in 1960 gained independence with a constitution guaranteed by Great Britain, Greece and Turkey.
Friction between the two population elements broke out, and on December 20, 1963 several small Turkish
villages were cut off by Greek Cypriot forces. The Turkish Government decided to stage a warning and on the
25th scores of Turkish Air Force jet fighters were sent on low flying over the Island, buzzing the roof
tops of the capital Nicosia. Then on August 8, 1964, without warning, Greek Cypriot units attacked three
Turkish villages in the north. UN troops did not intervene so the next day the battered villagers were
supported in their defence by four squadrons of TUAF fighter-bombers drawn from 111, 112, 113 and 161 Filo.
The Turkish villagers now again came under UN protection. In the summer of 1974 the situation on Cyprus
dramatically changed when a Greek inspired coup put a renowned ‘Turkkiller’ in charge of the Nation.
Repeated Turkish pleas for Britain to intervene from its bases on the Island went unheard. Consequently in
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the early morning of July 20, 1974 Turkish forces went ashore at a beach at Karaoğlanoğlu west of Kyrenia.
The invasion was supported by six squadrons of F-100s and two of F-104Gs as well as RF-84Fs of 184 Filo.
The fighters were engaged in missions to neutralise Cypriot National Guard positions on the Northern Coast
and a number of armoured vehicles, inclusive T-34 tanks, were destroyed on the road west of Kyrenia. Army
commandos flying in UH-1Hs made daring attacks on positions in the mountains controlling the road to
Nicosia and elements of the Airborne Brigade were dropped from C-130Es, C-160Ds and C-47As on the plain
north of the city. Here a major skirmish towards the international airport took place. Meanwhile the
Turkish Air Force was dispersed in the interior of Asia Minor to forestall any intervention from the
outside. The air campaign lasted for three days in July and two in August. As a result of the Cyprus
campaign the American military aid programme to Turkey was suspended. 112 Filo had started to work-up on
the F-4E Phantom and before the embargo 22 had been delivered in the period August 1974 and February 1975.
The F-102 squadrons suffered most from spare shortages, whereas parts for the F-104 fleet were obtained
from Italy. This country also became the source of a replacement for the F-102 all-weather fighters when in
October 1974 a contract was signed for 18 F-104S’s with option for another 18. The first 6 aircraft, taken
from Italian Air Force stocks were delivered already in December the same year. 182 Filo converted as the
first unit to the new aircraft. The option for eventually 22 aircraft was taken up and by late 1976 all 40
aircraft had been received, equipping 192 Filo at Balikesir as the second unit. 192 Filo’s former aircraft
were divided with the F-5As going to 162 Filo and the RF-5As together with another 15 converted from F-5As
were used to replace RF-84Fs of 184 Filo at Diyarbakir. 142 Filo at Murted managed to operate the F-102A
until 1979. The fact that aircraft overhaul was mostly performed locally by the Jet Maintenance Centres at
Eskisehir and Malatya and the Aircraft Depot at Kayseri made it possible for the Air Force to operate, in
that difficult period. American aid was resumed in 1978 and the 50 F-4Es of the outstanding order were
delivered before 1980. This made it possible for 111, 171 and 172 Filo to re-equip with the type. Eight RF4Es were also part of the order and went to one flight of 113 Filo. In 1981 14 ex. USAF F-4Es were received
and used to form a third squadron, 173 Filo at Erhac. As a welcome addition to the fleet of training
aircraft 34 T-38As were received in 1979-80, being issued to 121 Filo. Additionally in 1978 20 used T-37B
trainers were received to join the existing fleet of 42 T-37Cs. With 87 T-33As and 54 T-33ANs arriving from
various sources from 1951 to 1972 the TUAF got another 3 from Germany and 31 from France. By 1983 a fleet
of 81 of these trainers continued to be operated in the training and communications role. 15 ex USAF F100Fs were delivered in 1978-79 to enable the Weapons-OCU at Konya to maintain a complement of 35 ‘Ds and
20 ‘Fs. A major project in the eighties was the transfer of large numbers of redundant ex NATO F-104Gs. In
1980 23 ex RNethAF and German Navy F-104Gs and 5 two-seaters arrived, in 1981 26 and 1, in 1982 24 and 3
and in 1983 a further 35 and 11. In 1984 44 F-104Gs and 9 TF-104Gs came from Germany and in 1986 Canada
provided 44 one-seaters and 6 two-seaters. Germany was the largest supplier with 165 singles and 36 duals
until 1989. 142 Filo became the first unit to re-equip with the ‘new’ Starfighters in 1980 and the same
year the TUAF decided to follow the German practice of having only one type of fighter aircraft on each air
base complemented with a training/communications detachment. 8th Air Base had converted both its squadrons
to F-100C/Ds in 1980, with 191 Filo receiving the former 182 Filo’s F-104Ss, making 9th Air Base the F-104S
base, however, 193 Filo formed at the base in 1983 with F-104Gs and TF-104Gs in the training role. During
1982-84 the two filos of 6th Air Base converted to the F-104G and in 1986 the 8th Air Base re-equipped its
two squadrons with the ex Canadian aircraft. 5th Air Base continued, still in 1987, to operate the F-5A/B
thanks to replacement aircraft received from Norway and the USA. America promised to supply 15 F-4E’s a
year making it possible to re-equip all fighter-bomber units with that type. At this time the Turkish Air
Force had a force of six F-4E, nine F-104, two F-5A and two F-100 squadrons, four training squadrons and
three conversion flights and four transport squadrons with a total of about 750 aircraft. Then in late 1988
TUAF started to receive F-16C/Ds assembled at a new facility built at Murted/Akinci. As a start 160
aircraft were ordered under the ‘Peace Onyx I’ project, the first being delivered to 4ncu Jet Ana Us at the
same location. From 1989 onwards all F-104 squadrons were replaced on a 1:1 basis by the new fighters and
the F-4 squadrons were brought up to full complement. In 1993 the reconnaissance units were also brought up
to modern standards with the delivery of ex Luftwaffe RF-4Es. The training organisation was revamped with
rebuilding of facilities and introduction of new SF260 basic trainers and more T-38A trainers. Konya Air
Base was modernised into a complete combat training system with one squadron for advanced tactical training
and an aggressor unit flying upgraded NF-5As and ‘Bs. A fourth unit, the ‘Turk Yildizlar’ (The Turkish
Stars) was later added in the flying display role. The long needed modernisation of the air transport units
began with the 52 TAI assembled CN.235M’s replacing the C-47 and additional C-130s boosting the long-range
capabilities. New jet business aircraft replaced Viscounts in the VIP transport role. An outstanding
requirement for a tanker and airborne warning force was fulfilled with the former being accomplished with
the loan of two USAF KC-135Rs while seven of the type were modernised by Boeing. The TUAF succeeded in
transforming itself into a modern multi-capable force away from the single mission cold war tactical force.
This transformation was needed as the political realities of the decade had seen the country surrounded by
unstable governments and threatened by internal terrorism getting support over the borders. The TUAF has
increasingly been called upon to provide close support for the Army and Jandarma in its fight against the
terrorists. On the other hand Turkey has provided help for the UN peace effort in Bosnia and Afghanistan by
providing both ground forces and air support. During a decade from 1987 the TAI factory has produced more
than 250 F-16’s for the Turkish Air Force thus re-equipping five air bases with this up-to-date fighter.
The Turkish military aviation forces have, in the 21st century, been continuing their quest for
modernisation. Most of the modernisation programmes have been completed. All this has called for a great
sense of priorities and determination. The Turkish Air Force had its 100th anniversary in 2011. This was
celebrated with a large airshow at Izmir, displaying convincingly both Turkish strength and its foreign
allies. The Turkish Air Force has secured, for the near and mid future, a strong fighter and support force
in the form of modernised pre-block-50 F-16’s (under project Falcon-UP), the updating of 54 F-4E’s to 2020
Terminator standard and the starting of a F-5-2000 update programme. The last component, the AWACS force
was ordered in July 2002 in the form of 4 B737-700AEW&C with an option for a further two. The Turkish
aviation forces have, in the new century, concentrated on modernising its SAR and maritime reconnaisance
forces. The SAR and CSAR capability has been concentrated into three full squadrons fielding 20 new Cougar
helicopters and 10 CN.235Ms optimised for the task. In 2011 the process of replacing the T-37’s in the
training fleet was initiated with the delivery of the first KT-1T turbo-prop trainers manufactured by TAI.
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Air Order of Battle June 1, 1946
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