Military aviation of Latin American countries. Cuban Air Force
Ethiopian-Somali War
Civil War in Angola
Story
The beginning of Cuban military aviation began in March 1915, when an aviation corps (FAEC) was created within the army.
In 1917, the first group of Cuban pilots was sent to the USA for training at the Kelly Field aviation center (San Antonio, USA), near Havana - construction of the airfield began, and the first aircraft were received from the USA - four Curtiss-JN trainers -4D.
In 1923, the first combat aircraft were purchased for the US Air Force: four Vought UO-2 reconnaissance aircraft and six DH.4B reconnaissance bombers.
In 1924, the total strength of the Cuban Air Force was 18 officers and 98 lower ranks.
In 1926, most of the airplanes were destroyed tropical hurricane.
As a result of the air force reform of 1933-1934, “naval aviation” was created in 1934 ( Fuerza Aérea Naval, FAN)
In general, in the 1920s and 1930s the Air Force consisted of a small number of American-made combat, training and transport aircraft.
After the outbreak of World War II, military spending on aviation began to increase, and the National Aviation Academy was created in 1941.
In 1941-1945, the Cuban air force was strengthened by additional supplies of aircraft from the United States (in total, 45 aircraft were received under the Lend-Lease program in 1942-1945).
In 1947, the Cuban air force consisted of 750 people and 55 aircraft.
In the period following the signing of the Inter-American Treaty of Mutual Assistance in Rio de Janeiro in 1947, the Cuban Air Force received American aircraft, ammunition, weapons and spare parts in accordance with the military cooperation treaty.
In 1952, an F-47 fighter jet crashed and burned while landing at an airfield in the military town of Colombia (pilot Perez Piloto was killed).
At the end of 1952, a permanent military mission of the US Air Force was opened in Cuba, and in early 1953, 12 Cuban pilots were sent to the United States under the military assistance program to train as jet fighter pilots (their training was completed on August 31, 1954).
In 1954, while landing at an airfield in the military town of Colombia in heavy wind conditions, an F-47 fighter crashed and burned (pilot Alvarez Cortina was hospitalized in serious condition).
In 1955, the Cuban air force consisted of 2,000 personnel. In the same year, the first jet aircraft entered service - four T-33As (in total, eight T-33s were received from the United States under the military assistance program).
In 1955, naval aviation was included in the Air Force.
Also, during 1955, two more fighters were lost: an F-47 crashed and burned during takeoff from Columbia airfield (pilot Alvaro Prendes was not injured), and a little later, during a military parade, another F-47 smoked and fell into the sea (pilot Lieutenant Singago died).
In April 1957, the first helicopters were purchased from the UK for the Air Force - two Westland Whirlwinds.
As of October 1958, the Cuban army had the following military equipment:
- aircraft: 8 T-33 jet trainers; 15 B-26 bombers; 15 F-47D Thunderbolt fighters; two De Havilland L-20 "Beaver" aircraft; 8 pcs. T-6 "Texan"; 8 AT-6C "Harvard" aircraft; 10 C-47 transport aircraft; one Douglas C-53; 5 pieces. light Piper PA-18; 5 pieces. Piper PA-20 "Pacer"; 4 things. Piper PA-22 "Tri-Pacer" and one Piper PA-23 "Apache".
- helicopters: six helicopters of various types.
Although the basis of F. Batista's air force fleet was American-made aircraft, another 17 Hawker Sea Fury piston fighters were received in November 1958 from Great Britain (of which, as of January 1, 1959, 15 remained in service and transferred part of the revolutionary air force of the government of F. Castro).
- During the fighting, the Cuban Air Force lost several aircraft.
In May 1961, 24 “used” MiG-15bis fighters were received from the USSR, later MiG-15Rbis reconnaissance aircraft and MiG-15UTI trainers were received.
On June 24, 1961, Cuban pilot Chiron Enrique Carreras performed the first solo flight in a MiG-15bis jet fighter.
In November 1961, eight MiG-19s were received (however, already in 1966, all of them were withdrawn from service).
In March 1962, the first MiG-15bis fighter squadron was formed as part of the Cuban Air Force, and in May 1962, the second MiG-15bis fighter squadron.
In July 1962, 40 MiG-21-F-13 fighters from the 32nd Guards Fighter Aviation Regiment of the USSR Air Force arrived in Cuba (which were transferred Cuban side in April 1963).
In 1964, the replacement of the MiG-15bis with MiG-17 and MiG-17F fighters of Soviet and Czechoslovak production (which remained in service until the 1980s) began.
In September 1978, MiG-23s began arriving in Cuba. In total, in 1978-1981, 40 MiG-23BN, 12 MiG-23MF, 54 MiG-23ML and 4 MiG-23UB were received.
Organizational structure
DAAFAR's missions include protecting Cuban airspace, providing tactical and transport support to the Revolutionary Army and Navy, and performing maintenance missions when necessary. National economy. The Air Force and Air Defense include 2 mixed fighter-bomber formations, one transport and one transport to serve the leadership. As of 2008, Cuba's airspace is divided into two districts: western and eastern, with respective headquarters located in the cities of San Antonio de los Baños and Holguin.
The Western District is covered by the 2nd Air Force and Air Defense Brigade, which includes the 1779th formation, which has a mixed fighter squadron of 3 MiG-29s remaining in service and up to 10 MiG-23MLs. To solve auxiliary air defense tasks, for example, to intercept slow, low-flying targets, three or four L-39Cs are used; in normal circumstances, they are used as training aircraft. To provide basic training for pilots, Zlin Z-142 trainers are used.
The Eastern District is covered by the Cuartel Moncada Guard Brigade. It also includes the 1779th compound in Holguin. Air defense missions in the district are carried out by several MiG-21 fighters. The district hosts the 3405th special transport connection, whose tasks include serving the government leadership, and the 3688th transport connection, both planes and helicopters operate from Playa Baracoa.
Base points
The following air bases are used by the Cuban Air Force and Air Defense Forces (as of 2006):
Holguin / Base Area Holguin / Frank Pais AP (ICAO code: MUHG)
Runway: Rwy 05/23, Runway Size: 3238 m (10624 ft) x 45 m (148 ft), Elevation: 110 m (361 ft).
La Habana / Base Area Playa Baracoa (ICAO code: MUPB)
Runway: Rwy 02/20, Runway Size: 2305 m (7563 ft) x 45 m (148 ft), Elevation: 31 m (102 ft)
Zona Area Oeste: 2 Brigada "Playa Girón"
| Subdivision | Aircraft type | Base |
|---|---|---|
| Unidad Militar 1779 | San Antonio de los Baños | |
| Escuadron de Caza | MiG-29 | San Antonio de los Baños |
| Escuadron de Caza | MiG-23ML | San Antonio de los Baños |
| Escuadron de Instrucción | MiG-21, L-39C, Z-142 | San Antonio de los Baños |
| Escuadron de Helicopteros | Mi-17, Mi-24D | San Antonio de los Baños |
| 3405.Regimiento Ejecutivo | Playa Baracoa | |
| Escuadron de Ejecutivo | An-24, Yak-40, Mi-8P, Il-62/96 | Playa Baracoa |
Zona Area Oriente: 3 Brigada "Cuartel Moncada"
By the 1990s, the Cuban Air Force was ranked as the best in Latin America, both in terms of equipment and training. After the cessation of active military cooperation with the USSR and Russia in the 1990s, Cuban aviation experienced significant difficulties. According to Western data, only two fighter squadrons are combat-ready; about 20 combat aircraft were in flight-worthy condition in 2003-2004, and the pilots’ annual flight time during the same period did not exceed 50 hours.
According to the International Institute for Strategic Studies, as of 2007, the number of DAAFAR personnel is estimated at 8 thousand people. 31 combat aircraft, 12 transport aircraft, a number of helicopters and training aircraft are in flightable condition; in addition, it is indicated that another 179 aircraft were in storage.
Equipment and weapons
According to the British website aeroflight.co.uk, the state of the Cuban Air Force fleet in 2006 was as follows:
| Type | Image | Production | Quantity | Notes | |
|---|---|---|---|---|---|
| Aircraft | |||||
| Combat aircraft | |||||
| MiG-29 | USSR USSR | 4 | |||
| MiG-23 |  |
USSR USSR | 24 | ||
| MiG-21 |  |
USSR USSR | 8 | ||
| Transport aircraft | |||||
| An-24 |  |
USSR USSR | 4 | ||
| An-26 |  |
USSR USSR | 3 | ||
| Training aircraft | |||||
| L-39 |  |
Czechoslovakia | 7 | ||
| Zlin Z-326 |  |
Czechoslovakia | 20 | ||
| Helicopters | |||||
| Mi-8 |  |
USSR USSR | 6 | ||
| Mi-17 |  |
USSR USSR Russia | |||
May 25, 1959 Cuban Revolutionary Forces H-2 helicopter crash. The machine was piloted by the commander of the Cuban Air Force, Major Pedro Luis Diaz Lance (born July 8, 1926 in the city of Santiago de Cuba; after the fall of the Batista regime, he became Fidel Castro’s personal pilot. On June 29, 1959, after being removed from the post of commander, he escaped to the United States and with October took part in raids on Havana!), suffered an accident on takeoff near the village. Laguna del Tesaro. The helicopter, which had just delivered Fidel to one of the provinces, was returning to an intermediate base to refuel. During search and rescue operations, which were carried out by 4 light aircraft, an H-2 helicopter and a PBY-4 "Catalina" flying boat of the Cuban Navy, two aircraft were damaged (one light aircraft made a forced landing in a swampy area on May 26 and an emergency landing "on its belly" on May 27, at the airport of Ciudad Libertad, the Catalina made due to a failure of the landing gear release mechanism and damage to the bottom of the hull, which did not allow a water landing). This air search operation was extremely unsuccessful.
October 28, 1959 crash of a Cessna-310 aircraft of the Revolutionary Forces of Cuba. The plane carrying one of the leaders of the revolution, Camilo Sanfuegos, disappeared over the island region of the Caribbean Sea. While searching for the crew and passengers, two counter-revolutionary Cessna planes, which bombed the Cuban power plant on October 15, 1959, were discovered abandoned on the island of Cayo Sale. Their plane could not be found and 8 people were considered missing.
February 19, 1960, at 08:45, a light Piper PA-24-250 Comanche anti-Cuban opposition aircraft was shot down. Takeoff from Tamiani airfield in Florida. American private pilot Robert Ellis Frost attacked the sugar plantations of España Central in the province of Matanzas. After he dropped the first homemade incendiary bomb, rifle fire was opened on the plane. As a result of a bullet hitting the second bomb, an explosion occurred on board. Frost and co-pilot Onelio Santana Roque, a former Batista regime police officer, were killed. Documents and maps were found at the site of the crash, which made it possible to bring charges of deliberate hostile actions by the crew of the downed plane from US territory.
February 21, 1960 B-25 aircraft N-7090 confiscated. Two former Cuban airline employees who fled to the United States after the revolution, Bob Spinning and Eduardo Whitehouse, bought a demilitarized bomber. Taking off from the airfield in West Palm Beach, they headed towards Cuba and dropped homemade incendiary bombs on plantations in the town of Cojimar and the Regla area. Immediately after returning, at the request of the Cubans, the plane was seized by American authorities. In total, from January to May 1960, 40 flights of counter-revolutionary aircraft over Cuba were recorded, including to attack sugar plantations and factories, deliver weapons and evacuate representatives of the fallen regime.
March 21, 1960 6:00 combat loss of a Piper PA-24-250 Comanche F-6137P to the Anti-Cuban Opposition. American pilots Howard Lewis Randiquist and Bill Spergailer, acting on instructions from the CIA, took off from an airfield in Florida and headed to Cuban airspace to pick up Colonel Domaso Montisecoi. It was planned to land at La Carbonera Central, but due to a navigation error, the plane ended up over the 17th kilometer of the Matanzas-Varadero highway and was fired upon by a patrol of the Cuban rebel army. The engine was damaged by automatic fire and one of the pilots was wounded in the leg; after an emergency landing, both Americans were arrested. Somewhat later, Batista's Colonel Mantisekoi was also captured.
On March 24, 1960, Cuban Air Force fighters intercepted an American-registered Beachcraft aircraft over the capital and forced it to land at Rancho Boyeros. Airmen Don El Sweson and Linden Blue were arrested and later released after negotiations.
May 12, 1960 combat loss of light aircraft Piper “Apache” N4365P to the Anti-Cuban opposition. American pilot Matthews Edward Duke took off from the airfield in Palm Beach with the goal of evacuating five counter-revolutionaries from Cuba. This was his 33rd such flight. While landing in the town of Mariel (24 km north of Havana), the plane was ambushed by Cuban sailors and was shot down. The pilot died and his body was handed over to the American diplomatic mission.
On January 9, 1961, a civilian plane was shot down by mistake by crew anti-aircraft installation revolutionary forces of Cuba over Varadero. Among the three crew members killed was co-pilot Heriberto Martin Guzman, who had Czechoslovakian citizenship.
On March 4, 1961, an AT-11 aircraft with tail number H-156 of the Anti-Cuban Opposition crashed in the Baracoa area, near Havana. The crew survived and left the crash site (apparently evacuated by another plane).
On March 23, 1962, American Sergeant Bobby Joy Kesey escaped to Cuba using a Piper Commanche light aircraft. Taking off from the airfield in Marathon, he landed on the runway of Havana Libertad Airport and asked for political asylum.
On August 23, 1962, a Dominican Air Force P-51D piloted by Lt. Luis Alberto Martinez Rincon disappeared over the sea during a routine flight to Sarasota. Because of strong wind the plane veered off course and drifted towards Cuba. Presumably shot down by MiGs.
On July 17, 1962, the hijacking of an An-2 CUE-801 aircraft belonging to a Cuban civilian company was hijacked by pilot Julio Valdez to the Key West airfield. This incident was the first escape of Cubans on a Soviet-made aircraft. It is interesting that the device was not returned, while the other An-2 CUE-799, which flew to Jamaica on July 22, was returned at the behest of the United States. Over 40 years, there were at least 14 escapes and hijackings of An-2 biplanes, of which 10 aircraft were returned to the Cubans (including CUE-799, CUA-1188, CUA-1063, CUT-1094, CUA-1520, CUA- 965, CUT-1183) and 3 were not returned (CUE-801, CUE-797, CUE-798), another one crashed during the escape.
On September 4, 1962, during a training flight from the Ciudad Libertad airbase in Havana, the Zlin Z-326 Master Trainer No. 578 training aircraft of the Cuban Air Force was hijacked. After landing at the airbase in Key West, instructor pilot Jose Diaz Vasquez asked for political asylum in the United States, and cadet Edel Ramirez Santos wished to return to his homeland.
October 27, 1962 combat loss of U-2 #343 s/n 56-6676 40-28 SWRFP USAF (Laughlan AFB, Texas). The aircraft, piloted by Mr. R. Anderson, was on a mission to photograph military installations deployed in Cuba. The flight took place at an altitude of H = 21,500 m. At 10:21, when the pilot had already headed for his base, the plane was hit by three S-75 air defense missiles. The wreckage of the downed reconnaissance aircraft fell near the village. Banes, and Mr. Rudolf Anderson, born in 1927, died. The missiles were launched by the crew of Mr. Minovich's 507th missile launcher.
On July 8, 1963, US Air Force pilot Roberto Ramos Michelena escaped in a T-34 Mentor from Thundal Air Base. The landing took place at the Malecon site, near the capital of Cuba.
September 24, 1963 crash of a Beechcraft-55 Anti-Cuban Opposition aircraft. American pilots Alexander Rourke and Jeffrey Sullivan were flying from Fort Lauderdale airfield to deliver ammunition to counter-revolutionaries in Cuba. The plane did not return from the mission, and both pilots were considered missing. Cuban authorities did not report the destruction of any aircraft that day.
March 20, 1964 hijacking of Mi-4 helicopter No. 20 of the Cuban Air Force. Immediately after takeoff from Havana, crew members Guillermo Santos and Andres Izaguirre shot the helicopter commander, Jose Garcia, and, changing course, flew towards the United States, where they landed at the Key West airfield. There was a gunman in the cargo compartment who did not try to prevent the theft.
On June 29, 1964, a light aircraft Cessna 205 N8365Z of the Anti-Cuban Opposition crashed on Cuban territory while attempting to bomb the Caibarien Central in Villa Clara. The pilot, Luis Diaz Lopez, was killed, and two other people on board survived and were arrested (Ines Malagon Santiesteban and Luis Velarde Valdez).
On May 21, 1967, US Army Major Richard Harwood Pierce, 36, took off from an airfield in Key West in a Cessna-150 M8546J light aircraft and fled to Cuba. Landing was made at Liberty airfield at 13:43. The defector's four-year-old son, Richard Jr., was also on board. After receiving political asylum, Pierce met personally with Fidel Castro at the Havana Libre Hotel. This incident marked the first time an American serviceman escaped into communist Cuba. In addition, Pierce held a high position under the commander of the 4th Army at the aviation research center Fort Sam Houston and received awards for his participation in the Vietnam campaign.
December 29, 1967 18:30 over the Bay of Cadiz, Cuban anti-aircraft artillery shot down a light private aircraft Teilorcraft L9467. Pilot Everett Jackson (27), a US citizen from Los Angeles, was captured after an emergency landing.
October 5, 1969 hijacking of MiG-17F aircraft No. 232 of the 1913th squadron of the Cuban Air Force. Young pilot l-t Eduardo Guerro Jimenez crossed the border during a training flight and landed at the American Homestead airbase. The flight took place at an altitude of 10-13 meters, which did not allow radars to detect it in time. At the time the MiG landed, the US President's Air Force 1 was at the same air base!
On June 26, 1973, a Canberra B. (I) bomber was hijacked. Mk.52 FAV-1529 of the 39th squadron of the Venezuelan Air Force. The aircraft was piloted by a crew consisting of pilot Mr. Aristides Gonzalez Salazar and technician Sgt. Carlos Rosendo Echarre was on a routine training flight in a group of two similar aircraft over the Caribbean Sea. The pilot unexpectedly changed course and landed at the Cuban Camiaguey airbase, asking for political asylum. The plane and equipment that did not take part in the hijacking were returned to Venezuela in July of the same year.
On June 10, 1978, Cuban Air Force fighters forced a Beechkraft Baron light aircraft from the private flight school Toursair (Opa Loka, USA) to land in Camiaguey after it violated the country's airspace. Three people were on board, including pilot Lance Fife and flight school owner Albert Sakolsky, returning to Miami from Colombia via Aruba.
On February 28, 1980, a Beachcraft Baron private jet took off from the Tamiami site. On board were the owner of the plane, the pilot Robert Bennett, and his friend Walter Clark, who were planning to reach the town of Greater Inagua, in the Bahamas. On the route, the plane experienced a failure of one engine, after which it landed on an uninhabited island in the Bahamas. After assessing the damage, the pilot took off again on one engine and, deviating from the intended route, crossed the air border of Cuba. Intercepted by MiG-21 fighters and forced to land at Camiaguey.
August 1981 Loss of the CIA's Fat Albert towed balloon. The balloon, equipped with jamming and radio reconnaissance equipment, carried out direction finding of Cuban RTS signals. An ensuing squall tore him off the towing halyard and carried him towards Cuban airspace. To avoid special equipment falling into enemy hands, the balloon was shot down by an on-duty pair of F-4 Phantom fighters, over the bay, abeam the settlement. Khen Jo.
March 20, 1991 hijacking of MiG-23BN aircraft No. 722 of the Cuban Air Force. Major Orestos Lorenzo Perez, born in 1963, was on a training flight in an unarmed aircraft, changed course, crossed the US air border and landed at the Key West airfield. The pilot received political asylum, but the escape story did not end there. Lorenzo Perez rented a Cessna-210 plane and crossed the Cuban border on December 19, 1992. He landed at the appointed place, took his wife Victoria Lorenzo and two children on board, and then returned to the USA! Successful implementation of the plan was facilitated by good knowledge weak points Cuban air defense.
September 17, 1993 hijacking of MiG-21 aircraft No. 672 of the Cuban Air Force. Captain Enio Ravelo Rodriguez (32 years old) took off from the San Antonio de Los Banos airbase in an unarmed aircraft to perform a routine training task, during which he arbitrarily changed course and crossed the US border at an altitude of 20 meters and a speed of 800 km/h. The plane landed at the Key West airfield.
On February 24, 1996, the combat loss of two Cessna 337 aircraft. Aircraft of the private organization "Brothers to the Rescue" operated in the Cuba area, searching for boats with illegal emigrants. In total, the organization's fleet included 5 Cessna 337B/C/J aircraft and one Cessna 173. On that day, 4 Brothers of the Rescue aircraft took off from the Opa-Locka airfield; they moved in two groups to the intended patrol zones, which were located directly near the Cuban border.
After detecting unidentified air targets near their border, the Cubans scrambled standby fighters. At 14:55, the MiG-23ML fighter and combat training MiG-29UB No. 900 took off from the San Antonio airfield (231st squadron, actively piloted by a veteran of the Angolan company, Lorenzo Alberto Perez Perez). Fifteen minutes later, fighter jets spotted Cessna 337C N24563 in Cuban airspace. The MiG-23ML pilot turned on the radar and monitored the air situation, and the MiG-29UB crew made a warning approach to the intruder. The pilot of the piston aircraft did not respond to the signals and continued to fly towards the coast of Cuba. Assuming that the plane belonged to drug traffickers, the MiG-29UB crew carried out a combat approach and shot down the intruder at 15:21 by launching an R-73 missile. Soon, the Cessna-337B N54855 aircraft approached the crash site of the partner, the pilot of which also violated Cuban airspace, did not respond to the fighter’s warning approaches and at 15:27 was shot down by an R-73 missile fired by a MiG-29UB fighter.
The Cuban Air Force Mi-17 helicopter, Falcon 20 and C-130 aircraft, and US Coast Guard HH-60 and SA-365 helicopters are involved in the search for the people on board the downed vehicles. The crews of the crashed planes consisted of two people each (Armando Aleyandre and Mario De La Pena, Carlos Costa and Pablo Morales), all died.
On July 31, 2001, a cadet at the Key Marathon flight school, Milo John Reese (55 years old), changed his route on his first solo flight and flew to Cuba. When landing at 16:47 on the beach in the Kozhimar region, his plane Cessna-172N N734SP caught the parapet with its landing gear wheels and capitulated. The pilot was not injured and was later returned by Cuban authorities to the United States, where he served six months for hijacking an aircraft.
On May 21, 2002, a private plane Cessna 150L N5332Q flying from Key West (USA) to Cozumel (Mexico) went off course and made an emergency landing in Cuba near the village. San Antonio Cape. the pilot and passenger were not injured.
Cuban Air Force trace their history back to March 1915, when an aviation unit was formed as part of the Cuban army, which subsequently laid the foundation for FAEC (Fuerza Aerea Ejercito de Cuba) - the Cuban Air Force.
THE BEGINNING OF THE CUBAN AIR FORCE
In 1917, the first group of Cuban aviators was sent to train as pilots and mechanics at the Kelly Field Aviation Center (San Antonio, USA). And near the capital, Havana, the first airfield in Cuba was equipped, which soon housed six Curtiss JN-4D training aircraft received from the United States. In 1923, the Cubans acquired the first combat aircraft for their Air Force - four Vought UO-2 reconnaissance aircraft, and six DH.4B reconnaissance bombers, also produced in the United States. However, the number of the Cuban Air Force still remained insignificant: in 1924, they consisted of only 18 officers and 98 lower ranks. And in 1926, most of the Cuban airplanes were completely destroyed by a destructive tropical hurricane that swept over the island.
CUBA AIR FORCE DURING THE RULE OF DICTATOR BATISTA
In 1933, as a result of a coup led by Sergeant Fulgencio Batista, dictator Gerardo Machado y Morales was overthrown. Change political regime, as is customary, was accompanied by reforms in the national armed forces. In 1933-1934. The Cuban Army Aviation Corps (Cuerpo de Aviacion) underwent a radical reorganization. At the same time, in 1934, the Cuban naval aviation (Fuerza Aerea Naval - FAN) was formed, which existed as part of the country's Navy until 1955, and then “merged” into the Air Force.
The aircraft fleet of pre-war Cuban aviation was equipped mainly with aircraft purchased in the United States. Its composition well reflected the auxiliary nature of the then Cuban Air Force: Bellanca “Aircruiser” and Howard DGA-15 transport aircraft, Stearman A73-B1 and Curtiss-Wright 19-R trainers, Waco D-7 communications aircraft, etc.
The outbreak of World War II forced the Cuban leadership to pay closer attention to its military aviation. As a result, in 1941, the national aviation academy (Academia National de Aviacion Cubana Reserva Aerea) began operating in Cuba, training personnel for the Cuerpo de Aviacion aviation reserve. On December 8, 1941, following the United States of America, Cuba declared war first on Japan, and on December 11, 1941 on Germany and Italy. Since 1942, the Cuban Air Force began to be involved in patrolling the waters of the Caribbean (or, as they said then, the Caribbean) Sea, where German submarines were actively operating.
The country's aircraft fleet in 1942-1945. strengthened by 45 aircraft received from the United States under the Lend-Lease program. Among them were North American AT-6 trainers, as well as Boeing-Stearman PT-13 and RT-17, Aeronca L-3 light communications aircraft and Grumman G.21 amphibians. Later, the Cuban Air Force was replenished with more powerful aircraft for its time - North American P-51D Mustang fighters, Douglas C-47 military transport aircraft and B-25J Mitchell twin-engine bombers. In 1947, Cuerpo de Aviacion had 55 aircraft of all types. There were one fighter and one bomber squadron, and the number of personnel was about 750 people.
On March 10, 1952, Fulgencio Batista carried out another coup d'état and established his personal dictatorship in Cuba. And already on July 26, 1953, a group of revolutionaries led by Fidel Castro entered into a fight with the dictator and tried (unsuccessfully) to storm the Moncado barracks, where government troops were stationed. This event is considered to be the beginning of the Cuban Revolution, which made a significant contribution to world history and became a turning point in the history of the island (with which the name “Liberty Island” is now often associated).
December 2, 1956 a new group revolutionaries landed from the Granma yacht in the east of the island, launching guerrilla operations there against the Batista government. Soon the guerrilla war, started by a group of enthusiasts, became nationwide.
However, all these striking political events had little effect on the state of Cuban government aviation, which did not enjoy special priority from the Batista regime. In 1955, another reorganization of the Air Force followed (which now included naval aviation). The number of FAEC personnel reached 2000 people. Also in 1955, Cuban aviation received its first jet planes– four Lockheed T-33A trainers (later these aircraft were also used as reconnaissance aircraft). And in April 1957, the first two Westland Whirlund helicopters were ordered in England.
By the end of 1958 (shortly before the collapse of the Batista regime), the Cuban Air Force had eight T-33A jet trainers, 15 B-25J piston bombers, 15 F-47D Thunderbolt fighters (replacing the Mustangs in the 1950s "), transport aircraft Beech C-45, De Havilland DHC-2 Beaver, Douglas C-47 and C-53. There were piston training aircraft T-6 "Texan", RT-13 and RT-17 "Cadet", as well as other aircraft - Convair PDY-5A "Catalina", Beech "Bonanza", Grumman G.21, Westland " Whirlund."
Although the basis of F. Batista's air force fleet has traditionally been American-made aircraft, 17 Sea Fury piston fighters were purchased by the Cuban government in Great Britain just before the revolution, on November 8, 1958 (15 of them remained as part of the revolutionary Cuban Air Force and used in the 1960s).
However, in parallel with government ones, in the late 1950s. Rebel air forces began to form in Cuba. The rapid growth of the partisan movement led to the emergence of Fidel's rebels, first of all, his transport aviation. The first rebel aircraft - Curtiss C-46 "Commando with cargo" small arms landed in the partisan zone on March 30, 1958. Soon the revolutionary air force was replenished with other transport vehicles. Later, the first combat aircraft appeared at the disposal of the "Barbudos" - Vought Sikorsky OS2U-3 "Kingfisher", F-51 "Mustang" and others, which came into the possession of the revolutionaries in a variety of (sometimes very confusing) ways.
During the eight and a half months of the existence of the “partisan” Air Force, they carried out 77 sorties (including four bombing missions and three escort missions). At the same time, three rebel planes were shot down by government air forces.
BATTLE OF THE BAY OF COCHINOS
After the victory of the Cuban revolution in 1959, the United States stopped all military-technical cooperation with the new government in Havana. As a result, the Cuban Air Force began to experience a shortage of trained personnel (pilots and aircraft technicians, since some officers and technical specialists left the country), equipment and spare parts for aircraft. Under these conditions, Soviet-Cuban military-technical cooperation (including in the field of aviation) sharply intensified.
It should be said that the victory of the Cuban revolutionaries of “communist orientation” greatly alarmed Washington, American industrial corporations and, of course, the American mafia, which lost all its (very substantial) real estate in Cuba and lost colossal income. In addition, in a short period of time, all the former political and economic elite, who enjoyed the patronage of the overthrown dictator Batista, immigrated from the island. As a result, many Cubans settled in American Miami: students from wealthy families, representatives of the Cuban pro-American intelligentsia, and criminals. An emigrant world formed in Florida, a kind of “Cuban expatriate”, striving for revenge.
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Counting on the support of Cuban emigrants, the American leadership decided to overthrow the Castro regime (before it had time to completely take root on the island) by military means. To solve this problem, the United States developed Operation Pluto, which provided for a sudden landing of a well-armed assault force on the southern coast of Cuba. At the same time, it was assumed in advance that the Cuban counter-revolutionaries would announce the creation of a provisional government on the island, which would immediately request military assistance from the United States. The American landing was to take place immediately after the interim government of Cuba applied for help. At the same time, Castro’s opponents in Cuba had to intensify anti-government activities, sabotage and sabotage.
By the beginning of the intervention, the Cuban Air Force had only 24 serviceable combat aircraft (15 B-26 bombers, six Sea Fury piston fighters and three T-33 jet trainers). Soviet aviation equipment (unlike tanks, self-propelled guns, field artillery and small arms made in Czechoslovakia) had not yet arrived in Cuba by that time.
The landing of pro-American interventionists was scheduled for the night of April 17, 1961. The Bay of Cochinos (Bay of Pigs), located on the northeastern coast of the island, was chosen as the site of the invasion. The fighting subsequently took place near the beach of Playa Giron (in the Bay of Cochinos), whose name became a household name for this entire short-term “Cuban-American” war.
It should be said that the landing being prepared by the Americans was not a surprise to the Cubans. But until the last moment, the location of the invasion itself remained uncertain, skillfully hidden by the enemy (including through effective disinformation operations),
On April 15, 1961, immediately before the amphibious landing on Cuba, eight B-26B bombers from the “air force of the Cuban Expeditionary Force,” piloted by American mercenaries, bombed the three largest military airfields of the Island of Liberty: Campo Colombia, San Antonio, Les Los Banos and Santiago de Cuba. According to American intelligence (including air intelligence, carried out using high-altitude Lockheed U-2 aircraft), almost all of Cuba's military aviation was concentrated on them.
As a result of these strikes, most of the Cuban Air Force aircraft were declared “destroyed.” However, the Cubans, who knew about the impending aggression in advance, dispersed their combat vehicles, replacing them with dummies. Therefore, out of 24 aircraft that the Cubans had, only three were actually lost.
On April 17-19, 1961, a small number of Cuban aviation took an active part in the battles with emigrant formations trained and armed by the United States. While repelling the landing in the Bay of Pigs, the Cuban Air Force conducted aerial reconnaissance, adjusted artillery fire and coordinated the actions of ground forces, carried out ground attack and bombed enemy troops and ships.
It should be said that with the beginning of the intervention in Cuba, a general mobilization was organized, which was a complete success: there were so many volunteers that there simply was not enough weapons for them.
The second “landing in Normandy” did not work out for the Americans and their hapless allies: by April 18, the interventionists were exhausted and the initiative completely passed into the hands of the Cuban revolutionary forces. During the general counteroffensive that began, the Cubans sank four enemy ships and shot down five enemy aircraft, pushing the “gusanos” (worms, as they were called in Cuba) directly to the Gulf coast and putting them on the brink of complete destruction. By the evening of April 18, 1961, the remnants of the interventionists began to evacuate on the surviving boats.
Against the backdrop of this defeat, US President John Kennedy gave the order to use American aviation in the operation. However, due to an absurd error related to confusion in time zones, the bombers missed the escort fighters and did not dare to independently attack the designated targets (it should be said that at that time Cuban air defense was only in its infancy). In order to maintain the morale of the Gusanos, only a few of the newest (for that time) American carrier-based A4D-2N Skyhawk attack aircraft, taking off from the Essex aircraft carrier, performed high-speed flights over the combat area without any noticeable effect.
On the morning of April 19, the Cuban revolutionary troops, after conducting half an hour of artillery preparation, finally broke the enemy's resistance. The interventionists tore off their uniforms, threw away their weapons and fled. The Gusanos' losses were 114 people (including five Americans) killed and 360 wounded. 1202 interventionists were captured. The Cubans managed to destroy 12 enemy aircraft (including several with American crews). At the same time, seven B-26B bombers and one C-47 military-technical aircraft are on the account of the Cuban Sea Fury fighters. In addition, the Cubans knocked out five M41 Walker Bulldog tanks and 10 M8 armored vehicles. In turn, the winners lost 156 people killed, 800 wounded, and also lost two aircraft and one T-34 tank, hit by a bazooka.
60s – 80s: “THE FLOWING” OF THE CUBAN AIR FORCE
Soon after the events on Playa Giron, the Cuban Air Force (their new name is Defensa Antiaerea y Fuerza Aerea Revolucionaria) began to quickly rearm with Soviet aircraft. In May 1961, almost immediately after the defeat of the landing of pro-American mercenaries, Cuba received the first batch of 24 “used” MiG-15bis fighters. Later they were supplemented by MiG-15Rbis reconnaissance aircraft and MiG-15UTI trainer aircraft. And on June 24, 1961, Cuban pilot Chiron Enrique Carreras made the first flight in the history of Liberty Island on a Soviet jet plane.
The first Cuban pilots on the MiG-15 were trained in Czechoslovakia and China. In March and May 1962, these pilots manned two fighter squadrons, which received unofficial name"Czechos" (Czechs) and "Chinos" (Chinese). And in Cuba itself, the retraining of local pilots for new equipment was carried out by Soviet pilots (the number of whom soon reached 50). They (until the Cuban MiG pilots finally entered service) carried out combat duty on jet fighters.
In 1964, the Cubans began to gradually replace MiG-156is aircraft with slightly more advanced MiG-17 and MiG-17F fighters (both Soviet and Czechoslovak production). In turn, by the end of the 1970s. Most of the Cuban MiG-17s were replaced by much more modern fighters like the MiG-21. The MiG-17s were finally withdrawn from combat personnel Cuban Air Force only in the early 1980s, when the 3rd generation MiG-23 type aircraft entered service with the Cuban Air Force.
Cuban MiG-17s took part in the war in Angola. In December 1975, the Cuban government sent a squadron of combat aircraft (nine MiG-17Fs) to help the government forces of this country, which were actively fighting against UNITA rebels supported by South Africa and a number of other Western countries .
For some time, the Cuban Air Force also included MiG-19 fighters. Eight of these supersonic aircraft were received by the Cubans in November 1961. The pilots who were supposed to fly the MiG-19 were trained by Soviet and Czech instructors who arrived in Cuba. But already in 1966, these machines were replaced by more advanced fighters such as the MiG-21.
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1962 became a time of the most difficult trials for both Cuba and its new ally, the USSR. The Cuban revolutionary government, led by Fidel Castro, then requested military assistance from the Soviet Union in response to the growing threat of invasion from the United States (never reassured by the grave humiliation inflicted on them at the Bay of Pigs). The John F. Kennedy administration was seriously alarmed by the emergence of a pro-Soviet, Moscow-oriented regime located near US territory, just 180 km from Florida.
After the failure of the invasion of Playa Giron, the United States declared an economic blockade of Cuba and deployed a large group of its naval forces, including aircraft carriers, near its shores. In turn, the Soviet Union decided to provide Liberty Island with not only economic but also military support. Placement in Cuba began in deep secrecy Soviet troops, as well as the creation of a strategic missile base on the island.
To cover the Soviet group from the air, it was decided to allocate a fighter aviation regiment equipped with the latest (at that time) MiG-21F-13 fighters. In total, 40 MiG-21F-13 fighters from the 32-giap squad arrived in Cuba in June 1962, delivered to Liberty Island under conditions of heightened secrecy.
Initially, the MiG-21s that arrived in Cuba were not repainted and carried Soviet markings. However, after the phrase “MiGs with red stars” was heard in American radio intercepts, all aircraft of this type were urgently repainted in accordance with the standard of the Cuban Air Force. The first flight of Soviet pilots over Liberty Island on a MiG-21 was noted on September 18, 1962. And on October 22, increased combat readiness was declared and the regiment was dispersed to several field airfields.
The only combat clash between Soviet MiG-21F-13 fighters and American aircraft took place on November 4, 1962. Then a Soviet pilot flying a MiG-21 intercepted a pair of F-104Cs from the 479th Tactical Fighter Wing, which were brazenly performing a reconnaissance flight over the heads of Soviet soldiers. However, it did not come to the point of using weapons; the Americans quickly retreated.
After the successful completion of the “Caribbean Missile Crisis” (which ended with mutual concessions from both the United States and the USSR), it was decided in Moscow not to return the MiG-21F-13 aircraft back to the USSR, but to leave them in Cuba, retraining them for “two-mach” "MiGs" of Cuban pilots. Already in April 1963, the first Cuban was retrained, and on August 10, 1963, the first squadron of the Cuban Air Force was formed, equipped with MiG-21F-13 aircraft,
It must be said that the Soviet Il-28T front-line bombers, also sent to Cuba in 1962, had to be removed from the island “as potential carriers of tactical nuclear weapons.”
Soon the MiG-21 became the most popular type of fighter in the Cuban Air Force. The military aviation of Liberty Island included various modifications of this aircraft: MiG-21F-13, MiG-21PF, MiG-21PFM, MiG-21PFMA, MiG-21R, MiG-21 MF, MiG-21 bis, as well as “sparky” - MiG-21U and MiG-21UM.
On May 18, 1970, in response to the detention of 14 Cuban fishermen by Bahamian authorities, several MiG-21 fighters demonstrated their capabilities by flying supersonic over the capital of the small island nation. It must be said that the spectacular sudden appearance of the MiGs had the desired effect and the Cuban fishermen were soon released.
Another example of “MiG diplomacy” dates back to September 10, 1977. Then a MiG-21MF squadron under the command of Rafael del Pino made a demonstration flight over the port of Puerto Plata (Dominican Republic). This move was taken in response to the illegal detention of a Cuban merchant ship that was heading to Angola. At the same time, the command of the Cuban Air Force developed the “Pico” operational plan, according to which the MiGs, if the Dominicans still did not release the ship, were to launch a missile and bomb attack on military and government facilities in the cities of Puerto Plata and Santiago de los Caballeros. Fortunately, the Dominicans did not agree to confrontation and wisely released the Cuban ship the very next day.
The MiG-21 fighters, piloted by Cuban pilots, had to fight quite a bit. Since 1975, they have participated in hostilities in Angola, and since 1978 - in Ethiopia, where both the pilots themselves and their aircraft have proven themselves to be the best,
In December 1975, 12 MiG-21MF aircraft received in the USSR, loaded on board the Anteev, were transferred directly from the factory to Angola. In the skies of South Africa, Cuban pilots had to face enemy planes. This first happened on March 13, 1976, when, during an attack on the UNITA airfield in Gago Coutinho, unguided S-24 missiles destroyed an F-27 military personnel carrier that was unloading smuggled weapons.
There were also air battles with South African aircraft. On November 6, 1981, South African Air Force Major Johan Rankin, flying a Mirage F-1CZ fighter, shot down a MiG-21MF piloted by Cuban Air Force Major Leonel Ponque with cannon fire. And on April 3, 1986, a pair of Cuban MiG-21s intercepted two C-130 Hercules transport aircraft delivering weapons to anti-government forces. At the same time, one Hercules was shot down and the second was damaged.
During his business trip to Ethiopia in 1977-1978. pilots of the Cuban squadron, equipped with MiG-21bis aircraft, as well as MiG-21R reconnaissance aircraft, carried out several hundred combat sorties, destroying a large number of Somali tanks, as well as other weapons and equipment. At the same time, several MiG-21s were shot down by the Somalis (MiG-21s also operated on their side).
In September 1978, Cuba received the first batch of MiG-23BN fighter-bombers - about 40 aircraft. These supersonic machines with wings that varied in flight had good strike potential for their time and could pose a certain threat not only to nearby Latin American states, but also for the southern states of the USA. It must be said that American President Jimmy Carter did his best to prevent the deployment of these fighter-bombers in Cuba, but his inability to significantly influence Cuban policy in this vital area for the United States later played a disservice to Carter, becoming, according to American political scientists, one of the main reasons for the more successful election campaign of his aggressive rival Ronald Reagan.
The new American administration reacted sharply to Havana’s decision to purchase a new batch of MiGs in 1981, although the export version of the MiG-23 was relatively available on the international aviation market of that time (in addition to Liberty Island, MiG-23BNs were supplied in those years to Algeria, Egypt, India, Iraq, Libya, Syria and Ethiopia). The Reagan administration said the planes were forcing the United States to reconsider its approach to the rebels and Cuban-backed countries in Central America and Africa.
Despite the painful reaction of the United States, in 1984 the Cuban air force was replenished with MiG-23MF fighters, designed to solve air defense tasks, and armed with R-23 medium-range air-to-air missiles. Subsequently, the Air Force received even more advanced MiG-23ML vehicles with R-24 missiles. The Cuban aviation also included MiG-23SM front-line fighters. However, by the end of the 1980s. fighter modifications of the MiG-23 aircraft were already considered inferior to the 4th generation fighters F-15, F-16 and F/A-18, adopted by the US Air Force and Navy.
In October 1988, the Cuban Air Force received 12 MiG-29 4th generation front-line fighters and two MiG-29UB training aircraft. Initially, the Cubans wanted to purchase forty MiG-29 type aircraft, but economic and political (perestroika and collapse of the USSR) reasons did not allow them to do this. Actually, the MiG-29s are the last combat aircraft supplied to Cuba by the Soviet Union, as well as the most modern and powerful fighters in the Cuban Air Force. The ill-fated “perestroika” and the subsequent “timelessness” of the 1990s. interrupted the progressive development of the Cuban Air Force for a long time.
CURRENT STATE OF THE CUBA AIR FORCE
It must be admitted that the current Cuban military aviation, which has lost the support of the Soviet Union, is only a “pale shadow” of the aviation power that Liberty Island had in the 1970-1980s. Today, the Cuban Air Force is tasked with protecting the country's airspace, providing support to the country's ground forces and navy, and solving transport problems. All Cuban airspace is divided into two districts: western and eastern. Their headquarters are located, respectively, in the cities of San Antonio de los Banos and Holguin.
The Western District is covered from the air by the 2nd Air Force and Air Defense Brigade, which includes a mixed fighter squadron with three to four (i.e., all remaining in service) MiG-29 aircraft and approximately 10 MiG-23 fighters . To solve secondary air defense tasks (for example, to intercept low-speed, low-flying targets), three or four L-39 aircraft can be used. In normal circumstances, Albatrosses are used as training aircraft.
The eastern district is covered by the Cuartel Moncada guards aviation brigade. It includes an “aviation group” (mixed squadron) stationed in Holguin. Air defense missions in the district are carried out by several MiG-21M/MF fighters, as well as a small number of MiG-23 type aircraft. The district also hosts a group of transport aircraft, whose mission is to provide transport services to senior government leaders. Military transport aircraft and helicopters are based at the Playa Baracoa airfield.
Currently, the Cuban Air Force has, if not completely outdated, then certainly a rapidly aging aircraft fleet. Four MiG-21M/MF front-line fighters and seven MiG-21M/UM combat trainer aircraft remained in service (it should be said that, according to unofficial data, the USSR delivered 60 aircraft of the first type and 10 of the second type to Cuba).
A more popular type in the Cuban Air Force is the MiG-23 front-line fighter. Four MiG-23MFs remain in service (out of 12 delivered by the USSR), as well as seven more modern MiG-23MLs (at one time, Cuba received 54 aircraft of this type from the Soviet Union). In addition, the Air Force has four MiG-23UB combat trainer aircraft (out of seven delivered).
The most powerful and modern type combat aircraft The Cuban Air Force certainly includes the MiG-29 front-line fighter, which belongs to the 4th generation aircraft. In service today there are two single-seat MiG-29 fighters (type “9-11”) and one “spark” MiG-29UB (in front After the collapse of the Soviet Union, Cuba was supplied with 12 and 2 MiG-29 and MiG-29UB aircraft, respectively).
The training aviation of the Cuban Air Force is represented by five “flying” L-39 Albatross jet aircraft (previously, Czechoslovakia supplied Cuba with a total of 30 such machines), as well as 20 Z-326 piston trainers (out of 60 supplied by Czechoslovakia).
Four An-24 transport aircraft belonging to the Cuban Air Force are also in airworthy condition (in total, 20 aircraft of this type were delivered to the USSR), as well as three An-26 ramp military-technical aircraft (out of 17 delivered). The Air Force also has three Yak-40 passenger aircraft in flying condition (the Cuban Air Force was supplied with eight such aircraft), one Il-62 and two Il-96.
But the Air Force of Liberty Island has a fairly impressive helicopter fleet, represented by 20 Mi-8T transport helicopters, 20 Mi-8TV landing helicopters (which differ from the Mi-8T in armament, consisting of four UV-16-57 NAR units), 20 armed Mi-8TVK helicopters ( equipped, in addition to NAR, with anti-tank guided missiles) as well as nine Mi-17s (out of 25 previously delivered). However, we can assume with a significant degree of confidence that a significant part of this helicopter fleet is currently mothballed.
The group of combat helicopters currently includes four Mi-24Ds (in total, Cuba received 24 “crocodiles” from the USSR). However, the actual combat readiness of this helicopter fleet also remains today, apparently, quite low.
By the 1990s. The Cuban Air Force was rated by foreign experts as the best in Latin America (both in terms of equipment and the level of training of flight personnel). However, after the cessation of active military cooperation with the USSR and Russia in the 1990s. Cuban aviation is experiencing significant difficulties. According to Western data, today only two fighter squadrons are combat-ready, and the average annual flight time for pilots does not exceed 50 hours.
DEVELOPMENT PROSPECTS
Until recently, the island's economic situation, huge national debt and the lack of a reliable and powerful ally prevented Cuba from returning to the status of a regional aviation power with a level of air power even remotely approaching the level achieved in the 1970s and 1980s.
However, the return of Russia to South America, the writing off of 90% of the Cuban debt to Russia, the strengthening of relations (including military ones) with a number of Latin American states that have also set a course for political, economic and military independence from the United States, as well as a number of other factors, apparently form the political and economic prerequisites for strengthening and modernizing the Cuban Air Force.
If we talk about modernizing the aircraft fleet of Liberty Island, then most likely there is simply nothing left to modernize. Even the Cuban Air Force's MiG-29 fighters were produced in the USSR in the late 1980s. and today they look outdated. Apparently, it makes sense to talk about the complete rearmament of the air force with new aviation equipment, and, for political reasons, we can only talk about Russian and Chinese-made combat aircraft.
The most acceptable for the Cubans at the present time, apparently, is the multifunctional fighter of the “medium” class MiG-35, which is a deep modernization of the front-line fighter MiG-29, well known to Cuban pilots and technicians since the 1980s. In terms of its combat capabilities, the MiG-35 is in the same “niche” with such “4+” generation aircraft as the Rafale, EF2000 Typhoon and JAS 39 Gripen, which may appear in the air forces of a number of South American countries in the late 2010s – early 2020s.
Possessing, in comparison with the original MiG-29, a completely acceptable range and a satisfactory combat load for its class (including the latest high-precision strike aircraft), the MiG-35 could create a real threat to a potential aggressor. When solving air defense tasks, the MiG-35 (especially if equipped with radar with AFAR and advanced air-to-air missiles) could become a very formidable adversary for attack aircraft F-15E, F-16, F/A-18 and ( probably) the promising F-35.
Of course, heavy multirole fighters like the Su-30M or Su-35 would look very impressive as part of the Cuban Air Force - one of the most powerful (today and in the near future) tactical combat aircraft in the world. With a combat range of more than 1,500 km and a maximum combat load of up to 8,000 kg, these vehicles, equipped with powerful avionics, could significantly affect the balance of air forces in the Caribbean. It should be recalled that Cuba’s closest ally, Venezuela, already has Cy-30MK2V aircraft received from Russia. However, Cuba's proximity to the southern borders of the United States could create serious political problems in Cuba's attempt to acquire these powerful aircraft.
The Yak-130 combat training aircraft may also be of interest to the Cuban Air Force, which, in addition to solving training tasks, could be used as a fighter-interceptor of low-altitude and low-speed air targets (an urgent task for Cuba, given its geographical location). In addition, the Yak-130 could be successfully used as a light attack aircraft designed to combat small surface targets (using, among other things, guided anti-ship missiles of the Kh-35 type).
Several squadrons of the Cuban Air Force, armed with MiG-35 and Yak-130 aircraft, as well as Mi-17 and Mi-35 helicopters, seem to be able, in the foreseeable future, to form the basis of the aviation group of the Republic of Cuba, quite adequate to the challenges facing Liberty Island .
Cuban Air Force and Air Defense(Spanish) Defensa Antiaerea y Fuerza Aerea Revolucionaria ; DAAFAR) - one of the branches of the Cuban Armed Forces.
The beginning of Cuban military aviation began in March 1915, when an aviation corps appeared within the army. For a long time, Cuba remained an ally of the United States and received American aircraft. As a result of the victory of the revolution (), Cuba joined the socialist camp and began to rearm its air force with the help of the USSR. In April 1961, Cuban pilots shot down several enemy aircraft during the Bay of Pigs battles. During the 1970s and 1980s, the Cuban Air Force saw action in Ethiopia and Angola.
DAAFAR's missions include protecting Cuban airspace, providing tactical and transport support to the Revolutionary Army and Navy, and, if necessary, performing national economic service tasks. The Air Force and Air Defense include 2 mixed fighter-bomber formations, one transport and one transport to serve the leadership. As of 2008, Cuban airspace is divided into two districts: western and eastern, with corresponding headquarters located in the cities of San Antonio de los Banos and Holguin. The Western District is covered by the 2nd Air Force and Air Defense Brigade, which includes the 1779th formation, which has a mixed fighter squadron of 3 MiG-29s remaining in service and up to 10 MiG-23MLs. To solve auxiliary air defense tasks, for example, to intercept slow, low-flying targets, three or four L-39Cs are used; in normal circumstances, they are used as training aircraft. To provide basic training for pilots, Zlin Z-142 trainers are used. The Eastern District is covered by the Cuartel Moncada Guard Brigade. It also includes the 1779th formation in Holguin. Air defense missions in the district are carried out by several MiG-21 fighters. The district hosts the 3405th special transport connection, whose tasks include serving the leadership of the state, and the 3688th transport connection, planes and helicopters of both operate from Playa Baracoa.
Regarding the organizational composition of the Cuban Air Force and Air Defense, data is available for 2006:
Zona Area Oeste: 2 Brigada "Playa Girún"
| Subdivision | Aircraft type | Base |
|---|---|---|
| Unidad Militar 1779 | San Antonio de los Basos | |
| Escuadrun de Caza | MiG-29 | San Antonio de los Basos |
| Escuadrun de Caza | MiG-23ML | San Antonio de los Basos |
| Escuadrun de Instrucción | MiG-21, L-39C, Z-142 | San Antonio de los Basos |
| Escuadrun de Helicupteros | Mi-17, Mi-24D | San Antonio de los Basos |
| 3405.Regimiento Ejecutivo | Playa Baracoa | |
| Escuadrun de Ejecutivo | An-24, Yak-40, Mi-8P, Il-62/96 | Playa Baracoa |
Zona Area Oriente: 3 Brigada "Cuartel Moncada"
By the 1990s, the Cuban Air Force was rated as the best in Latin America, both in terms of equipment and training. After the cessation of active military cooperation with the USSR and Russia in the 1990s, Cuban aviation experienced significant difficulties. According to Western data, only two fighter squadrons are combat-ready; about 20 combat aircraft were in flight-worthy condition in 2003-2004, and the annual flight time of the pilots during the same period did not exceed 50 hours.
According to the International Institute for Strategic Studies, as of 2007, the number of DAAFAR personnel is estimated at 8 thousand people. 31 combat aircraft, 12 transport aircraft, a number of helicopters and training aircraft are in flightable condition; in addition, it is indicated that another 179 aircraft were in storage.
Airpark
According to the British website aeroflight.co.uk, the state of the Cuban Air Force fleet in 2006 was as follows:
| Model | Manufacturer country | Type | Modification | Delivered | In service |
|---|---|---|---|---|---|
| Mikoyan and Gurevich MiG-21 | Fighter Combat training | MiG-21MF MiG-21UM | 6010 | 44 | |
| Mikoyan and Gurevich MiG-23 | FighterFighter-bomberCombat training | MiG-23MF/MS MiG-23ML MiG-23UB | 21215 | 6102 | |
| Mikoyan and Gurevich MiG-29 | / | FighterMulti-role fighter Combat training | MiG-29BMiG-29UB | 142 | 21 |
| Mil Mi-8 | Multi-role helicopter | Mi-8TMi-8TKV | 2020 | 42 | |
| Mil Mi-17 | / | Multi-role helicopter | Mi-17 | 16 | 8 |
| Mil Mi-24 | Attack helicopter | Mi-24D | 20 | 4 | |
| Antonov An-24 | / | Transport aircraft | An-24 | 20 | 4 |
| Antonov An-26 | Transport aircraft | An-26 | 17 | 3 | |
| Yakovlev Yak-40 | Passenger plane | Yak-40 | 8 | 3 | |
| Ilyushin Il-62 | Passenger plane | IL-62 | 1 | 1 | |
| Ilyushin Il-96 | / | Passenger plane | IL-96 | 2 | 2 |
| Aero L-39 Albatros | Combat training | L-39C | 30 | 7 | |
| Zlin Z-326 | Training | Z-326T | 60 | 20 |
Airbases
The following air bases are used by the Cuban Air Force and Air Defense Forces (as of 2006):
Holguin / Base Area Holguin / Frank Pais AP (ICAO code: MUHG)
Runway: Rwy 05/23, Runway Size: 3238 m (10624 ft) x 45 m (148 ft), Elevation: 110 m (361 ft).
La Habana / Base Area Playa Baracoa (ICAO code: MUPB)
Runway: Rwy 02/20, Runway Size: 2305 m (7563 ft) x 45 m (148 ft), Elevation: 31 m (102 ft)
Base Area San Antonio de los Basos (ICAO code: MUSA)
Runway: Rwy 01/19, Runway Size: 2400 m (7873 ft) x 46 m (150 ft), Elevation: 50 m (164 ft).
Runway: Rwy 05/23, Runway Size: 3596 m (11799 ft) x 46 m (150 ft), Elevation: 50 m (164 ft).
Runway: Rwy 12/30, Runway Size: 2482 m (8144 ft) x 46 m (150 ft), Elevation: 50 m (164 ft).
The formation of air defense formations for the Republic of Cuba was carried out in the strictest confidence in accordance with Directive of the USSR Minister of Defense No. 79603 of July 13, 1962.
The selection of units for newly formed air defense formations, despite the tight deadlines, was carried out very carefully, taking into account the state of health of the military personnel, the quality of their mastery of military specialty, as well as their personal discipline.
Much attention was paid to the preparation of weapons, military and special equipment. During this period, the divisions received the latest S-75 Desna air defense system at that time (according to NATO classification - SA-2 Guideline).
The transfer of the above formations can be considered a classic example of a covert transfer of troops to the highest levels of combat readiness and operational maneuver. Already 3 days after the task was set, the first echelons of the divisions formed according to wartime standards departed for the Black Sea loading ports (Nikolaev and Feodosia), where their combat coordination was carried out, and military and special equipment was sealed.
All personnel were dressed in civilian clothes and working naval uniforms to misinform foreign intelligence services about the goals and objectives of the operation. During the passage of sea vessels, military and special air defense and air force equipment was completely covered with special awnings, and the personnel of the divisions and flight crews were located in the holds of the ships.
Before loading into containers (Baltiysk, Kaliningrad region), all Soviet identification marks were painted over on the planes, while the two-digit tail numbers of the 32nd Guards Aviation Regiment were left on the fuselages of the combat vehicles.
It took up to 2-3 days to load one sea transport. The personnel did not have the right to independently leave the loading area. In total, 12 sea vessels with a displacement of 15-17 thousand tons were brought in to transport air defense units, arriving in Cuba from July 27 to July 31, 1962.
In Cuban ports, observing the strictest camouflage measures, air defense units and units promptly unloaded military equipment and, having secretly marched, began equipping the occupied positions.
Deployment of Soviet troops in Cuba in September 1962
Their main task was to cover the Soviet missile systems of the Strategic Missile Forces R-12 (SS-4), R-14 (SS-4), tactical nuclear missile systems of the ground forces "Luna" and Il-28 bomber aircraft with nuclear weapons on board, located on Liberty Island, from possible attacks by American aircraft.
The GSVK air forces, in cooperation with the ground forces, naval forces and formations of the Cuban RVS, were to destroy enemy sea and airborne landings, as well as attack from the air the US naval base in Cuba - Guantanamo.
Previously, a group of Soviet ace pilots from the Kubinka aviation center was sent to Cuba under the command of Air Defense Aviation Commander, Air Marshal E.Ya. Savitsky. In a short time, they had to learn how to destroy high-speed boats of Cuban opposition forces near the coast of the island, take direct part in military operations and transfer the experience of combat use of Soviet MiG-15 fighters to the Cuban side. Soon, after appropriate training, Soviet and Cuban pilots began to practice their acquired skills directly during the destruction of enemy sabotage groups.
General management and coordination of the actions of air defense units and subunits on Liberty Island was carried out by Aviation Lieutenant General S.N. Grechko, who was also the deputy commander of the GSVK for air defense. Hero of the Soviet Union, Colonel General of Aviation V.I., was responsible for the GSVK air group. Davidkov (Deputy Air Force Commander).
When deploying combat formations, air defense formations were given a specific task - to prevent foreign intruders from invading the airspace of the Republic of Cuba and launching air strikes on the Group’s troops, Cuban military forces, the most important political, administrative and industrial centers, naval bases, ports and airfields Republics.
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| Major General Melikhov S.I., commander of the 11th air defense division in Cuba (192-1964) | Colonel Shibanov V.I., commander of the 32nd Guards. IAP | Aviation Lieutenant General S.N. Grechko, GSVK air defense castle | Hero of the Soviet Union, Colonel General of Aviation V.I. Davidkov, GSVK castle for aviation |
The degree of real threat of combat use of the US Air Force against Liberty Island was very high. Back in August 1962, the American military command conducted exercises in the states of South and North Carolina under the code name “Swift Strike”, where for the first time they practiced actions in a limited war without the use of nuclear weapons. Along with the ground forces, 6 tactical aviation (TA) squadrons and two reconnaissance squadrons took part in the exercises. Already on September 7 of the same year, the TA command received an order to form a group to develop an air attack plan before a parachute landing on Cuba. After 11 days, the TA command began exercises to develop a plan for aerial bombing of military, administrative and industrial facilities in Cuba.
The air group of the “invasion forces” (first echelon) of the United States included 430 fighter-bombers and carrier-based attack aircraft, the second echelon - 460 military transport aircraft. Among other warships, 8 attack aircraft carriers moved to the shores of Cuba, including: Enterprise (with A-3 bombers carrying nuclear weapons), Essex, etc.
The commander of the US Atlantic Fleet, Admiral Robert L. Dennison, ordered his subordinate forces to prepare an air attack against Cuba at Readiness No. 1 on October 20, 1962. On October 6, Dennison received a memorandum from the US Secretary of Defense regarding the implementation of directives regarding a military invasion of Cuba.
Soviet air defense specialists at the position of Cuban anti-aircraft artillery.
The current explosive situation required the speedy bringing of the Soviet-Cuban air defense to a state full readiness to repel massive air strikes from American aircraft. However, certain difficulties arose during its deployment. Due to the large extent of the areas of proposed combat operations, the positions of Soviet anti-aircraft missile divisions were located at a distance of 60-80 kilometers from each other, which did not ensure the creation of a continuous destruction zone over the territory of Cuba.
A denser air defense group was created in the western and central parts of the island, where missile regiments were stationed medium range R-12 and the bulk of the troops of the Soviet Group.
Radar support for combat operations of IA and ADVs was entrusted to the radio technical troops of the GSVK. The creation of a single radar field (58 radars) was supposed to ensure reconnaissance over the entire territory of Cuba at altitudes from 50 meters to the practical ceiling of radar operations, and also made it possible to detect enemy air targets at medium altitudes at a distance of up to 200 kilometers.
According to the plans of the Soviet military command, the destruction of targets in the airspace between the zones of destruction of anti-aircraft guided missiles was assigned to the 32nd GIAP and the IA of the Cuban Air Force. The Guards Aviation Regiment was based in the center of the island at the Santa Clara airfield and could operate in both a western and eastern direction. His main efforts were supposed to be concentrated on the Havana direction and on the landing-dangerous section of the northern coast from Varadero to Cabanas. In addition, the 32nd GIAP envisaged actions for amphibious landings in the southwestern tip of Cuba and in the area of the island. Pinos.
Soviet fighter MiG-21F-13 in the Museum of the Revolutionary Armed Forces of Cuba.
By the end of September 1962 Combat vehicles aircraft fleet of the air regiment (according to the wartime staff: 40 MiG-21F-13 aircraft, 6 MiG-15 UTI twins and one communications Yak-12M) - was assembled and flown, and the personnel were ready to perform combat missions. At the airfields of the regiment, interceptor aircraft were on duty in case of American air raids on Soviet and Cuban military targets. Part of the air force was prepared to carry out bombing strikes against enemy ground and sea targets with guided and unguided air-to-ground missiles.
FKR regiments (each with 8 launchers (PU) and OPRTB) were on combat duty with launch detachments (16 launchers in total, 80 missile launchers with nuclear warheads with a yield of 2 to 20 kt) in areas of permanent deployment and positional areas in readiness to fire . A separate helicopter regiment (2 squadrons: 33 Mi-4 helicopters) was on duty in two flights, ready for immediate departure.
By October 15, all air defense units (144 S-75 air defense missile launchers) began combat duty to protect the air borders of the Republic of Cuba. According to a memorandum to the commander of the GSVK dated September 8, 1962, the 10th Air Defense Division was renamed the 27th (eastern part of Cuba), the 11th - the 12th Air Defense Division (western part of Cuba); The 32nd GIAP received a new name - the 213th Fighter Aviation Regiment.
The FKR regiments were transformed into separate aviation engineering regiments (OAIP): 231st - western region of Cuba and 222nd - eastern region.
The issue of including additional aviation assets in the Group was also considered. It was planned to transfer another bomber squadron (10-12 Il-28 aircraft) and OPTTB to Freedom Island.
Wreckage of Anderson's downed U2. Aviation Museum in Havana.
Initially, the American side had no idea about the scale of Soviet military assistance to its Cuban colleagues. But everything secret sooner or later becomes clear. A Lockheed U-2E reconnaissance aircraft of the 4080th Strategic Reconnaissance Wing (SRW) of the Strategic Air Command (SAC) of the US Air Force, which took off on the night of October 13-14 from Edwards Air Force Base (California, USA),
piloted by Major R. Heiser, for the first time officially received reliable information about the presence of Soviet medium-range missiles with nuclear warheads in Cuba.
After processing and analyzing the information on the morning of October 16, the Central Intelligence Agency (CIA) presented the results of the aerial photography to US President J.F. Kennedy. He demanded a more thorough aerial reconnaissance of Cuban territory. In total, from October 14 to December 16, 1962, the crews of the 4028th SAC SRK made 102 reconnaissance flights over Liberty Island.
However, Soviet leader N.S. Until October 26, Khrushchev continued to convince the American president about the absence nuclear missiles on Liberty Island. John F. Kennedy did not trust official Moscow and, under pressure from the Pentagon, ordered the final preparations for a military invasion of the island. On October 22, the US President declared a blockade of Cuba (Directive No. 3504), the US military moved from combat readiness No. 5 to combat readiness No. 3, which provided the opportunity to immediately begin hostilities. Large naval formations surrounded the island of Cuba. The missile bases of the US Armed Forces were put on alert, and up to 25% of the B-52 strategic bombers were ready to take off at the same time. nuclear bombs on board and fly 2,000 sorties towards Cuba.
The next day, for the first time, the Space Force at Cape Canaveral, as well as numerous tracking stations in the United States, were transferred to the highest level of combat readiness No. 3.
At the same time, an order was given to conduct intensive round-the-clock reconnaissance of Cuban territory. Lockheed U-2 aircraft of the 4028th SRK patrolled over the island so low that the silhouettes of the pilots in the cockpits were visible. American patrol ships and radio intelligence ships approached the border of Cuba's territorial waters. Everything pointed to the imminent start of hostilities. After the speech of the American President on television, F. Castro, Commander-in-Chief of the Revolutionary Military Forces of Cuba, gave the order to bring the troops to full combat readiness. Later, a combat alert and general mobilization were declared. The divisions, staffed according to wartime standards, occupied pre-prepared defensive positions on the coast. In a short time, 54 Cuban infantry divisions, 6 rocket artillery divisions, 118 anti-aircraft batteries were deployed, 20 ships and 47 combat aircraft were ready for action. The total number of Cuban armed forces has been increased to 270 thousand people. In case of hostilities, the territory of Liberty Island was divided into three zones: western, central and eastern (with its own military command). To strengthen the defense of Soviet missile positions, 50 anti-aircraft artillery batteries were additionally allocated from the reserve of the Cuban Revolutionary Military Forces.
On October 26, at a meeting with the Chief of the Cuban General Staff, Fidel Castro assessed the current situation and especially the continuous flights of American aircraft over Cuban territory, recognizing Liberty Island’s right to return fire.
On the evening of the same day, the commander of the GSVK, Army General I.A. Pliev held an extended meeting of the military council (with the participation of the Cuban side), at which he gave the order to bring all units and formations of the Group to full combat readiness.
A United States air strike on Cuban and Soviet military targets was expected on the night of October 26-27 or at dawn on the 27th. In this regard, Fidel Castro demanded that American planes be shot down with anti-aircraft artillery fire. In turn, General I.A. Pliev decided to use “all available [in GVSK] air defense systems” when repelling air raids. A coded telegram was sent to the anti-aircraft units, which authorized the use of weapons “in the event of an obvious attack.” On the evening of October 26 (21:00), the air defense units were put in readiness to fire, all radio equipment was turned on. The commander of the GSVK immediately reported to Moscow about the measures taken: “I have taken measures to disperse the equipment within the boundaries of the OPR [missile firing position] and strengthen camouflage. “In the event of attacks on our targets by American aircraft, a decision was made to use all available air defense systems.”
Meanwhile, near Cuban airspace, American pilots simulated massive raids with bombing of military and civilian targets on the island.
However, the powerful radiation from the radar field of the switched-on Soviet radars came as a surprise to the potential enemy and led to the cessation of flights by US Air Force aircraft near the coast of Cuba. It was decided to carry out additional aerial reconnaissance of the battle formations of the Soviet-Cuban air defense system, including the involvement of high-altitude Lockheed U-2 reconnaissance aircraft.
On October 27, air defense systems recorded 8 violations of Cuban airspace by American aircraft. Cuban anti-aircraft gunners shot down one F-104 fighter flying at low altitude. On the same day at 18:20. (Moscow time) 4th division of Major I.M. Gerchenov (Banes area) of the 507th air defense missile system launched two 13D missiles (S-75 Desna air defense system), which shot down a U-2 (No. 56-6676) at an altitude of 21 thousand meters.
The pilot who piloted it, Major R. Anderson, died (hit by shrapnel from a missile warhead that exploded near the cockpit), his body was later handed over to the American side.
A few hours later, two US Navy RF-8A Crusader photographic reconnaissance aircraft came under anti-aircraft fire while flying at low altitude over Cuba. One of them was damaged, but the flight returned safely to its base.
In addition to anti-aircraft weapons, Soviet fighter aircraft took part in stopping American aviation flights in the airspace of Liberty Island. In October 1962, a pair of MiG-21 aircraft (due to the ban on opening fire on single aircraft) attempted to intercept an F-104C Starfighter (479th Tactical Fighter Wing of the US Air Force). Despite the fact that they failed to land the intruder plane, the Soviet combat vehicles showed their advantage in maneuverability and technical capabilities.
In order to prevent the escalation of an already difficult situation, the GSVK command introduced a complete ban on military clashes in the air for our aviation (with the exception of repelling the start of massive air raids on Cuban targets). It was precisely this circumstance that did not allow the crews of our MiGs from the 2nd Air Force of the 213th IAP to attack two American aircraft F-101 "Voodoo" in the airspace of the island in late October 1962.
However, faced with new Soviet fighters, American pilots did not dare to appear in the area where the 213th Air Regiment was based. Despite the lack of combat in the air, the American air force suffered losses. According to the US Air Force, in the period from September 27 to November 11, 1962, 11 crews of RB-47 aircraft (55th SRK) were killed in aviation accidents, in addition, on October 23, a Boeing C crashed while delivering ammunition to the Guantanamo naval base -135V. For unknown reasons, two more Lockheed U-2s were lost in the Cuba area before December 16, 1962.
Meanwhile, the commander of the GSVK demanded that the collection of data on the destruction of an American reconnaissance aircraft be accelerated (October 27) and that a coded message be prepared for the USSR Minister of Defense. Based on it, Marshal of the Soviet Union R.Ya. Malinovsky introduced N.S. on October 28. An official report was given to Khrushchev, which indicated the legality of the actions of Soviet rocket scientists.
At the same time, measures were taken at the highest state level practical steps to normalize the flaring conflict between the USSR and the USA, the outcome of which at that time no one could predict. In particular, the Soviet side proposed to sit down at the negotiating table and stop any provocations using military force.
The subsequent Soviet-American negotiations led to a reduction in the level of danger of a nuclear disaster. The United States committed itself not to attack Cuba and to remove missiles from Turkey in exchange for the dismantling and withdrawal of Soviet nuclear forces from Liberty Island.
At subsequent stages of negotiations, the American side repeatedly pointed out threats from the leadership of the Cuban Revolutionary Military Forces to fire at American aircraft that violated the airspace of Liberty Island. In this regard, the US administration stopped all reconnaissance flights of its aircraft within the range of Cuban artillery. The exception was the U-2 high-altitude reconnaissance aircraft, used to monitor the implementation of the agreement between the USSR and the USA on the removal of Soviet “offensive weapons” from Liberty Island, including the Navy mine-torpedo air regiment (33 Il-28 aircraft) and a separate Air Force squadron (6 Il-28 aircraft). 28).
In accordance with the directive of the USSR Minister of Defense No. 76665 of October 28, 1962, the dismantling of the Strategic Missile Forces missile launch sites and the sending of most of the GVSK units to the Soviet Union began. From November 2 to 11, all missiles, and from December 4 to 6, Il-28 bombers, were removed from Cuba.
It was planned to transfer the remaining Soviet weapons, military and special equipment on the island to the RVS of Cuba within the next 3-10 months, including: MiG-21, MiG-15UTI, Yak-12 and An-12 aircraft; Mi-4 helicopters.
Our IA pilots continued to carry out combat duty to protect Cuban airspace. In each of the three squadrons of the 213th Aviation Regiment, 4 duty aircraft with an outboard fuel tank with a capacity of 500 liters were allocated for a week in readiness No. 1 in the “airfield duty” position during daylight hours.
The Soviet military specialists (SWS) who remained on Liberty Island took an active part in further improving Cuba's air defense system and training personnel for the Air Force and Air Defense Forces of the Republic. A training center was created in San Julian, where air defense command and engineering personnel were trained. On the basis of Soviet anti-aircraft missile divisions, training units were formed with a training period of 10 months (in 3 stages).
Retraining of Cuban pilots for MiG-21F-13 fighters took place on the basis of the 213th IAP and 425th Obato for 4 months. On February 18, 1963, the air regiment received an order to concentrate in full force at the San Antonio airfield (a suburb of Havana). The squadrons, having completed their relocation in a short time, continued flights according to the combat training plan.
In total, during April 1963, twenty-two Cuban pilots from the first group and eight from the second were retrained on the MiG-21F-13. On April 12, the first Cuban pilot flew independently on a MiG-21F-13. All Cuban pilots practiced piloting techniques, group flying in pairs, interceptions at medium, high altitudes and in the stratosphere, firing at ground targets from cannons and missiles.
By the end of May, the retraining of the Cubans, which took place without flight accidents or prerequisites for them, was generally completed. As a result of the retraining program, 29 pilots were prepared for combat operations during the day in simple meteorological conditions (IMC) at all altitudes up to the ceiling of the aircraft, 29 pilots alone, 26 pilots in pairs.
RTV specialists underwent training for 5 months in the 50th radio engineering battalion in two streams. Communications specialists studied at the training center according to a 3-month program.
On August 20, 1963, at the San Antonio airfield, a ceremonial transfer of aviation and air defense military equipment to the Cuban side took place with the personal participation of the Minister of the Cuban Revolutionary Military Forces, Raul Castro Ruz, and the Commander of the Air Force of the Republic, Raul Curbelo Morales.
In mid-September, Soviet pilots left Cuba and returned to the Soviet Union. Representatives of other branches of the air defense forces had to stay a little longer.
With the intensification of the activities of the Cuban opposition in the fall of 1963, with support from the United States, the number of air and sea transfers of sabotage detachments, weapons and ammunition to Liberty Island increased. When attempting to penetrate Cuban airspace, there were cases of intruder aircraft being destroyed by air defense systems. Such a fate with a high degree of probability befell the Beechcraft-55 aircraft, which took off towards Liberty Island from the Fort Lauderdale airfield (Fort Lauderdale, USA) on September 24, 1963 with military cargo on board.
In the current situation, the leadership of the Cuban Revolutionary Military Forces decided to regroup air defense forces and means. New launching positions for anti-aircraft missile battalions were deployed in a number of provinces. On September 16, at the command post of the Republic Air Force, a demonstration exercise was held with the participation of the SAF on the organization of combat control during a threatened period of time. Construction was completed in October command post Western Air Defense Brigade in the area of Bejucal (Havana province). At the same time, the educational process for training local air defense personnel continued, ending by May 1964.
With the transfer of weapons, military and special equipment, the withdrawal of our remaining military specialists to the Soviet Union began.
The command of the Central and Western air defense brigades of the Cuban Revolutionary Military Forces with their Soviet colleagues. November 4, 1963, San Juan.
In the period 1962-1964. Through the efforts of the Soviet side, 4,580 air force and air defense specialists of the Cuban Revolutionary Military Forces were trained. The military command and control bodies of the Central and Western air defense brigades have been newly formed and deployed, including: 17 anti-aircraft missile and 4 technical divisions, 2 technical batteries; 1 central laboratory and 2 workshops for the repair of artillery weapons; 2 radio battalions and 7 radar companies. As part of the Republican Air Force, the formation of a fighter aviation squadron and a separate aviation technical support battalion has been completed
