Without taking sides, one can say Cyprus has known a turbulent history. Before and after the country gained independence from the British Empire in 1960, there were multiple periods of violence. In 1974, a coup by Greek colonels led to another period of violence, with Turkish armed forces invading and occupying the northern part of the island. Since then, the island has been divided in two parts, with a UN Buffer Zone in between. Turkish military presence in the northern part is still very heavy today, including allegedly over 300 heavy battle tanks (M48 Pattons and recently also the more modern Leopard). Therefore, it is no wonder the Cypriote Armed Forces invest heavily in anti-tank assets, including the Mi-35s and SA.342s.

The current organization dates back to 1995, when the Cyprus Air Force Command was formed from the National Guard. The ‘55 Sminarchia Machis’ or Combat Group reports directly to the Air Force Command and is responsible for all flying assets. There are three squadrons with helicopters and UAVs, as well as an air defence and a support squadron. Nowadays, all are based at Andreas Papandreou airbase, which is the northern part of the international airport of Paphos.

450 ME/P (Mira (Antiarmatikon) Elikopteron or Attack Helicopter Squadron)

This is the oldest of the three current flying squadrons. It was founded in 2001 when twelve Mil Mi-35P helicopters were delivered by Russia (one has since crashed in 2006). The squadron number refers to the year 450 BC when a Greek general sailed to Cyprus to expel the Persians. After its founding, 450 ME/P also received two PC-9s and a single BN-2 that were in service at the time. In 2010, these were moved to the newly founded 460 squadron, and instead the SA.342 Gazelles of 449 squadron were added to the unit when their base Lakatamia closed.

The P in Mi-35P stands for ‘Pushka’, meaning cannon. This 30 mm fixed GSh-30K cannon is one of the main features of the Hind helicopter, which can also be armed with 9M120 Ataka V guided anti-tank missiles, unguided S-8 and S-24 rockets and 23 mm cannons, in any combination, under the stub wings. The landing gear of the Cypriote version is fixed, unlike most others, and therefor lighter. For self-defence, the helicopters have a radar warning receiver, chaff, flares, an IR-jammer and of course armour. The other helicopter type in the squadron is the French-built SA.342L1 Gazelle, which can be armed with 4 HOT-3 anti-tank rockets. This helicopter has armoured plates at the bottom and also around the engine.

Where the SA.342 is used solely for anti-tank warfare, the Mi-35 is used as multi-purpose helicopter. The squadron also provides combat support to ground forces, flies JTAC-missions and is used for Medical Evacuation (Medevac). Both types almost always operate together in pairs or groups of three or four. As Gazelle pilot Flt.Lt. Giorgos explained, “the Gazelle is small and therefore low observable. We are in the same squadron, so there is optimal knowledge and cooperation; we really operate as a team!” Despite the different roles the squadron has, training is mostly aimed at missions against a possible invasion from Turkey. As Giorgos said, “The UN are independent and only watch and report. If necessary, we have to do the fighting”.

The Mi-35s are nearing the end of their service with the Cyprus Air Force and the search for a replacement is currently ongoing. Amongst others, the SA.342M and EC.665 Tiger have been rumoured to be candidates. However, as base commander Lt Col Michalis Michael, himself an active Mi-35 pilot, explained, “This is a political decision. The air force gives input regarding the required standards, and a competition follows.” One of the desired capabilities is “to fly and fight during day and night”. The Hinds have already been sold to Serbia, but at the moment they are still fulfilling their duty. This summer an order for six Airbus H.145M helicopters has been placed, including an option for another six. Whether these will be the replacement helicopters for the Mi-24s is currently not yet known.

460 MED (‘Mira Erevnas Diasosis’ or Search and Rescue Squadron)

This squadron was established in 2010, when the Cypriot government took the exclusive responsibility for search and rescue in its region. Initially, Bell B.206s, two PC-9s and a single BN-2 aircraft were used, but these were quickly replaced with three Agusta-Westland AW.139 helicopters. Obviously, search and rescue (SAR) is the main task of the squadron. Within the unit they say ‘life takes you to unexpected places, but 460 brings you home’. Other tasks are transport, parachute dropping and aerial photography, and since 2014 also firefighting. For this last task, added because of the long fire season in Cyprus (May-November), special training was followed with the Cyprus Police Aviation Unit, which also operates the AW.139 amongst others.

The AW.139s are mostly tasked with the operational tasks while the B.206s is used for all other duties. The workload on the B.206s is kept as low as possible though, because of their age and the fact that no replacement is planned yet. Despite their age, they are very reliable and easy to maintain. Both the AW.139 of the Cyprus Police Aviation Unit and the AW.139 of 460 squadron alternate a 24/7 readiness state, which is coordinated by the Joint Rescue Coordination Center (JRCC) in Larnaca. For this, the AW.139 has a double hoist, a strong search light and is NVG-capable. It has no self-defence systems, and because of the weight, armour is only carried when deemed necessary.

470 MMEA (Moíra Mi Epaldroménon Aeroskafón or Unmanned Aircraft Squadron)

The newest squadron is 470 MMEA, which has been operating the Israeli built Aerostar UAV since 2019. Four of these unmanned aircraft have been delivered and the operators are all former helicopter pilots. Different types of cameras are used, and information is available in real time if needed for helicopters and ground stations.

Operational tasks are intelligence, surveillance, reconnaissance (ISR) and tactical air support. In addition to these missions, the unit carries out missions such as fire surveillance and search and rescue. The Aerostar can fly to up to 250 km from the ground station and stay in the air for over twelve hours.

Training and maintenance

All pilot training is done in Greece, where cadets learn to fly on the Tecnam P-2000, followed by the T-6 Texan II and then the T-2 Buckeye. After about two years, they are awarded their wings and return to Cyprus where, based on the operational needs, they are assigned to either 450 or 460 squadron for their first helicopter flying. For about six months, they fly either the SA.342 or the B.206, after which they are combat ready. Again, depending on the needs, they keep flying these helicopters or transfer to respectively the Mi-35 or the AW.139. Currently, the Cyprus Air Force has some 85 pilots. When 460 squadron was formed, specific SAR training was done by FB Heliservices, with considerable emphasis on night operations. Nowadays, this training is done in-house.

Currently, all maintenance is done in Cyprus. In the past, the AW.139s were sent to the Agusta facility in Belgium for four years and 1,200 hours maintenance, and a new contract for this is expected to be signed soon with Agusta or another party. There is also support from Russia and France when needed. Most helicopters are in a very effective three tone desert camouflage; only the AW.139s are currently receiving a dedicated SAR colour scheme.

Exercises

All three squadrons participate in national and international exercises, notably Inichios in Greece and Scorpion in Israel. Furthermore, every year, some four live-gunnery exercises are held, in which Mi-35s and SA.342s participate. And every time when other countries deploy in the area, the opportunity is seized to train together. Earlier this year, the French aircraft carrier Charles De Gaulle visited Cyprus during a deployment to the eastern Mediterranean, and multiple missions were flown together.

All in all, it is clear the Cyprus Air Force is ready to play a vital role in the event of any potential war or military invasion from neighbouring Turkey. However, one can only hope training for this is all that’s ever needed, while in the meantime they can serve the people from Cyprus with all their secondary tasks.

The festival, known to be the largest of its kind in Canada, was held in Saint-Jean-sur-Richelieu, 40 km southeast of Montreal, from August 12 to 20. The event was able to regain some of the ground lost during the pandemic with a return after a two-year absence for its 39th edition, with nine days of activities, musical shows and outdoor fun.

Visitors shared magical moments thanks to massive hot air balloon flights and a wide range of musical, humorous, and culinary programmes. The festivities were also marked by exceptional weather conditions that allowed the majority of the planned morning and evening flights to take place.

With an impressive number of entries on the site (the official attendance for this year is not known, but it can easily be estimated at more than 100,000 visitors), the public was back in force after two years of absence. This festival was born in 1984 in the city that has been designated the “Canadian Balloon Capital” since 1987.
Before the pandemic, the festival attracted up to 175 hot air balloons from all over the world. This year, the festival welcomed a little more than 80 hot air balloons, mostly from Canada, due to the cross-border Covid restrictions still in effect between Canada and the United States.

The organizers are aiming for a return to the pre-pandemic number of participants for its 40th edition next year, with the possibility of holding the “North American Hot Air Balloon Championship” with Canadian, American and Latin American teams.

Mass flights

One of the strong points of this festival is without a doubt its massive take-offs, with more than eighty hot air balloons that coloured the sky during the numerous morning and end of day take-offs. Each flight created a unique and different landscape; an image that marked the imagination of each person who observed it and remained amazed by this fabulous show, without forgetting the unique opportunity to make exceptional photos.

Magical nights

This year, spectators could observe an event that must be seen at least once in a lifetime: the magical, beautiful festival nights. They allowed one see the hot air balloons in a whole new way, with the illumination of these giant balloons with special shapes and fairy colors, like huge lanterns. It was quite a spectacle to see.

Yoga Flights

The festival offered a very special activity featuring hot air balloons called “Yoga Flights”, a unique opportunity for yoga enthusiasts to enjoy a moment of meditation and calm as early as 6:15 at sunrise, in symbiosis with the magic of the hot air balloons rising all around them.

Hot air balloons with special shapes

As always, a big attraction of a hot air balloon festival are the special shaped balloons. Among the multitude of balloons that flew in the sky during the festival, spectators had the chance to observe twelve balloons of special shapes: Alien Rocket, Aphasia the Alien, Speedy Snail, D-Bat, Tite-Fill, Ti-Gars, Miss Birdy the elephant, Piko, Mr. Fish, Ted & Lindy, Tiki Tropical Fish, among others. The impressive volume of these giants can sometimes reach up to 250,000 cubic feet.

Flying in a hot air balloon - the experience of a lifetime

Flying in a hot air balloon is a soothing experience with the extraordinary sensation of floating in the air. You will enjoy the lightness of the ascent, the softness and the calmness that will surround you during the trip in which you find yourself in communion with the sky. It is a moment to capture moments of pure happiness in photos or videos.

You have to forget your previous flight experiences or your worries because no flight is like a hot air balloon flight; you don't feel the wind and you don't have vertigo. Apart from the noise of the burners, nothing disturbs you, there is only the landscape that passes under you.

The pilot will be able to share his passion with you and explain the technical side of the flight. The trajectory of the balloon will be almost dictated by the winds and thanks to his know-how, the pilot will play with the altitude and with his reading of the terrain to allow the balloon to land safely.

What is a hot air balloon?

A hot air balloon is a flying device that rises thanks to Archimedes' principle. To make it simple, the balloon flies thanks to the hot air inside the balloon. The balloon consists of three parts which are the nacelle (basket), the burner and the envelope.
The nacelle is a generally rectangular-shaped interior designed to accommodate the passengers and the pilot, the gas cylinders and the instruments. In the past it was only made by hand from rush and wicker. Nowadays, it is designed with lighter and stronger materials that allow it to be folded more easily. It ensures the safety of the passengers and absorbs shock when landing. There are several shapes and capacities ranging from one seat to others with space for up to thirty people.

In the nacelle, apart from the altimeter which indicates the altitude of the balloon, we can find a variometer which indicates the rate of ascent or descent, a temperature probe for the temperature of the air in the envelope, a transponder, and a radio, which is used for communication between the pilot, the control and his pursuit recovery vehicle.

The burner is the engine - it makes the balloon go up. It produces a flame that burns from 600°C to 1,100°C with a length of 3 to 6 meters. Today's burners have at least two completely independent supply circuits, thus guaranteeing greater safety. In addition to these circuits, there is often a silent burner designed for the overflight of livestock, called a cow burner. The number of burners varies from one to four, depending on the size of the envelope, and their strength varies from 12 million to 18 million BTU per burner.

The envelope is the main part of the balloon; it is the part of the balloon that is filled with air. Its role is to trap the hot air produced by the burner. It is made of several pieces of thin and light fabric (nylon) which guarantees an exceptional resistance and durability. These fabrics are temperature resistant because they are lacquered or coated with polyurethane. This coating makes it waterproof and provides great resistance to heat.

Its volume can vary from 75,000 cubic feet to 300,000 cubic feet, while the size of a conventional balloon is between 75,000 and 105,000 cubic feet. The larger the volume of the envelope of a hot air balloon, the more weight and passengers it can lift.

How does a hot air balloon fly?

Before the flight, the pilot and his team proceed to assemble the different elements of the balloon. The gondola is laid on the ground and the envelope (balloon) is attached to its frame. Crew members unroll the envelope (balloon) on the ground and then start blowing cold air into it with the help of powerful fans.

Once the envelope has reached a certain volume, the pilot begins to heat the air inside the envelope with successive blasts from propane burners. It is then that the hot air fills the envelope and straightens it as well as the nacelle. After a last check the pilot has the passengers go onboard and he continues to heat the interior of the envelope until the temperature balances the weight of the whole craft.

To leave the ground, the pilot will raise the temperature inside the envelope to maintain a constant rate of ascent, and he will then stabilize the balloon with successive burns. He is the one who, at any moment, by deciding to heat or not to heat, can change the altitude and modify the trajectory of the balloon by finding different air currents. By decreasing the heating time, the pilot decreases the aerostatic lift of the balloon and controls its descent.

After having chosen a landing area that meets requirements in terms of its surface and ease of access for his pursuit team, he proceeds to land the hot air balloon. Once on the ground, he turns off his burners and opens the valve at the top of the envelope to release the hot air.

Once completely deflated, the team will fold the envelope and disassemble the different elements of the basket and place everything in the pursuit vehicle. To thank the farmers, the tradition is that the balloonists give a bottle of champagne to the owner of the land where the balloon lands.

Partnership with farmers

Organizing flights of the magnitude of those presented by the International Balloon Festival has its share of challenges, among which are the landings. The organization of the festival maintains harmonious relations with the farmers who for more than 30 years, generally allow the pilots to land on their land.

In order to avoid any problems, the pilots have access to an electronic map which indicate the lands to be avoided, and the organization is very strict towards the pilots and the chasing teams who do not respect the landing instructions.

In conclusion

This edition was a great success after its two years of absence and marks an important step towards the return to the greatness of the festival as it was before 2020. The hosting of an event of this magnitude implies significant logistical planning, and this year it was 400 employees and 1,200 volunteers who made the event possible, not counting the participation of many external collaborators, sponsors and especially all the teams of balloonists.