FUERZA AÉREA

SALVADOREÑA

The densely-populated Central American country

of El Salvador maintains a small air arm which
has seen combat twice during the last 32 years.

Text and photos: Emiel Sloot

At the turn of the century, the air base at Ilopango,
situated on the outskirts of San Salvador, still bears
evidence of the recent counter-insurgency role
undertaken by the Fuerza Aérea Salvadoreña (FAS).
Dozens of Bell UH-1 helicopters - including UH-1M
gunships - are based here, most of them derelict,
stored in the open. Furthermore, various Douglas
Dakotas, used as AC-47 gunships during the civil
war, are still used as transports and have recently
been converted by Basler to Turbo 67s, while
Cessna O-2 observation and A-37 strike aircraft
remain operational at nearby Comalapa.
The 12-year civil war – the darkest and bloodiest era
in the recent history of El Salvador – finally ended in
1992. The leftist guerrilla movement, Frente Martí
Liberación Nacional (FMLN), became a legal
political party, and joined the government following
the postwar democratic elections.
Start of civil war
When the Sandinistas overthrew the Somoza
regime in Nicaragua during 1979, left-wing groups in
surrounding countries were greatly encouraged by
their success. In El Salvador, the largest marxist
factions merged into the FMLN. Before starting their
battle against the military junta one year later, arms
were supplied by air from Nicaragua to airstrips in
the countryside. This continued to be the main
weapons supply line to the guerrillas, since land
borders were largely inaccessible due to the harsh
environment. At the time, the FAS was merely a
nominal air arm, organised as a conventional air
force and equipped to cope with a foreign aggressor,
resulting from the experiences during the so-called
soccer war against Honduras in 1969. A peace
treaty was only signed in 1980, the same year that
the civil war erupted.
Some MD.450 Ouragans like this 714 are stored at Ilopango
Combat aircraft on strength at that time included
Dassault MD.450 Ouragans, of which eighteen were
purchased in 1973 and delivered in October the
following year from Israel, which also supplied nine
Fouga CM 170 Magister armed jet trainers.
Fouga Magister 510 is one of three former French Air Force
examples (ex AdlA 43), now stored at Ilopango
Additionally, France supplied three Magisters in
1978. During the first years of the conflict, the FAS
was poorly equipped for anti-guerrilla warfare, and
therefore played a minor role. On one occasion, a
weapons-smuggling aircraft was shot down by an
Ouragan on 25 January 1981 – but this was the only
air-to-air engagement during the war. The US
Government was reluctant to support the military
government that had taken power following a coup
in October 1979. However, despite its human rights
abuse record, even this regime was preferred over
having another Marxist state in Central America and
the risk of a domino effect on neighbouring
countries. A ban on military aid was lifted, and with
the change of US administration from Carter to
Reagan, active support was increased.
Major blow
The FMLN attack on the Ilopango air base on 27
January 1982 constituted a major blow – but to both
sides. The FAS lost five Ouragans, six UH-1Hs and
three C-47s while several other aircraft were badly
damaged. However, this prompted the US to crank
up its military supply programme to cover
replacements and reinforcements. In 1982, the first
batch of Cessna A-37B Dragonflies was delivered,
being a much more effective type in the COIN
theatre than the Ouragan. FAS pilots received an
initial conversion on T-37s in the USA and continued
in El Salvador on the A-37s. A steady flow of
additional UH-1s was underway, with deliveries
totalling over 100 in the years to come. Extra C-47s
were also taken on charge. Due to strong opposition
in the US congress – where memories of the
Vietnam war were still fresh – only 55 advisors could
be stationed in El Salvador at any time. This number
included only five air force personnel of which some
were helicopter instructors. As a result, FAS officers
had to be trained abroad, both in the US and at the
Inter-American Air Force Academy at Albrook AFB,
Panama. Later on in the conflict, Grumman OV-1
Mohawks based at Palmerola, Honduras, would
conduct reconnaissance flights over El Salvador.
three 12.7-mm sidewards firing guns and as the
FAS already operated C-47 transports, there was no
need to convert pilots. However, a shortage of pilots
was proving to be a big problem for the FAS, and so
they had to maintain their proficiency on more than

Four of many Hueys delivered to the FAS,

including 202 (ex USArmy 66-16481) and
294 (ex 66-16590) lined up at Ilopango

Earlier, during 1981, the FMLN had launched a ‘final one type, which naturally decreased their level of
offensive’. Although it failed to achieve its ultimate expertise on a particular type and operation.
goal, it now held large portions of the country, and
would retain the initiative in the conflict for the next
couple of years. The FAS was busily transitioning
into its new role as a COIN air force, trained and
advised by the US. One of the major weaknesses
was the total lack of co-operation between the Army
and the Air Force. However, from 1984 onwards, the
two became more and more effective. In June 1984,
74 A-37 strike missions were conducted, compared
to 227 throughout the whole of the previous year.
Cessna O-2A Skymaster reconnaissance planes
and Hughes 500 scouts were used to locate guerrilla
strongholds, following which combinations of UH-1M
gunships and UH-1Hs carrying paratroops would be
sent in to pin them down and attack. To prevent UH-1H 283 (above; ex USArmy 66-1022) and UH-1M 228 (below;
ex 66-15170) at Ilopango
civilian casualties, the President imposed strict rules
of engagement.
Later, the FMLN would respond to these tactics by
applying more camouflage, identifying potential
helicopter landing pads and preparing them for
ambush. The FAS lost a considerable amount of
helicopters which were very vulnerable to ground
fire. The A-37s and AC-47s, the latter being acquired
from 1984, were less susceptible. The gunships
were regarded as rather efficient, equipped with
Facts and figures
During the 12-year conflict, the US contributed over
US$1 billion in military aid – namely equipment,
armament and training programmes – of which
almost a quarter was destined for the FAS. At the
start of the civil war, all the units were based at
Ilopango, although a base at San Miguel could also
be used. The Escuadrón de Caza-Bombardeo
operated the Ouragan, but played no significant part
in the conflict. Deliveries of A-37Bs to the same unit
started in 1982 with eight aircraft, followed by four in
1984/85 and three OA-37Bs in January 1991. At
least 15 (O)A-37Bs were obtained, of which one was
lost to a surface-to-air missile in 1990. Twelve CM
170s were shared between this unit and a training
squadron.
(above) A-37B 424 (ex USAF 73-1113) is one of the first batch
of six delivered to the FAS in June 1982; (below) C-47 106 (ex
USAAF 42-92104) entered FAS service on 4 Sept 1970 and is
still operational
Like the A-37s, the Cessna O-2 Skymaster entered
service in 1982 when four O-2As and two O-2Bs
were obtained. An additional 14 or so O-2As
followed in 1984/85. At least one was lost in 1984,
another in December 1989.
Initial deliveries of C-47s had started in 1947, and
totalled 23 aircraft up until around 1985. All the
Dakotas were operated by the Escuadrón de
Transporte, which also used four IAI 201 Aravas,
three Douglas DC-6Bs and three Fairchild C-123Ks.
One Provider was lost when it landed on a mine at
San Miguel in March 1984, while a DC-6 crashed
shortly after take-off from Ilopango in May 1986.
The majority of over 80 UH-1H deliveries took place
during the first half of the 1980s, with a peak
reached in 1984 (some 43). Losses during the war
may have accounted for at least one-third of the
total strength. About 24 UH-1Ms came to El
Salvador from the mid-1980s onwards.
Six Hughes 500Ds and 12 McDonnell Douglas
MD500Es were bought as well to operate as scouts,
while small numbers of SA.315 Lamas and SA.316
Alouette IIIs provided medevac capability. All the
rotary-winged assets operated within the Escuadrón
de Helicópteros, which was later enlarged to Grupo
status, in keeping with other units.
(above) The first of six Hughes 500D scouts (serialled 30) seen
over the San Salvador outskirts; (below) The scout fleet was
later expanded by 12 McDonnell Douglas MD500Es. No. 38 is
captured here in its natural environment
Last stage
Initially, the FAS was only able to operate during
daylight hours, but this changed when night-vision
goggles (NVGs) were acquired. The FMLN,
however, became an effective threat when it
received Soviet-built SA-7 and SA-14 anti-aircraft
missiles from Nicaragua. In 1989, a Cessna 310
crashed upon landing in El Salvador, carrying SA-7s
destined for the guerrillas. One A-37B and one AC-
47 were lost to SAMs on 23 November and 4
December 1990, respectively.
(top) MD500E 47 in a civilian-style scheme approaches Ilopango;
(middle) some UH-1Hs also wear non-military schemes like this
one serialled 275 (ex USArmy 66-1029). The FAS is offering
these attractively painted helicopters for civil use, in order to
obtain much-needed cash; (bottom) Another oddly painted UH-
1H. This one (261) is stored at Ilopango
Eventually, a cease-fire was reached in 1991 – by
which time there had been 100,000 casualties,
including many civilians. As in similar cases, it can
be concluded that air power alone had been
insufficient in an anti-guerrilla environment.
Post-war era
After peace accords were signed on 16 January
1992, the FAS tried to maintain at least some of its
equipment at an operational level. The substantial
helicopter fleet was gradually decreased in size, with
examples either stored or sold. The Ilopango-based
Grupo de Helicópteros currently operates 18 UH-
1Hs, while only three UH-1Ms are still operational.
Furthermore, this unit has a single Hughes 500D
and six MD500Es on strength. Two UH-1Hs and two
MD500Es wear civilian-style colour schemes, and
are offered to civilians for a variety of purposes, with
a view to improving much-needed cash flow –
however, it is not known if this ‘operation’ – a far cry
from that a decade earlier – has been much in
demand. The large quantity of Hueys, stored on an
old runway, could be up for sale, although their
technical status, together with the easy availability of
the type worldwide, could make their transfer to new
owners unlikely. The SA.315 Lamas and SA.316
Alouette IIIs were disposed of during the mid-1990s.
The Grupo de Transporte is presently equipped with
four Basler Turbo 67s, while two piston-engined C-
47s are still operational as well. The Basler Dakotas
can fulfil the national air transportation needs for the
FAS, as compared to the unconverted ones, they
have a 60 per cent increased payload thanks to their
more powerful engines.
This Basler Turbo 67 (119, ex USAAF 41-38745) is a former
AC-47 gunship, and still retains the modifications. Behind it, the
sole surviving DC-6B and C-123K are parked, awaiting a
decision on their fate
Three of the Baslers could still be converted back to
AC-47 gunships – hence the holes in the fuselage
sides, cartridge deflector doors and the frames for
interior gun mountings. The Dakotas are the
workhorses of the FAS and pilots are very keen to fly
them. The piston-engined ones will soldier on for at
least a few more years.
(above) 118 (ex USAAF 44-76906) is another Basler Turbo 67
conversion of an AC-47, seen over the dense Salvadorean
forest; (below) a single T-41D (95, USAF 76-1608) is used by
the transport wing at Ilopango for various tasks
Other equipment of the transport wing consists of
one Cessna T-41D and one Cessna 337G Super
Skymaster. The T-41 is the sole remaining one of
the type following the loss of another one during a
landing mishap at Ilopango in 1997. Eight have been
used in total in the past. The Cessna 337 was
acquired second-hand from the USA through
Foreign Military Sales (FMS).
The Grupo de Transporte’s three remaining Aravas
were sold in 1998 to a civilian company based at
Guatemala-La Aurora, to provide funds for ENAER
Pillán aircraft. Single surviving examples of the DC-
6B and C-123K have been stored at Ilopango for
several years now, and in view of their condition,
these will either go to a museum or will be scrapped.
New equipment
Also based at Ilopango is the Escuela de Aviación
Militár (EAM), the FAS flying training unit.
Elementary training is carried out on five SOCATA
Rallye 235GS aircraft. A total of 16 were delivered
to the FAS in two equal badges. The Rallye is
aerobatic capable, and the EAM can rely on some
very experienced instructors.
Hughes 269A 153 is used for training new helicopter pilots
Six Hughes 269As (of which four are stored) are
used for rotary wing training. To augment the
Rallyes, the FAS acquired five ex-Chilean Air Force
ENAER ECH-51B Pilláns which were overhauled by
the factory prior to delivery in June 1998. The Pilláns
provide the FAS with a training aircraft that closes
the gap between the Rallye and its operational
equipment, although they are far less powerful than
the likes of the Pilatus PC-7. Nevertheless, the FAS
is quite happy with them. Most probably, the Pilláns
will be the only new hardware acquired for the next
few years.
For pilot training, the Escuela de Aviación Militar at Ilopango
relies on their Rallye 235GS (above) and T-35B Pillán aircraft
(below)
Finally, Ilopango houses a single (US) civilian
registered Swearingen SA.226T Merlin IIIB, which is
used for VIP flights. Guatemala transferred over 25
aircraft to its air force after they had been taken into
custody following clandestine operations, however,
El Salvador does not apply the same policy,
although aircraft have occasionally been captured,
as evidenced by a badly damaged Colombian
Commander dumped at Ilopango.
Comalapa
Once the International Airport had been built at
Comalapa in the 1980s, the Escuadrón (later
redesignated Grupo) Caza y Bombardeo moved to
its new location there. It is situated
near the Pacific coast, 30 km south
of the capital. Nine (O)A-37Bs are
currently in service. There is no
difference in operation between the
two versions in the FAS, and except
for the three latest additions, they
all wear a dark sea-grey scheme,
while some have adopted black
serial presentations. All training and
maintenance is currently done in-
house.
The A-37s actually replaced the
Ouragans, which gradually left the
FAS and were finally retired during
the 1980s. All survivors are either
preserved or stored at Ilopango,
and contrary to other reports, they
will never fly again. However, one is
kept in a near-airworthy condition,
albeit for demonstration purposes.
As maintenance personnel cannot guarantee the
technical status of the aircraft, the single FAS pilot
with previous experience on the
type is unlikely to want to fly it.
The A-37s share their base with the
O-2s, also part of the Grupo Caza y
Bombardeo. Some nine O-2As and
two O-2Bs equip one squadron. The
O-2Bs were equipped with speakers
and used or psychological warfare.
These aircraft have a flat window
panel on the port front side, instead
of the bulged one, for observation
purposes, on the A-model. Without
the need for its original task, all the
Skymasters operate in the same
role today.
Two surviving CM 170s – former
Armée de l‘Air examples – have
been stored at Comalapa since
1991. Lack of maintenance, spares
and budget constraints, together
with the unavailability of pilots
current on the type, will preclude
any future Fouga operation. Painted in an olive drab
camouflage, these still retain the two 7.62-mm nose-
mounted guns.
 FAS into new millennium
As it is in decline, the FAS will
struggle to keep its existing
equipment operational. Its inventory
comprises some 70 aircraft and 1,100
personnel. Due to the economical
situation in Central America and the
aftermath of Hurricane Mitch, the
government is having to focus on
other more pressing concerns.
Consequently, major changes –
including the acquisition of new
aircraft – are unlikely. Instead, activity
may shift more towards operations
against smugglers flying over El
Salvador. ■

© 1999

(above) The FAS O-2 Skymasters are based at

Comalapa. Seen here are O-2A 626 and O-2B 610
(ex USAF 68-10837); (right) Three Dragonflies
pictured on the tarmac at Ilopango, although normally
based at Comalapa. A-37B 425 (ex USAF 73-1115) is
flanked by two OA-37Bs (432, ex 73-1075 & 434, ex
73-1095); (below) a 4-ship of Dragonflies over El
Salvador for the rehearsal of an airshow over
Ilopango. The most right aircraft, OA-37B 428 (ex 68-
7973) features an all-grey schema with black serial
presentation. The FAS does not distinguish the A-37
and OA-37 as such
 FAS organization

1. Brigada Aérea (Base Aérea Ilopango)

Grupo de Transporte Basler Turbo 67 (4),C-47A (2),T-41D (1),Cessna 337G (1)
Grupo de Helicópteros UH-1H/M (18/3), Hughes 500D (1), MD500E (6)
Escuela de Aviación Militar Rallye 235GS (5), ECH-51B (5), Hughes 269A (2)
(direct reporting) SA.226T (1)

2. Brigada Aérea (Base Aérea Comalapa)

Grupo Caza y Bombardeo (O)A-37B (9), O-2A/B (9/2)

This article (or parts/pictures) has been published in World Air Power Journal (UK – Vol.39), Air Forces
Monthly (UK – Vol.137 and 145), Onze Luchtmacht (NL – Vo.50 No.4), Piloot & Vliegtuig (NL – No.06-2006)
and Koku-Fan (Japan – No.589) magazines.

Five ENAER T-35B Pillán trainers recently boosted the FAS training capacity. All were former Chilean Air Force aircraft like this 71
(ex FACh 140), and were overhauled by the factory before delivery