Chapter Headings:
INTRODUCTION
BEFORE 1975
REVOLUTION AND REORGANIZATION
OPERATIONS
FIGHTERS
TRAINING
HELICOPTERS
TRANSPORTS
THE FUTURE

FIGHTERS

Of the forty T-28s available to the RLAF in 1973, it is estimated that 29 were taken over in 1975 by the LPLA. At least eight of the T-28s were taken over at Phonsavan, in Xieng Khouang province. Until the delivery of Mach 2 jet fighters from the Soviet Union, the T-28s constituted the sole operational combat aircraft type of the LPLAAF. Two T-28s were part of the LPLAAF aircraft flown to Thailand in 1975-1976. By the mid-eighties, all had been withdrawn from use. The remaining 16 aircraft were sold to an Australian company (Pay's Air Service, Scone, NSW) in 1988. They were all dismantled, and trucked overland to Bangkok, and shipped to Australia. Most of the T-28 Trojans have been restored, and are operated by various civil owners in Australia and the USA. However unlikely, it is possible that the RTAF, before their eventual sale to Australia, made overtures to obtain the T-28s from Laos! The only known T-28 remaining in Laos was a corroded hulk preserved until recently by the Provincial Museum at Savannakhet. Apparently, the T-28 has disappeared, along with other military hardware such as Vietnam War-era tanks and artillery pieces.

A few MiG-17F Fresco C fighters were reportedly delivered to Laos in 1977. How many that were delivered, and the extent of their service is unknown. Presumably, they served as advanced trainers for the LPLAAF fighter pilots.

The first MiG-21 fighters were delivered to Laos from the Soviet Union in 1977. Various variants of the MiG-21 are reported as having been delivered to Laos. Among those versions are the MiG-21F-13, as well as MiG-21PM, MiG-21PFM and MiG-21bis interceptors. The F-13s have probably long since been withdrawn from use, being limited to daylight operations. As well as having no radar, and the limited armament of one GSh-23 cannon, one or two 30 mm guided or unguided missiles, the use of the F-13 variant must have been limited. The F-13s were probably used as lead-in advanced trainers for the later PM and PFM variants. These variants were equipped with AA-2 Atoll air-to-air missiles, which is a copy of the US AIM-9B AAM. Apart from serving as air defence fighters, the MiG-21s have also seen service as ground attack aircraft, using unguided air-to ground rockets such as the S-5M/K. During the late ´nineties, the Indian company Hindustan Aeronautics Ltd, HAL, received a contract concerning the overhaul and refurbishment of 29 MiG-21s. The contract was cancelled after Russia advised HAL that the MiGs had reached the end of the operational lives. Age, maintenance problems and fatigue put an end to the Indian contract. Two squadrons appears to have been operational, one at Wattay and the second one at Phonsavan. At the latter base, sixteen dilapidated MiG-21s were noted during September 2003. Most of the MiGs were lined up in two rows on the tarmac, with four more being located on an adjacent taxi-way. It appeared as if the MiGs were in outside storage rather than in any kind of operational readiness. No activity was noted on the base. Two MiG-21s, one of which was coded "21" have been noted at Wattay, both in outside storage. Both were apparently withdrawn from use, and in poor condition. In all probability, most, if not all of the remaining LPLAAF MiG-21s have been grounded and withdrawn from use.

TRAINING

Although a few T-41 trainers were part of the cache of former RLAF aircraft, it appears that flying training as such has never been performed by the LPLAAF. The T-41s that remained in use after 1975 were probably used for liaison and light transport duties. One was flown to Thailand, probably in 1975 or 1976. Eight Yakovlev Yak-18A Max primary trainers were reportedly delivered to the LPLAAF at an unknown juncture, but this appears to be without foundation. No basic jet trainer, such as the Aero L-29 Delfin, or the Aero L-39 Albatros are known to have been delivered to the LPLAAF. Among the Soviet aircraft delivered in 1977 was a single example of the MiG-15UTI. Small numbers (two reported, although some sources claim four) of the two-seat MiG-21U Mongol are used to train new MiG-21 pilots. As problems with funding continues to be a major obstacle, it seems likely that the LPLAAF will continue to train its pilots abroad, most probably in Russia. Before 1990, some LPLAAF pilots may have received their ab initio flight training in Vietnam, but due to the breakdown of the USSR, and as a result, withdrawal of military assistance, LPLAAF flying training foundered. After 1990, most of the VPAF flying training was conducted in Russia as well. Although the VPAF currently operates the survivors of 24 Aero L-39C Albatros advanced jet trainers, supplied in 1980, they are apparently little used in their designated role as advanced trainers. The LPLAAF may have a limited need for new pilots, being aimed at supplementing the current transport and helicopter pilot ranks. It is possible that such training is conducted either in China or Russia. This training may be conducted in co-operation with Lao Airlines (the new name of Lao Aviation since May 2003), due to the commonality in operational aircraft and helicopters.

HELICOPTERS

As Laos is a mountainous country with few roads and no railway, helicopters form a vital part of the LPLAAF. For regular transport duties, versions of the venerable Mil Mi-8/Mi-17 series has seen service since 1977. Larger airlift requirements have been met by two Mil Mi-6 heavy lift helicopters. The Mi-6s have been replaced by a single Mil Mi-26T Halo. To supplement the Mi-8/Mi-17s, six Kamov Ka-32T Helix transport helicopters were delivered in 1998.

Among the aircraft and helicopters captured in 1975 were several former USMC Sikorsky UH-34Ds. Forty-two UH-34Ds had been delivered to the RLAF through MAP and transfers from Air America, although by 1975 there were probably no more than 20 UH-34Ds remaining, their numbers having been depleted through operational losses and pre-1975 transfers to the Royal Thai AF and the Philippines AF. Four former RLAF H-34s were flown to Thailand in 1975 and 1976. One of them, s/n 3699 (BuAer 153699 c/n 58-1793) landed at Udorn on June 17, 1975. One week later, on June 25, 1975, s/n 0577 (BuAer 150577 c/n 58-1709) landed at Ubol. The following year, two more H-34s s/n 0556 (BuAer 150556 c/n 58-1683) and s/n 0245 (BuAer 150245 c/n 58-1622) landed at Udorn on July 7, and September 11, respectively.All four were left unattended at their landing sites, and were finally disposed of by the US Government in 1987. At least three UH-34s remained in service until the mid 'eighties, although these are reported as being S-58Ts. No S-58Ts were left in Laos in 1975, the last of six Air America S-58Ts having been de-converted to their original UH-34D status by late 1973 and returned to the USMC. It is possible that some S-58Ts have been delivered to Laos after 1975. These may have been built by the Sikorsky French licensee Sud Aviation.

The first Soviet built helicopters started to arrive in 1977, when four Mil Mi-8s were delivered. One helicopter, most probably a Mil Mi-8, was shot down by insurgents in April 1985. Subsequent deliveries have brought the number of Mil Mi-8s to at least ten, with nine being in use in 1997. The Mil Mi-8 Hip is the real workhorse of the LPLAAF, being rugged and dependable. They are used for trooping, transportation and SAR missions. It is not known if any of the Mi-8s are armed Mi-8TV variants. Nine were reported in use in 1997. In total, about 15 Mi-8s have been delivered to the LPLAAF. During recent visits to Wattay, caucasian technicians, probably Russians, have been noted performing maintenance work on the LPLAAF Mi-8 and Mi-17s. Some of the original batch of Mi-8s have been transferred to Lao Aviation. Among these were RDPL-34040 (which crashed on June 25, 2000) and RDPL-34044, which is stored at the Lao Aviation compound at Wattay. The Mi-8 fleet will most probably remain in service for the forseeable future, being the mainstay of the LPLAAF.

After the end of the Vietnam War, about 30 Mil Mi-24 Hind As were supplied to the VPAF, beginning in 1979. These Hinds were used operationally during the invasion of Kampuchea. Some 150 missions are said to have been flown by the VPAF against the remnants of the Khmer Rouge. Some Mi-24 Hind As were reported in LPLAAF service during the mid to late 'eighties. It is also possible that the Hinds were operated by VPAF units based in Laos, supporting LPLA operations against Hmong guerrillas.

Two heavy lift Mil Mi-6 Hook helicopters, RDPL-34111 & -34112 were delivered in 1985. It is possible that they were transferred to the LPLAAF by the VPAF, which had received 16 Mi-6A Hooks. At least one of the Mi-6s was still in service during the late 'nineties, being noted at Wattay during April 1998. The same Mi-6, RDPL-34111, was noted as stored during February 2002. One of the Mi-6s may have been written off in LPAF service, as one Mil Mi-26T Halo, RDPL-34069, has been delivered, either to supplement the pair of Mi-6 Hooks, or as a replacement helicopter.

During their search for US personnel missing since the Vietnam War, the Joint Task Force - Full Accounting, JTF-FA teams, are using LPLAAF air assets, as have VPAF Mi-17s on similar missions in Vietnam. Usually, the JTF-FA team orders two LPLAAF or Lao Air Mi-17s during specific field activities. The JTF-FA teams utilizes Eurocopter AS 350 Ecureils of the Lao West Coast Helicopter company as well.

During the late 'nineties, 12 Mil Mi-17V1s were ordered. Due to funding problems, only four of these were delivered in March 1999. At least one of the Mil Mi-17s is reported to be unserviceable, mainly being used as a source of spares. To augment the Mi-17s, six Kamov Ka-32T Helix transport helicopters were delivered. One of the Ka-32Ts was lost on June 9, 1998, when it crashed in Nan province, Thailand. According to one source, three Eurocopter SA 360 Dauphins are in service, were delivered in 2000. No sightings of these Dauphins has been reported, though.

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