The Junkers of Aakenustunturi

Today Ylläs is known as one of the larger tourist destinations in Northern Finland. The twin villages of Äkäslompolo and Ylläsjärvi play host to a number of visitors coming there to ski cross-country and alpine in winter, and to hike, mountainbike, and pick cloudberries in the summer. Those wanting to experience the wilderness usually strikes out to the northeast, where the landscape is dominated by the seven fells that have become the hallmark of the region. Furthest away is the mighty Aakenustunturi. While not among the highest, it still reaches well above the treeline, and stretches in a long horseshoe-shaped pattern with three distinct peaks – Vareslaki (north), Moloslaki (east), and Totovaara (south). In the summer hiking routes starting from the nearby Ylläs-Kittilä road makes ascents relatively easy provided you have the proper footwear, while a more demanding alternative is to hike or ski from Äkäslompolo. This blog usually doesn’t deal with outdoors life, but studying the maps you might notice the somewhat unusual name Lentokonejänkkä (Fi. the aircraft fen) for a small marsh just below Moloslaki.

In the early days of 1944 the region was very different. Neither Äkäslompolo nor Ylläs had a road connection (which was a blessing in disguise as the villages were spared destruction during the German retreat the following fall). And on the first of February that year, Aakenustunturi would see one of the many small tragedies that the war was full of.

The remains of ‘P4+CH’. Note the radiator belonging to a Bf 110 in the foreground, part of the fateful cargo. Source: Own picture

Germany was handling the northernmost part of the Finnish frontline, leading to a supply line stretching over the Baltic Sea and through Finland up to the Norwegian coastline and the Barents Sea. The main Finnish city in the region, Rovaniemi, became a logistics hub with its own transport aircraft unit. This was the Transportstaffel/Fliegerführer Nord (Ost) sorting directly under Luftflotte 5, and sporting the unwieldy abbreviation Tr.St.Fl.Fü.Nord (Ost). Further to the east and close to the frontline in White Sea Karelia (Fi. Vienan Karjala, Ru. Belomorskaja Kareliya), the airfield of Pontsalenjoki was found. Little more than a clearing in the forest, the field spent the war seeing small detachments of fighters, ground support, and reconnaissance aircraft rotate in and out according to need. It was from here that Junker Ju 52/3m ‘P4+CH’ from Tr.St.Fl.Fü.Nord (Ost) took off loaded with a cargo that included spares for Messerschmitt Bf 110 heavy fighters and mail. The crew of four was made up of oberfeldwebel Kurt Rochna (pilot), unteroffizier Karl Meyer (radio), unteroffizier Stephan Kulin (mechanic), and unteroffizier Willi Brade (rear-gunner), and the plane set course towards Rovaniemi. Someone from the crew also brought along a dog.

A Spanish-built Junker Ju 52 (locally designated CASA 352) warbird showing how the typical ‘Tante Ju’ looked like above the Eastern Front during WWII. Note the gunner’s position towards the rear of the aircraft. Source: Mike Freer – Touchdown-aviation via Wikimedia Commons

We don’t know at what point the crew realised that something was wrong, but the weather over western Lapland was poor that day, and what should have been a routine 250 km trip ended on the eastern slopes of Aakenustunturi 140 km north of their intended destination. It is possible that Ofw. Rochna made a desperate attempt to ditch the aircraft having run out of fuel and options. The large open wetlands west of the fell would have been a better option in that case, but with poor weather and most likely little to no daylight he might have misjudged the white silhouette of the fell until it was too late to change their course of action. In any case the aircraft came to a stop in the snow on the eastern slopes of Moloslaki relatively intact, with bent propellers and the fixed undercarriage torn away. However, the force of the crash was still hard enough that part of the cargo broke loose and came forward, crashing through the thin cockpit wall and instantly killing everyone except Uffz. Brade who was seated further back in the aircraft.

The story about what happened next is a mixture of deduction by those that eventually found the wreck, rumours, and local legends with a hint of horror stories, making it difficult to piece together for certain what actually happened. What seems to clear is that Brade was seriously injured, and could not leave the wreck. In February the snow can easily be more than a meter deep, and trekking through the wilderness without proper equipment is difficult even for a fit and healthy individual. It is also unclear if he knew where the aircraft had crashed. Brade did have a signal gun and during the night he fired an unknown number of flares. The crash location was above the treeline, and with both the village of Kittilä and, crucially, the German air observation post at Levi within 20 km one would be forgiven to think that he might have had some luck with his distress signals. That was however not to be the case. Reportedly some locals in Kittilä saw the signals, but are said to have chalked the lights down to stormy weather coming in over the fell. In any case no one felt the need to report the observation onward to the authorities.

A piece of the wreck still showing traces of the paint layers despite eight decades of the sun and snow having taken their toll. Source: Own picture

At Levi the situation was none the better, and despite there being a clear line of sight between the two fells none of the signals were observed. According to the most likely explanation the air observation post was simply unmanned due to the poor weather convincing the crew there that no air traffic would take place. In the more grim version told by the locals, the soldiers had started partying, and in the alcohol-fuelled excitement they hadn’t noticed the signals. According to the same tale, they had all been executed afterwards.

In any case, Brade was out of luck, and would not leave the wreck alive. The German search effort was hampered by the poor weather, and failed to locate the Junkers. The next confirmed information is that a Finnish anti-partisan unit based in Kittilä encountered the wreck by chance when out on a trip in April the same year. According to the local horror stories, Brade would have struggled for days, keeping a diary written in his own blood, until eventually succumbing to a combination of his injuries and the harsh conditions. Local reindeer herders would have found the wreck, but as there was a sizeable amount of cash in it they made off with the money and kept their mouths shut. However, staff sergeant Armas Salovirta, second in command of the Finnish company stationed in Kittilä and leader of the group that found the wreck, wrote about the event in the late 80’s to try and kill some of the more spectacular rumours.

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A Bf 110 at the Western Front. Note the underwing radiator just outside of the engine. Source: Bundesarchiv via Wikimedia Commons

According to him, the unit was out as part of a physical education drive when they from far away spotted a dark spot on the eastern slope of the fell. Having nothing better to do, they decided to head over there to check what it was. Seeing it was an aircraft, they approached and peered into the rear compartment through one of the intact windows. There they saw Brade’s body, and a “hairy thing” that they figured was a wolverine. Equipped with an axe, Salovirta then opened the door to the cargo space, and was greeted by a rather aggressive long-haired puppy. The dog was however quickly won over by a piece of bread. After this, Salovirta and his men checked the cockpit and found two mutilated bodies described as the pilot and co-pilot crushed by the crates of aircraft spares. Apparently they did not notice the body of the fourth crew member, probably belonging to the radio operator Uffz. Meyer and seated immediately behind the cockpit. It is likely that at this point he was buried under the same crates that had killed Rochna and Kulin.

Having not expected to find an aircraft wreck, the patrol was poorly equipped to retrieve anything larger than what went into their backpacks. As such, the mail and puppy was packed into their bags, together with a pair of meal packages (one of which was opened and eaten on the return trip). The fact that these were still left in the aircraft shows that Brade most likely didn’t have time to starve before a combination of his injuries and the cold weather got the better of him. Salovirta noted that he indeed seemed to have survived for several days, but denied there being any kind of diary markings (in blood or otherwise) at the crash site. After Brade’s death, the dog had started to eat him, which explained how it had survived alone for over two months. Back in Kittilä the findings were reported up the Finnish chain of command, and the message about the lost aircraft finally reached the Germans. The thankful Germans gifted the puppy to Salovirta, who named it Junkers after the aircraft. Whether the aircraft had been visited before Salovirta’s patrol will likely remain a mystery, but the presence of the dog inside the wreck would indicate that the story of the herders is a myth.

About a week after the wreck had been located a group of German mountain troops, probably either of the 2.Gebirgs-Division or 6. SS-Gebirgs-Division “Nord”, arrived in Kittilä and requested to be shown the wreck. Salovirta accompanied them to the crash site, but the skiers didn’t do much else than observe the location. A short while later German troops came to recover the bodies together with some radio and navigational equipment, before they blew the aircraft to bits.

The trail is well marked, but the trailhead isn’t one you stumble upon by accident. Source: Own picture

Thus ended the sad story of ‘P4+CH’ (WNr. 5049) and its crew. Despite the destruction wrought by the German charges, the wreck is one of the few WWII crash sites in Finland where one can still find sizeable aircraft remains to this day. In the summer, the wreck is a short hike from the Totovaara parking spot, with signs helpfully showing the way towards the “Junkers”. On older maps you will encounter a goahti named Lentokonekota (Fi. the aircraft goahti), but it was burned down by the authorities in 2016 due to it being in poor shape. Continuing onwards past the spot of the former goahti you will encounter the wreck, well visible strewn across the trail. As everything not bolted down has a tendency to wander down the slopes with the melting snow in springtime, I would expect the original crash site to have been higher up on the fell. The hike is approximately 10 km to the wreck and back, but for a truly spectacular walk I would recommend doing the whole Moloslaenkierros which continues onward to the stunning ravine Valokuru, where the trail turns up the fell, before heading back along the ridgeline, passing over the peak Moloslaki before descending back towards the parking spot at the Totovaaran pirtti cabin. From the trail it is possible to see Levi to the north-east, from where Brade’s countrymen failed to spot his flares. Also visible to the east is Kittilä airport built in the late 70’s.

Levi in the distance seen from a spot on Aakenustunturi close to the crash site. Source: Own picture

Remember if you do visit the spot to only take pictures and only leave footprints to ensure that the site remain intact for future. It is also prudent to remember that this is the site where the lives of four young men ended in a foreign land almost eighty years ago. The nature of the war means that their fate largely became just another number in the statistics, but if you find yourself standing at the site of their demise, I ask you to take a moment to remember them.

This retelling is mainly based on Hannu Valtonen’s book “Hylkyretkiä Pohjolaan“, with some additional details added from other sources.

On German Nukes and Tornadoes

Few fighter procurements go completely without a hitch these days, and the German Tornado-replacement program is no exception. Critics have decried it as the worst of all options, questioned the idea of a small Super Hornet/Growler-fleet, asked why the Eurofighter ECR doesn’t get any love, and whether nuclear strike really should be included at all in the German mission set.

In reality, things are usually more complex that they seem, and outrageously stupid decisions are rarer than a quick look in the tabloids would have you believe. So what’s the method to the German madness?

To begin with, it is first necessary to look at the capabilities about to be replaced. Germany is in fact looking at three different replacement projects, which include a number of different roles.

The first is Project Quadriga, which looks at replacing 38 Tranche 1 Eurofighters. These early Eurofighters lack several of the more modern systems of the later Tranche 2 and 3 versions, systems that crucially allow for the relatively easy upgrading of these. Due to this, most countries have opted against upgrading the Tranche 1’s (Spain being the exception). The logical solution, which has been reported to be in the work for quite some time, is a one-to-one replacement with new-built Eurofighters. These are to be of the top-notch standard currently offered, with E-Scan AESA radar and other niceties. While Germany officially calls them Tranche 3, the Eurofighter consortium refers to them as Tranche 4 to distinguish them from the earlier Tranche 3’s which are of a lesser configuration. The Project Quadriga jets are roughly corresponding to the standard offered to Finland, which also share the Tranche 4 designation.

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A German Tornado ECR with two AGM-88 HARM anti-radiation missiles under the fuselage. Source: bomberpilot via Wikimedia Commons

More controversial is the Tornado replacement program, which is actually made up of two different parts. Besides the Tornado IDS fleet (more on this later), Germany operate the survivors of 35 Tornado ECR. These are specialised electronic warfare aircraft, flying the SEAD/DEAD (or more popularly the ‘Wild Weasel’) mission of taking out enemy air defences and radars. This is an extremely rare capability for any air force to have, besides Germany only Italy (also with a small Tornado ECR fleet), the US Navy, and Australia sport dedicated tactical SEAD jets, both of the latter doing so in the form of the EA-18G Growler (an Israeli dedicated SEAD-variant of the F-16D is rumoured to exist, but especially after the introduction of the F-16I I am unsure what to make of this claim). This is part of the issue – if Germany is to buy a stop-gap SEAD-jet, there is just a single alternative on the market today, namely the Growler. There are other multirole aircraft with the capability to carry out the mission to varying degrees, including jets sporting anti-radiation missiles and advanced EW-systems. However, the only true SEAD-platform able to do the escort jammer mission which Germany specifically spells out, is the Growler. The Eurofighter consortium last year rolled out the Eurofighter ECR concept, which I discussed on the blog earlier. To reiterate:

The Eurofighter ECR concept is tailored to meet the German requirements, and include signal-homing missiles in the form of the AGM-88E AARGM, new large podded jammers, two more ‘wet’ stations to allow the drop tanks to move out of the way for said jammers, and a new decoupled rear cockpit for the WSO. The ECR as such is not part of the offer to Finland, but “as with any technology developed by the Eurofighter consortium, the option of an ECR will be available to Finland as a future growth option.” The options also include picking just the parts of the concept deemed suitable for Finnish needs. This could e.g. translate into acquiring just the jammers without the new ‘wet’ stations and accepting the range and endurance limitations it causes.

However, the Eurofighter ECR is still a paper product, at a time when the Growler is already a mature and combat proven design.

The majority of the Tornado-fleet is made up by the IDS variant (interdictor/strike, designated GR.x in RAF service), with the German Luftwaffe and Marineflieger acquiring a total of over 300 aircraft, of which just under a third are still in service with the Luftwaffe. The Interdictor-designation refers to strikes deep behind enemy lines, aimed at affecting the battlefield by e.g. stopping enemy supplies from reaching the front lines. The Tornado IDS was one of the best dedicated platforms for the role during the later part of the Cold War, being known for the ability to slung a serious combat load at high speed and very low level to avoid enemy air defences. While still a potent airframe, the basic design is rapidly heading towards obsolescence, and the age of the aircraft are starting to show, already causing significant headaches to the maintenance personnel.

The Eurofighter has already replaced the Tornado in British service, and isn’t necessarily a bad choice. The aircraft can sling two heavy cruise missiles (in RAF service the Storm Shadow is used), as well as a sizeable load of precision-guided bombs and smaller missiles such as the Brimstone for precision targets and anti-vehicle use. On the horizon, the SPEAR light cruise missile is about to open up some new interesting options as well.

However, what isn’t found in the arsenal of the Eurofighter is the B61 free-fall tactical nuclear weapon. The German Tornado-fleet form part of NATO’s nuclear sharing agreement, under which Belgium, Germany, Italy, the Netherlands and Turkey have US tactical nuclear weapons stored in their country for delivery by their Air Forces.

Now, to grasp why the German decision played out the way it did (or seemingly is about to do, more on this later), it is extremely important to understand a few things:

  1. The nuclear weapons aren’t exactly uncontroversial. The general population in most of the host countries are divided at best and directly hostile at worst to the sharing agreement. Germany is no exception,
  2. The idea that NATO is a nuclear alliance is generally seen as a key part in it’s strategy to deter other nuclear-armed states (i.e. Russia) from using nuclear weapons against the member states. The sharing agreement is an attempt to ensure that decoupling doesn’t happen (“Will the US trade New York for Paris?“, as De Gaulle famously questioned), to make sure that the NATO allies keeps retain their trust in US and the alliance (and doesn’t try to acquire their own weapons, as De Gaulle did),
  3. You don’t just sling along a tactical nuke on any aircraft, but the integration and certification is quite a complex process, and relies on the country owning the nukes being ready to share some of their most highly classified military secrets.
    © Dassault Aviation
    In the event of a major war, France would use it’s land- and carrier-based Rafales to launch a limited number of nuclear-tipped cruise missiles as a final warning that France has identified threats against its vital interests, in an attempt to make the enemy to back off before France feels it has to go all-out nuclear with air- and submarine-launched strikes. The Rafales would each carry a single ASMP-A cruise missile on the centre station, which in the picture is occupied by an ASM.39 Exocet. Source: © Dassault Aviation

If you only look at the destructive power of nuclear weapons, the multirole fighter you want today is the Dassault Rafale with the impressive ASMP-A nuclear cruise missile. The Rafale is designed from the outset to be able to perform the nuclear strike mission, being “entry first-capable” as the French puts it, and there’s little denying that the ASMP-A offers a significantly greater chance than the B61-12 of getting through and putting your bucket of sunshine on whatever it is you don’t want to exist anymore. And indeed there has been an argument for a German nuclear deterrent, either in the form of Franco-German sharing or as an independent arm developed with French aid. However, this overlooks the simple fact that the majority of Germans aren’t too keen on nuclear weapons to begin with, and while it would solve the potential military need of putting nukes on a target, it does not adress decoupling (as a matter of fact, it can be argued to make the risk of decoupling US from its European NATO-allies higher). For the time being, the militarily less-effective US B61 free-fall tactical nuclear weapon might on a strategic scale actually be a better option than a German (or Franco-German) bomb. Crucially, it is also most likely the only option that has any hope of getting through the German parliament.

This brings the key question to the Tornado replacement program of what aircraft to certify for the B61. The Eurofighter is, at least according to Airbus, technically able to start lobbing nukes. However, this would obviously require the US to play along. The argument has been put forward that the nuclear sharing is important enough to the US that they would have no choice but to agree to integrating the B61 on any platform Germany wishes. There is probably some truth to this, but on the other hand it is likely that integration on a non-European platform could both require more work (i.e. it would take longer) and not receive the priority integration on a new US platform would get (i.e. it would take longer). This makes the Eurofighter less than ideal for the nuclear delivery mission, an in addition the German Air Force would like to avoid a single type fleet due to the risk of a safety issue grounding the whole fleet.

Which brings us back to the quest for a US solution. Some have voiced concern whether Germany would be interested in a US platform at all, and while it is true that currently Germany has an impressively European fleet, the country has been a prolific user of US fast jets up until rather recently in the form of both the F-4F Phantom II (retired in 2013) and F-104G Starfighter before that (retired in 1987). In addition, much of the current arsenal of weapons, including the AIM-9L Sidewinder, AIM-120 AMRAAM, and GBU-series of laser/GPS-guided bombs are all US made. While a new US-built fighter would likely add to the list of in-service weapons, it is hard to argue this would be any kind of a serious issue to an air force the size of Germany’s (especially considering the obsolescence issues currently facing the continued operation of the Tornado with it’s Cold War-era technology).

Having kicked out the F-35 due to political considerations, there are three more fighters being built in the US today: the F-15 Eagle, F-16, and F/A-18E/F Super Hornet. As noted, the F-16 has seen service in Europe in the nuclear strike role, but the light multirole aircraft isn’t really the obvious place to go looking for a Tornado replacement, and in any case Lockheed Martin haven’t been interested in offering it to countries that are potential F-35 buyers. Boeing manufacture both the F-15 Eagle and the F/A-18 family, and the ‘Mudhen’, as the F-15E Strike Eagle is affectionately known, does hold a number of benefits over the ‘Rhino’. Crucially, the F-15E is already certified for the B61, including the latest B61-12 version, something that none of the other aircraft discussed here (including the F-35) currently is. The integrated conventional weapons also matches the current German arsenal more closely, including the Taurus KEPD-350 heavy cruise missile that is integrated on the Korean F-15K variant. The aircraft is also already based in Europe, as the USAF operate F-15E units from UK bases, and as such German Strike Eagles would slot directly into current NATO tactics. However, while the latest F-15E(X) is a very potent strike aircraft, it does suffer from the lack of a SEAD/DEAD-variant.

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The F-15K Slam Eagle of the South Korean Air Force is a good example of the modern Strike Eagle family. Able to carry a lot of ordnance and go far, as opposed to the Tornado it can also hold it’s own in an air-to-air fight. Source: Republic of Korea Armed Forces via Wikimedia Commons

The issue can obviously be solved in a number of ways. Roger Näbig over at Konflikte & Sicherheit argues for the F-15E(X) for nuclear strike with the Eurofighter ECR taking over in the SEAD-role. This would probably be the simplest solution when it comes to getting the nuclear strike role sorted, but it is highly doubtful if the Eurofighter ECR would be ready by 2025, even if the German order was placed today.

And that is another piece in the puzzle that doesn’t get the attention it would need – the order isn’t exactly placed yet. While everyone seems to agree that the Tornado replacement really needs to happen (especially since it has already been delayed a number of times), the junior coalition partner SPD is decidedly unhappy with how the MoD has handled the issue, including bringing up a number of talking points:

  • The importance of the Eurofighter for German work,
  • Whether the nuclear sharing should continue at all,
  • The decision making process itself,
  • Why isn’t the F-35 under consideration, as it is used by the Netherlands for nuclear strike?

It is obviously not the same people asking the last two questions, but it shows how deeply torn the party on the issue. A real can of worms is what would happen if Germany would retire from the nuclear sharing altogether, as the former frontline state abandoning the politically tiring duty of hosting nukes would most likely not sit well with the current frontline states, several of whom already have varying degrees of trust issues when it comes to how strong Germany’s commitment to solidarity in case of an attack on Poland or the Baltic countries really is. Something of a nightmare scenario would be a German withdrawal followed by Poland (another F-35 buyer) requesting nuclear weapons on their soil instead, which would have all kinds of “interesting” political and deterrence effects. And if we see Trump reelected this autumn, I don’t hold it completely beyond the realms of possibility that some kind of bilateral US-Polish agreement could be worked out, with or without (likely the later) the approval of the other NATO countries.

The whole Tornado replacement deal obviously leaves ample room for political manoeuvring in Germany, especially considering the rather messy state that German domestic politics currently find itself in. As such, while there is a clear official line – Gareth Jennings had the very nice graphic capturing it all – it is far from certain that the deal will get through parliament any time soon.

In principle, the idea isn’t bad. A joint Eurofighter- (55 aircraft) and Super Hornet-fleet (30 aircraft) with the Super Hornets being dual-roled conventional and nuclear strike and the Eurofighters focusing on replacing the Tornado’s interdiction and reconnaissance capabilities, and 15 EA-18G Growlers in the escort jammer/SEAD role under the luWES program does solve the most pressing military and political issues. A key thing here is that, in the same way as with the current Tornado IDS/ECR-fleet, the EA-18G Growler and the F/A-18E/F Super Hornet share a very high degree of commonality, meaning that the 45 Boeing fighters could all be served by the same ground equipment and maintenance organisation. While some have questioned the ability of the German Air Force to get a meaningful contribution out of 15 EA-18G Growlers, that’s two to three times the number of Growlers serving aboard any US Navy carrier at any given time. Especially considering the aforementioned synergies and economics of scale with the regular Super Hornets, I don’t see this as an issue. Both the Super Hornet and the Eurofighter are also fully multirole, although their designs are optimised somewhat differently, meaning that with the exception of the nuclear strike and EW-missions, they could stand in for each other if the need arises. A combined 45 aircraft fleet is also the size of a number of smaller air forces, so it is hard to see that as an argument against the split buy.

What does this mean for HX then? With the caveat that this is based on actually getting an inked German order before the HX decision is made, it would be a small additional credit for the two aircraft. For Eurofighter it further assures continued investment in the aircraft for the next few decades (though in this case it doesn’t help with the post-2050 part of the timeline), and as the German fleet likely will likely mean that the Taurus KEPD-350 is finally fully integrated and potentially some other new capabilities might be unlocked as well, it might be possible to squeeze some of these into the best and final offer at a cheaper price than what would otherwise have been the case. For the Super Hornet the difference is more marked, as the addition of another operator in the Baltic Sea region with deliveries under the same time frame open up possibilities for joint training and test and evaluation opportunities. While this is marketed as a stop-gap solution, Germany has had a tendency of keeping their fast jets in service for quite a while, and there is obviously a risk (or opportunity, if you are looking at this from Boeing’s angle) that the Super Hornet-era might stretch on quite a bit longer than currently envisioned (which likely was part of why France saw the F-35 as such a threat to the FCAS). However, over all the effects are largely marginal for the Finnish competition, and perhaps the most important is the hard-to-measure but still present factor of the idea that an aircraft has momentum on the market.

Bv 206 meets Mercedes

In a wide variety of different terrain types, wheels simply aren’t an option. This has led to militaries as far apart as Finland and Singapore operating all-terrain tracked vehicles in a bewildering array of roles. In essence, when you need infantry in terrain too rough for wheeled platforms, you throw in an all-terrain vehicle for whatever mission you ordinarily would see a truck perform. The terrain can then be made up of bogs, meter-deep snow, or other kinds of soft and/or rough spots. What matters is that you need the lowest possible ground pressure, or even amphibious capabilities.

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The Bv 206 MLE at AMBLE Baltic in Wilhelmshaven last Thursday. Source: Own Picture

For a long time the field has been dominated by the ubiquitous Bv 206 from Hägglunds (today BAE Systems Hägglunds), which has seen use by the armed forces of 25 different countries (if Wikipedia is to be trusted), including not only Finland, Sweden, and Norway, but the German airborne and mountain troops, the British Royal Marines, and the Dutch Korps Mariniers as well.

The Bv 206 is a sturdy vehicle, with the basic chassis and the compartments generally not really being worn out. The biggest downside is the complete lack of protection, the vehicle front compartment and trailer basically being two big boxes of fiberglass reinforced plastic, capable of stopping thrown rocks, but not much else. The 80’s technology in the drivetrain and other parts of the vehicle are also starting to show their age, with spare parts being increasingly difficult to find.

This has made the question of finding a replacement one that interest a number of countries throughout Europe, with not only the Bv 206 but also other older vehicles of the same class starting to need replacing. To that end Germany organised a multinational meeting for European users last February to look into the alternatives.

Several modern vehicles are found on the market, including BAE System Hägglund’s BvS10 Viking Mk 2 and ST Engineering’s Bronco ATTC, which underwent snow mobility testing in Finland last winter. However, for a country like Finland which has over 600 Bv 206 and a number of older indigenous Sisu NA-series (as well as a handful of the lightly protected Bv 308), getting a similar number of modern protected all terrain vehicles is probably overly expensive. The BvS10 Viking is found in an unarmoured (and likely cheaper) version designated BvS10 BEOWULF, but with modern military vehicles ‘cheap’ doesn’t necessarily equal ‘little money’.

Enter Millog’s Bv 206 MLE concept, a simple drop-in lifetime extension developed by Hellgeth engineering Spezialfahrzeugbau GmbH in Germany. The core of the upgrade is a completely new drivetrain centred around a Mercedes-Benz OM651, a modern 4-cylinder CDI engine, together with an equally new ZF 6 HP 28 gearbox with six forward gears (as opposed to four in the original Bv 206). Some other changes are also included in the MLE, such as a new radiator and fan, new steering/hydraulics, a new exhaust gas recirculation system, a new CAN bus based electric system, and a new control panel on the dashboard. When the MLE testbed isn’t doing laps around the Neue Jadewerft in Wilhelmshaven, it is in regular use by the Jääkäriprikaati in Sodankylä, in the far north of Finland.

Based on the last one and a half years of service with the Bv 206 MLE, which include over 5000 km, the new drivetrain does what can be expected of this kind of mid-life upgrade. The fuel consumption has been lowered by 30% compared to the regular Bv 206 D6N with its 6-cylinder Daimler Benz Ag OM603 A diesel. It has a lower heat signature, higher torque at low engine speed, and reduced maintenance needs. If anyone is wondering about the noise level in the video clip above, there’s a KMW APVT doing laps out of view, with the Bv 206 being quite low noise. However, the most important benefit might be that using a current commercial off-the-shelf engine and gearbox means spare parts are readily available at short notice, significantly improving downtime during scheduled and unscheduled maintenance stops.

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A German protected Bv 206S during Exercise Trident Juncture 2015. Source: Allied Joint Force Command Brunssum via Wikimedia Commons

Millog is clear with their aim. “We aren’t competing with new vehicles,” as a company representative explains. But as all terrain vehicles are the sole alternative for the roadless country found up north in Finland, there will be a continued requirement for serious numbers of these kinds of platforms. And as “the basic vehicle is a solid design”, this kind of low-cost and decidedly low-tech lifetime extension for the larger part of the fleet coupled with a buy of a smaller number of modern protected vehicles for use as APCs would be a very Finnish solution. At the moment the future of the Finnish fleet is undecided, but Millog is ready to modify significant parts of the Finnish Bv 206-fleet in-country if the Finnish Defence Forces decides to go down that route.

This is one alternative for the FDF, time will tell which route the service chooses

But what then causes Millog to ship the Bv 206 MLE demonstrator to AMBLE Baltic in Germany? Millog mentions the general need for these kinds of amphibious all terrain vehicles for marine forces around the world, but word on the street has it that there’s a more direct connection between the German marines and the potential for a Bv 206 upgrade as well. As mentioned the German airborne and mountain forces use Bv 206S (a protected version closely related to the Bv 308 in use by e.g. Finland and Sweden). However, especially the Gebirgsjäger would like to upgrade to the BvS10 Viking, while the Seebatallion has a requirement for an all terrain vehicle, of which they currently have none. It is speculated one likely solution would be that the mountain troops get new vehicles, while their Bv 206 are passed on to the marines. They would then require some kind of a mid-life update, such as the Bv 206 MLE. The German-designed drive train with a German engine and gearbox could certainly be a tempting option, especially as the upgrade has proven itself to be more than just a paper product.