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"This October, we celebrate our founding and look forward to a bright future," says Shafik. "We began our history here at Abu Suwayr with five de Havilland Gypsy Moths. Our air force is now represented by hundreds of the most modern aircraft, including F-16 Fighting Falcons. We have come a long way."

The course from de Havilland Moth to Lockheed Martin Fighting Falcon depicts in simple terms a complex military aviation history. "Our air force was formed in very difficult circumstances," Shafik explains. "It has lived through four significant conflicts, many battles, and a lot of aerial engagements throughout its history. Today, the F-16 is the backbone of the Egyptian Air Force as it is in many other air forces around the world. The aircraft is our main deterrent aerial power against any threat to our national security."

The Egyptian Air Force traveled a compelling journey to arrive at this point, a journey shaped by conflict and by the politics of a volatile region. Early in the history of the EAF, those politics centered on the relationship between Egypt and Britain. In fact, the inception of the EAF occurred under British rule. Although Egypt became an independent kingdom in 1922, the Egyptian military remained under British influence through World War II. The relationship between these two countries would not change dramatically until the early 1950s.

This initial period in Egyptian military aviation was, therefore, highlighted by British aircraft. The de Havilland Moths of 1932 were soon followed by Avro trimotors and then by Avro 626 biplanes. The 626 was the standard military aircraft until 1937 when the country acquired a number of Gloster Gladiators, Avro Ansons, Westland Lysanders, and Hawker Audaxes, which would serve Egypt throughout World War II. The military began flying Hawker Hurricanes in 1941. A few American-built Curtiss Tomahawk fighters slipped into the Egyptian inventory through Britain's Royal Air Force during World War II as well as some Curtiss C-46 and Douglas C-47 transports. Late in the war, Egypt acquired Spitfire fighters and Lancaster and Halifax bombers from Britain.

The earliest missions for the air force were desert patrol, army cooperation, aerial surveys, and border surveillance. Aircraft were also used for photographing archaeological sites to preserve Egypt's historical treasures and for spraying pesticides to combat malaria. Egypt's air force became a separate service, the Royal Egyptian Air Force, in 1937. In the years just preceding World War II, Egyptian pilots were ready to defend their country against potential attack from Italian forces coming over the Mediterranean. They were also prepared for Italian forces to attack from positions in neighboring Libya to the west and from Ethiopia to the south.

During the war, though their country was officially neutral until 1945, Egyptians coordinated with British forces to patrol the Suez Canal and passes in the desert. Aircraft were also used to protect the skies over Cairo. The air force's flights over the Red Sea and Mediterranean safeguarded supply lines critical to Britain's forces in the Middle East. Egyptian crews also flew ferry missions to deliver new fighters to north Africa and southern Italy and later to southern France.

Egyptian pilots gained confidence from their experiences during World War II. At the end of the war, Egypt's air forces had more than 200 officers and more than 2,000 airmen. And the country's No. 2 Spitfire squadron was considered the second most powerful air unit in the Middle East (behind British forces). After the war, Egypt focused on building its military and exerting its independence from Britain.

The war had emphasized the importance of air power, and Egyptian leaders wanted a modern and effective air force to protect their interests as well as to assert their country's independence from Britain. More significantly, however, the first Arab-Israeli War in 1948 underlined the need for such force improvements. During the war, an arms embargo by Britain choked Egypt's air power by eliminating the only source of spare parts needed to sustain its aircraft. As a consequence, the war taught Egyptian leaders to secure alternate supplies of military hardware. Soon after the conflict, the air force began flying Macchi and Fiat fighters from Italy. The British embargo was lifted during an uneasy peace that followed the first Arab-Israeli war, and Egypt entered the jet age with Gloster Meteors and de Havilland Vampires.

After a revolution ousting King Faruq in 1952, Egypt declared itself a republic and the Royal Egyptian Air Force officially became the Egyptian Air Force. Even though the close ties between the Egyptian monarchy and Britain were a prime reason for the revolution, the new government headed by President Gamal Abd El Nasser wanted to maintain relations with Britain and other western countries. However, these desires were eclipsed by tensions between Arab countries and Israel. Relations with Britain deteriorated further in 1956 when Nasser nationalized the Suez Canal. Egypt eventually turned to the Soviet Union for military support; Soviet-built aircraft soon followed.

The first Soviet aircraft arrived in Egypt in 1955. Initial deliveries included MiG-15 fighters, Ilyushin Il-28 bombers, Il-14 transports, and Yak-11 trainers. Instructors from Czechoslovakia accompanied these aircraft. This period in Egypt's air force history also yielded the first indigenous aircraft production as the country began manufacturing its own Czech-designed Bu 181D primary trainers.

The newly acquired Soviet equipment was put to an immediate test in the Suez War of 1956. In this relatively short but brutal conflict, Israeli, British, and French air forces launched a surprise offensive against Egypt to regain the Suez Canal. Egyptian forces suffered heavy losses. The conflict, though devastating militarily, turned out to be a political victory for Egypt and resulted in the total withdrawal of British forces from the country.

Soon after the war, Egypt formed a political union with Syria and Yemen, and the Egyptian Air Force became known as the United Arab Republic Air Force. By the mid-1960s, British aircraft were replaced completely by Soviet hardware. MiG-17 Frescos arrived in 1956 only to be supplemented five years later by Egypt's first supersonic aircraft, the MiG-19 Farmer. The MiG-21 Fishbed arrived in the early 1960s, bringing with it a Mach 2 capability. The MiG-21 would remain Egypt's primary fighter for the next two decades. In 1967, Egypt had 200 MiG-21s. The air force also began flying the Sukhoi Su-7 fighter/bomber in the mid-1960s.

During these years, Egypt also improved its bomber forces, forming two squadrons of Tupolev Tu-16s. Mohamed Hosni Mubarak, president of Egypt today, served as a bomber pilot and later commanded a wing of Tu-16s during the 1960s before becoming EAF commander. In addition to leading the EAF during a turning point in its history, President Mubarak was a military and flying instructor at the Egyptian Air Academy. Mubarak, who gained a reputation during his military career as a strict disciplinarian and hard worker, had a profound and positive effect on shaping the military and flying careers of today's EAF leaders.

Egypt's Soviet hardware was put to another test in the 1967 War. This conflict resulted in Egypt's loss of the Sinai peninsula to Israel. While a significant portion of Egypt's military aircraft were destroyed by surprise attacks during the first day of the war, few aircrews were lost. Mubarak, who commanded the air force after the war, was instrumental in rebuilding the EAF during the late 1960s and early 1970s.

"The Egyptian Air Force faced a very difficult situation during the 1967 war when it lost almost sixty-five percent of its aircraft," recalls Shafik. "We had to restore our combat morale and forces quickly. We rebuilt the EAF not only by purchasing aircraft and munitions but also by thoroughly preparing our aircrews and technicians. Looking back on this effort, I see that our accomplishments were truly miraculous."

Following the 1967 War, the EAF was resupplied from the Soviet Union, consequently increasing Soviet influence. By the late 1960s, the Soviets had many advisors and instructors in Egypt, as the EAF was flying MiG-21, MiG-15, MiG-17, and Su-7 fighters, interceptors, and fighter-bombers as well as Il-28s and Tu-16s bombers. The Soviets also supplied Egypt with a comprehensive network of surface-to-air missile systems.

The 1967 War ended in a precarious peace. President Nasser began a War of Attrition in 1969, which ended in a cease-fire in 1970. At NasserÕs death in 1970, Anwar Sadat became president of Egypt. Seeking to reduce Soviet influence in the country and to gain access to western military hardware, Sadat expelled the Soviets from Egypt in 1972. Soon after, Egypt was once again at war.

The Ramadan War in 1973, also called the October War, was a turning point for Egypt with its air forces instrumental in the conflict. "During the '73 war, our air force proved its ability to confront the Israeli Air Force, a superior force that operated the latest aircraft and systems in the region at the time," explains Shafik, who commanded a MiG-21 squadron during the war. "The secret of our successes and performance was the high morale and strong will of the Egyptian fighter."

The war, which resulted in Egypt regaining ground in the Sinai peninsula, ended in 1974 when United Nations forces were sent to the Sinai. Egypt maintained ties with the Soviets just after the war, receiving its first MiG-23s and the swing-wing Su-20 in the early and mid-1970s.

Sadat signed the Camp David Accords in 1979. As part of this agreement, all of the Sinai was returned to Egypt. The agreement established diplomatic relations with Israel and ended thirty years of conflict. It also strengthened ties between Egypt and western countries, especially the United States.

"After the 1973 war, Egypt adopted a strategy of peace," notes Shafik. "This strategy included making sure our military was strong enough to deter aggression and procuring arms from different sources. This created a new challenge for the EAF to modernize and upgrade our forces with the latest equipment and aircraft."

The EAF benefited from this peace with western aircraft. In 1974, Egypt began receiving its first western fighters since the British left the country. Mirage Vs from France came in 1974. Egypt ordered C-130 Hercules from the United States the next year. The C-130s eventually replaced the EAF's Soviet-built An-12 transports. F-4 Phantoms came from the United States in 1979. During this period, western companies helped Egypt upgrade its MiG-21s. MiGs are now equipped with western missiles and bombs as well.

Egypt, not wanting to rely on one source of equipment to supply its forces, looked to China as an alternate parts supplier for its Soviet aircraft. The EAF also received Chinese F-6 fighters (MiG-19s built in China) in 1979 and F-7 fighters (MiG-21s built in China) in the mid-1980s.

The 1980s also brought the F-16 to the EAF. "As we commemorate the sixty-fifth anniversary of our air force, we also celebrate fifteen years with the F-16," notes Shafik. "The airplane represents the most modern era of our history, and it has given the EAF a capability equal to that of any other country in the region. This aircraft, combined with capable EAF pilots and maintenance personnel with combat experience gained from previous wars, provides the EAF with significant combat capability and flexibility. Additionally, the F-16 is, dollar-for-dollar, the best multirole fighter available on the market to buy, operate, and maintain."

Egypt received its first F-16s in 1982 and soon formed its first F-16 wing at Inshas Air Base near Cairo. The EAF has since upgraded those Block 15 F-16s and supplemented them with F-16C fighters, mostly Block 40 versions.

Today, Egypt has about 180 F-16s at four air bases. The facilities at these bases are the best in the world. Their maintenance technicians employ the latest technologies to operate and maintain their aircraft. Egypt's F-16 pilots routinely participate in joint exercises with United States air, land, and sea forces as well as those from Europe and the Middle East/Africa region. In October, Egypt plays host to Bright Star '97, the largest of these multilateral joint exercises. Egypt has hosted this exercise every two years since 1981.

Since its earliest years as a nation, Egypt has always relished its independence. Today that independence is nurtured by the largest industrial base in the Arab world. The country's aviation industry has grown as well. Alpha Jet trainers, Gazelle helicopters, and Tucano Turboprop trainers have all been assembled in Egypt. Egyptian industry has also built parts for the Mirage 2000 and the F-16 as well as parts for its Soviet aircraft.

Egypt's aviation history is tied to its aspirations as an independent country and to its leadership role in the Arab world. Air Marshal Shafik believes the Egyptian Air Force is properly preparing for the next century.

"The twenty-first century will be characterized by modern technology that will change the concept of traditional wars," he predicts. "The one with the technological edge will win the war. Therefore, we hope to obtain the modern technology to deter our enemies and to protect our national security. This technology includes space and air reconnaissance systems; airborne command and control aircraft; advanced stealth fighters, like the F-22; and air refueling and heavy transport aircraft. These will enable us to help other friendly forces and allies in the region. We are depending on the United States to provide modern systems. I am confident that Egyptians can handle the technology and the responsibilities that go with it, as we have through five thousand years of ancient and modern history."

Eric Hehs