80 years Belgian Air force 1946-1949: Born from War: The Birth of the Belgian Air Force in 1946 

The Supermarine Spitfire was one of the mainstays of Belgian fighter aviation during the early post-war years. Belgium operated several versions of the aircraft. These aircraft had been transferred from the British Royal Air Force (RAF) and had often already seen operational service during the Second World War. They remained in use while the Belgian Air Force prepared for a new era.

The introduction of the Gloster Meteor F.4 was a major development. With this British jet aircraft, Belgium took its first steps towards a modern jet-equipped fighter force. The Meteor brought fundamental changes to pilot training, tactics and the technical support of fighter units. The first aircraft were delivered in 1949.

Other aircraft dating from the war years and the immediate post-war period, including the de Havilland Mosquito, also formed part of Belgian military aviation. Their employment and the versions operated need to be considered in the context of the various roles assigned to the Air Force during this transitional period.

For the transport of personnel, equipment and other cargo, the Belgian Air Force operated the Douglas C-47 Dakota. This twin-engined transport aircraft was particularly well suited to military transport duties and would remain a familiar sight at the 15th Wing at Melsbroek for decades to come.

Several other older British aircraft were also employed in support roles, including the Avro Anson, Airspeed Oxford, de Havilland Dominie and Percival Proctor. Depending on the type and period, they performed a variety of liaison, training, transport and support duties.

Six Miles M.25 Martinets were used as target-towing aircraft. They operated from locations including Koksijde and Halen and remained in service into the early 1950s.

Taken together, these aircraft reflected the pragmatic approach adopted in rebuilding Belgian military aviation after the war: available aircraft were used to meet the Air Force’s varied operational requirements.

Training the next generation of pilots

An effective air force could not function without proper training. The training of military pilots therefore remained an essential part of the reconstruction effort.

The Stampe-Vertongen SV-4B, a Belgian-designed and built biplane trainer, played an important role in this process. Closely associated with Belgium’s aviation industry, it was used for ab initio flight training. The de Havilland Tiger Moth was also employed for this purpose.

Aircraft such as the North American T-6 Harvard/Texan were also introduced into the fleet. A few lesser-known types saw service for only a limited period or in small numbers, including one Miles Magister and two de Havilland Canada DHC-1 Chipmunks.

A transitional period towards a modern air force

For the Belgian Air Force, the years 1946–1950 were primarily a period of recovery and renewal. The Spitfire still represented the legacy of the war years, while the Gloster Meteor pointed the way towards the jet aircraft that would shape the decades to come.

At the same time, transport, liaison and training aircraft remained indispensable to day-to-day operations. Rebuilding the Air Force involved more than acquiring modern combat aircraft; it also required restoring the entire structure needed to train pilots, move personnel and support operational units.

By the end of this period, Belgium stood at the threshold of a new era. The introduction of jet fighters would continue throughout the 1950s, while cooperation within NATO would become increasingly important to the organisation, equipment and operational deployment of Belgian military aviation.

The Belgian Air Force from 1950 to 1960: Expansion, Jet Fighters and International Training

The rise of the jet fighter

At the beginning of the decade, the Gloster Meteor formed the backbone of Belgium’s fighter force. The Meteor F.8 was considerably more advanced than the propeller-driven aircraft that had remained in service shortly after the war. Aviation technology, however, was evolving rapidly. The experience of the Korean War, where swept-wing jet fighters such as the American F-86 Sabre and the Soviet MiG-15 faced each other, highlighted the limitations of the first generation of jet aircraft.

The Belgian Air Force therefore invested in new aircraft and variants. The Meteor remained in service as a day fighter, but it was also operated in night-fighter versions. The Armstrong Whitworth Meteor NF.11 was equipped with radar and designed to intercept enemy aircraft at night and in difficult weather conditions. The two-seat Meteor T.7, meanwhile, helped pilots make the transition to jet aircraft.

Another major step was the arrival of the American Republic F-84 Thunderjet. From 1951, Belgium received F-84E and F-84G variants through the American Mutual Defense Assistance Program (MDAP), which provided military assistance to allied countries. The Thunderjet was a fighter-bomber capable of performing air-defence missions as well as attacks against ground targets. This marked a gradual shift towards a more versatile air force.

From 1955, the more powerful F-84F Thunderstreak, with its swept wings, followed. The RF-84F Thunderflash was used for tactical reconnaissance. This reconnaissance version could collect photographic intelligence to support military planning and the assessment of enemy positions. The introduction of these aircraft represented a major modernisation of Belgium’s combat and reconnaissance capabilities.

The British Hawker Hunter also entered Belgian service. The Hunter F.4 arrived from 1956 and was assigned, among other units, to the 7th Wing at Chièvres. It was later followed by the improved Hunter F.6. However, the Hunter did not provide a long-term solution everywhere. For night-time and all-weather air defence, the Belgian Air Force also selected the Canadian Avro CF-100 Canuck. This twin-engine aircraft was designed for interception in all weather conditions and carried a crew of two. From 1958, the CF-100 replaced the Hunter with the 1st Wing at Beauvechain.

More wings and operational units

The expansion of the aircraft fleet went hand in hand with the development and reorganisation of operational wings. The 1st Wing at Beauvechain evolved into an all-weather air-defence unit. The 2nd Wing at Florennes became an important centre for fighter-bombers, initially operating the Thunderjet and later the Thunderstreak. At Kleine-Brogel, the 10th Wing developed into a major operational unit equipped with F-84s. The 7th Wing at Chièvres and the 9th Wing at Bierset were also part of the network of fighter and interception units.

In 1953, the 13th Wing was established, initially equipped with Meteors and associated with the coastal air base at Koksijde and later with Brustem. The organisation of the wings changed regularly as new aircraft became available and the roles of individual units were adjusted. Expansion therefore meant more than simply increasing the number of aircraft: the allocation of missions, training arrangements and operational deployment were also extensively revised.

The development of air defence was not limited to manned aircraft. Towards the end of the 1950s, Belgium also began investing in ground-based guided missiles. In 1959, a 13th Wing was established again, this time as a Nike surface-to-air missile unit. This illustrates how the defence of Belgian airspace gradually came to rely on several complementary elements: interception fighters, radar, ground-based air defence and the support systems needed to coordinate them.

A new generation of pilots: training in the United States

A modern aircraft fleet has little value without enough qualified aircrew. The rapid expansion of the Belgian Air Force therefore created a major demand for new pilots. The national training system could not meet this demand on its own, so Belgium made use of American training facilities under the MDAP.

Belgian pilot candidates were sent to the United States, where they underwent training to earn American pilot wings, commonly known as *Silver Wings*. The programme was intensive, combining theoretical instruction, military discipline and practical flying. Belgian candidates trained at American air bases, including facilities in Texas and Arizona, where they were progressively prepared to fly jet aircraft.

Initial selection took place in Belgium, where candidates gained experience on aircraft such as the Tiger Moth and SV-4. In the United States, they continued their training on American trainers such as the T-6 Texan and, at the advanced stage, aircraft such as the T-33 and F-80. The exact training path varied between classes. After returning to Belgium, pilots still had to complete conversion training on the aircraft they would fly operationally.

Returning pilots were assigned to several operational units, including the wings at Florennes, Kleine-Brogel and Bierset. Beauvechain and Chièvres also received young pilots. American training therefore did more than increase the number of available aircrew: it also helped make the expansion of the new jet-fighter units possible as large numbers of aircraft entered service.

The Belgian Congo: training, transport and rescue missions

An important flying-training centre was developed at Kamina, in the province of Katanga. Advanced training on the North American T-6 Harvard began there in 1953. The base operated a large fleet of Harvards and was also used for exercises involving Belgian paratroopers. For many Belgian student pilots, Kamina was an important stage in their training, while other candidates were sent to the United States.

Conditions in the Congo placed particular demands on aviation. Vast territories, dense forests and long distances between settlements and military installations made suitable rescue capabilities essential. In 1954, a rescue flight equipped with Bristol Sycamore helicopters was established. These aircraft could be used following aircraft accidents, during parachute exercises and for other support tasks.

Transport aircraft also evolved. The Douglas C-47 Dakota remained important, but its payload and range were limited. From 1952, Fairchild C-119 Flying Boxcars were therefore delivered. Recognisable by their twin tail booms, these twin-engine transports could carry larger loads and were better suited to certain long-distance missions. An initial batch of eighteen C-119Fs was ordered to improve connections with the colony and replace some of the older Dakotas.

The transport fleet was further supplemented by other types. The Douglas C-54 Skymaster, derived from the DC-4, entered service from 1950. In 1954, the Percival Pembroke joined the fleet for lighter transport and liaison duties. In 1958, six Douglas DC-6A/C-118 aircraft were also acquired, including for long-distance transport missions. These aircraft supported not only links with the Congo but also the broader transport requirements of the Belgian Air Force.

Alongside the connections with the Congo, the 15th Transport Wing at Melsbroek remained an indispensable part of the Belgian Air Force. The Dakota continued in service, while larger transports such as the C-119 and C-54 offered greater capacity for moving personnel and equipment over longer distances. The Pembroke complemented the fleet in lighter transport and liaison roles.

The acquisition of the DC-6 in 1958 underlined that transport was no longer a secondary task. The Belgian Air Force had to support combat units, move personnel, facilitate training and maintain logistical connections. The growing fleet and expanding international commitments required increasingly professional arrangements for transport, maintenance and aircrew.

The years 1950–1960 were therefore a decisive period of transition. By the end of the decade, the foundations had been laid for the further modernisation of the Belgian Air Force in the 1960s, when new aircraft and weapons systems would once again bring major changes to its organisation.

The Belgian Air Force from 1960 to 1980: Supersonic Fighters, New Technology and a Changing Rol

Its introduction required major changes to pilot training, maintenance and infrastructure. Two-seat TF-104Gs were used for operational conversion training. Although technologically advanced, the Starfighter placed considerable demands on its pilots, particularly because of its high landing speed and demanding flight characteristics.

The Mirage 5 replaces the Thunderstreak and Thunderflash

Meanwhile, the F-84F Thunderstreak and RF-84F Thunderflash were reaching the end of their operational careers. In 1968, Belgium selected the French Dassault Mirage 5, in three variants: the Mirage 5BA for ground-attack missions, the Mirage 5BR for reconnaissance and the two-seat Mirage 5BD for training and conversion.

The first Mirage 5BA was delivered in 1970. The transition took place gradually and involved changes to the organisation of combat units. The 2nd Wing at Florennes introduced the Mirage 5, while the last Belgian F-84Fs left operational service in 1972.

The Mirage 5BR provided a dedicated aerial reconnaissance capability. Equipped with photographic systems, it gathered imagery for tactical intelligence and military planning.

Modernising pilot training

Training also evolved. From 1960, the Fouga CM.170 Magister was used as a jet trainer. The aircraft had originally been ordered for advanced training at Kamina, in what was then the Belgian Congo. Following Congolese independence, aircraft already deployed to Africa were returned to Belgium. The Magister subsequently became an important part of the training programme at Brustem.

The Lockheed T-33 Shooting Star also helped prepare pilots for the transition to faster jet aircraft. For basic training, Belgium began ordering the Italian SIAI-Marchetti SF.260M in 1969 to gradually replace the ageing SV-4B. Deliveries took place between 1969 and 1971. Training was thus adapted to the demands of an increasingly complex combat fleet.

The 15th Wing: a renewed transport fleet

The 15th Wing at Melsbroek also underwent major modernisation. Older Douglas C-47 Dakotas, DC-6s and Percival Pembrokes were gradually phased out as newer aircraft took over different transport roles.

The arrival of the Lockheed C-130H Hercules was a major milestone. The first Belgian aircraft, CH-01, arrived in 1972. The twelve Hercules aircraft offered greater payload and range, transporting troops, equipment and humanitarian supplies. They replaced the Fairchild C-119 Flying Boxcars, which left Belgian service in 1972.

Jet aircraft were also introduced for rapid travel and specialised missions. In 1973, the 15th Wing took delivery of two Dassault-Breguet Falcon 20Es, registered CM-01 and CM-02. They were used for VIP and government transport, medical evacuations and the urgent transportation of organs.

In 1976, two Boeing 727-29QCs, CB-01 and CB-02, acquired from Sabena at the end of 1975, strengthened long-distance passenger and cargo transport. Their role in Operation Red Bean in 1978, carrying Belgian paratroopers to Kolwezi and evacuating civilians from Congo, demonstrated their operational value.

That same year, three Hawker Siddeley HS-748s and six Swearingen Merlin IIIs joined the 15th Wing. The HS-748s were used for passenger transport and liaison duties, while the smaller Merlin IIIs supplemented the fleet for regional travel and liaison flights.

Koksijde SAR: from Sikorsky to Sea King

Rescue capabilities were also strengthened. On 1 April 1961, the Heliflight was established at Koksijde with five Sikorsky HSS-1 helicopters. Helicopters could respond more quickly to emergencies over the sea and along the coast than the rescue resources previously available. Sikorsky S-58 helicopters acquired from SABENA were also used later.

The unit continued to develop and was officially designated the 40th Helicopter Squadron on 30 October 1974. To modernise its search-and-rescue (SAR) capability, Belgium ordered five Westland Sea King Mk.48 helicopters. The first aircraft arrived at Koksijde in 1976, and from 1 April 1977 they took over the leading role in rescue missions from the Sikorsky helicopters. The Sea King would become one of the Belgian Air Force’s best-known rescue helicopters.

Looking towards the 1980s

The next wave of modernisation was already underway. The Dassault/Dornier Alpha Jet began arriving in 1978 for advanced pilot training. Plans to replace the Starfighter with the F-16 Fighting Falcon had also been set in motion. The Belgian Air Force was therefore on the threshold of a new era.

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