[Sweden]: Operation Boron

[Connor]

OPERATION BORON SWEDISH ARMED FORCES DEPARTMENT OF DEFENCE

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OFFICIAL OPERATION ORDER
JUNE 1998
TOP SECRET​

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Situation Report
XREDACTEDX

Belligerents

Kingdom of Sweden United Kingdom

v.

Objective(s)
OB/1/PP/98 - COMPLETE - Primary maintenance tasks, pre-deployment ammunition provision and supply of essential services/assets.
OB/1/TR/98 - COMPLETE - Tactical relocation of maritime assets via phase one leg (sea) to rendezvous point Iberian Peninsula south-side.
OB/1/RR/98 - COMPLETE - Replenishment of maritime assets and recuperation of personnel in Gibraltar.
OB/2/TR/98 - COMPLETE - Tactical relocation of maritime assets via phase two leg (sea) to destination Ascension Island.
OB/3/TR/98 - COMPLETE - Tactical relocation of air assets via phase one leg (air), night operations, to destination Ascension Island.
OB/1/AF/98 - CANCELLED - Encompassing of assets supplied to Operation Omphacite.
OB/2/RR/98 - CANCELLED - Replenishment of maritime assets and recuperation of personnel in Diego Garcia.
OB/4/TR/98 - CANCELLED - Tactical relocation of Operation Omphacite assets to destination North Atlantic Ocean.
OB/5/TR/98 - COMPLETE - Tactical relocation of intelligence gathering assets to Central Africa.
OB/1/SU/98 - COMPLETE - Aerial surveillance of the Democratic Republic of the Congo border with Angola and the South Atlantic.
OB/2/SU/98 - COMPLETE - Aerial surveillance of the Democratic Republic of the Congo border with the Congo River.
OB/3/SU/98 - COMPLETE - Aerial surveillance of the Democratic Republic of the Congo capital city of Brazzaville, in connection to US Operation Armed Valkyrie.
OB/6/TR/98 - ACTIVE - Tactical relocation of maritime intelligence assets to rendezvous point east of Ascension Island.
XREDACTEDX

Casualty Report
Nothing to report

Campaign Register
South American Campaign (1998 - present)
North American Campaign (1999 - present)
Central Africa Campaign (2001 - present)

Deployment

Skaraborg Air Force Wing [Såtenäs Air Base] 5th Reconnaissance Squadron​ 1st Reconnaissance Flight​ [2x] Active Personnel​ [2x] Lockheed U-2 "Dragon Lady"​ X	Malmslätt Air Force Wing [Malmen Air Base] 3rd Airlift Squadron​ 2nd Airlift Flight​ [3x] Active Personnel​ [1x] Boeing C-17 Globemaster III​	Life Regiment Hussars [Karlsborg Base] 1st Intelligence Battalion​ 1st Reconnaissance Company​ 2nd Reconnaissance Platoon​ [55x] Active Personnel​
1st Naval Warfare Flotilla [Kungsbacka Naval Base] Sachsen-class Frigate 243-2-2​ HSwMS Bollnäs (F16)​ [243x] Active Personnel​ 2nd Naval Warfare Flotilla [Karlskrona Naval Base] Sachsen-class Frigate 243-2-2​ HSwMS Borgholm (F17)​ [243x] Active Personnel​	3rd Naval Warfare Flotilla [Berga Naval Base] Belos-class Submarine Rescue Ship 40-1-1​ HSwMS Kaskelot (SR01)​ [40x] Active Personnel​ [1x] Submarine Rescue Vessel (URF MkII)​ X 5th Naval Warfare Flotilla [Saldanha Naval Base] Dupuy-de-Lôme-class Intelligence Vessel 108-2-0​ HSwMS Forseti (R04)​ [108x] Active Personnel​ [2x] RHIB​ X	Naval Air Wing [Temporary Taskforce] Helicopter Maritime Strike Squadron 11​ [16x] Active Personnel​ [2x] Eurocopter AS332 Super Puma​ X X

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Copyright © Swedish Armed Forces, Kingdom of Sweden
All information is subject to the Swedish Document Classification and Security Act 1995​

 

[Connor]

Preparation and Deployment
June 1998

With the necessary diplomatic discussions between the Swedish Department of Defence and the British Ministry of Defence the arrangements for the use of British military installations abroad were set out and the necessary logistical challenges directly effecting the long-planned Operation Boron had been set aside enabling the mission to begin. Once again this was a proud moment for the Secretary of Defence Peter Hultqvist as he overlooked and observed a historical moment in his time in office at the very forefront of yet another military operation destined to progress the agenda of the Swedish government, particularly in a proactive defence picture. Remaining in extremely close consultation with the Executive Office of the Prime Minister, June 1998 marked the start. The start of Operation Boron saw the collaboration of all three core branches of the military; the Army, Royal Air Force and the Royal Navy.

It goes without saying that in the early hours of the morning Kungsbacka Naval Base was a hive of activity, with personnel darting around the facility like ants building their colony as they desperately prepared designated assets of the 3rd Naval Warfare Flotilla and 1st Submarine Flotilla for deployment. For the 3rd Naval Warfare Flotilla this operation would see the first operational use of the recently acquired Sachsen-class Frigate's of Charlie Frigate Division; for this mission they'd be carefully and strategically equipped with the appropriate ammunition for: a OTO-Melara 76mm dual-purpose gun, two Mauser MLG 27 27mm autocannons, thirty two Mk41 VLS cells, two RAM launchers, two quadruple Harpoon anti-ship missile launchers and two triple torpedo launchers. In addition the ships would see an extensive array of refreshments and essentials for the survival of the crew aboard. Not forgetting HSwMS Belos which will join the couple of frigates fully equipped to operate as necessary.

Throughout the preparation phase the appropriate members of the respective ships companies would ensure all sensors, radars and electronic systems were fully operational and working within the necessary parameters.

Paralleling the preparation conducted in Kungsbacka, the Naval Air Wing based in Ronnebay Naval Air Base would prepare the two Eurocopter AS332 Super Puma's attached to the mission from the Helicopter Maritime Strike Squadron 11 as part of a trial within the wing; seeing to the upcoming restructuring of the naval air assets and their operation within the branch. Following their preparations, with eight crew in either aircraft, they would begin the journey to join their home vessels, HSwMS Sachsen and HSwMS Hamburg, in Kungsbacka Naval Base - the travel time would be less than an hour as they transit across mainland Sweden, a journey they are absurdly familiar with.

All vessels, ships and vehicles would be fully fuelled prior to deployment, the respective crews would be briefed before they're scrambled to their quarters ready for deployment. Within a few hours the swarm of personnel, the constant rumble of activity and the deafening logistics movements post-side would subside as the vessels were ready to make their way out into the Kattegat and follow their designated route towards Ascension Island, overseas territory of the United Kingdom of Great Britain and Northern Ireland. The first leg of the journey would take their transit through the remainder of JO > IN > IM. All vessels would slowly and carefully make their way out of the exclusively restricted waters of the naval base before making their way our into the Kattegat without the use of escort in order to minimise attention to the deployment which would appear as nothing more than a patrol.

Authorisation is given by the Secretary of Defence for the publishing of the first objective within Operation Boron, exclusively within the Department of Defence senior staff.

A secure communication is sent to the British confirming the finalised deployment and requesting maritime refuelling in Gibraltar for the second leg of the journey. Access to the Operational Directive is granted however redacted portions naturally excluded.

Jamie

 

[Jamie]

As the Swedish force came into the areas of IN and IM, the Spanish Defense Command would detect them on the advanced Coastal Surveillance Network, this was normal procedure as to monitor ship activity near the coast of Spain and Portugal, mostly due to drug traffickers and smuggling, the network had a vast range of detection and was one of the most advanced system on the planet, as such it could track multiple targets on the surface of the ocean. Their identity were not known, however due to their size in the system, it would be considered either a merchant vessel or a military one. Since it was still in international waters, there was not much the Spanish Defense Command was allowed to do barring exercising the normal procedures of their doctrine, which was to track, monitor and engage in contact. This would serve also to protect crucial shipping the area and the detected vessels safety. As such a encrypted communication would be given to the National Patrol group already in the skies above the Peninsula to survey the area, this was mostly done due to the AEGIS exercise in the area. The group patrolling the IM and IN square, which was one P-3 Orion Martime Patrol Aircraft and one CN-235 MPA would receive this encrypted communication and move towards the Vessels locations, using their own system to survey the surface area until they came into contact with the Swedish Force.

Upon arrive they would notice the force, using their avionics they would be able to identify the vessels origin. They were Swedish, and for the most part, friendlies. They would open a communication channel with the Frigate.

"This is a P-3 ORION and CN-235, codename HOUND and HUNTER from the Spanish Air Force, good day to you friends, we are here to inform you that you are being monitored by the Spanish Defense Command as normal procedures dictate, as there is crucial shipping to protect and divert from your course to grant you security in your voyage. Do you wish to be escorted for additional security? If yes we will escort you up until our zone of patrol, if not you will continue to be monitored by the SDC, so I ask you sir to keep an encrypted communications channel with them for any necessary precaution. OVER."

Originally posted by Bruno

 

[Jamie]

Operation Boron
Security Classification: TOP SECRET

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Although a Swedish Operation, the knowledge from previous discussions surrounding Boron meant it was a vested interest for British National Security, especially with Oversea Territories becoming utilized for foreign military activity. Following such discussions, permission to resupply at Gibraltar was granted in secret to the Swedish Government. The approval for the Swedish Military to resupply in Gibraltar was shared with the Spanish Government as awareness due to their territory, but further details as to the reason were not mentioned, nor did it feel needed. At Gibraltar, preparations were taking place on the ports to support the logistical effort for resupplying.

 

[Connor]

Iberian Peninsula
July 1998

HSwMS Sachsen, leading the maritime deployment towards the Iberian Peninsula, would be the commanding ship as they move in convoy through the waters, undoubtedly crossing through Spanish and French economic exclusive zones as they make their way towards the gateway into the Mediterranean Ocean, ultimately enabling them to access the necessary replenishment to continue their travel to Ascension Island where their mission where they could see themselves stationed for the foreseeable future - or at least until either the conclusion of the mission and/or retraction of the British arrangements. Nonetheless, the crew were completely unaware of the classified military exercise being conducted off the coat of Spain and even more so unaware of the Spanish Defense Command retaining capability to monitor maritime traffic - this information would serve incredibly important for the Swedish Strategic Defence Network and upon contact having been made by the Spanish would immediately have the coordinates, radio contact and instrumental data recorded. On-board radar systems of the highly advanced air-defence frigates would have very little trouble identifying the P-3 Orion MPA and CN-235 MPA in their vicinity and although not an immediate threat they'd ensure physical observations were made, if possible, and photographs taken.

A response is sent to the Spanish authorities via encrypted radio communication frequencies:

"HOUND, HOUND, this is Swedish warship FOXTROT-TWO-FIVE, good afternoon. Your contact has been recieved loud and clear - we intend to continue our transit through international waters, no assistance necessary. Over."​

All three ships would remain contactable via normal maritime shipping channels, emergency broadcast channels, as well as encrypted radio channels not only between one-another but also to internationally recognised states; including Spain. Through their transit they would continue to ensure that they remained within the confines of international law and whilst fully armed, would at no point operate any visible weaponry during their travel. All electronic systems, including radars and surveillance equipment, would remain operational. Continued radio communication is made to the Spanish aircraft:

"HOUND, HOUND, this is Swedish warship FOXTROT-TWO-FIVE, we will be diverting our course via the Strait of Gibraltar as we are now destined for Gibraltar. Over."​

Following the contact having been made, purely to ensure the Spanish were not spooked by the sudden change of course, the vessels would now make their wait through the Strait of Gibraltar towards safe port in Gibraltar ready for resupply.

Bruno Jamie

 

[Connor]

Gibraltar
July 1998

Once in Gibraltar the respective ships companies would disembark, unless required for the replenishment of the vessel, where they would be permitted to refresh themselves appropriate - under the guidance and control of local authorities. The arrival of Swedish vessels would naturally be no small feat with the yellow and blue flag flying proud upon each of the large dominating vessels. Nonetheless, their presence was nothing unusual given the collaboration between Great Britain and Sweden in Exercise Iron Trident which has already seen the Swedish Carrier Strike Group pass through the Mediterranean; this was no more noteworthy, simply further collaboration between two nations destined to grow closer.

Through their time in Gibraltar the personnel would be fully refreshed and the vessels themselves would receive all the essentials and fuel required to continue their journey to Ascension Island. With the view to minimise lost time the vessels would depart immediately upon completion and safely continue their travel via for the tactical relocation of maritime assets via phase two leg (sea) to destination Ascension Island.

This tactical relocation would in turn prompt the final stages of primary maintenance tasks, pre-deployment ammunition provision and supply of essential services/assets for this mission - the air section. Undoubtedly the most fundamental part of the mission, upon receipt of communications confirming the maritime arm were at their phase two leg the commanding officers would give the order to complete the preparation of assets and personnel. Without much question the teams would begin the fuelling and preparation of both the Lockheed U-2 and Boeing C-17 Globemaster III at their respective bases, this would include the preparation of any countermeasures installed and the completion of pre-flight checklists. In addition, supporting vehicle the JCB HMEE would also be fully fuelled. At Malmen Air Base, upon the arrival of the Swedish Army, would see the Globemaster stacked with crates of essential equipment which would include, but not limited to, modular collapsible tents capable of covering the aircraft, essential materiel for personnel support, additional tools and parts for overseas repair. The JCB HMEE would also be manoeuvred into the back of the aircraft.

This mission would now incorporate sections of both the Swedish Royal Air Force, making use of the Scania Air Force Wing, 2nd Reconnaissance Squadron in Såtenäs Air Base operating the Lockheed U-2 and Malmslätt Air Force Wing, 1st Air Transport Squadron in Malmen Air Base operating the Boeing C-17 Globemaster III, and the Swedish Army namely the Life Regiment Hussars, 1st Intelligence Battalion, 1st Reconnaissance Company, 2nd Reconnaissance Platoon based at Karlsborg Base. This making up all three core branches of the Armed Forces, including the naval assets already deployed.

Once air assets completed their preparation stages, they would await nightfall - the British, via the highest level of encryption, would be informed of the imminent deployment of the Lockheed U-2 and supporting aircraft, alongside the arrival of the naval complement.

Jamie

 

[Connor]

Ascension Island
August 1998

The journey to Ascension Island for the maritime element was fairly uneventful, the oceans would be graceful to the ships traversing these waves for the first time since the Antarctic Conflict which saw to the loss of an entire ships company - in fact, the flotilla travelling as part of Operation Boron was only two months from the anniversary of the tragedy, one of the most notable naval disasters since World War II. With that aside, the crews navigated with expertise, putting their high level of training to the test and waving the blue and yellow flag with pride as they moved through international waters to British Overseas Territory, Ascension Island where the full extent of their role in this highly classified operation would become apparent over the next few months. Whilst the ships company had been given basic details of the necessity for their deployment, the specifics were still heavily redacted from any operational directives provided by the Department of Defence with the view to prevent unauthorised and potentially damaging leaks.

Once in the vicinity of Ascension Island they'd maintain a holding position just off the islands coastline near Cat Hill. This was intentional as to avoid the shallow waters which undoubtedly were unable to maintain the draught of some of the worlds most advanced navy vessels - it also meant that the helicopters onboard the two vessels would shuttle ships company, when appropriate, to RAF Ascension Island however for the duration of their stay the vessels would be used as home.

When the darkness of the night engulfed Europe, the Lockheed U-2 and Boeing C-17 Globemaster III would roar down their respective runways and into the night sky where they would begin their travel towards Ascension Island. It goes without saying that the timing of their departure was planned to the minute in order to ensure that once they reached the respective time zone it would still be pitch black and allow for the safe landing of the aircraft, maintaining their disguise. The travel would be quite literally as the crow flies, travelling via JO > IN > IM > IL > IK > IJ > II where they would then land at RAF Ascension Island. Collaboration with the British would be essential at this stage, ensuring that the ground crew at the RAF base were ready for the arrival of the Lockheed U-2 which was notoriously unable to land by itself, relying on a ground crew to support the touchdown and the attachment of auxiliary wheels to balance the bicycle style design of the aircrafts landing gear. This was ideal, with the British also operating the Lockheed U-2, their crew were the most suitable to support this procedure.

Jamie

 

[Connor]

Ascension Island
September 1998

Flying across Europe to Ascension Island went largely without a hitch, the crew having the time to familiarise themselves with the flight controls within their respective aircrafts throughout the journey - despite their extensive training within the aircraft as part of their day-to-day service, the active flying time as part of a real-time operation was a completely different experience with the crews not only combatting the adrenaline and excitement of a deployment but also the flip-side of genuine fatigue, anxiety and stress which comes hand-in-hand with the highs. Nonetheless, the journey was a success in the eyes of the Department of Defence with the Lockheed U-2 making it's first operational flight and remaining undetected throughout - the night operations undoubtedly preserving the integrity of the aircraft whilst the supporting Boeing C-17 Globemaster III serves as an immaculate disguise as a resupply mission for the Royal Air Force of Great Britain.

Upon the arrival of the Boeing C-17 Globemaster III they would waste absolutely no time whatsoever in unloading the aircraft immediately, of course with the assistance of the JCB HMEE which would use it's forks to offload the heavy duty cargo crates containing various different supplies. Fundamentally, these crates also contained a modular tent system which would almost serve as a portable hangar to disguise the Lockheed U-2 at RAF Ascension Island through the daytime. Largely, this would go unnoticed, with it being relatively minimalistic in design and looking like nothing more than... well... a tent. Often these tents are used by military forces worldwide in order to store cargo, house troops, serve as hospitals and even command positions.

Once in position the Lockheed U-2, in the dead of night, would make it's way to the runway. Somewhat unusually the pilot of the Lockheed U-2 would remain in constant communication with the ground crew within a chase car supplied by the Royal Air Force of Great Britain which would guide the aircraft carefully to the floor. On touchdown the pilot would keep the aircraft steady on it's two landing gears positioned in a bicycle position and once he'd managed to slow the aircraft enough the crew within the chase car would attach two additional wheels, one on each wing, which would allow the aircraft to taxi into the modular tent.

The aircraft and crew would remain at RAF Ascension Island until further instruction was given by the Department of Defence. At this stage, all personnel were in position and ready for the main event.

 

[Connor]

Ascension Island
January 1999

With the recent collapse of the Argentine Government and the initial campaigns of Operation Boron in the Southern Hemisphere coming to a slow rate of progression the decision has been made to change focus, at least initially. Following consultation within the Department of Defence the decision has been made to initially make use of assets deployed by Operation Omphacite, namely the Carrier Strike Group undergoing training with the United Kingdom as part of Exercise Iron Trident, to deploy to the North Atlantic Ocean just outside of the Economic Exclusive Zone of the United States of America. From this position the Department of Defence will provide further instruction in line with the expectations of central government.

Operation Boron is fundamental not only to the current administrations defence policy but will set in stone the future acquisitions of the Swedish Armed Forces to ensure proactive, intelligence-led decisions are made to better the reactionary capability of all branches of the military.

In terms of the assets currently deployed to Ascension Island; they will remain in situ until further instruction is given as to their operation in their current position. Providing their permission of stay remains granted by the United Kingdom and her Ministry of Defence.

 

[Connor]

Refresh and Resume
April 2001

Operation Boron had largely remained untouched for four years with the Department of Defence revising its attention to the modernisation and restructure of the entire Swedish Armed Forces rather than it's intelligence portfolio. For the most part this review had been completed, at least for as far as Operation Boron were concerned. The deployed assets in this operation remained totally the same however their wings, squadrons, flotillas and divisions had changed totally; including a renaming of many of the vessels that'd either been reassigned to the South African and Antarctic Command organisation or given a facelift to meet the modern style of the Royal Navy. As a result, the operation orders were amended to see the new organisational structure reflected within the documentation of Operation Boron - the subliminal messaging of this action was clear, that the operation remained healthy in the heart of the Department of Defence and was due a revival. Redundant or newly required personnel would be sent home or brought to Ascension Island by means of regular airlines.

Operational objective OB/5/TR/98 was issued, clearly defining the parameters of the operation: central Africa.

Once night had fallen the ground crew got to work ensuring the total replenishment of the Lockheed U-2 Dragon Lady strategically positioned on Ascension Island for it's onward deployment within the aforementioned operational objective. With the aircraft sat redundant for so long the crew would ensure a full and complete walk around whilst engineers assessed the viability of the engines, systems, sensors, countermeasures and electronic capabilities of the aircraft all of whom had the sole intention of ensuring the aircraft was not only airworthy but also able to perform as expected. The aircraft would be refuelled. Once a full and complete review of the aircraft was concluded, a similar function check would take place with the aircrew responsible for flying it; their equipment and suits would be assessed for viability to the mission and a briefing taking place in accordance with the expectation of the Document Classification and Security Act to prevent unauthorised breached to the integrity of the operation. Once fit for service the aircraft would be boarded, all of this taking place within the makeshift hangar.

The distance to central Africa was approximately 3000km, well within the service range of the aircraft and giving ample opportunity for extensive intelligence gathering in the process. When able the aircraft would be brought, with the assistance of ground crews, to the tarmac of the runway where the Lockheed U-2 would have it's opportunity to prepare for takeoff. Remaining in close informative conversation with Air Traffic Control via encrypted means the aircraft would hurtle down the runway and soar into the sky, quickly climbing its way through the low lying cloud to a suitable cruising altitude. Prior to leaving British airspace the aircraft would ensure all systems, sensors and countermeasures were active to remain in the most stealth-like configuration possible for the journey.

The aircraft would travel via transit route II > JI.

 

[Connor]

Democratic Republic of the Congo
April 2001

The flight was a success with the aircraft remaining at a cruising altitude with many of its systems and sensors activated but with no verified compromise to the stealth capabilities of the aircraft throughout transit. As it approached the coastline of central Africa dawn would begin to break, prompting the aircraft to bring itself to a safe cruising altitude outside the possibility of ground-based radar systems which, although were unlikely to be able to detect the aircraft, were a possible hindrance to the success of Operation Boron should questions be raised by foreign authorities. Once at a safe altitude the aircraft would make its way towards the coastline of the Democratic Republic of the Congo, starting at the border with Angola. The Democratic Republic of the Congo has long had a rocky relationship with the Kingdom of Sweden which was exacerbated by a terror incident in Cape Town, South Africa during an arranged diplomatic visit by their Minister of Foreign Affairs who subsequently lost her life. During the incident foreign armed security operatives shot and killed the Minister within an airport terminal prompting an immediate response by armed police officers; fortunately they were arrested for their crimes and to this date remain in the detention of the National Security Office, a government agency within the Department of Home Affairs. During interrogation on one of the security operatives the terroristic intent of the foreign government was confirmed, as were their crimes on that tragic day. They await trial.

This government has been recognised as a terror structure and a credible threat to the kingdom.

As the Lockheed U-2 fly over the coastline it would immediately begin to photograph the immediate border with Angola, including any identified potential military structures (whether they are or not was irrelevant as they would be sent for later analysis). This would continue for around 12.5km to the border crossing into Lema, Angola before the aircraft returns to the coastline and follows the beach. Given the dense vegetation and the limitations of the aircraft in penetrating the canopy with aerial photography, a combination of thermal imaging and photographs would be taken for analysis - this continued to an area which appeared to be some form of oil refinery or storage sat immediately on the coast, prompting the aircraft to circle the grounds to capture the equipment, security and infrastructure present. This would continue into the city of Nsiamfumu, Bas-Congo. For the most part the flyover of this low populated region showed nothing of real interest aside from what appeared to be low-income civilian housing and infrastructure of no militaristic significance. The surveillance continued onwards through the primarily flat, dry, barren land to the city of Muanda where the immediately obvious landmark of its national airport stood out a short distance from the coastline. Bordered by incredibly dense, swampy vegetation on it's Eastside, this was photographed as a clear obstacle for any ground-moving forces, before swiftly moving towards the airport, its buildings and runway. Again the dense trellises that encased the city on it's western side were also photographed before the spy plane continued its way down the coast towards Banana.

For the most part the coast showed very little of any strategic interest other than the vast forests, open flat lands and suburbs dotted between the cities.

Banana was a small slither of a town, but the only one so far with any dedicated port. Jackpot. Here appeared to be a phenomenally large flotilla of vessels collected at the coastline. With Congo not appearing to have any active military operations involving its navy, the entirety of which appeared to be stationed at the Port of Banana. The spy plane would immediate take photographs of what included: six Azteca-class Patrol Vessel, five Oaxaca-class Patrol Vessel, thirty two Tarantul-class Corvette, a presumably surfaced Project 949 Granit submarine, eight Talwar-class Frigate, two Boris Chilikin-class Oiler, two Slava-class Cruiser, thirty six Bora-class Hovercraft, two Neustrashimyy-class Frigate and a Moskva-class Carrier. As you can imagine this great expanse of docked vessels almost created their own island as they filled the coastal waters. The spy plane would spend great time attempting to photograph each vessel, its hull numbers and identifying features, state of repair, on-board weaponry, systems and countermeasures. It would then fly across the port itself where presumably the over ten thousands strong active personnel were stationed and actively working, in doing so unexpectedly coming across the stationed equipment of the Congolese Defence and Countermeasures Agency including a Rubezh Coastal Defence Missile System, SERDAR Coastal Surveillance LPI Radar, A-222E Bereg-E 130mm Coastal Artillery System and 2K12 Kub SAM System which were presumably dotted around the extremities of the base. Whilst much of this equipment could not immediately be identified in the air, it would be sent for assessment as all of the surveillance work would be. The huge find would prompt a much more extensive analysis of Banana and photographs would be obtained of the entire border of the city limits, including the Crique de Banana, a tidal creek to it's western limit and adjoining the Congo River between the nations border with Angola. This drew the line for the end of this objective.

Kelly the Mad

 

[Connor]

Replenish and Reassign
October 2001

At the Temporary Operations Base established within Ascension Island secure fax machines would buzz with excitement as ratified orders from the Under Secretary of Defence for the Air Force engage the next objective of the Central Africa Campaign. By pure coincidence formal request from the United States of America had requested an intelligence picture to be built in and around the capital city of Brazzavile, a city sat some distance along the Congo River - the next objective for this operation. However, in an unexpected turn of events, this intelligence picture would directly feed into the US Operation Armed Valkyrie. This was of substantial importance to the Department of Defence particularly after the identification of Swedish/South African nationals in need of repatriation. Understanding the extent of damage in the city was key to establishing violations of international law and the requirement for foreign intervention which, although Stockholm was extremely opposed to, may be essential to ensure the integrity of national security in South Africa and perhaps neighbouring allied overseas territory.

Once able the Lockheed U-2 "Dragon Lady" would have made its way back to Ascension Island, landing in the cover of darkness as per standard operating procedure, where it would undergo preflight checks, replenishment and equipment cleaning. Pilots would cycle out to ensure risks of fatigue were eliminated.

The intelligence picture built from Operation Boron so far has established that the ground-based surveillance capabilities of Congo were lacking and their primary ground-based radar appeared to be SERDAR, a system developed by the Swedish-owned Aselsan A.S. thus the capabilities of this piece of equipment was well known to the Department of Defence. The spy plane being operated by Sweden was specifically designed for high-alititude flights and it's ability to operate in contested airspace - whilst some modern radar had since been developed that was no match for the stealth features of the aircraft, the Aselsan product was not one of them. However, part of a risk assessment obviosuly included the hightened state of security that Congo would now be in. With forces form the United States being in the capital city, it being an ongoing target of bombardment from abroad and the nation being in a state of war, there was obvious risk of military aircraft or even foreign-supplied systems that were not known to the wider world being in place. With this in mind the aircraft would be operating at it's highest possible altitude and a higher state of alert given to the Limpopo Air Force Wing whom manage rapid reaction fighter capabilities in Makhado, South Africa.

Once the necessary replenishment, systems and sensors checks and equipment cleansing processes were complete the aircraft would again taxi to the runway and under the cover of darkness soar back into active operation. Objective OB/3/SU/98 was in operation. Once airborne and systems, sensors and countermeasures were found to be in working order, the aircraft would travel via II > IJ back towards the Congo River at a high enough altitude to avoid local ground-based radar systems, the United States Department of Defence would be informed that the aircraft were airborne.

Specific location was kept classified for obvious reasons throughout operation.

Kelly the Mad Odinson

 

[Connor]

Congo River
December 2001

Now airborne the pilot of the spyplane would carefully navigate his way up the Congo River. This portion of the campaign was always planned however has become overwhelmingly and unexpectedly important since the escalation in tensions between the two halves of Congo. The high level of established threat, harm and risk in the region meant the monitoring of onboard systems and active countermeasures were absolutely essential to mission success and throughout operation the aircraft would operate at the highest possible altitude whilst gathering a strong degree of reliable intelligence with onboard photography equipment. A large portion of the travel through the Congo River was somewhat unimportant as the opening to the intertidal waters resulted in mangroves living either side of the river where it would be next to impossible for military establishment, not to mention a total impossibility for any reliable intelligence gathering from the air.

The first area of note the aircraft would reach would be Boma, the next major port town from Banana as you follow the Congo River. In this location the aircraft would circle the small town, ensuring photographs were taken of the very obvious airfield and coast line. As the aircraft continued to follow the Congo River from Boma, not identifying anything of any real note, it was noticed in clear ground a military set-up of what was clearly identified by the pilot as some form of ground-to-air system - this would be heavily photographed in a variety of distances in order to best identify the equipment. This would be easily identified given the requirement for the 4k44 Redut-M to have enough ground for an established battery alongside the deployment of the missile in a safe environment. Whilst in this region the aircraft would surveil the various islands and dunes within the centre of the river, ideal positioning sites to hold control of a main waterway into two major cities further ahead: Brazzaville and Kinshasa. Once complete the spyplane would continue to its next obvious major population base: Matadi.

Matadi hosts a extremely obvious airfield established to its northern end, entirely detatched from the main town itself and completely isolated within barren land. This was a natural starting point for the pilot. It was immediately apparent however that this field was less-than-ideal for military operations with the runway being dirt and only a small number of satellite buildings, nothing of which would be capable of the maintenance and active operation of any significant military operations. Similarly the port of also quickly identified, although this being in a poor state of repair and clearly rapidly aging equipment. It hosted nothing of any importance - and the same was soon established for the remainder of the town. Time here was fairly limited given the pilot aimed to save his flying hours for the major cities of Brazzaville and Kinshasa further up the river and by this stage, they were the next natural progression.

On the approach to the cityscape it was clear the destruction was of a phenomenal standard on both sides as indirect and unreliable artillery craters littered the metropolitan area. Smoke, fires and/or dust clouds still bellowing form some portions of the city as it were abundantly clear the two sides had been playing tennis with shells across the river. The first stage of the operation was to establish the positioning of any military equipment in the area however the dense thick black smoke from buildings of fire made this extremely difficult in the main bulk of the city. It was only the outskirts, where the smoke began to dissipate, that the pilot would be able to gather any real intelligence. Maya Maya International Airport, given its expanse of land to facilitate the runways and buildings, would largely be easy to photograph and exhibit any established damage to the field. The spyplane would continue to complete laps of the city.

Kelly the Mad

 

[Kelly the Mad]

As the U-2 spy plane approached the Congolese coast, Imperial PAVE PAWS radars would pick up on the slight radar signature, and a team would be assigned to follow it as it progressed. However, the radar system was as of this time unable to confirm whether or not this was an aircraft, and if so what altitude or general location it was in. This reading grew stronger as it progressed inland, and, as it arrived over Boma for its intelligence run, Imperial S-300PMU systems in Kinshasa would be able to make full radar contact with the spy plane. Even at about 70,000 feet, the U-2 spyplane, which has been shot down in the past by even less advanced equipment, was a sitting duck.

The technicians would keep a close eye on the radar signature, zeroing in on altitude and speed, and inputting computer commands, all while the ground crews prepared the systems for firing. A single S-300PMU system would be readied for firing, for a total of 12 TELs or 48 missiles. A second S-300V system would also be fully activated, beyond radar capabilities.

On the 4th floor of Funga 001, Kinshasa, the CDCA was alive. Their last engagement had been the tracking of the American evacuation, however, they had not ceased their monitoring, and now they were debating on the suspicious aircraft flying towards them. Hamisi Falana was very quickly discussing with his immediate subordinates. They had two options. They could either fire ASAP, minimizing the risk of infiltration, or they could wait until they got a better signature and risk losing the initiative. One major factor helped in the decision: at 70,000 feet above sea level, the aircraft was far above commercial and private airliner service ceilings. Combined with the fact that there were no Imperial aircraft in the air and that the entire nation was an active warzone, the order was given.

As the U-2 - flying to the twin capitals now - passed by Sona-Pangu, at a range of about 120 miles from Kinshasa, the final missile guidance radar of the S-300PMU system would lock on. As soon as it was fully locked, 16 48N6P-01 missiles would be launched from the TELs in Kinshasa.

As the ground around the trailers was burnt by the backblast, the 25-foot-long missiles jumped into the air before disappearing into the clouds with a small trail of smoke behind them. It was now up to the computer to do the deed.

In roughly a minute and a half, all of the missiles, flying at the same altitude as the Swedish plane and at more than 4,000 mph, would detonate around the Swedsih plane, either damaging it to a point where it would be forced down or destroying it entirely in the air, pilot and all.

Once the kill was confirmed, a new task force would be assembled in Operation Fallen Angel.

Connor

 

[Connor]

TOP SECRET
Brazzaville
December 2001

With the Lockheed U-2 operating at approximately 70,000ft in and around the general vicinity of Maya Maya International Airport the pilot remained under no illusion that operating in an active warzone was a highly risky operation and likely one of the most risk-filled operation the Kingdom of Sweden had ever operated in recent history. As he had done for the entirety of his flight thus far he would naturally remain constantly observing systems and sensors onboard, in addition to both an encrypted radio channel with the base in Ascension Island but also to local emergency and regional radio channels as appropriate. Radio contact with the base would be infrequent however not radio-silent as the aircraft gathered as much intelligence as it could despite the obstacles of smoke, debris, fire and dust making it increasingly difficult as it flew over areas of specific interest. The pilot, as required when operating at such altitude, would be wearing a pressurised suit and appropriate oxygen intake systems.

The emissions from the PAVE PAWS radar would be phenominal and the pilot, given the Swedish Strategic Defence Network operate a host of an identical system, would very easily recognise radar emissions registering on on-board systems. Very early on in his flight, given the early detection from the coastline and flight through Boma, would be consciously aware of a potential radar hit on his aircraft.

"SHUN OPS, SHUN OPS, TYSON-ONE"​

The pilot would radio into the encrypted Swedish channel as these radar emissions continue to be detected throughout its flight into Brazzaville, a phenomenal distance across a large portion of the country which would only reinforce the suspicion of high-powered radar. Naturally it would be impossible to specifically identify that it were a PAVE PAWS system.

"SHUN OPS, TYSON-ONE, I'VE HAD SOME STRONG RADAR SENSOR ALERTS FOR THE PAST 200KM. I'M FAIRLY CONFIDENT I'M COMPROMISED."
"TYSON-ONE, SHUN OPS, RECEIVING. BRING IT UP."
"ANGELS-SEVEN-ZERO, HEADING FOUR-ZERO, SPEED FOUR-HUNDRED KNOTS. TYSON-ONE OUT.​

Charlie Field "The Perch" is positioned outside Kimbanseke, putting it at approximately 30km from Maya Maya International Airport in Brazzaville. The Lockheed U-2 is operating at approximately 70,000ft (approx. 21km). This would make the hypotenuse around 37km, well within the range of the 48N6P-01 missile which boasts a range of over 190km. Immediately upon the additional ground-to-air systems locking onto the plane, the systems and sensors would begin displaying alert symbols, lights and audible tones. This was now an emergency.

"SHUN OPS, SAM, BEARING ONE-FOUR-ZERO, TYSON-ONE"
"TYSON-ONE, SHUN OPS, SCRAM TWO-SEVEN-ZERO NOW"​

Following the order to scram, the aircraft would make a hard left-hand bank with the view to reach a general heading of 270 bringing it back towards the Congolese coastline. At this stage the aircraft would begin to reach the maximum stresses as the pilots adrenaline begins to pump and the stress levels increase. The mission so far had been uneventful however now the pilot found himself in a warzone, actively spiked by enemy anti-aircraft systems. Although the pilot had not violated international law, it found itself with no deployable countermeasures other than the systems and sensors on-board the aircraft and in foreign enemy territory in an intelligence aircraft. As the aircraft made a hand bank it would begin to drop altitude in the hope that the SAM system would lose its lock given the rapid evasion tactics. Apparently this was not a success and the onboard radar systems would begin to detect the huge signature of the various missiles deploying and tracking directly towards the aircraft. The pilot would shout over the encrypted channel.

"TYSON-ONE IS ENGAGED!"​

Desperately trying to avoid the missiles but still over 100km inside its range and in an aircraft not designed for active combat, the inevitable was coming. Given the situation data analysts in the control centre would begin the data uplink to collect onboard electronically developed intelligence. In the meantime the pilot would prepare for ejection by slowing the aircraft down to a much slower 280 knots. It was too late. The six missiles all detonating around the aircraft with a combined payload of almost 10,000kg would totally destroy the almost entirely unarmored aircraft and cause the aircraft to begin to tumble out of the sky as the huge wings made of fragile metals would essentially turn the fuselage, which was littered with holes, into a dart. The explosion would immediately incapacitate or perhaps even kill the pilot. With the bank, the aircraft would now be flying over Ngamouéri which hosted a few dense forests however was largely open ground. it wouldn't take long for the aircraft to come to the ground where a further huge explosion would take place as the remainder of the jet fuel onboard would ignite - debris would litter the surrounding area.

Second Lieutenant Frederik Koors would be almost unrecognisable as the impact mutilates his body and the extreme heat of the intense flames barbecue his flesh.

Shun Ops, the command centre, would continue to attempt radio communications with the aircraft but given the lack of response it was clear that this aircraft was likely a total loss. The emergency situation would be flagged to the Department of Defence.

Kelly the Mad

 

[Kelly the Mad]

Hamisi Falana watched as the radar signature dropped, landing firmly outside of Brazzaville. At that distance, no surveillance over Kinshasa or its facilities could have been conducted. However, now the primary objective was recovery and identification.

At Delta Field, the majority of the Imperial rotary wing fleet, 12 Mi-26s and 30 Mi-6s, would fuel up and depart for Charlie Field. Here they would meet up with the remaining 12 Mi-26s and 4,860 Airborne/Pathfinder specialist soldiers. Immediately they would top up their fuel, collect firefighting and first aid equipment, and set out for the crash site just over the river, flying around the outskirts and slums of the city at 12,000 feet before landing at the crash site. This is expected to take about an hour.

At the same time, two Hermes 450 drones would also depart from Charlie Field at 5,000 feet, scouring the fields outside of Brazzaville for the large column of smoke that would betray the stricken foreign aircraft. At this point they would fly down to 1,000 feet, avoiding any obvious obstacles, and take detailed pictures from the skies as the crash was in its early minutes of burning.

As well as this, a SA.3164 Alouette-Canon would take off from Charlie Field with a complement of 5 Counter-Terrorism specialists onboard. Flying at its top speed of 130mph at about 100 feet above the earth, this aircraft would make a B-line over Brazzaville towards the crash site, likely arriving even before the Hermes drones. Upon arriving at the crash site, the helicopter would hover a few feet above the ground for no more than 2 seconds as the special forces departed, before returning to an elevation of 800 feet to provide potential fire support. The Special Forces would take close-up photographs and videos, specifically of any type of identification. Then, while one man remained to take photographs, the other 4 would take up defensive positions surrounding it.

Finally, a Harbin SH-5 aircraft would take off from Charlie field before very quickly dipping into the Congo river for water. Then, it would reach an elevation of only 300 feet above the ground, approaching the downed aircraft at 200 mph (or as close as possible to stall speed), dropping the freshwater over the fire, and extinguishing it. By this point, photographs would already have been taken from the air by the drones and from land by the special forces. The aircraft would then rise to 25,000 feet and return to base.

All of this would occur simultaneously.

ManBear Connor

 

[Bossza007]

XOperation Pong Na Pha KlaiXX
XThe Conolgese EmpireXXXXX
XDecember 2001XXXXXXXXX

---

As the Swedish Operation Boron has been a successful phenomenon, it is no surprise that the day of catastrophe will come. As the Thai Expedition Force to Congo station at the Charlie Filed, they would observe a change in the dynamic of the airbase, including the tension around them. The NIA unit in Kinshasa would not surprise as they hear from the military counterpart regarding the differentiation in Congolese military procedure. Given that the Thai Embassy in Kinshasa is a three-floor building(additional constructed by the Thai Government.), possibly the largest in the International Complex, the NIA operative on the building deck already observes the sky around them. They would note the Swedish Lockheed U-2 as it flies above the Brazzaville, given that many NIA operative is viewing the sky. "What is that object in the sky? Does anyone have better binoculars? Isn't that a fucking plane? I don't believe I will see a bird that big in the sky, though." The remark shocked other operatives as they tried to locate the plane together. "Look like the Swedish is doing something again. I have heard that they have done intelligence gathering before. It is easy to reach this conclusion since the American was here a few days ago." After numerous discussions, many missiles would fire toward the Swedish aircraft. The NIA operatives would capture the moment of engagement with their camera for photographs and video. After a moment, the Congolese Anti-Air Defense successfully shot down a Swedish aircraft. "Rest in peace, our poor human friend." A remark made by an agent who stands still to honor the Swedish crew's bravery.

"THIS IS THE EXPEDITION FORCE. WE ARE OBSERVING MANY AIRCRAFT TAKING OFF FROM THE CHARLIE FIELD."

The Swedish would be made aware of aircraft activities at the Charlie Field. Connor ​

---

A mystery letter would be slip through the Funga 001.​

Private | Maximum Secure Encrypted (AES | CBC)| Guidelines is include on the separate paper​

The Government of Thailand​

154, Boulevard du 30 juin. Kinshasa/Gombe December 17, 2001

---

Subject: -
From: -
To: The Head of the Congolese intelligence. Kelly the Mad

What a predicament: an unknown aircraft entered the area of conflict, maybe inflicting harm on your civilians or gathering information, forcing your country to shoot it down. We have been keeping an eye on things, and we can see that you are not far from us. We represent the National Intelligence Agency of Thailand's Central Africa division. Perhaps you'd want our assistance to learn more specifically about what's going on. Together with your Anti-Air system, Thailand's Expedition Force is monitoring the planes in the Congo rather effectively. It is your responsibility to protect your nation even though we weren't the ones to start a fight. We have an extensive intelligence operation spread, as you may have heard from the government. We are aware of what is going on and are familiar with you. Consider sending an email or letter back to our Thai headquarters if you're curious to learn more. We don't need to remain secret because my colleague and I are ready to validate your real name. May god be on your side. I heard it is what you people say.​

Best Regard
Yours mate​

---

 

[Kelly the Mad]

After the site had been secured, the Air Assault troops would be scattered throughout the plains and into the partial woods to collect any other artifacts of the crash, identified by the drones and helicopters operating in the area or simply by foot searches. Once they were satisfied the bulk of the debris had been collected, two of the Mi-26 heavy-lift helicopters would be loaded with all of the wreckage, including the large segments of the fuselage and cockpit that would likely remain (Considering the 1960 shootdown of a U-2 at a similar altitude, where significant amounts of debris were collected, including most internal systems intact.) These would then fly again in a wide arc around Brazzaville, accompanied by all of the other transport helicopters deployed there, including the Allouette, however leaving behind all Air Assault troops. These helicopters would all return to Charlie Field, where all stationed there would remain. The other helicopters would then continue to Delta Field, where all stationed there would remain. Finally, the two Mi-26s carrying the debris would fly out to the CDDC under the cover of darkness, landing and unloading their contents for investigation.

Operations by the Air Assault troops and Special Forces outside Brazzaville would remain unchanged, a tent covering the crash site, searches for debris continuing, aiming to give the perspective of an ongoing investigation. If all went according to plan, only the crew of those two helicopters, the 5 special forces men - who were the only ones permitted access to the direct crash site - and the dozen or so men who helped load the debris into the helicopters would know that the debris was no longer on site. And only the pilots and the Intelligence branch of the government would know where it had been secured.

Connor

 

[Connor]

TOP SECRET
Brazzaville
January 2002

Given the sharp bank of the aircraft after the scram order was issued by the Ascension Island command station and the extreme stresses on the aircraft frame during this manoeuvre as the missile struck the aircraft it would have began its decline almost in a wing-first decline, resulting in a rapid out-of-control spin from the sky as the on-board control systems would have undoubtedly failed. This corkscrew effect, on an aircraft already falling to pieces by not one single missile (as occurred in the 1960 incident), but much rather sixteen (a warhead payload 12 times the size of the 1960 incident) which would have resulted in catastrophic damage to the aircraft well before it hit the ground. As the aircraft did come to rest, after it's corkscrew and the extensive damage to the unarmoured fuselage would almost entirely destroy most of the onboard systems and sensors - whilst some avionics may have been accessible and in some form of recognisable condition, although irreparable, the external systems and sensors (such as radar and camera equipment) would have faced phenomenal damage by the sixteen warheads and hitting the ground at thousands of miles per hour would have totally destroyed them. Fragments of equipment may well have been collected however the speed, height and direction of the aircraft would have led to a crash site several miles in diameter which in a war-torn region, scattered amongst dense forests and a cityscape would take a huge amount of manpower and time to scavenge.

Kelly the Mad

 

[Kelly the Mad]

Luckily, a division standing almost 5,000 men strong had been flown into the area, and with the aid of several aircraft performing reconnaissance, the search of the mostly open area would be relatively painless. The few dense patches of woodland would be covered relatively effectively by the thousands of soldiers, locating the landing of any larger artifacts by tell-tale patches of destroyed undergrowth or even fires from the high-temperature chunks of metal. While the avionics would be damaged beyond the point of recovering data from most modules, they would still be identifiable as surveillance and communications equipment. As well as this, investigators at the CDDC would continue to look through the wreckage they had received for the aircraft's black box, carried on most military aircraft. The severely burned body of the pilot would be extracted and autopsied, with tissue samples, dental records, and fingerprints taken, if possible, and any and all identifiable factors recorded. After this, it would be frozen and put into storage for future reference and investigation. A detailed autopsy report would be filed locally, alongside any clothing or equipment recovered.

Connor