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Ecuador Air Force
The origins of the air force (Fuerza Aérea Ecuatoriana--FAE)
date to the early 1920s when, under the guidance of an Italian
military mission, Ecuador acquired several planes and established
a flying school near Guayaquil. During the 1930s, the air force,
still subordinate to the army, came under growing United States
influence as it purchased a number of Curtis Wright training planes
and employed United States advisers. By the time of the brief war
with Peru in 1941, the air force had forty-eight pilots but,
lacking modern combat aircraft, did not present a serious threat to
the Peruvians.
During World War II, the United States transferred a number of
training aircraft to Ecuador, provided advanced training to
Ecuadorian pilots, and operated the air base at Salinas. The first
combat squadron was formed with seven obsolescent Seversky P-35
fighters. After becoming independent from the army in 1944, the FAE
received additional planes under the United States Military
Assistance Program, including twenty F-47 Thunderbolts to replace
the P-35s, Catalina maritime patrol aircraft, and a number of C-47
transports. During the 1950s, the air force purchased its first jet
fighters, Gloster Meteors, from Britain, along with Canberra B-6
jet-engined bombers. The FAE deactivated the bomber squadron in
1981; although it retained the three surviving Canberras in reserve
status, they were no longer flyable by 1987. Sixteen F-80s supplied
by the United States in 1958-60 permitted creation of a second jet
fighter squadron.
During the 1970s, new oil revenues enabled the FAE to modernize
its combat fleet by purchasing British Jaguars to replace the
Meteors and F-80s in the ground attack role, as well as Cessna
A-37Bs suitable for training and counterinsurgency operations.
After the United States licensed the export of General Electric
engines, Ecuador purchased twelve Israeli Kfir fighters in the
early 1980s. The FAE also placed an order for sixteen Frenchmanufactured Mirage F-1s, plus two Mirage trainers, deliveries of
which began in early 1979. All combat aircraft were equipped with
French- or Israeli-origin air-to-air missiles. Total personnel
strength was believed to be somewhat less than 5,000 in 1988.
As of 1989, Jaguars, Kfirs, and Mirages provided the FAE's
three fighter squadrons with a small but modern and effective
combat air arm. The FAE had also received a number of Lockheed
At-33 Shooting Stars from United States stocks, refurbished for
light attack and advanced training roles (see
table 21, Appendix).
The jet pilots were a highly select group, well-trained and
competent. The quality of other FAE personnel varied, and the
mixture of equipment sources presented a maintenance and training
problem. The FAE as a whole had only a marginally satisfactory
safety record.
The FAE divided Ecuador into two air zones, the first covering
the coastal areas from its headquarters at Taura near Guayaquil and
the second covering the remainder of the country from Marshal Sucre
International Airport at Quito. These two facilities also
functioned as the FAE's principal air bases. The first-line combat
squadrons operated from Taura, although they were regularly
deployed to other air bases in various parts of the country. The
Mera airfield--developed by the Texaco-Gulf oil consortium--was the
only one in the Oriente long enough to accept jet aircraft. The air
force paratroop squadron, a combat commando unit, was disbanded
after its involvement in the kidnaping of the president in 1987. It
was replaced by a special police unit, wearing a distinctive
uniform, with responsibility for air base security.
The Military Air Transport Command incorporated the civil
airline operated by the military, Ecuadorian Military Air Transport
(Transportes Aéreos Militares Ecuatorianos--TAME), as well as the
international civil airline, Ecuatoriana. TAME had both military
and civilian crews, including many retired FAE pilots. The
passenger and cargo fleet with dual civil-military markings
consisted mainly of Boeing 707s, 720s, and 727s.
Israeli teams under contract carried out major overhaul for
many aircraft, including commercial planes flown by TAME. FAE
technicians working under Israeli supervision maintained and
carried out some overhaul of Kfirs, T-34s, and A-37s at Cotopaxi
Air Base at Latacunga. In addition to serving as Ecuador's
principal maintenance and training center, Cotopaxi had the
country's longest landing strip.
The Air Force Academy, located at Salinas, provided a
three-year course for aspiring FAE officers. Cadets received basic
flying instruction mainly on T-34s. After commissioning, those
officers selected for jet training attended the Military Aviation
School and received instruction on the At-33, the A-37, and the
Strikemaster. Future helicopter pilots trained at Manta. A
specialists' school in Guayaquil offered nonflight instruction for
technicians and engineers. The eighteen-month program consisted of
six months of basic military instruction followed by training
courses in maintenance of jet and reciprocating engines, air
frames, hydraulics, electronics, radar, and aerial photography. The
Air War College at Quito offered a general staff course of two
academic years' duration, qualifying field-grade officers for
promotion to senior ranks and general staff assignments.
Data as of 1989
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