Spotter Magazine Issue 21

welcome Welcome to 2020. Welcome to another issue of Spotter Magazine. More importantly, welcome across new boundaries. In this issue, we welcome amongst our contributors one of the youngest and most promising aviation photographers in our scene. And she will surely remind us of our enthusiasm when most of us started looking at aircraft as kids. And hats off to her proud parents for encouraging her to develop her skills through this passion of hers. The world needs more Abbies.

On the social media side, Spotter Magazine has made great strides, with our page surpassing 5,000 likes this month. It is great to be part of a large worldwide community.

Once again, we thank our volunteer contributors for their time and effort.

Enjoy!

Mark Zerafa Editor EDITORIAL Editor:

Mark Zerafa

Design Assistant: Massimiliano Zammit

ADVERTISING AND COMMERCIAL:

Email:

spottermagmalta@gmail.com

EDITORIAL ADDRESS: 238, ‘Morning Star’, Manuel Dimech Str., Sliema, Malta

copyright notice

ABBIE WILLMIN

All photos and articles remain the intellectual and artistic property of the respective credited persons.

All unauthorised reproduction, by any means, both printed and digital, is considered an infringement of this copyright and all remedies available by law will be taken against any infringements of such copyright.

contents The Apache Princess

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Open Skies in Ciampino

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Hellenic Tactical Fighter School

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Malta’s Piper Cub Flies

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Northern Edge

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Toncontin Airport

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Anatolian Eagle 2019

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Snaps from Toulouse

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Noratlas Memorial

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Vipers in Moron

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Gatwick’s Golden Years

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Gina in Action

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Building Italeri’s 1:48 Typhoon

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credits CRAIG SLUMAN

Graphic Design:

Massimiliano Zammit,

Artworks:

Dimitris Stathopoulos Richard J. Caruana

Contributors:

Abbie Willmin Emily Willmin Filippo Martini Gianluca Storti

GIANLUCA STORTI

Sergio Lanna Matthew Borg Cardona Leonardo Alejandro Ramos Berríos Hans Antonissen Patrick Roegies Yannick Delamarre Ian Lane Clive Grant Craig Sluman Nigel Goodson Cliff Ibell Westleight Bushell Cover:

A Turkish Air Force F-4E tucks in under a KC-135 tanker for in-flight refueling (Turkish Air Force)

HELICOPTERS

Text: Abbie and Emily Willmin Photos: Abbie Willmin

Eight-year old Abbie has been fascinated with helicopters since the age of three. It all started her father, a keen photographer took her to the Salisbury Plain Training Area (SPTA) for the very first time and since then she has been hooked. Abbie saw RAF Chinooks from RAF Odiham, Pumas from RAF Benson and Merlins from RNAS Yeovilton, but her favourite was the Army Air Corps Apache attack helicopter from AAC Middle Wallop.

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Eight-year old Abbie has been fascinated with helicopters since the age of three. It all started her father, a keen photographer took her to the Salisbury Plain Training Area (SPTA) for the very first time and since then she has been hooked. Abbie saw RAF Chinooks from RAF Odiham, Pumas from RAF Benson and Merlins from RNAS Yeovilton, but her favourite was the Army Air Corps Apache attack helicopter from AAC Middle Wallop.

Abbie explained why she liked the Apache so much, "Seeing the Apache doing its operational duties made me feel happy and excited, and from this day I wanted to be a pilot of one".

Apaches on Salisbury Plain carry out a vast array of training exercises including general handling, navigation and combat air support training for both operational pilots and new pilots who will convert to the operational squadron at AAC Wattisham.

don at the Honorable Artillery Company and recently she was able to sit in the Apache for the second time at RAF Fairford during the Royal International Air Tattoo.

Abbie has since started a Facebook page with the support and moderation from her Dad. The page now has over 300 likes, and she really enjoys seeing people like her pictures and videos.

Unfortunately, having unusual hobbies comes at a price at times, and Abbie felt she was bullied at school, because a lot of children made fun of her because of her dream, but through the support she received from her Facebook page, she is proud to have overcome this. Her page has also attracted the attention of service personnel and she tries to share as much from other armed forces pages as she can, and continues to like and share her videos and pictures on the page.

Abbie has been lucky enough to sit in the Apache many years ago. This was in Lon9

Abbie normally visits Salisbury Plain with her Dad and older sister and is always overwhelmed when she sees the Apache Helicopter, which uses the callsign "Panther".

Abbie also fondly recalls her first meeting with the Apache Display Team, when she attended an airshow at Duxford. Heading straight to the static Apache, she asked for the members of the team. She met with the team before and after their display and asked them many questions. She then offered the team a photobook with the pictures that she had taken over a period of time. The team posed for a few pictures with her and gave her their squadron patch for the army jacket that she had bought from her own pocket money, which unsurprisingly has Army Air Corps Apache patches on it. Next on her wishlist is a flight suit.

Abbie continues to follow numerous Army Air Corps Facebook pages and shares and likes what they post, she asked her dad what they were doing while on a recent deployment to Croatia and messages the Attack Helicopter Team regular asking how they all are. With the team being fully operational pilots, Abbie understands that sometimes the response from them may take some time.

On attending the Royal International Air Tattoo with her dad and older sis-

ter, Abbie insisted that they were to visit the Apache team straight away. Abbie greeted the team with the Army Air Corps flag flying in the wind and a massive smile. Again both Abbie and the team spoke for many minutes regarding their recent time away and general subjects. Before the team headed off for their display briefing, they gave Abbie a special treat. Despite their busy schedule, the team found the time to get a child's T-shirt made especially for Abbie, mirrored on the one the team wear. She likes to wear this Tshirt whenever she heads out to watch helicopters.

And as for the future? One day, Abbie wishes to be an operational pilot, and then the display pilot, before finally becoming Officer Commanding at AAC Wattisham. At Spotter Magazine, we wish her the best of luck in her endeavours.

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MILITARY

Text: Mark Zerafa Photos: Filippo Martini

As part of ongoing monitoring as part of the Open Skies Treaty, a Russian Antonov An-30 called at Ciampino Airport in Rome, Italy. This presented a rare opportunity to spot an increasingly unique aircraft.

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Coming in lished a pr territory o treaty, wh each other With obse

nto force on January 1st, 2002, The Treaty on Open Skies estabrogramme of unarmed aerial surveillance flights over the entire of participant countries. Currently, 35 countries are signed into the hich aims to foster mutual understanding and confidence about rs’ armed forces and activities which may be of concern to them. ervation aircraft being provided by either the observing country,

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or the country being observed, a number of types are used for the purpose, including the OC-135B (United States), C-130 (Canada), Saab 340 (Sweden) and Airbus A319 (Germany). Russia operated a number of aircraft, including the Antonov An-30 and Tupolev Tu-154, both of which are due to be replaced by the Tupolev Tu-214 15

MILITARY

Text: Gianluca Storti Photos: Gianluca Storti Profiles: Dimitris Stathopoulos

In the low sunlight of this november morning, two couples of F-4E’s belonging to 339 Mira "Ajax" slide away as if in a silent movie for one of the first missions of the day; further on my right, an "Aegean Phantom" is returning to its HAS in the area that just few months ago belonged to 338 Sqn .; a F-16 D Block 52 of 337 Mira "Ghost" of Larisa at last chance point waits for an F-16 D of the 330 Mira to free the runway. The personnel in the Apron Delta is around their eight F-16’s C/ D, to prepare the wave of mid-morning, carrying out all the checks of the list.

Andravida is home to the 117 Combat Wing of the Hellenic Air Force and KEAT (KEntro Aeroporikis Taktikis, but on the base there are also other aircraft belonging to all Greek fighter squadrons.

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The FWS is a joint school that provides training for professionals of all the grrek armed forces.

The focus is on air-to-air, air-to-surface and electronic war tactics. The aim of the school is to provide the best training to the best pilots, to make them become an elite among the pilots of their air force. The course lasts about three months, including a course for "mission commander", one for helicopters and one to become "best pilot". Students are carefully selected from almost every combat specialty drawn from across all the frontline squadrons: they will have above average experience: they bring here their own aircraft, as KEAT does not have its own assigned aircraft, at least one combat aircraft of each type is temporarily based at Andravida for the duration of the course, some 10 to 15 aircraft.

Only the best can enter the school, up to the squadron commander the choice of the pilot to send here: he will surely select the man with the best experience, onw who had no accidents at all, the best in the group, one of the firsts on his list.

To become an instructor of fighter pilots a different course is organized. Some pilots already have experience, others start from scratch. After passing the exam in this school, the pilot will become an instructor pilot of the Weapon School.

Exactly as we saw in the famous movie "Top Gun". Having about ten instructors permanently assigned to KEAT, these pilots are selected from those that have excelled at a previous SOT course. Almost every course discovers a potential SOT instructor. SOT instructors are either senior majors or senior captains and will have attended Red Flag exercises in the U.S.A. and the NATO TLP. The Fighters Weapons School mission is: The Advance Operational Flight – Practical Training of HAF Staff in Air Operation Tactics and the Use of Weapon Systems and EW means against Threat.

Providing Academic training to the HAF Staff in the weapon systems, the Electronic Warfare and the Air-to-Air and Air-to-Surface Tactics.

The Operational structure and evaluation of the Tactical and exploitative methods of the HAF Weapons Systems and EW means.

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- Contr - Partic Tactic manu - Assist imple - The r Flight

The FW subjects headqu

Thus th

rol of Flight Tests of aircraft, Weapon Systems and EW means. cipation in the promotion and dissemination of creative cal Thinking to HAF Staff by issuing or revising relevant uals and training notes. tance and support for Flight Test programs during the ementation phase. responsibility to prepare and implement any of the AIRTAC t program.

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The two-week Composite Air Operations (COMAO) Course, the first of which focuses on lectures on the scope of missions compiling COMAO and the second on practice through scenarios and objectives given to the participants. The seminar takes place once a year and is directed to pilots and INTEL officers.

The Weapons Course, which teaches the methodology to study the targets and the probability of their destruction. The course monitors flying and intelligence officers mainly manned by the WeaponsTactics Unit of the PA of War.

WS provides academic training on operational and specialised s. It takes the form of courses and seminars at the school The Intelligence Course, which aims to provide the necessary knowledge and training to the participating Officers and INTEL nonuarters, commissioned Officers. The aim is the effective participation of executives in the preparation of missions at squadron level. he following training fields are covered: The Flight Leadership Course which provides theoretical training for candidate Flight leaders, in order to fulfilltheir new tasks safely and effectively.

The Test Pilots Course which provides Academic training in the philosophy of flight tests concerning the execution of trials for the certification of aircraft, weapons, or aircraft systems.

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The first batch of 36 Phantoms were ordered in 1972, with the first six arriving at Andravida on April 5th, 1974., and were delivered to 339 Mira.

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The training here is more realistic with more and varied assets which are used by experts. Having aircraft of every type and ground air defence, it is very challenging for pilots to reach their goals, they know they have to give all, because failing to prepare, is preparing to fail.

During the following year the first training course for pilots for attack squadrons was completed. Those were difficult times for Hellenic Air Force and Greece in general. The military coup in 1967 had isolated the country from the international community and also from NATO allies: the progressive deterioration of relations with the neighbor Turkey and the There is a polygon west of Andravida, a large training area, a following Cyprus crisis, culminating in the Turkish invasion of good theater of operations, quite extensive in length and the northern part of the island in July 1974, led Greece out of width, without altitude limitations, either vertically in the sky, the NATO command structure. or at low altitude. The best area to fly, go supersonic or lowlevel, the best you can have. The twenty-one sorties chosen Greece would return to it only after six years, in 1980, when for the course, range from simple two-to-two missions, in was launched a vast military re-equipment program, order to familiarize themselves with the objectives of the introducing a policy of diversifying the origin of the same course, and then proceed to two-on-four, four-on-four, defense equipment. The Hellenic Air Force was thus equipped COMAO (COMBINED AIR OPERATION) missions and then with a series of different high performance fighters, from the many against many, at night, during the day and at low F-104G Starfighter to the F-4E Phantom, from the F-5A altitude, in an environment where there are terrestrial threats Freedom Fighter to the A-7E/H Corsair, from the Mirage F-1that also include surface-to-air missile systems.

CG to the F-16 C/D Block 30 Fighting Falcon and the Mirage 2000-EG/BG. The first F-4E Phantom arrived in Greece in April The origins of Airtac Center “KEAT", as this unity is known in 1974 just here in Andravida, equipping the 339 Mira "Ajax" the international and NATO fields, date back to 1975 when, and, the following year, the 338 Mira "Ares", recently merged with the arrival of the new F-4E Phantom fighter jets at the in the 339 Mira. Prior to the two squadrons’ merger, 338 was 117 Combat Wing of Andravida, the SOT (Scholio Oplon tasked primarily with air-to-ground and 339 with air defence.

Tactikis), a school of weapons and tactics, was formed, having Now they are a multi-role squadron, all pilots being trained as instructors the crews trained in the United States in tactics for both missions and must be able to employ all available of search and bombing by veteran pilots of the Vietnam war. weapons, experts in various tasks or weapons.

All 198 ded 198 var staff effe trai And foc -toan ope in t inte und Sta

In 1 for uni cou res mo

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this was also reflected on the men of the SOT, first, in 80, with the creation of a training course specifically dicated to pilots of the air defense squadrons and, later, in 83, with the reunification in a unique training structure rious training entities from various sites, decided by the ff of the Hellenic Air Force in order to respond more ectively to the ever increasing demands for operational ining and with the birth of KEAT as an independent unit in dravida. Initially, the efforts of the newly established unit cused on aerial tactics, mainly covering the air-to-air and air -surface aspects of air combat, and on electronic warfare, aspect that was becoming increasingly doctrinal and erational. In fact, in 1987 another requirement was added the electronic war sector, with the establishment of the er-force school of electronic warfare, thus placing the unit der the direct supervision of the Greek National Defense aff.

1990, after organizing and carrying out 20 training courses the pilots of the fighter fighters and 15 of the interceptor its, the School of Tactical Weapons assembled the two urses in a single cycle of air combat training, to better pond to the development of methods of performing odern aerial operations.

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F-16D Block 50 is on charge with 347 Squadron at Nea Anchialos Air Base in the air-to-ground role.

F-16D Block 52+ is tasked mainly wit h the air-to-ground mission , with 340 Mira at Souda Bay.

F-16D Block 52+ on charge with 337 Squadron ‘Fantasma’ at Larissa AB. A former F-4E operator, the squadron is mainly tasked in the air-to-air role.

F-16C Block 52+ based at Araxos with 335 Mira ‘Tigros’, a former A-7E Corsair operator.

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72-01507 F-4E Phantom AUP from 338 Mira, in special markings as it appeared at Volkel for the 2019 Luchtmachtdagen.

77-1744 F-4E Phantom AUP as painted in its special scheme celebrating the 65th anniversary of 339 Mira ‘Aias’. Sadly this was also the occasion of the squadron’s disbandment on October 31st, 2017. The airframe was not retired however, and after maintenance was still flying with 338 Mira.

72-01510 F-4E Phantom AUP painted in special tail markings to mark the 60th anniversary of 338 Mira.

77-1744 F-4E Phantom AUP as painted in its special scheme celebrating the 65th anniversary of 339 Mira ‘Aias’. Sadly this was also the occasion of the squadron’s disbandment on October 31st, 2017. The airframe was not retired however, and after maintenance was still flying with 338 Mira.

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CLASSIC AIRCRAFT

Text: Photos: Profile:

Mark Zerafa Matthew Borg Cardona Richard J. Caruana

The Malta Aviation Museum has successfully conducted the first few test flights of its latest restoration, Piper L4H Cub c/n 11883. Powered by a Continental A-65-8A, the aircraft has been painted to represent an L-bird at the Anzio landings in Operation Husky, the amphibious landing in Sicily.

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Built in 1944, it originally wore the serial 44-79587, but some CAA paperwork from the 50s also mentions 44-79580, which was a mis-reading of the hand-written logbooks. Sold in France in the 50s, it was registered as F-BBIN, before moving to England in 1980 where it wore the registration G-BHZA till April 3rd, 1989. Records show that it was fitted with a more powerful Continental C90-8F at that point. It was reregistered as G-LFOR on December 11th, 2007 .

In May 2013, the aircraft was in Germany, and was sold as a project to the Malta Aviation Museum, which then proceeded with its full restoration to flying condition, with an original -spec engine, in the expert hands of in-house restorer David Polidano, to fly under the Maltese registration 9H-CUB. The aircraft has been repainted to represent a Piper Cub in Operation Husky, the Allied invasion of Sicily, which happened on the night between the 9th and the 10th July 1943.

This operation had a considerable impact on World War II, as not only did this make the Mediterranean sea supply routes much safer for the Allies, but the German Wehrmacht had to redirect valuable assets from the Eastern front to shore up its defences in Italy.

The Piper Cub was used extensively in World War II for battlefield reconnaissance, liaison and resupply duties, artillery spotting and medical evacuation duties. In its usual configuration, the aircraft would carry a crew of two (a pilot and observer), and a 25-pound communications radio, and it was not unknown for Cubs to be fitted with improvised armament fits, including underwing bazooka rocket launchers, through which some tank kills were achieved. However, the Cub’s most dubious honour was that of making the last air-to -air kill in the European Theatre of Operations, when an American Cub on an artillery spotting mission engaged a German Fieseler Storch using the pilot and observer’s hand pistols, forcing it to crash-land.

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All smiles! Capt. Phil Shaw, chief pilot for the Malta Aviation Museum disembarks from the Piper Cub after a successful post-restoration test flight.

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MILITARY

Text: Hans Antonissen and Patrick Roegies Photos: Hans Antonissen

From Monday 13 May until Friday 24 May 2019, the bi-annual exercise Northern Edge 2019 took place in the northern state of Alaska comprising the participation of approximately 200 combat aircraft and 10,000 military personnel of the military services Air Force, Navy, Marines and Coast Guard.

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Eielson Air Force Base flight line during Northern Edge, 4 F-15’s from 44 Fighter Squadron, 18 Wing, Kadena Air Force Base 37

First time participant for Northern Ed from Nellis Air Force Base. All aircraft (Test and Evaluation Squadron)/53 W (Weapons Squadron)/57 Wing.

VMFA-121 “Green Knights� was the first frontline Marine squad 35B. After turning in their F-18D Hornets at MCAS Miramar (Ma tion), California they moved from MAG-11 to MAG-13 (Marine A MCAS Yuma and started to work up as a F-35 unit. In 2017 they MCAS Iwakuni, Japan, as the first forward deployed permanent

dge were the F-35A’s ft were from 422 TES Wing and 6 WPS

dron to receive the Farine Corps Air StaAircraft Group) at moved to MAG-12 at F-35B squadron.

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“Alaska is not only the most strategic place in the world, Alaska provides the exercise with 110,000 square miles of space between the joint pacific, air ground range and Gulf of Alaska which enables the exercise to train according to a set of objectives and a level of intensity that cannot be replicated anywhere else” according to United States Air force Brigadier General Daniel “Rock” Hieres, exercise director for Northern Edge 2019.

occur in the Indo-Pacific region. Specifically, it is to develop the combat skills of Naval, Marine and Air Force aviators, and ground personnel to be able to respond to crisis, hone tactical skills, command and control and especially interoperability with other sister services. The 2019 event included the participation of an aircraft carrier battle group after an absence of almost 10 years bringing a full complement of naval air power. The 7th Marine regiment also participated and they have come The Alaskan premier joint exercise Northern Edge exer- up in elements to form a special purpose air-ground cise found its roots almost half a century ago and origi- task force that is fully integrated air and land. nated in 1975 as the Jack Frost exercise. With the exception of 1978 three Jack Frost exercises took place until “Northern Edge is a joint training exercise that allows 1979 in which the exercise evolved into a joint forces aviators and other operators to train against a very roexercise. The final Jack Frost event took place from Jan- bust adversary threat scenario which gives them an opuary 10 to February 15, 1979 and the exercise included portunity to hone their skills and improve upon the arethe training of command and control techniques includ- as which need it,” said U.S. Air Force Maj. Larin Wong, a ing procedures for joint task force operations. Later that Pacific Air Forces planner for NE19. “This bi-annual exeryear, US Readiness Command was notified that the cise really allows our force to practice new tactics and name used for the exercise was prohibited and was re- techniques for future combat operations and weapons named to “Brim Frost” employment.”

Additionally, this allowed joint force units from the Air The first edition of Brim Frost was organized in 1991 and Force, Marine Corps and Navy to train together and five US readiness command editions took place until enhance interoperability between the branches.

1989 under this exercise name. The exercise, again, evolved in participation level from 18,0000 servicemen “It’s a joint fight,” said Wong. “That is why being in Alasto 26,000 servicemen in 1989, introducing numerous ka is so advantageous to us, I don’t think we have ancommunications initiatives such as AWACS, satellites, other space that has as big of a training area combining and electronic intelligence to the exercise. air, land and sea. Being here allows us opportunities to work communication lines and practice command and In 1991 Brim Frost was renamed again to Arctic Warrior control of both air and ground working a coordinated as a result of the re-establishment of Alaska Command fight with air and sea to make sure we can utilize the in 1990. As an direct effect the exercise sponsorship was right tactics and perfect our capabilities as a force.” transferred from Forces Command to Pacific Command.

The exercise again evolved in this period featuring live firing missions. The next edition organized was renamed Wong said the lessons from the exercise benefit more to Northern Edge which took place in 1993. During the than just the participating units because individuals who 1995 event three stages of the exercise were introduced experience this training are able to take their new tacwhich meant the exercise period was to be extended to tics, procedures and inter-service experiences with over one month. This event tested and validated AL- them as they move on to in their careers to units COMs ability to field a deployable joint task force. The throughout the world. exercise kept evolving and will keep evolving in the future. The primary exercise goal is to integrate operation Second time F-35 participants were VMFA-121 Green techniques and procedures, enhancing the participating Knights bringing the “B VTOL” (Vertical Take Off and forces abilities to work together anywhere in the world. Landing) model from Marine Corps Air Station Iwakuni.

Japan. According to Lieutenant Colonel Michael RounGeneral Hieres, “the purpose of Northern edge compris- tree, commanding officer of the Green Knights, one of es three main objectives we are aiming to develop dur- the main drivers for them to come to Northern Edge ing the exercise. The primary goal is the development of was, besides doing the regular NE missions, to operate the tactical skills, air introjection, air-ground, air to in- forward arming and refuelling points for several days. trojection of sea targets and the second objective is the This means they would start out of Joint Base Elmendevelopment of the communication and the third objec- dorf-Richardson (JBER) with a regular NE mission and after completion they would fly to their forward opertive is the development of command and control”.

In its current shape Northern Edge is a bi-annual de- ating location get the aircraft turned around, plan and signed to replicate a series of potential crisis that could do the next NE sortie from that location before 39

returning to JBER. This was kind of an exercise within the exercise. Sorting everything out and especially getting all the logistics at the right place in the right time. With the block 3f capability the F-35B’s from VMFA-121 have already passed the first few chapters as an operational unit and are “right there now” as Rountree puts it. “NE is one the most robust venues we can participate in, it is fighting the way we would actually fight as part of a joint force, Navy, Air Force, Marines, 4th and 5th gen aircraft all working together to an end so this was probably the best training, large force exercise, we can get”.

During the exercise, adversarial support, or “red air”, was provided by both the U.S. Air Force 18th Aggressor Squadron F-16C Fighting Falcons and Airborne Tactical Advantage Company (ATAC) Hawker Hunters MK-58 to afford realistic training opportunities to friendly, or “blue air” units.

Eielsons 18 AGRS, together with 64 AGRS at Nellis AFB, Nevada, are the only units within the United States Air Force inventory that are dedicated adversaries, replicating the flying styles and abilities of foreign air forces in order to train USAF pilots against realistic opposition. Their aircraft are painted in different paint schemes, representing the threats they are supposed to duplicate.

The EA-18G Growler, electronic warfare aircraft is a specialised version of the F-18F Super Hornet. The Growlers are mostly used for Suppression of Enemy Air Defences (SEAD).

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“We are the primary threat replicators during this exercise,” said Lt. Col. Jason “Majik” Monaco, Commanding officer of the 18th Aggressor Squadron. “It’s Indo Pacific Command’s largest joint exercise which occurs every two years. The reason it’s such a big deal is because it allows all these units to come from around the world and then use the over-water airspace, over-land airspace, threat simulator actors and ranges. Northern Edge provides unmatched training for all the pilots and support members involved”.

It is our role as ”MIG-1” which means we are the mission commander for all Red Forces but also the safety observer for the entire air battle and have to ensure safety comes first, no matter the scale or type of aircraft.

Although red air is vastly outnumbered by blue air we are allowed to regenerate multiple times after being shot down thus increasing our numbers significantly.

In normal exercises “blue air” pilots often are pulled to act as “red air” in order to provide enough opposition force to train against, Monaco says, this is minimized by bringing in dedicated threat replicators to provide more pilots from each “blue air” unit the realistic combat training required to maintain readiness and ensure lethality.

Air Test and Evaluation Squadron (VX) 1’s E-2D Hawkeye seen taking off. This units Hawkeyes were the first ones to be equipped with the fixed-fuel probe for aerial refuelling giving it the possibility to extend its range and/or increase the time spent on station.

F-18F VX9 “Vampires” based at Naval Air Weapons Station China Lake, California. This unit conducts operational test and evaluation of all air-to-ground weapons, air-to-air weapons, sensors, electronic warfare systems and mission software upgrades to aircraft and weapon systems.

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Eielson’s 18 AGRS (Aggressor Squadron) is one of the two dedicated adversary units in the United States Air Force, the other one being 64 AGRS at Nellis Air Force Base. Both bases are home to the famous “Red Flag” exercises.

44 Fighter Squadron/18 Wing F-15C taking off from Eielson Force Base, The F-15C ’s are mainly tasked with air defence and obtaining air superiority.

F-15C from the 433rd WPS (Weapons Squadron), 57 Wing, Nellis Air Force Base, Nevada.

n Air e

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Northern Edge has seen a lot of tanker support originating from all over the country, with KC-10’s and KC130’s operating out of JBER and KC-135’s at Eielson.

“What is kind of unique for Northern Edge is that we have multiple airspaces which require a different approach for aerial refueling , we have to look at all the fuel requests in different airspaces and have to get the tankers up there on the requested time and place” said captain Darren Ward who is a KC-135 instructor pilot and is here during Northern Edge as a mission planner.

You don’t see a mass launch as you often see during Red Flag exercises but a more staggered deployment of tankers. All the fuel requests first go to the central hub at JBER, they will look at them and see what tankers are available, how much fuel is needed and prioritize the fuel requests. “We come in pretty early during the planning phase” Ward says, “experienced mission planner know the best plan in the world does not work if you don’t have the fuel”. Major William Nana, who is the detachment commander of the KC-135 TTF flew all the way from Kadena Air Force Base, Okinawa, Japan with 3 KC-135’s from his own unit. A total of 7 KC-135’s were deployed to Eielson not including the ones from the local 168 Air Refueling Squadron, Alaska Air National Guard that are also a part of the TTF. He is very satisfied with the way things are going. “the 60 year old lady is still doing very well, even my father flew them and probably my son will do so too, she is built to last and proves it every day”. Although deliveries of the new KC-46 have started, the KC-135 still remains the backbone of the Air Force’s tanker community and will be for the foreseeable future.

in the Arctic. Any time a carrier air wing can get to sea conducting sets of different missions enhances the air wings abilities while operating with a joint force is invaluable.

After an absence of ten years a United States Navy aircraft carrier CVN-71 USS Theodore Roosevelt participated in this year’s edition of Northern Edge. Naval Air Station Lemoore based Carrier Air Wing 9 was embarked on the USS Roosevelt during the exercise. The carrier arrived in the Gulf of Alaska just before the exercise commenced.

Northern Edge is the largest joint US military training exercise in the region. Aircrews completed more than 1,400 sorties, spent 3,900 hours flying and delivered approximately 15.1 thousand gallons of fuel throughout the 12-day exercise.

The participation of a carrier is in accordance with the strategy of the Pentagon with the focus on defense.

With their participation the Navy further develops their commitment to Arctic security and operations in Alaska. The Arctic ice cap area has decreased significantly, and this increases trading routes and sea-lanes that will be accessible over longer periods of the year. Therefor it becomes incredibly important that the Navy continues operating in the Arctic region to protect this vital area and integrate this area into the national defense strategy.

Northern Edge is one of the premier exercises for the INDO-PACIFIC commanders with the exercise being designed to sharpen all of the crews skills, tactical combat operating skills, improve our ability to command and control forces, establish those command relationships; develop our communication networks; with an overall goal of increasing interoperability within the joint force, particularly in the INDO-PACOM region.

The exercise covers command and control over both land and maritime domains, and the carrier air wing, but also the participating destroyers, are all integral combined to the specific mission set of that day and are sharing information and work together under a single joint force commander.

The crew was excited to participate in the joint event, which would pair the carrier air wing’s assets with ground-based Navy P-8A Poseidon maritime surveillance aircraft, but also Marine Corps F-35B Joint Strike Fighters and KC-130 refueling aircraft, and Air Force jets such as the F-22 Raptors and F-15 Eagles. Any event that incorporates multiple types of aircraft to work in a range of mission areas as a part of a joint force is incredibly valuable, which will increase the carrier air wings readiness and our lethality across the board.

“Northern Edge, first and foremost, is used to replicate our most challenging Indo-Pacific theatre scenarios,” said Lt. Col. Ty Bridge, Pacific Air Forces exercises division deputy division chief, assigned to Joint Base Pearl Harbor-Hickam, Hawaii. “To be able to perform joint interoperability, tactics and procedures, and to be able to utilize the entire capabilities available to the Joint Pacific Alaska Range Complex and Gulf of Alaska.”

Bridge said the goals for the exercise were to assess advanced equipment and future operations and to put those plans through significant rigor to ensure that what is being proposed is effective and allows service members to hone their skills.

During Northern Edge the Carrier Air Wing strike group had the opportunity to train their primary mission General Heires sums it all up “My confidence in our which is providing prompt and sustained combat oper- future ability to dominant the air, land and sea fight, ations at sea while being re-acquainted with operations have never been higher”.

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Busy times at JBER, C-2A Greyhound holding short of runway 06, waiting for the F-22 to land in the background.

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(Below, top) The two-letter codes prominently displayed on the tails of U.S. Air Force aircraft today represent the owning wing, usually showing the relationship between the code and the location of the wing. ZZ has none of that. KA (Kadena) would have been the most logical one but had already been used.

During the early days of the tail code Pacific Air Forces assigned first letter Z to the 18th Wing (first letter was for the wing, the second for the squadron).

Later on, the system was changed to just the Wing. In 1975 ZZ was chosen as a mark of distinction by the wing leaders.

(Bottom) F-15E 422 TES (Test and Evaluation Squadron)/53 Wing has the OT tail code which stands for Operational Testing. This is one of the few tail codes that does not refer to the base were the unit is stationed but to its mission instead.

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Classic Arctic paint scheme, that fits in very well with the Alaskan landscape, on this Viper, taking off from its home base Eielson on his way to give the blue forces a hard time.

18 AGRS (Aggressor Squadron) F16C waiting for the next Northern Edge sortie parked in its winterproof garage box.

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Final checks for an Aggressor F-16C by its groundcrew before leaving the garage box.

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Northern Edge saw an impressive gathering of Tankers from all over the USA, this KC-135R from 314 Air Refuelling Squadron, Beale Air Force Base, California was captured during landing at Eielson Air force Base.

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From Marine Corps Air Station Iwakuni, Japan a VMGR-152 (Marine Aerial Refueler Transport Squadron) KC-130J seen taxiing out for an aerial refuelling sortie to supply Marine F-35B’s with gas.

F-22A seen landing at its home base JBER (Joint Base Elmendorf-Richardson), 3 Wing has 2 fighter squadrons, 90 FS and 525 FS both equipped with the F22A. 302 FS (Air Force Reserves) also flies the F-22A but has no own aircraft and borrows them from the other 2 squadrons when needed.

In 2017 18 AGRS scheme, the fore

S (Aggressor Squadron) applied a new paint est green splinter, for some of their F-16s.

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This F-16C of the 18 AGRS “Blue Foxes” squadron is being marshalled out of the garage box.

The US Navy has a history of specially painting the commanding officer’s aircraft, better known as CAG-birds. VAQ-134 “Garudas” unit badge is based on the Hindu myth of the Garuda bird.

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The EP-3E ARIES II (Airborne Reconnaissance Integrated Electronic System) is a converted P-3C Orion, they are used as a Signals Intelligence (SIGINT) platform. This means the EP-3E ARIES II provides near real-time tactical electronic reconnaissance capability for Battle Group indications and warnings, targeting, suppression of enemy air defences, and strike sorties.

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KC-135R from the 92 Air Refuelling Wing, Fairchild Air Force Base, Washington. This aircraft also carries markings from the 141 ARW, part of the Washington Air National Guard. They share their aircraft with the ANG unit.

Northern Edge saw an impressive gathering of Tankers from all over the USA, this KC-135R from 314 Air Refuelling Squadron, Beale Air Force Base, California was captured during landing at Eielson Air force Base.

168 Air Refuelling Squadron, Alaska Air National Guard is the only unit of its kind to be stationed permanently in the Arctic region.

Spotter Magazine would like to express a very big thank you to Public Affairs Northern Edge, especially to 1st LT Keyshel Trudell and SrA Eric Fisher at Eielson AFB and LCDR Christine Gargan and 2nd LT Daniel Rubio at JBER.

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AIRPORTS

Text: Mark Zerafa Photos: Leonardo Alejandro Ramos BerrĂ­os Located just 6km from the centre of Tegucigalpa, Toncontin International Airport (MHTG) is famous for its extremely difficult landing approach onto Runway 02. The first landing in the area was in 1921, when Capt. Dean Ivan Lamb landed his Bristol aircraft in a field. The field was also used by other aviation pioneers, including Venditti, Villa, Starnaivola, Massi, Ball and Brown. The land was acquired by the military in 1933, and the airport was officially inaugurated on January 5th, 1934, with the arrival of a Pan American Douglas DC-3.

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The main ramp at Toncontin. A new terminal has been built with two gates in addition to the two in the older terminal. It is eventually envisaged that internal flights will be processed through the older terminal and international flights through the newer one.

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Avianca ATR-72 taxiing onto Toncontin’s sole runway. The high terrain in close proximity to the airfield is clearly visible.

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The airport’s main issue is Runway 02, which its proximity to mountenous terrain, and its relatively short length, at just over 7,000 feet, at an elevation of 3,297 feet. In 2007, the hillside on the approach path was bulldozed to offer landing aircraft more ground clearance.

The largest aircraft currently operating from Toncontin are Copa Airlines Boeing 737-800, but larger aircraft have operated in the past. These include C-17s, a Douglas DC-8 from the Orbis International mission, American Airlines’ Boeing 757s and SAHSA’s Boeing 727s in the eighties.

Runway 02 is usually used due to the prevalent winds.

A GPS approach is necessary, whereby aircraft are routed through valleys in a circular path, to make a sharp left turn to line up with the runway. It is not uncommon for landing aircraft to make use of the displaced threshold to maximise on the available runway length.

The airport has had its fair share of accidents on account of its challenging conditions, and indeed, after the runway over-run of a TACA Airbus A320 , all large aircraft operations were moved to Soto Cano Air Base for a month, until safety was improved . It was eventually intended to move all commercial flights to a new terminal planned for Soto Cano, but these plans never reached fruition.

A number of airlines operate from Toncontin, including Aerolineas Sosa, American Airlines, Avianca El Salvador, Avianca Nicaragua, CM Airlines, Copa Airlines, Delta Air Lines, Lanhsa and United Airlines. DHL operate regular cargo flights from Guatemala City.

The airfield also has a military apron, used by both fixed-wing and rotary-wing assets, consisting mainly of transports and non-combat types.

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1 1. Avianca Airbus A-319 in special ‘Star Alliance’ colours

2. TACA operates its EMB-190 from San Salvador 3. Aerolinas Sosa is an airline based in La Ceiba, operating a fleet of BAe Jetstreams, a single CRJ100ER and a Saab 340.

4. Avianca’s ATRs operate between Guatemal City, San Salvador, Tegucigalpa , San Pedro Sula and Tegucigalpa

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Delta Airlines 737-700 arriving from Atlanta.

CM Airlines is a domestic Honduran airline, flying Saab 340s, Embraer Bandierantes and three LET-410s

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Copa Airlines flies into Toncuntin from Panama City and Costa Rica. Its 737-800s are currently the largest scheduled airliners operating from the airport.

American Airlines has now replaced its 757s with Airbus A-319s on it Toncontin flights from Miami., with seasonal operations from Dallas Fort Worth.

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Cessna is the A Honduran Air Force Bell-412 and an UH-1 Huey prepare for departure.

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a 208 of the Honduran Air Force. Noteworthy DC-3s and C-130 in the background.

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MILITARY

Text: Gianluca Storti Photos: Sergio Lanna

After two years of absence, due to the July 2016 coup, the annual "Anatolian Eagle" exercise organized by the Turkish Air Force, returned at the Anatolian Eagle Training Center (AETC), at the 3rd Main Jet Base of Konya, specifically dedicated to the training of NATO front line squadrons and friendly countries.

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McDonnell Douglas F-4E Phantom 73-1046 tucks in close to the tanker with its inflight refuelling receptacle already open.

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The consequences of the coup were, rightly or wrongly, particularly heavy for the Türk Hava Kuvvetleri, the Turkish Air Force, which found itself with decimated staff both in the pilots and in the organizational and command frameworks.

The effects were noticeable even externally if only for the absence of the Turkish Air Force, for the whole of 2017, from all international exercises.

Last year, however, the Turkish Air Force, through its AETC, had returned to international attention by organizing the “Anatolian Phoenix” exercise, an exercise aimed mainly at rotary-wing assets, JTAC teams and components of the Special Forces, specifically dedicated to the complex themes of Personnel Recovery, in which Azerbaijan, Saudi Arabia and the Turkish Republic of Northern Cyprus participated.

The complexity of modern warfare and the sophistication of armaments nowadays require increasingly advanced training, with particularly complex scenarios, to be challenging for aircraft capabilities and to allow for a high training return. In this context the AETC is inserted with its infrastructures, an extended airspace, 120NM for 216NM, which allows more than 60 assets to operate simultaneously, its polygons and an equipped EWTTC Electronic Warfare Test & Training Center, constitute a formidable environment training for any air force.

As Major Turgay Tümer, AETC Squadron Commander, stated during the press conference on June 26th, "the Anatolian Eagle Training Center was created to simulate as closely as possible the operating environments that pilots would encounter in the case of real operations. It allows to carry out multiunit integrated Large Force Employment missions (LFE or COMAO ed), or specific type missions both day and night. It also constitutes a forum in which to exchange ideas in order to increase

interoperability and improve the tactics, techniques and procedures (TPP) currently in use. In practice, AETC, through the two international exercises, Anatolian Phoenix and Anatolian Eagle, can be considered a laboratory in which to respond to training needs and test solutions to respond to future scenarios ".

With the diplomacy of the exercises, a term we used many times, the TuRAF (Turkish Air Force), is trying to recover its place in the international forum, after the aforementioned coup had definitely put it in a corner.

Anatolian Eagle 2019 What has been going on from 17 to 28 June is therefore the first "Anatolian Eagle" after the known events of July 2016, and the second international exercise organized over two months by the AETC. From May 13 to 24 the "Anatolian Phoenix" took place.

Although the commander of the AETC, with a special slide, wanted to show that this edition has nothing to envy to the previous edition of 2016, indeed it presents a greater number of assets, 33/45 than in 2016 against 40/48 of the edition current, although more than a few of the journalists present, the doubt has come, however, both the level of participating nations and the number of assets rescheduled based on Konya remains considerable.

Participated in the Anatolian Eagle 2019, 41st edition of the exercise: 3 AMX’s of the 132nd Group of the 51st Storm of Istrana, 3 F-16 AM / BM of the Royal Jordanian Air Force (2nd Sqn of As Shaheed Muwaffaq at Salti AB) , 5 JF-17 Thunder of Pakistan Air Force (28 Sqn of Quetta / Intl), at their first appearance at an AE, 6 F-15E of the 494th Fighter Squadron, 48th Fighter Wing, by RAF Lakenheath, a C-130J and a C-17 of the Qatari Emiri Air Force (12th Sqn of AlUdeid AB) and an E-3A Sentry of the NATO NAEW & CF E3A Component.

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Konya is an F-16 base, and hence these are always present in large numbers along its crescent-shaped ramp.

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Of 30 113 of t of t

As "Ea "Ea wh par sce par FPC Mis

Developed jointly between China and Pakistan, the JF-17 Thunder represents an outstanding achievement for Pakistani aviation technology. New, more capable variants are currently under development.

course the Turkish participation is more substantial with about F-16C / D, of the various versions, belonging to the 132 Filo, 3 Filo, 152 Filo and 161 Filo, 6 F4E 2020 of the 111 Filo, a C-160 the 221 Filo, a KC -135 of the 101 Filo and an E7-T Peace Eagle the 131 Filo.

in previous versions, the exercise is divided into two waves: agle 1" in the morning and "Eagle 2" in the afternoon. The agle 1" is a COMAO inserted in the scenario of the exercise in hich all the present structures, or a large part of them, rticipate in relation to the type of mission that foresees the enario. The "Eagle 2" is instead a Shadow Wave available to rticipants for their training needs planned within the IPC and C (Initial / Final Planing Conference) of the Task Oriented ssion type.

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The commander of the AETC explained to us, "The scenario is the classic 'non article 5' crisis scenario in which a hypothetical country called 'Red Zone', also assisted by terrorist units, tries to occupy a portion of the territory of 'Blue Zone in which oil wells are present. This triggered the intervention of an international coalition ".

"Every day the intelligence scenario identified targets that will have to be hit or in the mission, inserting injects made up of targets not previously identified. The scheme of the battle foresees that the ‘Red Air’ gets ready in what we call the Cap Limite Line CLL, and the Blue Air in what we call (there are more than one – editor’s note) Marshall Limit Line MLL. Of course the CLL and the MLL are diametrically opposed to the battlefield. No aircraft can cross the respective start lines before the start of the VUL TIME Vulnerability Time (ie the time in which the crews will be exposed to the enemy threat ) ”.

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The Italian Air Force’s AMX is a light strike attack fighter of Italian-Brazilian

"The types of missions in" Eagle 1 "waves are the classic Air Warfare missions: OCA, DCA, DT, TST, ASFAO, RECCE, SMP, HVAA-P, TAD and C2. While the most requested activities in the "Eagle 2" were: missions on the EWTTC range, DACT missions and low-level navigation missions. No participant has requested the execution of night missions or the use of dummy drop equipment ”.

"In total, 389 sorties were carried out, most of which belonged to the" Eagle 1 "missions."

specifically dedicated to organizing exercises and / or training activities. The impact, with due proportions, is what a participant has at the "Red Flag", which remains the highest level of training activity, but here we find the same organization. This is certainly a strength of the exercise.

The exercise is developed in a low, medium and high intensity intelligence scenario on a series of sensitive objectives and in the planning and management of COMAO, therefore of complex operations.

Italian participation.

What has characterized us is our flexibility and ability to go and cover targets that are not pre-planned, so we are talking about Dynamic Targeting and Time Sensitive Target. Having as a rule of engagement, from the scenario, the maximum attention to collateral damage has been a particular focus on the use of precision armament with Lases or GPS guidance. Also here we could use an Electronic War polygon, with real or simulated systems, rediscoverable during the flight activity that makes the

We meet Major Davide D., commander of the 132 Group: “The participation of the AMX line in the Anatolian Eagle exercise stems from the need to exercise it in an international context but carrying out different missions with respect to the RECCE missions that we have mainly played in the last 3 years in the theater of operations. Consider that here there is a structure

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mission highly paying and also combat A / A against decidedly unusual set-ups for us. Consider that in a few years (the closure of the line is scheduled for 2021 ed), most AMX pilots will transit on another aircraft, EF-2000 and F-35. So the experience accumulated in an exercise like this will be particularly useful to them.

To conclude, the training level was very high. Once again we demonstrated the efficiency of the AMX line, the missions canceled for technical reasons were zero. Consider that in 9 days we performed just under 50 missions with a pilot component below 10 units. A reason of particular pride, let me say it, it was also the award given to one of our pilot as the best MC Mission Commander, by the organizing body of the exercise (the exercise foresees this role is assigned in turn to the participating departments - editor’s note), for how he managed a particularly complex mission with precision, effectiveness and flexibility that led to the complete success of the mission ".

The future of the Anatolian Eagle.

The geographic position of Turkey and its geostrategic relations are also reflected in the nations participating in the exercise, guaranteeing a certainly particular level of internalization. The same commander of the 132nd Group confessed to us that it was the first time he had seen a JF-17. And this allows an exchange of experiences that cannot be found in other training contexts.

But watching the local TV during our stay in Konya there were several broadcasts on the subject S-400 / F-35. Here is perhaps a possible limitation of the future Anatolian Eagle, that of being excluded from the training activities necessary for integration between 4th and 5th generation.

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The Phantom is always the star of the show, wherever it makes an entrance.

77-0290 was the 5000th Phantom built.

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The F-16MLU is the latest fast jet of the Royal Jordanian Air Force, purchased from surplus Dutch and Belgian airframes.

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Turkish Air Force F-16D takes off with an F4E taxiing in the foreground.

A pair of USAFE F-15Es from RAF Lakenheath

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Italian Air Force AMX

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Qatar Emiri Air Force C-130J

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Turkish Air Force C-160D Transall 69-036 looks inuquous enough, however the quantity of aerials under the forward fuselage may say a different story.

Qatar Emiri Air Force C-17A

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AIRLINERS

Text: Mark Zerafa Photos: Yannick Delamarre

Toulouse Blagnac is one of Europe’s more interesting spotting airport. Not only is it a popular destination served by a number of international airlines, it is also the hone airfield for Airbus and ATR, and has a long history of aircraft manufacturing. Indeed, both the Caravelle and the Concorde were built at Toulouse.

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A Virgin Atlantic A 350-1000 returns back to Toulouse after a test flight, still wearing its French test registration.

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Lion Air A330neo departs on a test flight.

TAP A320neo TS-TVF

Silver Airways ATR-72-600 series to be operated in No

0, the first –600 orth America.

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Toulouse’s connection with aviation dates back to 2013, although it was only in 1928 that Blagnac Airport was inaugurated, being a joint civil and military airfield, with two runways.

It was linked to the nearby factories at St-Martin-du Touch , and was thus subject to bombing in 1943.

In the post-war period, the airport was repaired and restored, and its runway extended to 8,200 feet. The first passenger terminal was opened in 1953, and following a further runway extension, a second terminal was inaugurated in 1978.

The aviation industry always had a strong link with Toulouse, with Sud Aviation (Breguet and Potez-Fouga) using the airport for flight-testing purposes. The Caravelle made its first flight from Toulouse. In 1968, a parallel runway was built for the flight-test programme of Concorde, which also made its first flight from Toulouse on March 2nd, 1969. The hangar where Concordes were assembled is still used by Airbus to this very day.

Nowadays, Airbus conducts final assembly of a number of aircraft programmes at Toulouse, including the A320, A330, A350 and the A380. ATR also uses the site for the production of its regional turboprops.

In 2006, the terminal received a major upgrade, with new roads, more ramp space, a new baggage-handling system, more passenger halls.

For spotters, the airport offers a number of opportunities, most notable of which is the ‘spotters hill’ alongside the threshold of Runway 14R, which is ideal to catch freshly-built Airbus airliners which are still at pre-acceptance test-flight stage. The hill offers an elevated vantage point, well above the fence.

There are other locations all around the airfield, especially since delays in engine deliveries have made Airbus park A320 neos and A330neos in every possible corner around the airfield, so having a compact camera which can shoot through a fence is always a good idea.

Furthermore, the airfield boasts two fantastic museums, Aeroscopia and Ailes Anciennes Toulouse, which both hold excellent collections connected to French and European aviation history.

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Air Calin A330neo

British Airways first A350-1000 on a test flight. It would be re-registered as G-XWBA.

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2.

Mike Brageot

Air Portugal A330neo

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WRECKS & RELICSS

Text: Mark Zerafa Photos: Mark Zerafa

A cemetary is not the usual place to seek an aircraft, but the military cemetary in Makedonitissa, Cyprus is different. Built on the site where a Hellenic Air Force Noratlas was shot down by friendly fire on July 22nd, 1974, whilst ferrying Greek special forces to assist the Cypriot National Guard during the Turkish invasion of Cyprus. The cemetary is the final resting place for Greek Cypriot and some Greek officers and soldiers killed during the conflict.

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Coming in to land in darkness at nearby Nicosia Airport, Hellenic Air Force Noratlas 52-133 was mistakenly shot down by defending Greek soldiers.

The aircraft currently displayed at Makedonitissa is D030, serialled 52-128. Previously part of the collection at the Hellenic Air Force base of Elefsina, it was repainted as 52133 to represent the lost aircraft. 52-128 was then brought to Cyprus in July 2018 and re-assembled by Hellenic Air Force specialists.

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The Noratla clearly insp Luftwaffe‘s supported b to have clam for easy load

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as was a French post-war design, pired in configuration by the Gotha transports, with its tail by twin booms to allow the cabin mshell doors at the rear, allowing ding and unloading.

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MILITARY MOVEMENTS

Text: Ian Lane Photos: Ian Lane

Located in Southern Spain, about 35 miles from Seville, Moron Air Base is in a prime position to support transit of operational units from one theatre of operations to another, thanks to its long runway, ample parking ramps and excellent refuelling facilities. Last October, 18 F-16Cs from the 79th Fighter Wing based in Shaw AFB transited through the base, supported by KC-10 and KC-135 tankers.

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The deployment was split into each flight, each composed of six F-16s (callsign Tabor), a KC-10 and a KC-135 (callsign Gold). The 79th has been first formed briefly in 1918, before being demobilised after the end of the Great War. Reformed in October 1927, the squadron saw action in World War II in the European Theatre of Operations, mainly flying Lockheed P-38 Lightnings. Post-war it operated F-84s, F-100s, the F-111 and, since 1994, the F-16 Fighting Falcon.

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NOSTALGIA

Text: Photos:

Clive Grant Clive Grant

As the last regular operator of the De Havilland Comet, it’s now odd to think that sights like this were normal back when this photo was taken.

Here, Comet 4C G-BDIX climbs away from Runway 26 on 24 Aug 1980

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Tristar G-BBAJ, “The Elizabeth Harkness Rose�, about to depart Gatwick on 7 Mar 1982. Unusually, she wears bold British titles on the fuselage but British Airtours titles on the tail.

About to line up for an easterly departure, British Caledonian 111-500 G-AZMF on 6 Jul 1977.

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For those of us avgeeks of a certain age, we tend to look back at the second half of the last century, with its variety of airlines and aircraft types, as the golden age of aviation.

Those were the days before Flightradar, when you would visit your local airport with binoculars or telescope and an airband radio, in the hope of seeing and maybe photographing something interesting or unusual. Sometimes you’d be lucky and sometimes not; sometimes it would be sunny and sometimes it would pour with rain, but that was as much a part of the hobby back then as it is today. For me as a Londoner, I was lucky enough to have Heathrow and Gatwick as my ‘local’ airports and, from the late sixties I could often be found on the fabulous viewing terraces at one or other location. When I got my first camera in the mid seventies, (a Zenith B, which many older photographers will remember), I would also explore the approach roads and

perimeter fences to find alternative photo locations. Whilst Heathrow was always busy and well worth a visit, Gatwick though somewhat quieter, was less predictable. This meant that in some ways it was more exciting as, apart from the regular traffic, you never really knew what might turn up.

Airlines you’d never heard of would operate flights into Gatwick for a season or two and then never be seen or heard of again. I remember one afternoon, having never seen a Modern Air CV990, three of them turned up within an hour! That was before I took photos and sadly, I never saw another one after that. That is classic Gatwick. The irony is that as time has moved on, we all look back on even the commonest of aircraft and airlines with fondness and affection, as most of these companies and aircraft can only be seen in museums now, if at all. Here are some of the images of Gatwick I was fortunate enough to capture back in the day.

On a rare visit to Gatwick, British Airways Super VC10 G-ASGF performs a spotter’s special farewell trip on 12 Mar 1981 before the type was retired from service.

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Air Freight DC3 G-AMWW parked remotely on 20 Apr 1975.

BMA Viscount 800 G-AZLP departs Gatwick on 10 Feb 1980.

D f

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Dan-Air HS748 G-AXVG gets airborne from Runway 26 on 29 Aug 1977.

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Balkan TU154B LZ-BTG transports another batch of holidaymakers to the Black Sea on 7 Jun 1980.

Aviogenex TU134As were regular Gatwick visitors in the late 70s and early 80s. On 2 Aug 1981, YU-ANE turns for departure on Runway 08.

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“Orange squash” 747SP N606BN of Braniff International about to touch down on Runway 08 on 17 Apr 1981. Back then, Braniff International was o ble airline brands, mainly due to its gaudy colour schemes, as well as its aircraft fleet. At the time, it was operating Boeing 727s, Douglas DC-8s Boeing 747, namely the –100, the –200 and the SP, as pictured here. The airline was also one of the very few to operate Concorde, this being done v France and British Airways, whereby flights were operated between Dallas Fort Worth and Washington Dulles, using Braniff cockpit and cabin crew ing an American registration for the flight. Flights were flown at subsonic speeds and only lasted for one year.

one of the most recognisaand three variants of the via an agreement with Air ws, with the aircraft receiv-

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Newly delivered from Seaboard World whose cheat line it still wears, IAS DC8-50F N8782R is about to touch down on Runway 26 on 13 Feb 1975.

“So good they named it twice!� Aviaco DC8-63 ECBQS with double titles about to land on Runway 26 on 22 Aug 1981.

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Another once common sight, Laker BAC 111 G-AVBW about to line up on Runway 08 on 2 Aug 1981.

Back from lease to Air Malta, Dan Air 707-320 G-AZTG powers along the Gatwick runway on 18 Sep 1978.

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Air UK BAC 111 G-AXOX rotating from Runway 26 on 10 Feb 1980, still wearing its former BIA colour scheme.

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Spantax CV990 EC-CNF leaps into the air on 10 Feb 1980 heading for warmer climes.

Air Europe leased 737-200 G-BJXL from Air Florida for the 1982 summer season. She’s seen here departing Gatwick on 20 Jul of that year.

Issue 21 Finnair DC8-62CF OH-LFY on 25 Feb 1979 whilst operating for IAS Cargo Airlines.

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Boeing 707-320C G-TRAD of Tradewinds, still with the cheat line of former operator Scimitar, about to land on Runway 26 on 30 May 1985.

Taxiing for departure on Runway 08, 707-320B N8437 of Global International Airways on 2 Aug 1981.

Yemenia 727-200 4W-ACH departing Gatwick on the evening of 3 Jul 1987.

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Itavia DC9 I-TIGI on departure on 7 Apr 1980 115

The thrust reversers of Transeuropa Caravelle EC-DCN belch out black smoke after landing on Runway 26 on 7 Apr 1980.

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Here’s a real hybrid; 727-100 G-BIUR with Dan-Air titles and logo, Finnair cheat line and Kabo Air of Nigeria tail colours! About to touch down on Gatwick’s Runway 08 on 8 Aug 1982.

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On lease from Finnair, CTA Caravelle OH-LSD passes a trio of Heralds on departure from Gatwick on 7 Apr 1980. The Finnish registration explains the non standard tail scheme which would normally consist of the Swiss flag.

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THE REAL THING

Text: Mark Zerafa Photos: Craig Sluman Profiles: Richard J. Caruana

To commemorate the 75th anniversary of the Battle of Britain, the Royal Air Force repainted Typhoon FGR.4 ZK349 in early World War II camouflage scheme. For use by the Typhoon Solo Display Team, which also performed Synchro Pair displays with a Spitfire from the Battle of Britain Memorial Flight. Nicknamed ’Gina’ in view of the WWII-era squadron code letters applied to the fuselage, the airframe has since been returned to standard RAF colours.

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SCALE MODELING

Text: Nigel Goodson Photos: Nigel Goodson Profiles: Richard J. Caruana

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WESTLEIGHT BUSHELL

Next in the building queue was the ITALERI 1/48 scale FGR-4 Tranche III Typhoon of 29 Squadron Royal Air Force. For this build, it would be depicted in the markings of Flt Lt J Nicolson VC. The kit at first glance looked pretty good and I had no idea the problems it was going to give me. The cockpit "bucket", the flight instruments, ejection seats all fit into the two fuselage halves in a rather vague manner, and many dry fits were needed to find the right area to glue. Once done, the two fuselage halves fitted with no further issues. It was then onto the wings again, in two halves, and once again these presented no problems, and they were glued to the main body.

The first major problem surfaced when I started masking off the two canopy halves. The rear canopy simply wouldn't fit. Some filing down was required, and once the dry fit was good I used Revell Contacta clear canopy glue to fit in place. The next issue was the the top avionics cover part of the canopy. Again it simply wouldn't fit. Some Humbrol modelling putty was applied, and once dried, sanded down. Progress

ing to the vertical stabilizer, this fitted perfectly so then glued to the main body. Once dry, I sprayed the model overall in primer and left to dry. I chose to hand paint the undercarriage bays in white, but the undercarriage legs themselves would be sprayed.

Once dry, I dirtied up both with black humbrol weathering powder. This stuff must be used extremely carefully. Get any on yourself or, even worse, the carpet and it's very hard to get rid of so I recommend gloves for starters.

Issue 21 CLIFF IBELL

I then weighted the radar nose using fishing weights held in place with bluetac and painted that and left to one side. The undercarriage bay doors plus the few hardpoints required came next and presented no issues whatsoever. Little did I realize the trouble I had just caused with regards the main inboard undercarriage doors and centreline hardpoint for the drop tank! The hardpoint supplied was totally inadequate as it wasn't tall enough to clear the undercarriage doors, so I had to scratch build an extension to it. The customer of this kit wanted it finished in the way the aircraft was displayed during the 75th anniversary of the Battle of Britain, so centre tank needed to be in place. I then started the engine bays. Four very simple pieces, these were a relatively simple affair. Once glued together, they were painted silver inboard with the engine exhaust nozzles gun grey. I chose to spray the underside first using Humbrol 64. Once the second coat was on, I masked of the underside and preceded to paint overall topside with Humbrol 29 ‘Dark Earth’. Once that was dry, masking off commenced for the green part of the camouflage using Humbrol 30. It was at this point I noticed something odd about the extreme part of the tail. The RAF example I was doing had a RWR receiver on the tail but this kit didn't have one so another scratch build commenced.

I then started to assemble and paint the wingtip pods, they presented little or no problems.........until much later!. The Italeri Typhoon supplied offers three options for British, German and Italian aircraft. It then transpired that all three were the prototypes of there respective countries, making this "a generic kit" approximating all three countries’ aircraft, requiring additional detail to bring it to RAF FGR-4 specs. Various aerials had to be scratch built. The customer supplied the correct markings to depict the aircraft in Battle of Britain colours and markings. Here I hit a huge problem. No matter what I tried, once the decals were applied, even with copious amounts of decal softener, the decals remained shiny especially the small ones and letter coding on either side of the fuselage roundel that they looked very un-natural. The aircraft was then dirtied up especially around the APU exhaust to finish it off.

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Cockpit attached and masked, and panel lines pre-shaded.

Canard foreplanes were painted while attached to the sprue.

Ejector Seat prior to fitting in the cockpit tub.

Issue 21

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