Spotter Magazine Issue 22

CZECH AIR POWER FRENCH ARMY AVIATION — MAKS 2019 — AIR MALTA’S BOEING 720BS TAIWAN MIRAGES — LUFTHANSA JU-52 — TIKKAKOSKI AVIATION MUSEUM RAF COSFORD NIGHTSHOOT – PT-16 CORNELL ‘AMAZING GRACE’

welcome This year so far seems to be a year of upheaval. Airlines going bust like there’s no tomorrow, and now COVID-19 taking everything one step higher, with decreased demand for air travel and travel bans. It is only a matter of time till airshows start being cancelled.

But not all is doom and gloom. To cheer you up, especially if you’re in quarantine in your home, we’’ve come up with the biggest issue yet!

Spotter Magazine continues to establish itself as a good aviation read, with Issue 21 registering double the readership of Issue 20.

We are also thankful for those supporting the Magazine, from those who provided us with their products for our new product review section, to those who have supported us by taking advertising space. We hope that if we maintain the current momentum, we will get rid of the advertising banners.

I hope you enjoy this very international issue, with features from all over the world, confirming the international stature of this magazine.

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 SLM1052 Malta , Europe

Cover:

Two special scheme Czech Air Force Saab Gripens formate close under the camera ship somewhere over the Czech countryside. (Hans Antonissen)

contents Marketplace

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Taiwan’s Mirages

10

MAKS 2019

20

Amazing Grace

48

Air Malta’s 720Bs

54

Cosford Nightshoot

64

Farewell Tante Ju

72

Czech Air Power

83

Tikkakoski Aviation Museum

96

French Army Aviation

108

Irene’s Return

122

Building Airfix’s 1:48 Spitfire

126

Spitfire Mk.22

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credits Graphic Design:

Massimiliano Zammit,

Artworks:

Richard J. Caruana

Contributors:

Cheng Hao Cai Tony Anger John Visanich Cliff Ibell Patrick Roegies Hans Antonissen Ari Pirilä

Mike Lintott-Danks Phil Buckley

copyright notice

MARK ZERAFA

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.

MARKETPLACE It’s amazing how time passes by so quickly. It seems like only yesterday that European air arms were replacing their F-104s and F-5s with this new American fighter, the F-16. In many ways, Icarus Workshop’s latest book , “F-16 Fighting Flacon, 30 Years in Hellenic Air Force Service”, is a bit of a reality check that this fighter is becoming a classic as well.

160 pages, it offers exceptional good photographic coverage of the entry into service of the F-16 in Hellenic Air Force service, covering most aspects which would be of interest to the serious aviation reader, including colour profiles, patches, squadron insignia. Special schemes are also well covered, especially the Zeus demonstration aircraft.

Adverts are limited to the inner and the rear covers, leaving the entire book reserved for content. The only downside I can see is that the book would have benefitted immensely from some proof-reading from a grammatical point of view. However, this is a minimal criticism given the enormous effort which has been put into making this book, and in no way does this diminish the reader’s enjoyment of a very good work, which can be considered an excellent reference on the Hellenic Air Force’s F-16 Fighting Falcons.

ISBN 978-618-844 18-0-4 Author:

Dimitris Sthatopoulos

Size:

20cm x 28cm, 40 cm x 28cm full spread

Pages:

160, Full Colour

Cover:

300 gsm Velvet finish, laminated

Inside Pages:

130gsm Velvet Finish

Price:

€ 25.90

Available from: www.icarusworkshop.com

The modelling world continues to seek ever greater detail, even in smaller scales, and modelers have long gone beyond building models as they came out of the box. With this, comes the quest for points of reference to ensure that the new-found details in the model are produced correctly. This is the scope of the ‘Under the Skin’ series by Greek publishers Eagle Aviation, and their book on the Mirage 2000 is nothing short of a treasure-trove for the modeler.

And not only for modelers. Any Mirage 2000 fan would be delighted by all the detail shots, reproduced on crisp, beautiful paper. A great deal of work must have gone into these photos, as they do not have any shadows, bringing out the detail in every nook and cranny of the airframe.

Through the collaboration of the Hellenic Air Force at Tanagra AB, major components such as the ejector seats and the engines were photographed outside the airframe. Weaponry is also covered, with excellent photos of live weapons.

The only downside is that, the book focusses mainly on Greek Mirage 2000s. However, one would be hard-pressed to receive similar access from other operators for the same book. Personally, I would have loved to find scale plans and colour profiles as well.

However, if you intend to do a serious Mirage 2000 build, or if you’re a fan of one of the world’s most beautiful fighters, you definitely need this book. This book will leave you fascinated.

ISBN 978-618-83360-0-1 Authors:

Ioannis Lekkas Ilias Gkonis

Size:

22cm x 24cm, 22 cm x 48cm full spread

Pages:

108, Full Colour

Price:

€ 30.00

Available from:

www.eagleaviation.gr www.scaleindetail.com

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MARKETPLACE

Every self-respecting aviation man-cave should be a celebration of one’s favourite aircraft. Some might go as far as include components from aircraft. Others will hang pictures. For German model-builder Peter Dick, the ultimate is a bespoke, custom-built aircraft model in metal. Consider it a three-dimensional aircraft artwork.

Starting off in February 2017, Peter had previously dabbled with plastic and resin models, but metal is the most natural material to build an aircraft from. Using thin sheet steel, Peter worked using blueprints in paper which he then cut steel on. Crafted into shape using an array of hammers and shaping tools, Peter’s metal models feature full interiors— cockpits and seats, frames and bulkheads.

In a world obsessed with perfection and mass-production, Peter’s art in his metal aircraft models is a refreshing change. The lines of rivet holes are punched in, one by one. The model is airbrushed by hand. Like all works of art, they are not flawless. But they are beautiful, and unique.

The beauty of Pater’s models is that each one of them is unique, tailor made for the enthusiast who commissioned it. Aircraft can be stand mounted or on their undercarriage, depending on how you would like it displayed.

All this handiwork obviously doesn’t come cheap, of course, but then, no one-off work of art is. Peter prefers to work on larger scales, such as 1:32, as this allows him to build greater detail into his work, but on larger aircraft subjects, such as airliners, he will consider smaller scales such as 1:72.

Facebook Page:

www.facebook.com/papercrafttosteel

Email:

paper-to-steel@web.de

Price:

every project discussed and priced accordingly.

With the mirrorless camera rapidly taking over even the high-end camera sector, Nikon’s D780 might very well be the last hurrah for the embattled DSLR genre of cameras. Rather than abandon its DSLR range and pile all resources onto its Z-series mirrorless cameras, Nikon has taken some of its mirrorless technologies and put them into the DSLR. Retailing at over €2,200, this is a high-end, full-frame DSLR. The biggest novelty comes with its muchimproved autofocus when using live view. This is done using the same phase detection on-sensor AF system as used on mirrorless. This creates a camera offering the same 24MP resolution as the D750, but now with fast live-view autofocus, which is especially useful when shooting video, and continuous shooting up to 12fps in live view mode and 7fps using the viewfinder.

Sensor: 24.4MP back-illuminated full-frame CMOS Image processor: Expeed 6 Autofocus: 51-point phase detect (viewfinder), 273point hybrid phase detect (live view) ISO range: 100-51,200 (exp. 50-204,800) Max image size: 6048 x 4024 Metering modes: 180k RGB sensor, Matrix, center weighted, spot, highlight weighted Video: 4K UHD, 30/25/24p Viewfinder: Optical pentaprism, 0.7x magnification, 100% coverage Screen: 3.2-inch, 2359k-dot tilting touchscreen Memory card: 2x SD/SDHC/SDXC (UHS II) Max burst: Up to 7fps (viewfinder), 12fps (live view) Connectivity: Wi-Fi, Bluetooth Size: 143.5 x 115.5 x 76mm Weight: 840g (including battery and memory card)

For aviation photographers, the main attraction is the improved picture quality at high ISOs. The improved autofocus using live view, combined with the tilting screen, could come handy in those awkward static shot situations. If you also like to take some video of aviation action there and then, the improved AF in video mode is also a big plus. There is a silent shooting mode for those moments when taking photos might be frowned upon. The 1/8000 shutter speed should freeze the fastest of aircraft. If video isn’t your thing, then maybe the D750, which should remain available as a lowerpriced alternative, could suit the bill.

Want your product reviewed on Spotter Magazine?

Contact the editor on spottermagmalta@gmail.com

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MILITARY

Text: Mark Zerafa Photos: Cheng Hao Cai Colour Profile: Richard J. Caruana

The Republic of China Air Force is the military aviation branch of the Republic of China Armed Forces.

Its mission is to ensure the defense and integrity of Taiwan’s airspace. Four fighters form the air defence assets of the force, these being F-16s, F-5Es, the indigenously-designed F-CK-1 and the Mirage 2000. 46 single-seat Mirage 2000Ds and nine twoseat Mirage 2000Es have been procured, these being distributed across three squadrons based at Hsinchu Air Base.

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When China purchased the Sukhoi Su-27, Taiwan entered talks with both the US and France on the procurement of new fighters to overcome this new threat. The Americans would only make the F-16A available, a much less sophisticated variant of its lightweight fighter, whereas France was prepared to offer its latest development of its Mirage 2000, optimised for export customres.

Despite US opposition, and obvious condemnation from China, the Republic of China Air Force was the first to order the Mirage 2000-5 in 1992, with an order to 48 single-seaters and 12 two-seaters, together with 480 Magic and 960 MICA air-to-air missiles. Since the twoseaters do not have an internal gun, a number of DEFA 554 gun pods were acquired.

Deliveries spanned from May 1997 to November 1998. Three units operate the Mirage 2000, all of which are assigned a handful of two-seaters together with the main force of single seaters. The 41st TFG, the 42nd TFH and the 48th TG all form part of the 2nd TFW, based at Hsinchu.

Taiwan’s climate has not been kind to the Mirages, and it is reported that operational readiness isn’t the highest, and maintenance

costs have been higher than expected. In 2009, a rectification programme had to be effected following cracks in the engines’ fan blades.

A proposal to upgrade the fighters has not been carried out due to the high costs involved in having the aircraft refurbished in France, and with Taiwan’s recent purchase of Block 70 F-16s, this is going to be even more unlikely.

However, given the difficulty Taiwan experiences in obtaining military hardware due to its unique diplomatic situation, and the everincreasing investment by China on its armed forces, especially its plans to develop a fleet of aircraft carriers, the Mirages will have to soldier on regardless, and could receive some local upgrades. Highest amongst these priorities is the integration of locally-developed airto-air missiles, such as the Sky Sword II, which is faster and has a longer range than the MICA missiles.

How long the Mirages will remain in service will depend on airframe durability and longevity, eventual deals on their upgrading, and ultimately the options for their replacement. .

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Mirage 2000-5, 2029/E129, Taiwan Air Force

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AIRSHOW

Text: Mark Zerafa Photos: Mark Zerafa

The Moscow International Aviation and Space Salon is held biannually at Zhukovsky International Airport, 40km to the Southeast of Moscow. Established in 1992, it is a showcase of aviation achievements of Russian aerospace firms. The 2019 event was a clear mark of the resurgence of Soviet aerospace engineering, with a number of aircraft programmes showing signs of maturity and development.

With each tank filled with different colours of water, the Beriev Be200 started its display with a water drop showing off the colours of the Russian flag.

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Soviet-era nostalgia was high, with long queues waiting to have a look inside Tu-144 CCCP-77115, seemingly oblivious to the fact that this airliner faced serious issues in its short service life.

Greeting visitors whole line of Sov from the past, inc Berkut forward-sw the MiG 1-44, the aircraft, as well a transport and the M cargo transporter Bison bomber.

Expectations were dent Vladimir Pu Preseident Tayib

at the entrance was a viet experimental aircraft cluding the Sukhoi Su-47 wept wing demonstator, Tu155 cyrogenic fuel test as the Tu-144 supersonic Mysishchev VM-T outsize conversion of the M-4

high when Russian Presiutin welcomed Turkish Erdokan to visit MAKS,

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with a clear focus on selling the Su-57E 5th generation fighter to Turkey in view of the NATO country's stalled participation in the F-35 project. The aircraft was flown for flight demonstrations throughout the public days. Other displays by 4th generation + fighters, such as the MiG-35 and Su-35, but the MiG's display was cut short after it lost a panel from its wing. It landed safely, however no further displays were flown that weekend.

On the airliner front, Airbus presented the A350-1000, but all eyes were on the new

generation of Russian passenger jets, with Sukhoi demonstrating its SJ100 Superjet with new wingtips promising greater efficiency, and Irkut presenting no less than three prototypes of the MC-21 airliner.

Helicopters have always been a strong point in the Russian aerospace industry, with new platforms being unveiled, such as the Ka-62 and the Mi-38 in civil and military guises, and other legacy platforms receiving updates, such as the Mil MI-24P-1M, with new avionics, and the Mi-26T2V.

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Su-15UM was a rare type also towed into the static from outside storage at Zhukovsky.

MiG-21U

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An interesting display of prototypes was brought into the static, including this MiG 1-44 prototype.

UT two-seat trainer version of the MiG-21

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A factory development MiG-27 also moved out on the static. The colours could hint that it was last used in connection with upgrades to Indian MiG-23BNs

This Myasishchev M-4 was one of three converted to VM-T Atlant aircraft as part of the Soviet Buran shuttle programme. Although the Antonov An-225 eventually would do the honours of carrying to Soviet shuttle, the VM-Ts were tasked with carrying all the components from their manufacturing centres in Moscow to the launch site in Baikonur in Kazakhstan, a journey which required several refuelling stops, and later even inflight refuelling.

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Undisputed star of the static was the prototype Su-47’Berkut’, a forward -swept wing technology demonstrator

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An eternal symbol of the Cold War, Tu-95 Bear remains a force to be reckoned with to this day, with this variant on display with launch rails for eight cruise missiles.

A very interesting aircraft from the Gromov Flight Institute was this Tupolev Tu-154M Future Aircraft Control Testbed. The aircraft is in reality a hybrid, with Tu-154B wings but with Tu-154M engines, and is used to test fly-by-wire controls for military applications.

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The Tu-160 Blackjack is one of the world’s most capable bombers, with an upgraded version being introduced into the Russian Air Force.

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Skywriting to open the flying display.

Second prototype of the MC-21-300 performed a tight display.

Sukkhoi SSJ-100 Superjet sporting new wingtips.

Airbus A350-1000 XWB proved to be immensely manouverable for an aircraft its size.

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The Russian Swifts display team performed on all days.

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This MiG-15UTI is the sole flying example in Russia. Registered RA-0488G, it performed its first p restoration flight in August 2011. It was displayed for the first time for the 100th Anniversary of Russian Air Force in 2012, and is based in Stupino.

One of only two flyable Il-2M3 Sturmoviks, this aircraft operated by the Wings of Victory Foundation, force-landed on a frozen lake on November 25th, 1943. Recovered in December 2011, the aircraft was restored back to flying condition.

postthe

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Polikarpov I-15, one of the last front-line biplane fighters in service.

MiG-3 rebuilt by Aviarestorations.

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The undisputed star of the show was the Sukhoi Su-57, Russia’s first stealth fighter. With examples in both static and flying display, the aircraft clearly demonstrated impressive agility, well at par with any Western counterpart.

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Two Il-76s inuse as testbeds w Gromov Flight Institute, they No.2 pylon instead of the stan testbed for the TB7-117ST tu and the other was testing the

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were present at MAKS. Both operated by the y had their respective test engine fitted on the ndard engine. One Il-76 was being used as a urboprop for the revived Il-114 programme, e PD-14 engine.

Il-78M90A Tanker was unveiled at MAKS 2019, featuring PS-90A-76 engines and a new fuel transfer system, with a dual tanker-transport role.

Il-76MD-90A is a revival of the classic 70s transport, brought up to date with PS-90 turbofans.

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Russian Air Force Yak-130 during its display routine.

Another Yak-130 in the static, displaying the ordnance it can carry in the attack role.

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Motor-Sich MS-14 Turboprop conversion of An-2

Possibly the most drastic modification ever done to an An-2, RA-17908 was originally built as a standard AN-2R by PZLMielec but has resently been converted by TurboRegion to TP-301 standard, with a Walter turboprop, aand the lower wing removed . The engine is less powerful than the original Ash-62 radial, but the weight savings associated with removing the lower wing and other areas have allowed the aircraft to maintain broadly similar performance.

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The Mi.26 T2V is the latest variant of the world’s largest helicopter, intended for the Russian military, equipped with new NPK90-2V avionics su autopilot, armoured seats and new navigation and satellite communication systems. The cockpit is fitted with multifunctional displays with pro for night-vision goggles during night ops.

Naval Ka-52 Aligator

Mil Mi-

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Civil and military variants of the Mi-8

uite with ovision

Mi-35P is the latest update on the Mil -24 platform

Mil Mi-28P

Mil Mi-8

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Russian Helicopters presented for the first time both civil and military variants of its new Mil Mi-38 platform. The type has suffered a long development phase, with its first flight in December 2003, but certification only received in 2015.

Mi-24 in digital camouflage

Mi-8 in digital camouflage. Note the externa armour plating over the lower cockpit windows

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Ka-32 used by the Russian Ministry for Emergency Situations for fire fighting.

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The Russian Knights have traded in their old Su-27s for the more potent Su30. The brute force and the sheer size of the Sukhoi makes for a formidable, and very loud, display.

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CLASSIC AVIATION

Text: Tony Anger Photos: as credited

When you want to do good, you can use anything to make lives of fellow human beings that little bit better.

Tony Anger has found a new way of doing good through flying a World-War II—era training warbird, his Fairchild PT-26 Cornell, called ‘Amazing Grace’.

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Grounded No More Veteran Flight, literally started by accident. I had just purchased a Fairchild PT 26 Mk. 1 Cornell that was commissioned by the British in December 1943. My father taught me how to fly in a Fairchild PT 23, which was a very similar aircraft, the only difference being the power plant.

I also am blessed to be one of the pilots on the Commemorative Air Force’s B-17G. The story begins here. I was in operations one afternoon when a young man, just returning from a rock, wanted to go for a ride in our B-17, named Sentimental Journey. He told us a wonderful tale, of his grandfather who flew the B-17 in World War II. He had brought with him, his grandfather’s wings, logbook and a few other things. He had planned on taking a flight on the aircraft to commemorate his grandfather who had passed away a few months earlier. It was a beautiful story, up until it was time to pay for the ride, as it was much greater than he had planned, or could afford.

The first year we ended up taking over 100 veterans for flights. The second year we decided to try for a 501 (c) (3) charitable organization. We were approved on our very first try, and we knew that God had given us a real Christian ministry.

Today our group has taken over 335 veterans for flights in Amazing Grace. We now have a board of directors consisting of myself, Mike Stirber, our treasurer, and Austin Erwin, our secretary.

We operate out of Falcon Field in Mesa Arizona which also happens to be a historic airport that was a training facility for the US Army Air Corps, along with the British and the Canadians during World War II.

The aircraft itself has a rich history. It was commissioned by the British in 1943, and was baed in Saskatchewan to train British pilots. It was part of the lend-lease agreement, and ended up going to the Canadian Air Force for a while, and finally to the US The story touched my heart, and I was Army air Corps. compelled to walk up to him and ask him if he would like to go for a flight in an air- I purchased the aircraft from the previous plane his grandfather, most likely, had owner a little over 3 1/2 years ago, and it learnt to fly in. Being a little embarrassed has changed my life, and we pray we’re and not being able to afford the ride, he offering this fun adventure for our vetersheepishly asked me how much? I said, ans and that changes their lives as well, nothing, I was going to go fly anyway and I knowing that there is a group of people would be delighted to take you with me that absolutely love them, respect them, and show you a few things that your and want to give them not only a glimpse grandfather learned in basic training. of history, but a place where all their past can disappear for just a few minutes as we The ride was meaningful to him and to sore above the beautiful Arizona landme, and I went home and thought about scape. it, prayed a little bit with my wife and we decided to start the Amazing Grace ministry, which also happens to be the name of the aircraft. We would from now on, offer free rides to our veterans.

We started with just a note on Facebook, and we had several veterans come out for a flight.

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NOSTALGIA

Text: Mark Zerafa Photos: John Visanich

Derived from the Boeing 707 in the late 1950s as a stopgap pending the availability of the 727, the Boeing 720 featured a shorter fuselage and had shorter range. The 154 built enjoyed relatively short careers with mainstream carriers, but found a fresh lease of life with fledgling airlines and charter carriers well into the 1980s. Air Malta's 720Bs were a regular sight in European skies well into the late eighties, being one of the last operators of the type.

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B720-040B, 9H-AAN with its sister ships in the background, Park 9 on a foggy morning, 10 April 1983 55

Air Malta was set up on March 21st, 1973, in response to the need for the country not to depend on overseas airlines to service its nascent tourism industry. A strategic partner was established with Pakistan International Airways, which would provide the initial equipment and skilled manpower for the fledgling airline. Air Malta's first equipment were two Boeing 720-040Bs wet-leased from PIA, registered AP-AMG and AP-AMJ. These would ultimately serve the rest of their careers with the Maltese airline, as they were purchased outright on March 31st, 1979, being re-registered 9H-AAM and 9H-AAN.

AP-ATQ would be the only aircraft involved in a ma of pilot base training on November 14th, 1977, it lo The pilot took off again, and emergency services co the aircraft subsequently making a successful em was repaired and would remain in PIA service until

However, it was only a matter of time before newe replace the 720s. Air Malta started taking deliveries Adv in March 1983, featuring a slightly modified liv Scheduled services were initially conducted to London, Birmingham, Manchester, of the 720s eventually gave way to white for the Rome, Frankfurt, Paris and Tripoli, with mixed Pakistani-Maltese wings. crews. Configured to carry 148 passengers, the 720Bs proved popular, with a further three purchased from Western Airways, registered 9H-AAK, 9H-AAL and 9H-AAO. Given that tourism in Malta was very seasonal, the airline would often With arrival of the more fuel efficient 737, the m lease additional aircraft to cope with demand for the peak Summer periods, in- thirsty 720s days were numbered, Far too outdate cluding a handful of Boeing 707s from Dan Air and TAP. In this respect, PIA's AP- airline, but with the USAF scouring the world for J ATQ would often be used as a stand-in for aircraft undergoing repairs or mainte- KC-135s, the boneyard was calling these airliners. nance.

B720-040B, AP-AMG, on departure RW32, 10 August 1978

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ajor incident, when in the course ost its nosewheel landing gear. overed the runway in foam, with mergency landing. The aircraft 1985.

er, more efficient aircraft would s of brand-new Boeing 737-2Y5 very. The bare-metal undersides fuselage portion ahead of the

maintenance-intensive and fueled to be taken on by any other JT-3D turbofans to re-engine its

B720-047B tail, 9H-AAO, Park 2, 23 December 1989

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B720-040B, AP-AMG, Park 8, 22 May 1974

B720-047B, TF-VLC, Park 8, 27 July 1978

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B720-051B, AP-ATQ, nosewheel-less landing RW32, 14 November 1977

B720-040B, 9H-AAN, landing RW32, 8 January 1983

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B720-040B, 9H-AAM, Park 8, 18 November 1979

B720-047B, 9H-AAO, Park 8, 13 May 1979

B720-047B, 9H-AAO, Park 2, 23rd December 1989

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9H-AAN was the first to leave the fleet 9H-AAK's last revenue flight was on the 8th April 1988. It left Malta for good two days later, with the captain electing to conduct a highspeed fly-by over the runway before proceeding to Keflavik, Iceland, after which the aircraft proceeded to Tucson, Arizona via Maine. 9H-AAL's last revenue flight was on November 1st, 1987. Re-registered N210DS in the name of AAR Allen Aircraft Corp., it departed on the 8th.

This left 9H-AAM as the only remaining Boeing 720B in Malta. Stripped for parts it was repainted in spurious 'Skyline' airline colours for the 1986 German film production 'Crash', complete with dummy engines. It eventually met a fiery end at the fire dump after filming.

B720-047B, 9H-AAK, Air Malta markings removed, making a final low pass on RW32 on departure for good, 10th April 1988

B720-047B, 9H-AAL, Air Malta markings removed, departing RW32 for good, 8 November 1987

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B720-040B, (9H-AAM), withdrawn from use, Park 2, 9 November 1985

B720-040B, (9H-AAM), in “Skyline” titles after use in the TV film “Crash”, Park 5, 25 January 1987

B720-040B, 9H-AAM, what remained after the aircraft was burnt on the fire dump, 8 June 1991

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MILITARY

Text: Mark Zerafa Photos: Cliff Ibell

No1 School of Technical Training (No1 SoTT) RAF Cosford once again hosted the latest nightshoot with a twist... Located within the training hangar, the lights were turned off and the subject airframes were lit by White balance neutral LED lighting.

Several of the airframes normally used by No1 SoTT as instructional tools had thier gantries and other equipment removed to give clear shots for the photographers to take advantage of this rare opportunity.

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No1 School of Technical Training is the Royal Air Force’s aircraft engineering school, originally based at RAF Halton from 1919 till 1993, when it was relocated at the Defence College of Aeronautical Engineering at RAF Cosford.

Amongst its alumni was Sir Frank Whittle, father of the jet engine, who completed his apprenticeship at RAF Cranwell prior to moving to RAF Halton.

The Unit’s emblem is that of a beach tree bearing fruit on a grassy mount. It is to be noted that the School’s original seat, at RAF Halton, is overlooked by a beech tree woodland.

The RAF Aircraft Apprentice Scheme was started by Lord Trenchard in 1922, with the scheme forming 40,000 tradesmen till 1993. In July 1952, the unit received royal recognition when HM Queen Elizabeth II presented the school with a colour, and it is unique in that, since it was received by a sergeant apprentice, it is the only Colour in the UK Forces to be paraded by non-commissioned personnel.

After 1993, it forms part of the Defence College of Aeronautical Engineering at RAF Cosford.

RAF Cosford opened in 1938 as a joint aircraft maintenance, storage and technical training unit. During World War II, it was used by the Air Transport Auxiliary ferrying newlybuilt aircraft to combat squadrons and ferrying war-weary aircraft to No.9 Maintenance Unit.

The grass strip was replaced with a paved runway in 1941, as the original strip had proved unsatisfactory to handle heavier aircraft landing for maintenance.

Following the Strategic Defence Review of 2012, it had been announced that the training facilities at RAF Cosford would be moved to the site then occupied by RAF Lyneham, but it was later decided that Lyneham would be used solely by the Army.

Over the years, aspiring aircraft technicians have been trained on recently retired aircraft previously operated by the Royal Air Force and the Royal Navy, with Jaguars and Tornados being currently used, as these represent the nearest cos-effective simulation of current military aviation technologies seen on the RAF’s and the Royal Navy’s flightlines. Picture from the past indicate the use of Jet Provosts and Sea Vixens in the past, but these were obviously replaced when newly decommissioned aircraft, more representative of the state-of the art, were available.

Until 2016, the School took pride in maintaining a handful of Jaguars in ground-running condition, with regular runs to demonstrate the capabilities of the apprentices to maintain and keep an aircraft alive.

Since then the aircraft remain providing sterling service well beyond their official retirement, training the maintainers of tomorrow.

The airframes available during the evening event were : Gantries removed: ZA447/019 Panavia Tornado GR4 ZA459/025 Panavia Tornado GR4 XX965/C SEPECAT Jaguar GR1A XZ117/ES SEPECAT Jaguar GR3A Gantries in place: XX726/EB SEPECAT Jagauar GR1 XX756/W SEPECAT Jaguar GR1 XX968/AJ SEPECAT Jaguar GR1 XX969/01 SEPECAT Jaguar GR1 XZ371/AP SEPECAT Jaguar GR1 XZ390/DM SEPECAT Jaguar GR1

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WARBIRDS

Text: Photos: Colour Profiles:

Mark Zerafa Mark Zerafa Richard J. Carruana

At the time of its decommissioning, German Lufthansa Berlin Foundation’s Ju52/3m D-AQUI was the very last German-built Ju-52 approved for commercial air passenger operations. With its grounding, a significant piece of heritage has faded into history.

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Ju-52/3m c/n 5489 was built at the Junkers works at Dessau, Germany, flying for the first time on April 2nd, 1936. Certified on April 6th, the aircraft was delivered to Lufthansa four days later, where it was converted to flatplane configuration, to be based at Travemunde.

Desperate, DNL requested Horten Flyfabrik to rebuild an aircraft using parts and assemblies from this aircraft, c/n 130714 and c/n2982. The aircraft was deliverd back to DNL on February 14th, 1948.

In August 1948, DNL merged with Danish DDL and Swedish AB The aircraft’s service with Lufthansa Aerotransport to form Scandinavian was short-lived, as in July, it was Airlines System (SAS). transferred to Norweigan airline Det Norske Lufttartselskap Fred Olsen & Decommissioned around 1955, the Bergenske a/s/ (DNL), as a aircraft was purchased by Christof replacement for another Ju-52 lost in Drexel in October 1956. It was an accident. Re-registered LN-DAH, overhauled and converted to the aircraft flew between Oslo to landplane configuration, after which Bergen and Trondheim, together with it was disassembled and shipped to two other Ju-52s.

Ecuador with 20 tonnes of spares.

The aircraft was undergoing maintenance at Gressholmen when German forces overran Norway, and once repaired, the aircraft was taken over by the Lyftwaffe and upgraded to Ju-52/3mg2e configuration.

There, the aircraft was registered HCABS amd was operated by Transportes Aereos Orientales SA, for passenger and freight from Quito into the Amazon. However, sourcing spares became an issue, and by 1962, the aircraft had been retired and laid With Lufthansa taking over DNL’s up at Rio Japura airfield. routes, the aircraft was re-registered D-AQUI and transferred to the airline The aircraft would later be found by on August 22nd, 1940, where it former American bomber pilot Lester continued to fly until May 1945.

F. Weaver from Illinois, who purchased it for $5,000 in May 1970 Following the German surrender, D- and had the aircraft prepared for an 8 AQUI remained in Norway, and after -day ferry flight to the USA. Flown to a brief spell under the charge of the Sixon, Illinois on November 22nd, English, was transferred to the Royal 1970, it was intended to perform Norweigan Air Force’s 21st Transport further maintenance on the aircraft, Squadron, based at Tromso-Skattora. but this did not happen.

Its military days were short-lived however, and on September 12th, 1945, re-formed DNL received the machine and had it repaired. Flying again in the spring of 1946, the aircraft was re-registered LN-KAF, and flew until September 1947, when it was grounded due to corrosion issues.

Sold to Cannon Aircraft for $36,000 in 1974, it was then resold to American author Martin Caidin for $52,000.

Caidin had the Ju-52 restored in Titusville, Florida. The BMW engines were replaced by Pratt & Whitney Wasps, and the braking system from a C-46 was installed in order to facilitate the aircraft’s airworthiness approval from the FAA. 75

Registered N52JU, and dubbed ‘Iron Annie’ in a green and yellow colour scheme, the aircraft flew in 1976 and attended a number of airshows.

In 1984, a group of enthusiastic Lufthansa pilots convinced the airline’s board of directors to purchase the aircraft and return it to Germany for the airline’s 60th anniversary celebrations.

After a 16-day ferry flight, with stops in Labrador, Greenland, Iceland, Scotland and England, the aircraft was restored once again by Lufthansa Technik at Hamburg-Fuhlsbuttel.

Restoration lasted until April 1986. Modern navigation and communications systems were fitted, enabling the aircraft to be certified as a passenger transport.

Returned to 1930s Lufthansa colours, the Ju-52 could no longer be registered D-AQUI, as the A letter is reserved for aircraft of a higher weight class (MTOW of 20 tonnes plus). It assigned the registration D-CDLH, however was allowed to display its original registration on wings and fuselage as a special concession.

The aircraft would be operated by the Deutsche Lufthansa Berline-Strifung Foundation, flying around 400 flight hours a year, carrying around 10,000 passengers on pleasure flights annually.

Every Winter, it would be overhauled by Lufthansa Technic.

The aircraft was fitted with three-blade Hamilton propellers in the beginning of the nineties in order to meet noise requirements. Following the discover of damage to a central stinger in the fuselage in 2015, a major overhaul lasting one year and a

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half was undertaken in order to maintain the aircraft airworthy till its centenary. It first flew again on May 13th, 2017.

However, with the tragic crash of another Ju-52/3m in August 2018, flown by the world’s only other passenger operation flying the German trimotor aircraft, Ju-Air in Switzerland, inspections were mandated on all Ju-52s. After completing over 21,000 hours , D-AQUI was grounded for inspections.

As a result of investigations into the Swiss crash, it was established that although not the cause of the crash, the wreckage inspections highlighted instances of metal fatigue and corrosion in the aircraft’s main wing spare and other components, which components were impossible to inspect during regular maintenance.

As a result, Lufthansa decided that continued operations with the 82-year old Ju-52 were a risk too great for the airline, and the aircraft was immediately grounded. The airline’s project to restore a Lockheed L-1649 Starliner to flying condition was also terminated.

Providentially, in 2015, the Hamburg Monument Protection Office had included D-AQUI in the Hamburg Monument List, thus protecting the aircraft as a national monument.

Initially it was hoped that, without Lufthansa’s financial support, passenger operations would be discontinued, however the aircraft would continue to make appearances at airshows. However, the aircraft’s wings were removed and it was transported by road to Munich, where it will be stored pending a decision

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Junkers 52/3m D-2527 (W.Nr. 4022, ex-D-AGUK), 'Manfred von Richthofen', Lufthansa. personal transport of Reichsmarschall Hermann Gรถring, July 1933

Junkers Ju 52/3m, D-ALYL (ex-OE-LAR), W.Nr. 5180, 1936. XI. OLYMPIADE - Berlin 1936

Junkers Ju52/3m, D-AJAN 'Rudolph Berthold', Lufthansa, 1936. Note different vertical tail surface colour on starboard side.

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MILITARY

Text: Patrick Roegies Photos: Hans Antonissen

Celebrating its centenary in 2018, the Czech Air Force has evolved into a compact yet effective air arm, flying an interesting mix of Russian, European and locally-built aircraft.

The L-39 family is the greatest success story of the Czech Aviation Industry, and the latest version, the L-159 has a proud place in the CAF inventory.

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Formation of old and new, this L-159 was painted into the color scheme of a Spitfire in honor of Frantiťek Peřina, a Czech war hero who flew with the RAF during WW2. He is also the patron of 212 squadron.

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With the collapse of the Warsaw Pact, Czechoslovakia became a democratic nation again in November 1989. As a result of the Velvet Revolution led by Václav Havel, on January 1st, 1993 the country was separated in two independent nations, namely the Czech Republic and Slovakia. The Czech Republic proved to be very successful in Europe, after a number of economic reforms joined NATO on March 12th, 1999 and the European Union on May 1st, 2004.

capabilities of the Air Force changed significantly. Whereas previously, the Air Force was intended to operate as a first line of defense in case of a NATO attack, and thus requiring almost all aspects of military aviation to be covered within its operational inventory, the Czech government could now drastically reduce the number of aircraft types in service.

A reorganisation which took place during the second half of 1992 and throughout 1993 resulted in a The Czechoslovak Air Force pos- completely new structure of the sessed an impressive inventory Czech Air Force which came into consisting mainly of Soviet de- effect in the course of 1994. signed and built aircraft. Almost immediately after the cease of the As a result, a modest number of Warsaw Pact, a large amount of airbases were closed and a major the aging aircraft were withdrawn reorganization lead to the withfrom use and the remaining inven- drawal of a number of types, intory was shared between the two cluding the An-12, Il-14, MiG-21R, newly formed nations. With its MiG-23BN, MiG-23MF, the MiGintegration into NATO, the Czech 23ML, MiG-23UB, Su-22, Su-25 Air Force almost immediately and Mi-8T. commenced to design a mid-term and a long-term strategy to deter- The second phase of the major mine its requirements once inte- reorganization saw the formation grated into NATO. This resulted in of the current Czech Air Force the withdrawal of use of the structure. The regiment structure Mikoyan Gurevich designed MiG- was abandoned and five Air Bases 21 and MiG-23 aircraft and the were formed incorporating severSukhoi Su-22 and Su-25 fighter al squadrons. bomber aircraft. Just prior to the dissolution of the Warsaw Pact, After the Czech Republic joined the Czechoslovakian Air Force had NATO twelve MiG-21MF's rereceived a number of brand -new ceived some upgrades to MiGMiG-29 fighter aircraft, which had 21MFN standard to make them been equally divided between the suitable for NATO operations and two newly formed nations. Where to bridge the temporary gap until Slovakia decided to keep oper- a new aircraft type was selected ating the MiG-29 aircraft , the and integrated within the Air Czech Republic decided to put the Force. aircraft up for sale and were eventually delivered its examples to On December 29th, 2000 the first the Polish Air Force. This created domestically-designed and built Lthe possibility to obtain a new 159 ALCA aircraft were delivered fighter fleet which would not de- introducing the formation of the pend on support from Russia. “new” Air Force.

With the new diplomatic relations In early 2002, the Czech governresulting from the “end of the ment chose the JAS-39 as the MiG cold war”, the requirements and -21 successor.

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The Air Force effected further acquisitions since, including two new L410UVP's in 1996, an An-26 in 1998 as well as a number of W-3A Sokols from Poland in 1996, in exchange for the remaining ten MiG29's which had been in storage at České Budějovice for over a year.

replaced the majority of the current fleet of Mi-17 and Mi-24s. Additional plans to acquire three An-70s as part of the debt payments were abandoned and the Czech air force focused on the Casa C295M as a successor and replacement for its Antonov 26 transports. In addition, there was an urgent requirement to replace the VIP fleet. This process By 2004 the Czech aircraft manufacturer Aero Vodochody had com- started with the purchase of two A319s which replaced the Tu-154s. pleted delivery of 72 L-159s ALCAs to the Czech air force. However The first A319 was delivered in January 2007. following the disbanding of 32.zTL at Náměšt nad Oslavou in late 2003 only 21 aircraft (16 single seaters and 5 trainers) now remain in service In 2019 three additional aircraft were acquired (L-159T2), they rewith 212.tl at Čáslav. In 2005 the last MiG-21s were finally replaced by placed the remaining L-39’s which were withdrawn in 2019. The L-159 a batch of fourteen leased JAS-39C/D Gripen fighters which were all aircraft that had been withdrawn from use and put up for storage delivered between April and August 2005. As a part of its debt pay- have all been sold to Iraq and private adversary companies in the ments from Russia, the Czech government agreed to receive sixteen United States . Only one reserve aircraft remains. new-buildMi-35/Mi-24V Hind attack helicopters, as well as a similar number of Mi-171Sh transport helicopters. These new helicopters

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Gripen 9234 was painted in 2018 to celebrate the centenary of Czech military aviation.

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The Sokol W3 helicopter—MiG-29 swap was, according to Czech Air Force Commander Major General Petr Hromek, a good deal as it meant that the air force was no longer exclusively relying on the delivery of spare parts from Russia any more. With all the remaining Russian fighters phased out, the air force could focus on new partners. The only remaining Russian hardware is the Mi-24V/Mi35 helicopter fleet. In August 2019 the Czech Air Force signed an agreement to buy 8 UH-1Y Venom utility and 4 AH-1Z Viper attack helicopters as replacements. These should enter service by 2023.

bilities of the JAS-39, the lease was extended till 2027. The JAS-39 is able to fulfill all required missions. Part of the lease contract will see the aircraft upgraded with a Link-16 system and Laser Designating Pod (LDP) capabilities, ensuring the aircraft’s ability to operate well into the 2020s.

In 2021-22 the process for a possible future replacement will be reviewed. No specifications have yet been determined, and thus it is not clear whether the Czechs will make a leap into fifth generation fighter aircraft, or whether they will continue operations with Training is provided by a state enterprise which was created by the fourth generation + fighters due to budgetary considerations.

MoD. The domestic training center for pilots uses mainly Zlin 142 aircraft for basic training. Students then progress to the L-39/L-159 Future defense budgets are set to be increased. In 2021 the curfor advanced flying training and a selection is made whether the rent assigned budget will be increased by 1.4% on an annual basis student should advance to fast jets, helicopters or transports. The increasing to a 2% budget increase by 2025. At least two additional Czech Air Force does not train its pilots overseas.

Casa C295M aircraft will be acquired to support land forces. The planned replacement of the new attack helicopters is covered The backbone of the Czech Air Force is the JAS39 Saab Gripen. within this budget. Remaining modernizations and upgrades are to These aircraft have been acquired in 2004 via an initial 10-year be decided upon. lease contract. Given the satisfactory performance and the capa-

Mi-171Sh, NATO codename HIP, is the Czech Air Force main transport helicopter, it is an upgraded version of the Mi-8/Mi-17 and belongs to the 22nd Helicopter Air Base at Náměšť nad Oslavou.

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Mi-24V, flying low level over the countryside. About 17 are still in operational service. These will be replaced by Bell AH-1s

Relations with the Slovak Air Force remain very good. Cooperation is however limited mainly to Air Force training, assistance in the QRA (Quick Reaction Alert) missions and logistic support. There is no common aircraft procurement policy.

the all-Gripen nation exercise Lion Effort. In 2018, the Czech Air Force also organized and participated in NATO exercise “Ample Strike”. The Czech Air Force does not participate in the “Red Flag” exercises, mainly due to the ferry distance and the lack of air-air refueling capabilities .

On an annual basis a Czech fighter pilot performs approximately 125 actual flying hours and an additional 40-50 hours in an advanced mission simulator. The tactical simulation center located in Pardubice provides tactical training . In this simulation center almost all scenarios can be projected with up to eight cockpits working at the same time, doing BVR (Beyond Visual Range) training and adversary training in a 4 versus 4 aircraft setup. The available training ranges and areas are situated very near to the Czech Air Bases. This means that the time available on the ranges is very efficient since minimal time is lost on flying to and from the range, thus giving pilots a maximum of training.

2018 marked the 100th anniversary of the Czechoslovak independent state and also Czechoslovak Air force. A lot of things have changed, The Czechoslovak Air Force no longer exists and was split into two separate Air Forces after the country was split into the Czech and Slovak Republic as a result of the end of the Cold War. The Czech Air Force evolved from a large, Soviet-style organization to a relatively small, Western, Air Force. Nonetheless, it remains wellequipped and trained for the tasks it may be required to execute, and remains poised to fulfill new challenges as they may arise.

The Czech Air force has participated regularly in the NATO Tiger Meet for over a decade. Besides, it has participated in 89

The Let L-410 is used as an utility (UVP) and reconnaissance (FG) aircraft . This photo shows a UVP (Ukorochennaya vzlot-posadka, "short take-off and landing�) in a special livery.

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The Gripen’s canards offer a perfect opportunity to put on special markings. In this case “the eyes of the tiger” during the 2011 NATO tiger-

This L-39ZA from 213 squadron based at Čáslav airbase has been painted in a special scheme celebrating the first flight of the L-39 fifty years ago. The tail shows the picture of Rudolf Duchoň, the test pilot who performed its flight.

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Two ship of special livery Gripens over Czech airspace.

9241 is celebrating the squadron’s Tiger identity and 9234 is celebrating the Czech Air Force’s centennial.

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In 2009/2010 the Czech Air Force replaced the Antonov- An-26 by 4 factory fresh Casa-295M military transport aircraft. These aircraft were assigned to 242 sqn at Kbely Airbase.

Enstrom 480s have been inuse as trainers since 2018.

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2.

The Mig-21 was a Cold War worhorse, and it has outlived many of its intended replacements.

This LtBVr 221 (Attack Helicopter Squadron) Mi-24V from Náměšť nad Oslavou was painted in this very special “Alien Tiger” scheme for the NATO Tiger Meet at Zaragoza in 2016.

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MUSEUMS

Text: Mark Zerafa Photos: Ari Pirilä

Tucked away besides Tikkakoski Air Base is a gem of a museum which houses a treasure trove of unique airframes. This is the result of Finland‘s unique position in history, its climate and its people.

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Formerly known as Museum is owned b exhibits the aviation century, to date. Th aircraft dating back museum is running creasing collection. includes a Bell P-39, F.4 Buzzard, a genui

Finland’s unique po equipped with a va Gauntlet, the Bristo Fokker D XXI, the Am Finnish pilots in th wealth of crash site country’s bitterly co better than they did

the Aviation Museum of Central Finland, the Finnish Air Force by the Aviation Museum Foundation of Central Finland, and it n history of Finland from its inception at the start of the 20th he Museum was founded in 1979. Blessed with a wealth of from the earliest days of aviation, including an Avro 504K, the out of space and is working on an extension to house its inAmongst the very rare aircraft in its collection, the collection , a Brewster Buffalo, a Blenheim, a Fokker D. XXI, a Martinsyde ine Bf-109G and s number of indigenous aircraft.

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With the Russians switching to the Allied side, Finland found itself operating warplanes of German origin. Post-war, the country has operated aircraft from both sides of the Iron Curtain, from the MiG-21 to the F-18 Hornet, from the Mi-4 to the NH-90. Again, this has meant that a very diverse wealth of aircraft remain preserved to this day, together with a number of restoration projects which should keep restorers all over Finland busy for decades to come.

Attracting around 25,000 visitors annually, the museum is well-lit and aircraft can be viewed from ground level and from elevated walkways. The standard of restorations is very high, especially with the patinated approach on the Hawker Hurriolitical situation during the Second World War saw its air force cane, completed in March 2013. The Buffalo is presented in an ‘as recovered ariety of types, mainly of British origin, such as the Gloster stance, giving an idea of the harsh realities of war and retaining the full authenticol Blenheim and the Hawker Hurricane, as well as the Dutch ity of this unique airframe. merican Brewster Buffalo and the Italian Fiat G.50. The skill of Unfortunately for photographers, it is inevitable that some aircraft are crammed he face of adversity against their Soviet adversaries saw a together in a way to render photography difficult, but not impossible with the es of Russian-flown aircraft resting in Finnish territory, and the right lenses. old winters and lakes have ensured that some have survived d in other locations.

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BW-372 is the world‘s only survivi Considered a failure by most air arms Buffalos established an enviable kill ra 372 crashed into a lake after an encoun and was discovered in 1998.

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BL-200 is the world’s only surviving original Bristol Blenheim, which was built under licence in Finland in 1944.

ing intact Brewster Buffalo. s that operated it, the Finnish atio against the Russians. BWnter with a Russian Hurricane

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Finland acquired 12 Hawker Hurricanes during the Winter War. Only ten made it to Finland, and these arrived too late to see combat in the Winter War. They were put to good use in the Continuation War, though their continued use was curtailed by the lack of spare parts, leading to their withdrawal in 1943. Five were lost in combat, and a captured Russian Hurricane II was also repaired and used by the Finns.

HC-452 is one of the oldest surviving Hawker Hurricanes.

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Finland received seven Fokker D. XXIs from the manufacturer, and built a further 90 under licence. FR-110 was the personal mount of ace Lt. Viktor Pyotsia in the Winter War. It is the world’s only complete surviving D. XXI 103

Issue 22 Amongst the unique pieces at Tikkakoski is the VL Pyorremyrsky (Hurricane) fighter. Designed by Torsti Verkkola at the State Aircraft Factory to a 1942 order for two prototypes, the aircraft was intended to reduce the reliance on foreign countries for front-line fighters. Intended to be ready

by May 1944, the aircraft was to be made of wood, a material readily available in Finland, as opposed to aluminium. Using experience gained from operating the Bf-109G, Verkkola aimed to address a number of issues with the German fighter. The wide-track landing gear addressed a long-standing issue with the 109, giving much improved handling on the ground, especially on improvised airstrips.

The tailwheel was fully retractable, the tail had greater area and the cockpit glazing offered much better visibility, especially towards the rear. Power came from the same Daimler-Benz DB605AC V-12 inverted liquid-cooled piston engine, giving 1,500 hp driving a 3-bladed constant-speed propeller.

It was intended to arm this fighter with a hubmounted 20mm MG151/20 cannon and two 12.7mm LKk/42 machine guns, firing through the propeller arc. It was probably intended to concentrate all firepower closely together to inflict a concentrated area of damage on the target, to make up for the decreased number of guns compared to other contemporary fighters. but these were not fitted to the prototype. In the ground-attack role, it could carry four bombs of up to 100kgs each.

The programme’s funding was slashed following the 1944 Armistace with Russia, and with sufficient Bf-109Gs still available to maintain Finland’s fighter squadrons within the limits imposed by the same Armistace, work on the Pyorremyrsky was severely curtailed. The Armistace also forbade the sourcing of military goods from Germany, thus rendering it impossible to source new engines or spares for the DB-605. The Ministry of Defence cancelled orders for the second prototype and 40 production examples.

Too late for World War II, the prototype, serialled PM-1, first flew on November 21st, 1945, in the hands of Esko Halme. This flight almost ended in tragedy when part of the engine exhaust detached from the aircraft in flight, and Halme had to con-

tend with engine fumes entering the cockpit.

Acting quickly, he donned his oxygen mask to return safely to Harmala.

The aircraft displayed good flying qualities and could outclimb and outmanouver the Bf-109G. However, there were manufacturing issues as the quality of the glue used to assemble the aircraft was not up to standard for the structural rigours a fighter would sustain in flight.

Capt. Osmo Kauppinen performed the sole prototype’s last flight on July 22nd, 1947, bringing the aircraft to the ground after a mere 27 flying hours over 31 flights.

Ultimately, the wing’s design would be utilised in the Valmet Vihuri training aircraft.

Struck off charge on April 1st, 1953, the Finnish Air Force recognised the significance of this aircraft, and did not scrap it. Initially sent to the State Aircraft Factory’s depot, it was then refurbished in the 1970s for display at the Finnish Air Force museum.

VL Pyorremyrsky Type:

Single-seat piston-engine fighter

Powerplant:

Diamler-Benz DB605AC V-12, 1,500hp

Max. Speed:

390 mph (620km/h)

Ceiling:

36,910ft

Range:

900km

Rate of Climb: 3,640 ft/min Length:

9.13m

Wingspan:

10.38m

Height:

3.89m

Wing Area:

19m2

Weights:

2,619kg (empty) 3,310kg (MTOW)

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The Finnish Air Force was the first customer for the Folland Gnat F.1 lightweight fighter, operating 13 aircraft, two of which for photographic reconnaissance. Although Valmet acquired a production licence, no aircraft were built.

Three Mil Mi-4s were operated by the Finnish Air Force between 1962 and 1979

The Valmet V signed by Fin trainers of th tance of L. H craft was to manufacture refurbished u ready had th ponents were

The prototyp the controls. in 1954. Alth record was m

Vihuri was a Finnish-designed advanced two-seat trainer. Dennish manufacturer Valmet to replace the obsolete VL Pyrys he Finnish Air Force. Designed by Martti Vainio with the assisHamalainen and T Mantysalo between 1948 and 1949, the airbe powered by the Bristol Mercury radial, which had been ed under license in Finland. The engines for all Vihuris were units from the Finnish Air Force’s Blenheims, which had alheir fair share of use in harsh wartime conditions. Other come also recovered from other aircraft.

pe first flew on Fabruary 6th, 1951, with Capt. Esko Halme at 30 production aircraft were ordered in 1951, and a further 20 hough the aircraft’s design was sound, but the Vihuri’s service marred by a number of fatal accidents, caused mainly by pilot

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error or over-confidence, and airframe and engine fatigue caused by the considerable usage of the aircraft. The press labelled the aircraft to be unsafe, and following the death of the prime minister’s son in a Vihuri, the aircraft was permanently grounded in 1959, and all remaining airframes, save one were dismantled and sent for scrap. Interestingly, the rear canopies from the scrapped aircraft are still in use to this day, servicing as roof windows at the metal recycling plant where the aircraft were scrapped.

The sole survivor, VH-18 was retained as an instructional airframe for mechanics, and was eventually preserved at the Finnish Air Force Museum. A fuselage section from another aircraft, VH-25, has also survived, and is undergoing restoration.

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HELICOPTERS

Text: Photos:

Mike Lintott-Danks Mike Lintott-Danks

After the French ArmÊe de l’Air, became an entity separate from the army but in 1934, it retained the ground support and army-cooperation mission. However, in 1954, the Army formed ALAT, to handle its own transport and aerial support requirements.

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The sharp end of ALAT’s sword, the Tigre is a powerful attack helicopter which has proven itself in combat in harsh environments.

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The first generation of helicopters used by ALAT were the Vertol H-21 ‘Flying Banana’ and the Aerospatialle Alouette II. Both types were deployed initially in the Indo-China war and then used more extensively against insurgents in the Algerian War. The first generation of helicopters were used for transport into enemy territory and observation with little self-defence capability.

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With the 1st and 3rd regiments located in the North East of France the 5th regiment have used their location near to the Pyrenees to become mountain specialists.

The terrain and weather conditions create a challenging environment for the helicopters to fly in, with wind and disorientation being factors that test the pilots. The skills The second generation of helicopters gave rise to the attack heli- that the air crews gained in the Pyrenees became invaluacopter and the defence of the Eastern border against the Warsaw ble when flying in mountainous regions during operations Pact. Plans called for the RHC regiments to slow the assault from in Afghanistan. the large tank battalions from the Warsaw pact countries, thus the armament focus was on anti-tank weapons. The main heli- The ALAT cargo crew school is based at Pau and concencopters of this era were the Alouette II and IIIs, the latter which trates on the mission for moving people and cargo efficould be fitted with anti-tank missiles. ciently and quickly in and out of the larger utility helicopters. A normal operational mission aboard a utility helicopThe eighties saw the arrival of third generation helicopters, with ter consists of two flight crew, pilot and pilot in command, the Aérospatiale Gazelle and SA-330 Puma, which both bought a a flight engineer and in combat two cargo crew members. greater capability to the ALAT. Their main objective remained The cargo crew members have additional roles during the that of slowing down large Warsaw pact tank battalions until mission being door gunners to aid with protection as well supporting forces would arrive on the Atlantic seaboard and as their usual cargo role. counterattack.

Over the past ten years the 5th RHC have been involved There were four regiments based in the North East of France, and with three major conflicts in Afghanistan, Libya and Mali. only one in the South, and thus the 5th RHC enjoys particular autonomy and excels in specific operations.

All of these conflicts had differing challenges and learning points that can now be employed by the 5th RHC on future Moving into the modern age, ALAT and 5th RHC become better missions. The Afghan mission was challenging was it inequipped with the Eurocopter Tigre and the NH Industries NH90 volved working with large scale NATO aerial and ground Caiman, along with the 3rd generation Gazelle, Puma and Cougar. forces, requiring the use of a common language. The shortThe older 3rd gen helicopters have evolved with upgrades involv- range operations from well-equipped facilities allowed for ing both airframe and avionics, enabling them to have much- great operational effectiveness by the helicopter force. The improved mission capability. The 4th generation helicopters work learning outcome from Afghanistan was the need for closer with other ground forces and drones to create a highly effi- tougher pre-deployment training with NATO procedures cient and integrated fighting force. 2021 will see the arrival of the and joint operations with NATO partners.

Airbus Helicopters H160.

Operation Chammal in Libya, was an entirely different war, The present structure at the 5th RHC is a mixed fleet of Tigres, with the helicopter force being deployed aboard a ship and Cougars, Caimans and Gazelles. The Puma was retired in 2019. flying mainly at night. Operations involved a large mixed 1000 soldiers are stationed at Pau, of which 20% are aircrew. The force of helicopters with up to 20 being in the air at one rest are split between protection, support and maintenance per- time. This was high-intensity warfare with one strike sonnel, thus making the regiment completely autonomous. squadron engaged against a Libyan mechanised brigade.

The Libyan experience produced further learning outPilots fly 140 hours per year, but this can easily increase to 250 comes, requiring more regular operations with the Navy hours if they are deployed on operations. Not all these hours are and also the need for more digitisation including a better in their helicopter mount. There is a suite of simulators at Pau system of ‘blue force’ tracking. which are utilised to provide realistic training without the expense of flying the helicopter.

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Operation Serval in Mali has been a great test of the 5th RHC’s ability to work autonomously and at long distances from a well-supported airfield. The distance travelled from the helicopters’ arrival point at Bamako was the equivalent to travelling from Pau to the Northern coast of France.

This was an enormous challenge with a limited supply chain, being a long distance from support and utilising Forward Arming and Refuelling Points throughout the mission. The Tigre proved that it was fit for purpose during Operation Serval, flying in high heat and heavy dust conditions in remote areas with limited support and maintenance.

Outside of these major operations the 5th RHC continues to support the missions closer to home in France.

Since the 2015 terror attacks, the 5th RHC have helped to support security missions within France.

They also provide helicopters and

crews for fire fighting missions in South East France and in Corsica to help fight wildfires. The fire fighters are air lifted to remote locations and fight these isolated fires to stop their potential of becoming larger more damaging fires.

The future for the 5th RHC will see further new technology, facilities and helicopters becoming integrated into this battle-proven, combat-ready regiment. The digitalisation of the helicopter force and abilities to link forces together will make the regiment more effective. It is envisaged that the setting up of new infrastructure for the maintenance and operation of the NH90 Caiman will see this base becoming even more selfsufficient, thus remaining a creditable fighting force prepared for anything that may come its way.

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Gazelle ‘GTR’ guarding the gate at Pau

Retired in 2019, the Puma’s design lives on in the Cougar.

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The Tigre is a rugged two-seat attack helipcopter, which can be armed with missiles, unguided rockets and a nose-mounted GIAT 30mm gun turret.

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Named the Caiman in French service, the NH-90 brings in higher levels of airlift capability to ALAT.

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Now approaching the twilight of its career, the Gazelle has proved itself as a reliable single-engine helicopter, which was built in both scout and liaison, and anti-tank mission fits.

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Spotter Magazine would like to thank Capitaine Maurice press officer for the ArmĂŠe de TĂŠrre and Capitaine Balistaire Communication officer for the 5th RHC for their invaluable assistance in the production of this feature.

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The Cougar has taken over from the Puma as ALAT’s main airlift helicopter. It has been further developed into the Caracal for special forces operations.

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WARBIRDS

Text: Photos:

Phil Buckley Phil Buckley

This C-47A (c/n 6007) was built in October 1942 for the USAAF and acquired s/n 41-18646. It acquired its name of "Irene" from a crew member's wife. The Dakota featured in a WW2 propaganda film where it was seen in PNG supporting troops on the ground. It was used in an important role as a biscuit bomber which dropped supplies to troops on the ground. It also served with the Royal Australian Air Force after 1944 . After a colourful history, it is being restored by an Australian father-and-son team, and is nearing completion.

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The father son team of Jeff, Ash and Marty Morgan in the Mallee district of South Australia have made more progress in February 2020 with the ongoing restoration of their C -47 "Irene".

After much work, they have attached the left wing. Ash said "There was not too much internal work done on the wing but a lot of work was undertaken to get the old paint off and prepped for new paint. We added a new old stock wing tip as the old tip was very rough and needed to be replaced. The right wing will hopefully be attached sometime this year". During repainting up to 7 layers of former paint were removed.

This C-47A (c/n 6007) was built in October 1942 for the USAAF and acquired s/n 4118646. It acquired its name of "Irene" from a crew member's wife. The Dakota featured in a WW2 propaganda film where it was seen in PNG supporting troops on the ground. It was used in an important role as a biscuit bomber which dropped supplies to troops on the ground. It also served with the Royal Australian Air Force too with it being transferred in 1944 for operations.

Interestingly soon after moving to the RAAF, it was then transferred to the Australian civil register and converted to a civil DC-3 model at Essendon Airport. It would end up living an equally exciting life.

By 1945 it was flying operations with Guinean Airways. As the years progressed it moved around a lot and also flew with General Cargo Australia, East West Airlines, Trans Australia Airlines, and a lot more smaller operators.

By 1973 it had been acquired by Connair Airlines which flew in the Northern Territories. This aircraft became even more historic when in 1974 this Dak became the first aircraft to fly out of the cyclone ravaged city of Darwin, N.T carrying 25 people to a new life.

Post cyclone it did other work being used in survey and mapping work to add to its resume of work. EWE also did flying with Ipec and even starred

in a movie called "Bananna Airlines". The last flying operations involved it being flown between Essendon, Victoria, and Tasmania moving fish.

It was retired by 1983 and was then purchased by a food business and repainted back into TAA colours. It became a popular ground attraction as an aircraft restaurant outfitted with a dining set up for customers.

It was placed outside for all to see at the West Lakes. To understand how popular as an aircraft restaurant it became over the years of reuse, an estimated 50,000 people a year had their meals inside.

The fast food location eventually closed down and then came into the hands of Jeff Morgan in 2000. Jeff acquired this aircraft and with his sons they have undertaken extensive restoration works. Both the engines had been declared unusable. There was airframe corrosion in the fuselage which took some effort to stabilise. To restore the cockpit, engines and airframe involved the Morgans sourcing many new, old stock parts and reworking others back to new.

As of 2020, the cockpit is fully restored, the engines work and the plan is now to focus on the wings with just one more to go. The truck used for the wing attachment process is a 1942 Blitz truck, of similar age to the C47.

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PLANES IN SCALE

Text: Nigel Goodson Photos: Nigel Goodson Profiles: Richard J. Caruana Some might say that the Griffon Spitfire lost much of the grace of RJ Mitchell’s original design. However, it remains a beautiful beast from most angles, with a wealth of colour schemes to choose from.

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Airfix’s 1/48 Spitfire example comes in two forms, the Mk.22 and the Mk.24 I elected to build the Mk.22 because I wanted to experiment with the natural metal finish of the aircraft. The box contains three main sprues and one clear, and immediately there was an issue as the tear drop main canopy was very badly moulded and "milky" so I carefully shaved it down and dipped it into "klear" floor cleaner which cured the transparency issue to a better degree. In our box, parts 53 & 54 (the shock dampers for the main undercarriage oleos) were compromised, one being completely broken and the other initially thought to be lost, was later found buried a corner of the box.

As with all Spitfires, the build started with the firewall/instrument panel and the aft structure holding the armour plate and pilot’s seat.

The instrument panel was raised, so I chose to paint it, with cockpit interior green beneath and matt black as an overcoat. To highlight the instruments, I used a damaged old brush and just touched some light grey paint on the very tip, wiping off any excess. I then gently wiped the brush over the instruments, going through all ‘four points of the compass’. Then for the tricky bit. Some of the Spitfire’s dials are in red and yellow, so these had to be painted with a very fine hairy stick. Not the easiest of jobs!

The two sides of the interior of the fuselage feature nicely raised detail, not over the top but sufficient. This was painted in interior green and other parts were highlighted in black. Once all was done and dry came the usual Spitfire issue, namely putting the firewall, instrument panel and rear cockpit structure in. The plans and the kit itself didn't help much in this regard so I ended up having to dry fit both fuselage halves together and jimmying in both parts so they would fit. Had this not been done, the fuselage halves would simply not fit together.

However, another issue had to be sorted before the halves would actually be glued to-

gether. I used some scrap plastic and glued it into the extreme nose so it could hold the propeller/boss in place. This would allow me to leave the propeller off the plane till the end, as they just get in the way!

The wings were next. They are essentially in five parts with nice interior detail for the undercarriage but the one item that caused issues was part 24, which is the interior part for the inboard flaps. If you glued that part in first, followed by the upper wings, the upper wings wouldn't sit right. So, the extreme corners were shaved down so they would fit.

One of the five parts to the wing structure is a clear part with three little portholes. These are the visual IFF lights on the aircraft’s underside. These were to glue into place without much care, as they would be painted later anyway. With the wing structure completed, the undercarriage struts and bay doors were next. It is good to note that Airfix has included a nice level of detail here.

five blades has different numbers. The boss itself had a red tip so careful masking off is required for the rear of the boss. This is the only solution, as the rear part is white and the front is white, and any attempt to cover red with white is bound to end in tears.

Next was the major join of the wings to the fuselage. The two subassemblies put on a fight to fit, and some modelling putty was required in a few places to ensure a smooth fit.

With the model now resembling an aircraft, it was time to start preparing for the main colour, silver. The entire aircraft was first sprayed in matt back. Note that neither the windscreen or tear drop canopy were not yet in place. All the panels were then carefully masked off and sprayed them with satin black.

Once dry, the model was given an overall silver finish with Humbrol’s spray can Silver 11.

The different base coats highlighted the panels beautifully. After all had dried, the upper cowling were masked for a coat of satin black to achieve the anti-glare effect. This left the oil/coolent radiators as the last to assemble and paint. Care must be taken as it's easy to put the wrong radiator in the wrong way round.

The broken shock dampers were fiddly at best to repair. The wheels which came in four halves. Each tyre had 3 indentations in them, as is standard with Spitfires, so all that had to be done was use a toothpick and dap some matt black inside, to make them stand out rather nicely.

Finally, it was decided to display the model with the four-part flaps lowered. It is imperaIt was when I tried gluing the undercarriage tive to pay attention to the part numbers, as struts in place that another problem surfaced. the parts are similar and can cause confusion.

The struts were beautifully detailed. Too deThere were no issues with fit, and they were tailed, unfortunately, as the extreme lower put in place with ease. part of the struts simply wouldn't fit into the slots. As a recommendation, the struts could Fitting decals is always a very satisfying stage be attached prior to fitting the upper wings in of a model’s build. The larger decals, such as place. For this build, however, it was too late the roundels and squadron code letters prefor such a measure, and it was only by gently sented little trouble, but the walkway black shave off some of the lower detail off that the lines were difficult to get straight. The stencil struts could be made to fit. decals presented a few challenges as well but all in all they were not bad.

With the fuselage halves set, work began on the Griffon engine bulges on either side of the Final verdict? A bit disappointing by modern engine cowling and the rear rudder. All were kit standards but a good result is achievable simple affairs causing no problems. At this with care and average skills. A good addition point I tackled the propellers and boss. This is to any 1:48 lineup of Spitfires. a tricky bit, and care is required as each of the

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THE REAL THING

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

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The Spitfire started off as a relatively lightweight fighter powered by the splendid Rolls Royce Merlin engine. As the technologoical leap-frog battle progressed, Supermarine’s engineers did a fabulous job keeping the fighter relevant on the front-line, marrying and adapting the airframe to accept ever-more powerful versions of the Merlin engine.

The airframe itself received a number of refinements to improve handling, performance and handle the ever-increasing engine power.

Rolls Royce was already aware of the limitations of how far further it could take the Merlin, after the 60-Series which went into the Spitfire Mk. VIII, IX and XVI. In 1938, it had already been working on a largercapacity version of the Merlin to power the Fleet Air Arm’s new Firefly fighter, with the first prototype Griffon I being test-run by its Experimental Department on November 30th, 1939. By then, it had already been proposed to marry the new engine to the Spitfire.

Work on the new engine was suspended briefly to allow Rolls Royce to mature the Merlin, which was rapidly becoming one of the most needed engines for the front-line, powering fighters and bombers alike.

Through intelligent design incorporating the camshaft and magneto drives into the propeller reduction gears at the front of the engine, as opposed to using a separate system of gears at the back end of the crankshaft, and by relocating the supercharger drive to the rear of engine, the Griffon’s frontal area was not significantly larger than the Merlin’s, thus making it possible to fit into the Spitfire’s petite fuselage .

The first series-production Spitfire to be powered by the Griffon was the Mk. XIV, combining the MK. VIII’s airfrane, with its larger rudder and retractable tailwheel with the new powerplant. Designed to be the ultimate Merlin Spitfire, the Mk. VIII was overshadowed by the stop-gap Mk. IX,

which was initially produced as a stop-gap until the Mk. VIII was ready, as rate of production was then considered more important than refinement.

Between July 27th and 29th, 1943, an experimental Mk.XIV was flown against a Spitfire Mk. VIII for comparison purposes. It was found that whereas the Merlin-engine Spitfire could hold its own up to 30,000ft, at anything above that altitude the Griffon Spitfire had the upper hand.

The Mk. XIV handled well, with ballast in its tail to compensate for the longer and heavier nose, and was found to be very reluctant to spin. The Griffon was more fuel-thirsty, consuming between 10 to 15 gallons an hour more than the Merlin. Pilot’s forward view from the Griffon Spitfire was deemed better due to the lower engine cowling.

In its final assessment, the A&AEE concluded that the Mk. VIII was preferable at heights up to 25,000ft, except for its turning capabilities. It was much lighter on the elevators and was easier to fly.

However, even the Mk. XIV was essentially a stop-gap. As Rolls Royce was already promising more powerful versions of the Griffon, Supermarine’s engineers were preparing a radical redesign of the Spitfire to make the most of it.

The Mk. XIV was limited to 470mph due to aileron. Later production examples would have a larger tail to improve control. A new wing was needed to unleash the potential of the Griffon. This would lead to the F. Mk. 21, with a new laminar-flow wing, with a provision for up to six 20mm Hispano cannon. So radical was the redesign, that Supermarine even considered renaming the fighter the Victor.

Amongst other improvements looked into, but not implemented were new radiators made out of light alloy instead of Copper. and an ejection system devised by Martin Baker, with a spring-armed swing-arm recessed in the upper fuselage, intended to

throw the pilot clear of the tailplane even at high speeds.

For the first time in the Spitfire, the undercarriage was fully faired once retracted.

Some production examples had a 6-blade contra-rotating propeller, to eliminate the now very pronounced torque on the takeoff run, but this was not rolled out fleetwide.

An improvement which took relatively long to be implemented on the Spitfire was the cut-back fuselage and the related bubble canopy, allowing much improved vision for the pilot. The Mk.22 was the definitive Spitfire to have this enhancement. A larger tail unit was fitted, which would be later employed in the Spiteful. No rear fuel tanks were fitted.

Too late to see wartime service, and with the Meteor and Vampire close to rendering all piston fighters obsolete, the Mk.22’s front-line life was short. Only one unit, No.73 Squadron, flew it in the Middle East, and even this unit started receiving jets in 1948. The type went on to serve mainly in the Royal Auxiliary Air Force, which operated 12 squadrons of Mk.22s until March 1951.

Only 278 Mk.22s were built, of which 22 went to the South Rhodesian Air Force, 20 to the Royal Egyptian Air Force and 10 to the Syrian Air Force.

The final Spitfire was the Mk.24, which was externally similar to the Mk.22, but incorporated two 33-gallon fuel tanks in the rear fuselage, and had the provision for rocket projectile armament.

Fifty-four Mk.24s were built, and a further 27 were converted from Mk.22s. Only one RAF unit, No. 80 Squadron, would fly the Mk.24. Moving to Kai Tak, Hong Kong from Guetersloh, Germany in July 1949, it reequipped with Hornets in January 1952, transferring its Spitfires to the Hong Kong Auxiliary Air Force, which would operated them until April 1955.

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Spitfire F.Mk 22, PK596/RATL, No 613 (City of Manchester) Squadron RAuxAF, Gatwick, July 1949. Ocean Grey/Dark Green upper surfaces with Medium Sea Grey undersides; Sky spinner and rear fuselage band. Night serial, repeated below wings; codes in white. Unit crest above fin flash

Spitfire F.Mk 22, PK497/RADV, No 504 (County of Nottingham) Squadron RAF, 1948. Ocean Grey/Dark Green upper surfaces with Medium Sea Grey undersides; Sky spinner and rear fuselage band. Night codes and serial, the latter repeated below the wings. Blue/white/red roundels above the wings

Spitfire F.Mk 22, PK433/Q, No 603 Squadron RAuxAF. Aluminium (silver) overall with red spinner; maroon and light blue checks with a black bar above and below, flanking fuselage roundel. Black 'Q' on fin, black serials repeated under the wings. Post war national roundel in bright colours, in six positions

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Upper surface camouflage and markings for early post war Spitfire F Mk 22/24, for example PK596 . Post-war, upper wing markings were changed with a wider white ring.

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Spitfire F.Mk 22, PK599/RAT-K, No 613 (City of Manchester) Squadron RAuxAF, 1949. Ocean Grey/Dark Green upper surfaces with Medium Sea Grey undersides; Sky spinner and rear fuselage band. Codes in white, serial in black, repeated below the wings; unit crest on fin

Spitfire F.Mk 22, PK602/RAN-O of No 607 Squadron RAuxAF, Ouston, 1948.

Ocean Grey/Dark Green upper surfaces with Medium Sea Grey undersides; Sky spinner and rear fuselage band. Whites codes, Night serial, the latter repeated below the wings. Unit badge on nose

PHOTO VIA MALTA AVIATION MUSEUM

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Spitfire F.Mk 22, PK519/V6-A, No 615 Squadron RAuxAF, Biggin Hill, 1950.

Ocean Grey/Dark Green upper surfaces with Medium Sea Grey undersides; Yellow spinner and Sky rear fuselage band. White codes, Night serial, the latter repeated below the wings

Spitfire F.Mk 22, PK504/XTP, No 603 Squadron RAuxAF, 1949. Aluminium (Silver) overall with red spinner; Night codes and serials, the latter repeated below wings. National markings in bright colours in standard positions

Spitfire F.Mk 22, PK674/L, No 73 Squadron RAF, as seen at Ta' Qali Airfield, Malta, 1948. Ocean Grey/Dark Green upper surfaces with Medium Sea Grey undersides; Sky spinner and rear fuselage band. National markings in bright post-war colours; dark blue/white arrowhead on fuselage sides.

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