JAGUAR ROARS AGAIN — SPOTTING IN SENEGAL BLUE FLAG 20111— KLM 747 FAREWELL — HELLENIC T-2S TAIWAN’S RECCE VOODOOS – SHACKLETON NIGHTSHOOT TYABB AIR SHOW—F-22S IN SPAIN—LAST OF THE RF-4S MALTA’S GRAND HARBOUR
welcome Two more months locked in has taken its toll on most of us. We seem to be excited with the least aircraft movement. Airshows are cancelling by the dozen. But there is a bright side. We actually have time to sort out and catalogue our photo collections, read that book we had staring at us from the shelf…. and have time to prepare a feature we had always promised we’ld do. In a way this Coronavirus has brought us closer together. We have learnt to appreciate what we took for granted for so long, we learnt to give each other a helping hand, and be part of a community. So, here you are rewarded with another great issue of Spotter Magazine. This issue marks a major step forward, as Icarus Originals has stepped in as our main sponsor, which will give us the required cash injection to improve the reading experience for you. We thank them for their faith in our publication. More exciting developments will be out shortly, and we can’t wait to launch! Watch this space!
Mark Zerafa Editor EDITORIAL Editor:
Mark Zerafa
ADVERTISING AND COMMERCIAL: Email:
spottermagmalta@gmail.com
EDITORIAL ADDRESS: 238, ‘Morning Star’, Manuel Dimech Str., Sliema, Malta SLM1052 Malta , Europe
Cover:
A NATO E-3 AWACS tucks in close to make contact with a KC-135R tanker on a training mission. (Bastiaan Hart)
contents Marketplace
6
The Jaguar Roars Again
10
Spotting in Senegal
20
Blue Flag 2019
32
KLM 747 Farewell
48
The Last of the Buckeyes
58
Taiwan’s Recce Voodoos
72
Refuelling the AWACS
78
Shackleton Comes Alive
88
Tyabb Air Show 2020
94
Raptors in Spain
106
Last of the RF-4Es
112
Spotter Encounter
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Aircraft in Grand Harbour
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credits ARTWORKS: RICHARD J. CARUANA — GABRIEL MORA ALDAMA CONTRIBUTORS: GRAHAM HAYNES - CLIVE GRANT - GIANLUCA STORTI BASTIAAN HART - DAVID HUGES - GABRIEL MORA ALDAMA IOANNIS LEKKAS - CHENG ZHENG LUN - MARTYN HARVEY PHIL BUCKLEY - IAN LANE - DAVID PARODY YOLANDIE JAGER - AUSTIN LEE FERREIRA - JOHN VISANICH MARIO CARUANA
copyright notice
DAVID HUGES
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
Papa Kilo (Part 1): A True Story from a Susi Air Pilot in Indonesia We obviously hope Dan Richworth will make a success of his career as a pilot. If he doesn’t, however, he definitely is a good writer. ‘Papa Kilo’ takes the reader to the world of bush flying in Indonesia. It is the author’s first person’s account of how low-hour, newly qualified pilots, find themselves flying in the adventure of a lifetime flying as bush pilots in Susi Air’s Cessna Caravans and Turbo Porters. The book is written in a vivid style, and will keep the reader’s attention throughout. It strikes a good balance between being technical and entertaining, with the flying adventures balanced out with anecdotes about life on the ground. At the same time, there is the stark reality of flying small, single-engine aircraft from primitive airstrips, in unforgiving weather and terrain. It is clear that these young pilots are facing considerable dangers with great professionalism, in pursuit of a dream of getting into an airliner cockpit.
ISBN 978-618-844 18-0-4 Author:
Dan Richworth
Pages:
238
Price:
$ 10.49 (Kindle) $ 17.56 (Paperback)
Available from: www.amazon.com
Jaguar GR3A Cuff Links Icarus Originals
Love it though we would, very few of us could own a classic jet. Well, Icarus Originals have come up with a way to have a little piece of one for those special occasions. What better statement can you make at that posh black-tie event, than turning up with a pair of cufflinks, which not only look like miniature Jaguar GR3s, they are actually made from one! Before anyone starts thinking that some aircraft went to the smelter to make these, please be assured that the lovely people at Icarus Originals are as passionate about aircraft as we are, and that the metal used to manufacture these cufflinks came from some of the wing panels which had been fitted to Jaguar XX748. This particular aircraft served with the Royal Air Force from 1975 till 2007. Delivered as a GR.1, it initially served with 226OCU at RAF Lossiemouth. This aircraft has a combat history, having served in the first Gulf War with the ‘Buster Gonad’ nose art. Upgraded to GR.3A around 2000, it was last flown in 18.5.2007, when it was taken in charge at the Defence School of Aeronautical Engineering at RAF Cosford, where it still resides in 6 Sqn markings. The metal has been carefully melted and re-cast into a limited run of 200 cuff-links, which are then finished and polished by hand. They come complete with a certificate of authenticity and a care card. Moreover, a portion of the profits benefits the Royal Air Force Benevolent Fund.
Price:
£ 129.99
Available from:
www.icarusoriginals.com
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ET WARBIRDS
Text: Graham Haynes Photos: Graham Haynes Colour Profile: Richard J. Caruana
Ever since the Cosford Jaguars went silent, we feared we would never hear a Jaguar roar in Europe. Thankfully, a group of volunteers saw to it.
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XX741 first flew on 4th October 1974 with delivery to the RAF coming on 18th November of the same year. Initially serving with 226 OCU at RAF Lossiemouth, XX741 moved to RAF Coltishall where it served with 54(F) Sqn and then 6(F) Sqn. On Friday 12th May 1978, XX741 arrived at RAF Leuchars with three other 54(F) Sqn Jaguars, for a Tactical Leadership Training (TLT) exercise. During February 1980, XX741 made a transatlantic flight to Nellis AFB, Nevada, to participate in a Red Flag exercise. Other 54(F) Sqn Jaguars which deployed were XX723, 727, 730, 731, 742, 744, 747, 753, 754 & 766. On 22nd October 1982, XX741, coded GM and carrying the markings of 54(F) Sqn, carried out an airfield attack at RAF Wattisham. The aircraft was tasked with the role of the ‘enemy’ during the station’s TACEVAL. XX741 participated in the Battle of Britain Open Day at RAF Binbrook on 22 September 1987. Following the Iraqi invasion of Kuwait on August 2nd 1990, No 6 (Composite) Squadron, comprising crews from all three squadrons plus the OCU, was formed at RAF Coltishall under the command of Wing Cdr Jerry Connoly. Thirteen aircraft were prepared for the deployment by the application of a desert camouflage described as ‘Desert Sand ARTF’, which had a distinctly pinkish hue. On August 11th 1990 twelve aircraft departed RAF Coltishall for Thunmrait in Oman. Four of the aircraft carried the BAe reconnaissance pod on their centreline stations. The following aircraft were in the initial deployment: XX112, XX719, XX741, XX970, XX974, XZ115, XZ355, XZ357, XZ363, XZ369, XZ372 and XZ396. XX741 was replaced in theatre before the start of the Gulf War. XX741 participated in the 1991 Gulf War Airshow at RAF St. Athan. It was one of six No 6 Sqn Jaguars at the event, arriving with callsign ‘Can Opener 02.’ XX741 was the designated RAF Jaguar display jet during 1993 and participated in the Fighter Meet at North Weald. XX741 also participated in the Malta International Airshow in September 1993, arriving at Luqa on the 24th and departing on the 26th. At this point it had returned to 226 OCU/16(R) Sqn’s charge, retaining 6(F) Sqn markings except for an ‘04’ tail code that had replaced the ‘EJ’ previously applied. XX741 took off from RAF Lossiemouth for its last flight at 14:05hrs on 31st January 1994. The flight duration was one hour and the destination was RAF Shawbury for deep storage. XX741 had accumulated a total 4260 hours and 20 minutes flying time.
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This could have been a photo taken during its days in service, which is a testament to the hard work which has gone into restoring this airframe. 13
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At the controls to make the magic happen was Wing Commander Dheeraj Bhasin. Having flown the Jaguar for 13 years, he then went on to fly the strike variants of the Tornado. Currently an airline pilot flying the A350-1000, he is a member of the RAF Reserve flying the Grob Tutor. He has amassed an impressive 11,200 flying hours so far in his career.
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The Jaguar was an Anglo-French collaborative project in response for a common initial requirement for a jet trainer, which then evolved into a supersonic close air support and low-level tactical nuclear strike role.
A carrier-based version, the Jaguar M, featured a different undercarriage, strengthened airframe and arrester hook, was also built for the Aeronavale, but following doubts on the aircraft’s throttle response in case of aborted landings and handling in the event of an engine failure, the Aeronavale opted for the cheaper Super Etendard proposed by Dassault, and only one Jaguar M was built.
The RAF originally intended to purchase 150 Jaguar B trainers, whereas the Armee de l’Air wanted 75 Jaguar E trainers and 75 Jaguar A attack aircraft. However, with the AFVG project being cancelled, and the F-111 procurement coming to nothing, the RAF had a serious gap in its strike capability, which it temporarily filled by assigning the role to a number of Phantom squadrons. Thus, by the end of 1970, the RAF would change its order to 165 single -seat strike aircraft and 35 trainers
The Jaguar enjoyed limited export success, mainly because of its main enemy being from within, with consortium member Dassault evidently keener to sell its own Mirage series. Indeed, two customers, Kuwait and Pakistan, had courted the idea of ordering the Jaguar, but ultimately opted for the Mirage F.1 and the Mirage V respectively. Of the countries that ordered Jaguars, only the Indian Air Force continues to operate the type in six squadrons, with a modernisation programme initiated in February 2019, with a new cockpit and avionics enabling the carriage of more modern armament. Other operators included Ecuador, Nigeria and Oman.
The first prototype, a two-seater, flew on September 8th, 1968, with the second flying in February 1969. Ironically, the British version would become the more sophisticated attack version of the Jaguar, with a laser ranging and targeting system in the nose instead of the French variant’s radar. Both French and British aircraft would be substantially upgraded over the years, especially during and after the first Gulf War. The French were the first to take the Jaguar to War, deploying to Mauritania in 1977. This was followed by operations in Chad. Both British and French Jaguars would see action in the First Gulf War, followed by operations over Bosnia.
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CIVIL SPOTTING
Text: Clive Grant Photos: Clive Grant
With lockdown looming, Clive Grant made a lastminute trip to Dakar to make the most of the African sun before being confined to quarters for a few months.
737-500 YR-AMD is operated on lease from Blue Air of Romania, but in full Air Senegal colours with additional ‘Express’ titles.
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Most Mauritania Airlines flights to Dakar are operated by the company’s recently delivered ERJ-175LRs although 737s also appear on some flights. 5T-CLO vacates the runway on 15th March on arrival from Nouakchott.
Air Côte d’Ivoire utilises its A320-200LRs on its lunchtime schedule from Abidjan; here, TU-TSV slows down on Runway 01.
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On the 12th of March 2020, I made a last minute decision to fit in one more aviation trip this year, as it was looking increasingly likely that the UK would be in lockdown within weeks as a result of the coronavirus pandemic, with no telling of when foreign travel might be possible again. At the time, Africa was relatively clear of the virus and apart from South Africa, I had never visited the continent before so I was long overdue for another trip. The weather in Senegal was looking sunny and as a UK citizen I didn’t need a visa, so I cashed in some Avios and booked four days in Dakar, flying with Iberia via Madrid the very next day.
Little did I realise that the lockdown process would start across Europe almost immediately, and within two days of arriving in Dakar, I was wondering if I’d even be able to get home. Fortunately, my Iberia flights operated as normal and so I got back to an eerily quiet Heathrow early on the 18th of March.
Dakar is the westernmost point on the mainland continent of Africa and as such it makes a useful staging point, particularly for cargo traffic routeing to South America. The climate from December to May is usually pleasantly warm, although the city is cooled by sea breezes all year round. Dakar Blaise Diagne International Airport is the new airport for the city. It was originally due to have opened in 2011, but after a series of delays it eventually opened its doors to commercial traffic in December 2017. Whilst there is a high security presence at the airport and photography is discouraged, with care it is possible to leave with some good photos of the aviation exotica which operates to the airport.
Sadly, most passenger flights to and from Blaise Diagne have now stopped due to the coronavirus pandemic and who knows what the future holds. I therefore consider myself very fortunate to have had the opportunity to visit this very interesting airport.
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ET-ANH 737-700W of Asky, leaps off from Dakar’s Runway 01 early on the 14th of March, bound for LomÊ in Togo.
As well as its ERJ-145s, Transair Senegal also operates a sole EMB 120RT Brasilia which is seen here turning onto the parallel taxiway on the way to its stand.
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A330-200F TC-JCI arrives from Istanbul.
Antonov Airlines An-124 UR-82029 taxies slowly for departure to Natal, Brazil before continuing to Campinas and then Santiago, Chile.
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Turkish Airlines Cargo uses Dakar as a staging post for its flights to South America. 777-200F TC-LJO and A330-200F TC-JCI arrive from Istanbul within five minutes of each other; TC-LJO then continued on to SĂŁo Paulo Guarulhos whilst TC-JCI returned home to Istanbul.
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Air Senegal operates a pair of A319s on its scheduled routes throughout West Africa. 6V-AMA rests on a remote ramp until its next service.
Delta 767-300W N193DN is towed to a remote stand on 15th March to await its flight back to JFK in the early hours of the next day.
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One of two ERJ-145EPs operated by Transair Senegal, 6V-AJB arrives on a domestic flight from Ziguinchor in the south.
Air Senegal also operates a pair of ATR72-600s on domestic and international routes. 6V-ASN was delivered new to the airline in May 2018 and it’s captured taxiing to its stand on arrival from Ziguinchor.
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Air Burkina is a regular operator into Dakar with its fleet of Embraer Regional Jets. Here, ERJ175LR XT-ABZ departs in glorious sunshine on the morning of the 15th March.
Ceiba Intercontinental 737-800W ET-AWS rotates from the Dakar runway on its return flight to Cotonou and Malabo, before the service was halted as a result of the coronavirus pandemic.
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The flagships of Air Senegal’s fleet are a pair of A330-900s which were delivered new to the carrier in 2019. Currently scheduled for flights to Paris and Barcelona, it looks as though the planned service to London Stansted is unlikely to go ahead in the current COVID-19 environment. 6V-ANB rests between flights on a remote ramp.
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MILITARY EXERCISE
Text: Gianluca Storti Photos: Gianluca Storti
The fourth edition of the biannual Blue Flag exercise, the international training event organized by the Advanced Training Center (ATC) of the Heyl Ha'Avir, the Israeli Air Force, took place from 3 to 14 November 2019, at its headquarters at Ovda Air Base, in the southern part of the state of Israel, in the middle of the Negev desert.
An Israeli F-35A ‘Adir’ formates with an Italian F-35 and G-550 AEW&C platform over the Negev.
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This fourth edition saw the participation of about 70 aircraft belonging to five air forces. In addition to the hosts, the United States Air Force , the Hellenic Air Force, the German Luftwaffe and Italian Aeronautica Militare participated, all with at least one previous participation behind them. For the first time, the exercise saw the participation of 5th generation assets from both the Israelis and the Italians, which were certainly the main novelty in this edition of Blue Flag. Participation, the latter, which had already been partially ventilated in the previous 2017 edition and which was strongly desired by the H.Q. of the Israeli air force, despite the need to cut the concrete entrances of some HAS (Hardened Aircraft Shelter) of the base of Ovda due to the high divergent drift with which the Lockheed F-35 is equipped, since one of the main focus of the exercise was precisely
the integration of the 5th generation assets with those of the 4th and 4th +, assets of which they are widely endowed both the Israeli air force and all western air forces. "There are a significant amount of computers in flight and the goal is to enable them to communicate to each other: we have made a huge effort to allow this type of connection.This is an opportunity that could give great advantages in the future, "said Lt. Col (R) Tal Herman, chief of the" Blue Flag Management Team ". In fact, in this edition, Israeli aircraft were connected for the first time to the "Link16" network, the network used within NATO for the exchange and sharing of military tactical data. At present it remains unclear whether only the F-35Is were connected, as "Link-16" is one of the three data-links embedded on this aircraft, or this was also extended to all the other participating Israeli assets, such as the F- 15 C/D "Baz" and the F-16I "Sufa".
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The exercise was conceived and designed in 2013 with the intent to train, in a single large exercise event, the entire Israeli Air Defense system and evaluate the cooperation capacity of its combat air units, in synergy with those of allied or friendly countries, especially those with which the Israeli Air Force had established closer relations of cooperation. In fact, six IDF (Israel Defense Force) squadrons took part in that edition, deploying for the occasion to the base of Ovda, and together with from the air forces of the United States, Italy and Greece. This was a fairly good success for Israeli diplomacy, as the exercise was followed by observers from 22 countries, with Israel looking for "new allies" within the Mediterranean basin, especially after the deterioration of relations with Turkey and the ever turbulent
situation on the Middle Eastern front. A senior Israeli officer, at the end of that edition, also hoped to be able to host a greater number of air forces for the following edition, scheduled for 2015. However, due to the turbulence in the region, only three air forces fly in to participate in the 2015 edition – the United States, Greece and Poland, though there were observers from 34 countries, representing all five continents. With a massive increase in the Russian presence in Syria, especially after the shootfown of a Russian jet by the Turkish Air Force and the growing instability caused by the rise of ISIS in the region and the broadening of Tehran's influence throughout the area, the very fact that this exercise was actually held was a success in itself.
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An Israeli F-16I ‘Sufa’ is usually based at Ramon AB
Italian EF-2000 Typhoon MM7294
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With each edition of "Blue Flag" being described as the largest and most advanced exercise organized in Israel, the 2019 edition held great promise. Blue Flag 2017 had seen the participation of seven foreign air forces – with the participation of the United States, Greece, Poland and Italy as well as newcomers the German Luftwaffe, the French Armée de l'Air and the Indian Air Force.
Israeli F-15C Baz
A senior Israeli officer defined it as "air force diplomacy”, that turns each participant in an ambassador of their nation's willingness to cooperate together, in order to increase the mutual knowledge and share experience, in order to create a basis for future synergies. Beyond the tactical benefits, the improvement of operational capabilities in the joint training of crews, integrating aircraft and armaments from different nations, such an exercise is a big display of the IAF’s capabilities, and fosters strong and continuous relationships with nearby or far away countries.
The 2019 edition also had this fundamental institutional role, "The real meaning of this exercise should not be underestimated," said the commander of the Ovda base, "The cooperation of these four countries with Israel, prepare the ground and paves the way for important future opportunities . We have the opportunity to open the doors and show these four friendly countries the Israeli Air Force and its potential. "
"The aim," added another senior official, "is to simulate extreme war scenarios, in a coalition environment, in the most realistic way possible. The exercise is of great strategic importance and has a significant influence on the defense strategy of the State of Israel. "
“Mutual learning and learning from combat experience”: summarizes the will of the Israeli Air Force to offer new possible scenarios to its allies, maybe to be faced in the near future, trying to draw lessons from that, such as, for example, a " more structured ”planning of missions adopted by NATO countries and their tactics. For this purpose and under this light, for example, must be seen the visit of its representatives to the TLP Flying-Course 2018-3: having been extremely enthusiastic of that , they tried in turn to share the more pragmatic approach that their experience has led them to take. All this with the aim of being ready to fight together tomorrow.
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The squadrons participating in what Lt. Col. Herman defined as "the most advanced edition of the Blue Flag" are many, so we will try to summarize it by listing the participants by generation of assets. 12 5th generation aircraft: 6 F-35I "Adir" and 6 F-35ª of the A.M.I. ; 11 4th generation plus aircraft: 6 German Eurofighters (from Wittmund's TLG 71) and 5 Italians; 34 4th generation aircraft: 9 F-15 A / D "Baz", 9 F-16I "Sufa", 4 F-16C / D Block 52+ Advanced Greeks (belonging to the 335th Mira of Araxos) and 12 F16CM Block 50 ‘SP’ nicknamed “Spang” (from the 480th Squadron of Spangdahlem). Also noteworthy is the participation of three G-550 CAEWs, two Israelis and one from the Italian Air Force, parked at the civil air terminal of the base which was closed for the occasion. The exercise is structured with opposing parties, termed "Blue Force" and "Red Force", and is based on the concept of "Building Blocks", a progressive crescendo of difficulty of the missions assigned to the "Blue Force", and the" Red "component models its performances each time in relation to the scenarios and the training level of the participating crews. "The peculiarity" said the Lt. Col. Herman "is that the Reds are not a secondary counterpart that plays a pre-packaged script, but they too want to win. They have a C2 center that will do everything to win the challenge with the Blue in compliance with the safety rules. After all, their task is not so much to defeat them but to train them, even if you learn from mistakes. " It is precisely the consistency of the "Opposite Forces" that has made a participating pilot confide that "sometimes we like to win easily". For several years the Israeli Air Force had a squadron dedicated to the role of “Op.
Force” - , the 115 Squadron "The Flying Dragon" stationed right on the base of Ovda, in charge of simulating the aircraft and tactics of possible opponents and using a special area, always in the Negev desert, where SAM systems and targets of various types are scattered and flying there is the most badass, requiring the highest standards of airmanship, man up and go in there and get out, “electronically” speaking… To make the scenarios even more challenging, the Israeli Air Force has also made available two batteries of "Patriot" missiles to simulate advanced AA systems in order to establish specific Anti Access / Denial Area (A2 / AD) zones. , as well as the F-35 in the role of "aggressor" with the aim of simulating the possible air threats that could arise in the near future. In accordance with a well-established scheme, the week began with "Theater Entry" phase, in which the participants become familiar with the environment prepared for the exercise while performing "simple" missions in preparation for the scenarios scheduled for the following days. In the first week, these scenarios included Defensive Counter Air (DCA) missions, while in the second week the spectrum of mission types is broadened and their complexity expanded. First in the form of Small Force Employment (SFE) while, on the final day of the exercise, in the form of a Large Force Employment (LFE), for which almost all of the Israeli airspace was made available. As a rule, during the exercise, two daily waves are flown, one in the morning and one in the afternoon, consisting of 2 or 3 distinct packages, so as not to saturate the work areas. In both weeks, one of the afternoon waves would be replaced by a night one.
The participation of 5th generation aircraft forced the scenario planners - once again the responsibility lay on the "Baz" sqn, the 133 Squadron "Knights of the Twin Tail", assisted by the staff of the A.T.C. and the 115th "Aggressor" Sqn (the only two squadrons which have participated in all editions of the "Blue Flag ) - to provide and invent scenarios that would allow the exploitation of the characteristics of low observability, omni-role capability and sensor-fusion capabilities that the aircraft offers. To simulate the ability of low observability, since this is never used for obvious reasons of flight safety - the planners made the F-35 immune to the "kill" of GBAD (Ground Base Air Defense) systems and guided missiles active radar of the participating fighters, but not to the InfraRed-guided ones, if launched beyond a certain distance from the target.
No information was disclosed on the possible cooperation between the fifth generation aircraft belonging to the two nations, or if scenarios were created in which Israeli and Italian F-35s formed part of opposing forces. In the meantime, air diplomacy continued to work. It is known that the Jordanian air force has again participated in this edition, with some F-16s, which would deserve the nickname of the invisible fighters, due to the precautions taken to hide their presence at Ovda as much as possible.
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Of particular significance was the participation of the Italian Air Force which deployed 6 F-35s from its 32 Wing, 5 EF2000A Eurofighters from each of the three Wings that are equipped with it, under the command of 4th Wing of Grosseto and a G -550 CAEW of the 14th Wings based at Pratica di Mare. For all these units, it was their debut at the "Blue Flag", with the F35s coming directly from the "Air Policing" mission in Iceland, a mission that had ended just a few days before, thus demonstrating a deployment capability and the high level of logistics-maintenance efficiency achieved, as pointed out by the Chief of Staff, General of SA Alberto Rosso during his visit during the exercise. "Our goal in general," said the commander of the Italian contingent, "is to experiment the Deployment and Re-deployment procedures at a Deployed Operating Base, train to perform missions with NATO and non-NATO C2 systems and finally train to perform air missions in an environment saturated by electronic warfare. Surely the exchange of experiences with the Israeli counterpart will have been enormously profitable for both of us.� "In particular," continues the commander, "the 4 + 2 F-35s pursued the goal of integration between 4th and 5th
generation aircraft in scenarios characterized by complex missions and to achieve integration with fifth generation aircraft of other nationalities. The experience gained in Greece in Exercise Iniochos already created a solid basis of integration with 4th generation aircraft belonging to other air forces present here at Blue Flag 2019, allowing us to consolidate and verify flight tactics also in different environmental, operational and training situations. As for the CAEW component, we pursued the aim of training our crews to control a large number of aircraft in a combined context and the training of the CAEW Mission Crew to support operations with "real" presence of SAM threats". "From the experiences gained during this exercise," concludes the commander of the deployment, "it emerged that the Italian pilots had the opportunity to deal with a flying activity to which they are not accustomed: flying over desert land at a very low altitude against SAM threats, with the possibility of carrying out evasive maneuvers and at the same time using chaff & flares, and giving the crews the opportunity to test and validate their tactics ".
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Israeli F-16I ‘Sufa’ departs for another sortie.
Hellenic Air Force F-16D from 335 Mira
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Israeli F-16C ‘Barak’
USAF F-16C from 480th Fighter Squadron, based at Spangdahlem AB 43
A 4-ship formation of Italian Typhoons
Luftwaffe Eurofighter Typhoon bearing the emblem of JG-71 Rochthofen, based at Wittmund
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Israeli G-550 AEW&C aircraft are usually based at Nevatim AB
Two Israeli F-35 ‘Adirs’ depart along Ovda’s parallel runways.
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The Israeli sun is merciless on man and machine, as can be seen from the differences in paint tone and national insignia on these F-15s
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AIRLINERS
Text: Photos:
Mark Zerafa as credited
Colour Profiles:
Gabriel Mora Aldama
KLM enjoyed a long relationship with the 747, butthis all came to a sudden end on March 29th, when the airline operated its last 747 passenger flight.
BASTIAAN HART
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On January 31st, 1971, through the misty skies at Amsterdam’s new Schiphol airport, a new shape emerged and touched down on the tarmac. PH-BUA “Mississippi” had just been delivered following a 10-hour flight from Seattle. This was KLM’s first Boeing 747. The world’s oldest airline had just entered the wide-body era. After crew familiarisation both on the ground and in the air, the jet made its first revenue flight to New York on February 14th, 1971. It seemed to be quite fitting that the date was Valentine’s Day, as it was the start of a love story which lasted till 2020. KLM was no stranger to long haul, but the advent of the 747 allowed the airline to develop its route network more efficiently, in a way to attract a greater number of travellers. KLM would go on to operate all major variants of the ‘Jumbo Jet’. The –200s were followed by the –300s, with their larger upper decks. More importantly, the airline oper-
ated the 747-306B Combi from 1973. With the rear of the passenger cabin aft of Row 45 optimised for cargo carriage, with a large cargo door in the rear fuselage, the airline could be more flexible with its revenues, carrying more cargo on the aircraft when passenger demand would not fill the plane to capacity on particular routes. Equally important, this cargo could be bulkier than what could be accommodated in the lower cargo hold. In 1989, KLM started receiving what was then the ultimate development of the 747—the 747-400. The –400 featured a two-man digital cockpit, improved aerodynamics and more efficient engines, and once again, some had the Combi option, with a reduced capacity of 268 seats to the allpassenger 747’s 408 seats, but enjoying much more space for cargo. the airline continued to operate its aircraft successfully for a number of years.
DAVID HUGES
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Even then, KLM had a lot of faith in the 747, an in 1997, committed itself to modernise the avionics on its –200s and –300s, in order to extend their service life will into the 21st century. However, the writing was on the wall as larger, more powerful engines allowed for the emergence of long haul, widebody twinjets. Not only were they more efficient, but their seating capacity was close to the 747’s. KLM slowly started retiring some of its 747s in favour of 777s, A330s and 787s, with ten passenger Jumbos still in service in 2020. Just a year earlier, the airline had upgraded its Jumbos cabins to offer wireless entertainment system, allowing passengers to stream content on their laptops, smartphones or tablets free of charge. It was originally planned to operate these well into 2021, however this was not to be. Due to the collapse of air travel due to the COVID-19 epidemic, KLM pulled the plug on its passenger 747s without much fanfare. An unfitting and untimely end to the Queen of the Skies.
BASTIAAN HART
BASTIAAN HART
BASTIAAN HART
BASTIAAN HART
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ALL PHOTOS: BASTIAAN HART
MARK ZERAFA
GABRIEL MORA ALDAMA
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GABRIEL MORA ALDAMA
MARK ZERAFA
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Colour Schemes over the Years
PH-BUA c/n19922/96 was KLM’s first 747. First flown on 13.12.1970, the aircraft was hijacked on 25.11.1973. It continued to fly for KLM until 1989, when it was sold to America West Airlines. It was broken up at Kingman, Arizona in 1996.
PH-BUF c/n 20400/157 was part of the darkest day in KLM’s history. On 27.03.1977, this aircraft collided with a Pan Am 747 on the runway at Tenerife in low visibility. The combined death toll from both airliners (583) makes this the deadliest in aviation history apart from the September 11th attacks.
Boeing 747-406M PH-BFO c/n 25413/938 first flew on 16.09.1992. Named ‘Orlando’, it remained in service until 16.01.2016, after which it was placed in storage at Tereul, Spain, in February 2016. It was scrapped in November 2018.
PH-BFT c/n28459/96 operated KLM’s final 747 passenger service as KLM686 from Mexico City to Amsterdam on 29.03.2020.
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BASTIAAN HART
DAVID HUGES
BASTIAAN HART
DAVID HUGES
BASTIAAN HART
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MILITARY
Text: Photos:
Mark Zerafa Ioannis Lekkas
Originally built for the US Navy, the Rockwell T-2 Buckeye enjoyed modest export success, with Venezuela and Greece both operating the type. Nowadays the Hellenic Air Force is the sole remaining operator of the Buckeye. Tough, rugged and agile, the T-2 proved to be a good solid platform to train future combat pilots.
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Pilot training with the Hellenic Air Force starts on the Tecnam P.2002 with 360 Aur Training Squadron at TatoiDekelia. During this training, prospective pilots are screened as part of the selection process. Selected cadets will then proceed to the 120 Air Training Wing at Kalamata, flying the T-6 Texan with 261 and 364 Air Training Squadrons. After a stint at Tatoi to finish off their theoretical education, they return to Kalamata for their first jet – the T-2 Buckeye, currently on strength at 362 and 363 Air Training Squadrons. This training phase requires around 72 sorties, resulting in about 84 flying hours. At the end of this phase, pilots streamed for fast-jet training will do further training in the T-2, practising basic fighter manouvers and air combat manouvers related to both air -to-air and air-to-ground missions. 22 instructors guide the 15 selected students through this phase. Through a reciprocal agreement with the Italian Aeronautica Militare reached in August 2009, a number of instructors and trainees come from Italy. Similarly, a group of Greek pilots and trainees fly the MB-339CD in Italy. This allows for shared experience for the two NATO countries, and offers HAF pilots the opportunity to fly the MB-339CD, which with its glass cockpit, is closer to the Mirage 2000 and F-16s they will be expected to fly later in their careers.. The T-2E version operated by the Hellenic Air Force is based on the US Navy’s T-2C, with the addition of a targeting system and capable of handling a number of weapons on two underwing mounts. The 40 Buckeyes built for Greece were the last built, with the final delivery effected in December of 1976. Air training in Kalamata dates back to 1970, with the 120 PEA flying T-33As. In 1971, Cessna T-37Cs were also transferred to Kalamata. The T-33 remained in service until it was replaced by the T-2E. In 1985 18 T-37s were purchased from Jordan and the United States. The T-37s were replaced by the T-6 in 2002. The Buckeye’ is now at a stage where it needs to be replaced for a number of reasons. The aircraft are getting more difficult to maintain and obtain spares for. A number of former US Navy T-2C airframes have been acquired for spares reclamation, in order to alleviate this problem. Furthermore, the T-2’s cockpit is outdated and does not reflect the cockpits of the Hellenic Air Force’s modern fighters. However, budgetary constraints continue to hinder this project, and the Greek Buckeyes will continue to fly over the skies of Kalamata for some more time.
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HISTORY
Text: Photos:
Cheng Zheng Lun Cheng Zheng Lun
F-101 Voodoo was a supersonic interceptor that was designed by McDonnell Aircraft in the late 1950s. Initially it was like a long-range bomber escort, but due to a shift in strategy, it was transformed into a fighter combat bomber with nuclear weapons, an interceptor and a reconnaissance plane. However, in its RF-101 variant, it was a fast and long-range reconnaissance aircraft. A handful were used by Taiwan’s air force in the sixties, flying dangerous high-speed reconnaissance missions over mainland China.
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Following the Second Taiwan Strait Crisis of 1958, the US Government of the time needed more intelligence on mainland Chinese forces in the area. Initial operations were conducted using Lockheed RB-69s (modified P2V Neptunes), flown by Taiwanese crews and bearing Taiwanese markings. These were replaced in the sixties by modified P-3 Orions, but this programme floundered before conversion of the third P-3 was completed, and the aircraft returned to the USA. In the meantime, The Republic of China Air Force formed the 4th Composite Reconnaissance Squadron at Taipei AB. Initially equipped with RF-84F jets and later RF-100As and flown by elite pilots, the unit needed more modern equipment for the task at hand. In October 1959, eight RF-101As were transferred by the US as assistance for Taiwan Air Force under Operation Boom Town as part of its Military Assistance Programme. These differed from standard-spec RF-101As in being retro-fitted with RF-101C vertical fins and air intakes. This was necessary to cool the rear end of the fuselage, to allow extended use of afterburner, beyond the 5-minute limit n the RF-101A. Officially used to patrol the international waters over the Taiwan Strait, the unit was advised by American crews, and practiced inflight refueling with American KB-50s as from 1965, leading to believe that the unit’s missions required far PHOTO VIA GENE MORRIS PHOTO VIA GENE MORRIS
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Engaged in low-altitude reconnaissance, the RF-101s proved difficult to intercept by Chinese radars vectoring J-5 fighters (license-built MiG-17s), earning the aircraft the nickname of “the king of the monster” with the PLAAF. Unlike the U-2 missions, where the main threat were SAMs, RoCAF pilots had to rely on high speed and tactics in order to survive. With the entry in service of the SA-2 missile and the MiG-19 with the PLAAF, their mission became ever more dangerous. Three RF-101s were lost, with at least one pilot being captured. The overflight programme was terminated in 1970. According to USAF veteran Roy Colding, in the summer of 1962, four RF-101Cs from the 45th TRS based at Misawa, Japan were ordered to fly to Taiwan via Kadena AB in Okinawa. At Okinawa, all USAF markings were removed and ROC markings were applied. American pilots were under strict instructions not to perform any missions over the mainland themselves. Landing at Taoyuan, they noticed the
earlier RF-101As ‘in pretty bad shape’, and indeed, the RF-101Cs were being loaned in order to maintain serviceability. There is anecdotal evidence that two rather weary RF-101As in RoCAF markings were flown to Kadena around 1965. However, it is believed that all RF-101Cs were returned to the USAF and the RF101As had to soldier on. Once the USAF had retired the RF-101A, the RoCAF started facing difficulties in obtaining spares and maintaining the aircraft, so the surviving RF-101As were retired in 1973. Three RF-101As have been preserved in Taiwan, and the forward fuselage section of an RF-101C is under restoration at Hill AFB, USA. In Taiwan, one is displayed at Taoyuan museum, another is displayed at the Aviation Education Museum in Kaohsiung, and the third at Hualien Air Base.
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MILITARY
Text: Bastiaan Hart Photos: Bastiaan Hart
The E-3A AWACS is slowly and cautiously approaching the tank boom. The boom has been extended for quite a while now, and is ready the pump over fuel. The AWACS pilot is making small corrections as the aircraft is getting closer. The Boomer is calling in the last few feet to go and... contact. During the exercise this procedure will be repeated several times.
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Getting close to the wake turbulence underneath a KC-135 for inflight refuelling demands many hours of training hours order to refuel in the air. Since AWACS missions may last for over 10 hours, aerial refuelling is a big necessity. As yet, NATO doesn't have any tanker aircraft, the ANG (Air National Guard) has been called upon to fulfil this mission with the legendary Boeing KC135. For 40 weeks every year, the ANG is training AWACS pilots the skill of air-to-air refuelling. NATO Airbase Geilenkirchen is the homebase of the E-3A Component with the NATO Airborne Early Warning & Control Force (NAEW&CF). The E-3 is the first to start up and get airborne, using callsign "NATO 40". The KC-135, callsign "Esso 75" follows. Within 10 minutes, the KC-135 will have established itself in a so-called tanker track at 28.000 feet, and the aircraft can meet up. The fuel panel in the cockpit is showing 57.000 Kgs. (125.000 pounds), 25.000 Kgs. is reserved for the receivers, in this case the E-3A. Four powerful pumps inside the KC-135 have a fuel flow of 2,300 Kgs per minute! The Boomer lies flat on his belly on a mattress, with his chin on a cushion. This leaves his hands free to operate the controls for the flying boom while communicating with the receiver aircraft, in this case ‘NATO 40’. At 65 years old, the Boeing KC-135 Stratotanker is one of the oldest workhorses of the United States Air Force, and it remains an important element in its flightline. Indeed, the KC-135 played a major role in all the important conflicts around the world since it entered service, extending the mission radius of warplanes by refuelling tactical bombers, fighter- and transport aircraft. From the Vietnam War to the current Middle East situation, the Stratotanker was there to support the military. It was developed between 1954 and 1965 as the first jet refuelling tanker, replacing the slower propeller-powered KC-97 Stratofreighter. Its concept was derived from the Boeing 367-80 design. Popular due to its strength, durability and versatility, the Boeing design evolved for both military and civil applications, with the KC-135 and the Boeing
707 having a different fuselage cross-section. Initially, the United States Air Force ordered an initial 250 aircraft from Boeing, but with Lockheed unable to produce its proposed L-193 airliner/ tanker aircraft, a further order was placed for up to 820 KC-135s. These aircraft were built at a rapid pace, around 100 units annually. The last one rolled off the line in 1965. The type entered service at Castle AFB in California in August 1956. Several more bases in the USA and abroad were opened (often termed ‘Tanker Towns’) to operate the new KC-135 fleet. Over its service life, the KC-135 was subjected to two re-engining programmes. In the 1980s, they were refitted with the TF33-PW-102 turbofans offering improved performance and economy, as well as thrust reversers, improving both take-off and landing performance. Designated the KC135E, it enabled the aircraft to operate from more airports, thus increasing mission capability. Today’s variant is the KC-135R, re-engined again with CFM56 high-bypass ratio turbofans, giving further improvements in fuel burn, range and efficiency.
KC-135Rs have been retro-fitted with a number of technologies to guarantee reliability and efficiency for the coming years. The cockpit has been upgraded to Block 45 standard, featuring a glass cockpit with the latest instruments and navigation tools. This meant a reduction in crew, with the navigator no longer being required. The cockpit features a full digital display, radio altimeter, digital autopilot, digital flight director and computer updates. The original, no longer procurable, analog instruments, including all engine gauges, were thus replaced. Further versions were developed to accommodate recipients of hose-and-drogue inflight refuelling systems, through the provision of Mk.32B wing pods with the appropriate refueling baskets. Called the Multi-point Refueling Systems (MPRS), this gives the KC-135R(RT) a wider scope of operation, thus being capable of refuelling more aircraft types including those flown by NATO partners, the US Marine Corps and the US Navy. With these pods it is possible to refuel two aircraft at the same time. 81
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Further versions were developed to accommodate recipients of hose-and-drogue inflight refuelling systems, through the provision of Mk.32B wing pods with the appropriate refueling baskets. Called the Multi-point Refueling Systems (MPRS), this gives the KC-135R(RT) a wider scope of operation, thus being capable of refuelling more aircraft types including those flown by NATO partners, the US Marine Corps and the US Navy. With these pods it is possible to refuel two aircraft at the same time. Every crew member on board the Stratotanker has an important and specific role to ensure a successful mission. The cockpit crew has to fly the aircraft as straight and smoothly as possible to help the Boom operator lock onto the recipient aircraft for refuelling. The Boom operator is lying flat on his/her belly looking out of the back of the aircraft, communicating
to the pilots with extreme precision in guiding them to the boom. Once connected to the boom, fuel flows at a rate of 6.500 pounds per minute. It takes than two minutes to refuel a fast jet, and up to seven minutes for a heavy transport aircraft. The USAF calculated that the operating KC135’s would have a lifespan lasting until 2030, but the costs continue to grow by 6.2% every year they operate. The maximum flying hours was set at 39,000. At a rate of almost a 1,000 hours per year, because of increasing time flying war missions, the force’s expected lifespan will be bound to be shorter.
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To train proficiency for pilots and boom operators alike, a number of practise days are set up in different countries in conjunction with international fighter training events.
before the 100 KC-46s ordered can really take over from the KC-135. In the interim, the USAF is seeking bids for contractors to provide non-combat inflight-refuelling services.
In 2008, a tender was written out for replacement of the current tanker fleet. It seemed like EADS / Northrop Grumman had won the bid to produce the KC-45 MRTT for the USA, but Boeing protested, citing irregularities in the competition and bid evaluation. After court intervention, the USAF selected Boeing’s KC-46 Pegasus as its new tanker. However, with problems in production and quality issues, it will be a while
Besides the USAF, there are three other countries operating the KC-135. Chile, France and Turkey. Singapore has retired its KC-135s and is operating the AirbusA330-MRTT. The other countries are bound to retire their fleet in the near future, most having already ordered newer aircraft to replace the old workhorses as the KC-135 becomes ever more costly to maintain.
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MUSEUMS
Text: Martyn Harvey Photos: Martyn Harvey Colour Profile: Richard J. Caruana
The Gatwick Air Museum‘s Avro Shackleton MR.3, WR982 has been lovingly restored and is regularly run in order to maintain as many systems in good order. As the last piston -engined front line type in the Royal Air Force, the Shackleton holds a special place in many hearts, and such engine runs, especially those conducted in twilight, draw the crowds.
The Avro Shackleton began life in 1951 as a development of the Lincoln bomber, to carry out anti-submarine warfare (ASW), which was then considered an urgent requirement due to the growing threat of the Soviet Navy. The type saw service for over 40 years in four different variants (MR1, MR2, MR3 and AEW2) and two different nations, the United Kingdon and South Africa. The maritime recognisance versions saw service from 1951 till 1971, whilst the AEW version soldiered on until 1991, when it was replaced with Boeing E-3 Sentry
During its long career the type saw action in the Suez crisis, the Jebel Akhdar War and maritime patrol during the Indonesia – Malaysian confrontation in the 1960s. The type also saw service with the South African Air Force, first flying with them in 1955 they patrolled the sea lanes around the Cape of Good Hope, often monitoring Soviet vessels travelling between the Indian and Atlantic oceans.
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The Shackleton was briefly used on low-level overland patrols along the Southern Rhodesian border, but these operations ended following concerns of the disturbance of wildlife. In March 1971, South African Shackleton’s successfully intervened in the SS Wafra oil spill, deliberately sinking the stricken oil tanker with depth charges in order to prevent an ecological disaster. Shackleton WR982 begun its life in 1958 with 206SQN based from RAF Woodford for over a year. It served with 206 and 203 Sqns before being assigned to the A&AEE at
RAF Boscombe Down. The A&AEE took the airframe through various trials and upgrades, eventually returning it to its standard MR3 configuration, after which the airframe saw service with 201 SQN at RAF Kinloss, tracking Soviet submarines and the Russian surface fleet while also performing the search and rescue role. In 1970 the airframe was flown to RAF Cosford for use as an instructional airframe with No.2 SoTT, until it was put up for sale in 1988 it was eventually brought by P. Vallance.
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Now residing at Gatwick Aviation Museum, a team of volunteers have restored her to her past glory including a fresh new paint job. More ambitiously, the aircraft’s mechanicals and electrics remain in good order, with the team performing engines runs through the summer, keeping her memory alive and keeping them mighty Rolls Royce Griffon engines purring.
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AIRSHOWS
Text: Phil Buckley Photos: Phil Buckley
In what was a short notice airshow lead in, that meant the aviation event was lucky to even go ahead, the 2020 Tyabb Airshow held at Tyabb Airfield, Victoria once again lived up to its drawcard appeal, attracting around 9,000 people to the exciting day. The 2020 airshow was facing cancellation last year due to the local council trying very hard to shut it down and the airport too. This is still a fate that the airport may face if the council gets it way.....
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Having been a long time popular event, the airshow is overseen by the Pennisula Aero Club (PAC), which has, for many years, created successful aviation events for enthusiasts of all ages. All funding raised at the airshow is distributed back into assorted local community organsiations and operations. The event is supported by passionate pilots who provide their time for free alongside displaying of their aircraft in the air and on the ground. With a single runway flanked by a taxiway which is just a few metres from the crowdline, the Tyabb aviation event allows the general public to see taxiing aircraft up very close. Observed in front of and behind the crowdlines were some static aircraft on display. Over the years the airshow event at Tyabb has attracted a range of warbird, military, general aviation aircraft, and the 2020 event’s line-up didn’t disappoint. The airfield is currently home to a few famous warbirds like Judy Pay's Old Aeroplane Company collection with, amongst others, its CAC Mustang, P-40F Kittyhawk, T -28 Trojan, T-6 Harvard and the only flying F4U Corsair in Australia.
1. For many, the Mk. VIII is the ultimate Spitfire, with the additional power bestowed by the 60-Series Merlin, a number of aerodynamic refinements, but easier to handle than late-mark Spitfires. 2. Curtiss P-40 flew with the 18th Fighter Group until it made a forced landing at Vanatu on December 20th, 1942. Stripped of all useful parts, it was abandoned. Recovered in 1989, it was restored and flew again on April 22nd, 2009.
Through the day, spectators could admire a selection of displays were conducted ranging from single ship up to large formation flights. Although the Tiger Moths could not fly, due to strong winds, legacy warbird trainers ranging from former RAAF CT-4s, Winjeels with Harvard, took to the sky and were warmly welcomed. The event also had a few T-28 Trojans in Vietnam-era colours flying and the popular Southern Knights aerobatic display team using their T-6 Harvards which gets everyone's attention due to colours, smoke and throbbing roar of the engines. The Tyabb event was largely a fighter affair, with displays across the day using single ship, formation and mass formation displays. The Temora Aviation Museum brought their CAC Boomerang and Spitfire and the RAAF Museum made a flypast with its recently reactivated CAC Mustang. The Wangaratta -based P-40N also attended, while the local P-40F and Corsair were joined by the fighters and others types in the final mass formation flybys. Providing the event with more variety and diversity, the Royal Australian Air Force supported the event through a number of different types. A C-27J Spartan from 35 SQN from RAAF base Amberley displayed along with the RAAF Roulettes display team, flying down from RAAF Base East Sale. The Roulettes have just transitioned to their new PC-21s, which have replaced the legacy PC-9/As. The former PC-9/As are now being sold off in Australia with a few heading to the USA for future training work. Equally impressive, a RAAF 36 SQN C17 Globemaster flew in from Queensland and also contributed to the end display of the day. We hope the next Tyabb event will be carried out with the same thrilling displays and radial noise. We also hope the airfield's long term future is secured by then.
3. Spectacular colours on Yak-52 VH-WKO. 97
North American T-28 Trojan was originally flown by the USNavy, with serial 138278. After some time in private hands in the USA, It was shipped to Tyabb in February 1988 and is registered VH-NAW.
Built as a CA-18 Mustang Mk.21, A68-105 spent some time as a gate guard by a private motor garage before becoming one of the founding exhibits at the Moorabbin Air Museum.
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Mustang A68-750 is actually A68-170. Built by Commonwealth Aircraft Corporation and delivered in 1950, it had a short service life before it ended up at the RAAF Museum at Point Cook. It was then subject to a ten-year restoration to flying condition, with the civil registration VH-SVU.
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Built in 1952, O-12134 is a Cessna O-1 Bird Dog, which flew with the USAF and later the Royal Thai Air Force. Registed in Australia as VH-FAC in January 1997, it is owned by Matthew James Henderson, who maintains it in pristine condition.
RAAF Spitfire A-58-602 was built as an HF.VIII for the RAF with serial MV133. It arrived in Australia on October 25, 1944 but didn’t reach 457 Squadron until January 23, 1945 and was flown by Wing Commander H. R. Gibbes who ended the war with 10.25 victories and 14 probables.
One of the Tyabb resident warbirds, A68-1 repainted to represent KH677, an aircraft RAAF, which was lost in action over Italy in
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F-4U-5 Corsair VH-III is another Tyabb-based aircraft, back in the sky after a wheelsup landing in January 2017. Originally flown by the Honduran Air Force, it arrived in Australia via the USA and New Zealand in 1996.
105 has been ft of 3 Sqn, n April 1945.
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Commonwealth CA-13 Boomerang A46-122 was delivered to the RAAF in August 1943. Flown by Paul Bash at 83 Squadron, the aircraft served until March 1945, when it was placed in storage at Oakey Airfield. Scrapped in 1948. Its tubular steel frame was recovered and the aircraft was restored using components from at least three other Boomerangs. It is nowadays operated by the Temora Aviation Museum.
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With flaps extended, the C-17 has impressive low-speed handling, giving the type excellent field performance.
The RAAF’s display team, The Roulettes, presented their new mount, the PC-21, which will be the standard trainer for the RAAF.
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The RAAF’s C-27J Spartan is highly manouverable for its size.
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MILITYARY
Text: Photos:
Ian Lane Ian Lane
United States Air Force Lockheed Martin F22a Raptors from 27FS/1FW at joint base Langley West Virginia arriving at Moron Air Base (LEMO) Andalucia, Spain on 1st Feb 2020 on their transit back to CONUS from the Middle East accompanied by KC10 Extenders from Mcguire and Travis AFBs
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Trend Flight 71-76 was composed of 09-4173, 09-4163, 04-4082, 08-4165, 09-4174 and 044067, supported by tankers Blue 21 79-0433 from the 305AMW at McGuire AFB and Blue22 79-1946 from 60AMW at Travis AFB
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The customary ru-in and break for landing. It is unusual to see F-22s with underwing drop tanks.
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Trend Flight 81-86 was composed of 05-4089 -4167 accompanied by Blue 31, 84-0186 from Blue 33, 79-1948 based at Travis AFB
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9, 08-4157, 09-4189-10-4192, 05-4100, 08 m 305AMW based at Mcguire AFB and
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NOSTALGIA
Text: David Parody Photos: David Parody
With disbandment of the Japan Air Self Defence Force (JASDF) 501st Tactical Reconnaissance Squadron in March 2020, our cameras visited their Hyakuri Air Base (Ibaraki Airport) in Ibaraki Prefecture, Japan to capture some of the final flights of the venerable airframe.
Hyakuri AFB boasts some beautiful spotting locations, which when combined with the presence of F-4s, made it part of most spotters’ bucket lists.
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Despite their advanced age and impending retirement it was heartening to see that flights of the RF-4Js were still taking place on a daily basis with at least one or two sorties of two aircraft each being deployed in the morning and afternoon, much to the delight of local and foreign spotters keen to be making the most of the final opportunities to capture the aircraft in their colourful liveries. Abysmal weather on the first day of shooting only added to the nostalgia and atmosphere of the afterburner take offs in the pouring rain and subsequent parachute assisted recoveries about an hour after take off. The photographic opportunities were enhanced with 301 Squadron, flying the F4Js, also make four ship sorties throughout the day as were the F2 Viper Zeros also operating from the same base. Mitsubishi built 138 of Japan’s 140 F-4EJs under licence from McDonnell Douglas between 1971 and 1981. They were mostly similar to the F-4Es used by the United States at that time, although the Japanese aircraft had their in-flight refuelling and ground-attack capabilities removed to align with Japan’s defensive posture. Japan also acquired 14 RF-4Es built by McDonnell Douglas to serve in a reconnaissance role. These, together with 17 F-4EJs modified to the RF-4EJ standard, capable of carrying a variety of external reconnaissance pods, make up Japan’s third Phantom squadron at Hyakuri. Japan is introducing a fleet of 42 F-35As to replace the Phantom, with pilots training on the fifth-generation fighter at Misawa Air Base in the north of Japan’s main island of Honshu as deliveries of Japan’s F-35s continue apace.
The last F-4s are set to leave Japanese service by the end of 2020. Given the exceptional circumstances, the JSDAF has assured spotters that the special scheme Phantoms will fly to the very end. 115
For the final months, additional fuselage bands were applied to the RF-4EJs.
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SPOTTER ENCOUNTERS
Text: Yolandie De Jager Photos: Austin Lee Ferreira
The plane spotter community is full of wonderful characters from all walks of life. In this series we will meet a few people from the worldwide spotting community, and see what it this hobby means to them and why it means so much to them. My name is Austin Lee Ferreira and I’m a 22-year old Private pilot residing in Pretoria, South Africa. My passion for photography started when I got my first camera as a gift in 2017, about the same time that I started my flight training, and thought to myself that it would be nice to combine my two passions of aviation and photography. As the years went by, my planespotting hobby grew, as did my photo collection. Through this hobby, I have met all my friends and we all have a very close bond. Also, due to my career path as a pilot I’m surrounded by planes all the time and the idea behind plane spotting is to catch unique and rare planes, as well as stories behind them. I currently use a Canon 700D with 18-55mm and 75-300mm stock lenses. I have recently started experimenting with light photography, running exposures onto different color lights and I also enjoy nature photography, but I very rarely get an opportunity to do that. My take on planespotting is to get the full subject, capturing every detail on the plane, so I try and avoid cropped photos. I learnt aviation photography as I went along, and I owe it to my friends for their valuable tips. For post-processing, I use freeware by the name of PhotoScape as it gets the job done, but I have used Photoshop before but I’m still not confident enough in using it. For all those starting out on this fascinating hobby, please be aware that a lot of countries do not understand the hobby, so security may be a slight issue. Get toknow the traffic around your airport and the history behind it. Most importantly , do it for the fun of it, never for glory. Then, it will always be fun.
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The South African Air Force’s aerobatic team, the Silver Falcons, currently fly the Pilatus PC-7.
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Cargolux Boeing 747-400F is a regular cargo operator into Johannesburg, with a stop at Nairobi on its way back.
Il-96-300PU brought President Putin to the BRICS Summit held in South Africa. This private Cessna 525 operates private flights throughout South Africa
Issue 23 The last photo is of a Zambian Airforce CJ27 Spartan which is an Italian made aircraft and so far only Zambia and Kenya are the only African Operators.
The 4 Engined prop plane is a Tanzanian Airforce Y-8 it's a Chinese built Aircraft with the design of the Russian Antonov 12 to my understanding Tanzania is the only African country to use the Y-8
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SPOTTING
Text: Photos:
Mark Zerafa Mark Zerafa Mario Caruana John Visanich
A natural harbour flanked on all sides by beautiful cities and surrounded by imposing fortifications, Malta’s Grand Harbour is not the most natural place to look for aircraft. And yet, when the opportunity arises, it makes for some great opportunities, often with quite rare aircraft too.
MARK ZERAFA
In 2005, ‘Merlins Over Malta’ brought back to Malta a Hawker Hurricane and a Supermarine Spitfire, the fighters which defended the island during World War II. Climax of the event was the display given over the Grand Harbour by both aircraft. Hurricane Z5140 is going through its paces.
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MARIO CARUANA An Italian AB-212ASW in the earlier colour scheme.
A USMC UH-1N aboard USS Kearsarge after a tour of duty over Bosnia and Herzegovina.
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The twin-engine development of the UH-1, the AB-212, is a popular shipborne helicopter, and is regularly seen aboard warships, mainly in an anti -submarine warfare role.
AB-212ASW seen aboard the Italian warship Spica
An Italian Navy AN-212ASW perched wit its tail over the edge, leaving more free space on deck.
MARIO CARUANA
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For a few years, Harbor Air Malta operated flights between Valletta and sisterisland Gozo using a DH-3T Turbo Otter seaplane.
MARK ZERAFA MARK ZERAFA
MARK ZERAFA
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Russian Navy KA-32 appears well tied down on the deck of the RFS Yaroslav Mudryy
Indian Navy Sea Kings onboard INS Jalashwa during the 2010 Libyan Crisis.
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For planespotters, it doesn’t get better than a port visit by an aircraft carrier. USS America docked at Grand Harbour in 1996, bringing with it a glimpse of its entire carrier air wing, including VF102’s F-14 Tomcats.
MARK ZERAFA VF-102’s Tomcats tightly parked at the stern of USS America.
E-2C Hawkeye
MARK ZERAFA
F-18 Hornets tightly parked on deck aboard the USS America.
MARK ZERAFA MARK ZERAFA MARK ZERAFA
A Boss-Bird F-18C from VFA-83 aboard USS John F. Kennedy.
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Sea Harrier aboard HMS
TAV-8B aboard the Italian Carrier Giuseppe Garibaldi
Italian Navy Sea King aboard the Giuseppe Garibaldi
Royal Navy Sea Harrier FRS.2 aboard HMS Illustrious.
French Army Cougar aboard the Mistral
Royal Navy Sea King AEW aboard HMS Illustrious
S Ark Royal
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Harrier II aboard USS Kearsarge
Royal Navy Sea Harrier FA.2 on the ski ramp of the HMS Ark Royal.
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If berthed at the right place, some fantastic nightshots can be taken . US Navy SH-60 Seahawk aboard the USS Mount Whitney.
MARK ZERAFA USMC CH-46 Sea Knights parked aboard the USS Kearsarge after a tour of duty in Bosnia-Herzegovina.
MARIO CARUANA
MARK ZERAFA
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Grumman EA-6B Prowler aboard USS America.
MARK ZERAFA USMC AH-1 Cobra on a tightly packed deck.
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JOHN VISANICH Lynx HAS.3 XZ245/405 on frigate HMS London
JOHN VISANICH
Bell 429 VP-CLD aboard a super-yacht berthed in the Grand Harbour’s yacht marina.
MARIO CARUANA
Issue 23 MARIO CARUANA Eurocopter EC-155 T7-ALF aboard the superyacht Radiant.
Mitsubishi HSS-2B Sea Kings, Japanese Maritime Self Defence Force, at Grand Harbour on 23.09.91. 8093/122 on board destroyer JDS Yamayuki (DD129), 8164/124 on board destroyer JDS Hatsu-Yuki (DD122)
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Good Times We Had…
Lynx HAS.3 XZ245/405 on frigate HMS London (F95)
Over the 14 Years we’ve been organising planespotting tours, we’ve had our highs and lows, no doubt about it. Airshow cancellations, flight cancellations, volcanic eruptions, you name it! But we prefer to remember the good times The 135 locations we’ve visited so far, the friendships forged, the excitement of spotting something new, the great banter over beer in the evening, the naps in our van whilst heading to new exciting destinations. And we’re also looking forward to a new destination programme once this is all over. We can’t wait to take you there.
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But We’ll Be Back! making your planespotting dreams take flight 238, M. Dimech Str., Sliema SLM 1052, Malta 9htravel@gmail.com
PHOTO: MARK LYNHAM
The Mission Having saved XV582 ‘Black Mike’ and restored the award-wining cockpit of XV490, the British Phantom Aviation Group are currently in the process of saving more ex-RAF Phantoms . You don’t need to be a Phantom Phixer to help. Anyone can play a part by visiting our webstore and choosing one of our custom range of Phantom items, from t-shirts to coins to patches. All profits go to support BPAG activities and help keep the history of the F-4 Phantom alive.
But We’ll Be Back!
www.british-phantom-aviation-group.myshopwired.com For your Phantom shopping fix!