Issue 3 – August 2016
Convair Heading Down Under Macchi’s Schneider Racers Ramex Delta Farewell Chilean Adventure Malta’s Alouettes Thracian Thunder Ukranian Flanker Belgian SF-260s Boomerang
Another issue, and another show of international support to this project. Once again we have your contributions coming in from all the corners of the globe. My thanks go to Max Zammit for his design flair in tweaking the magazine logo. Unfortunately the echos of last year’s Hunter crash at Shoreham are still sending shockwaves into the world of airshows. However, like in most things in aviation, passion and determination do not take a ‘no’ for an answer. If you want further proof of this, see our feature on the Macchi Schneider racers. Mark Zerafa Editor
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Spottermagmalta@gmail.com
Contents Maltese Alouettes
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Convair heading Down Under
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Black Mike Update
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Incredible Flanker
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Cape Town International
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Thracian Thunder
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Queens of Speed
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Belgium’s SF-260s
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Chilean Adventure
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Boomerang in Europe
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Adieu, Ramex Delta
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Credits Mark Zerafa, Massimiliano Zammit, Timothy Brandt, Mohamed ‘zs-mk’, Svetlan Simov, Mike Derycke, Richard J Caruana, Michael Busuttil, Anthony F Seychell, Sam Thomson, Tom Lear
Editorial Address: 238, Morning Star, Manuel Dimech Str Sliema SLM 1052 MALTA, EUROPE
Editor: Profiles: Design Assistant:
Mark Zerafa Richard J. Caruana Massimiliano Zammit
Copyright Notice All photos and articles remain the intellectual and artistic property or 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.
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Malta’s Alouettes Text and Photos: Mark Zerafa Aircraft Profiles: Richard J. Caruana
The three SA316B Alouette IIIs in service with the Armed Forces of Malta have had a colourful history, and although they may seem outdated compared to the AW139s with which they share the flightline, they are still an important element in the island nation’s armed forces, performing vital coastal and inshore SAR and medevac work.
The story of Malta’s Alouette IIIs draws strong parallels with the political course charted by the young nation. With the warming of relations between Malta and Libya in the seventies, a Libyan Military Mission was established in Malta, which included a helicopter component in the form of an AB-206 Jet Ranger donated to the Armed Forces of Malta to supplement its fleet of ex-West-German Bell-47s, and the presence of Super Frelon helicopters to assist with Search and Rescue missions. Three Alouette helicopters were also shipped to Malta, although it is uncertain whether these were intended for donation to the Armed Forces, or whether they would be operated by the Libyans. However, following a dispute between the two countries in August 1980, the Libyan forces were rapidly removed from Malta, leaving behind three semi-assembled Alouettes behind, without their logbooks. Two were ex-Libyan Police and the third was formerly operated by the Libyan Air Force.
It was only in June 11th, 1990, that the helicopters’ logbooks were officially handed over in a ceremony at the AFM’s headquarters. With this important development, Eurocopter was contracted to overhaul two of the helicopters and train an initial contingent of two pilots and four technicians. In August 1992, the two selected airframes, LC2295 and LC2315, were shipped inside trailers to the Eurocopter facility in Marignane. Repainted in AFM livery and markings, they were flown back to Malta by Maltese crews, arriving on December 24th, 1992
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Soon afterwards, a further contract for the overhaul of the third Alouette was finalised, this leaving for Marignane in February 1993, returning on July 19th, 1993. All three Alouettes were initially placed on the Maltese civil register, as 9H-AAW, 9H-AAX and 9HAAV. The Alouettes were immediately put into good use on short-range SAR missions and medevac duties, when the IFR capabilities and the multi-engine endurance of the Italian AB-212s was not required. A further two Alouettes were purchased from surplus Dutch stocks, these two helicopters, still wearing the camouflage scheme of their former operators, being unveiled to the public in October 1996. Registered 9HADA (formerly A-209) and 9H-ADB (formerly A-1399), these were of the less powerful AS-316A standard.
However, with less powerful engines, no winch and no emergency flotation system rendered the ex-Dutch Alouettes much less useful than their ex-Libyan sisterships. Eventually they were grounded and cannibalised for spares. In May 2000, all AFM aircraft were struck off the Maltese civil register and started being operated using military serials. Over the years, Maltese Alouettes have been adapted to numerous other roles, depending on exigencies at that point in time.
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These have included the modification of one helicopter to take a door-mounted heavy machine gun to act as a ‘gunship’ to cover a second Alouette deploying special forces on ship-boarding operations.
Although the gunship has been reverted back to standard configuration, the Alouettes can still be used for troop insertion duties, even if the capacity of the cabin limits the amount of troops that can be carried.
In October 2010, the first Alouette was taken through a major overhaul. This was a first in that all work was effected in Malta by Maltese technicians. The engine was replaced, and the rotor overhauled. New wiring and avionics have lead to a weight saving of around 50kgs, giving the helicopters an increased operational radius and time-on-station. The aircraft were alse repainted in the current AFM livery of grey with white undersides. 7
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(Colour Profiles, Top to Bottom) Alouette III 9H-AAW, in its original scheme upon its return to Malta following refurbishment at Eurocopter. Alouette III AS9212, with special markings celebrating the 35 years of the Air Wing, September 2007 Alouette III 9H-ADA, formerly A-209, Royal Netherlands Air Force, with Maltese national markings but retaining RNAF camouflage scheme.
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heading down under Photos: Timothy Brandt
Convair CV-440, c/n 228, currently registered ZSARV, has been sold to the Historical Aircraft Restoration Society in Australia. It is seen here at Wonderboom Airport (FAWB) prior to its derry flight, after having been repainted in Trans Australian Airways colours.
It served with the 4600th ABW at Wright Paterson AFB until 1971, until it was taken over by the 46th ADW/H.Q. ADC, till 1975. It successively flew with the Washington Air National Guard at Fairchild AFB till February 1989.
Built as 340-67 and first flown in November 1954 with the registration N8453H, it entered service with the United States Air Force as a VC-131D, serial 542820, on February 17th, 1955.
Like many American military aircraft, it ended its military careers with a flight to the boneyard on February 16th, 1988.
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It was then sold to a private owner in July 1992, and then changed hands a number of times, bearing registrations N43895, CP-2237 and YV-914C, before being retired at La Caneda in September 1997. In June 2001 the aircraft got another lease of life when it was sold to Rovos Rail Tours in South Africa, initially registered as ZS-BRV in August 2001, and subsequently ZS-ARV Oct 2001.
The aircraft remained in service till December 2009, before being stored at a number of different airfields in South Africa. On June 19th, 2012, the aircraft was ferried to Wonderboom Airport where it received all major checks and repairs as per manufacturer, leading to the issue of a new Certificate of Airworthiness. 15
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Black Mike Update Photos: Sam Thomson, Tom Lear
As Promised, Spotter Magazine will be following the progress in the relocation and restoration of RAF Phantom ‘Black Mike’
In a hardened aircraft shelter in RAF Leuchars, the team has made good progress for Phase 1. A total of 20 individuals ranging from ex and current serving RAF to aircraft skilled and unskilled civilians have spent the last 2 weeks at RAF Leuchars stripping the various panels from the airframe required for access. This includes the panels along the fuselage sides and many underneath. Within these panels various hydraulic systems, ducting and electrical cabling have been removed for access to the many wing attachment bolts. Where cables had to be cut, this has been done in a professional and sympathetic manner, which will allow for the professional reconnection of these wires on the rebuild phase. The stabilator and rear cone of the aircraft have been removed, with the kind assistance from the 71 Engineer Regiment Territorial Army, also based at Leuchars. Through the kind us of their forklifter to support and lower the stabilator, removing it from the aircraft. The team has received great amounts of unquestioned help from the remaining contingent of RAF personnel still based at Leuchars, providing air compressors, welfare facilities and manpower during their own personal days off. The team has now completed phase 1 and has replaced the stress panels to ensure the structural integrity of the airframe is retained until the next stage. A small jack has been added under the tail to effectively stop the aircraft bending during the process.
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incredible
Photos: Mark Zerafa
This year, the Ukranian Air Force has stepped into the European airshow circuit with a Sukhoi Su-27 flying display. This massive fighter packs some incredible punch in the sky. Since words cannot really express it very clearly, we leave the pictures to say the story.
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TOWN Photos: Mohamed ‘zs-mk’
Cape Town International Airport (CPT, FACT) is the second busiest airport in South Africa, and the third busiest in Africa. Opened in 1954, the airport currently has one main runway, but discussions are underway to build a second one. This is a small selection of shots of airlines operating regularly from this airport.
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Low cost carriers Mango and Kulula.com operate domestic flights all over South Africa, with 737-800s being their main equipment.
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1. EMB-135, ZS-SUV, Airlink 2. Airbus A-319, Air Namibia 3. Airbus A340, Turkish Airlines
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1. Airbus A319, Air Mauritius 2. Bae-146, Airlink (main) Boeing 777, TAAG Angola
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ThracianThunder Photos: Svetlan Simov
Held between January and March 2016, Exercise Thracian Thunder saw the joint operation of Bulgarian Air Force Sukhoi Su-25 Frogfoots with twelve A-10C Thunderbolts from the USAF’s 23rd Fighter Group, usually based at Moody Air Force Base.
Flying from Graf Ignatievo Air Base over the Novo Selo training ground, the Exercise aims to improve the operational capability of Bulgarian air forces especially when operating under NATO command. These former Cold War adversaries were photographed in their element at low level near the city of Pazardzhik, Bulgaria.
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Queens of
Speed Photos: Massimiliano Zammit Words: Mark Zerafa
Blood, sweat and tears, and plenty of brilliant engineering flair. This is the story of the Macchi seaplane racers, one of the greatest stories in aviation.
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Macchi M.39 Designed as an answer to the American Curtiss racers which dominated the 1925 race, the M.39 was the next natural progression in the design evolution of the Schneider racers. Mario Castoldi designed a beautiful monoplane floatplane powered by a Fiat AS.12 V-12 inline engine. First flown on July 6th 1926, it was of mixed wood and metal construction. The wooden wings were wire-braced and most of the upper surface was used as surface radiators, by then considered the most aerodynamic of cooling solutions. Fuel was carried in the floats. The wings were assymetrical to allow for improved left hand turns and the floats had unequal buoyancy to counteract propeller torque. Tragedy struck almost immediately with the fatal crash of the first example in Lake Varese, but the aircraf went on to be flown to victory at Hampton Roads by De Bernardi.
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Macchi M.67 Developing the concept further from the M.39 and the subsequent M.52, the M.67 was strengthened to withstand the mighty IsottaFraschini Asso 1000 W-18 inline engine, producing no less than 1798hp via a three-bladed propeller. The engine was notoriously unreliable, however, with a handful exploding on the test-bench. Another fatality in the testing of this aircraft led to a request for the postponement of the race, which the British organisers did not accede to. Undeterred, the Italians risked it all and entered the race with two still very temperamental M.67s. Both aircraft displayed considerable speed during the early stages of the race, but were both retired due to mechanical failure, one with smoke in the cockpit and the other for a burst coolant pipe in the cockpit, which scalded the pilot badly.
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Ing. Mario Castoldi (photo via Mario Caldara)
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Macchi M.C. 72 The ultimate expression of the racing floatplane, the M.C.72 was Castoldi’s masterpiece. Although it was built too late for the 1931 race, where the British ran an uncontested race which won them the Schneider trophy for good, the M.C.72 remains to this day the fastest floatplane ever built. With the basic perfect aerodynamic configuration perfected, Castoldi crammed more power into the airframe. Fiat delivered what was essentially two linked V-12 inline engines, the AS.6. Rather than using the earlier assymetric float buoyance system to counteract propeller torque, a pair of contra-rotating propeller was utilised. This cured one of the more notable handling deficiencies in the earlier Macchis. Unfortunately, the engine was far too temperamental for the aircraft to be considered reliable enough to compete in the 1931 Schneider Trophy race, in which the British won the trophy outright. However, development continued as Mussolini considered this a prestige project, and ultimately, on October 23rd, 1934, Francesco Agello flew the M.C. 72 to an average speed of 440.7mph, to date the fastest speed ever attained by a seaplane.
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Belgium’s SF-260s Photos: Mike Derycke Colour Profile: Richard J. Caruana
In 1968, the Belgian Air Component selected the SIAIMarchetti SF-260 as a replacement for its Stampe SV4B biplanes still in use as primary trainers. Deliveries commenced in 1969, and all 36 were delivered by 1971. An attrition replacement was ordered in 1991. Since 1996, all training units of the Belgian Air Component have been based at Beauvechain air base. Originally delivered in Vietnam-style camouflages, the SF-260s were repainted in a high-visibility yellow scheme in 1999, coincided with a re-winging programme. Belgian SF-260s have been receiving upgrades to their avionics and a wider canopy under an upgrade programme. The aircraft are currently being repainted in a low-viz grey scheme. The aircraft is also the mount of the Diables Rouges aerobatic team.
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Chilean Adventure Photos: Anthony F. Seychell
The Chilean Air Force is one of the most diverse military operators in South America. Here is a selection of aircraft shot during a trip to Chile earlier this year.
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The Chilean Air Force operates 46 F16s, ten being new-build Block 50 F16s (6 F-16Cs and 4 F-16Ds), and 36 F16A/B MLUs previously operated by the Royal Netherlands Air Force.
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Gulfstream III, Chilean Air Force, Pudahuel AB Northrop F-5, Hawker Hunter, Chilean Air Force Museum English Electric Canberra, Chilean Air Force Museum Dassault Mystere, Israeli Air Force, Chilean Air Force Museum Douglas C-47 Dakota, Chilean Air Force Museum F-16 Fighting Falcons formation, El Bosque AB Northrop F-5 Tiger, Chilean Air Force Museum Cessna T-37, Chilean Air Force Museum
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Vought Kingfisher, Chilean Air Force Museum North American F-86 Sabre, Chilean Air Force Museum CASA CN-235, Chilean Army Aviation, Rancagua AB CASA 212, Chilean Army Aviation, Rancagua AB Hughes 269, Chilean Police, Museo de Crabinieros de Chile, Santiago Beech C-50, Chilean Air Force, Chilean Air Force Museum McDonnell Douglas F-4C Phantom, USAF, Chilean Air Force Museum Republic P-47D Thunderbolt, Chilean Air Force, Chilean Air Force Museum
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Lockheed P-3 Orion, Chilean Naval Aviation, Vina del Mar AB Boeing 767, Chilean Air Force, Pudahuel AB Boeing KC-135, Chilean Air Force, Pudahuel AB Cessna O-2. Chilean Naval Aviation, Vina del Mar AB Pilatus PC-7, Chilean Naval Aviation, Vina del Mar AB
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15 F-5E/Fs are still in service with the Chilean Air Force. This fighter is relatively easy to maintain and, despite its age, can still deliver a considerable punch. This is the practice display for the FIDEA airshow, Santiago, Chile.
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Boomerang Photos: John Mangion
Owned and operated by Classic Wings in the Netherlands, CAC Boomerang registered N32CS, painted in the colours of Royal Australian Air Force serial A46-0129, is the first of its type to fly in the European airshow circuit, making its debut at Skrysdrup in Denmark last June. Technically, it is not a genuine Boomerang but a replica built utilising a considerable number of genuine Boomerang components. Unlike the Australian original, the rear fuselage is of all-metal construction, possibly of T-6 Harvard ancestry. Nonetheless, it represents an aircraft few would have ever expected to grace the skies of Europe.
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Adieu, Ramex Delta Photos: Michael Busuttil
This year's Royal International Air Tattoo marked the final display of the French Air Force's Ramex Delta team. Flying a pair of Mirage 2000N strike fighters, the display is split into an initial phase of very tight formation flying, followed by a role demonstration. Originating from Escadron de Chasse 2/4, better known as the famous 'Escadrille Lafayette' of World War One fame, for its final year, one of the pair has been painted in special colours to mark the centenary of the squadron, which owes its origins to a squadron of American volunteer pilots serving with the Armee de l'Air prior to the USA's entry into the conflict.
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In our next Issue:
Our next issue is dedicated entirely to celebrate the 100 years of Boeing. From the Stearman to the Dreamliner to the Super Hornet, we will be looking at some of the aircraft that helped this American company carve a niche for itself in the history of aviation.