Issue 10 – March 2017
Social media is incredible. Ask for features, and suddenly your inbox is flooded with very interesting proposals from all around the world. This month, we are proud to have no less than four new contributors to this project. A warm welcome on board to everyone. Our quest for new material is ongoing. We do not aim to provide aviation news in this magazine – we would be far too presumptuous to go in that direction, given the abundance of real-time aviation news websites. The magazine’s strength lies in its ability to bring together aviation photographers from all over the world to share their passion for aviation on a worldwide platform. However, we now need to make the final step. We all know how many publications try to obtain our photos for free by offering us ‘exposure’. We do NOT subscribe to this idea. Whilst Spotter Magazine is free, may we ask those who can, to send a donation which will then go towards giving our contributors a token of appreciation for their hard work.
Mark Zerafa Editor
Got Something to Share? If you have anything aviation related, be it photos, articles or artworks, please contact us on:
Spottermagmalta@gmail.com
Cover Photo: Taxiing out for its last flight, a Hellenic Air Force TA-7 shows off the SLUF’s particular lines. (Stamatis Als)
Contents Lac Noir
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Swedish Caravelles
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The Jaguar’s Last Roar
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Harbour Air Malta
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Hellenic Air Force A-7 Retirement
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Alitalia
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MIATM AB-212s
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Coming Apart Nicely
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Credits Mark Zerafa, Massimiliano Zammit, Richard J. Caruana, Haarzer Ggoppl, Bengt Bergholm, Cliff Ibell, Stamatis Als, Nicholas Carmassi, David Butterfield, John Kendal, Tom Lear
Editorial Address: 238, Morning Star, Manuel Dimech Str Sliema SLM 1052 MALTA, EUROPE
Editor: Profiles:
Mark Zerafa
Design Assistant:
Massimiliano Zammit
Richard J. Caruana Massimiliano Zammit
Copyright Notice 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. Inner Cover: A Swiss Air Force F-5 Tiger II performs a low pass over Lac Noir in 2012. (Harzer Ggoppl)
If you enjoy reading Spotter Magazine every month, you will appreciate the hard work of many volunteers all around the world. You will also realise that buying a similar publication from your newsagent isn’t cheap. But Spotter Magazine is free, to encourage the love of our passion for aviation all over the world and promoting the talent of upcoming aviation photographers. We firmly believe that all photographers should be compensated for their work. So show your appreciation for our work by sending us a donation, however large or small, to our PayPal account quoted below. At the end of every year, these funds will be distributed amongst our contributors, according to their input in the magazine over the year. So please show your appreciation and support to all those who help give you a monthly aviation read, free of charge.
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Every year, weather permitting, Lac Noir, a little lake in the Fribourg Alps becomes a temporary airfield for 1-3 days. For the first time since 2012, it was possible again – but only for one day due to fog and rain. It's pity given the team’s hard work, with preparations having begun on January 19th with the clearing of an 800m long runway on the 30cm thick ice. In the following week the weather was perfect, clear blue sky on the lake, but the airfield of Ecuvillens near Fribourg was closed due fog. Given that all aircraft participating in the meet were first required to land there for security briefings, this cancelled the day’s flying. However, on January 27th the fog had cleared and many pilots took the opportunity to visit this special temporary airfield up in the swiss mountains. Landings were not permitted in the weekend, and in the following week, rain curtailled any further operatoins. But, at least, one day of flying activity is better then none !
Photos: Harzer Ggoppl Text: Harzer Ggoppl
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HB-YVQ is a replica of a Fieseler Storch. Built in 2003 and powered by a Rotax engine, it is painted in wartime Swiss neutrality markings.
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HB-TLF is a 2007 Cessna 172, operated by Fluggruppe Reichenbach
HB-OUR is a 1943 Piper J3C-65 Cub, c/n 10853
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More Piper Cub action. HB-POZ is a 1970 Piper Super Cub.
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HB-WGB is a Frenchbuilt J-RO gyrocopter.
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A Savannah microlight amphibian came all the way from Italy.
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HB-YLM is a Vans RV-7 pictured during the 2012 event.
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Photos: Bengt Bergholm Text: Mark Zerafa
Three Caravelles survive in Sweden. All ex-SAS airliners, they have led an eventful life, two of them having had a second life in the military flying SIGINT operations close to the borders of Soviet airspace.
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SE-DAI first flew on February 1st, 1966. Delivered to SAS as ‘Alrik Viking’, she flew with the airline until withdrawn in September 1971, when she was delivered to the Swedish Air Force. Converted to TP85 standard, it remained in service till November 1998. In January 1999 she was flown to Arlanda to the La Caravelle Club, which maintains it in as live a condition as possible.
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A view of the office. The Caravelle’s nose section design was taken from the Comet. Thankfully, Sud Aviation’s designers developed their own cabin window design, whose triangular shape remains one of the distinguishing features of the Caravelle.
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The unusual nosecone and the underfuselage canoe may indicate that this is not your standard Caravelle airliner. SE-DAG (c/n 172) is at the Swedish Air Force Museum. Delivered new on December 18th, 1964, as an airliner to SAS, named ‘Dag Viking’. Transferred to the Swedish Air Force in 1971, and converted to Tp-85 standard, using a nosecone from a Saab Lansen interceptor. Used mainly for Signals Intelligence missions over the Baltic, the type was replaced by a pair of modified Gulfstream IV-SPs.
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Although the cockpit of Swedish Air Force Tp-85s did not bear much difference to airliner Caravelles, the aircraft was fitted with a number of mission stations to fulfill its role.
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Photos: Cliff Ibell Colour Profiles: Richard J. Caruana Text: Mark Zerafa
Retired from front-line use by the Royal Air Force in 2007, the Jaguar remained in use at RAF Cosford to train mechanical fitters, with four aircraft maintained in live, but non-flying condition. On September 4th, 2016, these aircraft were fired up and taxied for one last time.
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38 Jaguar T.2 two-seaters were ordered by the RAF. 11 went on to be upgraded to T.4 standard, XX835 (c/n S.74) being one of them. The Jaguar was one of the first international co-operation projects, involving Breguet in France (later merged with Dassault) and BAC in the UK, with Rolls Royce developing the engines. Originally designed as a trainer, it went on to evolve into a strike aircraft whose capabilities were tried and tested in numerous conflicts. The type was a limited export success, especially as one of the partners in the venture, Dassault Aviation, had aircraft of its own in direct competition with the Jaguar. For example, Dassault proposed a modernized version of its Etendard strike fighter, the Etendard IV, as an alternative to the navalised Jaguar M for service aboard the French Navy’s aircraft carrier. Still in the markings of No.6 “Flying Can-Openers” Squadron, which flew Jaguars from 1974 till the type’s retirement in 2007, XX835 roars down Cosford’s runway one last time under its own power.
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Jaguar GR.3A XX725 was repainted in Gulf War colours for the final retirement of the Jaguar at No. 6 Squadron. Operation Granby was indeed the Jaguar’s finest hour, with this very aircraft having flown at least 47 missions, the highest for any RAF Jaguar, a record shared by XZ364. Unfortunately, the original ‘Johnny Fartpants’ nose art applied during the conflict was not reproduced for this occasion.
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Affectionately known as ‘Spotty’, Jaguar GR.3A XX119 made the last landing of an RAF Jaguar when it landed at Cosford on July 2nd, 2007.
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Jaguar tails. XX119’s tail was adorned with the crests of all squadrons which flew Jaguars.
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Jaguar GR.1A, XX766, Nยบ 6 Squadron RAF, Coltishall, Norfolk, 1993. Dark Green/Dark Sea Grey wrap-around camouflage with black leading edge to fin. Full squadron crest is carried on both sides of fin; 'can-opener' marking flanked by light blue bars (outlined red) with red zig-zag on air intake; similar bar on ECM fin fairing. Note lack of tailcone
Jaguar GR.IA, XZ392/DQ, of Nยบ 31 Squadron RAF, Gruggen, Germany, 1978. Dark Green/Dark Sea Grey wrap-around camouflage with standard national markings. Wing tank pylon is in Light Aircraft Grey; codes on fin in black, outlined white.
Jaguar GR.1, XX957/CG, of Nยบ 20 Squadron RAF, Bruggen, Germany, 1977. Dark Green/Dark Sea Grey camouflage on upper surfaces, Light Aircraft Grey undersides. Standard national markings. Code is black outlined in white on fin, white on a black nosewheel door.
Jaguar GR.1A, XX962 'Fat Slags', of Nยบ 41 (Composite) Squadron RAF, Operation Desert Storm, Jan-Feb 1991. 'Desert Pink' overall. Roundels in pink and light blue; no roundel carried above port wing. After its return to the UK, XX962 was further adorned with 28 mission markings just ahead of the port air intake
XZ357/FK,Jaguar GR.1A, XZ357/FK, Nยบ 41 Squadron RAF/41 Squadron, Coltishall, October 1998. Dark Sea Grey uppersurfaces and Medium Sea Grey undersides. Standard national markings. Red/white bars flank the unit crest on the air intake and are also reproduced on the ECM fin fairing
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Photos: Mark Zerafa Text: Mark Zerafa
Formed in 2007 to create an air link between Malta and the island of Gozo, Harbourair Malta drew on the expertise of Canadian seaplane operator Harbour Air Seaplanes. DeHavilland Canada DHC-3T Single Otter C-FHAH was ferried to Malta. Re-registered 9H-AFA, the aircraft was subsequently supplemented by a Twin Otter ambphibian, purchased from defunct Greek operator Greek Airsea Airlines Company. However, the company ceased operations in 2012.
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Photos: Stamatis Als Colour Profiles: Richard J. Caruana Text: Mark Zerafa
October 17th 2014. The Hellenic Air Force’s 116 Combat Wing at Araxos Air Base performed its final flights with the A-7 Corsair, bringing to an end the operational history of the aircraft.
The Hellenic Air Force was, together with the Portuguese Air Force and the Royal Thai Naval Air Arm, an export operator of the A-7 Corsair II. 60 newbuild A-7Hs and five TA-7Hs were delivered between 1975 and 1980. A further 50 A-7Es and 18 TA-7Cs were procured from surplus US Navy inventories between 1993 and 1994. Greek Corsairs were operated in traditional strike and ground-attack roles, and were upgraded with upgraded avionics and radar, allowing full night-time operational capability and more powerful Allison TF41 engines.
Based at Araxos Air Base, the 336th Bomber Squadron is the second oldest squadron in the Hellenic Air Force. Formed by the Greek government in exile in 1943, initially equipped with 21 Hurricane Mk.IIcs in North Africa. The squadron began receiving Spitfires in October and one month later participated in the Allied raids against Crete. In 1944, the squadron was active in operations over occupied Yugoslavia, before returning to liberated Greece in November. Initially based at Ellinikon airfield, from where it mounted sorties against the last remaining German pockets in the Aegean islands and Crete.
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Moved to Sedes airfield, near Thessaloniki, the squadron was disbanded from the RAF and passed to Greek control on July 31st, 1945, the squadron then taking part in operations in the Greek Civil War. In August 1949, the squadron, now based at Larissa, re-equipped with Curtiss SB2C Helldiver bombers, before moving to its first jet, the F-84G Thunderjet. In 1953, the squadron moved again to Nea Anchialos, now equipped with the F-84F Thunderstreak. In 1965, the squadron was partially re-equipped with F-104 Starfighters, with this section moving to Tanagra. By December 1966, the F-84 section was redesignated the 349th Fighter-Bomber Squadron, and the F-104s were moved to Araxos Air Base. Starfighter operations continued until March 1993 , when the first US-surplus A-7Es started arriving. The unit has the distinction of being the last squadron in the world to fly the Corsair. It now flies the F-16.
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160616 received this special scheme just prior to the typre’s retirement, on the occasion of the last Corsair appearance at the Royal International Air Tattoo at RAF Fairford.
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335 Squadron flew the A-7 till 2008. It had 155825 repainted in this stunning Tiger colour scheme on the occasion of its retirement of the A-7. This aircraft has been displayed at Araxos, Tanagra, and has recently been moved to the Hellenic Air Force Museum in Tatoi.
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A final, more subdued special colour scheme was applied to 159646. This was already a non-operational airframe, so it never flew in these colours.
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Photos: Nicholas Carmassi Text: Mark Zerafa
Originally founded in 1946, and resuscitated for the fourth time since 1999, the Alitalia brand continues to be Italy’s flag carrier. With a fleet of over 100 aircraft and a worldwide route network, as well as the introduction of a new livery, we hope its colours continue to grace the sky for years to come.
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Twelve A330-200s are in service, with two more on order. The A330 was the first aircraft to be delivered in Alitalia’s latest livery.
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Alitalia CityLiner is a subsidiary company specialising in regional services. A fleet of Embraer 170 and 190s is in use.
A330 EI-DIR is painted in special Skyteam colours, promoting this global alliance of airlines.
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The Boeing 777 has become the mainstay for high-capacity long-haul operations. Eleven 777s are in service, these being of the 777-200ER type for extended-range operations. All Alitalia 777s feature a three-class cabin layout, for a total of 293 seats. Business Class with flat-bed seats, Premium Economy and Economy Class.
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Mainstay of the short-haul fleet is the Airbus A320 series. The fleet is subdivided into 22 A319s (138 seats), 44 A320s (165 seats) and 12 A321s (200 seats). These are a common sight in all major European airports, as well as other destinations in North Africa and the Middle East. The aircraft are also used on domestic routes to cater for peak demand slots.
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Photos: Mark Zerafa Text: Mark Zerafa
With a very large SAR zone and no long-range search and rescue capability, the Maltese Islands received assistance from the Italian government through the stationing of two helicopters in Malta for Search and Rescue missions. With the Armed Forces of Malta attaining initial operational capability with its AW-139s, this flight, which has been on standby saving lives since 1982, has been stood down last November.
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The Missione Italiana di Assistenza TecnicoMilitare (MIATM) was a multi-faceted approach, assisting the Maltese armed forces in a number of areas. The first AB.204s arrived in Malta in 1982, and were flown by joint Maltese-Italian crews, with an Italian commander, Maltese co-pilot, Italian technician/winch operator and a Maltese rescuer/swimmer. The first medical evacuation mission with a joint Maltese-Italian crew was completed on October 19th, 1982. The first AB-212 was delivered on October 15th, 1987. The arrival of this helicopter brought true all-weather capability, improved navigational systems and twin-engined reliability, allowing an increased operational range for SAR mission. By the time the mission closed its doors, 15,000 flying hours had been flown, and over 270 persons had been rescued from life-threatening situations.
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The cockpit of the AB-212 is functional and somewhat devoid of creature comforts. However, it offered superb visilibity and included improved avionics, including an autopilot, which greatly reduced pilot workload.
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Photos: as credited Text: David Butterfield
We are pleased to report a new exciting development for Phantom XV582 ‘Black Mike’. One of the trickiest parts needed prior to moving the airframe – the removal of the aircraft’s Spey engines, has been completed.
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The British Phantom Aviation Group is delighted to announce that it the team have successfully removed both engines from the aircraft. This was a tricky task because the cradles used to lower the Speys out of the aircraft are no longer in existence. Thus, the group has engineered its own adaption of an existing Spey stand, devised by John Kendal. Even though this stand was not from a 202/203 model, some lateral thinking from a crack team of former RAF technicians and very willing volunteers resulted in a viable device. The group would like to thank Paul Wright, John Kendal, Tom Lear, Mike Davey , John Bell, Sam Thompson and Gary Spoors . This is a major milestone that has been 4 years in the planning and design has now been completed. The next challenge will be future structural works to facilitate the wing removal in preparation for the road move. The British Phantom Aviation Group would also like to thank the Aircraft Handling Flight, RAF Leuchars, for its invaluable support throughout the operation.
(Photo: John Kendal)
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Photos: Tom Lear
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2017 Programme now out!
Hellenic Air Force RF-4E Retirement Tiger Meet UK Classic Aviation Tour (East Midlands, Bruntingthorpe) Heathrow Day-Trip Royal International Air Tattoo Slovakia Airshow and Museums Russia Japan Greece