Issue 13 – June 2017
The community keeps growing. This month we welcome our first contributions from Jamaica and Brazil. The crash landing of the Sea Vixen brings to an end, at least temporarily, the flying days of another Cold War warrior. More heartening is the fact that Lightning XS422 is rapidly moving towards its first post-restoration flight. On the Lightning theme, we have been saddened by the passing away of Mike Beachy Head. All the aviation community is indebted to him for the sheer guts in buying several military jets and keeping them where they belong, in the sky, We dedicate a small tribute to you Mike. Blue Skies Enjoy your read, and please support this project if you can.
Mark Zerafa Editor
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Cover Photo: Low, loud and smokey‌ Hellenic Air Force RF-4E turns towards the spotters crowd at Larissa AB (Mark Zerafa)
Contents Slovak Gems
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Nostalgia at Rio
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Thunder City
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Skymaster to the Sky
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Montego Bay
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The End of the Film
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Lossie Tornado Farewell
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Hellenic Super Puma
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Credits Mark Zerafa, Massimiliano Zammit, Richard J. Caruana, Paul Chalmers, Daniel R. Carniero, Mark Seabrook, Paul Ridgwell, Dimitris Stathopoulos, Sam Evans, Rupert Haughton
Editorial Address:
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238, Morning Star, Manuel Dimech Str Sliema SLM 1052 MALTA, EUROPE
Editor: Profiles:
Mark Zerafa
Design Assistant:
Massimiliano Zammit
Richard J. Caruana Massimiliano Zammit
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: Marineflieger P-3C Orion resting on the pan at RAF Lossiemouth. (Paul Chalmers)
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23-28 August 2017 Visiting SIAF Airshow and all major collections Flight Connections from Vienna and Bratislava Experienced Tour Managers
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Photos: Mark Zerafa Text: Mark Zerafa
Slovakia has a rich aviation heritage, and is blessed with a large number of historic aircraft collections. There is a strong bias towards Cold War era Soviet types, but there are also a few surprises along the way.
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Like most former Warsaw Pact countries, Czechoslovakia boasted a massive air force at the height of the Cold War. With the peaceful dissolution of the country into two nations, all air assets then in service where split between the Czech Republic and Slovakia, proportionate to their respective population. The only exception were the MiG-23s, which were taken over by the Czechs, and the MiG-29 force, which was split equally between the two countries.
Eventually, the Slovaks retired a number of legacy Soviet types, including the MiG-21, Mil Mi24, Su-22 and Su-25. The MiG-29 is expected to soldier on until 2019, and the Mil Mi-17s are in the process of being replaced by UH-60s. Luckily for aviation enthusiasts, a considerable number of aircraft have been preserved in a number of locations, with two major musems in Piestany and Kosice.
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Looking worse for wear, PZL-Mielec Antonov An-2 OK-KIC is one of the few civilian airframes at Piestany Museum. In dire need of new fabric on its upper and tail flying surfaces, the aircraft was licence-built in Poland and bears the construction number 1G186-34, built in early 1980. First flown in August 31st, 1947, the An-2 remains one of the world’s most mass-produced aircraft, with over 18,000 airframes built, and unconfirmed reports that it remains in limited production in China.
Another Russian great, this time in Kosice Aviation Museum. Ilyushin Il-18 HA-MOI is a recent addition to the Museum’s collection, after spending some time in the city of Gyor as a restaurant. The aircraft originally served with Malev Hungarian Airlines, initially as an airliner and later as a freighter. The aircraft was dismantled and transported by road to Kosice, and is seen here in its final stages of re-assembly.
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Close to the airfield at Nitra is a small yet interesting collection of aircraft. Unfortunately they are lined up behind a gate rendering photography somewhat difficult, but they remain a right to behold.
The line-up includes an Mi-2, an Su-22 and an Su-7, followed by a MiG-21, a MiG-19, a Polish MiG-17, an L-29, an Mi-24 and a Cmelak.
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The aircraft are on the premises of Aero Slovakia as, which is the largest general aviation operator in Slovakia. The company provides maintenance services to light aircraft, and performs aerial work
such as flight instruction, aerial photography, glider towing, aircraft rental and agricultural and forestryrelated flying.
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Kosice Museum contains a section of presidential gift aircraft, whereby foreign heads of state have gifted aircraft to the Museum’s collection as a token of
Friendship between their respective nations. This has created a particularly impressive collection, including a former Swiss Air Force Mirage 3R,
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and a Ukranian Su-15 Flagon. Unfortunately photography of these aircraft does not seem high on the priorities of the Museum’s curators, as some have
proved notoriously difficult to capture.
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South African Airlines A340-600 ZS-SNC wearing ‘Star Alliance’ livery, in full reverse thrust. More delights from Kosice. Swedish Air Force ASJF-37 Viggen (above) is a rare reconnaissance variant. Chinese Nanchang Q-5 Fantan is a Chinese attack aircraft which traces its ancestry to the MiG-19.
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Mil-24 Hind previously operated by the air force of Kyrgistan United States Air Force AT-38 Talon wearing an unusual aggressor scheme.
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(left) Recently retired Slovak Air Force An-26, now preserved at Presov. (main) Czech Air Force Il-28. (right) Slovak Air Force Mil Mi-8 with rocket pods fitted on fuselage outriggers.
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Photos: as credited Text: Mark Zerafa
This Li-2 is preserved at the National Museum of the Slovak National Uprising at Banska Bystrica. A licence-built version of the DC-3, the Li-2 differs mainly in having its main door on the right, and additional cockpit windows and different engine cowlings.
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A gliding airfield at Martin houses a small collection, which includes this Mil Mi-2 and LET-410 Turbolet.
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Photos: Daniel R. Carniero Text: Mark Zerafa
Rio de Janeiro – Antonio Carlos Jobin International Airport, formerly known as Gelaeo International Airport, is the main airport serving this Brazilian city. It is the country’s second-busiest airport, and the largest by area. Here we have a glimpse of some airliners from the golden era of jetliners.
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Itapemirim Transporter Aereos was a Braziilian Airline founded in 1990. Commencing operations in 1991, initially as an air cargo division of parent company Viacao Itapemirim, one of the largest bus companies in Brazil. Its fleet comprised six Boeing 727 freighters., The company ventured into the carriage of passengers in 1997, using two Cessna grand Caravans, but this was shortlived, with the passenger operation being sold to TAM in 1998. Cargo flights ceased in 2000.
Founded in 1927, VARIG was the first airliner to be set up in Brazil. The airline was instrumental in the development of air routes across Brazil's vast territory and later South America, but was beset by financial difficulties especially after the emergence of low-cost carriers in the market. It ceased operations in July 2006. Eleven Boeing 727100s were operated between 1970 and 2006.
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TransBrasil was founded in 1955 and commenced operations in 1956, initially as a cargo airline flying DC-3s. Later equipment included Embraer Bandierantes, HP Heralds and BAC 1-11s, until the fleet was standardised on the Boeing 727-100 by 1979. The 727s flew with the airline until 1989, when they were replaced with secondgeneration Boeing 737s. By then the airline was also flying internationally using 767s, until it ceased operations in December 2001.
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The Ilyushin Il-62 was the mainstay of the long-range fleet for all airlines behind the Iron Curtain. Interflug was the airline of East Germany ioerated the type between 1970 and 1991. The aircraft was notable for its four rear-mounted turbofan engines, a configuration it shared with the VC-10, with a distinctive touch of a retractable tailwheel to ensure that the aircraft did not fall out of balance during loading and unloading operations.
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Whenever there was a big cargo requirement, a Russian freighter would probably be the solution. TransAVIAexport Airlines is a Belorissian airline based at Minsk. Flying a fleet of six Ilyushin Il78TDs, it now also operates three 747s. More Il-62s: East Line Air was a Russian start-up, established in November 1995. It was renamed Russian Sky Airlines in October 2004, until it was absorbed by VIM in 2005. The airline operated most Russian airliners, including this single Il-62M. Interflug Il-62M gets pushed back in preparation for departure LOT Il-62M. The Polish airline was amngst the very first Eastern European operators to start phasing out its Russian aircraft in favour of Western airliners. However, this Il-62M dates from an earlier era. A reliable and sturdy aircraft, the Il-62 rapidly disappeared from the skies as operators no longer required its capability to operate in the most primitive of airports, thus moving on to less fuel-thirsty machines.
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Some classic Speedbirds. British Airways was the result of a merger between British Overseas Airways Corporation (BOAC) and British European Airways (BEA) in 1974. Both the 747-200 and the Tristar are resplendent in the airline's second livery. Having inherited its initial batch of 747-100s from BOAC, British Airways operated these from 1974 to 1999, later supplemented by the 747200 between 1977 and 2001. The airline remains the world's largest 747 operator, flying 747-400s, although the fleet is now on the decline as even this variant of this iconic aircraft is slowly being retired.
Designed to provide larger capacity on routes which could not support economical 747 loads, the Tristar fleet was composed of three variants, the Tristar 1, the Tristar 200 and the Tristar 500. The type was retired in 1991, with most going to the Royal Air Force for conversion into combined tankers and freighters.
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Photos: Mark Seabrook Text: Mark Seabrook
Last month we received the sad news that Mike Beachy Head had passed away. Mike was one of the driving forces behind Thunder City, one of the few places in the world where civilians could fulfill their dream of flying fast jets. It was a place where dreams came true, where a number of iconic Cold War British aircraft were still alive and in their element. Mark Seabrook relives this unforgettable experience.
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RICK SLEIGHT
In his element. Mike Beachy Head climbing onto his beloved Lightning.
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JUNE 2017 It all started with a small email in December 2005. My friend Paul had come across the Thunder City website, detailing the world’s largest collection of ex-military jets comprising the last four flying English Electric Lightnings, three Blackburn Buccaneers, seven Hawker Hunters and a BAC Strikemaster. Paul knew Barry Pover, previously very active in the Lightning Association and the driving force behind the Lightning Flying Club before relocating to Cape Town in 2000 to assist Mike Beachy Head with Thunder City’s engineering team and returning their Lightnings to flight. Barry had previously owned XS451 and had been restoring her to flight condition in the UK, but given the CAA’s resistance, he had her moved to Thunder City where she eventually flew as ZU-BEX. Paul had been waiting 30 years to get into a live Lightning or Buccaneer. It was too big an opportunity to miss. Several phone calls and emails later, all the arrangements were firmed up, and we were heading to Thunder City in early March with three sorties planned, Paul taking the lead with a flight in the Lightning, followed by a joint flight with Paul in the Buccaneer and myself in the Hunter for some air-to-air action and photo opportunities.
Several phone calls and emails later, all the arrangements were firmed up, and we were heading to Thunder City in early March with three sorties planned, Paul taking the lead with a flight in the Lightning, followed by a joint flight with Paul in the Buccaneer and myself in the Hunter for some air-to-air action and photo opportunities. We would be in Cape Town for a week, allowing for a day of acclimatisation, flight planning and scheduling, and the actual sorties, plus an extra day or two in case of inclement weather. After an easy day preparing ourselves, both mentally and physically, and popping every known remedy for motion sickness, it was finally time to head to Thunder City to meet the team and plan the week’s schedule in detail. As the taxi pulled towards the red and white chequered guardhouse sitting below the Gloster Javelin XA553 and SAAF Vampire gate guards, we could hardly believe that we were actually there and what the week ahead held for us. After a few minutes wondering around completely absorbed by the gate Guards and generally being impressed by the size of the hanger complex, with its blue mirrored facia reflecting the Vampire and Javelin, we came face to face with an armed guard, who quickly ushered us to meet the Thunder City team.
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We had settled on two flight profiles. In the first, a two ship formation of the raspberry ripple Buccaneer ZU-NIP to be piloted by Mike with Paul in the back and Ian piloting the Black Hunter T8B ZU-CTN, for a low level sortie down through the Ceres valley, after which we would split up to perform separate manouvers before rendezvousing over the coast for a high speed run down past Robben Island and then down past Hout Bay down the Cape Peninsula, as close as we dared to the Simons Town Naval base and then back via False Bay and Fish Hoek before a flypast of table mountain and recovery back to Thunder City. An ideal profile for some hopefully great Air-to-Air photography and exhilarating video footage from the cockpit mounted video cameras. The second sortie would be on Wednesday in Lightning ZU-BDD (XS452) with Mike at the controls and Paul in the right hand seat. The flight profile being a full afterburner take off with a near-vertical climb to 11,000 Ft, followed be a climb to 50,000ft, where the curvature of the earth is visible and a speed run down the coast at Mach 1.15 before fuel levels would prompt a return to Thunder City.
We were then joined by one of the ground crew to fit the flight helmets and oxygen masks for size, showing us how to adjust the fit and the operation of the microphone switch. These were hardly the most comfortable of things to be wearing, even when one is used to a motorcycle helmet, and my first few breaths with the mask on made me probably sound like Darth Vader. We were then escorted through the hanger to the pan for our first look at our chariots for the day. The size of the hanger was already impressive, but to see 10+ Hunters, Buccaneers and a Lightning at such close proximity was something to fill anyone with awe. Back in the glaring South African sun, the heat was already into the mid 30s Celsius and the Raspberry Ripple Buccaneer and Jet Black Hunter standing to our right with heat blankets protecting the cockpits.
The initial familiarisation with the entry/exit procedure for the cockpits and the control layout was crucial before the formal safety and pre-flight briefings, especially in the case of the Buccaneer, where Paul would have some duties during the flight, notably changing the radio frequencies if required to do so during the flight. Ian Pringle then walked us through the operation and safety briefing for the ejection seat, having each of us practice strapping in, adjusting the harness and releasing the straps, while explaining the differences between the different seats fitted to the Hunter and Buccaneer seats, most notably that the Hunter’s required a minimum speed of 90 knots, whereas the Buccaneer’s being deployable at any stage.
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We then practiced getting a firm grip on the lower handle with our strongest hand and clamping the other over it to support the wrist before giving it a good tug in response to the “eject eject” command and if nothing happened grabbing two good handfuls of the top handle and pulling down while pushing our heads back into the seat to avoid a spinal injury. At high Gs, it’s much easier to reach and grab the lower handle, presuming of course you’re not inverted, which is a whole other situation. . Although Ian ran through several possible emergency scenarios he was completely calm in his delivery. Overall the process is quick ion the hunter the canopy blows off and the seat fires 0.7 seconds later. We then ran through the procedure for separating the seat, leg restraints and oxygen supply manually in case it did not fall away automatically.
Mike outlined the rendezvous over the coast and then asked if both of us had been briefed on the get sick procedure? Which we hadn’t, so Mike outlined it for us, which was pretty basic”. “Do not under any circumstances get sick in the aeroplane, not because we don’t want to clean it, we don’t, there is lots of lose wiring, it’s not an airliner there are no carpets or anything, what we don’t want is fluid on your connections or lose wiring, smoke in the cockpit can be a bit lethal, rather it’s down the suit, go and have a shower, preferably not I think there is a bag in the aircraft if you have to. But absolute no-no is being sick in the airplanes, down the suit” Ian interjected to ask “are you quite happy with how you undo that mask?” and then without a change of beat Mike moved us back to the main briefing.
Mike’s briefing was similary concise and to the point running through the schedule on the white board, initially with an economy of movement and words. First the arrangement for a pairs take off as “Thunder Formation” with the Hunter taking the lead, radio lostcomms protocol while in formation, confirming communications with the tower and air traffic control to confirm the flight area was allocated to TC, the fightplan down through Ceres at low level before splitting up for the Buccaneer to head off to an unmanned airfield to run through a full display sequence if Paul was up for it. Mine was to taxi first followed by the Hunter for a pairs take off with the Hunter in the lead position and taking the lead through the Wolseley valley before splitting up north of Ceres.
Mike made it clear “nobody trying to be a hero if you’re not up for it say so.” the most important thing is to talk, and specifically in the Buccaneer is the lost comms procedure, followed by a classic: “In the unlikely event that we need to eject and we have lost communications and you see me go out the front door that’s your invitation to follow me, apart from the smoke and the noise, you haven’t got a stick in the back seat and can’t fly the aeroplane so out you go.”
Pan familiarisation over it was back past the two Lightning’s which also now graced the pan and back to the briefing room. Flight suits and boots selected tit was time to get changed and ready to go, given the heat it was underwear and flight suits only, I being decked out in a signature Thunder City black suit and Paul in his own olive RAF flight suit to be followed with a fitting for a the survival vest, which proved to be significantly more restrictive of movement than I had imaged but then as well as a floatation devices it also contained a personal life raft, as we would be over water for the low level run down the coast.
JUNE 2017 We were met by Barry Pover and the ground crew who were busy finalising preparation and wrapping up the fuel bowser that was topping of the Buccaneers tanks. Paul mounted up into the back seat of the Bucc while I watched Ian Pringle complete his ground checks before the ground crew helped me strap into the right seat of ZU-CTN, as Mike completed his walk around of ZU-NIP.
feet of flame that it jets out as it starts up, followed by the deep whine which increases to a very high pitch as the main units spool up before setting down to a more bearable level. In comparison the Hunter start was a much less impressive affair.
It must have been close to 40 Celsius by the time we were strapping in and although feeling a head mix on excitement and nervousness we just wanted to get going and away from the heat. Final harness checks done, sitting as comfortably as it was going to get and final comms checks done, and we were ready for engine start.
Finally back over the piano keys , I could see just how huge the runway is, especially being much lower and having an unrestricted front view than you would get from an airliner. Engine spool up, a slight weave to the left as the brakes came off and the Hunter literally sprang down the runway. 37 seconds later Ian pulled back on the stick and we were airborne, several seconds later the gear was retracted and locked and we were into a tight 45 degree turn to the right and continuing to climb before levelling out. Thrilling stuff but only a foretaste of what was to come.
The Buccaneer’s twin Rolls Royce Spey engines are started with the assistance of a ground Auxiliary Power Unit, an Artouste gas turbine which provides the compressed air to turn the Spey’s and is essentially a small jet itself. It’s loud but more impressive is the 4-5
As Ian completed the final checks on the list I adjusted my mask and checked that oxygen was flowing, after a final check that I was ready to go, Ian closed the canopy and we started to taxi out to Runway 01. Then disaster struck, as there was concern with a possible hydraulic leak in the port wheel bay and Mike was not prepared to fly until it had been checked out. A pump was eventually replaced.
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Ian talked through some of the instrumentation in the cockpit. The Hunter had the feel of a vintage British sports car, functional, well-engineered and nimble, a bit flighty almost but agile and responsive. An apt comparison, but what really surprised me was how much movement there was on the nose of the aircraft. It felt like being suspended on a swing and gently rocked from side to side with some vertical movement thrown in for good measure. Makes some sense when you think about it as you’re really sitting in an enclosure balanced at the extremity of the centre of gravity and pivoting around that point much further back in the fuselage. Here is where I learn the first valuable lesson of the day, looking through the tiny view finder of a DSLR camera exaggerates that movement. Not great for keeping the motion sickness at bay and that’s before we had done anything extreme. It’s also much harder than I’d imaged into keep the camera steady.
into the valleys with the view from both sides of the cockpit dominated by the view of walls of rock on both sides and towering above us, banking hard and switching direction to navigate the valley before it opened out to a wider plane, where we dropped lower and opened the throttle for a fast run. The speed at which the landscape slides effortlessly by was mesmerising. I was so engrossed that it took a while to notice that the valley walls were closing in and we were racing towards a mountain directly in front. I was starting to think that we were awfully close when Ian pulled the Hunter into a steep climb, disconcerting as the G piled on and I lost site of the rock wall in front of us when we roll to the left overbanking to the point of almost being inverted as the top of the mountain slid by below us before rolling out back to level flight and climbing away towards the coast. Lesson 2 of the day, I like Negative G more than I like positive G.
Within a few minutes we were approaching the mountains and the valleys and Ian started to drop altitude and ease me in with alternating sweeping turns to the left and then right, steadily increasing the angle of bank with each change of direction. As we got lower, the ride became bumpier and the sense of ground speed increased dramatically. We were soon
Climbing to around 10,000ft for the next phase of the flight, I had opportunity to take the stick, while Ian snapped a couple of photos of me at the controls. The Hunter felt so finely balanced and immediately responsive to every control input, almost too responsive, as every movement was more exaggerated than I had intended. I quickly learnt that small
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adjustments and finesse were the order of the day. Back in control, Ian engaged in an aerobatic routine of rolls, loops and hard 4G turns, which are harsh on a larger fella like me. Luckily, there is a small switch in the left panel which provides an extra squirt of Oxygen through the mask, which clears the head and helps keep the nausea at bay. It was a well-thumbed switch. We then proceeded to a fast run down the coast at low level over water followed, past Robben Island and down the Cape Peninsula before recovering back to Cape Town International. Approach speed in the Hunter is much higher than anything I’d experienced in any aircraft. At low speed I was surprised how much control input was needed to keep things level, and I was so engrossed in this sensation and watching the runway quickly fill more and more of the forward view, that I was totally unprepared when Ian opened the throttle and pulled hard left into a 4.5G turn directly over the Thunder City Hanger, to top up the adrenaline rush. Safely back on terra firma it was time to exit the Hunter, climbing down to the Pan feeling completely disorientated. Combined with the receding adrenaline rush, I could not get the grin off my face.
Walking back to the conference room for lunch, Mike whether, if given the chance I’d do it again? It seems that ‘Yes but after a bit of recovery and a Cuppa’ was apparently the right answer. They had just completed some work on the Camo Hunter ZU-LEE (ex-XL-613) and with the Buccaneer’s hydraulic problem resolved they were going to put them both up together in the afternoon so that we still got the Air-to-Air photo opportunity. Knowing what was in store, it was going to be a very light lunch. The afternoons preparation on the Pan were pretty much a replay of the mornings event’s although this time as Ian and I taxied out in the camo Hunter Mike and Paul followed in the Raspberry Ripple Buccaneer, it’s wings still folded as they passed over the threshold from the pan onto the taxiway. Only then did Mike unfold them into flight position, before stopping alongside. Both planes starting their roll in parallel, a spectacular sight from the cockpit... The Bucc fell behind as the Hunter accelerated to take the lead, and within seconds, we were airborne again. This time, we took a longer and shallower climb than before, banking right and catching a view of the Bucc just off the right wingtip slightly behind and below before relocating to our left side as we left Cape Town. 51
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JUNE 2017 It was a higher altitude transit towards the start of the Cere mountain range, with Mike manoeuvring the Bucc around the Hunter to give the best camera angles before forming up on the left side, dropping down below us, up onto the right and then right over the top again. Looking up past Ian’s helmet and seeing the silhouette of a Bucc against the glaring sun through the top of the canopy, it was almost surreal. The close formation flying skills of Mike and Ian were breathtaking, we felt so close that you could almost have reached out and touched, we couldn’t have been more than 12 feet apart and sometimes closer. Massive respect. It wasn’t until I saw the video footage from the back of the Bucc that I realised just how close we were, with Mike holding position just below and behind the Hunter, hearing the constant change in pitch of the twin Speys as he adjusted the power to keep on station. The Hunter took the lead through the first section of the Valleys from where we would split up for separate low level runs and aerobatics before meeting over the coast for the return leg. I’d though the Hunter was fast during the morning’s sortie, but once the Buccaneer took the lead and Mike opened the throttles, there was no way we were even close to keeping up. The last we saw of Mike and Paul was the Bucc banking hard left around the end of a mountain range, until our later roadhouse. It was not until we were back on the ground that I realised how much more extreme the low level sortie in the Buccaneer really was but I could see it in Pauls face as he exited the cockpit, massive grin, slightly stunned look before posing for his congratulatory handshake from Mike Beachy Head. To say that we were exhilarated, drained, stunned and still on an adrenaline high and in awe of the flying skills of Mike and Ian would have been an understatement. 53
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At the rear of the Thunder City Hanger is the office complex, built of white walls and glass fronts, a building within a building. On the upper floor is Mike’s bar. Only after all the serious work was completed, did Mike call “beer o’clock” What a privilege it was, to be invited to sit sharing a cold beer with our pilots and some of the crew, while overlooking the biggest collection of British cold war jets that I’ve ever seen assembled together, all active and flight-capable, while dusk drew in outside the hangar doors. A fantastic way to relax with one of the best views in the world. It was fantastic to hear how Mike got started with Thunder City, almost by accident when he acquired his first Hunter T.8C ZUATH (ex XL598) at a disposals auction in 1994. It was prepared by Barry Prover in Exeter prior to its ferry flight to South Africa. That journey was an adventure and a logistical challenge in its own right. Routing via Italy, Greece, Egypt, Ethiopia, Kenya and Malawi, he arrived at Cape Town a week later, with Mike in the right hand seat. And from this, Thunder City was born. Much beer flowed and tales recounted, what a great night. And we would be back in a days’ time for the mighty Lightning.
Back at the hotel in Green Market Square, sat in the butchers grill, we were finally ready to eat and boy did a steak and a few more beers beckon. It was quiet meal as we sat reflecting on the day and trying to get the now permanent grins off our faces.
While Mike was undoubtedly a hard headed business man, he had a passion and respect for his big boy’s toys, those examples of classic British engineering when we lead in the golden age of aviation. More importantly though he had an infectious passion for sharing their delights, coupled with exceptional professional piloting skills.
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Wednesday saw us return to Thunder City after a day’s recuperation for Paul’s flight in Lightning ZU-BBD (ex XS452), which started life in June 1965 and served with the Operational Conversion Unit at Coltishall until 1998, when it entered private hands. She sat was part of Arnold Glass’s plan to return several Lightnings to flight in the UK, which sadly came to nought. She was then acquired by Tony Hulls and restored to taxiing condition before Mike made Tony an offer he could not refuse to see her flying again in SA. Flight prepared by Barry Pover she joined the TC stable. Flight and Safety briefing very similar to Mondays were quickly out of the way, although with much more emphasis on timing given the Lightning’s fuel limitations. As Mike said “One you start a Lightning your low on fuel”. Given that the wind had changed take off would be from the 19 end, furthest away from the Thunder city hanger and BBD could easily burn 400lbs fuel just getting into position. The flight profile was to be a hot take off, Mike had been cleared to 11,000 ft. over the airport, followed by a climb to 50,000ft to see the curvature of the earth and general handing, followed by a Mach 1.15 dash, surfing the tops of the cloud, to give full impression of speed, down the Cape peninsula over water before recovering to TC. The sound of a Lightning’s twin Avon’s started up using Avpin, is really unique unlike any other aircraft and something every enthusiast should hear. Canopy lowered and ZU-BBD resplendent in Mike’s Jet Black house colours started her taxi for the far end of the airfield, majestic. Soon enough we saw her appear along the runway, both burners lit as she started to roll, providing a double kick, as she just starts to rotate, the wheels are up and locked almost as soon as they are off the ground, she levels out at between 50-100 feet above the ground and when almost at the runway midpoint she pulls almost vertical and rockets up to 11,000ft in about 4.5 seconds before rolling out of the climb and disappearing into the distance. Absolutely stupendous to see the Lightning performing as it should but all over in literally seconds.
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I can’t add much more about Pauls flight other than to see the majestic bird returning to land which an unfeasibly fast approach speed before popping her chute as the wheels touch with a puff of smoke. As she pulled back into the TC pan, with her chute dragging behind the sheer height of this cold war bird is truly impressive, her canopy partly pooped open and a set of hands in the gap for cooling on a blisteringly hot day. As they stood before the mightily lightning for a congratulatory handshake you only needed to see the look on Mike and Paul’s faces to know this was the ultimate flight experience. Something shared by a small elite band of pilots, which Mike had joined and then share the experience with many others. Kudos to Mike and the team at Thunder City in achieving what many others had failed to do, returning these majestic engineering marvels to the skies.
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Languishing at North Weald for the past 13 years, Douglas C54 Skymaster serial 56498 has a long history of service in many conflicts. Now, the ‘Save the Skymaster’ organization is planning on returning it to flight.
Photos: Daniel R. Carniero Text: Mark Zerafa
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This aircraft was delivered to the U.S.N on the 20th May 1945 as R5D-3 a C-54Q with serial number 56498. Her first unit was VR-11, Naval Air Transport Squadron on Guam. Her job was to repatriate wounded soldiers back to safety. On the 2nd of February 1946 she transferred to VR-6 for a few months until she moved onto MAG-15, Marine Air Group 15, in April 1946, based in Hawaii. In 1948, VR-6 was transferred to Berlin to participate in Operation Vittles, the Berlin Airlieft. Meanwhile, 498 remained in the Pacific, transferring to VMR-152. From here she moved around with the squadron to Barbers Point, Corpus Christi and onto Iwakuni in Japan. This was the beginning of her involvement in the Korean campaign. At NAS Iwakuni she joined up with VMR- 253. From January 1952 through to June 1953, the squadron logged over 11,000 flight hours, carried 30,170 passengers, and moved 5,213,383 pounds (2,364,751 kg) of cargo.
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Since 1946 she had been flying out of Agana, Guam, Iwakuni and Atsugi delivering supplies and much needed live blood for the wounded of the Vietnam conflict. She operated in the Vietnam campaign up until 1972 flying between NAS Atusgi, Iwakuni in Japan, NAS Sangley Point, Cubi Point in the Philippines, Barbers Point, Hawaii and El Toro bringing back wounded soldiers and transporting back vital supplies. She was retired after 30 long years of military service. Sold to Biegert Aviation of Phoenix, Arizona in 1975. Operated from 1977 to 1983 and sold in January 1996 to Atlantic Warbirds Inc. of New Hampshire. A restoration was carried out and the aircraft was flown to England to feature in a film about the Berlin Airlift.
The aircraft registration was then transferred to Aces High US Inc. in September 2002. She has been stored at North Weald airfield north of London since. Unfortunately for her the film was cancelled and she has been left in the open since. The owner has donated the aircraft so that she can be returned to flight with the help of volunteers and skilled engineers and operated by a trust.
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The plan now calls for repairs to corrosion areas, in collaboration with Boeing (who now hold the ihstorical rights to all Douglas designs) and Cranfield Aerospace. This will be followed by an overhaul of all four engines and propellers, with a spare engine being held in stock.
The target is to get the aircraft ready for the 2018 airshow season, in order to coincide with the 70th anniversary of the Berlin Airlift. Please donate to the Save the Skymaster at Just Giving : https://www.justgiving.com/crowdfunding/save-the-skymaster
The avionics fit will need to be updated to better cope with flight operations in modern air traffic conditions. The control surfaces need to be reskinned and the undercarriage components need to be overhauled as well.
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Photos: Rupert Haughton Text: Rupert Haughton
Located in the resort city of Montego Bay, Sangster International Airport is Jamaica's gateway to the world. It is the busier of the two international airports and it attracts a lot of attention both from locals and visitors who pass through its doors, especially during peak Winter season when the traffic is heaviest.
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TUI Fly Boeing787 Dreamliner on finals
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Planespotting is still not a very widespread pastime. However, a trip to the beach areas close by the airport will have adults and children of all ages taking more than an eyeful of the action. This brings us to the most popular and most common spotting site - Kent Ave, aka "Dead End." Because of the close proximity to a beach this area is easily the most attractive site to watch airplanes come and go and it sits atop the runway threshold, the intersection A. This is the closest you'll get to the aircraft and you will, every now and then, receive a wave from the pilots as they taxi to enter the runway. Jet blasts and all the goodness spotters love is sure to be had, especially all that sweet engine noise. Second area to get good action is location in White House, a community adjacent to the active runway (on the left) and it is also in that vicinity that Sandals has one of its hotels, situated at the end of the runway, just pass the point of rotation. Anywhere along the stretch of roadway is a good spot but anywhere along the wall close to Tropical Beach is better and that the wall across the road affords you to get the lens just above the fence is even better. Plus there is the added benefit of having a few food establishments there too. You can get a taxi to take you there and back but I'd advise, unless you have a rental or a local acquaintance with a personal vehicle, not to stay over there too late as it can be a long way to get a cab. A third area, and now a favorite of mine is along Queens Drive, aka Top Road, in the vicinity of the Hi-Lites Cafe. This location is the most distant from the aircraft but the view is unmatched. At this location you get a full, uninterrupted view of the entire runway and surroundings. Immaculate! Added to that is the affordability of luxurious lunches at the nearby Hi-Lites Cafe where you can get local and Indian cuisine to your liking and the rooftop view adds another layer of perfection to the experience.
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With the locations set in mind now we look to the sky to the expected traffic., based on the time period you happen to be in the area. Canada: Air Canada (seasonal), Air Canada Rouge, Air Transat, Sunwing,Westjet USA: American Airlines, Caribbean Airlines, Cayman Airways, COPA, Delta Air Lines, Frontier (seasonal), JetBlue Airways, Southwest Airlines, Spirit Airlines, Sun Country (seasonal), Swift Air (seasonal), United Airlines, Xtra Airways Europe: Air Berlin (seasonal), Blue Panorama, Condor, Eurowings (seasonal), Evelop (seasonal) Neos,Orbest Airlines (seasonal), Thomson Airways, TUI, Virgin Atlantic 69
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Colour Profiles: Dimitris Stathopoulos Photos: Mark Zerafa Text: Mark Zerafa
Larissa Air Base, Greece. 5th May 2017. Europe’s last dedicated reconnaissaince aircraft, the last three operational McDonnell Douglas RF-4Cs of the Hellenic Air Force, marked the end of an era with the disbandment of 348 Squadron. The Squadron organised a wonderful event for spotters who came from all over the world for this event.
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Photos: Paul Chalmers Text: Mark Zerafa
17th March 2017 marked the disbandment of No.15 (Reserve) Squadron, RAF, bringing to an end Tornado operations at RAF Lossiemouth. At the peak of its career, no less than four squadrons operated Tornados out of the base in Scotland. No.15 was the last squadron to disband, being the RAF's Tornado Operational Conversion Unit. The disbandment brings to an end the Squadron's 102-year long history. The event was marked with a final sortie which included a flyby over Aberdeen, Leuchars and the Tain Air Weapons range
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US Navy P-8 Poseidon
Royal Navy Lynx Wildcat
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No.2 Squadron Typhoon two-seater
Marineflieger P-3C Orion
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Originally designated the Tornado Weapons Conversion Unit at RAF Honington, the unit recieved the title of No.15 (Reserve) Squadron in 1992, and moving to Lossiemouth in November 1993. With the closure of the Trinational Tornado Training Establishment in March 1999, the squadron assumed responsibility for the training of all the RAF's Tornado pilots and weapon systems operators. The final ab-initio pilot graduated in January 2017, and the final refresher course graduate completed his training in February 2017. All RAF Tornado operations are now concentrated at RAF Marham, until the type's planned retirement in 2019. RAF Lossiemouth will now be a Typhoon base, with the aircraft providing QRA readiness to intercept potental aerial threats entering British airspace from the North.
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Photos: Mark Zerafa Text: Mark Zerafa
The Hellenic Air Force's fleet of ten Super Pumas is based at Elefsis Air Force Base. Operated by 358 Squadron, part of 112 Combat Wing, the Super Pumas are used as combat helicopters and also fulfill the SAR role, where the helicopter's twin-engined reliability, good range and payload capability, and its sophisticated avionics suite make it particularly adapted to the role.
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An initial batch of 4 helicopters were originally purchased for the Hellenic Coastguard Flight Service, but these were handed over to the Hellenic Air Force, where they could be better used in more roles, including SAR. A further two Super Pumas were purchased in 2004 to cover the increased MEDEVAC requirement during the 2004 Athens Summer Olympics. A further four Super Puma were ordered in 2007, this time in upgraded Combat Search-AndRescue fit, with enhancements to vital systems and additional operational equipment. These include a Bendix 1500B radar, which can even detect small boats from a long distance, a Thomson-CSF FLIR system, a Spectrolab searchlight, hailers, a 272kg capacity hoist, jettisionable liferafts, air ambulance equipment , and de-icing equipment allowing operations in light icing conditions. Apart from the original four Super Pumas, all others wear the blue-grey 'Aegean Ghost' camouflage scheme.
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