Spotter Magazine Issue 25

BATTLE OF BRITAIN MEMORIAL FLIGHT: CELEBRATING THE FEW

ISSUE 25

MILDENHALL GOLDEN HOUR RAFALE SOLO DISPLAY PHANTOM FOUR-SHIP NEPTUNE RESTORATION ITALIAN FIREFIGHTERS TAOYUAN INTERNATIONAL AUSTRALIAN 707S VNUKOVO AIRPORT SAUDI F-15S ON DELIVERY TRISTARS AT PALMA

QAN TAS 747 FAREWELL: E XCLUSIVE F OOTAGE

One Unique Cold War War Panavia Tornado GR1 Serial ZA326 (c/n 016/BT006/3008) was the eight production Tornado and was one of the initial 23 RAF IDS aircraft to be built to Batch 1 standard, intended for the Trinational Tornado Training Establishment. Construction began in July 1979 and a number of engine runs were performed at BAE Systems Warton before an APU fire destroyed the rear of the aircraft on July 30th, 1980.

Eventually repaired at the end of the Tornado production run, ZA326 first flew on March 31st, 1983. Painted in the ‘Raspberry Ripple’ colour scheme of the Royal Aircraft Establishment, it was assigned to the Flight Systems Department at Thurleigh, with the special designation Tornado GR.1P. The aircraft spent its entire 22-year career as a trials aircraft, taking part in the development of terrain-following radar, all-weather approach, cockpit voice recognition and stores/weapons carriage research.

On its final flight on December 13th, 2005, ZA326 was the only remaining flying Tornado GR1 in the world, and pilot Dave Southwood made sure the aircraft had an appropriate send-off by performing a spirited display for all the personnel at Boscombe Down.

The aircraft remained in storage at MOD Boscombe Down until it was acquired by the Panavia Tornado Preservation Group in 2013. By then, the aircraft had been dismantled and was missing a number of key components including engines, APU, avionics, instruments as well as hydraulic and fuel lines.

After a five-year stay at Bruntingthorpe, the aircraft now resides at the South Wales Aviation Museum at St. Athan, and restoration is now at an advanced stage, with both engines and instruments re-fitted.

The Group aims to preserve the aircraft in as functional a condition as possible, to not only honour all those who worked on this marvellous aircraft, but also to inspire future generations of engineers.

All items in our ZA326 collection benefit both the restoration of the aircraft as well as the RAF Benevolent Fund.

rrior, Three Unique Items Genuine Tornado GR1 ZA326 Bracelet in Authenticated Airframe Aluminium (limited run of 200) Designed in partnership with the Panavia Tornado Preservation Group, Icarus Originals has designed a unique bracelet featuring a stylised Tornado secured upon a paracord with magnetic clasp. The striking design is made from genuine airframe aluminium recovered from the wings of ZA326 during her renovation.

Supplied in a high quality presentation box and with a certificate of authenticity, this modern take on the bracelet is the perfect accompaniment to any aviators watch.

Donation to each charity - £5

Genuine Tornado GR1 ZA326 Cufflinks in Authenticated Airframe Aluminium (limited run of 75) Created in partnership with the Panavia Tornado Preservation Group, these cufflinks are entirely designed, made and hand finished in the UK by master jewellers and come with a signed certificate of authenticity. Moreover, each also comes with a ZA326 flight patch and a card signed by Dave Southwood, the last pilot to fly this aircraft.

Donation to each charity - £5

Genuine Tornado GR1 ZA326 Mini Model in Authenticated Airframe Aluminium (limited run of 300) Created in partnership with the Panavia Tornado Preservation Group, this ‘mini model’ captures a beautiful rendering of Tornado ZA326 atop a serialised laser-etched base.

Made from genuine airframe aluminium recovered from the aircraft, this model allows you to own a small piece of aviation history.

Donation to each charity - £10

WELCOME This is a good time to be grateful. Maybe we need to miss what we take for granted to realise how good we’ve been having it before.

Personally I feel grateful for many aviation experiences. Like standing at Heathrow’s threshold seeing a swarm of landing 747s and A380s.

Like smelling Avgas amid the roaring Merlins and radials at Flying Legends at Duxford. Like being able to ask the stewardess to visit the cockpit during a flight, striking a conversation with the pilots and staying in the jump seat for the landing.

I am also thankful for arriving to the milestone that is the 25th issue of Spotter Magazine. For having a superb team of volunteer contributors who fill these pages with amazing material every time. For sponsors who have allowed us to produce an ever better product in a viable and sustainable matter.

Now, more than ever, it feels great to be part of a worldwide community of enthusiastic planespotters.

MARK ZERAFA EDITOR

EDITORIAL EDITOR:

MARK ZERAFA

INSTAGRAM:

@SPOTTERMAG

ADVERTISING AND COMMERCIAL: EMAIL:

SPOTTERMAGMALTA@GMAIL.COM

EDITORIAL ADDRESS: 238, ‘MORNING STAR’, MANUEL DIMECH STR., SLIEMA, MALTA SLM1052 MALTA , EUROPE

Cover:

A RNAF F-16 shooting flares against a spectacular Arizona sunset.

(Jason Wong)

CONTENTS Marketplace

6

Golden Hour at the Hall

10

‘Schuss’ - Rafale Supremo

18

QANTAS 747 Farewell

32

Phantom Four-Ship

50

Spotter Encounter

66

Neptune Restoration

74

Italian Fire-Fighting Aircraft

82

Dutch Vipers in Arizona

92

Tuoyuan International Airport

102

Australian 707s

110

Vnukovo Airport

120

Saudi Eagles at Lakenheath

132

Remembering ‘The Few’

138

Tristars in Palma

154

CREDITS ARTWORKS: RICHARD J. CARUANA — GABRIEL MORA ALDAMA CONTRIBUTORS: MARTYN HARVEY - PATRICE DOCHAIN JASON WONG - GAIL F SNYDER—KING F HUI JOE CUPIDO - YOLANDIE GROBLER DE JAGER TSEPHE LETSEKA PHIL BUCKLEY - MARCO MACCA SALVATORE MICHELINI - MUAN LIU DION MAKOWSKI - DOUG MACDONALD

CRAIG SLUMAN - JAVIER RODRIGUEZ

COPYRIGHT NOTICE

CRAIG SLUMAN

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 AVIATION & AIR TRAFFIC CONTROL CECIL MILLER Cecil Miller has enjoyed a very interesting career as a military and civil air traffic controller. His book ‘Aviation & Air Traffic Control’ practically spans the development of aviation and the USA’s Air Traffic Control system through the golden age of aviation discovery.

Cecil’s career took him straight into the heart of the action, being an air traffic controller at Edwards Air Force Base during the fifties and the sixties. He was often in the tower when the X-planes broke all known boundaries of aviation, and when the centuryseries fighters were flight-tested.

Miller first provides a good background on the development of aviation before starting with his more personal account. It relays the excitement of those days, and also sadly, the helplessness of controllers when they realised that the aircraft they were guiding, and the brave pilots who flew them, were no more.

In the sixties, Miller turned to civil aviation when he was selected as an air traffic controller at Indianapolis Airport. Here, he takes the reader through the systems that were in place at the time, with some stories of how controllers managed to get aircraft safely back on the ground despite the limited equipment, and sadly, some times when they didn’t manage.

Miller then moved to Lansing, Michigan, then to Kansas City and finally to Dallas Forth Worth, before finally entering semiretirement working as an FAA contractor training new controllers.

The book definitely makes a good light read. It is meant to be enjoyed, rather than being a history book.

Author:

Cecil Miller

Pages:

336

ISBN:

978-1-7335612-1-1 (Hardback) 978-1-7335612-0-4 (Paperback)

Price:

$ 18.99 Hardback $ 19.99 Paperback

Available from:

www.cecil-miller-book.com

ISSUE 25

MOBILE PHONE COVERS—DRAGON ONE With the mobile phone becoming such a vital part of our lives, it is inevitable that we will see personalisation options to make our phones a better reflection of us.

Dragon One offers mobile covers in almost 40 designs on its website reflecting various aviation themes, both civil and military, with more designs making an appearance on a regular basis.

Made from tough polycarbonate on the outside, with rubber on the inside, these covers not only make your phone instantly recognisable as yours, they also protect it.

Available for most Samsung and iPhone models, the company aims to cover further manufacturers and models in the near future.

And if these were not individual enough, a bespoke design service is also available!

Manufacturers:

Dragon One

Price:

ÂŁ 20.00 (including UK Postage)

Available from:

www.dragonone.co.uk

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MARKETPLACE

AIRCRAFT SKIN POSTER AIRSKINZ The phenomenon of keychains made from aircraft skin is widespread in the aviation community. For crews, it’s a piece of nostalgia to have a piece of an aircraft they’ve spend so many hours operating. For spotters and travellers, it’s also the continuation of a relationship with an aircraft that is no more.

However, most collectors barely use these collectibles as keychains, as they are probably far to precious to be scratched, bent or possibly lost.

Thus, Airskinz have come up with a more dignified and presentable way to collect such memorabilia.

The opportunity arose when Air Malta’s last Airbus A319-100 flew into Kemble for parting-out. Having secured a section from the upper fuselage, besides preparing the traditional keychain tag, Airskinz have produced an A4-size poster with a colour profile of the aircraft while it was still in full Air Malta livery, prepared by reknown artist Gabriel Mora Aldama.

The print includes a detailed history of the aircraft and a piece of skin from the fuselage, laserengraved with the number of that particular piece in this limited edition.

The A4 size allows easy and reliable postage in cardboard-backed envelopes, and can make for a beautiful collection once framed with future releases which Airskinz is also planning.

This edition will shortly be available for pre-order.

Manufacturer:

Airskinz

Poster Paper Quality:

300gsm

Size:

A4

Available from:

www.airskinz.com

SPOTTING

Text: Photos:

Martyn Harvey Martyn Harvey

On a nice Summer evening at RAF Mildenhall, I was treated to a training flight during golden hour of a pair of MC-130Js, SRTIX 61,62. They stayed in the circuit for over hour practicing low approaches and touch and goes. I was positioned at the end of the runway giving me an incredible view of their operations in this incredible light.

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ISSUE 25 Based at RAF Mildenhall, the 67th Special Operations Squadron, operates the MC-130J Commando II. The role of the squadron is to carry out low level air refuelling missions for special operations helicopters and infiltration, exfiltration and re-supply of special operation forces by airdrop or rough-field operations.

An evolution of the MC-130E, which was originally developed to support special operations missions in Vietnam, the MC-130J marries the mission of its predecessors to the modernised and more powerful C130J airframe.

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Once we were established in good weather and getting fuel, I was able to relax a little and take some images. The four different models of the F-4 taking on fuel from the KC135E, serial #58-0053 from the 940th AMC, just North of Area 51, a highly Restricted Military working area. The weather cleared up while we were on the tanker taking on fuel, but that changed soon after we got or fuel.

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AIRSHOWS

Text: Photos:

Patrice Dochain Patrice Dochain

Captain Jérome Thoule ‘Schuss’ has been appointed official display pilot for the French Air Force Rafale for 2020 and 2021. Hailing from Haute-Savoie, he started getting interested in aviation after his parents gave him an aviation magazine at the age of eight. Spotter Magazine managed to reach him for a quick interview.

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Captain Thoule, a quick introduction?

After my baccaloreat, and two years of additional training, I joined the Air Force in 2001 with the firm intention of becoming a fighter pilot.

I trained on the Alpha Jet in 2004, two years after Babouc, and after that I was transferred to the 33rd Fighter Wing at Reims, flying the Mirage F1CR. I would remain there for three and a half years. I performed my first overseas operations and exercises on the F1CR. From 2009 to 2013, I returned to Tours as an instructor on the Alpha Jet. After four years at Tours, I converted to the Rafale and flew from Saint-Dizier. It’s here that I met Babouc. Three years later, I joined 3/30 Lorraine at Mont de Marsan to finally return to Saint-Dizier in September 2019 as Rafale Display Pilot.

Why did you want to become a fighter pilot?

When I discovered the world of aviation, at age 8, through a magazine, I knew I wanted to become a fighter pilot. I bought books and magazines. It was the era of Top Gun and the F-14 Tomcat.

My first physical contact with an airplane was during a summer internship for young people at the Annemasse flying club. I was 16 then. Great holidays, we

were responsible for cleaning the planes, sweeping the runway, repainting the hangars etc.

My first physical contact with an airplane was during a summer internship for young people at the Annemasse flying club. I was’m 16 then. Great holidays, we were responsible for cleaning the planes, brushing the runway, repainting the hangars etc.

We were paid in ‘flight hours’. So I was able to pass my private license. This is where I met the one who would become my mentor, Eric Goujon. A former fighter pilot, he instilled in me the basics of aviating, shared his experience and, more importantly, military discipline!

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How many flying hours have you accumulated?

You are the Display Pilot, what does this mean for you?

I must be 2850 hours split into 1000 hours on Alpha Jet, 700 hours on Mirage F1 CR and over First of all, it’s a source of great pride, an honor 1000 hours on Rafale. It’s the best performing to represent Air Force pilots. It is also a culmiaircraft I have ever flown. nation, another facet of the profession. Thanks to the Air Force and my perseverance, I will What type of aircraft do you dream of flying on? have known all the facets of the profession of I am very happy and proud to fly on the Rafale. military pilot: to fly on formidable fighter Besides that? It's hard to say, there are a lot of planes, take part in operations and, finally finish nice machines but my choice would still be the as display pilot on the Rafale, an extraordinary Rafale. If I really had to choose another plane, I plane. There is also the public and its enthusiwould say the legendary F-14 Tomcat, which asm. It’s amazing the support messages and was the dream of a whole generation of pilots. the number of requests on social media. I look forward to meeting all these enthusiasts at airWhy the Schuss nickname? shows.

I come from Haute-Savoie, the country of skiing. I am a ski instructor at the French ski How hard is it on the family? school. With my name being Thoule, it didn't Ah it is true that the choice to become display take long for the parallel to be made with the pilot is a family choice. If you look at the weekly ski position. Thoule Schuss for… .. ‘Tout schuss’. card on the wall, you can see that the year is very busy. All weekends are busy except for a break in August. One cannot manage without the unconditional support of the family. I am fortunate to have been supported in all my choices by my wife. We had to move so many times for my career, from Reims to Tours then Saint-Dizier, then Mont de Marsan and, now back to Saint-Dizier….

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Can you explain the selection process?

First, you have to apply. Not all fighter pilots want to demonstrate.

Prospective candidates must meet several criteria, including at least 500 hours of flight on the Rafale and being a qualified 4-ship leader.

The application is then submitted to the outgoing display pilot, in my case Babouc. I believe we were 7 or 8 applicants. Babouc then made an order of merit taking into account the experience and, equally important, the human qualities of each candidate. It is essential that there is a perfect symbiosis between the coach and the pilot.

His preferences are then made known to the General Staff. All the candidates are then interviewed by the General Commander of the fighter squadron. It is he who, on the basis of the indications provided by Ba-

bouc, designates the new display pilot. This is how I had the honor of being designated Rafale Solo Display 06.

What happens after the selection?

To start, there are 3 flights on a two-seater with Babouc to apprehend the heavy physical loads of display flying. I can tell you that I’ve never been so shaken on a fighter plane.I also made two back-seat flights with the Patrouille de France. Then I went back to the centrifuge in Brétigny to revise anti-G maneuvers. Then, I did a week-long internship with the Aerobatic Team to learn aerobatics at low altitude. It was also at this time that I started the physical preparation.

It has been a while since you started the specific RSD training, how easy is the routine?

Honestly it’s very demanding. Not from a technical point of view because the Rafale is an airplane which lends itself perfectly to display flying.

ISSUE 25 The real challenge for the pilot is physical. It is necessary to be able to withstand the succession of flights which can submit you to up to 11G with high rates of roll.

ies the know-how of the Air Force and the French aeronautical industry. Fortunately, Babouc, with his experience, is there to advise me.

The ‘coach’ fulfills his role of protector perfectly and handles a lot of things like timing and loEven if the demonstration lasts only ten gistical issues. I only have positive stress, that minutes, it is ten minutes very very intense. The of doing well! body is suffering. We come out with redness on my arms and legs. I can tell you that, since I What is your typical program? started training again, I have been sleeping I train in the demo about three times a week well! and I also continue my instructor job at the ETR I am also followed by a sports coach. It is he (Rafale Transformation Squadron). The rest of who prepares me to withstand daily the chain the time, I train with my sports coach, I manage of flights under high load factors. With his help, social media and continue to prepare for the we prepared the body for the extreme stresses new season. inherent in the demonstration on a fighter Did you discover a new side to the Rafale? plane. This is how we strengthened the neck, Yes of course, at low altitude, it is very difficult abdominals, thighs ... to degrade the energy of the Rafale! For examThere is also some pressure inherent in my ple, for the Square dance figure, we may pull role as Ambassador because the RSD embod-

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What is your favorite maneuver? very hard on the stick, the plane continues to accelerate. On an older generation aircraft, when you pull up, you lose speed! Not on the Rafale! This demonstrates the extraordinary speed and power of the Rafale. This is a Rafale flight domain that is practiced very little in an operational squadron.

Can you tell me about the 2020 display? What have you changed?

I started from scratch. To build it, I was inspired by what I liked to see, my little experience on Alpha Jet and, also, what my illustrious predecessors did. I also watch a lot of demo videos on other planes such as F16, F18, Saab Gripen, Typhoon etc….

Once everything was clear in my head, I put it on paper and discussed it with Babouc. I was then able to practice it in the simulator. This allows you to see if the display flows well. The only disadvantage of the simulator is the lack of physical sensation and therefore, sometimes, we tend to push too hard. This is where Babouc’s experience is particularly important.

The display is not yet official, so I cannot speak too much about it. If the conditions allow it, you will be able to see a loop on takeoff followed by rotations and also a Savoyard barrel! For the rest… no comment!

The take-off loop is very impressive, both outside and inside the cockpit. It is done at rotation, so the speed is low, and I wonder every time if it will work…. But thanks to the power of the 2 M88s, there is no problem!

The Savoyard barrel is very technical with a succession of facets and barrels on 2 axes, the 45 ° on entranceand 45 ° on exit.

How do you experience the demo from the inside?

To be honest, I don’t have time to appreciate it, I’m too focused on energy management, the manouvers and above all, safety.

It’s only when I’m back on the ground that I can enjoy the demonstration. We can make the parallel with a Formula 1 driver. During the race, he is focused on his trajectories and performance.

ISSUE 25 We are like in a 'tunnel'. It is only after the plane on the tarmac, jet engines shut down, that the physical "suffering" gives way to euphoria and satisfaction.

In addition, each demonstration is filmed by a colleague. Once back to base, we play the video again and evaluate. We also check the cockpit video recording to check the speeds, the plane’s stability etc ... The debriefing allows us to correct Does Babouc intervene during the demo? certain things, to improve the demonstration’s No, it does not normally occur. He will only inter- quality and to highlight what worked well. We vene if safety is compromised. For example, yes- work in a positive frame of mind. terday there were migratory birds that flew near Can we expect a new colours? the runway during the demo. Babouc warned me of the danger. On the other hand, I speak a lot Not for the 2020 season. But, I can tell you that during the demonstration. For safety reasons, I with Régis Rocca, we are working on a new decall out the speeds and altitudes at all the pre- sign. But, it’s far too early to talk about it. defined key points.

Do you already know what you will do after the Do you debrief each demo?

RSD? Yes of course. After the flight, Babouc shared I think I'm going to stay in aviation. I need to fly. with me all of the observations he noted "live".

A career in civil or business aviation would be an option. As is flying for a manufacturer as a test pilot. But that’s still far away. I still have 4-5 years left. And it will be a family decision.

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Once we were established in good weather and getting fuel, I was able to relax a little and take some images. The four different models of the F-4 taking on fuel from the KC135E, serial #58-0053 from the 940th AMC, just North of Area 51, a highly Restricted Military working area. The weather cleared up while we were on the tanker taking on fuel, but that changed soon after we got or fuel.

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AIRLINERS

Text: Photos: Profiles:

Jason Wong Jason Wong Gabriel Mora Aldama

If you could pick one of the most iconic aircraft in the world that touched thousands of lives and made the world a smaller place, it would be the Boeing 747, the ‘Jumbo Jet’ or what fans would call her, the Queen of the Skies. To many, she was what air travel was meant to be, and for airlines she changed the industry forever.

The 747 enabled airlines to not only increase their profit margins but it allowed them to bring comfort, relaxation, and onboard services that redefined what flying was all about. Prior to the pandemic, a few airlines around the world were still operating the 747 on regular passenger service - British Airways, Lufthansa, Korean Air, Thai Airways and KLM Royal Dutch Airlines. But when the pandemic shut down the airline industry, one thing was for sure, the ‘Queens’ time in the sky was limited.

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ISSUE 25 For Qantas, the 747 put itself and Australia on the map and soon after entry into service, became the favourite among Australian travellers. In the 1960’s Qantas was a fully international airline that operated 71 707s across their network and had began looking at the 747 to expand their network.

Qantas ended up ordering the 747-200B in 1967, a year prior to the 747’s initial roll out for $21 million and invested a further $135 million in order to accommodate the new airframes. The 200 series had improved performance and range which was a major advantage for the airline at the time.

The first 747, VH-EBA, a 747-238B named ‘City of Canberra’ arrived in Sydney on the 16th of August 1971 followed by VH-EBB ‘City of Melbourne’ on the 29th of August which landed in Melbourne. Although the 747 would change the airline forever, when first introduced to the fleet, the world of air travel was not at its prime. At the time, Qantas ended up dropping its service to San Francisco for a period of time and instead introduced the 747 to Singapore and the United Kingdom. Soon after the airline started operating the combi version of the 747, the airline was flying them to destinations all over the world such as Tokyo, Hong Kong, Los Angeles and Auckland.

By the end of the 1970’s, Qantas was an all 747 airline and they stayed committed to the type for years to follow. The airline went ahead and ordered 2 747SP’s (Special Performance) aircraft and a further 6 747-338ER aircraft which entered into service with the airline in the early 80’s.

With the 747 shrinking the world and airlines competing for passengers, Qantas had to rethink what flying was supposed to be. With the 747’s, Qantas was able to introduce the first business class in the world at that time and was able to give passengers an experience like no other with a lounge layout in the 747’s upper deck where business class passengers could mingle, smoke a cigar and sip a Martini while cruising at 35,000ft.

The 747 also made the ‘Flying Kangaroo’ one of the most iconic tails in the sky. As Qantas rapidly expanded across the globe, the red kangaroo became well known and a mainstay at international airports around the world. The 747 was the backbone of its ambitions operating on the iconic Kangaroo Route between London and Sydney and to cities such as Rio de Janeiro, Tokyo, Frankfurt, Paris, Johannesburg, Vancouver and Singapore. It also operated yearly Antarctic flight from multiple Australians that allowed passengers to view the incredible natural wonder of ‘the end of the earth’.

Like all major airlines in the world, Qantas ordered the 747-400 with the first of the series arriving in Sydney on a famed world record flight. VH-OJA ‘City of Canberra’ flew direct from London making the 18,000km ‘Kangaroo Route’ in 20 hours, nine minutes and five seconds.

The flight was no ordinary flight and would ultimately fly Qantas in the record books. On the morning of August 16 1989 at London’s Heathrow Airport, VH-OJA was towed to the holding point where it got its fuel tanks topped up to the max with specially engineered fuel by Shell Germany specifically for this flight. With only 16 crew on board and the maximum amount of weight they could take out of the aircraft, the ‘City of Canberra’ took off at 8:30am bound for the other side of the world with no stops in mind. For most of the flight the conditions were better than expected, although there was some rapidly changing weather in Sydney as they got closer, VH-OJA completed its historic flight with just enough fuel in its tanks.

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GAIL F SNYDER

ISSUE 25 Qantas 747s eventually became the ‘must catch’ for photographers around the world. The fleet was adorned with several promotions over the years including multiple special liveries such as ‘Proudly Supporting the Socceroos’, Formula One, ‘Go Wallabies’, ‘2016 Olympic Games’ and the world famous ‘Flying Art’ series worn by VH-EBU ‘Nalanji Dreaming’ and 2 versions of ‘Wunala Dreaming’ worn by both VH-OJB and VH-OEJ.

provided a safe passage for many travellers taking their first international flight to or from Australia.”

On 6 July 2020 Qantas announced what all fans hoped for, they would be having a smaller than planned farewell, but nonetheless, it was a celebration for the public. The airline announced that it would operate 3 one-hour “farewell jumbo joy flights” departing from Sydney, Brisbane and Canberra respectively.

profits were to “be donated to the HARS Aviation Museum at Albion Park (Wollongong) and the Qantas Founders Museum in Longreach to support their efforts to preserve and promote the 747 legacy for future generations.”

“These three flights will offer the final opportunity to fly on the Qantas 747 before it leaves, with some of our frequent flyers and aviation enthusiasts as fond of the aircraft as we are, having spent thousands of hours onboard over the years.”

“There is an enormous amount of nostalgia and affection associated with our 747 and for those who As the pandemic hit Australia and the entire Qantas miss out on a seat on the flight, they will at least be long haul fleet was parked, enthusiasts, plane able to catch glimpse of the aircraft as it takes to Ausspotters and the flying public wondered what would tralian skies for the last time.” happen to their beloved queen. At the time, Qantas only had 6 airframes left in the fleet with limited “The 747 has a special place in the hearts of many routes and airframes getting sent to retirement Australians.” quicker than predicted. Qantas had already planned The tickets for the joy flights were priced at $400 for to retire the remaining 6 aircraft at the end of 2020 Economy fares and $747 for Business class and would but had planned numerous events for the ‘Jumbo’ to operate on Monday 13 July (Sydney), Wednesday 15 coincide with the airlines centenary.

July (Brisbane) and Friday 17 July (Canberra). The

The final 747 in the fleet was scheduled to depart Sydney on 22 July 2020 around 2pm Sydney time as Qantas 747 Fleet Captain Owen Weaver said “The QF7474 for its final time.

747 has been a magnificent aircraft and its fitting that After the announcement, the aviation community in we celebrate the end of five decades of history- Australia was abuzz and people were prepared for making moments for the national carrier and aviation the aviation celebration of a century. Unfortunately, in Australia.” due to pandemic restrictions, other cities such as “Since the first 747 joined the Qantas fleet in 1971, Melbourne, Perth and Adelaide were excluded from these aircraft have operated numerous rescue flights the celebrations. to bring Australians home during times of crisis and KING F HUI

37

I’ve been lucky to live in Australia for the last 3 years and decided to stay in the country for the pandemic, so when Qantas had announced the farewell flights, I was thrilled as I had skipped the chance to fly on the Qantas 747 during regular commercial service and was planning to this year prior to its retirement.

As the date approached for the sale of the tickets, speculation was circling that there was not as many tickets that would be on sale compared to what people had originally thought. Qantas had planned to keep middle seats empty as per Australian pandemic regulations and only sell window and aisle seats in economy, all business class seats were for sale. Furthermore, the flights would not only be filled by the flying public but also Qantas staff members and loyalty club holders. For loyalty members and staff, tickets for the flights were available for reservation a few days before they were released to the public resulting in most business class seats being occupied prior to public release.

On the day of the sale, I was one of very few who was able to snag an economy ticket on the Brisbane ‘Joy Flight’.

The morning of the flight started very early as the flight was scheduled for a 9:45am departure from Brisbane’s domestic terminal. Most local enthusiasts were at the airport even earlier to grab photos of the 747 registered VH-OEJ or ‘Wunala’ as she arrived in Brisbane from Sydney for the festivities. As we entered Brisbane’s domestic terminal, we were directed to the Qantas domestic lounge to retrieve our boarding passes and gift bags that were waiting for us.

Economy ticket holders got a gift bag that had ‘Qantas 747 Farwell 1971-2020’ that contained a small amenity kit, a cap, and a flag. Business class ticket holders received the same items but in a retro Qantas bag instead. Festivities were alight in the lounge as breakfast was given to people on trays as well as drinks of

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your choice, and entertainers were at hand while passenger eagerly waited for the boarding call.

Not so long after, an announcement stating that Qantas flight QF7474 was almost ready for boarding and passengers started to make their way to the designated gate.

As we arrived at the gate, people were abuzz with people at the windows taking pictures of her majesty. She stood at the gate, tall and in all her glory in the morning sun. She was ready to take passengers on a flight they would never forget.

The gate opened for boarding at approximately 9:30am and passengers were allowed to keep their full boarding passes instead of the normal teared or electronic pass. As we boarded the aircraft the staff on board welcomed us with smiles and generosity like any regular Qantas flight. Guests were taking as many pictures as we could and one thing that was most noticeable was changed head rests, they were also adorned with ‘Qantas 747 Farwell 1971-2020’. For some staff, this was there last flight with Qantas, and some were wearing their old uniforms in celebration of the flight.

There was so much excitement on board that the in-flight manager had to make an announcement requesting all to please take their seats so that the flight could get underway. Our Capitan, Mark Kelly came on the PA with a few words for everyone on board. He said a few words on behalf of the crew saying that the 747 “has taken us to the world and brought us safely home”. He also told us the flight plan for today’s flight and that it was an honour to be taking the Queen for one final flight over Brisbane and South East Queensland.

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As we made our way to the runway, a water cannon salute was given to us as the last passenger operated 747 flight from Brisbane. As we taxied past the viewing area at Brisbane Airport, all of Brisbane’s aviation community was out for the event. We paused momentarily to allow them to take photos and made our way to runway 19L for our departure.

We only ended up going as far north as Morton Bay and did not reach the sunshine coast. We came in back over Brisbane airport for a low approach over the newly built runway and one final salute to the Qantas Hanger and ground staff waiting for us on the south end of the airport. Not long after we made our final approach for the Queens final landing in Brisbane.

At approximately 10:30am local time, the 4 engines of Wunala roared to life and you could feel the power of the 747 as we hurdled down the runway. As we only had a few hours’ worth of fuel on board, we soon rocked off the runway for our flight. We initially made a right turn over the Brisbane central business district (CBD) and then looped back around to make one more pass as we headed south towards the Gold Coast and Queensland Boarder.

Upon landing we were towed to the Qantas hanger where people were allowed to disembark and walk around the aircraft taking photos. A select few of us managed to stay on board and get more photos of the almost empty cabin and a visit to the cockpit.

Passengers were also given a flight certificate, a coaster and were allowed to keep the head rest from the aircraft. Many more took safety cards with us as well as they even had the new People were allowed to walk around in the cabin and cham- Qantas logos on them and kept them as keepsakes that we pagne was served to business class passengers as well as water were lucky enough to fly on the Qantas 747 one final time. to economy passengers, photographers were busy moving up We were given about an hour to roam around the aircraft after and down the entirety of the aircraft to get as many photos as landing before the area was closed off to the public and we we could. A small news camera was also on board filming the were shuttled back to the terminal. activities. Many photographers including me made our way up to the business class area to get photos of the iconic photo of It was an action-packed flight that contained many memorable the 747 wing and its engines. In about 15 minutes time we were moments and many pictures that will stick with me forever. passing the Gold Coast and once again looped around over the airport and city to pass the shoreline and head up north.

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On the 22nd of July 2020 the final departure of the last Qantas 747, Wunala, was preparing for its last departure from Australian soil. At Sydney airport the public gathered everywhere they could to say their goodbyes to their beloved Queen. There were about 9 helicopters (including the one I was in) circling above the aircraft waiting for its departure.

There was also a ceremony in the Qantas hanger that involved press and a few invited guests including the CEO of Qantas Alan Joyce who said, the 747 “changed world aviation, changed Qantas and changed Australia”, “[I]t’s an aircraft with an amazing history, an aircraft that has really made a difference to a lot of people”. Invitees were given the chance to write a message and sign their names on her belly. An aboriginal sign off was at hand as well prior to Wunala’s departure from the hanger.

As she pushed back from the gate for one last time Qantas staff and airport staff lined the taxiways for photos and a final wave. After push back, Wunala was given a water canon salute as she taxied towards the famed Sheeps Mound viewing area and then proceeded to taxi past the beach where a whole crowd was waiting for her. Not too long after, she turned onto runway 16R for her final departure.

She lifted off as graciously as a 747 does and made a right turn to loop back over Sydney airport. She then made a left turn north to pass the northern beaches of Sydney before making her initial run over Sydney Harbour passing the Opera house and over the Sydney Harbour Bridge.

She made one more turn right to head south to fly over the HARS aviation museum. To everyone’s surprise as she made her final turn to head towards California, she started to turn back to Australian shores and before we knew it, Wunala was drawing a kangaroo in the sky. It took her a few hours but soon enough her final solute to Australia was complete and she made the 12 hour journey towards Los Angeles.

It was amazing to see how many people gathered to say their final farewells to the Queen. At such a time in the world, she really did uplift the spirit of Australia. On behalf of (JP4 Aeronatica/Aerospace and Defence) we would like to say our sincerest goodbyes to Qantas’ Queen of the Skies, she will always have a place in aviation history, she brought the world to Australia and Australia to the world, She connected thousands of families together and had a family of her own.

Godspeed to the Queen, thank you for the memories.

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“Qantas 7474 I would like to take this opportunity on behalf of all here at Sydney air traffic control, and indeed all air traffic controllers around the country, to say its been our pleasure to guide you through the skies safely, in fact the Queen of the skies through our last decades, and on this bitter sweet day as we all suffer through this Covid crisis, on behalf of Australian people all over the country, many of whom who have flown with you, it has been an uplifting experience to once again see Qantas raising the spirit of Australia with the flying kangaroo, Godspeed�.

Sydney Departure

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QANTAS originally ordered four 747-100s, but these were cancelled in favour of four 747-200 series aircraft. VHEBA rolled off the production line in Everett on June 10th, 1971 and first flew on July 8th. It was the first 747 to be delivered to QANTAS and was named ‘City of Canberra’. It was returned to Boeing for modifications for 10-abreast seating in 1976, making the first non-stop eastward Pacific crossing. It was also operated Air New Zealand, Air Lanka TWA and Aerolineas Argentinas, Aeromar Airlines, Transjet Sweden. It was then placed on the Swaziland register as 3D-NED, operated by Northeast Airlines. It was last seen wearing Saker Air of Libya titles in Riyadh, and it is understood to have been broken up in Riyadh in February 2012.

VH-EAA was the first of two Boeing 747SPs for QANTAS. First flown on January 11th, 1981, it was used for a promotional tour around Australia upon delivery. It served with QANTAS throughout its operational history except for a lease to Australia Asian Airlines between 1994 and 1996, this airline being a wholly-owned subsidiary created with the intent to operate to Taipei without upsetting Beijing. It then continued to fly for QANTAS until 2002, when it was ferried to Marana for scrappage.

VH-EBT was the first of three Boeing 747-338s ordered by QANTAS in 1983. It was the first aircraft to wear the airline’s new livery. First flown on October 6th, 1984, it was delivered on November 14th. In 1992 it wore hybrid JAL/QANTAS markings for joint services between Sydney and Tokyo. In 1994, it was leased to Garuda Indonesia for the Hajj season. Repainted in full QANTAS colours, it remained in service until May 2007. Initially intended to serve with Transaero, the aircraft never flew for the Russian airline, and was scrapped in May 2010.

VH-OJA, named ‘City of Canberra’ was delivered to QANTAS in 1989. Whilst on delivery, it flew non-stop from London Heathrow to Sydney in 20 hours 9 minutes, then the longest non-stop unrefuelled flight by an airliner. It flew its last revenue service from Johannesburg to Sydney in January 2015, and was subsequently donated to the Historical Aircraft Restoration Society in March 2015. Delivering the aircraft to the museum’s airfield in Illawarra Regional Airport was a feat in itself, with crews practicing on a simulator, a minimal fuel load and reduced tyre pressures to improve braking.

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NOSTALGIA

Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

Once we were established in good weather and getting fuel, I was able to relax a little and take some images. The four different models of the F-4 taking on fuel from the KC135E, serial #58-0053 from the 940th AMC, just North of Area 51, a highly Restricted Military working area. The weather cleared up while we were on the tanker taking on fuel, but that changed soon after we got or fuel.

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NOSTALGIA

I have to start with some history and my background. I grew up in a military family, with my Father being in the US Air Force. When I could I went out to the local airport where there was a non-flyable North American P51 Mustang that I would go sit in and make all the noises I thought itText: would and dreamed Joe Cupidoabout flying.

I had been going out to McChord AFB in Washington for about 3 years where the 318th FIS was based flying F106’s. At the time I was just shooting basic operations of aircraft taxing, landing, take-offs and some statics. I really like action and always thought in flight was the place to photograph aircraft, that was their natural environment. I got to know the CommandPhotos: Joe Cupido One day my Father told me that Beale AFB, er and one day he asked if I wanted to go flying where he was stationed and I grew up was hav- and they set up a mission I could go on in a T33. beand flying a Canadian During my career Aviation Photojournalist flew in or with piloted over 100exchange different pilot ing an open house as andanairshow.

I handed me I Iwould and we would be a target for 2 – F106’s types of aircraft, the Piper J3 and Cubtook to McDonnell-Douglas KC10 Tanker. I can’t really sayon a his Kodak Retina, from a 35mm camera me normal training sortie. This would be the start of out to the flight-line. was the firsttheir and place which aircraft I liked This the best, theyvery all had in aviation, but I do feel that the followmy professional career. I had my first magazine only time I saw a General Dynamics B58 operaing article and images might not be my best work, but was the most important mission I think tional. I caught it as it was taxing in to the dis- article published from the material I acquired I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal play area on the ramp. It was also the first ac- from the T33 / F106 flight.

training mission, but itI had was photographed different and very special . tive military aircraft up to I continued learning photography and flying as that point. This was when I was in High School much as I could. At first, I was flying training and I also was building plastic models, at the missions in tankers and soon went into flying time 1/48th scale, but quit building to buy film for more fighter type missions, that’s where my my new interest of photographing aircraft. heart was. I meet a lot of good people and with their help I ended up flying all sorts of missions.

It was at this point in my life I knew I had to fly At first, they would allow me about 15 minutes and be in aviation in some form. Well, I did go of photographic time going to the range or into aviation but not really doing what I had working area or while returning to base. Once I wanted. I had a draft number of 74, so I knew had proven to be productive, I started flying that I’d be going to Vietnam. Again, I wanted to missions that were completely dedicated to be in some form of aviation and they were the photography. It also got to the point where the only ones I could get a flying position of the US units I was flying with trusted my knowledge militaries. I did do a tour in Vietnam with an At- level in the cockpit and allowed me to explore tack Squadron, we had 7 AH-1G gunships and a new things on each mission. Some of these beheavily modified UH-1H gunship for perimeter ing, weapons deliveries, different formations, guard at night. A few things happened that mixed type aircraft formations, Dogfighting and changed my life and the memories have never aerobatics. gone away, War is just not fun.

I felt that as long as I was productive, they would allow me to do anything. I never planned Well, I went back to college and studied photog- or ask to fly anything that wasn’t a normal operraphy, art, design, graphics, painting and any ation or the type aircraft I was flying in for that other course that I thought would help my avia- mission. Always thinking about safety and the tion and photographic knowledge. During this normal operational capabilities of the type airperiod, I went to a few airshows and to as many craft being flown. This would become more difairports that had operating ex-military aircraft, ficult when I was flying a different type aircraft or active military aircraft and hung out at the then those I was photographing. It does make a difference, but as long as they were closely end of the runway or near a taxiway. matched in performance things worked out fine.

ISSUE 25

While the others were taking on fuel, we rolled over the top of them to get this image. I always enjoyed flying inverted and it does screw with your orientation, but like pulling “G’s” you get used to it.

53

NOSTALGIA After about 15 years of flying and working on my career I had established myself pretty well in the fighter community. I was always thinking of new ideas and looking at other people’s work to get more ideas. I didn’t copy others work, but late at night, in the shower, while driving to the store or just while lying in bed thinking about how they captured their material I was would think about and then plan out the comText:studying. IJoe Cupido plete mission months, weeks, or days before flying, or keep Photos: Joe Cupido different ideas in my head and when the time came used them.

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different

Well, the other thing I tried to do as much as possible was not of aircraft, Cubbut to McDonnell-Douglas KC10 Tanker. I can’t really say totypes do what everyonefrom else the wasPiper doing,J3 sorry it seemed boring.

At aircraft the timeI Iliked had the more flying in the McDonnellwhich best, theytime all had their place in aviation, but I do feel that the followDouglas F4 than any other fighter.

Then one day this ing article and images might not be my best work, butidea was the most important mission I think came to me, get a flight of each of the models of the F-4 toI flew. those In sobeing; manythe ways a very basic and flight of a fighter type aircraft out on a normal gether, C / itD was / E / just RF and G models there were unitsmission, still operational in all the models.

This special had NEVER training but it was different and very . been done, or at the time I had never seen a photo of them together. Then came the hard part, putting the flight together and making it happen.

First off was to figure out all the logistics of getting the aircraft, finding a location to operate from, getting the aircraft to and from that location. Biggest issue was getting approve from each of the units to support the mission, that being finding an operational F4 unit flying each of the different models.

This was the easy part because I had flown in all the F4 models and went back to those units for help. Logistically it really worked out because all the units were on the west coast. I called each of the units; 123rdnd FIS at Portland IAP, OR – F4C / 194th FIS at Fresno IAP, CA – F-4D / 196th TFS at March AFB, CA – F4E / 192nd TRS Reno IAP, NV – RF-4C and the 35th TFW George AFB, CA – F-4G. All came back with, “When and where do you want us to send an aircraft.” They all were very cooperative except the 35th TFW. The Director of Operations told me this, “There is NO reason to fly that formation, it serves no purpose.” I disagreed, but I had no “G” model for the flight.

I also had to get a tanker unit to support flying the aircraft in and out of Reno IAP where we based the mission out of because of location, that being in the middle. My first choice was to get a KC10, but they were high on the utilization list and hard to get. I then went to the 336th AMC, based at March AFB, CA and as a back-up the 940th AMC, unit based at Beale AFB, CA. Both units flew the KC135E and both were USAF Reserve units. I had also flown with both the tanker units so, it made it a little easier.

ISSUE 25

RF4C, serial 66417 from the Reno Air National Guard just after we departed Reno IAP and we were heading out to the coast.

55

NOSTALGIA After about 15 years of flying and working on my career I had established myself pretty well in the fighter community. I was always thinking of new ideas and looking at other people’s work to get more ideas. I didn’t copy others work, but late at night, in the shower, while driving to the store or just while lying in bed thinking about how Text: captured Joe Cupido they their material I was studying. I would think Photos: Joe Cupido about and then plan out the complete mission months, weeks, or days before flying, or keep different ideas in my head and when the time came used them.

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say Well, the other thing I tried to do as much as possible which aircraft I liked the best, they all had their place in aviation, but I do feel that the followwas not to do what everyone else was doing, sorry but it ing article and images mightI had not be my flying best work, was the most important mission I think seemed boring.

At the time more time but in the I flew. In so many ways it was a very basicThen flightone of a fighter type aircraft out on a normal McDonnell-Douglas F4 than anyjust other fighter. day this idea camebut to it me, getdifferent a flight and of each the modtraining mission, was veryofspecial . els of the F-4 together, those being; the C / D / E / RF and G models and there were units still operational in all the models. This had NEVER been done, or at the time I had never seen a photo of them together. Then came the hard part, putting the flight together and making it happen.

First off was to figure out all the logistics of getting the aircraft, finding a location to operate from, getting the aircraft to and from that location. Biggest issue was getting approve from each of the units to support the mission, that being finding an operational F4 unit flying each of the different models. This was the easy part because I had flown in all the F4 models and went back to those units for help. Logistically it really worked out because all the units were on the west coast. I called each of the units; 123rdnd FIS at Portland IAP, OR – F-4C / 194th FIS at So, at IAP, this point numerous base, they’d be there.

Fresno CA –I was F-4Dabout / 1967thmonths TFS atofMarch AFB,the CAoperational – phone andReno letters setting all theand logistics nd F4E / 192calls TRS IAP, NV –up RF-4C the 35Ithchose TFW Reno IAP where the 192nd was stationed beand scheduling all the aircraft with their units. A George AFB, CA – F-4G. All came back with, “When andit was about in the middle of where the fightcause lot of time and effort went into just getting to this were all based. I would also be flying one the where do you want us to send an aircraft.” They allers were stage of the mission and the most I had ever put th RF-4C’s from the 192nd TRS as the photo platform. very the336 35th tanker TFW. The Director intocooperative one flight. except Then the dropped off of OpTheformission was scheduled to fly on a Saturday and erations me this, “There is NO reason to go flytothat becausetold of other mission necessities.

I had to all the mation, it serves noOK, purpose.”

I disagreed, but I had nofighters flew in on Friday and we pre-briefed the backup tanker, not an issue, I had planned the mission to fly the next morning. The tanker “G”for model flight. that. for Thethe only issue was it slipped the mission would just be on station north of Area 51 in Nevada another 2 months and we had to re-schedule all for when we needed him. the fighter units and did so with little to no complaints. Just great people to work with, telling me The one issue I had learned early on in my career is that if I could get them to Reno and back home from you can’t schedule “Mother Nature” you can ask for

ISSUE 25 The 4-ship just before getting into the really bad weather on the West Coast, which was overcast and had some heavy rain coming inland. It was at this point I had to change everything I had briefed for the photographic portion of the mission and we headed towards the tanker in Nevada. I had to quickly come up with a new plan to make something happen.

No different then when you have to change a target while your inbound because things can always change. “Flexibility is the key to Airpower!”

you never knew until you wake up that morning and see what you have to work with. That morning I briefed the photographic portion of the mission after the administrative part was complete. And we were airborne soon after.

er. We talked with the ATC controllers and got clearance direct to the tanker just North of Area 51 for our first air-refueling. We had used a lot of fuel diverting around storm clouds and into the area we needed to be for the air refueling. To this point I had only gotten a few images of the four-ship together, even in bad weather I had to have something on film. When we got to the tanker the weather was very nice but no so good headed back to the base at Reno.

Things started off good after we departed Reno, but went very bad as we headed West towards the ocean which had layers of clouds and an overcast up to 25,000ft. Not workable at all, but as briefed we would come back inland to the tanker and do what we could there. SO, our next call was to the Flexibility is the key to “Airpower” without it you tanker to see what kind of weather they had on lo- sacrifice productivity. Always thinking about what cation. As it turned out not as bad as where we if this happens, or that happens, what do we do. were and they did have some spots of clear weath-

57

NOSTALGIA After about 15 years of flying and working on my career I had established myself pretty well in the fighter community. I was always thinking of new ideas and looking at other people’s work to get more ideas. I didn’t copy others work, but late at night, in the shower, while driving to the store or just while lying in bed thinking about how Text: captured Joe Cupido they their material I was studying. I would think Photos: Joe Cupido about and then plan out the complete mission months, weeks, or days before flying, or keep different ideas in my head and when the time came used them.

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say Well, the other thing I tried to do as much as possible which aircraft I liked the best, they all had their place in aviation, but I do feel that the followwas not to do what everyone else was doing, sorry but it ing article and images mightI had not be my flying best work, was the most important mission I think seemed boring.

At the time more time but in the I flew. In so many ways it was a very basicThen flightone of a fighter type aircraft out on a normal McDonnell-Douglas F4 than anyjust other fighter. day this idea camebut to it me, getdifferent a flight and of each the modtraining mission, was veryofspecial . els of the F-4 together, those being; the C / D / E / RF and G models and there were units still operational in all the models. This had NEVER been done, or at the time I had never seen a photo of them together. Then came the hard part, putting the flight together and making it happen.

First off was to figure out all the logistics of getting the aircraft, finding a location to operate from, getting the aircraft to and from that location. Biggest issue was getting approve from each of the units to support the mission, that being finding an operational F4 unit flying each of the different models. This was the easy part because I had flown in all the F4 models and went back to those units for help. Logistically it really worked out because all the units were on the west coast. I called each of the units; 123rdnd FIS at Portland IAP, OR – F-4C / 194th FIS at Fresno IAP, CA – F-4D / 196th TFS at March AFB, CA – F4E / 192nd TRS Reno IAP, NV – RF-4C and the 35th TFW George AFB, CA – F-4G. All came back with, “When and where do you want us to send an aircraft.” They all were very cooperative except the 35th TFW. The Director of Operations told me this, “There is NO reason to fly that formation, it serves no purpose.” I disagreed, but I had no “G” model for the flight.

An F4E from the 196th TFS in contact position with the KC135E tanker taking on fuel. Can’t thank the tanker crew for their professionalism and helping make this mission happen with plenty of changes because of the weather.

ISSUE 25

Experience is priceless and I came up with this; see if the tanker can stay longer and if they had more fuel. So, we called ATC and get some more time in the Restricted Area and then ask the tanker guys if they had some extra fuel and if they could hang around a while before a second air refueling to get everyone home. I had hoped that this would also allow me some time to acquire some better material in blue skies. The return radio call from the tanker went like this.

“We’re here to help you, we have plenty of fuel and time, you tell us what you want to allow you to do what you need to do.”

When all this is going on, I was thinking to myself. I have to be productive considering all the work and cooperation all the people put into the mission.

Productivity is my career, without it there is nothing.

I usually only got one shot to get it right and with all the effort put into this mission to this point I still haven’t seen the image I was after.

Well, while on the tanker during the air refueling the weather was good and I felt pretty good about making things happen. As we headed back North towards Reno we also headed back into the bad weather, not much we could do at that point. There was one area the ATC controller and tanker Navigator vector us to that I had about 5 minutes to make it happen. I did get one image with good lighting on the 4-ship and it wasn’t long and we were back in bad weather. At this time the Oregon and Fresno guys needed to get home so they hit the tanker one more time and left. We also released the tanker and headed back to Reno. Of course, after the tanker the other 2 F4’s left the last 20 minutes of flying time was in good weather.

During the flight back to Reno I was thinking, “Life goes on and all you can do is try. I did only acquire a few images of the 4-ship, but I did what no other person has done, that being, photographic a flight of 4 different models of the McDonnell-Douglas F-4 Phantom together in formation. All the time and effort put in this mission produced something, not my best work, but something very important historically. I was a happy man!

59

NOSTALGIA After about 15 years of flying and working on my career I had established myself pretty well in the fighter community. I was always thinking of new ideas and looking at other people’s work to get more ideas. I didn’t copy others work, but late at night, in the shower, while driving to the store or just while lying in bed thinking about how Text: captured Joe Cupido they their material I was studying. I would think Photos: Joe Cupido about and then plan out the complete mission months, weeks, or days before flying, or keep different ideas in my head and when the time came used them.

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say Well, the other thing I tried to do as much as possible which aircraft I liked the best, they all had their place in aviation, but I do feel that the followwas not to do what everyone else was doing, sorry but it ing article and images mightI had not be my flying best work, was the most important mission I think seemed boring.

At the time more time but in the I flew. In so many ways it was a very basicThen flightone of a fighter type aircraft out on a normal McDonnell-Douglas F4 than anyjust other fighter. day this idea camebut to it me, getdifferent a flight and of each the modtraining mission, was veryofspecial .

els of the F-4 together, those being; the C / D / E / RF and G models and there were units still operational in all the models. This had NEVER been done, or at the time I had Our time was very limited in the working area that had some open skies with light and I had to decide never seen a photo of them together. Then came the what formation would look best. Usually simplicity is the best route to follow, so I pick a basic echelon hard putting flight andThis making left. Itpart, would be thethe only one together in this area. was it thehapimage I got of the four different models of the Fpen.

4 four-ship. Simple, not the best I’ve done, but I felt productive considering the amount of planning put into making this mission happen. Also, the amount of people involved to make this; from the pilots, the crew chiefs, all the other aircraft maintenance personal needed to keep this aircraft flying and the list First off was to figure out Iall the logistics of getting the goes on.

Without their help wouldn’t have gotten anything.

aircraft, finding a location to operate from, getting the aircraft to and from that location. Biggest issue was getting approve each of serial the units to support misAnother shotfrom of the F-4E, 68423 headed the back to Reno IAP after the C and D models departed the formation and headed to their sion, that being finding an operational F4 unit flying eachhome bases. of the different models. This was the easy part because I had flown in all the F4 models and went back to those units for help. Logistically it really worked out because all the units were on the west coast. I called each of the units; 123rdnd FIS at Portland IAP, OR – F-4C / 194th FIS at Fresno IAP, CA – F-4D / 196th TFS at March AFB, CA – F4E / 192nd TRS Reno IAP, NV – RF-4C and the 35th TFW George AFB, CA – F-4G. All came back with, “When and where do you want us to send an aircraft.” They all were very cooperative except the 35th TFW. The Director of Operations told me this, “There is NO reason to fly that formation, it serves no purpose.” I disagreed, but I had no “G” model for the flight.

ISSUE 25

The 194th FIS California Air National Guard F4D, serial 66694 on the boom receiving fuel from the tanker.

63

NOSTALGIA After about 15 years of flying and working on my career I had established myself pretty well in the fighter community. I was always thinking of new ideas and looking at other people’s work to get more ideas. I didn’t copy others work, but late at night, in the shower, while driving to the store or just while lying in bed thinking about how Text: captured Joe Cupido they their material I was studying. I would think Photos: Joe Cupido about and then plan out the complete mission months, weeks, or days before flying, or keep different ideas in my head and when the time came used them.

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say Well, the other thing I tried to do as much as possible which aircraft I liked the best, they all had their place in aviation, but I do feel that the followwas not to do what everyone else was doing, sorry but it ing article and images mightI had not be my flying best work, was the most important mission I think seemed boring.

At the time more time but in the I flew. In so many ways it was a very basicThen flightone of a fighter type aircraft out on a normal McDonnell-Douglas F4 than anyjust other fighter. day this idea camebut to it me, getdifferent a flight and of each the modtraining mission, was veryofspecial . els of the F-4 together, those being; the C / D / E / RF and G models and there were units still operational in all the models. This had NEVER been done, or at the time I had never seen a photo of them together. Then came the hard part, putting the flight together and making it happen.

First off was to figure out all the logistics of getting the aircraft, finding a location to operate from, getting the aircraft to and from that location. Biggest issue was getting approve from each of the units to support the mission, that being finding an operational F4 unit flying each of the different models. This was the easy part because I had flown in all the F4 models and went back to those units for help. Logistically it really worked out because all the units were on the west coast. I called each of the units; 123rdnd FIS at Portland IAP, OR – F-4C / 194th FIS at Fresno IAP, CA – F-4D / 196th TFS at March AFB, CA – F4E / 192nd TRS Reno IAP, NV – RF-4C and the 35th TFW George AFB, CA – F-4G. All came back with, “When and where do you want us to send an aircraft.” They all were very cooperative except the 35th TFW. The Director of Operations told me this, “There is NO reason to fly that formation, it serves no purpose.” I disagreed, but I had no “G” model for thePiggy” flight. with 3-Mig Kills, serial #640776 being flown from F4C “Miss the 123rd FIS based at Portland IAP, Oregon. This image was taken just about when we hit the coast line, I was hoping for clear weather over the water and use the coastline as background, but that didn’t work, so you adapt and come up with another plan.

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NOSTALGIA After about 15 years of flying and working on my career I had established myself pretty well in the fighter community. I was always thinking of new ideas and looking at other people’s work to get more ideas. I didn’t copy others work, but late at night, in the shower, while driving to the store or just while lying in bed thinking about how Text: captured Joe Cupido they their material I was studying. I would think Photos: Joe Cupido about and then plan out the complete mission months, weeks, or days before flying, or keep different ideas in my head and when the time came used them.

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say Well, the other thing I tried to do as much as possible which aircraft I liked the best, they all had their place in aviation, but I do feel that the followwas not to do what everyone else was doing, sorry but it ing article and images mightI had not be my flying best work, was the most important mission I think seemed boring.

At the time more time but in the I flew. In so many ways it was a very basicThen flightone of a fighter type aircraft out on a normal McDonnell-Douglas F4 than anyjust other fighter. day this idea camebut to it me, getdifferent a flight and of each the modtraining mission, was veryofspecial . els of the F-4 together, those being; the C / D / E / RF and G models and there were units still operational in all the models. This had NEVER been done, or at the time I had never seen a photo of them together. Then came the hard part, putting the flight together and making it happen.

First off was to figure out all the logistics of getting the aircraft, finding a location to operate from, getting the aircraft to and from that location. Biggest issue was getting approve from each of the units to support the mission, that being finding an operational F4 unit flying each of the different models. This was the easy part because I had flown in all the F4 models and went back to those units for help. Logistically it really worked out because all the units were on the west coast. I called each of the units; 123rdnd FIS at Portland IAP, OR – F-4C / 194th FIS at Fresno IAP, CA – F-4D / 196th TFS at March AFB, CA – F4E / 192nd TRS Reno IAP, NV – RF-4C and the 35th TFW George AFB, CA – F-4G. All came back with, “When and where do you want us to send an aircraft.” They all were very cooperative except the 35th TFW. The Director of Operations told me this, “There is NO reason to fly that formation, it serves no purpose.” I disagreed, but I had no “G” model for the flight.

The flight crews from each of the four units that flew the 4ship formation. The 123rdnd FIS at Portland IAP, OR – F-4C wearing the retro Orange Air Defense flight suits / 194th FIS at Fresno IAP, CA – F-4D / 196th TFS at March AFB, CA – F4E / 192nd TRS Reno IAP, NV – RF4C. I’m the guy wearing the yellow t-shirt.

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SPOTTER ENCOUNTER

Text: Photos:

Yolandie Grobler de Jager Tsephe Letseka

Tsephe Letseka , 38, lives in Pretoria, South Africa. Fascinated by aviation and photography from a young age, he talks to Spotter Magazine on his take on the hobby.

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A Tupolev Tu-160 Bomber from Russia – Air Force.

Photo was taken at Waterkloof – Pretoria.

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How did you get into the hobby?

Have you had any training?

I have loved aviation and photography since I was a young boy. I always wanted to be a pilot.

When that didn’t work out, I decided to take up planespotting to keep my connection to aviation.

No, I did not have any formal training in photography. Much of what I know I have learned through observation and experience.

What equipment do you use?

Yes, I use Lightroom for all my post-processing.

I use a Nikon D5000 with 55-200mm and 1870mm lenses.

Any advice for others who would like to venture into aviation photography and planespotting?

Do you have any particular techniques for your photography?

Always remember to follow your heart and have fun.

I use different setups depending on what I am shooting. For aviation, I generally shoot in shutter-priority mode.

Do you use Post-Processing?

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A Spectacular flyby performed by two SAA Airbus A340600’s flanked by the South African Air Force Silver Falcons.

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An Airbus A319-115 from Rotana Jet Aviation. Reg; A6-RR. Photo taken at Lanseria Airport, Johannesburg.

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South African Airways, Airbus A340-313E.

A Gulfstream G650ER, reg. EJ-ADMI, from Gainjet Ireland.

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A Boeing 787-8 Dreamliner from Kenya Airways with reg: 5Y-KZB. Photo taken at Johannesburg – OR Tambo International Airport.

Boeing 777- 3M2ER from TAAG Linhas Aéreas de Angola

Lockheed LC-130 Hercules, from the US Air Forc

ce.

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Boeing 767-2N0(ER) from Air Zimbabwe. Photo taken at Johannesburg O.R. Tambo Int'l - FAOR, South Africa.

A Boeing 737-844, from Safair

South African Air Force Saab JAS-39C Gripen seen here at Waterkloof, Pretoria.

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NOSTALGIA WARBIRDS

After about 15 years of flying and working on my career I had established myself pretty well in the fighter community. I was always thinking of new ideas and looking at other people’s work to get more ideas. I didn’t copy others work, but late at night, in the shower, while driving to the store or just while lying in bed thinking about how Text: captured Phil Joe Cupido Buckley they their material I was studying. I would think Photos: Joe Cupido Phil Buckley about and then plan out the complete mission months, Profiles: Richard J. Caruana weeks, or days before flying, or keep different ideas in my head and when the time came used them.

Over themy lastcareer two years, Australia’s surviving Lockheed Neptune has been lov-100 different During as an Aviationsole Photojournalist I flewP-2 in and or piloted over ingly transformed from an unloved airframe into a fairly advanced restored museum ex- really say types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t hibit.

Formerly a Lockheed P-2E Neptune of the Royal Australian Air Force, serialled A89 Well, the other thing I tried to do as much as possible which I liked the best, they alla had their place in aviation, but I do feel that the follow-302,not itaircraft was at everyone Burbank, USA, P2V-4 c/n 133640, was to dobuilt what else as was doing, sorry but itserialled A89-595, but was ing article images might not be my flying best work, but was mostP-2E important mission I think modified toeand P2V-5 during construction.

Currently it is the the only remaining seemed boring.

At standard the time I had more time in the in Australia, and remains one of the world’s oldest Neptunes to survive.

I flew. In so many ways it was a very basicThen flightone of a fighter type aircraft out on a normal McDonnell-Douglas F4 than anyjust other fighter. day this idea camebut to it me, getdifferent a flight and of each the modtraining mission, was veryofspecial . els of the F-4 together, those being; the C / D / E / RF and G models and there were units still operational in all the models. This had NEVER been done, or at the time I had never seen a photo of them together. Then came the hard part, putting the flight together and making it happen.

First off was to figure out all the logistics of getting the aircraft, finding a location to operate from, getting the aircraft to and from that location. Biggest issue was getting approve from each of the units to support the mission, that being finding an operational F4 unit flying each of the different models. This was the easy part because I had flown in all the F4 models and went back to those units for help. Logistically it really worked out because all the units were on the west coast. I called each of the units; 123rdnd FIS at Portland IAP, OR – F-4C / 194th FIS at Fresno IAP, CA – F-4D / 196th TFS at March AFB, CA – th How the nd P-2E survives this NV day – is aRF-4C story inand itself, as 35aircraft.

F4E / 192 TRS Reno toIAP, the TFW When delivered the aircraft were powered by all of the other 11 P-2E Npetune have been sadly two R-3350-26WA engines which produced 3,200hp.

George AFB, CA – F-4G. All came back with, “When and scrapped since the 1960s. 302 was lucky to not be At this time in the early 1950s the Neptunes didn’t carry where do you us to sendatan aircraft.”

They allany were scrapped as itwant has been sitting RAAF Wagga, RAAF additional power but later on in 1959 they gained th very cooperative except 35 going TFW.noThe Director of OpLaverton and RAAF Pointthe Cook where for the added power of the two J-34 engines on the outer many decades and finally into RAAF wings, erations told me this, “There is NOmuseum reasonstorage to fly that for-which could produce 3,250 pounds-force extra waiting an undetermined future.

In the last few years thrust.They also carried 3 turrets with 2 x 20mm guns mation, it serves no purpose.” I disagreed, but I had no some luck finally shone on this very rare aircraft and and there were for offensive and defensive purposes.

“G” model for the flight. in mid 2018 the RAAF decided to gift the airframe to HARS, who moved it to their Parkes site. In-depth restoration work commenced on this airframe in 2019.

The P-2E Neptune were a mix of late WW2 technology and the early 1950s new thinking for maritime patrol

The turrets were located in the nose, rear fuselage and tail.

The life and times of the E model Neptune which in 1951 was known as A89-595, have been varied and just before delivered to the RAAF in October 1951,

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it had a incident in the USA where it was belly landed due to a landing gear malfunction. It was repaired and returned to operating condition by November 1951. It was reserialed as A89-302 later on in 1952.

lishment of 12 airframes. During the first few years of operations the P-2E Neptune fleet suffered from spare parts shortages which saw operational level at quite low levels until the supply chain improved.

Squadron service saw the E model Neptune fleet operated solely with 11 SQN from 1951 across Australia. Operating initially with 82 Wing while based at RAAF base Amberley QLD, 11 SQN eventually moved to RAAF base Pearce, WA when the squadron's first P-2E Neptune, A89-592 arrived on 23 November 1951. With further deliveres from the USA taking place by early February 1953 including 302, 11 SQN was finally at its full estab-

302’s service life lasted until 1966 when she was retired from service. Her replacement would be the new Lockheed P-3B Orion. While others of her type in the 1960s were scrapped, 302 survived by being transferred and flown in 1967 to the RAAF School of Technical Training at RAAF Wagga Wagga. Here the aircraft was downgraded into a instructional airframe to train new RAAF personnel on airframe tasks.

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By 1974 there was some consideration given to its status and it was observed to be worked on for public display but unfortunately it didnt progress far and was assessed as being redundant to the base needs.

In 1978 it was painted into the white and gull grey scheme of the other still operational Neptunes but by 1987 it had reverted back to the Deep Sea Blue and White colour scheme.

While at Wagga it remained unrestored until 1997 when it was sent to RAAF base Laverton for storage. It was at this time deemed a potential RAAF Museum item to be fully restored but never took place.

During the last two years since HARS was gifted the airframe, 302 has been stored outside and inside the hangar at Parkes Airport, while undergoing progressive phases

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of restoration work. From being reconstructed after trucked up from Victoria, it was moved eventually across to the HARS museum hangar with the nose section noted inside during September 2018. Students have helped to repaint and refit the airframe components back together in stages.

nents and removing plugs from engines and inserting diesel fuel to free up the engines so they will turn when propellers are fitted later on. The rear fuselage was craned into place and attached. The students hosed the dust and mud out of the fuselage and then fitted floor boards inside to finish reattaching the remainder of the attachment bolts. Also the engines were moved onto the wings. Unfortunately, the engine bolts HARS used did not fit the earlier Neptune model.

Despite already having the H model Neptune and spares on site, there are many differences between the -4/5 and -7 series P2V Neptunes.

By 2020 a lot of work has begun with February seeing a lot of progress with major success in placing the Neptune back onto its wheels finally for the first in nearly 35years. The Magnetic Anomaly Detector boom fitted to the airframe and bolted on by the student volunteers. This was followed up by the sanding back of the under wing area so painting could be undertaken. March saw the fitting of the propellers and radomes to The bomb bay doors were also fitted. Work was un- the Neptune and the student volunteers doing paint dertaken on the engines, fitting some missing compo- touch up to propellers and the underside of the wings.

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In June 2020 the fuselage was washed down and spray painted from the tip of the stinger tail to the bomb bay doors, lower engine cowls were fitted, a new nose wheel added and work commenced on fitting the rudder to the fin, which was then to be attached to the fuselage. By August 2020 both of the inner flaps had been added and the student volunteers sanded them back for painting. Fitting of new perspex continued around the airframe.

By the end of 2020 it seems the majority of the aircraft will be reconstructed all going well including attaching its outer wings and fully repainted into overall Dark Sea Blue. Tasks to still do include adding the airframe perspex along with fitting the wing tips fuel tank and search light.

The cockpit windows are still an issue to fabricate and

HARS are hopeful of getting replacement windows from America. HARS are seeking to remove the MAD tail boom and refit one of the original 20mm gun turret but need to raise $8,000 for the project. Speaking with HARS Parkes spokesperson, Mike De La Hunty he stated that "many parts are missing and we are prevented from going to the US for spares, we would welcome donations of parts and any internal photographs that will help us reconfigure the aircraft to be more authentic". HARS Parkes goal is to have the aircraft ready for the RAAF Centenary celebrations in March 2021. if all goes well by 2021 it seems the once forgotten, nearly scrapped and left to rot maritime bird will be restored back to the status it deserves.

FLYING COLOURS: RAAF P-2 NEPTUNES

Lockheed P-2E Neptune, A89-302 (ex-A89-595), No. 11 Squadron, Royal Australian Air Force. Semi-gloss Engine Gray with white fuselage top decking; black fin top. All lettering in white; national markings in six positions.

Lockheed SP-2H Neptune, A89-279, No. 10 Squadron, Royal Australian Air Force, Canberra (NSW), 1967. Light grey overall with white fuselage top decking; black anti-dazzle panel and rear of engine nacelle. All lettering in black; spinners are blue.

Note unit crest under cockpit and a black/white version carried high on the fin.

www.phantomerchandise.co.uk

NOSTALGIA CIVIL

After about 15 years of flying and working on my career I had established myself pretty well in the fighter community. I was always thinking of new ideas and looking at other people’s work to get more ideas. I didn’t copy others work, but late at night, in the shower, while driving to the store or just while lying in bed thinking about how Text: captured Mark Joe Cupido Zerafa they their material I was studying. I would think Photos: Joe Cupido Marco Macca, Daniel Veronesi, Mark Zerafa about and then plan out the complete mission months, weeks, or days before flying, or keep different ideas in my head and when the time came used them.

Italy’s large geographical and Photojournalist its abundance of I forestry, together with itsover 100 different During my career as an area Aviation flew in and or piloted warm climate, make it imperative for the country to have a large and effective aer- I can’t really say types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. ial firefighting force, well-equipped and prepared to handle any emergency.

Well, the other thing I tried to do as much as possible which aircraft I liked the best, they all had their place in aviation, but I do feel that the followwas not to do what everyone else was doing, sorry but it ing article and images mightI had not be my flying best work, was the most important mission I think seemed boring.

At the time more time but in the I flew. In so many ways it was a very basicThen flightone of a fighter type aircraft out on a normal McDonnell-Douglas F4 than anyjust other fighter. day this idea camebut to it me, getdifferent a flight and of each the modtraining mission, was veryofspecial . els of the F-4 together, those being; the C / D / E / RF and G models and there were units still operational in all the models. This had NEVER been done, or at the time I had never seen a photo of them together. Then came the hard part, putting the flight together and making it happen.

First off was to figure out all the logistics of getting the aircraft, finding a location to operate from, getting the aircraft to and from that location. Biggest issue was getting approve from each of the units to support the mission, that being finding an operational F4 unit flying each of the different models. This was the easy part because I had flown in all the F4 models and went back to those units for help. Logistically it really worked out because all the units were on the west coast. I called each of the units; 123rdnd FIS at Portland IAP, OR – F-4C / 194th FIS at Fresno IAP, CA – F-4D / 196th TFS at March AFB, CA – F4E / 192nd TRS Reno IAP, NV – RF-4C and the 35th TFW George AFB, CA – F-4G. All came back with, “When and where do you want us to send an aircraft.” They all were very cooperative except the 35th TFW. The Director of Operations told me this, “There is NO reason to fly that formation, it serves no purpose.” I disagreed, but I had no “G” model for the flight.

A CL-415 skims over the sea to replenish its firefighting tanks.

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MARK ZERAFA

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NOSTALGIA Originally designed as a heavy-lift helicopter for the US Army, the Sikorsky S-64 Skycrane has found a new lease of life following a conversion developed by Ericson to a firefighting helicopter, which makes best use of the helicopter’s payload capability and the excellent cockpit visibility fore Text: Joe Cupido and aft.

Photos: Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

Italian aerial firefighting assets are operated by a number of entities. Most notable is the fleet of 19 Canadair CL-415s owned by the Italian Government by operated by contractor Babcock. In this capacity, Babock has taken over from previous contractor SOREM, which had been in charge of the operation since 1998. With their main base at Ciampino airport, with two outposts in Genoa to the North and Reggio Calabria to the South., the fleet can be rapidly deployed across Italy during the main fire

season, and have also been deployed overseas to fight particularly calamitous fires in the region.

Until its dissolution in 2016, the Corpo Forestale operated four Sikorsky S-64F Skycranes. Since transferred to the Corpo Nazionale dei Vigili del Fuoco, three still retain the green livery of their former operator, whilst a fourth has been repainted. In addition to firefighting duties, the Skycranes have also been used to carry outsize heavy loads, including the massive Christmas Tree to be used in

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St. Peter’s Square, and an AW-139 helicopter which had force-landed on Mount Nambino. Two additional S-64s have been ordered, with the first delivered in May 2020, and a second due in 2021.In addition to the mainstream firefighting assets, a number of smaller, civilian helicopters are also contracted as needed to tackle forest fires, using bambi-bucket firefighting systems. These aircraft are generally chartered by the regional governments themselves, under the auspices of the Civil

Protection, whereas the Skycranes and the Canadairs operate under the banner of the firefighting corps, known as Vigili Del Fuoco. In the SOREM days, the CL-415s wore ‘Protezzione Civile’ titles.

Should the need arise, the Italian Army is also equipped for firefighting, using its CH-47 Chinooks equipped with bambi-bucket systems.

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

Most S-64s are still in the green colour scheme used by the former operator.

MARCO MACCA

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MARCO MACCA

I-CFAM sporting the new colour scheme for Italian Skycranes.

MARCO MACCA

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Text: Photos:

Joe Cupido Joe Cupido

MARCO MACCA

Current legend on Italian CL-415s is ‘Vigili del Fuoco’, whereas earlier it used to be ‘Protezzione Civile’

DANIEL VERONESI

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

DANIEL VERONESI

MARCO MACCA

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Lighter helicopters fitted with Bambi-bucket systems are also contracted by individual regions.

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

MARCO MACCA MARCO MACCA

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MARK ZERAFA

A classic shot from the past, with a CL-415, then still operated by SOREM, displays its rapid water release capability.

NOSTALGIA MILITARY

Text: Photos:

Jason Joe Cupido Wong Joe Cupido Jason Wong

Within the Guard Photojournalist is a specialized unit famed itsor world-class training F-16 During myArizona careerAirasNational an Aviation I flew infor and piloted over 100 of different th nd fighter pilots from around the world.

The 148 Fighter Squadron ‘Kickin Ass’ of the 162 Fighter Wing, types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say Arizona Air National Guard, is based out of Tucson AFB, Arizona. Tucson is perfectly situated in the which aircraft the best, they all had their place in aviation, feel playground that the followSonoran Desert Iinliked Arizona, surrounded with 5 mountain ranges making but it theI do perfect for ing article Viper and images best work, but was the most important mission I think the newest drivers might to sit innot thebe hotmy seat.

I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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The Nation last by the 148th squadron was fightAfter aboutthat 15 was years of trained flying and working on my career I er pilots from themyself United pretty Arab Emirates, withfighter a contract signed had established well in the commuand andalways F models arrivingofsoon in the 2004,atthe nity.F-16E I was thinking newafter ideas andyear looking first graduating class in 2005. Over 100 UAE pilots were trained other people’s work to get more ideas. I didn’t copy othand successfully graduated by the end of the program in October ers work, but late at night, in the shower, while driving to 2010 and all the ‘Desert Falcons’ returned home. Soon after, in the storeyear, or just while Netherlands lying in bedAirthinking about how the same the Cupido Royal Force (RNLAF) signed Text: Joe they captured their material I was studying.

I would think a contract to once again train F-16 pilots and the jets were Photos: Joe Cupido about and then plan out the complete mission months, moved back to Tucson from Springfield Ohio.

weeks, or days before flying, or keep different ideas in Squadron commander Lt Col Joost ‘Niki’ Luijsterburg is one of my head and when the time came usedththem.

the few instructors at the 148 FS with theI task During my career stationed as an Aviation Photojournalist flew ofin and or piloted over 100 different teaching and putting the newest Dutch recruits to the test, or types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say keeping older pilots up to date.

Niki is considered to be one Well, the other thing I tried to do as much as possible of which aircraft I liked the theworld best, they all hadinternational their place in aviation, but I do feel that the followthe best among was not F-16 to dopilots whatineveryone else wasthe doing, sorry butcomit ing article and images might not be my best work, but was munity, with over 4000 hours of flight time in the Viper and seemed boring. At the time I had more flying time in the 12 the most important mission I think combat to such Afghanistan and I flew. deployments In so many ways it was a as very basicThen flight of the a fighter type aircraft out on a normal McDonnell-Douglas F4countries than anyjust other fighter. one former Yugoslavia.

day this idea camebut to it me, getdifferent a flight and of each the modtraining mission, was veryofspecial .

‘Niki’ states that he has enjoyed his time as an instructor els of the F-4 together, those being; the C / D / E / RF andand that his goal with all the newunits pilotsstill thatoperational come through G models and there were in the all trainthe ing program is to make them a better pilot than he is.

‘Niki goes models. This had NEVER been done, or at the time I had on to say ‘I like to give reasons why things are done or why they never seen a photo of them together. Then came the are not. Students are then more likely to follow it through and hard part, putting the flight together and making it hapimprove’. From a day-to-day basis, ‘Niki’ is like all the other pipen. lots on the flight line with the task to instruct other pilots in the training program and flies the same number of hours and sorties as all off the was otherto pilots.

First figure out all the logistics of getting the

aircraft, finding a locationsmall to operate from, getting the The squadron is considered with only 10 jets with Dutch aircraft to and from that location.

Biggest issue was getairworthiness and are also maintained according to procedures ting are approve from each of the units toBetween supportthe the10misthat followed back home in Holland. jets, 5 sion,two-seat that being finding with an operational F4being unit flying each A are B models, the other half single-seat models that havemodels. all received upgrades and can Ibe of the different Thistheir wasmid-life the easy part because comparable to all the the USAF 50 CCIP (Common had flown in F4Block models and went backConfiguration to those Implementation Program) jets without the HARM targeting sysunits for help. Logistically it really worked out because tem. all the units were on the west coast. I called each of the nd units; 123rd FIS atofPortland IAP, OR – F-4C / 194thaFIS at The team consists 2 maintenance liaison officers, logistic th officer, Dutch mission simulator Fresno 5IAP, CAinstructors, – F-4D / 2196 TFS planners, at Marcha AFB, CA –innd an administrative assistant. All are permanently structor F4E / 192and TRS Reno IAP, NV – RF-4C and the 35th TFW based in Tucson period All of 3came years.back with, “When and George AFB, CAfor– aF-4G. where do you want us to send aircraft.”

They all were New pilots come to train with the an squadron every 9 months, with th veryentire cooperative 35 2000 TFW. flying The Director Opthe squadronexcept gettingthe around hours perofyear. erations told me this, “There is NO reason to fly that forEven though the squadron is not that large, the tempo of daily mation, it predictable serves no and purpose.”

I disagreed, I had no life is kept busy unlike front-line but squadrons sta“G” model for the flight. tioned in the Netherlands, where ‘Niki’ says, ‘in an operational unit you don’t know when the call will come that says you’re leaving on Monday for three months’. This allows everyone to have more family and personal time allocated while stationed in Arizona.

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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The weather, although a minor thing to most, is one of the most important components towards the training of the pilots. With the regions weather being stable, and not as populated as areas at home, the pilots are given much needed freedom to do low level flying above land which would need to be conducted over water in the Netherlands. The almost constant weather also allows one element to be taken out while planning missions making it a lot easier on everyone on a daily basis. Furthermore, the vast area gives way to ranges to facilitate different types of weapon testing which normally cannot be done in the Netherlands.

The current contract is slated to end in 2022 which will be when training on the F-16 will stop. After, all training and resources will be transferred to Luke AFB, near Phoenix Arizona which is where Dutch F-35A pilots are currently being trained. At the current moment, training continues on both the F-35A and the F-16 with the last pilots graduating from the F-16 training program in 2022 and the Royal Netherlands Airforce completely withdrawing the F-16 from service by 2025. When the time comes, it will be hard for pilots and photographers alike to say good-bye to one of, if not most successful fighter program that the RNLAF has ever had.

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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AIRLINERS

Text: Photos:

Mark Zerafa Muan Liu

Taiwan Taoyun International Airport (TPE / RCTP) is an international airport serving Taipei and Northern Taiwan. Located in Dayuan District, Taoyuan, it opened in 1979 , and is the main international hub for China Airlines, Eva Air and Starlux Airlines.

A busy scene featuring three main operators at Taoyun International—China Airlines, EVA Air and Tiger Air.

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By 1970, Taipei’s original airport, Taipei Songshan, was proving overcrowded and unable to handle further growth due to space limitations. Thus, a new airport was planned, 30 kms from Taipei, with Terminal 1 opened on February 26th, 1979. Songshan has since been used for charter and domestic flights.

A second terminal was inaugurated on July 29th, 2000, with private airline EVA Air using half of its gates and flag carrier China Airlines using the other half, as well as gates in Terminal 1. Both terminals are connected through people-movers. A third terminal is expected to be inaugurated this year, and a fourth terminal is at planning stage.

The airfield has two parallel runways 05L/23R (3,660m) and 05R/23L (3,800m). Both are asphalt-concrete runways. Aircraft using Terminal 1A and 2D will generally use 05l/23R, whereas aircraft bound for Terminals 1B and 2C will usually use 05R/23L.

The airport has two observation decks on Terminal 2, which are very popular with locals and families, as well as spotters. There are maximum occupancy restrictions, and these are enforced.

China Airlines is the state-owned national carrier of Taiwan.

Boeing 737-800 B-18659 carries special markings commemorating the 60th anniversary since the airline’s founding in 1959.

The 737-800s are scheduled to be replaced by A321neos.

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Outside the terminal, there are a number of spotting points for landing aircraft, some of which may be accessed by public transport, whereas others may require own transport.

China Airlines and Evergreen Aviation Technologies also hold maintenance facilities at the airport, with Evergreen additionally offering aircraft conversion programmes, its most notable creations being the Boeing 747 Dreamlifters used to support the logistics of the Boeing 787 Airline traffic is varied, with both passenger and cargo production line, where sub-assemblies are flown into airlines being scheduled visitors at the airport from all Boeing’s two US plants from subcontractors from all over the globe. Prior to the COVID-19 pandemic, the maover the world.. jor destinations were Hong Kong, Tokyo, Osaka, Seoul and Bangkok, with the main carriers by volume being China Airlines, EVA Air, Cathay Pacific, Tigerair Taiwan and Scoot.

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EVA Air had originally ordered the 787-9, but then converted its order to 15 787-10s.

Starlux Airlines was founded in 2020, and hence is new to the airline scene. It currently flies three A321neos, but has ambitious plans to expand its route network, having ordered 8 A330-900s, 19 A350-900s and 8 A350-1000s

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Founded in 1989, EVA Air is a privately-owned airline owned by the Evergreen Group. Although the 777 is its main wide-body, it operated 9 A330-300s and 3 A330-200s

The latest type to enter service with China Airlines is the Airbus A350-900, one of which serves as the Presidential plane for international travel. 14 are in service.

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10 Boeing 777-300ERs are in service with China Airlines

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EVA Air in special scheme celebrating Sanrio Characters

The Airbus A-330-300 is the mainstay of China Airlines’ widebody fleet, with 23 in service.

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Text: Photos:

DionCupido Joe Makowski Joe Cupido Dion Makowski

On June my 30th, 2008, the Royal Australian During career as an Aviation Photojournalist I flew in and or piloted over 100 different Air Force bid farewell to the Boeing 07 at to McDonnell-Douglas KC10 Tanker. I can’t really say types of aircraft, from the Piper J3 Cub Richmond, NSW. No.33 Squadron hosted which aircraft I liked thecombined best, theywith all had their place in aviation, but I do feel that the followa formal farewell parade, ing article andflight images the final RAAF for amight 707. not be my best work, but was the most important mission I think

I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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For the final months of its service, the aircraft in question (B707-338C A20624 Richmond Town, c/n 19624, ex- QANTAS VH-EAD) carried a dark blue, final commemorative tail scheme – featuring the squadron’s unofficial dragon motif and B707 image. Until then, there had been limited practical opportunities to view the aircraft in this scheme.

Other activities were conducted by Richmond Town on its return from supportText:Exercise Pitch Joe Cupido ing Black 08 at Darwin; on the Friday, -624 overflew the base Photos:accompanied Joe Cupido whilst by at least eight (classic) Hornet aircraft. On the morning of the parade, Richmond Town “flew the flag’ over Sydney, having first tracked North-east to RAAF Base Williamtown to pick up the escort – a RAAF Hawk During Fighter my career as an Aviation Photojournalist in and or piloted over 100 different Lead-in (presumed of 76SQN).

Together, bothI flew aircraft followed the coast where Hawk collected of the 707 over Sydney typestoofSydney aircraft, fromthethe Piper J3 Cubimages to McDonnell-Douglas KC10HarTanker. I can’t really say bour. Altogether, three passes were made up the Harbour, orbiting the iconic which aircraft I liked the best, they all had their place in aviation, but I do feel that the followHarbour Bridge. It was unclear whether there was sufficient forewarning or ing article andthrough imagesthe might notthat be this my would best work, was thelater most important mission I think communication media occur,but as reports circulated of In some panic ways as a “low-flying airliner” circling I flew. so many it was justpassenger a very basic flightwas of a spotted, fighter type aircraft out on a normal the CBD (downtown)!

training mission, but it was different and very special .

Hosted by Air Commodore (AirCDRE) B.E. Plenty, Commander, Airlift Group, the parade began around 14.00 hours with a march by squadron personnel onto parade with the Reviewing Officer, Air Vice-Marshal (AVM) M. Skidmore (Air Commander, Australia) arriving by limousine soon after.

Underlining the complexity of the occasion, Parade command was shared between Wing Commander (WCDR) L.H.Ghee, outgoing C.O., 33SQN and WCDR G Wilson, incoming C.O., 33SQN. The appearance of AVM Skidmore was almost overshadowed by the rather imposing arrival, of USAF McDonnell-Douglas KC10A Extender, 86-0031 of 349th Air Mobility Wing, Travis AFB, California.

The Air Vice-Marshal inspected the squadron personnel assembled and made a short address to the assembled (including families and former colleagues).

Then followed the 33SQN handover/ signing ceremony and flyover of the ground echelon, by the 707, towards the dais (at the “lower end of” 200 to 500 Feet). Richmond Town did the honours and looked every bit the workhorse with the signature smoke plumes from the engines – a sight never to be forgotten.

The salute was taken by ACDR Plenty concluded the formalities and at this point, A20-624 executed a high-speed, low-level (est. 450 feet) pass from the port side, banking neatly to starboard. A fitting end to 29 years’ valuable military service as a transport, VIP and as a tanker. Indeed, half a century of locally operated, military and civil B707s.

In conversation at the mess afterwards, we found out how well the “troops” thought of the aircraft individually. It seems A20-624 was not the squadron favourite, with constant niggles and ‘going tech’, while A20-629 was the ‘darling’ and most definitely would be missed. Somewhat ironically however, -624 had ‘settled’ and behaved impressively for the past several months! Guess it only took 29 years…perhaps having the last word? Vale, 707.

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A29-629 in the first colours worn by RAAF 707s

And then, it all went grey….

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

A20-624 comes to land with its special-coloured tail painted for the retirement of the type.

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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AS THEY FADE INTO THE TWILIGHT… THEY LIVE AGAIN IN NEW FORM Our latest project involves Air Malta’s last Airbus A-319-100, 9H-AEJ, recently broken up at Cotswolds airport. We have managed to save enough fuselage skin to manufacture a limited run of our well-loved Airskinz tags.

Furthermore, for those who would prefer their piece of aviation history hanging on their wall, we have created our first A4 poster, which includes a laser-etched piece from 9H-AEJ, together with a detailed profile of the aircraft and its service history.

Both tag and print are limited-release and will shortly be available on pre-order.

A4 Print, Printed on Semi-Matt 250gsm paper, Laser-etched Tag

with embedded Laser-Etched Aircraft Skin

Limited Run of 600 Units

Limited Run of 200 Prints

O RIGINAL MEMORABILIA UPCYCLED FROM REAL AIRCRAF T COMPONEN TS

w w w. a i r s k i n z . c o m

CIVILNOSTALGIA SPOTTING

Text: Photos:

MarkCupido Joe Zerafa Joe Cupido Mark Zerafa

Vnukovomy International is one ofPhotojournalist the four main airports Located to the During career asAirport an Aviation I flewserving in andMoscow. or piloted over 28km 100 different South-West of the Russian capital, it is Moscow’s oldest operating airport, dating back to the Second types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say World War. It started handling passengers in the post-war period, and was the scene for many adwhich liked the best, they all had place in aviation, I do feel that theinterfollowvances aircraft in SovietI military aviation, including the their first jet passenger flight but in Russia.

It has two ing article and images not be my most best work, but was the most important mission I think secting runways, and hasmight a VIP hall, hence state visitors transit through this airport.

I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

Vnukovo is the home base for Rossiya’s Special Flight Squadron, one of the few remaining operators of the Ilyushin Il-96. The presidential aircraft are recognisable because they feature a crest instead of the Russian flag on the tail.

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

Vnukovo is one of the bases for UT Air. Originally formed in 1967 as part of Aeroflot, mainly the meet the transport requirements for the oil and gas industry in Siberia, but has since evolved as a mainstream airline. Now flying four Boeing 737 variants, as well as 767s and ATR-72s.

Pobeda is the low-cost subsidiary of Aeroflot, operating from its Vnukovo hub, operating a fleet of 737800s. These were scheduled to be replaced by the 737 MAX 8, but for the moment the –800s have to soldier on.

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A UT Air 737-800 comes in for landing.

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal Rossiya Boeing 737-800 sporting its latest colour scheme. With its headquarters in training mission, but it was different and very special .

St. Petersburg, the airline operates 54 aircraft.

Rusline is a regional airline flying 17 Bombardier CRJs.

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Azur Air is a charter airline with a hub in Vnukovo to holiday destinations of both long-haul and short-haul nature. VP-BXW is a 767-300ER with a special scheme for holiday operator Anex Tour.

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

Vnukovo is popular with business jet operators. Vistajet Challenger 9H-VFA

Following the demise of Transaero, Rossiya is the sole 747 operator in Russia.

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The 224th Flight Unit is a state-owned autonomous company operates 14 Il-76s and 7 An-124s, under the authority of the Russian Air Force, and is officially an airline registered with ICAO. It provides charter cargo missions worldwide.

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

The Sukhoi Superjet is the first all-new Russian airliner for a generation, so a lot of hopes are pinned on the type. Based at Rostov-on-Don, Azimuth operates a fleet of 11 Superjets.

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

Mounted on a plinth in a roundabout close to the terminal is this Tupolev Tu-104B. The Tu-104 was Russia’s first jet airliner. This example was originally registered CCCP-42507.

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MILITARYNOSTALGIA SPOTTING

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DougCupido Joe MacDonald Joe Cupido Doug MacDonald

In mid-December During my career2016, as an Saudi Aviation Arabia Photojournalist received the first I flew batch in of and four or Boeing piloted F-15SA over 100 fighter different jets, These aircraft completed four day ferrytoflight from United States through Kingdom to types of aircraft, from theaPiper J3 Cub McDonnell-Douglas KC10 Tanker.United I can’t really say arrive at the King Khalid Air Base in Saudi Arabia.

A U.S. Air Force Douglas KC-10A Extender which aircraft I liked the best, they all had their place in aviation, but I do feel that the followaerial refuelling aircraft supported the ferry flight including the Atlantic crossing. ing article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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Saudi Arabia has ordered 84 F-15SA fighters along with kits to upgrade existing Royal Saudi Air Force (RSAF) fleet of 70 F-15S multi-role fighters to the SA configuration in 2010. The first four jets delivered through RAF Lakenheath on 10 December 2016 included two new aircraft and two jets re-manufactured to the SA configuration (93-0857 & 93-0899).

The Boeing F-15SA is equipped with 11 wing weapon stations, two more than the F-15S, extending its already impressive 13 tonne weapon payload capability.

Upgraded avionics include a digital glass cockpit, flyby-wire controls, a BAE Systems Digital Electronic Warfare System (DEWS), Joint Helmet Mounted Cueing Systems (JHMCS), a Raytheon APG-63(V)3 Active Electronically Scanned Array (AESA) radar, Link-16 Multifunctional Information Distribution System and AN/AAS-42 Infrared Search and Track (IRST) Systems.

Flight testing of the first F-15SA began in 2013 and had a protracted development period. An unspecified issue with the digital fly-by-wire system delayed the delivery by almost one year.

The F-15SA is an incredibly capable machine, featuring some key changes from its progenitor, the F-15E Strike Eagle. These include a full fly-by-wire flight control system, APG-63V3 Active Electronically Scanned Array (AESA) radar, digital electronic war-

fare and radar warning suite, missile launch detection system, updated flat-panel display cockpits with helmet mounted displays in both cockpits and an infrared search and track system, known as “Tiger Eyes,” built into the left intake targeting pod pylon. The F-15SA also features F-110- GE-129 engines, capable of putting out almost 30,000 pounds of thrust each.

When it comes to weapons, the F-15SA can carry almost anything in the inventory. In the incredible image above showing an “extreme multi-role loadout” it packs: 2x AIM-120AMRAAMs, 2x AIM-9X Sidewinders, 2x AGM-84 SLAM-ERs, 2x AGM-88 HARMs, 6x GBU54/B Laser JDAMs, and 8x GBU-39/B Small Diameter Bombs.

Also, the F-15SA still packs the F-15E’s 20mm Vulcan cannon with 540 rounds available. Basically, with this jet you get a tactical fighter force “in a box.” The loadout shown above includes weapons for longrange stand-off deep-strike, suppression of enemy air defences (SEAD), counter-air, direct precision attack and standoff precision attack all on the jet at the same time. Even after all that, the F-15SA’s centreline station remains unused, which can accommodate up to a 2,000lb JDAM, an external fuel tank or even a synthetic aperture radar surveillance pod.

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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WARBIRDS

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Mark Zerafa Craig Sluman

Very few air arms in the world support an inventory of flying aircraft dedicating purely to honouring past battle honours and the men who helped achieve them. The Royal Air Force has a strong tradition of rememberance with the Battle of Britain Memorial Flight.

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The BBMF’s Hurricane pair undergoing maintenance. LF363 is a Hurricane IIc and was the last to enter RAF service. PZ865 was the last Hurricane built.

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Avro Lan converte and inst Branch i Squadro Britain M re-sparre

Formed on July 11th, 1957 as the Historic Aircraft FLight, the Battle of Britain Memorial Flight was the embodiment of a tradition dating to the early post-war period, where a Spitfire and a Hurricane would lead the Victory Day parade over London. Initially based at RAF Biggin Hill, the Flight initially comprised Hurricane LF363 and three Spitfire PR. XIXs (PM631, PS853 and PS915) The flight moved to RAF Coltishall in 1963, and with the addition of Avro Lancaster in 1973, it became known as the ‘Battle of Britain Memorial Flight’, celebrating the RAF’s highest battle honour.

A further move to RAF Coningsby was undertaken in 1976. By then, pistonengined taildragger aircraft were fast disappearing, and the flight felt the need to add aircraft to train its pilots, who hail from front-line RAF squadrons, to the techniques associated with older, more mechanical aircraft, the first of two DHC-1 Chipmunks was added to the flight in 1983. A DeHavilland Devon was initially used for multi-engined training, until reliability issues forced its replacement with a Dakota in 1995. With the Dakota in its inventory, the Flight could better commemorate further aspects of the RAF’s operations in World War II, including the logistical support and para-dropping efforts made by its transport squadrons.

All of the BBMF’s pilots are volunteers, who hold full-time positions in mainline RAF Squadrons. The Spitfires and Hurricanes are flown by pilots who fly the Eurofighter Typhoon, whereas the Lancaster crews usually come from the A400 or the E-3 Sentinel. The only full time pilots on the Flight are Andy Preece, chief pilot and Mark Discombe, the Commanding Officer.

The BBMF currently operates six Spitfires of various marks, from a Mk.IIa serial P7350, which originally flew in the Battle of Britain, to a pair of PR XIXs, which were amongst the last Spitfires still flying with the RAF in the fifties. The Spitfires are complemented by a duo of Mk. II Hurricanes, as well as the Avro Lancaster, one of only two airworthy examples worldwide, and the Douglas Dakota.

Life for the flight was not without its setbacks. On September 11th, 1991, Hurricane LF363 suffered a serious engine malfunction in flight, leading the pilot, Sqn. Ldr. Allan Martin, to divert to RAF Wittering. However, the engine failed completely on the approach, leading to the aircraft stalling and being heavily damaged in the ensuing crash and fire. Luckily, the pilot managed to escape from the aircraft and get away with a broken ankle and come minor burns.

With airworthy Hurricanes being so rare, the heartbreaking decision was taken to sell Spitfire PR XIX PS853, in order to finance the aircraft’s rebuild.

On May 7th, 2015, the Flight’s Avro Lancaster suffered an engine fire and performed a successful emergency landing at RAF Conningsby. Repairs took the aircraft out of commission for the entire airshow season. All this is testament to the extraordinary engineering and flying skills at the BBMF, who can keep such old aircraft flying and displaying safely, and repair them as necessary, for many generations to come.

The flight’s only full-time pilots, Andy Preece, chief pilot, and Mark Discombe, commanding officer.

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ncaster PA474 is one of only two of its type in airworthy condition anywhere in the world. Built in late 1945, too late for the war, she was ed for reconnaissance duties with 82 Squadron in Africa. Destined to be a pilotless drone by Flight Refuelling Ltd, she was spared this fate tead went to the College of Aeronautics in Cranfield, for trials on Handley Page laminar flow wing designs. Transferred to the Air Historical in 1964, the aircraft appeared in two films—Operation Crossbow and The Guns of Navarrone, before being moved, at the request of 44 on, to RAF Waddington, where it was restored back to wartime standard, including nose and tail turrets. It was transferred to the Battle Of Memorial Flight in 1973. In 1975, a replacement mid-upper turret was found in Argentina and fitted to the aircraft. In 1995, the aircraft was ed to extend her flying life till 2065.

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Spitfire Vb AB910 is a genuine combat veteran, having escorted Atlantic convoys, flew escort during raids on the Scharnhorst and Gneisenau, and flew patrols over the Dieppe raid and the D-Day invasion.

Spitfire LF.IXe MK356 spent time as a gate guard before being restored to flying condition in 1992.

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Since the Flight’s aircraft are a world away from the Eurofighter Typhoons which its pilots fly on a daily basis, two DHC-1 Chipmunk trainers are used by the flight to train pilots in flying piston-engined, taildragger aircraft.

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LF363 was the last Hurricane to enter RAF service. She can be seen in the films Angels One Five, Reach for the Sky and The Battle of Britain.

The Spitfire PR XIX was the last Spitfire variant to remain in service with the RAF. PM631 did not see wartime service and served at the Temperature and Humidity Monitoring Flight at RAF Woodvale until July 1957, when she was transferred to the BBMF.

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Douglas Dakota ZA947 was built in Long Beach, California in March 1942. Initially used by the USAAF, she was then transferred to the Royal Canadian Air Force, where she remained in service until 1971. She was then taken on charge of the Royal Aircraft Establishment before being transferred to the BBMF in 1993. Initially used only as a trainer and support aircraft, she has been restored to wartime configuration, similar to paratroop-launching Dakotas during the D-Day invasion.

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AB910 in formation with MK356

Both BBMF ‘heavies’ performing a flypast.

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PS915 was in active RAF service until 1954, when she became a gate guard. Modified to take a Griffon 58 engine instead of its Griffon 66, in order to access the spares inventory left behind by the then-newly-retired Shackleton fleet, she flew again in 1987.

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When BBMF aircraft require a repaint, a new scheme is chosen to represent and honour particular aircraft and units. PA474 spent many years as ‘Phantom of the Ruhr’ a 121-mission Lancaster from 101 and 550 Squadrons. It is currently depicting ‘Leader’, a 460 Squadron, RAAF aircraft.

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MK356 is a Spitfire LF.IXe was fitted with a Merlin 66 engine optimised for low-level operations. It flew a number of ‘Rodeo’ sweeps over France in preparation for the D-Day landings. After a number of years as a gate guard it was recovered and refurbished in 1992, and is currently painted in the markings worn by 92 Squadron Spitfires in Tunisia in 1943.

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AIRLINERS

Text: Photos:

Mark Zerafa Javier Rodriguez

A holiday destination like Palma De Mallorca is likely to see a variety of airliners throughout their career stages. In this feature, we would like to pay homage to Lockheed’s final airliner— the L-1011 Tristar. Loved by crews and passengers alike, Palma has seen the airliner through all its stages, from a brand new airliner flown by major flag carriers, to charter operators and ACMI operators.

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LTU was a German leisure airline based in Dusseldorf, until it was acquired by Air Berlin in 2007. It operated no less than thirteen Tristars, ten L-1011-100s and five -500s between 1973 and 1996.

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British Airways operated no less than 32 different Tristars in most variants. A number would go on to serve with the Royal Air Force to be amongst the last Tristars still flying.

Trans World Airlines was one of the launch customers for the Tristar, ordering 33 L-1011s with an option for a further 11 in March 1968.

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Irish carrier Aer Lingus operated five early-model Tristars. This one was leased to Caledonian.

TAP Air Portugal operated ten Tristars, eight being 500 series and two being –385s

Amongst the last mainline carriers to operate the Tristar, BWIA had four Tristars which it used on long-range routes to Europe. They were still active in 2000, and were even repainted in the airline’s newer scheme.

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Swedish carrier Nordic East acquired three exCathay Pacific Tristars in 1995. They were utilised mainly for sub-charters for airlines like LTU. The airline ceased operations in 1998.

British Caledonian was a British private airline until it was taken over by British Airways in 1988.

Its Tristar 100s were then absorbed into the BA fleet.

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Yes Air was a Portughese airline, which leased Tristar CS-TMR from Air Luxor from 2000 till 2003. This Tristar was saved from the scrapman’s axe, and has been preserved in Kansas City.

Canadian carrier Air Transat was founded in 1986, primarily to serve the leisure market. It operated ten Tristars. C-FTNC was initially delivered to Eastern Airlines in 1973. It also flew for Air Canada and Egyptair. It was broken up in 2002.

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Air Atlanda Icelandic is a charter and ACMI airline, specialising in leasing aircraft on an ACMI and wet-lease basis to airlines needing extra capacity.

When most mainstream airlines were retiring their L-1011s, the Icelandic operator was quick to snap them up, leading to a variety of different colour schemes clearly showing the aircraft’s former operators.

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ATA Airlines, previously known as American Trans Air, was an American low-cost scheduled service airline and charter contractor. It had three L-1011-500s, the first of which was delivered in July 1998, replacing its DC-10-10 and –40s. The aircraft were mainly used on the Hawai route, but were also used for military charters.

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