Spotter Magazine Issue 26

ISSUE 26

CATALINA DOUGLAS DC-9 WACO BIPLANES WESTLAND WASP BUCCANEER XX900 BULGARIAN FROGFOOTS ITALIAN POLICE AVIATION ARMEE DE L’AIR MIRAGE 2000 MILITARY EXERCISES IN BULGARIA SCALE MODELING: FROG MARTIN BALTIMORE STAR WARS SPECIAL LIVERIES RUSSIANS IN MALTA

WELCOME I’m going to be honest. When I put together Issue 25, I thought it would be very difficult for Issue 26 to match the material we managed to put together for that special milestone issue. I am very happy to say, I was wrong.

I owe it to our worldwide team of contributors, who every issue surprise me with the most astounding material from all over the world.

From Mil Mi-171s in Antarctica to F-14s in Iran, to astounding air-to-airs with the legendary Saab Viggen, I think we’ve put together a beautiful celebration of our love for aircraft worldwide.

This will be the last issue of Spotter Magazine for 2020. Definitely a year to forget in aviation.

We definitely look forward to a better 2021 when air travel recovers and we can enjoy airshows again with a vengeance.

So may I take this opportunity to wish one and all the very best wishes from all the Spotter Magazine team for a joyous festive season and a great 2021.

MARK ZERAFA EDITOR EDITORIAL EDITOR:

MARK ZERAFA

ADVERTISING AND COMMERCIAL: EMAIL:

SPOTTERMAGMALTA@GMAIL.COM

SUBSCRIPTIONS: EMAIL:

SPOTTERMAGREADERS@GMAIL.COM

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

@SpotterMagMalta

@Spottermag Cover:

A well camouflaged Viggen at low level over the Swedish countryside. (Anders Nylen)

CONTENTS Stockingfiller

6

Italian Police Aviation

10

The Orange Mirages

18

Waco YMF-5C

32

Bulgarian Frogfoots

40

Remembering the Diesel Nine

46

Tracian Summer, Tracian Viper

52

The Wasp Returns

60

Argentina’s Antarctic Choppers

70

Feeling The Force

84

Russians in Malta

90

Viggen - Swedish Hammer

102

The Persian Cats

114

HMS Albion calls at Gibraltar

126

Saving Bratislava

132

Miss Pick Up

138

Suffolk Movements

148

Last Buccaneer Out

156

Frog’s Martin Baltimore

162

CREDITS ARTWORKS: RICHARD J. CARUANA CONTRIBUTORS: DAVIDE MASHERONI - LISA FARRIS - PATRICE DOCHAIN - JACK HOUSEHOLDER - SVETLAN SIMOV CLIFF IBELL - GERARDO ADRIAN GOMEZ—ANDREW IAN PRIES - VINCENZO PACE—ANTHONY F SEYCHELL ANDERS NYLEN - MIRCO BONATO - DAVID PARODY FILIP PUCHER - DAVID LEGG—JOHN DIBBS ANDRZEJ RAGUCKI - PIERRE ETIENNE LAGENFELD JOANNA STEBBINGS - DOUG MACDONALD TOM MCGHEE - BENN GEORGE - WILL LARMOUR KEN LISPCOMBE - PAUL PHILLIPS - STEVE LYNES CARMEL J. ATTARD

ARGENTINE AIR FORCE

COPYRIGHT NOTICE All photos and articles remain the intellectual and artistic property of the respective credited persons. All unauthorised reproduction, by any means, both printed and digital, is considered an infringement of this copyright and all remedies available by law will be taken against any infringements of such copyright.

STOCKING FILLERS

CLASSIC WINGS 2021 CALENDAR ANDERS NYLEN Swedish air-to-air supremo Anders Nylen is back with his annual Classic Wings Calendar.

Having worked as a photographer for both the Swedish Air Force and for manufacturer SAAB AB, Anders has had plenty of opportunities to amass a wealth of air-to-air photos, which he is now sharing with the aviation community.

Now in its 20th Edition, this calendar is rapidly becoming a collectible among aviation enthusiasts both in his native Sweden as well as all over the world, the calendar contains a superb collection of air-to-air photos, with a distinctive Swedish flavour, including such delights as the Viggen, Draken, Gripen, Tunnan, Lansen, Saab B1 7 , Saab Safir, Saab SK60, as well as other delights such as the G-91 and P-51 Mustang .

Photographer:

Anders Nylen

Dimensions:

300 x 195mm (folded) 300 x 390mm (open)

Price:

ÂŁ 30.00 (includes P&P to Europe)

Available from: a.nylen@hotmail.com

ISSUE 26

E.E. LIGHTNING CUFFLINKS ICARUS ORIGINALS The English Electric Lightning was the last all-British jet fighter. Famed for its speed and rate of climb, its achievements include being the only interceptor which managed to intercept both the Lockheed U2 and Concorde.

Responsible for both of these feats was Lightning F.3 serialled XR749, on both occasions flown by Flt. Lt. Mike Hale.

Originally preserved as a gate-guard at Teeside Airport (formerly RAF Middleton St. George), it was eventually disposed of by the airport, but was saved in 2004, and transported to Scotland to its new home restored to static display condition after a number of corrosion issues were addressed.

These exquisite cufflinks are crafted from aluminium alloy originating from the aircraft’s original tail fin.

Manufactured and hand-finished in the UK, these come in a high-quality hinged box, together with a certificate of authenticity.

Manufacturers:

Icarus Originals

Price:

ÂŁ 129.99

Available from:

www.icarusoriginals.com

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STOCKINGFILLER

E-BOOKS 9H PUBLISHING We all love our aviation books. Sometimes, our passion for aircraft started from a book we got as a gift as a child. And even now, as grown-up children, we still cannot have enough of them!

However, there are times when we would love to tuck into an aviation book, but we’re far away from home, in some waiting room whiling away the time, or on some never-ending journey. Well, that’s when an e-book comes handy.

9H Publishing have joined forces with some leading aviation authors to provide quality aviation books in electronic format. Although, they’re not paper books which we can feel on our fingers, these can be easily downloaded on your tablet to be enjoyed anywhere.

Greek photographer and author Ioannis Lekkas book ‘The End of the Film’ provides the whole history of 348 Mira, the Hellenic Air Force’s dedicated reconnaissance squadron, from its early days flying RT-33s and F-84s, till the squadron’s last days as Europe’s last RF-4 operator. Very well illustrated with some very unique footage.

Veteran aviation artist and historian Richard J. Caruana is celebrating his 50-year career with his ‘Fighting Colours’ series of books, with the first being dedicated to the Saab Viggen. The focus of this book is Richard’s world-class aircraft profiles, depicting a number of colour schemes worn by Viggens during their service life.

The latest release is another masterpiece from Ioannis Lekkas, celebrating 10 Years of the 2nd Attack Helicopter Battalion of the Hellenic Army, operators of the mighty AH-64DHA Apache helicopter. Once again, a beautifully illustrated tribute to a rather camera-shy subject.

Publisher:

9H Publishing

Pages:

124 Pages (The End of The Film) 40 Pages (Viggen) 92 Pages (Apache)

Price:

€ 9.95 (The End of the Film) € 5.95 (Viggen) € 6.95 (Apache)

Available from:

https://fliphtml5.com/bookcase/iccso

PIXAERO POSTERS FLYINGRAPHICS Because sometimes, wearing the T-Shirt is not enough, Flyingraphics have found a way to get aviation-themed fine art posters into our mancaves and living rooms!

From artworks to exceptional photography, their range of posters will surely look the part in any living space.

These all come unframed to facilitate package and postage.

Manufacturers:

Flyingraphics

Paper Quality:

250gsm

Size:

16.5” x 23.4” or 17” x 22”

Price:

£ 25.00

Available from:

www.flyingraphics.com

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BASE VISIT

Text: Photos:

Davide Mascheroni, Lisa Farris Davide Mascheroni

Police aviation in Italy dates back to 1959, when personnel from the Polizia di Stato started flying aboard helicopters operated by the Aeronautica Militare. It was only on January 1st, 1971 that the Italian state police formed its own dedicated aerial units. The first helicopter section was formed at Pratica di Mare, equipped with Agusta-Bell AB-47Js and three Partenavia P-64 Bravos. The service now boasts 11 different units covering the entire Italian territory, with a fleet of 80 aircraft and over 200 pilots. The Decimo Reparto Volo is based in Venice, adjacent to Marco Polo airport, with helicopters operating directly from the helipad outside the unit.

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Soon to be retired, PS-47 is the last A-109 still in service with the Italian Polizia di Stato

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The AB-206 Jet Ranger is used mainly for judicial work.

PS-47 out in the sun. The retractable undercarriage makes the A-109 particularly elegant and sleek.

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Around fifty people man this unit, with roles varying from pilots to technicians and other specialists, with the responsibility of covering a vast area comprising the regions of Veneto, Trentino-Alto Adige and Friuli Venezia Giulia.

In command is Comandante Capo Rossella Governa, who earned her wings at the 40th course for helicopter pilots at Pratica di Mare.

The unit is equipped with a Vulcanair (formerly Partenavia) P-68 Observer (serial PS-B05 sn 386/38), which is mainly used for traffic surveillance, large-area patrols and transportation of urgent medical materials.

With a considerable portion of the cockpit area being extensively glazed, visibility is excellent in most directions, and combined with its low operating costs, the P-68 is particularly useful for patrols. Although it can cary a maximum of six passengers, the usual crew component is comprised of two pilots and a mission specialist. With a total length of 9.4 metres and a wingspan of 12 metres, and a cruising speed of 160 knots, it has a mission endurance of over 10 hours.

Also based in Venice is an Agusta-Bell AB206B -3, used mainly for investigative duties, police escort duties and law enforcement in rural areas. Once again, the aircraft is manned by two pilots and a mission specialist. Maximum seating capacity is for five people, and the

aircraft has a maximum take off weight of 1,451 kg, a maximum speed of 122 knots and an endurance of around three and a half hours.

Also in Tessera’s hangar is the last Agusta A109 still in service with the Italian Police. Soon to be replaced by the more modern and more capable Leonardo AW-139, which promises greater payload. The A-109 is a twin-engined multi-role helicopter multiruolo powered by two Rolls-Royce 250-C20B turboshafts of 420shp each. With a typical crew of two pilots and a mission specialist, it can carry a maximum of eight persons. With a maximum take-off weight of three tonnes and a maximum speed of 154 knots, its main advantage is that it is equipped for IFR flying, thus being able to fly at night and in adverse weather.

It was therefore fitting that Spotter Magazine’s cameras were invited to take one last glimpse at the A-109 for one last time in Police markings before it would be retired, possibly scrapped or passed to other operators.

The aircraft in question, Agusta A109A Mk.II Hirundo serial MM80747 (PS-47) c/n 7196, was brought out of the hangar for the occasion.

Shortly afterwards, Jet Ranger PS-86 (c/n 8726) landed back and was also given our cameras’ attention once it had been refuelled.

Back in the hangar, AB-206B3 c/n8698 serial PS-67 was undergoing maintenance.

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Fast might not always be best. The Vulcanair P.68 Observer offers excellent visibility through its well-glazed cockpit and offers considerable mission endurance.

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MILITARY

Text: Photos: Colour Profiles:

Patrice Dochain Patrice Dochain Richard J. Caruana

The 2/5 Île-de-France Fighter Squadron is a French Air Force combat unit based at Orange Air Base 115. Equipped with Mirage 2000C / B, it ensures, thanks to the professionalism of its staff, the protection of French airspace 24 hours a day, 365 days a year. Call sign‌ 'Gusto!'

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The origins of the 2/5 Île-de-France fighter squadron go back to World War II. It was a decree signed by General de Gaulle on October 20, 1941, which created the "Air Marine" Fighter Group in England. The Free French Air Forces (FAFL) were thus born.

The first Free French Squadron was created in November 1941 at Turnhouse in Scotland under the name of "Squadron 340" in the Royal Air Force. It includes 2 squadrons (Paris and Versailles) equipped with different versions of the Spitfire. On June 6, 1944, French pilots in their Spitfires coated with invasion stripes painted on the wings - the notorious Invasion Stripes - took part in the air cover of D-Day. The successes obtained by this French squadron earned him many decorations and citations.

In May 1946, the group received Bell P-63 Kingcobra fighters and was incorporated into the 5th Fighter Squadron based in

Reghaia in North Africa. From July 1949 to January 1951, the hunting group resumed combat and participated in the Indochina War. The unit received the designation of Escadron de Chasse 2/5 Île-de-France and joined Air Base 115 in OrangeCaritat where it now operates on the De Havilland Vampire MK1 jet fighter.

From 1954 to 1966, the unit finally flew on a jet aircraft manufactured in blue white red. She passed successively on Mistral, Mystère II, Mystère IV then Super Mystère B2. 1966 saw the arrival of the first Mirage 3Cs. The unit used Marcel Dassault's Delta until 1975, when it received the Mirage F1. The history of EC 2/5 becomes very close to the other Orangebased squadron, the EC 2/5. The two units receive the same planes a few months apart and participate in the same foreign operations (OPEX).

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In 1989, the unit received its first Mirage 2000C-RDIs, and the unit is responsible for type conversion and operational conversion for all French Mirage 2000 pilots. In September 1992, the squadron became the first Air Force unit to be deployed to Saudi Arabia to enforce the overflight ban imposed on Iraq. Subsequently, it also participated in the war in Bosnia. In 1997, following the standardization of the fighter squadrons within the Air Force, the 2/5 received a third squadron, the "Vincennes" which it lost in 2008 to SPA 124 Squadron. " Jeanne D'Arc ". In May 2013, the historic “Paris” and “Versailles” squadrons were disbanded and replaced by the two Centenary Squadrons C46 “Trident” and SAP 84 “Renard”.

Several famous personalities came from the 2/5 Escadre de chasse, such as Jean-Louis Chrétien, the first French astronaut, and Caroline Aigle, the first French female fighter pilot.

The Mirage 2000C RDI fighter is a single-seat aircraft intended for air policing missions. Its Snecma M53-P2 jet allows it to reach Mach 2.2 at 15,000 meters altitude, with a rate of climb of up to 18,000m / min. The aircraft is equipped with an Doppler Radar (RDI) with Look Down / Shoot Down capability. The Mirage 2000C carries 2 DEFA 554 30mm cannons with 125 rounds each and has a fairly wide range of weapons such as R550 Magic II and Super 530D AAMs or even retarded or guided bombs. The 2/5 Fighter Squadron currently has 18 single-seat fighters.

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ISSUE 26 The two-seater Mirage 2000B is primarily for the initial training of trainee pilots and does not carry a gun. The squadron now has 8 Mirage 2000Bs at its disposal.

Squadron 2/5 has 3 squadrons, namely, the C46 "Trident" squadron, the SPA 84 "Fox Head" and SPA 124 "Joan of Arc" squadrons.

About 25 pilots serve eachsquadron. The pilots “patrol leaders” are all instructors. With several thousand flight hours, they are the ones who train the French Air Force's future Mirage 2000 pilots. The young fighter pilots assigned to the unit undergo training leading them to the qualification of patrol leader, ie leader of a 4-ship package. This progression takes place over about four years. About 20 fighter pilots for other Mirage 2000 units pass through Orange each year before continuing their training in their assigned Squadron.

The Squadron’s pilots and Mirage could not carry out their missions without the intervention of a team of expert mechanics. In Orange, the Mirage 2000s are operated by the personnel of the Aeronautical Technical Support Squadron ESAT 02.005 "Baronnies". Among these, 21 vector mechanics called "Pistards" take care of airframe maintenance and assist pilots on launch and recovery. The proper functioning of the Navigation and Armament Systems is ensured by avionics specialists 22 while the “Pétafs” or armourers 23 are responsible for maintaining the onboard and external ordnance in operational condition.

The pilots of the Île-de-France squadron train for the permanent air safety posture mission (PPS).

To do this, two Mirage 2000s are ready to take off in just a few

minutes to intercept any rogue aircraft.

Alongside this air policing mission, the squadron is also responsible for the basic training of future fighter pilots assigned to the Mirage. These trainees will then continue their mission-specific training - Air Air or Air Ground - at their home base. The squadron has several simulators to cover the different types of missions assigned to Mirage 2000 pilots: initial training, training in normal and emergency procedures, Flight Without Visibility, interception or strike missions.

To date, more than 500 pilots have been trained by the EC 2/5.

In addition to air policing and training missions, Fighter Squadron 2/5 is regularly engaged in External Operations in the Sahel as part of Operation Barkhane and plays the role of Red Air in exercises with different Air Force fighter units .

The end of career for Mirage 2000C is close. After more than 40 years of loyal service in the French Air Force, the aircraft is expected to be retired by 2023 and replaced by the Rafale.

The Mirage 2000B should experience a new life within the 3rd Fighter Squadron of Nancy-Ochey.

The BA 115 will have to be upgraded in order to be able to accommodate the Rafale from 2025. Indeed, the runway will be completely renovated while new, larger hangars, better suited to the Rafale will be built. Works are expected to last 24 months. The future of 2/5 Squadron is not yet known.

Will it be retired or will it live on?

Will other squadrons be reactivated? Only time will tell. Till then, the pilots, planes and mechanics of the 2/5 will continue to perform their jobs to the highest standards of the Armee de l’Air!

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To celebrate the Squadron’s 50th Anniversary, 5-OP received this special colour scheme, with black undersides adorned with the cross of the Free French Air Force.

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Mirage 2000-C, 16/5-OX, EC 2/5 'Ile de France', French Air Force

Mirage 2000-C, 22/5-ND, EC 01.005 'VendĂŠe', French Air Force

Mirage 2000-C, 92/330-AW, EC.330, 1995. CEAM emblem on other side of fin

Mirage 2000B, 5-OU, EC 02.005 'Ile de France', French Air Force

Mirage 2000C (RDI-5), 103/12-YN, EC1/12 'Cambresis', French Air Force

LIGHT AVIATION

Text: Photos:

Mark Zerafa Jack Householder

The original Waco F-series were designed in the 1930s, and were popular with private owners. Over 600 were built before production ended in 1942. However, in 1986, this classic design was redesigned with a longer and wider fuselage, larger rudder and other structural improvements, and placed into production as the YMF-5 by WACO Classic Aircraft at Lansing, Michigan.

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The aircraft is based on the original manufacturing plans which the original manufacturer had deposited with the Library of Congress. Although still built in the original hand-constructed methods, the design was modernised with much improved brakes and modern avionics. After building 100 newbuild YMF-5Cs, the company announced the YMF-5D, with a Jacobs R-755 radial engine producing 300hp, a new MT-Propeller a leather interior, and lightweight carbon fibre wheel fairings.

N148WA is a 2017 Waco YMF-5C, powered by a 300hp Jacobs radial, and is equipped with an IFR instrument panel and a smoke generation system.

Owned by Vintage Biplane Rides at St. Augustine, Florida, the aircraft is available for sightseeing flights like no other.

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GAIL F SNYDER

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MILITARY

Text: Photos:

Mark Zerafa Svetlan Simov

The Bulgarian Air Force received its first of 40 Su-25s in 1988. Following the end of the Cold War, the type survived the radical cull of a number of combat types. Nowadays, the 1st Ground Attack Squadron at Bezmer Air Base still operates 10 Su-25Ks and four Su -25UBK two-seaters.

The newly refurbished Su-25s are instantly recognisable for their digital camouflage.

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Bulgarian Su-25s have received little upgrades throughout their operational history until recently, when a tender for their upgrade was issued by the Bulgarian Ministry of Defence in August 2018. As a result, a US$ 49.2 million agreement was signed in 2019 with 558 Aircraft Repair Plant in Baranovichi, Belarus, and a batch of eight Frogfoots would receive the same upgrades as those flown by the Kazakh Air Force.

The first two aircraft, a single-seater (serial 246) and a two-seater (serial 002) were airlifted in disassembled state to Bezmer aboard an Il-76 on September 21st and 22nd.

Most notably, the already sturdy airframes were given an extended service life, allowing the Bulgarian Air Force to continue operating them till at least 2027, with a further 10 year service life being possible through another overhaul.

The newly-modernised aircraft are easily recognisable from their new digital camouflage.

Five more single seaters and a second two-seater are expected to be received at a rate of two monthly thereafter, although deliveries may be delayed due to the COVID pandemic.

There remains an option whereby the remaining Su25s might also receive a similar upgrade, possibly after evaluation of the other already overhauled aircraft.

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NOSTALGIA

Text: Photos:

Mark Zerafa Mark Zerafa

Together with the 737, the DC-9 was the mainstay of many airlines in the seventies and eighties. Eventually replaced by the modernized MD-80 series, and later the MD-90 series, which would face the ultimate humiliation of being redesignated the Boeing 717, the aircraft was ultimately killed by its manufacturer being little interested in marketing the type in competition to its other aircraft in the same segment. Known for their smokey engines, graceful shape and steep climbouts, the ‘Diesel Nines’ were a sight to behold, even though they were already past their heyday in my early spotting days.

Originally built for TWA and delivered on November 16th, 1966 as N1059T, DC-9-15 had a long career as a business jet after it was retired by the airline in 1980. It is seen here in Malta while operated by Pharmair Corporation, which flew it from 1994 till 2008. The aircraft then went to Africa, and ended its days in passenger configuration with East African Express, where it was apparently impounded in Lagos in June 2013.

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JAT operated 24 DC-9-32s from 1969 till 2005.

Tunisian carrier Tuninter leased this DC-9-30 from JAT to increase its Summer capacity

Italian carrier Meridiana operated a number of DC-9 variants, and would go on to be one of the last operators of the MD-80 series in Europe.

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Alitalia was a prolific DC-9 operator, eventually replacing them with MD-80 series aircraft.

Italian private carrier Eurofly leased two DC-9-32s from Alitalia

Adria was a Slovenian carrier with a long association with the DC-9 until they were replaced by Airbus A320 series aircraft.

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A handful of DC-9s also found their way into military hands. A total of 47 DC-9s would be used in American military service, with the US Air Force using its C-9A Nightingales to evacuate sick or wounded personnel, whereas the US Navy and US Marine Corps operating its C-9B Skytrain IIs in passenger configuration, with rearwards facing passenger seats. The USAF had three C-9As converted into VIP transports, these being redesignated VC-9Cs.

51

MILITARY NOSTALGIA EXERCISES

Text: Photos:

Svetlan Joe Cupido Simov Joe Cupido Svetlan Simov

In an otherwise eventless two important exercises Iwere Bul-or piloted over 100 different During my career as Summer, an Aviation Photojournalist flewheld in inand garia—’Tracian Summer ‘ involving principally transport assets, and ‘Tracian types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say Viper’ bringing together a number of fast jet assets.

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 .

Tracian Summer sees the arrival of three USAF C-130J Super Hercules with 120 personnel from Ramstein AFB at Krumovo AFB, for a joint exercise with the Bulgarian Air Force, involving the host’s C-27J Spartans, Mi-17s, AS-532 Cougars, Mi24s and MiG-29s as well as some anti-aircraft units. The focus is to train military transport units to operate in hostile environments, with formation flying, deployment of paratroops, cargo air-drops and rough-field operations, using the disused airfield of Chehnegirovo, former home of the Bulgarian MiG-23BN fleet.

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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 .

Tracian Viper saw the collaboration of fighter assets from Bulgaria, the USA,Greece, Romania and Canada.

Whereas the Americans deployed to the Bulgarian fighter base of Graf Ignatievo, the Hellenic Air Force operated from its home bases in Larissa and Araxos, whilst the Canadians operated from Mihail Kogalniceanu AB in Romania, as did their Romanian counterparts, flying both MiG21s and F-16s.

At Graf Ignatievo, six F-16 Block 40s from the 555th Fighter Squadron in Aviano arrived at Graf Ignatievo, giving a foretaste of things to come, with the Bulgarian Air Force heading to replace its MiG29s with new F-16s in the near future.

Four Aviano F-16s prolonged their stay in Bulgaria till end-October for further Air Policing training with the Bulgarian Air Force.

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With most activity taking place over the Black Sea region, the Bulgarian Air Force provided its L-39ZAs and even PC9M trainers as well as its MiG-29s for adversary training, allowing pilots to train at intercepting aircraft with different performance envelopes.

For the USAF, it was also an important experience on deploying aircraft and personnel to an unknown airfield and then mount combat sorties from this base.

In the course of the two-week exercise, both air-to-air and air-to-ground missions were mounted, with scenarios increasing in complexity every day.

One must not assume that any equipment of Easternblock origin would necessarily form part of the ‘Red Force.’ Since thet are now part of NATO-aligned forcs, the exercise provided further experience on how to integrate these assets within the NATO operational framework.

The logistics of deploying F-16s to Graf Ignatievo required the relocation of maintainers, security forces, logistics and fuelling staff. Additional staff was brought in from Ramstein to set up classified computer networks.

With each F-16 flying two sorties daily, the thirteen pilots were able to log four missions a week - a much higher tempo than they would back at their home base.

A number of mission profiles were flown, from air-toground, to combat SAR, but for the Americans, the highlight was the opportunity to go head-to-head in close visual-range dogfights with the MiG-29, and by their own admission, the fight didn’t always go their way. It is worth noting that in such circumstances, the Bulgarian MiG-29s were at a serious disadvantage due to their less modern sensor suites and the smoke generated by the aircraft’s engines, which easily gives the aircraft’s position away. Nonetheless, they gave a good account for themselves.

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NOSTALGIA

C-130J wearing commemorative D-Day Invasion Stripes

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A Ramstein-based C-130J performing a parachute cargo drop.

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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.

Bulgaria’s MiG-29As will soon be replaced by new-build F-16s.

The centerline fuel tank is an almost permanent fixture on early MiG-29s, due to the type’s limited internal fuel capacity.

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The L-39 is the Bulgarian Air Force’s jet trainer, with pilots first receiving instruction on the PC-9 before converting to the jet.

Few Western helicopters can compete with the Mi-17’s capability and ruggedness, and the type remains set to be one of the last Russian-built assets still lingering in service with NATO forces.

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NOSTALGIA HELICOPTERS

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 Cliff Joe Cupido Ibell they their material I was studying. I would think Photos: Joe Cupido Cliff Ibell 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.

The Westland During my career WaspasHistoric an Aviation FlightPhotojournalist is the Brainchild I flew of in and or piloted over 100 different Terry His from visionthe is Piper to bothJ3educate future genertypes Martin. of aircraft, Cub to McDonnell-Douglas KC10 Tanker. I can’t really say Well, the other thing the I tried toand dowomen as much asbuilt, possible ations and celebrate men who flew which aircraft I liked the best, they all had their place in aviation, but I do feel that the followwas to do what this everyone was doing,gas-turbinesorry but it and not maintained first else generation ing article and images might not be my best work, but was seemed At the I had30more flying time in the poweredboring. helicopter fortime almost years.

At the heart of the most important mission I think Ithe flew.

In so many it was a very basicXT787 flightone of a fighter type aircraft out on a normal McDonnell-Douglas F4 Westland than anyjust other fighter.

Then historic flight ways is Wasp HAS1 (Gday thiswhich idea came to get a flight of each the modtraining mission, but itme, was different and veryofspecial . at KAXT) Terry and his band of volunteers display els of theair F-4 together, those being; / D / E / RF and various shows and events acrossthe theC country.

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.

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61

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 theWestland units were on the west coast. I called eachtion of the The Wasp was developed from the airframes. The first preproduction Wasp nd th units; at Portland IAP, OR –Navy’s F-4C /re194 helicopters FIS at Saro 123rd P531 inFIS response to the Royal were first flown on 28th October th Fresno IAP, CA – F-4D / 196 TFS at March AFB, CA – quirement for a Medium range Anti submarine 1962 and following the Royal Navy’s order for 98 th F4E / 192nd TRS Reno IAP, NV (MATCH).

– RF-4C The and Saro the 35airframes TFW production started soon afterwards.

Torpedo-Carrying Helicopter George AFB, CA – F-4G. All came back with, “When P531 prototype first flew on 20th July 1958 and The and Royal Navy commenced Wasp flight trials where do you want us to send an aircraft.”

They all were carried out detailed evaluation flights with the with 700 NAS W Flt (IFTU) RNAS Culdrose bevery cooperative except the 35thdifferent TFW. Thelanding Directortween of Op- June 1963 and March 1964 and finally Royal Navy which included erations told me this, “There is NO reason to fly that for- the Wasp for small ship deployment latgear configurations. Finally settling upon the cleared mation, it serves no purpose.”

I disagreed, but I er hadthat no year. Based at RNAS Culdrose with 829 fully castering quadricycle landing gear (as they “G” model for the flight. gave superior deck handling characteristics) Naval Air Squadron the Wasp was deployed to and other navalised features (i.e folding tail boom and main rotors}, these test flights continued until the September of 1961 when the Royal Navy placed an order for two preproduc-

many ships flights including HMS Endurance based in the South Atlantic. The Westland Wasp has the honour of being the first helicopter anywhere in the world to score a confirmed kill

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against an enemy vessel. This event took place on 25th April 1982 during the Falklands War when Wasp from HMS Endurance and HMS Plymouth engaged the Argentinian submarine ARA Santa Fe causing irreparable damage and subsequent surrender after the crew abandoned the listing submarine alongside the jetty at King Edward point South Georgia. It is this battle honour that the Westland Wasp Historic Flight remembers with XT787 wearing the colour scheme of the Wasp from HMS Endurance that day.

The Wasp continued to serve with the Royal Navy until 1988 being replaced by the Lynx HAS1.

XT787 c/n F9669 was built as part of Royal Navy contract KK/N/93/CB25(a) at the Fairey division of Westland Helicopters Hayes on 10th January 1967 and made her first flight on 19th January 1967. In her Royal Navy career, XT787 (as '476') operated on frigates HMS Leander and HMS Rhyl as part of 829 NAS and also later with 703 Sqn (Portland).

After being retired in 1981, the Royal Navy's Wasp helicopters were reinstated into service during the Falklands campaign when RN Wasps were brought out of storage for deployment on Leander, Tribal and Rothesay class frigates which were too small to carry the Lynx

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 the flight.

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However, in October 1982, not long after the cessation of hostilities in the Falkland Islands, XT787 was struck off charge from the Royal Navy and, because of her excellent condition and low hours (679:40 total flying hours in RN) she was transferred to New Zealand where, until 1997, she served as part of the RNZAF but in service with RNZN as NZ3905.

On being withdrawn from RNZN service in March 2002, NZ3905 was sold back to Westlands and was subsequently bought by Kennet Aviation and registered as G-KAXT. With MoD approval, G-KAXT was again remarked as XT787, and repainted in the South Atlantic camouflage scheme of HMS Endurance’s Wasp XS527 which took part in the attack of the Santa Fe. XT787 was finally sold to Terry Martin, a former RAF Wing Commander in November 2012 with the Westland Wasp Historic Flight being formed soon after.

Although XT787 is the flying airframe with the WWHF the flight also has two other non flying airframes. Westland Scout AH1 XT633 which is used to train young people in aeronautical engineering at Bridgewater College and Westland Wasp HAS1 XT780 which is in storage.

Westland Wasp HAS.1. XT794. N0 829 Naval Air Squadron, HMS Herald Flight, Falklands, 1982.

Semi-gloss RAF Blue Grey (BS.381C-633) overall with white nose section and central cabin. Red crosses on sides, nose and two over white circles visible from below the aircraft/ Horizontal tail unit is white with a red cross. All lettering in white.

Note front cabin doors removed.

Westland Wasp HAS.1, XS527, No 829 Naval Air Squadron, HMS Endurance Flight, South Georgia, April 1982. Nord AS.12 missiles fitted. Attacked and damaged the submarine Santa Fe on 25 April, 1982.

RICHARD J. CARUANA

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Westland Scout AH1 XT633

XN332 was a Saunders-Roe P.531 prototype helicopter, which was developed into the Wasp and Scout helicopters. It is currentlt stored at the Fleet Air Arm Museum in Yeovilton, where it currently forms part of the Reserve Collection.

Westland Scout XT780 was recently donated to the WWHF.

MILITARY

Text: Photos:

Gerardo Adrian Gomez Gerardo Adrian Gomez

The Helicopters of the VII Air Brigade of the Argentine Air Force are a essential tool in the success of The Antarctic Summer Campaign or C.A.V. (its acronym in Spanish). They are entrusted with logistics supply, distribution of personnel and equipment, emergency evacuation and search and rescue in the different Argentine bases in the Antarctic sector. Since these aircraft were introduced to Antarctic tasks, they have generated a drastic change in these operations, either originating from Marambio Air Base or from the deck of the ships deployed by the Argentine Navy to complement the C.A.V.

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The Argentine Air Force has used a wide range of helicopters in the Antarctic sector over the years, such as the Bell UH1-D / H, Hughes 369HM, Sikorsky S61-R and Boeing Vertol 308 Chinook; to the current Bell 212, Bell 412 and Mil Mi-171E; which operate together with the Sikorsky UH3-H Sea Kings of the Argentine Navy.

In the Antarctic summer campaign, which lasts approximately three to four months, the crew and mechanics of the VII Air Brigade are working at full capacity. In the first few days, reconnaissance flights are carried out over each of the areas of operation. These are then followed by more routine operations. Crews are often rotated to avoid physical and mental exhaustion as these type of missions tend to be very stressful.

Using the window of opportunity of good weather in the Antarctic summer, weather conditions can nonetheless change quickly, making flying dangerous. Pilots and staff of the Special Operations Group (G.O.E) are highly trained to conduct their complex tasks in challenging conditions.

The C.A.V. is bound by a strong safety limits and regulations.

Crews start their training at the VII Air Brigade located in Moreno, Buenos Aires province, where personnel currently posted on assets being assigned to the Antarctic continent train in external cargo operations, crane operations and search and rescue (SAR), which is carried out in conjunction with the G.O.E. Training then continues at the Comandante Espora Base, where the eight-day Vertical Replenishment or VERTREP course takes place. After the theory part, crews are then briefed on submerged aircraft evacu-

ation procedures; which they then practice in a swimming pool with submerged cabin facilities. In the final part of the training, is done on the deck of an Argentine Navy ship. In addition, crews also use flight simulators to complement their training.

The "Glaciar" exercise is intended to train personnel from different Argentine Air Force units assigned to Antarctica. Crews are taken to a place with extreme conditions similar to those found in the Antarctic continent, so they can practice snow landing, crane operations, external cargo and S.A.R. Once deployed at Marambio, these missions will support scientific research carried out on the Antarctic bases.

The helicopters that currently used during the C.A.V are the Bell 212 and Bell 412 from 1 Squadron and the Mil Mi 171-E of the III squadron, all from the VII Moreno Air Brigade in Buenos Aires province.

Months prior to the operations in Antarctica, the personnel of Technical Group 7 begin to prepare the two units assigned to the Antarctic continent. The G.T.7 technical staff installs a float kit on both sides of the fuselage on the Bell 212, which are inspected at the Rio Cuarto Material Area, in Córdoba province. The VII Air Brigade survival room carries out maintenance and preparation of the survival equipment that the crews and the helicopter will use in case of emergency.

Once the aircraft and their corresponding equipment are ready, the transfer to Antarctica begins. The Bells are transported from the 1st Air Brigade in “El Palomar”, in Buenos Aires province, to the Marambio Base in the cargo hold of a C-130.

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ARGENTINE AIR FORCE

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75

NOSTALGIA Onceabout in the15 Antarctic continent, the aircraft After years of flying and working on my career I areestablished unloaded and transferred the in base had myself prettytowell the fighter commuhangar where the technical nity.

I was always thinkingpersonnel of new will ideas and looking at render them operational. other people’s work to get more ideas. I didn’t copy oth-

ers work, but late at night, in the shower, while driving to Mils or undertake the ferry themtheThestore just while lyingflight in bed thinking about how selves, leavingJoe from their base, on a long Text: Cupido they captured their material I was studying. I would think route to Ushuaia, where they make a techPhotos: Joe Cupido about and then plan out the complete mission months, nical stopover before receiving authorizaweeks, before flying,atorallkeep tion foror thedays crossing.

Supported times different ideas in mybyhead and when the time came used air and naval assets, the flight routesthem.

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different through the Drake Passage. During the jourtypes of aircraft, the Piper J3 Cub ney the Mi171-Efrom are escorted Ar- to McDonnell-Douglas KC10 Tanker. I can’t really say Well, the Mil other thing I tried tobydoanas much as possible gentine C-130 I Hercules, provides which aircraft liked the which 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 them with and navigational assistance and in- best work, but was the most important mission I think ing article images might not be my seemed boring. At the I had flight retransmission.

Thetime Chilean Air more Force flying time in the I flew.

In so many ways it was just very basicThen flightone of a fighter type aircraft out on a normal McDonnell-Douglas F4 than any other fighter. collaborates on this mission by renderinga its day this idea to it me, get a flight ofa each the modEduardo Freicame Montalva Base available asand training mission, but was different veryofspecial . for the Mi171s. those being; the C / D / E / RF and elsdiversion of the F-4 together, C.A.V. operations offer a big learning experiG models and there were units still operational in all the ence for crews, which they can apply Once theThis unitshad andNEVER personnel have arrived models. been done, or at the time I had throughout their careers as helicopter piat Marambio work the re- Then never seen aBase, photo of begins them on together. came the lots, including inter-service missions. Techsupply tasks to the different scientific bases. hard part, putting the flight together and making it hapReconnaissance flights are first carried out nical staff work tirelessly around the clock pen.

to assess any developments in each one. to keep the machines in optimal condition.

Bearing in mind the added complexity of of the the weather or mission to be First off was to figure out all the logisticsRegardless of getting Antarctic operations, not only the prevailing carried out, the personnel of the VII Air Briaircraft, finding a location to operate from, getting the meteorology but also the complexity of the gade and their helicopters will comply with aircraft to and from that location. Biggest issue was getmissions, briefings are performed before the order that was required, enforcing their ting approve from each of the units to support the miseach mission, pre-flight briefings are of the motto even at the end of the world "SEMPER sion, that being finding an operational F4 unit flying each utmost importance.

ET UBIQUE" (always and everywhere).

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.

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ARGENTINE AIR FORCE

Acknowledgements: General Secretary of the Argentine Air Force, Press Department of the Argentine Air Force, Public Relations of the VII Air Brigade and all the personnel of Squadrons I and III for their collaboration in this article.

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ARGENTINE AIR FORCE

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AIRLINERS

Text: Photos:

Mark Zerafa Andrew Ian Pries, Vincenzo Pace

With the resurgence of the Star Wars franchise, a number of airlines have adopted Star-Wars themed special schemes celebrating the return of a much-loved piece of pop culture.

As part of LATAM’s agreement with Disney to advertise ‘Star Wars: Galaxy’s Edge’ , Boring 777-300ER PT-MUA was given a special scheme reminiscent of an Imperial Stormtrooper. The aircraft was repainted at the Etihad Maintenance Centre at Abu Dhabi, UAE.

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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 .

VINCENZO PACE

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 getUnited Airlinesfrom had Boeing a Star Wars theme to proting approve each737-800 of theN36272 unitsalso to repainted supportonthe mismote ‘Star Wars : The Rise of Skywalker’.

To complete the experience, United Airlines has sion, that being finding an operational F4 unit flying each its latest inflight safetyThis demonstration on abecause Star Wars Itheme. of made the different models. was thevideo easyalso part 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.

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Names ‘The Falcon’, Virgin Atlantic’s Boeing 747-400 G-VLIP bore an artwork of the Millenium Falcon on its sides. Unfortunately short-lived, the aircraft has since been broken up in Spain.

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NOSTALGIA The ones that started it all. Japanese carrier ANA Boeing 777-300ER JA789A is one of three 777s repainted on the Star Wars theme, themed around the BB-8 droid.

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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NOSTALGIA

Text: Photos:

Anthony Joe Cupido F.Seychell Joe Cupido Anthony F. Seychell

This is amy photo album aircraft visitingI flew Maltainbetween andover 100 different During career as of anRussian Aviationcivil Photojournalist and or 2004 piloted 2005.

Back then, the Russian tourist market was booming, and Malta’s geographtypes of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say ical position made it an ideal stopover point for freighters flying in or out of Africa.

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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Antonov An-12 LZ-VEB from Vega Airlines.

This aircraft was originally delivered to Aeroflot in 1971. It is still active today as UPAN212 with ATMA

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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 .

Rossiya Ilyushin Il-62M RA-86466 operated some flights for Aeroflot during the Summer season.

LatCharter Yak-42 YL-LBU

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

Gazpromavia Yak-42 RA-42439

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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 .

Ilyushin Il-76 from the Russian Ministry for Emergency Situations came as a support aircraft for Su-30MK on its flight to Africa on a sales tour.

Libyan Air Force LAF110

Turkmenistan Il-76 EZ-F426

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Vega Air LZ-VEE

Kallat Elsaker Air An-12B ER-ADG

Aeronord An-12 ER-AXY

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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 Kolavia Tu-154 RA-85787 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 .

Atlant Soyuz Tu-154M RA-85736

Atlant Soyuz Tu-154M RA 85736

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Rossia Tupolev Tu-214 RA-64504 operating for Aeroflot.

RAF-Avia An-74 YL-RAF with a special artwork on the nose promoting Eurovision hopeful Angelika Agurbash

Polet An-124 RA-82010

97

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 Vaso Airlines Il-86 RA-86115This on Apron of the different models. was4the 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 RAF-Avia An-26 YL-RAD 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.

Antonov An-32 ZS-PDV of Air Million Cargo on Apron 8

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Cityline Hungary Antonov An-26 HA-TCN

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Heli Air Bulgaria Mil Mi-8 LZ-CAV operating for Malta Air Charter on the Malta-Gozo air link service.

Premium Air Shuttle Yak-40 5N-BOS

NOSTALGIA

Text: Photos: Colour Profiles:

Mark Zerafa Anders Nylen Richard J. Caruana

Despite being a small nation, Sweden boasts a strong engineering heritage, and is one of a few handful of nations in the world that is still capable of designing and producing combat aircraft. The Viggen was a fighter unlike any other, in that it was a multi-role aircraft capable of operating in the toughest of conditions whilst still packing a potent punch to any adversary which dared cross its path.

Swedish Air Force photographer Anders Nylen was kind enough to provide Spotter Magazine with a set of spectacular shots from the aircraft’s days in service.

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NOSTALGIA Development of a new fighter to replace the Lansen was initiated by Saab in 1952. The selected design was revolutionary for the time, a delta-wing with canard foreplanes. The first Viggen flew on February 8th, 1967 and entered service on June 21st, 1971.

Whereas most combat aircraft at the time were speText: cialised in onlyJoe a Cupido single role, the Viggen airframe Photos: Joe Cupido was designed from the outset as a strike fighter (AJ37), aerial reconnaissance (SF-37), maritime patrol (SH-37), two-seat and, later, an all- I flew in and or piloted over 100 different During amy careertrainer as an(SK-37) Aviation Photojournalist weather TheCub aircraft was types offighter-interceptor aircraft, from the(JA-37).

Piper J3 to McDonnell-Douglas KC10 Tanker. I can’t really say also revolutionary in that it was part of an integrated which aircraft I liked the best, they all had their place in aviation, but I do feel that the followweapon system, and as per Swedish combat ideoloing article and images might not be my best work, but was the most important mission I think gy, was able to land on short, improvised runways, I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal and was easy to repair and maintain. The aerodytraining mission, but it was different and very special . namic setup was indeed radical. The aircraft featured a low-set double delta wing, with small, high-set canard foreplanes equipped with large trailing flaps, as means to achieve STOL performance whilst allowing Mach-2 performance at high altitude, low propensity to turbulence at low level for the strike versions, and efficient lift for longer range. The engine, a derivative of the civilian Pratt & Whitney JT-8D, redesigned and licence-built by Volvo and fitted with an afterburner with a fully variable nozzle, and a thrust reverser to allow short landing runs. The main landing gear consisted of two single-wheel bogies, placed inline, rather than across. This allowed the aircraft to operate from road surfaces, whilst allowing the undercarriage to nonetheless be stowed inside the wing.

Each of the seven prototypes built were for different variants, and in 1967, after evaluating the type, the Swedish Government concluded that the Viggen would be cheaper yet superior to the dominant warplane of the time, the F-4 Phantom. Interestingly, the trainer version features two separate stepped up cockpits.

In 1972, with the strike versions in service, the Swedish Government authorised the development of the airframe into the JA-37 fighter-interceptor, which was first flown in 1977. Operational trials were completed by 1979 and the type entered service in 1980.

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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 .

It was initially envisaged that the Viggen would be the sole combat front-line type for the Swedish Air Force, however this would not be, and 329 were built before production ceased in 1990. In May 1991, with advancements in avionics, 11 AJ37, SF37 and SH37 VIggens were upgraded to a multi-role variant, designated the AJS-37. Using technology being developed for the JAS-39 Gripen, the upgraded Viggens could fire the AIM-120 AMRAAM missile.

The first upgraded aircraft flew in June 1996.

The only area where the Viggen disappointed was in export sales, although this might have more to do with politics than the merits of the aircraft itself. In 1978, the United States blocked a major sale to India on account of its American engine and other avionics of American origin.

With the advent of the JAS-39 Gripen, which completed the evolution of a single airframe with multi -role capability, the Viggen started to be retired from Swedish Air Force service. On November 25th, 2005, the last front-line Viggens were stood down.

However, a handful remained operational for electronic warfare training until 2007.

Although never tested in combat, the Viggen was a very successful airplane, even managing to achieve radar locks on elusive SR-71s transiting through international airspace on their return leg after ‘Baltic Express’ missions to the North of Russia. However, according to recently declassified documents, in 1987, four Viggens on a training mission were diverted to escort an SR-71 which had suffered an engine failure, as it crossed Swedish airspace seeking shelter in a NATO country.

Nowadays, two Viggens remain in airworthy condition. AJS-37 (c/n 37098) first flew again in 2012, and an SK-37 two-seater which made its first post -restoration flight in 2018. Operated by the Swedish Air Force Historic Flight, the single-seater is presented in bare-metal finish similar to that of the first aircraft delivered, whereas the two-seater wears the characteristic four-colour camouflage unique to Viggens in the 1970s.

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SAAB SK 37 Viggen, 37808, 15-62, currently preserved at the Musée de l’Air et de l’Espace at Le Bourget, Paris

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SAAB JA37 Viggen, 37411, 16-11, Flygflottilji F16, In official colours of the official Flygvapnet Viggen display aircraft, June 2000. Mörkgrå 033 (FS.36251) with dark grey bands over the upper surfaces and Grå 032 (FS.36463) undersides. Dayglo triangle and ’11’ on fin, the latter repeated in black on mainwheel undercarriage doors. ’16’ on nose in black, serial in yellow. Dark grey badge of 3.FU-komp/F16 badge on rear fuselage, repeated below the wings. Badge of 3.div/F16 in light grey just ahead of fuselage airbrakes. Standard reduced size national markings on nose and above wings, black only below the wings

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The past and present of the Swedish Air Force. A front-line Gripen formates with part of the collection of the Swedish Air Force Historic Flight - Saab Tunnan, Saab 105, Draken and Viggem.

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First in a series of books celebrating the career of leading aviation illustrator and historian Richard J Caruana, this 32-page book is available for download on our Online Bookshop.

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MILITARY

Text: Photos: Colour Profiles:

Mark Zerafa Mirco Bonato Richard J. Caruana

Unlike its USAF counterpart, the F-15 Eagle, the Grumman F-14 Tomcat was not particularly successful in the export market. Unlike the F-15, it was designed as a fleet defence interceptor, with a very powerful radar mated to long-range AIM54 Phoenix AAMs. Despite being hampered by lack of spares and support, the Iranian Tomcats proved their worth in the Irani-Iraq war, largely through the determination of its crews and the ingenuity of Iranian maintainers.

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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 F-14 was first flown on December 21st, 1970, and was first deployed aboard the USS Enterprise in 1974. Intended to replace the F-4 Phantom as the US Navy’s primary air superiority fighter, fleet defence interceptor and tactical reconnaissance platform. A large aircraft with variable-geometry wings, it was designed to carry the AWG-9 radar coupled to AIM-54 Phoenix missiles with an internal fuel load of 7,300kg.

In the seventies, the Iranian Air Force had already been subject to a large modernisation drive, flying large number of F-4 Phantoms, however these were incapable of intercepting Russian MiG-25Rs performing reconnaissance flights over Iran . A

more capable interceptor was needed. Furthermore, this interceptor needed to have a powerful radar, to compensate for a number of ‘blind spots’ in ground radar coverage in Iran’s mountainous regions bordering the USSR. At the time, Grumman was desperate to find an export customer to help amortise the development costs of the complex fighter. Thus, Iran placed an order for 80 Tomcats and 714 Phoenix missiles, together with spares and replacement engines and support infrastructure.

Deliveries commenced in January 1976. Iranian F14s differed from American F-14As mainly in having some classified avionics removed.

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With the overthrow of the Shah in 1979, the air force was renamed the Islamic Republic of Iran Air Force, and all deliveries of Western arms were halted. By then, 79 F-14As had been delivered, and the final one was eventually taken up by the US Navy. The aircraft quickly started to earn their keep, as the war with Iraq erupted barely a year later.

Intent on protecting these precious and irreplaceable assets, the Iranians initially kept their F-14s out of harm’s way, using them as mini-AWACs, using their superior radar to direct other fighters into combat. Indeed, their very presence was at times sufficient to intimidate the Iraqis from pursuing

their attacks. At least 160 Iraqi aircraft fell to Iran’s F-14s, including nine MiG-25s, five Tu-22s, 58 MiG23s, 33 Mirage F-1s, 23 MiG-21s. 23 Su-20s, two MiG-27s and even a handful of helicopters. Major Jalil Zandi was the most successful of F-14 aces, scoring 11 air-to-air kills in the Tomcat.

This came at a cost, as a number of Tomcats were lost in the war, not only to Iraqi fire, but at least one was lost to the notorious engine stall tendencies of the TF-30 turbofans fitted to early-model F14s. Lack of parts brought about by the practically non-existent diplomatic ties between the USA and Iran rendered the supply of spares to be a difficult

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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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affair, and indeed, when the US Navy retired its F-14s, most aircraft and spares stocks were destroyed for fear that they would somehow find their way into Iran’s F-14 fleet. On August 31st, 1986, an Iranian F-14A defected to Iraq, complete with at least one Phoenix missile. Sources indicate that the Iraqis may have used this aircraft as a bargaining chip to obtain military aid from Russia, in exchange for the opportunity to examine the aircraft and its armament. Some sources suggest that US Special Forces were deployed secretly deep inside Iraqi territory to destroy the aircraft. However, the Russians found an easier way. As relations between Iran and Russia improved, reports have surfaced that both the F-14 and F-4s were made available for inspection to Russian experts.

When originally delivered, the more traditional AAMs in the US arsenal, namely the short-range AIM-9 Sidewinder and medium-range AIM-7 Sparrow missiles had not yet been integrated into the F-14, but Iranian technicians managed to adapt the aircraft to carry earlier-specification Sparrows and Sidewinders as used in the nation’s Phantoms.

By 1984, it was estimated that only about 15 F-14s were still airworthy, and this was achieved by cannibalising the remaining fleet for spares. As a result of negotiations to free American hostages held in Lebanon by an Iran-backed militant group, President Ronald Raegan agreed to transfer to Tehran of some badlyneeded military equipment, including Phoenix missiles and bomb racks. These bomb racks were then fitted to the F-14s, allowing them to undertake the groundattack role, well before the US Navy would do similar upgrades to its own fleet. By 1988, it was estimated that 34 Tomcats were flying in Iran. However only two had functioning radars, and the Phoenix missiles had been exhausted.

Iranian industry has been working hard to maintain the F-14s flying, and indeed, with the advent of new technologies such as 3D printing, a number of Tomcats have been pulled out of storage and returned to service. A number of indigenously-developed systems have replaced the originals, with even the AIM-54 missiles being replaced with the Fakour 90 missile, which has an even longer range and features improved sensors and electronic warfare counter-measures. This missile bears an uncanny external resemblance to the AIM-54.

The quest for spares knew no bounds, and in March 1998, Iranian–born Parviz Lavi was arrested and imprisoned for attempting to buy spare parts for TF-30 en/ gines and trying to ship them to Iran via the Netherlands. More arrests followed / as an entire smuggling network was uncovered.

Iranian Tomcats continue to serve, through ingenuity, reverse-engineering, local upgrades, and any other means, making them amongst the most powerful air assets in the region, ultimately giving the Tomcat the recognition it deserves as a versatile and rugged warplane. With no replacement in sight for the foreseeable future, it will continue to grace Iran’s skies for a long time.

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Iranian F-14s have worn at least three different colour schemes during their service lives to date. These are the earlier colours they have worn.

F-14A Tomcat, 160339/3-6041, IRIAF, TFB-8 (Khatami), 2003. Light Grey FS.36622 overall with Blue-Gray FS.35450 wavy band camouflage; all lettering in black. National markings on air intakes, above port and below starboard wings

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As originally delivered, Iranian F-14s wore this attractive three-tone desert camouflage. Whilst on delivery, the Iranian markings were covered by USAF markings, which could be washed away upon arrival.

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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

NOSTALGIA HELICOPTERS

Text: Text: Photos: Photos:

Joe David Cupido Parody Joe David Cupido Parody

HMS Albion, HMS Dragon RFA Lyme Bay called into Gibraltar foror a piloted over 100 different During my career as an and Aviation Photojournalist I flew in and brief stop on their three month deployment to the Mediterranean. types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say While deployed the ships will test the new concepts of the Littoral which I likedreplaces the best,the they alllong-standing had their place in aviation, but I do feel that the followStrikeaircraft Group (which UK’s Amphibious Task ing article images might Commando not be my Force best work, the most Group) andand shape the Future (FCF) but – thewas evolution of important mission I think the Royal Marines into a hi-tech raiding and strike force – both of which I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal are at the heart of the transformation of the Royal Navy. training mission, but it was different and very special .

In addition to the ships, the Future Commando Force will be represented by elements from the specialist raiding units of 47 Commando, Marines of 42 and 40 Commando based in Plymouth and Taunton, and the intelligence experts of 30 Commando Information Exploitation Group (Plymouth), and Wildcat helicopters from the Commando Helicopter Force at RNAS Yeovilton.

The task group will also support NATO’s Mediterranean security operation Sea Guardian and conduct exercises in Cyprus – Olympus Warrior and Autonomous Advance Force 3, a test of cutting-

edge kit and how it can be exploited by commandos to deal with the very latest of threats.

Activity in the Black Sea will include a series of training exercises and port visits to demonstrate the UK’s support for regional security and freedom of movement in Black Sea waters.

Whilst in Gibraltar the Commandos took advantage to practice their abseiling and fast rope skills off the Army AH1 Wildcat helicopters, night raiding and carrying underslung loads.

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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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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.

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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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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:

FilipCupido Joe Pucher Joe Cupido Filip Pucher

This is the of how specialist, a businessman,I flew in and or piloted over 100 different During mystory career as an an ITAviation Photojournalist a cook and a student acquired and disassembled an types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say airliner, while most of us would be happy with 1:400 which aircraft the of best, they all got hadtheir theirown place in aviation, but I do feel that the followHerpa ones.

ButI liked the team airliners.sk ing article Fokker 100. 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 .

A photo of OE-IJV while still in service with Austrian Airlines, taken from the terrace of Vienna International Airport.

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MARK ZERAFA

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It all started at a press conference arranged by the Minister of Transport in Bratislava, we noticed a Fokker 100 aircraft laying down on the apron. Our chairman asked if the aircraft was going to be scrapped, but it transpired that someone is planning to display the Fokker 100 as an attraction somewhere in Liptov, a region in the North Slovakia. The next question was inevitable. I was urged to ask if ATB would kindly spare another aircraft? The immediate plan would be to transport the airliner to the aviation museum in Slavnica (LZDB). Crazy? Definitely!

But worth a try! So, I casually turned to the CFO of ATB and popped the question: “Would you have one aircraft for us too?”

“Are you sure?,” he answered.

“Of course”, I said.

“Ok, there's one that can be yours. It is the OELVJ named Bratislava.”

In the following days, I was so excited that I could barely asleep. A plan was forming. We involved all people from our club for a brainstorming session. We had an opportunity to rescue an airliner from being scrapped and place it into an aviation museum! But reality was also setting in. I was an IT guy, with only a basic knowledge of aircraft recognition which I acquired as a spotter and a PPL(A) holder. The rest of the team were no better.

The last 10 days before the aircraft was transported to the Museum were like living in hell, in all sense of the words. It was 35 degrees outside and it must have been about 50C on the tarmac at the airport.

We teamed-up as three individuals every day, and started to dismantle the aircraft day-by-day.

Fortunately, guys from ATB had already dismantled the rudder. But the tail section was a nightmare. We had to cut through the skin without knowing what was inside the tail. It took us two days to get the tail off. The Right wing was next.

We had to cut nuts and bolts that could not be loosened. The inside of the wing could only be reached through the cargo area after climbing through a miniature hole into the center of the wings called the Torsion Box. This had to be done wearing a gas mask to avoid the risk of be-

ing poisoned by kerosene fumes. Of course, Fokker never anticipated such an intervention, so the manual does not cover the removal of the wings, as it is not even a D-check requirement!

By the trial and error, we managed to separate the right wing only a day before the day scheduled for the move. The time was 18:15!

Comforted by the knowledge that we had done it before, we planned to remove the left wing on the day. The inside bolts had already been undone, so all that needed to be done was to remove the external bolts covered by the aerodynamic fairings at the bottom. Well, at least, that was the plan.

It turned out our plan did not work. After removing 199 out of 200 bolts, the wing still held together! Fokker must have really gone home with the sealing compound that held the wing for the past 29 years. We ended trying to use more convincing methods using the crane. It was now 18:00 and the wing was still holding on. One last attempt was made, this time pulling the wing forwards and backwards instead of up and down… and six minutes later, the left wing was off!

The low-loader transport was already there and the aircraft parts were ready to be loaded. The fuselage was lifted on the trailer, as were the wings, tail, rudder, elevator, and engine nacelles.

Time for a quick shower before the road convoy.

At 22:00, four trailers, with a police escort, made their move towards Slavnica airport. The drive took us over two hours. On arrival, we indulged ourselves with a quick pint before going to sleep.

The next day was going to be a challenge.

At 08:00, we started unloading the aircraft with the assistance of the cranes. The task was finished around 13:00. Now for the interesting part.

We had to put a Fokker-100 lego set together again. Alliance Airlines have been particularly helpful too.. The liaison officer at ATB called asking when we wanted to pick up the rest of the aircraft. There were some furnishing pieces available for us, such as galley, class dividers, closet, etc. All these are little in comparison, but very important things to allow us to display a complete aircraft.

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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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ATB also prepared for us chassis legs without which the Fokker would have to be placed on its belly. So we hired the longest Renault Master van they had in the store and loaded it with everything that would fit in it.

Thankfully, we found a place for everything. Additionally, the windshield and cockpit windows were tailor made at a glazier's as a temporary measure, to stop the rain flooding the flight deck.

At the moment, the flight deck is half-complete. We are currently wintering the Fokker, as we still do not have its tail mounted and the outside temperatures are dropping. We plan to continue in

spring. Some cabin furnishings are still missing, such as sidewalls, ceiling panels, overhead bins and seats. But having come this far, I am sure that we’ll figure something out, and that the aircraft will be available for the public to view soon.

Airliners.sk is still collecting funds to cover the remaining expenses required to bring OE-LVJ back to display condition. Of the â‚Ź15,000 needed, over â‚Ź 12,000 have already been collected. For more information on the project please visit:

http://www.airliners.sk/en/f100/

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Text: Photos: Text: Photos:

Joe Cupido Joe Cupido David Legg as credited

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 Operational onI liked the airshow which aircraft the best, circuit they all had their place in aviation, but I do feel that the followsince 2004, the shareholder-operated ing article and images might not be my best work, but was the most important mission I think Catalina G-PBYA Miss Pick Up has beIcome flew. aInvery so many ways it‘regular’ was justata very basic flight of a fighter type aircraft out on a normal well-known training mission, butEurope, it was different displays throughout ranging and very special . far and wide from Iceland to Turkey, Norway to Russia and numerous countries in between. One of around fourteen or fifteen airworthy Catalinas worldwide, Miss Pick Up is the only example regularly flown in Europe.

This is her story.

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PIERRE ETIENNE LANGENFELD

The Catalinas touch-down speed on water is 72 knots.

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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 .

Don’t let her distinctive white WWII-era United States Army Air Force (USAAF) colours fool you – her pedigree is Canadian. The Royal Canadian Air Force (RCAF) operated Catalinas during and after WWII, most of them amphibians. The majority were built in Canada and one of them, construction number CV-483 built by Canadian Vickers Ltd at Cartierville, Montreal became serial number 11005. Not unusually for the RCAF, the type was given its own Canadian name. Thus all ‘Catalinas’ built on Canadian contracts for service in the RCAF were known as Cansos or, in the case of the amphibian version, Canso As. After completion, 11005 was taken on charge by Western Air Command on 27th October 1943 and within a few weeks was operational on maritime patrol flights with 9 (BR) Squadron at Bella Bella on British Columbia’s western coast. After nine months she was transferred to 7 (BR) Squad-

ron based further to the north at Alliford Bay, Graham Island. When that squadron disbanded in July 1945, 11005 went into storage at Moose Jaw, Saskatchewan, a Province she would become familiar with again later in her career.

She remained in ‘stored reserve’ until, in September 1948 she was issued to 1 Supply Depot for conversion to freighter configuration, losing her bow turret and rear hull ‘blister’ turrets in the process.

Now formally known as a Canso 2F, she was allotted to North West Air Command’s 123 Squadron at Edmonton, Alberta in March 1949, later flying with NWAC’s “K” Flight. Subsequently, she flew with 413 S (T) and 408 (P) Squadrons on mapping, photographic and survey support flights in the Canadian north until, at the end of 1952, she was posted to Sea Island, Vancouver for use by 123 RU and, later, 121 C&R Flight.

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NIALL PATERSON Landing on Loch Ness on 16th October 2020, the day before the starboard engine failure.

It stayed with the latter unit through various designation changes, and a short spell in 1953 with the Flying Boat Conversion School at Patricia Bay, Vancouver Island. Then, in January 1959, she was placed into storage under the care of RCAF Lincoln Park, Alberta at the Vulcan storage site, also in Slberta. She was eventually struck off RCAF charge on 25th May 1961. Thus ended the first stage of her flying life.

The next stage was to see her flying in the forestry protection role, mainly in Canada and France but with a spell in Chile also. Initially acquired from the Crown Assets Disposal Corporation (CADC) by Frontier Air Transport Co, it soon passed on to Canspec Air Transport Ltd by which time it had become CF-NJF on the Canadian register. It passed to Kenting Aircraft Ltd of Toronto around 1963 and was converted to a waterbomber. In

addition to operating within Canada, CF-NJF flew two seasons fighting forest fires in the south of France whilst leased to the French Government organisation Protection Civile. She carried the registration F-ZBAY for the 1966 season and FZBBD in 1968 and was known by her callsign Pelican Bleu. She then spent two seasons with Kenting in Chile between October 1968 and the Spring of 1970 and further periods fighting fires in Canada before being sold to North Canada Air/ Norcanair of Prince Albert, Saskatchewan in April 1974 and then to the Province of Saskatchewan in June 1980 when the government took on the forestry protection role. CF-NJF would remain with the Province’s Department of North Saskatchewan until retired from active duty in 1997. By this time her registration had been changed slightly to C-FNJF

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JOHN DIBBS

DAVID LEGG

For a while, the former-Canso was stored footing with a group of owners who could NOSTALGIA at St Thomas, Ontario until, in the late share responsibilities – and the pleasure 1990s, she was ferried to Nanaimo on of flying her!

Vancouver Island. The plan was that her In November 2004, the Catalina was new Malaysian owner, YTL Charters, placed on the UK register as G-PBYA and, would have her modified for tourist flights in order to offer a distinctive and relevant in Zimbabwe. The conversion work which colour scheme to the airshow public, the involved internal seating, the installation decision was taken to repaint her to repText: Joe Cupido of a rear airstair and large one-piece Photos: Perspex Joe Cupido on the rear hull resent an OA-10A Catalina operated by the smoked blisters USAAF’s 5th Emergency Rescue Squadron with much smaller versions further forfrom Halesworth in Suffolk during 1945. ward, was virtually complete when the The aircraftIchosen numberover 44 100 different During pulled my career as an Aviation flew inwas andserial or piloted backers the plug because of Photojournalist the -33915, known as Miss Pick Up. Not only uncertain Zimbabwe. types of political aircraft,situation from theinPiper J3 Cub to McDonnell-Douglas KC10 Tanker.

I can’t really say is Halesworth a short flying distance from C-FNJF, and sister her aircraft C-FNJB, which aircraft I liked the best, they all had their place in loss aviation, butoriginal I do feel Duxford but the of the air-that the followremained stored at Nanaimo with an uncraft to the guns of a Luftwaffe Me 262 jetmission I think ing article andbefore images might notatbethe my best work, but was the most important certain future them and whilst crippled with engine failure on the I flew.of In many ways it was just a very basic flight of a fighter type aircraft out on a normal mercy theso elements.

North Sea at the end of March 1945 is rectraining mission, butLtd it was andorded very special .

Enter Catalina Aircraft and different Plane Sailon the glass panel memorial at the ing Air Displays Ltd! The latter company entrance to our Duxford base’s American had operated a former-US Navy Catalina Air Force Museum. Luckily, the crew in Europe between 1985 and 1998 but, fol- were eventually rescued and taken by lowing a water landing accident that had lifeboat back to the Suffolk coast. These damaged the flying boat beyond repair, ‘local’ connections seemed to confirm that was looking to acquire another example painting G-PBYA as Miss Pick Up was apand fly it as the focal point of a new busi- propriate, later confirmed when we disness model. C-FNJB and C-FNJF were covered wartime photographs of the orig‘discovered’ and the latter was chosen as inal Miss’ taken on a visit to Duxford!

Miss Pick Up carries out a to the better of the pair and acquired in AuSince 2004, the Catalina has appeared at gust 2002. Work commenced to complete go landing on the lake at Bis several hundred air shows throughout the abandoned conversion work and get it rosse, south-west France Europe. She has also taken part in the signed off by Transport Canada before the flypast over London to commemorate the long ferry flight to the UK and Plane Sail70th anniversary of the Battle of the Atlaning’s base at the Imperial War Museum’s tic in May 2013 and, later that year, carried Duxford airfield in Cambridgeshire. The out a round-Britain flight dubbed Project flight was accomplished during March Hawker to mark the similar attempt one2004 and C-FNJF was soon earning her hundred years before by famous aviator keep in a busy airshow season during Harry Hawker. In July 2015, G-PBYA was which fans were delighted to see a UKchartered by Worksop College to fly a based ‘Catalina’ once more. party of students all the way to Constable The new business model involved owner- Point in eastern Greenland and back for ship of the aircraft by shareholders, col- an outward-bound expedition.

A long lectively known as Catalina Aircraft Ltd, time in the planning, this unusual trip was and this firm is the registered owner of accomplished without a hitch. the Catalina, all operational matters such In common with other vintage aircraft opas maintenance and display bookings and erators and airshow performers, 2020 has contracts being managed by Plane Sailing been a bad year with virtually no income Air Displays Ltd. This new way of working from our main source – air displays! It ensured that, going forward, the Catalina was with great excitement then that at the could be operated on a sound financial end of the summer we were offered two

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ouch and scar-

ANDRZEJ RAGUCKI Taken at Pardubice, Czech Republic in May 2016, this photo recreates the fateful meeting of the original Miss Pick Up and the Me 262 that sank her in March 1945.

The author prepares to take up position to hook the mooring line as the pilots Derek Head and Paul Warren Wilson approach the buoy on Lake Niegocin, GiĹźycko in Poland, August 2018.

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separate filming contracts, one for a US series and the other for a UK programme. The first was filmed at RAF Halton in Buckinghamshire during mid-October and was immediately followed by a trip to Inverness in Scotland for filming on Loch Ness. All this work went exactly to plan and was a most enjoyable and interesting experience for the crew members involved.

Then – disaster! In a curious twist of fate, we were faced with a repeat of the original Miss Pick Up incident on the North Sea - fortunately without the marauding Me 262!

At the very end of filming on Loch Ness on 17th October, the Catalina’s engines were shut down so that the on-board camera crew could disembark into a motor-boat. After this the port engine started as expected but the starboard Pratt & Whitney refused to play ball and would not start. It subsequently transpired that with most unfortunate timing a component in the starboard engine had sheared, thus preventing the starter motor from doing its job. This left the Catalina and its crew of Paul Warren Wilson, Derek Head and the author in the worst position a flying boat can find itself in – adrift on a body of water at the mercy of the wind with insufficient power to take off or effectively manoeuvre and no obvious haven in the form of a slipway or beach upon which to secure it. Oh, and with the lateafternoon autumn darkness not far off! Eventually, in a repeat of the 1945 Miss Pick Up incident, we were rescued by the Loch Ness RNLI launch and towed to the rela-

tive safety of a buoy in Urquhart Bay where the Catalina was moored in the dark, made safe and the crew taken ashore. Unfortunately, before the RNLI became involved, another boat tried to help and in doing so, badly damaged one of our precious rear-hull blisters.

The current situation is that as at early-November Miss Pick Up is parked on a small quay on the shore of Urquhart Bay, having been successfully hoisted there by a massive crane operated by Stoddart Crane Hire of Inverness.

Literally Miss Pick-ed Up! The failed starboard engine has been removed and our zero-time spare engine is ready to be put in its place - indeed, by the time this is read, the ‘swap’ should have been accomplished. After engine testing and temporary repairs to the damaged blister, the Catalina will be lowered back onto the loch and in due course will be flown to Inverness airport before continuing to Duxford.

Needless to say, the engine failure, recovery operation and repairs will cost a huge sum. Crane hire alone involves thousands of pounds expenditure! All of us at Catalina Aircraft Ltd/Plane Sailing Air Displays Ltd have been hugely encouraged by the assistance given to us by local individuals and businesses in the Loch Ness area and overwhelmed by the response to our Miss Pick Up GoFund Me appeal. The latter has in fact reached its target amount but is still open for donations as our costs continue to accumulate.

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PIERRE ETIENNE LANGENFELD

HOW TO HELP: The GoFundMe appeal:

https://uk.gofundme.com/f/misspickup The Catalina Society Facebook page: https://www.facebook.com/ theCatalinaSociety/ The Catalina Society’s website: https://www.catalina.org.uk – This plan view shows off the Catalina’s 104ft wingspan well.

the ‘Shop’ tab will take you to membership options and a range of great merchandise too

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Bay where the Catalina was moored in the dark, made safe and the crew taken ashore. Unfortunately, before the RNLI became involved, another boat tried to help and in doing so, badly damaged one of our precious rear-hull blisters.

JOANNA STEBBINGS

The current situation is that as at early-November Miss Pick Up is parked on a small quay on the shore of Urquhart Bay, having been successfully hoisted there by a massive crane operated by Stoddart Crane Hire of Inverness.

Literally Miss Pick-ed Up! The failed starboard engine has been At the very end of filming on Loch removed and our zero-time spare Ness on 17th October, the Catalina’s engine is ready to be put in its Old and were new - the cockpit of the a mix- of instrumentation as engines shut down soCatalina that has place indeed, by the time this is seen in this viewcamera at our Duxford the on-board crew base. could read, the ‘swap’ should have been disembark into a motor-boat. Af- accomplished. After engine testter this the port engine started as ing and temporary repairs to the expected butafter thethe starboard damaged blister, the Catalina will A few days problems Pratt on Loch&Ness, Miss Pick Up was carefully Whitney refused to play ball and be lowered back onto the loch and hoisted to safety on a small quay at Urquhart Bay by Stoddart Crane Hire would not start. It subsequently in due course will be flown to Intranspired that with most unfortu- verness airport before continuing nate timing a component in the to Duxford. starboard engine had sheared, Needless to say, the engine failure, thus preventing the starter motor recovery operation and repairs from doing its job. This left the will cost a huge sum. Crane hire Catalina and its crew of Paul Waralone involves thousands of ren Wilson, Derek Head and the pounds expenditure! All of us at author in the worst position a flyCatalina Aircraft Ltd/Plane Sailing ing boat can find itself in – adrift Air Displays Ltd have been hugely on a body of water at the mercy of encouraged by the assistance givthe wind with insufficient power to en to us by local individuals and take off or effectively manoeuvre businesses in the Loch Ness area and no obvious haven in the form and overwhelmed by the response of a slipway or beach upon which to our Miss Pick Up GoFund Me to secure it. Oh, and with the lateappeal. The latter has in fact afternoon autumn darkness not far reached its target amount but is off! Eventually, in a repeat of the still open for donations as our 1945 Miss Pick Up incident, we costs continue to accumulate. were rescued by the Loch Ness RNLI launch and towed to the relative safety of a buoy in Urquhart

JOHN DIBBS

separate filming contracts, one for a US series and the other for a UK programme. The first was filmed at RAF Halton in Buckinghamshire during mid-October and was immediately followed by a trip to Inverness in Scotland for filming on Loch Ness. All this work went exactly to plan and was a most enjoyable and interesting experience for the crew members involved.

Then – disaster! In a curious twist of fate, we were faced with a repeat of the original Miss Pick Up incident on the North Sea - fortunately without the marauding Me 262!

MILITARY

Text: Photos:

Doug MacDonald, Suffolk Military Aviation Society as credited

Over the last few months, some significant military deployments have been observed in the major airbases in East Anglia, namely RAF Lakenheath and RAF Mildenhall.

In the e Marham F-35B’s aircraft, Island A The firs 1920, w but the asts fro

The VM 1937 as replace The Sq the USS Wildcat

In Collaboration With:

Throug engage ning ma includin F2A-2 d Corsair During was de MCD F McDon

MFA-211 has a history going back as far as January s VF-8M and flew Grumman F3F-1s, which were later ed by the F3F-2’s when the squadron became VMF-2. quadron was used during the Battle of Wake Island from S Enterprise during World War II whilst flying F4F-3 ts.

ghout the war, the squadron was utilised in numerous ements with the Japanese throughout the Pacific winany awards both for the units and the pilots themselves ng two Medals of Honour. They also used the Brewster during the conflict and later transitioned to the F-4U r for the remaining time of the war. the Vietnam War, VMFA-211 as it was now known, eployed again using the A-37B Dragonfly and later the F-4. After this conflict, the squadron moved onto the nnell Douglas A-4 Skyhawk and then later onto the AV-

DAVID SANTHOUSE

evening of 3rd September 2020 the skies over RAF m was filled with the now usual sound of the Lockheed s Pratt and Witney F135 engine. In two flights of five , the United States Marine Corps VMFA-211, “Wake Avengers” graced the Suffolk base on deployment. st flight, “MAZDA 11 to 15” arrived at RAF Marham at with “MAZDA 21 to 25” arriving just after 2000 hours, lateness of the hour did not stop avid aviation enthusiom attending the fence line to see them arrive.

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8B in June 1990.It participated, more recently in Afghanistan and Iraq.

On 9 May 2016, the first two Lockheed F-35B’s arrived for the squadron.

Whilst at RAF Marham, the VMFA-211 worked alongside 617 Squadron and other NATO aircraft in Exercise Point Blank until they left RAF Marham on 22nd September for the aircraft Carrier Queen Elizabeth to take part in Exercise Joint Warrior in Scotland.

As this was the first time that two countries using the F-35B had worked together and the first time that VMFA-211 had made such an extensive deployment to the UK, they spent their time at RAF Marham familiarizing with carrier qualification training to ensure all pilots are proficient to operate from the carrier during both day and night. Training will also include live and inert weapons training.

The “Wake Island Avengers” are due to return to RAF Marham at the conclusion of Joint Warrior, but when and for how long remains to be seen.

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TOM McGHEE BENN GEORGE Even stealth sometimes has to give way to tradition, as VMFA’s ‘Boss Bird’ displays some colourful markings.

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KEN LISPCOMBE BENN GEORGE

WILL LARMOUR

With its lift engine deployed, the pre-war US national markings hidden under the intake cover as clearly visible from this angle.

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STEVE LYNES

PAUL PHILLIPS

PAUL PHILLIPS

PAUL PHILLIPS

PAUL PHILLIPS

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On Friday 28th August 2020 the skies over East Anglia UK started to see the first of the United States military aircraft that were to be part of numerous NATO exercises during the month of September.

Sixteen General Dynamics F-16 Fighting Falcons from Aviano Air Force Base, Italy arrived at RAF

Lakenheath in four flights of four ships.This was the start of a month’s deployment to the home of the 48th Fighter Wing. The F-16s were mainly F-16CM’s with one F-16D and were from 555th Fighter Squadron “Triple Nickel” and 510th Fighter Squadron “Buzzards”.

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A rare RC-135U ‘Combat Sent’ seen landing at RAF Mildenhall in August. The RC135U provides strategic electronic reconnaissance, identifying foreign military land, naval and airborne radar signals.

DOUG MACDONALD

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WARBIRDS

Text: Photos:

Mark Zerafa Mark Zerafa

After The Buccaneer Aviation Group’s move to Kemble, XX900, the last resident Buccaneer at Bruntingthorpe, has also been moved to Tatenhill.

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XX900 was delivered to the RAF in November 1976, first serving with 208 Squadron at RAF Honington. In 1977, she flew to the USA for a Red Flag deployment, receiving a temporary desert camouflage for the occasion. She then went on to serve with 216 and 12 Squadrons. In 1983, she took part in live-fire exercises in Florida, firing live Martel missiles against decommissioned ships. In 1983, she was used in trials for new ALE-40 chaff and flare dispensers. By 1984, she was back to 208 Squadron and was later upgraded to carry Sea Eagle missiles. She went on to serve with 12 Sqn and then 237 OCU before returning to 12 Sqn. Around 1989, she was fitted with S.1 wingtips. She finished her career with 208 Sqn before being retired with 19MU at St. Athan in 1994. Post disposal, she was purchased by British Aviation Heritage at Bruntingthorpe, where she was restored to taxiing condition, no mean feat considering that she was decommissioned with the intent of being scrapped, hence no consideration had been given to preserving the hydraulic and electrical systems in a repairable.

Although the aircraft suffered from bouts of inserviceability, the team always managed to render XX900 serviceable again, so it was very disappointing when, following a change of ownership at Bruntingthorpe airfield, the runway would no longer be available for running the aircraft.

The aircraft’s owner, David Walton, agreed to allow the aircraft to be transported to Tatenhill Aerodrome, where it could continue to perform engine runs and fast taxis.

Assisted by volunteers from The Buccaneer Aviation Group, fresh from moving their two Buccaneers to Kemble, the aircraft was prepared, with its hydraulic systems serviced to allow the undercarriage for the very first time, probably since she was decommissioned. The aircraft could thus be lowered on a low-loader trailer on special mounts to allow it to clear any obstacle without having to disassemble the wings or tail unit. The move was completed on November 6th, with the move being largely crowdfunded, a clear sign that the Buccaneer is a loved piece of aviation heritage..

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HOW TO HELP: To make your donation, please visit XX900’s crowdfunding page at: https://www.justgiving.com/crowdfunding/xx900-move

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SCALE MODELING

Text: Photos:

Carmel J. Attard Carmel J. Attard

This issue’s modeling topic is an oldie - Frog model kits have not been with us for a long while, but they did produce some rather interesting aircraft types. One of these is the Martin Baltimore.

Initially designated the A-23 (derived from the A-22 Martin 167 Maryland design) , the Model 187 (company designation) had a deeper fuselage and more powerful engines.

The Model 187 met the needs for a light to medium bomber, originally ordered by the Anglo-French Purchasing Commissionn as a joint project in May 1940. The French Air Forcee sought to replace the earlier Maryland; 400 aircraft being ordered. With the fall of France, the RAF took over the order and gave it the service name Baltimore. To enable the aircraft to be supplied to the British under the Lend-Lease Actt the United States Army Air Forcess designation A-30 was allocated. (With the passing of the Lend Lease Act two further batches of 575 and then 600 were provided to the RAF.)

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The first British aircraft were delivered in late 1941 to equip Operational Training Units. The RAF only used the Baltimores operationally in the Mediterranean theater and North Africa.Thrown into action to stop Rommel's advance, the Baltimore suffered massive losses when it was utilized as a low-level attack aircraft, especially in the chaos of the desert war where most missions went unescorted.

However, operating at medium altitude with fighter escorts, the Baltimore had a very low loss rate, with the majority of losses coming from operational accidents.

Undertaking a variety of missions in the Middle East, Mediterranean and European theaters, the Baltimore's roles included reconnais-

sance, target-towing, maritime patrol, night intruder and even served as highly uncomfortable fast transports. The Baltimore saw limited Fleet Air Arm service with aircraft transferred from the RAF in the Mediterranean to equip a squadron in 1944. Used in the antisubmarine role during the war, the Baltimore achieved moderate success, sinking up to eight U-boats.

The RAF also transferred aircraft to other Allies in the Mediterranean area. After the capitulation of Italy in 1943, the type was used intensively in the Italian campaign to clear the road to Rome for advancing Allied forces. After the armistice, an Italian-manned squadron, the 28th Bomber Wing, was equipped with ex-RAF

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Baltimores, becoming the co-belligerent Stormo Baltimore. The Italians suffered considerable attrition during their training phase on the Baltimore. The majority of accidents were during takeoffs and landings due to the aircraft's fairly high wing loading, high approach speed and a directional stability problems during takeoffs. The Italians only operated the Baltimore for roughly six months. Many of those operations were in Yugoslavia and Greece, providing air support for partisan forces or dropping supplies.

Baltimores in Malta For a while during and after the war years the Martin Baltimore was a common type spotted over the island of Malta.

In July 1943 No.223 Squadron detachment and No.55 Squadron arrived at Luqa from Reyville with Baltimores III and IV and left on 10th August to Monte Lungo. During July the situation was infinitely more static although the station at Luqa was still extreamely busy and on 31st July there were no less than 11 squadrons present, among them were those of 55Sq, 69Sq, and 223Sq all equipped with Baltimore III and IVs. No.69 Sq was the permanent squadron based on the siland equipped with Maryland and Beaufort but in Mid 1942 the first six Baltimores arrived. One was almost destroyed on the ground when a Beaufort bomber parked nearby caught fire and its torpedoes exploded. At the end of the month the squadron’s strength was recorded as a mix of three Baltimores and three Spitfires. More aircraft arrived and Wellington VIII with ASV radar joined the squadron. By February 1944, 69 Sq found that it was too far from action and move was made to Montecarvo in Italy. Five Baltimore IVs and five Mk.Vs flew to their new home on the 7th February 1944 at the end of most significant period of the squadron’s life.

No.21Sq RAF with Baltimores also visited the station at Hal Far. A tragedy occurred on 9th August when a Baltimore of 21Sq AH173 leaving Hal Far for routine inspec-

tion of Castel Benito crashed on take off with the death of all the three crew members. The wing’s final operation was on the 17th August when 11 Boston and 5 Baltimores raided transport targets in the toe of Italy One Boston HK869 returning early with engine trouble crashed at Luqa with the loss of all on board. Two days later the wing left Hal Far and moved to Gerbibi/ Cuticchi in Sicily.

The Baltimore Mk.5.was upgraded with two 1,700 hp (1,268 kW) Wright R-2600-29 radial piston engines, wings fitted with 0.50 in (12.7 mm) machine guns. 600 aircraft of the type were built.The Mk.4, under lend-lease to RAF. Carried four 0.303 in (7.7 mm) Brownings machine guns in the wings. 294 aircraft being built.

Fleet Air Arm 728 Naval Air Squadronn (Baltimore Mk IV - V) Malta: September 1944 - November 1946. Martin Baltimore Mk 5 FA435 and FW811 (SOC 31.12.46) formed part of No 728 Fleet Requirement Squadron (Royal Navy). The squadron was formed on 5th May 1946. The squadron moved from Ta’Qali to Luqa on 1st January 1946. 728’s stay at the Luqa station was however destined to be a short one as it then moved to Hal Far airfield from Luqa. The type was used for utility as well as target towing duties.

In general the squadron was equipped with a mothly collection of Beaufighter Xs, Martinets TT1s, Baltimore Vs, Seafire IIIs, Mosquito XXV, Oxford 1 and Whalrus amphibian. The Mosquitos were used for converting pilots to twin-engined type and for radar calibration duties. At the endof their service life the two Baltimores along with other types were dumped down the cliffs at Hal Far into the Mediterranean sea.

The Frog kit moulded in light blue styrene is a good model in spite of age The model is built to represent a Baltimore Mk.5.This is built with decals when it formed part of 728 squadron.

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additional details made to the kit are as follows:

ded partitions and bulkheads to fuselage compartments.

ew seat and detail to nose interior

tenna made from metal pin and wireless from thin fishing e.

de a wider streak on the port fuselage side

ded structural detail to interior of wheel wells

placed kit gun turret with a vac form turret from Falcon nopy set.

moved the guns from turret since this was now used as a get tug with the fleet requirement squadron.

ded circuiting ring in front of radial engines made from etch sprue and bent in a circle.

was airbrushed with Humbrol silver.

completed with authentic 728 squadron markings, decals me from ‘Kitsatwar’ of Holland.

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Photos show the real Baltimore at Hal Far during service and when its service came to an end being dumped down the cliffs at Hal Far into the sea.

This was another Malta based aircraft model I built which continues to show the diversity of types that operated from Hal Far airfield during and after the war years.

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