Spotter Magazine Issue 27

ISSUE 27

EXERCISE BACCARAT PHANCON MEMORIES ARGENTINIAN HERCS LOW FLYING AREA 17 TERUEL—COVID BONEYARD BELGIAN HERCULES FAREWELL BRAZILIAN NAVY HELICOPTERS C-2 GREYHOUND SCRATCH-BUILD

KRIS CHRISTIAENS

A C-130 at the maintenance hangar at the Melsbroek Air Base

WELCOME

Farewell 2020. Or maybe good riddance! A massive year of turmoil which has seen the disappearance of major airline fleets and the cancellation of an entire airshow season. The sky is certainly poorer.

This makes me even more grateful to our contributors who nonetheless manage to provide our community with the great aviation footage we need to put together another amazing issue.

Once again we have rose to the challenge of putting together a truly worldwide issue.

Here’s to a much better 2021 full of propwash and jetnoise.

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:

An SR-71B distances itself from its tanker after completing its inflight refuellling (Joe Cupido)

CONTENTS Marketplace

6

Base Training in Malta

12

Belgian Hercules Farewell

26

Teruel—COVID Boneyard

40

Brazilian Navy Helicopters

52

Argentinian Hercs

70

Exercise Baccarat

86

SR-71B—Twin Stick Sled

102

Phancon Memories

114

Low Flying Area 17

126

C-2 Greyhound Scratch-Build

140

Spotter Encounter

150

CREDITS ARTWORKS: RICHARD J. CARUANA - GABRIEL MORA ALDAMA CONTRIBUTORS: JOHN VISANICH - KRIS CHRISTIAENS GERT TRACHEZ—JAVIER RODRIGUEZ ROBERTO CAIAFA - GERARDO ADRIAN GOMEZ MARTIJN VENIX - DENNIS VAN DER WIEL JOE CUPIDO - RON WILKINSON - IAN LANE RICHARD ELLIOT—CARMEL J. ATTARD YOLANDIE GROBLER DE JAGER - GARRETT HELLER

COPYRIGHT NOTICE

RON WILKINSON

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

MARKETPLACE

AIRSKINZ BOEING 747-100 G-AWNA Airkinz have acquired a reputation for beautifully crafted memorabilia from upcycled aircraft components, and their key tags are one of their most popular products.

Having secured a fuselage section from former British Airways GAWNA, they have set to produce a limited issue of memorabilia from the first 747 delivered to BOAC, the forerunner of British Airways.

Being in the Landor scheme, they are available in Grey, Red and Blue. Colour combinations are also available in limited quantities.

Manufacturer:

Airskinz

Price:

£ 22.95 (grey) £ 24.95 (blue)

Available from: www.airskinz.com

‘RICHTHOFEN’ ARMBANDS It is always great to see our passion for aviation being used for a good cause. Luftwaffe Typhoon operator FW-71 ‘Richthofen’ have produced these beautiful armbands for all fans to feel part of the ‘family’.

Selling at €2 each, and available in two designs, proceeds from these will be donated to the Children’s Hospice in Wilhelmshaven.

Price:

€2

Available from: Grodzki.lukas@yahoo.de

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AIRCRAFT PROFILES ART IN PROFILES Brazilian illustrator Alexandre Guedes has launched his website, selling posters of his best aircraft profiles. Featuring military aircraft from different eras the range of aircraft is being continuously expanded. Current themes include World War II, Cold War, Modern Aircraft, Trainers and Transports.

Manufacturer: Alexandre Guedes Price:

$ 27.00

Size:

18 x 12 inches

Paper Quality: Archival acid-free paper Available from: www.artinprofiles.com

PAPA KILO - PART 2: FIRST COMMAND DAN RICHWORTH If you’ve already read Part 1, you will know what to expect from this book. Dan Richworth has a vivid and entertaining writing style, well capturing the spirit of the diverse multinational group of pilots flying for Indonesian carrier Susi Air. Expect vivid first-hand accounts of raw bush-flying combined with anecdotes of living in a distinctly different country.

Author:

Dan Richworth

Price:

$ 9.44 (Kindle) $ 14.99 (Paperback)

Size:

18 x 12 inches

Pages:

205

Available from: www.amazon.com

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MARKETPLACE

THE MALTA GC COLLECTION BRIGHTSKY PRINTING The Air Battle for Malta was one of the toughest aerial battles in World War II. The RAF, equipped with very small numbers of often inferior fighters, was doing all it could to ward off the daily bombing raids on the Maltese islands, in order to prevent the fall of the strategic ‘unsinkable aircraft carrier’ from which the British could harass Allied supply lines to the North African theatre. Indeed, had Malta fallen, the outcome of World War II may have been very different.

‘The Malta GC Collection’ is a set of six mugs from Brightsky Printing as a tribute to the warriors who fought one of the War’s toughest fights.

Featuring six aircraft from different aspects of the battle, this set of ceramic mugs is available as a limited edition box set, which also includes a speciallydesigned A-4 sized print. All profiles are the work of veteran aviation artist Richard J. Caruana.

The set features the three fighters involved in the defence of the island, from the Gloster Sea Gladiator from the early desperate days of the battle, to the Hurricane to the Spitfire which finally turned the tide and achieved some degree of air superiority over the enemy.

The other three aircraft represent the RAF’s efforts to take the fight back to the enemy, with the Bristol Beaufort torpedo bomber, the legendary Fairey Swordfish which crippled the Italian fleet at Taranto, to the Curtiss Kitty Hawk which supported the Allied invasion of Sicily.

Manufacturer: Price:

Brightsky Printing

£ 10.00 + p&p (Individual Mugs) £ 60.00 + p&p (Set of Six, including print) £ 75.00 + p&p (Collector’s Edition, including print)

Available from: https://www.facebook.com/ groups/417353859507140

METAL 1:72 AIRBUS A330 PAPER TO STEEL German model-builder Peter Dick has gained a reputation for bespoke oneoff aircraft models built to commission, varying from fighters in 1:32 scale to airliners in 1:72.

This massive model of an Air Berlin Airbus A330 was built as a tribute to the fallen airline.

The model is for sale as its original owner has suffered a change of circumstances preventing the completion of the purchase, and hence this unique work of art is available.

The lucky owner will not only own a one-off handbuilt model, but will not need to wait for Peter to first complete the previous models in the queue as is often the case for this emerging craftsman.

Manufacturers:

Paper To Steel

Scale:

1:72

Size:

77.4cm (Length) 23.3cm (height) 83.8cm (wingspan)

Price:

â‚Ź 350

Available from:

www.facebook.com/ papercrafttosteel

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BOAC SPEEDBIRD SIUTCASE GLOBE-TROTTER As British Airways bid farewell to their 747 fleet, the airline has teamed up with luxury travel-brand Globe-Trotter to create a limited edition, handmade carry-on suitcase inspired by the BOAC Speedbird, which also include a small portion of skin from a BA 747 in its interior, which also has its interior adorned on a 747 theme.

Made from high-gloss vulcanised fibreboard with a metallic sheen for a pearlescent white shimmer, complemented by Navy blue leather trim on the corners and handles. A golden speedbird insignia has been hand-painted on the exterior.

The range is limited to only 150 suitcases.

Of these, two were onboard British Airways’ final 747 flight on December 11th, 2020, repositioning its BOAC-livery retrojet from the BA maintenance base at Cardiff to St. Athan for preservation. Signed by the flight’s Captain, Richard AllenWilliams, British Airways’ Chief Training Pilot, these two suitcases are being auctioned to raise funds for Flying Start, British Airways’ global charity partnership with Comic Relief.

Manufacturer:

Globe-Trotter

Price:

£ 1,935

Available from: www.globe-trotter.com

NOSTALGIA

Text: Photos: Colour Profiles:

John Visanich John Visanich Gabriel Mora Aldama

With the departure of the last based RAF squadron at the end of 1978 and the complete withdrawal of British forces from the Island on 1 April 1979, Luqa International Airport was not as busy as before. This fact, combined with suitable infrastructure and good weather all year round, made Luqa attractive for base training by several airlines, and over the period 1978 to 1988 training sessions

by Swissair, Alitalia and Lufthansa were carried out quite regularly.

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McDonnell Douglas DC-10-30 HB-IHB, Swissair, 06.12.78

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It all started quite by chance in November 1978 when Swissair was unable to train its pilots at Shannon Airport due to industrial action, apart from the fact that the Irish airport suffered from frequent inclement weather.

Someone at Swissair suggested Malta, and eventually the airline found the Island as the best place for training.

Swissair, like any other airline at that, in order to establish a training base abroad, had to look for airports that are not too busy, have a good infrastructure, good runways, efficient navaids and other facilities. Other criteria are that the training airport is not too far from the home country, not too expensive and that the inhabitants around the airport are not too noise sensitive.

Malta ticked all these boxes.

Training sessions were normally limited to the lean winter months, when during that time of year Malta’s tourist visitors dropped dramatically. Conversely, the summer months were not practical due the the Island’s ever-increasing scheduled and charter airline activity.

It is critical that training is carried out with as little disruption as possible, especially considering the hugely expensive operating costs in the case of wide-body aircraft. Expenses incurred in pilot training include landing fees, handling fees, fuel bills, accommodation, car rentals and crews’ living costs. The airline has also to pay for each and every touch-and-go.

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On a typical day, Swissair held three training sessions in Malta. For each session there would be one flying instructor and two pilot trainees. Normally three flying instructors accompany trainees for a whole week, together with four engineers. During the session pilots carry out all the necessary training required including ILS, IFR, VOR and VFR approaches, circuits, touch-andgoes and landings. Before the start of each session pilots are briefed about the day’s proceedings while in flight over the sea.

Most of the training carried out in Malta in the 1978 – 1988 period has been by Swissair, followed by Lufthansa and with Alitalia a distant third. With the increasing use of flight simulators and the ever-growing airline and other traffic all year round in Malta, these base training sessions eventually petered out and are now a thing of the past.

An incredible sight which clearly shows the insity of base training in the golden years. Not one, but two 747s on the circuit. Alitalia Boeing B747-143 I -DEMA, effects a touch-and-go, as Swissair HBIGA holds short on the B-A loop. 13.12.78

15

Inside Fokker 100 HB-IVA, the crew goes through pre-flight checks prior to departing on a special flight arranged for the press on the introduction of the type.

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Douglas DC-9-32 HB-IFP, Swissair, Luqa 20.03.79

Fokker 100 HB-IVA, Swissair, Luqa 18.03.88. This was the first time a F100 was seen in Malta. Swissair effected crew conversion training in Malta before the type entered revenue service.

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FLYING COLOURS: THE 747S

D-ABZC was delivered to Lufthansa on 14.02.1986 and served with the airline until 12.04.2005. Converted into a freighter, it served with Air Atlanta Icelandic as TF-AMG but was then sold to Evergreen International, as N489EV. Retired in 2012, it was then scrapped.

HB-IGD was a 747-357 Combi, delivered to Swissair on 05.03.1983. Retired in 1999, it then flew with Northwest Airlines as N705BC. It has since been retired and broken up.

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HB-IGA was delivered to Swissair on 29.01.1971. On leaving the Swiss airline in 1984, it went to Salenia as LX-SAL, then Air National and Egyptair, till it was sold to TWA as N303TW, later going to Air Atlanta Icelandic as TF-ABK and finally to Aerolineas Argentinas as LV-YSB. It has been stored at Marana since 1999.

I-DEMA was delivered new to Alitalia on 13.05.1970. Returned to Boeing in 1981, it then flew with Hawaii Express and Flying Tigers as N355AS, then People Express as N603PE. In 1987, it went to Continental Airlines, eventually being re-registered N17010, before one final stint with TWA as N128TW.

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Boeing B747-230B D-ABYN, Lufthansa, 24.11.88

Boeing B747-357 N221GF, Swissair, 28.12.90

Boeing 747-257B HB-IGA, Swissair, 13.12.78

Bo Lu

oeing 747-230B/SCD D-ABZC, ufthansa, 30.12.88

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Boeing 727-230 D-ABPI, Lufthansa, 10.10.83

Airbus A310-203 D-AICS, Lufthansa, 02.03.89

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Fokker 100 HB-IVG, Swissair, 30.09.93 Airbus A330-223 HB-IQI, Swiss International Airlines, 27.12.03

MILITARY

Text: Photos:

Kris Christiaens, Gert Trachez Kris Christiaens, Gert Trachez

As in many other countries and air forces, the Lockheed C-130 Hercules has also been the workhorse within the Belgian Air Force for many years. This military transport aircraft has proven its value several times during numerous military missions and humanitarian deployments and was an essential part of military logistics and tactical transport within the Belgian armed forces.

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GERT TRACHEZ

A view of C-130 ‘CH-01’ from inside the cargo bay of another C-130

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The Belgian Air Force ordered twelve Lockheed C130 Hercules aircraft in 1970 to replace the Fairchild C-119 Flying Boxcar who had been in service since 1952. The first C-130 for the Belgian Air Force was delivered in 1972 and became part of the 15th Air Transport Wing at Melsbroek Air Base (EBMB). Within the 15th Air Transport Wing the C130’s are part of the 20th Squadron. During the first years of their operation, the C-130’s of the Belgian Air Force wore a ‘Vietnam’ camouflage scheme which was later replaced by an overall grey color scheme. All twelve C-130’s of the Belgian Air Force were numbered CH-01 to CH-12. Over the years, all C-130 aircraft of the Belgian Air Force received various updates and modifications, whereby the aircraft were provided with updated wings, a digi-

tal cockpit and a self-protection system. These updates and modifications increased their lifespan until 2020. Thanks to the four powerful Rolls Royce/Allison engines, these C-130’s can perform Short Take Off & Landing (STOL) maneuvers in areas with little or poorly prepared terrain. This is why the C-130’s of the Belgian Air Force were often used in challenging conditions during military exercises, humanitarian missions or non-combat evacuation operations (NEO).

Mission The main task of the 20th Squadron and its loyal C130 transport aircraft is tactical air transport. An important part is transportation of troops and dropping of para commandos where their

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GERT TRACHEZ

intervention is required. The relationship between para commandos of the Belgian Army and these aircraft has always been very close. In recent decades, the special collaboration has been successfully demonstrated during various emergency evacuations from Central Africa. The second most important task of the 20th Squadron is to support humanitarian missions. Thanks to the support of many humanitarian missions in Africa, the 15th Wing of the Belgian Air Force built a strong worldwide reputation. For example, the C-130s of the Belgian Air Force were deployed for humanitarian missions in Niger, Chad, Burkina Faso and Mali following the Sahel droughts. Other humanitarian aid missions were carried out in Sudan, Ethiopia and Somalia. During these humanitarian missions,

the C-130s of the Belgian Air Force were responsible for, among other things, dropping food packages and the transport of medication and people. In 2014, a Belgian Air Force C-130 also delivered 13 tons of relief supplies to victims of the Islamic State terror group in the north of Iraq. Also when F -16 fighter jets of the Belgian Air Force were deployed in the Middle-East or Afghanistan, the C130s of the 20th Squadron played an important role as they were used for the transport of material and essential components.

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KRIS CHRISTIAENS

CH-11 with ‘Invasion stripes’ as a tribute to 525 Squadron, a Belgian manned RAF transport squadron, which is the origin of the BAF’s 20 Squadron.

GERT TRACHEZ

CH-05 attached to the GPU, ready for start-up.

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Losses Unfortunately, the 20th squadron of the 15th Air Transport Wing also suffered a major setback in 1996.

On July 15th, 1996 a Lockheed C130 Hercules (CH-06) of the Belgian Air Force crashed at Eindhoven Air Base in The Netherlands.

The accident happened during landing in almost ideal weather conditions. The cause of the accident was a collision with birds into the two left engines, which caused the plane to go out of control during landing. The aircraft hit the ground, spinned on its axis and ended up in the grass next to the runway. Even before it could stop, a fire started that destroyed a large part of the aircraft. On board were 37 passengers and 4 crew-members. Almost all passengers were members of the Dutch Royal Army Brass Band who had given several performances in Italy. The crash resulted in 34 fatalities and 7 serious injuries. This was the first and only crash involving a C-130 aircraft of the Belgian Air Force.

Another major setback for the 20th Squadron took place in Belgium itself. Shortly after midnight, Friday May 5th 2006, a fire started in hangar 40 of the aeronautical maintenance company Sabena Technics at Brussels International Airport. The fire brigade had the fire under control by 03:00 but could not prevent the hangar’s roof from collapsing. It took at least 24 hours to completely ex-

tinguish the fire. At the time of the fire, four aircraft were inside hangar 40: a Volare A320, an Armavia A320, an Armenian International Airways A320 and a Lockheed C-130 Hercules (CH-02) of the Belgian Air Force. All four aircraft were severely damaged and irreparable. Six people were also injured by the fire, including four firefighters.

On January 11th, 2007 a final replacement agreement was signed by the Belgian Air Force and Sabena Technics to replace the Lockheed C-130 Hercules CH-02 that was destroyed during the fire at hangar 40 with a second hand C -130, similar to the other C-130’s of the 15th Air Transport Wing. Sabena Technics acquired a former Lockheed C-130E of the USAF, at that time owned by the American civil airline Evergreen Aviation.

Built in 1965, this C-130 aircraft was converted into a weather reconnaissance aircraft and operated from Guam (Andersen Air Force Base) in the Pacific Ocean and from Keesler Air Force Base in Mississippi. This C-130 was used by the 53rd Weather Reconnaissance Squadron, nicknamed ‘Hurricane Hunters’, which the USAF used to fly into hurricanes, cyclones and other tropical storms for the specific purpose of directly measuring weather data in and around these storms. In July 1993 this C-130 was withdrawn from service and was stored at the famous desert boneyard at Davis-Monthan Air Base in

Arizona. Eventually this C-130 was bought in 1999 by the American airline company Evergreen Aviation which used it as a transport aircraft for a short period of time.

The aircraft ended up in a museum where it was on standby for a possible buyer. In the evening of April 8th, 2007 the Lockheed C130 Hercules ‘N130EV’ finally arrived at Melsbroek Air Base. After its arrival in Belgium, the C-130 ‘N130EV’ was converted for 20 months to bring this aircraft up to the same standards of the already modernized fleet of C-130’s of the Belgian Air Force.

Red Nose Herc On Friday, December 2 2016 a remarkable event took place at Melsbroek Air Base in Belgium. A Lockheed C-130 Hercules military transport aircraft of the Belgian Air Force, equipped with a red nose and some special stickers was shown to the public and people of the media. This unique project was developed by the department Image and Public Relations (IPR) of the Belgian Air Component in support of the Red Nose Day. For the second year in a row the Flemish television channel VTM, the radio station Q-music and the Belfius Bank organized on December 3rd, 2016 the event ‘Red Nose Day’. This charity event was created to raise money for better care for young people with mental health problems. As the symbol of the Red Nose Day is a little red nose that anyone can buy, the

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KRIS CHRISTIAENS

CH-11 wearing its special red nose for a charity event.

the Belgian Air Component came up with the idea to provide a C-130 Hercules transport aircraft with a special red nose. The C-130 aircraft which was selected for this unique project was the CH-11. Besides a red nose, the Belgian C-130 Hercules was also equipped with some special stickers showing the faces of the logos of the Red Nose Day. Because the Belgian Air Force wanted to do something extra, 25 young people with mental health problems were offered a flight on a C-130 Hercules so that they could forget their worries for a while.

During the flight, which lasted about half an hour, at a height of almost three kilometers the load masters also opened the cargo door of the C-130 Hercules so the passengers had an unforgettable view of the clouds and the Belgian countryside beneath them. The Belgian Air Force supported the Red Nose Day also financially by auctioning a unique photo. The winner of the highest bid was offered two seats on board the C-130 Hercules.

The Beginning of the End After almost 45 years of loyal service, the first C130 of the Belgian Air Force (CH-08) was officially taken out of service on December 27th, 2017. At that time the CH-08 had more than 22 200 flight hours on its counter. The aircraft was transferred to the Beauvechain Air Base where components of the CH-08 served as spare parts for the operational C-130’s of the 20th Squadron. A second C130 of the Belgian Air Force (CH-03) was taken out of service in October 2019. In May 2019, a largescale deployment of the C-130 of the Belgian Air Force in an international context also came to an end. Since May 2018, a C-130 of the Belgian Air Force has been constantly in Mali to support the operation MINUSMA of the United Nations. The core tasks of the Belgian Tactical Air Detachment (BELTAD) were to transport personnel and equipment, to provide air supplies over hostile territory and to carry out medical evacuations.

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When the Norwegian Air Force took over these tasks from Belgium in May 2019, the long-term, large-scaled deployments of the C-130’s and its crews of the Belgian Air Force came to an end. In 2019 and 2020 more C-130 aircraft of the Belgian Air Force were retired prior to the transition towards their successor; the Airbus A400M Atlas.

A Worthy Replacement In December 2001 it was decided that the European Airbus A400M Atlas would replace the C-130 aircraft of the Belgian Air Force. Belgium bought seven A400M’s. The Airbus A400M Atlas is a European four-engine turboprop military transport aircraft designed by Airbus Defence and Space as a tactical airlifter with strategic capabilities to replace older transport aircraft, such as the Transall C-160 and the Lockheed C-130 Hercules. The A400M is in between the C-130 and the Boeing C-17 in size, it can carry heavier loads than the C-130 and is able to use rough landing strips. An eighth A400M was purchased by Luxembourg and will be stationed at Melsbroek Air Base in Belgium. This aircraft, which will fly with a Belgian registration, is part of a joint fleet operated by the “Belgium-Luxembourg Bi-

national Air Transport Unit A400M” (BNU A400M) in which Belgians and Luxembourgers will work side by side. Since Belgium was involved in the A400M program from the start, the Belgian industry also managed to play an important part in the development and production of the A400M. For example, the belgian aerospace company SABCA supplies the mechanisms of the wing flaps and the composite lining of those flaps. Because the Airbus A400M is much larger than its predecessor, construction of a new modern hangar already started at Melsbroek Air Base. This new hangar has a length of 183m, a depth of 75m and a height of 30m. After the first A400M with Belgian registration rolled out of its hangar in Seville, Spain and passed some crucial tests, the Airbus A400M ‘CT01’ arrived at the Melsbroek Air Base in Belgium on October 9th, 2020. Especially for this special occasion, the Airbus A400M ‘CT01’ made a fly-past over Belgium and Luxemburg at low altitude and was accompanied by some F-16s of the Belgian Air Force. Now that the first Airbus A400M has arrived at the Melsbroek Air Base, the Belgian Air Force can start a new chapter in its rich history of tactical air transport.

GERT TRACHEZ

33

C-130 of the Belgian Air Force with a special ‘70 Years 15th Wing’ paint

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KRIS CHRISTIAENS

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GERT TRACHEZ

KRIS CHRISTIAENS

A C-130 at the maintenance hangar at the Melsbroek Air Base

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KRIS CHRISTIAENS

The C-130 ‘CH-07’ is ready for another mission at night

KRIS CHRISTIAENS

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AIRLINERS

Text: Photos:

Mark Zerafa Javier Rodriguez

Teruel Airport is located in the province of Teruel, Spain, and has been in operation since 2013. It is primarily used by Tarmac Aerosave Company for maintenance, storage and disassembly of aircraft, with the dry climate making it a European desert boneyard.

With many airliners grounded due to lack of demand, over 100 aircraft are stored there, some never to fly out again.

An aerial view of the storage ramp containing a number of wide-body airlines from all over the world, some already in the process of being reclaimed. Some might fly again.

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No commercial flights fly in or out of Teruel. The signpost for the airport is the hulk of a former Continental Airlines Boeing 737-500, last operated by UTAir, until it was ferried to Teruel in 2015 and later had all useable parts reclaimed.

Surplus airliners arrive at the Tarmac Aerosave facility, which is a joint venture between Airbus, Safran and Suez. Engines are removed and stored separately, and then the aircraft are mothballed, with all openings taped over for protection, before being towed to the storage area. More modern airliners might still have a useful service life ahead of them, but for others, mainly older aircraft with higher maintenance costs and heavier fuel burn, it is more likely that they will initially be reclaimed for parts, and then scrapped. This is especially true of older wide-bodies, where lack of demand caused by the COVID pandemic has sent the values of used air-

craft in a downwards spiral, even more modern, fuel-efficient aircraft. With airlines not expecting demand to pick up sufficiently to justify using 747 or A380 aircraft for quite a few years, it is difficult to justify their upkeep in storage, when most probably, by the time they will be needed again, they would be uneconomical to operate.

This can be clearly seen at Teruel, with former Lufthansa A340-600s and KLM 747-400s being broken up. With the only operator of second-hand A380 also hanging its gloves for the aircraft, the fate of the Air France and Lufthansa A380s, currently soaking the sun in the Spanish wilderness, also hangs by a thread.

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NOSTALGIA HELICOPTERS

Text: Photos:

Roberto Joe Cupido Caiafa and Mark Zerafa Joe Cupido Roberto Caiafa

With its origins dating to Aviation was immediately in ac-or piloted over 100 different During my career as1916, an Brazilian AviationNavy Photojournalist I flew in and tion in the First World War, being seconded to the British forces.

However, in types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say 1941, the Brazilian Air Force was formed, absorbing all aviation assets of both which aircraft I liked the best, they all had their place in aviation, but I do feel that the followthe Army and the Navy. It was only after much struggles that the Navy was ing article and images might not be my work,retaining but was the most important mission I think allowed to operate helicopters in 1965, with thebest Air Force control of Iallflew.

In sofixed-wing many ways it was just aWith very of a having fightertotype aircraft out on a normal shipborne assets until 1998. thebasic carrierflight Sao Paulo be prematurely decommissioned, helicopters once again were the training mission, but it was different and very special . only option for ship-borne airpower. Thus, over the years, The Aviscao Naval Brasileira has created a potent rotary-wing force.

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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 .

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With the demise of the Clemenceau-class carrier in November 2018, the Sao Paulo, the main ship projecting air power now is BNS A140 Atlantico, formerly HMS Ocean, which entered service with the Brazilian Navy on June 29th, 2018. The ship can carry up to eighteen helicopters, either on her flight deck or within her hangar spaces. Her relatively shallow draught allows operations within striking distance of shorelines in support of amphibious assault operations. The Atlantico can deploy any helicopter in the Brazilian Navy’s arsenal.

A number of other are ships capable of operating helicopters . These include the Niteroi-class frigates, of which seven are in service, which can operate both the AH-11 (Lynx) and the UH-12/UH-13 (Cougar). The Greenhalgh-class frigate, which is a derivative of the British Type 22 class, the Inhuama -class corvettes and the Barroso-class corvette can all operate the AH-11, and the Polar ship Almirante Maximiano can carry the UH-13. The UH-13 (Brazilian designation for the AS350) are set to be replaced by the UH-17 (H135) for the Antractic support role. The Newport-class tank landing ship BNS Matto-

so Maia and the Thomston-class dock landing ship BNS Ceara , as well as the two Almirante Saboia-class logistic landing ships all have a landing decks, but do not have any helicopters assigned to them.

The latest acquisition entering service with the Brazilian Navy is a dedicated derivative of the Caracal, the H225M, which was developed by Helibras into a naval combat derivative of the French helicopter, usually more associated with army special operations.

Featuring an APS-143 surveillance radar, advanced selfprotection systems as well as signals-intelligence capabilities, this Brazilian variant can carry two AM39 Exocet anti-ship missiles, with a dedicated sensor operator located in what would usually be the cabin.

With the acquisition of a third carrier a distant dream, given the current economic scenario, Brazil’s naval helicopters remain set to continue providing a credible aerial element to the nations’ naval arsenal.

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NOSTALGIA

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The Sikorsky Sea Hawk, locally designated SH-16, has replaced the SH-3 Sea Kings with HS-1 ‘Aguia’ Squadron, which is primarily tasked with the anti-submarine role.

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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.

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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.

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Intended for service on smaller warships, the AH-11A Lynx Mk.21A are currently undergoing a modernisation programme by Leonardo in Yeovil to AH11B Wild Lynx standard. They are assigned to HA-1 ‘Lince’. The first of eight upgraded helicopters flew again in Brazil on February 21st, 2019.

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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.

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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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19 Helibras-built AS350s serve in a general utility role. They are assigned the HU-1 Squadron

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17 IH-6Bs are on strength for training duties. Note the emergency flotation system fitted to the skids.

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MILITARY

Text: Photos:

Gerardo Adrian Gomez Gerardo Adrian Gomez

In the 1960s, the Argentine Air Force (FAA) began to analyse the possibility of replacing its obsolete transport fleet made up of piston airplanes by turboprop aircraft, capable of carrying out medium-heavy transport tasks, operations in the Antarctic continent and air assault, the latter falling directly on the FAA. In 1967, after several setbacks, the FAA acquired the C-130s. After crews were trained, the first three C-130 Hercules arrived at the Ist Air Brigade of El Palomar on December 23, 1968.

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From its creation to the present, the C-130 squadron has been the backbone of military air transport, carrying out all kinds of missions, in different regions of the country and the world. Its qualities made the Hercules a rapid response tool when carrying out air assault operations, in -flight refueling, logistical support to FAA units, supply to bases on the Antarctic continent, among others.

Modernisation The C130 Modernization program, began in 2016 , with the delivery of the first unit, includes changes in the navigation and communications systems, alert and surveillance, search and rescue, night vision and improvement of various systems, such as the digitization of the fuel quantity and indication system, electronic propeller control, among others. These modernized systems facilitate the following types of air missions for the C-130 fleet: loading and unloading, cargo and paratrooper drop, medical evacuation, maritime and Antarctic missions, in-flight refueling of other aircraft, search and rescue, imaging capabilities infrared (FLIR) and night missions in areas of armed conflict.

The first Hercules aircraft modernized within the framework of this process was the TC-69, refitted by specialists from the American company L3, hired for this purpose to design, implementation and certification. This aircraft was the prototype for the modernization of the subsequent C-130s, for which L3 issued the necessary documentation and supplied the materials

for the Argentine Aircraft Factory (FAdeA), in Cรณrdoba. TC-69 was followed by TC-61, in this case carried out at the Cรณrdoba factory, with the technical assistance of L3 personnel.

Currently 4 of the 5 units owned by the Argentine Air Force have already been modernized.

C130 crews currently have a virtual avionics procedures trainer (VAPT) that allows them to train in the capabilities, functions and procedures of your aircraft without the high costs that come with the use of the actual plane. At the heart of the VAPT system is a unique combination COTS, PC-based hardware and Rockwell Collin's avionics software.

Antarctic Operations Antarctic operations for Air Transport Squadron 1 began in March 1969 in what was its first flight over Argentine Antarctica, carrying out a reconnaissance operation over different sectors of Antarctica, including the Marambio Base.

In April 1970 the operation "Marambio III" began, a mission that took place on the 11th of that same month and year, where the C-130 Hercules TC-61 landed for the first time on the recently extended runway of 1200 meters from the Base Marambio. To carry out this mission, a crew was trained to operate the aircraft using the "assault landing" technique, the same technique that was tested and used by the United States Air Force (USAF) during the Vietnam War. In this way, the presence of Argentina in the white continent began to be

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further strengthened, providing support not only to our bases that are located there but also to foreign bases. The largest number of flights on the white continent are carried out during the summer months in the Antarctic Summer Campaign, during it, the main function of the C-130s is to supply the bases carrying food, fuel, elements necessary for the life of the inhabitants in our Antarctic sector and remove the garbage that should not be left there; To this we must add that our pigs are transferred to the incoming and outgoing Antarctic endowments assigned to each campaign.

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Transpolar Flight Between December 4th and 13th, 1973, the first inter-continental transpolar flight was made, carried out by Hercules TC-66. Taking off from J. Newbery Metropolitan Airport, it effected a fuelstop at BAM Marambio before proceeding to Canberra, Australia and then, flying to Wellington, New Zealand. From there, they began the return leg to Buenos Aires, via Rio Gallegos.

The crew was composed of Brigadier Gral. Héctor Luis Fautario, commander general of the FAA, Vice Commodore José Apolo González,

aircraft commander, Captain Juan Daniel Paulik First Pilot, Captain Héctor Cid Second Pilot, Captain Adrián José Speranza First Navigator Captain, Hugo César Meisner Second Navigator, First Lieutenant Jorge Valdecantos Navigator / Survival Specialist, Major Salvador Alaimo Meteorologist, Chief Petty Officer Pedro Bessero First Mechanic, Assistant Petty Officer Juan Baustista Medero Second Mechanic, Chief Petty Officer Jorge R. Linder Air Delivery System Operator and Senior Petty Officer Juan Bueno. Photographer Commodore Julio C. Porcile and Major Manuel M. Mir also participated in this flight.

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In order to carry out this flight, the two main difficulties to be overcome were how to increase the Hercules’ endurance from 13 hours to 20 hours, and how to expedite refueling at Marambio, which usually took approximately 8 hours. To increase fuel capacity,two underwing tanks were rigged inside the cargo hold, and the fuel system modified accordingly. To hasten the refueling process, a system of hoses were connected to the emergency drain mechanism from a tanker C-130 in order to expedite the transfer of the 17,000 liters of JP1 needed for TC-66 to complete the flight.

The Malvinas Without doubt, the most outstanding work of the C130 squadron was during the South Atlantic Theater of Operations during the Malvinas conflict. The Argentine C-130 fleet played a fundamental role in sustaining the fighting capability of both the troops stationed in the islands and the FAA launching attacks on the incoming Task Force. Las Chanchas carried out missions not only as transport or inflight -refueling tankers, but also as reconnaissance and maritime patrol aircraft.

The first combat operation for the Hercules along with other FAA transport aircraft began on April 2, under the name "Aries 82", maintaining an air bridge between the islands and the mainland.

In the following days, the squadron intensified operations by holding the airlift together with the Fokker F28s from II Squadron, in addition to carrying out the first medium-range reconnaissance missions, the KC-130 tankers were deployed to Rio Gallegos to begin operating with the fighter-bombers of the FAA and the Argentine Navy (ARA).

By the time hostilities began, the C-130 was the only transport aircraft that could carry out flights ranging at extreme low level, to maintain the air bridge.

With constant British bombardment and Sea Harrier patrols in the area, operations are carried out in the dark of night.

Meanwhile the two KC-130s, in a titanic task, refueled the FAA and ARA fighter-bombers attacking both English naval and ground-based targets. Five interdiction missions were flown between May 29th and June 8th.

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Meanwhile the two KC-130s, in a titanic task, refueled the FAA and ARA fighter-bombers attacking both English naval and ground-based targets. Five interdiction missions were flown between May 29th and June 8th.

In an interesting field modification, TC-68 was modified by FAA technicians to carry bombs on the pylons between the engines, usually used for auxiliary fuel tanks. These were used in anger on May 29th, when the tanker British Wye was bombed north of South Georgia.

June 1st, marked a dark day for the C-130 squadron, when TC-63 using callsign TIZA took off to carry out a maritime reconnaissance mission. Unfortunately the plane was detected by HMX Minerva’s radar, and a pair of Sea Harriers from 801 RNAS, flown by Lt. Cdr Nigel Ward and Lt. Steve Thomas, were diverted to intercept. The C-130, flying low at high speed heading towards the mainland. Captain Ward fired his 2 AIM-9L Sidewinder missiles, one of them hitting the transpoty’s wing. Not satisfied with the level of damage, he brought his cannons to bear on the transport’s tail, until the aircraft caught fire and broke up, crashing into the sea with the loss of all

on board, Commodore Hugo Meisner; Major Rubén Martel; Major Carlos Krause; Chief Warrant Officer Julio Lastra; Chief Warrant Officer Manuel Albelos; Assistant NCO Miguel Cardone and Assistant NCO Carlos Cantezano. This meant the end of the reconnaissance and maritime patrol flights for the Hercules squadron.

On June 13, just hours before the surrender, TC-65 was the last aircraft to evacuate from Puerto Argentino airport, managing to escape the English advance on Argentine positions, circumventing the British air-naval blockade, thus ending the war for the FAA C-130 Hercules Squadron.

In the two and a half months of the conflict, Argentine C-130s accumulated 427 flight hours, carrying out 20 refueling missions to 93 FAA and 20 ARA combat aircraft, 2 cargo drop missions over Darwin and Fox Bay; 61 transport missions, of which 31 landed in the Malvinas, transporting more than 500 people, evacuating another 264, the vast majority wounded, and transporting 435 tons of cargo.

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Peacetime Operations NOSTALGIA At the end of the Malvinas conflict, the Hercules returned to their home base at El Palomar, to continue their peacetime missions, supporting the population and the Armed Forces, as well as the United Nations as required, tasks such as medical evacuations, transportation, disaster relief humanitarian flights as well as search and rescue flights; recently the Hercules being drafted in search for the missing submarine ARA "San Juan" During the COVID 19 pandemic, the FAA’s C-130s carried out different types of missions from the distribution of medical supplies to the repatriation of Argentine citizens; thus fulfilling a total of 405 flight hours, with 43 operational departures, 2,259 passengers transferred and 206,745 kg of cargo transported.

Currently, the C-130s of 1st Air Transport Squadron are still fully active, with an ongoing modernization programme, after almost 52 years of uninterrupted operations and despite the difficult budgetary situation faced by the nation.

Throughout its operational career, the Hercules squadron of the Argentine Air Force has flown wherever required, in both military and civil protection duties, bringing aid to isolated towns or even transferring people who have had the misfortune of having lost a loved one, these men and machines will give their best.

No matter when and where the mission takes them, the spirits of their crews will be high to go out and enforce the squad's motto: PODEMOS...PARA QUE OTROS PUEDAN (WE CAN‌ SO OTHERS CAN).

NOSTALGIA

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Text: Photos:

Mark Zerafa Andrew Ian Pries, Vincenzo Pace

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MILITARY EXERCISES

Text: Photos:

Martijn Venix, Dennis Van Der Wiel Martijn Venix, Dennis Van Der Wiel

The 4th edition of the BACCARAT exercise took place in the Alps from September the 14th till September the 25th. This major air-land combat training exercise in open terrain took place in an area measuring 150 by 250 kilometers divided in three zones (north, middle, and south) between Valence, Grenoble, Brianรงon and Gap. The area also included a live shooting range at the Mailly / Sissonne army camps.

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DENNIS VIN DER WIEL

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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 .

The exercise aims to maintain the air combat capabilities of the units of the 4th Airborne Brigade (4th AAB) in partnership with the 27th Mountain Infantry Brigade (27th MIB), whilst training for high intensity combat in mountainous environments.

The exercise saw the participation of more than 1200 troops from 27 units supported by over 30 helicopters, including a detachment from the 4th Army Air Corps regiment, flying 2 WAH-64 Apaches, as well as an Australian observer.

The exercise creates scenarios where forces need to engage a conventional enemy equipped with the latest generation equipment, capable of conducting high intensity symmetrical combat. In a high intensity combat environment involving the integration of different forces, the units involved had to provide joint support, combined reinforcements, and the introduction of reserve units.

The units carried out air combat missions deep into red territory, maneuvering all air land units, on main or secondary objectives. The presence of a substantial opposing force brought added

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realism to the exercise. The exercise was an opportunity to control the command post of the 5th Combat Helicopter Regiment (5 CHR) and to train the entire chain of command with its communications tools in a digital format.

Participating were the 5th Combat Helicopter Regiment, which deployed to Grenoble – Le Versoud aerodrome, the 1st Combat Helicopter Regiment (1st CHR), with a forward operating base at the military camp of Chambaran and the 3rd Combat Helicopter Regiment (3rd CHR) based at Valence-Chabeuil aerodrome for the duration of the exercise. The 3rd

Combat Helicopter Regiment also hosted the Army Air Corps Apaches at Valence-Chabeuil.

PARTICIPATING REGIMENTS AND PARTNERS 1st CHR took part with Gazelles, NH90 TTH’s and Tigres 3rd CHR took part with 7 Gazelles. The nickname of the regiment is "regiment of the night", as it established itself as the specialist in night combat.

5th CHR took part with Gazelles, NH90 TTH’s, Cougars and Tigres

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Conspicuous in its absence in this edition was the FAMET (Fuerza Aeromóviles del Ejército de Tierra), the Spanish army aviation, which, following measures taken in the face of the pandemic, opted not to send a contingent for Baccarat 2020. This was the first absence for the Spanish, who were regulars of the exercise since its inception, with a Spanish officer commanding the multinational helicopter battalion (BMNH) during Baccarat 2019. In previous editions, the Spanish FAMET participated with Chinooks, Tigers and NH90 Caïman helicopters.

Over the years, Baccarat has become an essential event in the combat readiness of army units and plays a key role in maintaining these units at their highest level of qualification. Once again, this year, the Army will have been able to mobilize fully in the exercise, despite a commitment that is still as massive as part of Operation Barkhane, despite the constraints linked to the health crisis.

WARFARE AND TERRORISTS BETWEEN THE ALPS Baccarat is a combined arms joint exercise. With an exercise area between Valence, Grenoble, Gap and Briançon, the 2020 edition made it possible to improve intervention methods in mountainous environments while familiarizing participants with the latest-generation digital equipment, particularly in terms of communication and command.

DENNIS VAN DER WIEL

Baccarat 2020 was split into two phases. The first, from September 14 to 18, was devoted to setting up the various command posts of the combined arms tactical groups (PC GTIA), technical and reconnaissance flights in the mountains and live fire on the fields of Suippes and Canjuers. The second phase, called Tactical Phase or LIVEX (Live Exercise), took place from September 19 to 24. This dynamic phase made it possible to carry out actions at depth by combining air and land resources. During this period, the helicopter operations were numerous, ranging from commando infiltration / extraction, to ambush via vertical assault, seizure of passes and also tracking down terrorism suspects in built-up areas (a campsite at Les Vigneux). We were also at Plaine de la Rencontre near Laffrey, where a meeting point was located for the 27th battalion of alpine hunters and which was also an LZ to pick up the regiment’s troops aboard three NH90 ‘Caïmans’.

In order for the exercise to stick as much as possible to the reality on the ground, the ALAT set up a particularly realistic and ambitious scenario made difficult by a demanding mountain environment and involving a conventional enemy particularly well equipped and capable of leading a high intensity symmetrical combat. In other words, in this scenario, the friendly forces, made up of the 4th BAC and these allies, had to face an opposing force that was equivalent to them in terms of preparation, armament and determination. To bring even greater realism, the results of the various daily maneuvers played a decisive role in the evolution of the scenario throughout the exercise.

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Text: Photos:

Joe Cupido Joe Cupido

DENNIS VAN DER WIEL

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 .

DENNIS VAN DER WIEL

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MARTJIN VENIX

MARTJIN VENIX

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DENNIS VAN DER WIEL

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MARTIJN VENIX

MARTIJN VENIX

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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 .

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MARTIJN VENIX

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 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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DENNIS VAN DER WIEL

101

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MARTIJN VENIX

MARTIJN VENIX

DENNIS VAN DER WIEL

97

NOSTALGIA

Text: Photos:

Joe Cupido Joe Cupido

Lockheed’s SR-71 needs no introduction. Like Concorde, it was one of the few aircraft whose performance remained unmatched from the day it entered service till the day it was retired. Bu. No. 617956 was the only SR-71B built. A two-seat trainer instantly recognisable by its second stepped-up cockpit where the RSO station would usually be.

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Taxing for departure at Beale AFB, CA where the SR was stationed. The “B” model the only other bases the “B” model operated from were; Edwards AFB with NASA and at the Lockheed Plant at Palmdale, California.

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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 .

A ž frontal close up view while taxing and being followed by a White Bread Truck with the Life Support Personal in it. They would follow all SR missions out to the end of runway and wait until the aircraft departed, in case they were needed.

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Capable of flying at Mach 3 for extended periods, with a ceiling in excess of 85,000ft was something no pilot had done in any other machine before. A two-seat, twin-stick version was thus built for pilot conversion and currency. Two SR-71Bs were thus built, the second of which, 61-7957, was lost in an accident on January 11th, 1968.

Another trainer version was also built. Designated SR-71C , serialled 61-7981, it used the rear fuselage of YF-12A serial 60-6934 mated to an SR-71 front section, which had originally been built as an engineering mockup for ground testing. This was not a happy match, however, as many systems on the YF -12 differed from those of the SR-71, especially the electrics, leading to the aircraft being troublesome. Furthermore, something about the aircraft seemed , as the aircraft had a tendency to yaw, and required considerable rudder trim to maintain level flight. This was eventually traced to a misaligned pitot boom. Its service life was short, flying operationally for the last time pm April 11th, 1976. It was then mothballed and kept as a reserve lest something happened to the only remaining SR-71B, until it went to a museum in 1990.

On 15th January 1982, the aircraft flew its 1,000th sortie, the first SR-71 to achieve this milestone. On July 25th, 1991, it was delivered to NASA at Dryden.

SR-71s were mainly used for high-speed flight research to help in the design of future supersonic and hypersonic aircraft, with the SR-71B having the additional duty of covering the crew currency requirements in support of the entire Blackbird fleet.

In NASA service, it received the NASA serial NASA -831. In the meantime, the USAF re-activated the SR-71 programme, and thus, being the only operational trainer version, NASA-831 must have played a considerable role in this effort, bringing USAF crews back to readiness on the aircraft. remaining operational until October 1997.

The retired airframe is officially owned by the National Museum of the US Air Force, NASA 831 has been loaned to the Kalamazoo Aviation History Museum in Portage, Michigan.

Now wearing NASA markings and the 831 serial, the sole surviving SR-71B retained these markings until it was retired.

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Left:

Th sc rio the ize du pr

Below:

Th sm be

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he front cockpit of the SR had old analog instruments, very basic for such a high-tech aircraft. The outer windcreen was made of quartz, and was fused ultrasonically to the titanium frame. This was necessary as the exteor temperature of the windscreen could reach 316o Celcius during a mission, and 120o on the inside. On landing, e canopy temperature would still be over 300o. Flying at 80,000ft, crews wore specialized protective pressured suits, produced by the David Clark Company. The cockpit would be pressurised to an altitude of 26,000ft uring flight. To keep the cockpit cool, the air conditioner used a heat exchanger which dumped hear into the fuel rior to combustion.

he SR71 was unique in that it had 3 drag chutes were used to slow the aircraft down. The first pilot chute was mall and only used to pull out the main chute pilot chute that pulled the large main chute out. All were dropped efore departing the runway.

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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 .

Close-up of the crew in the SR-71B prior to launch on a mission.

The “B” model with rudders deflected while turning and taxing onto the runway at Beale AFB. This was exciting me because my father, who had taken me out to the runway was standing next to me. I had to call the control to to get clearance to cross the active runway while the aircraft taxied into position and then we had to leave.

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Close up of the cockpits of the SR71B and the refueling receptacle were the tankers boom goes into the aircraft to transfer JP8 fuel needed to operate at the high altitudes that the aircraft flew. The aircraft could be flown from either cockpit, they had all the same components.

for ower

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Just behind the tanker in precontact after a re see JP8 leaking from the aircraft. This happen skin on the aircraft doesn’t completely seal un reaches higher altitudes where the skin will ex craft will leak fuel while it’s sitting in the h When readying the SR for flight, only enough put into them to get to the tanker and return to during an emergency. That is the reason right they have to get more fuel on board from one o ers waiting on station.

A Low pass, or low approach was usually the first approach to the runway undertaken after returning from a high-altitude mission during new pilot training.

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efueling you can ns because the ntil the aircraft xpand. The airhangar as well. h fuel would be o base if needed after departure of the two tank-

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Sitting at the end of the runway, EOR after all final checks have been made and the aircraft is ready to fly, only waiting for clearance to take-off.

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Just about to touch down for a practice landing. Training missions lasted 3 to 4 hours depending on what phase of training and how well the pilot is doing.

In afterburner on take-off for training mission of a new pilot. After take-off they would go right to a KC135Q tanker waiting to off load 60,000 pounds of fuel so they can complete all training needed for that mission. After leaving the tanker the SR would climb to over 70,000 feet, do some secret stuff and then return to Beale for some local flight training of making touch and go’s, single engine approaches and finally a full stop. Most of the flight time was spent allowing the pilot to get used to the aircraft handling capabilities at different speeds up to MACH 3 and then just flying the aircraft in the airport traffic pattern.

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Text: Text: Photos: Photos:

Ron Wilkinson Joe Cupido Ron WIlkinson Joe Cupido

The F-4 Phantom has managed to garner a worldwide fan community. Every year, these gather to celebrate During myfor career as warplane. an Aviation Photojournalist their love a potent Welcome to Phancon.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 I went to my first ‘Phancon’ in 1999 at Naval Air Station

walk through acres of silent jets at AMARC is fantastic),

Point Magu in California. I had seen an advert in a Smoke

three times at Holloman AFB to watch QF-4s being

Text: Trails magazine, Joe Cupido I had picked Photos: Joe ICupido up somewhere. thought why

launched and recovered.

There were also some great

not give it a go. At the time I non-Phantom experiences. was working for as Lufthansa, Who could ever forget theand or piloted over 100 different During my career an Aviation Photojournalist I flew in so I of booked by from staff the travel, of 17 F-117s, KC10 Tanker. I can’t really say types aircraft, Piper ‘Elephant J3 Cub to Walk’ McDonnell-Douglas my accommodation and best, paid they as all wehad were the which aircraft I liked the theirstood place on in aviation, but I do feel that the followmyarticle admission fee, and off not I ramp? was ing and images might be myHolloman best work, butalso wasthe the most important mission I think went, didn’t know a soul base for the training squadI flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal when I mission, got there.but All itI can ron and of German F-4Fs. training wassay different very special . Luke was it was brilliant, everybody had worked or flew the Mighty F4, and were so friendly and helpful. Stories

AFB, Tucson ANG, Eglin AFB, Cannon AFB, NAS Miramar, three editions at Tyndall AFB, AFM Ohio, JFB Fort Worth,

about the F-4 were and still are great.

Lockheed Martin, Fort Worth, where we watched the first F

The ‘Phancon’ obvious centre is on the F4, so a US airbase is the base for our operations, which generally means a base tour, ramp tour, many photo opportunities, places

-35 being assembled, and up close and personnel with the

where it is difficult for ‘A man in the street’ to get too, and of course being able to touch, sit in, and admire F-4s. I have

pictures date from a long time ago, so the quality is not the best, but the show aircraft we could only dream of

had the privilege to visit NAS Point Magu, TRACOR and Ed-

seeing nowadays. It’s only when you see digital photos

wards AFB in the Mohave desert, three visits to Davis Monthan (being allowed to

that you realise how much photography has changed, but alas, so have the planes!

first F-22 Raptors, as well as the F-16, A-10, C-130 and many, many more.

As expected, some of these

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Text: Photos:

Joe Cupido Joe Cupido

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

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Text: Photos:

Joe Cupido Joe Cupido

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

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Text: Photos:

Joe Cupido Joe Cupido

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

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Text: Photos: Text: Photos:

Joe Cupido Joe Cupido Ian Lane Ian Lane

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 The Lake aircraft District I liked in Cumbria, the best, North they all West had England their place is ainbeautiful aviation, area but I with do feel signifithat the followcant topography featuring hills, valleys, fells, mountains,forests, lakes and resering article and images might not be my best work, but was the most important mission I think voirs. an ways area itofwas 2,362 square in England I flew. Covering In so many just a verymiles basic with flightthe of ahighest fighter peaks type aircraft out on a normal Scafell Pike and Helvelyn, It also contains the deepest and largest natural lakes in training but itand wasWindermere different and very specialThe . lake district is a very popEngland,mission, Wast Water respectively. ular tourist area and due to its features has been a popular training area for many years with the Royal Air Force, Navy and Army, United States Air Force and Marine corps. It is also an attraction to visiting aircraft from other nations.

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NOSTALGIA The low flying structure in LFA17 for fixed wing aircraft is fundamentally a South to North route, there being many options for the pilots. There are two main entry points, one being over Morecambe Bay from the South, the other route from the Text: Cupido east enteringJoe near Kendal.

LFA17 is a great training structure for future pilots and crews with regular visits from RAF College Cranwell with their Grob 120s and their new Embraer Phenoms, RAF Valley Texan trainers of 72 Squadron and Hawk T.2s from IV & XXV squadrons. 100 Squadron Hawk T1s from RAF Leeming (Agressor Squadron) are Photos: Joe Cupido There are two main routes which crews great to see as these highly skilled pilots seem to follow, the first one is Northnavigate the hills and valleys at speed bound up windermere, round to Grasmere and quiteIlow. and over eval- 100 different During my career asDunmail an Aviation flew41inSquadron and or test piloted continuing North via Raise Photojournalist on to uation at RAF Coningsby and 3 Squadron types of aircraft, Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say Thirlmere then afrom littlethe west to Keswick from Lossiemouth bring their Typhoons to and North overI Bassenthwaite which aircraft liked the best,from they there all had sharpen their place in aviation, I do and feel the that the followtheir low levelbut skills most often into Scotland occasionally Guys from come through mission in ing article and images might not be my best work, butBrize wasNorton the most important I think turning west the coming back south their C-130 Hercules and A400 Atlas I flew.

Inthe so western many ways through fells.it was just a very basic flight of a fighter type aircraft out on a normal transports on training sorties. The newest training mission, it was special . Royal Air Force / Navy is The second main but route woulddifferent be from and the very addition to the North end of Windermere turn Northeast the F-35B and 617 squadron at RAF Marvia troutbeck dropping into Kirkstone ham have started to show up in the Lake pass for Ullswater then either North into district low level.

Scotland or East for Northumberland and the North Yorkshire moors.

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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 .

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In addition to fixed wing aircraft the Lake District is also popular with Army and Navy helicopters bringing Chinooks,Pumas, Merlins, Wildcats and of course Apaches they aren't bound by the same constraints of fixed wing aircraft and as such can fly in any direction which can catch a spotter out if concentration is lapsing.

The United States Air Force 48th Fighter wing at RAF Lakenheath bring their mighty F15Cs and F15Es of the 492nd, 493rd and 494th squadrons.

C130s and CV22 Ospreys from RAF Mildenhall are regular night time visitors as well as daytime sorties.

Overseas visitors will also visit the Lake District when on deployment, in recent years there have been USAF A-10s and F-16s from different wings, most recently the USAF 510th Fighter wing from

Aviano, Italy. The Swiss Air Force like to bring their F18s and the Swedish Air Force have been through with their Gripen fighters.

The more mature spotters will remember the days of Jaguars, Harriers, Buccaneers and Jet Provost in the Lake district, more recently the Tornado was a great favourite in any low level area and the Tucano trainers from RAF Linton on Ouse saved many a "Blank" day.

There is an occasional surprise with an unexpected visitor, recently a United States Air Force C -17 made a pass along the first main route causing quite a stir, as it came through on a Saturday there was only a few spotters around who were fortunate enough to see it.

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A society of 300+ like-minded aviation enthusiasts interested in military tion in East Anglia - RAF Mildenhall, RAF Lakenheath, RAF Marham, RAF sham and the STANTA range. Offering Monthly Movements - Photo Compe Base Visits - Official Base Merchandise

info@suffolkmilitaryaviationsociety.co.uk

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RICHARD ELLIOT

y aviaF Watti-

etitions -

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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 relative 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.

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!

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RICHARD ELLIOT

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RICHARD ELLIOT

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RICHARD ELLIOT

SCALE MODELING

Text: Photos:

Carmel J. Attard Carmel J. Attard

Not the most glamorous of carrier-borne aircraft, the C-2 Greyhound has been largely neglected by kit manufacturers.

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The Northrop Grumman C-2A Greyhound is the Navy’s only carrier-on-board-delivery (COD) aircraft of high-priority equipment and personnel.

The C-2 is derived from the E2 Hawkeye. The first flight of the prototype took place on November 18th 1964, and the delivery of the serial planes started in 1966. The original C-2A aircraft were overhauled, and their operational life extended in 1973. In 1984, a contract was awarded for 39 new C-2A aircraft to replace earlier airframes.

Northrop Grumman worked on an upgraded C-2 version, and offered to modernize the fleet with components common to the E-2D Hawkeye.

Dubbed the Reprocured C-2A due to the similarity to the original, the new aircraft include substantial improvements in airframe and avionics systems. All the older C-2As were phased out in 1987, and the last of the new models were delivered in 1990.

In the transport capability it carries high priority cargo such as special stores, jet engine components, and afterburners and up to 28 passengers for carrier-on board-delivery. It has the largest cargo payload of any COD aircraft. Litter patients can also be accommodated. The maximum weight for payload and route support equipment combined is 10,000 lbs. Cargo tie-down is facilitated by a cargo system that restrains the cargo from the catapulting and arresting leads encountered during carrier operations. The large ramp/door and powered winch facilitate fast turnaround time by straight-in rear cargo loading and unloading.

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The C2A has a wide range of communications and radio navigation equipment and is capable with both military and civil airways on a worldwide basis. Communication equipment includes HF, VHF, and UHD; radio navigation aids include GPS, TACAN, dual VOR, UHF/DF, weather radar, Doppler radar, and two carrier approach systems. It carries a crew of four, a pilot, and Copilot, Crew chief and Loadmaster/Second crewman. Greyhounds with upgraded communications, navigation, instrumentation packages, and a Critical Service Life Extension Program (SLEP) will provide cost effective, carrier-on-board delivery for the next 20 years.

The US 6th fleet aircraft carriers in the Mediterranean often brought in several C-2A Greyhound COD aircraft to Hal-Luqa airfield in Malta. These are on routine resupply missions. In the mid-60s the US Navy COD aircraft was the C-1A Trader. In due course the Greyhound took over from the Trader and this increased the COD capability, capacity and efficiency and it will continue to provide the backbone of the US Navy COD aircraft fleet for many years to come. These are currently flown by the west coast squadron VRC-30 and by the east coast VRC-40. In Europe there is VR24 based in Spain. Other detachments are at Iwakuni, Japan, besides other bases in SE Asia.

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The model in different stages of construction, showing the variety of materials used.

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I started to get interested in the Greyhound, from the scale modelling point of view, when several of these aircraft started to appear at Luqa airfield circa end of November 1989. These Greyhounds were all attached to the Fleet Squadron VR-24 normally based at Rota, Spain. They also called from other bases as Sigonella in Sicily and from carriers attached to the 6th fleet. The occasion was the Summit between the East and West that brought an end to the Cold War that was held in Malta between the then President George Bush senior and President Gorbachev then President of the Soviet Union. At one time there were no less than four C-2A Greyhounds parked at the dispersal area close to the control tower. Some were flown in by female pilots and shuttled to and fro the carrier stationed off Malta. This was also an opportunity to take close-up pictures of the aircraft during flight, landings etc.

During the time when I built my model of the Greyhound there was no kit readily available of the type to a scale of 1/72. My first step was to get an accurate set of scale plans. It so happened that an issue of Aviation News Vol 8 No 23 contained the ‘Warpaint’ section featuring the Hawkeye and the Greyhound. This was a good start however required to be updated or revised as the production Greyhound had some variations made to it which mainly concentrated at the rear upper fuselage in way of tail planes. The drawing was modified accordingly and I could start planning to build my kit. This involved building the items from scratch. The kit basically having a fuselage curved from pine while the rest of the parts I made out of castings in aluminium using the loose hand moulding foundry technique. I have already developed this technique previous to this occasion when I made patterns and castings to produce belly radomes for the Skyraider, Avenger and Gannet AEW, besides other conversion parts.

Loose hand moulding involves bench moulding to produce the one off items required. This is a simple technique consisting of producing a two part mould, cope and drag half, and pour a suitable alloy to fill the mould cavity which in the end form the casting required. One can use a split pattern or a solid pattern. In my case I used solid patterns in which case I had to use a dummy mould so that I can embed half the pattern in the sand and start to mould the drag mould. Suffi-

cient parting powder (is sifted over the pattern and a synthetic type of oil based sand with fine grain size was used as facing sand. This was backed with clay bonded floor sand and rammed sufficiently to promote good green strength in the mould and at the same time retain sufficient permeability to the mould for aggress of gas generated during pouring of liquid metal. The mould is turned over and the cope is moulded in same way as the drag mould with a difference that the cope also contains the down-gate and in -gates running system. The two part mould is then opened and the pattern gently withdrawn to leave a clean mould, free from loose sand or dirt which if left will cause inclusions and other surface defects. The mould is then closed and secured by weight. The alloy that I used was aluminium LM6 BS1490.which contains 11-13% silicon content giving the advantage of good fluidity in view of thin sections such as the main planes and tail planes, propellers etc. metal was melted in a pit crucible furnace. The aluminium was cast at a temperature of 723 degrees Celsius after degassing with sodium fluoride powder. The cast components were allowed to cool, cleaned from sand and checked for any surface defects that may be present. The runners were cut and the component given the final shape with a smooth file. In this way I produced all the necessary items to assemble an accurate Greyhound. The cast components consisted of complete tail planes fi and rudders, main wings, two engines and a pair of propellers.

The fuselage was built up from flat layers of pine in laminated construction. In building it in this manner this allowed me to curve the interior crew space. The pine layers were glued together and given the final shape to the outside with careful curving and checking with template sections. I also produced a wooden mould to form the canopy from clear acetate. The wooden fuselage was given two coats of sanding sealer with smoothening in between and in the end, until finally a glossy finish is achieved. Other cast items as the engine nacelle air intakes were drilled open, props were gently thinned down by filing etc. The fuselage to wings was joined using quick drying araldite. Upon drying and checked for correct alignment the assembly was further strengthened using super glue. Smooth finish at joining areas were obtained by shallow layers of

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filler and in doing so avoided shallow sinking of the filler itself. The engine nacelles and wing parts were also joined together using super glue.

The Undercarriage was scratch built from stretch sprue and surplus bits and a set of wheels of the correct size came from the spares box.

The cockpit area was attended to by inserting two crew seats and figures, a control column, instrument console. The Perspex canopy already trimmed to size to fit was then fitted with white glue. When it set firmly, I hand painted the window frames in white and masked the clear windows with Maskol. Various antennae, drainpipes, and intakes were fashioned from scrap plastic pieces and added to the model. The fuselage port holes were formed with Kristal Kleer.

The completed model was given an overall good base coat of matt white. The upper surfaces were airbrushed in semi matt white and the rest of the model in light gull grey FS36440 using Compucolor paints. This includes fuselage, to of wings, and vertical tail surfaces. Ailerons, elevators, and much of the fuselage upper were painted white.

The wheel wells and undercarriage oleo were also painted white with details in silver. Interior of wheel doors was white and had a red periphery.

The legend United States Navy on lower fuselage and the star and bars of different size were obtained from two decal sheets by Microdecals.

Lettering and number figures came from Aero Master decal sheets 72-011 and -011b. Dark gull grey walkways were cut from micro decal colour sheet while the US flag and other stencil came from the spares decal box. The black long trim that runs the length of the fuselage was also micro decal strip. Finally the two propellers were painted matt black and the tips having stripes in alternate red and white. These were the last thing to go on the model. The Greyhound was completed as JM2172 / 26 which I captured with my camera during the end of November 1989 and which belonged to the USN squadron VR-24. The completed model was given a final overall coat of semi matt varnish and areas in way of exhaust and weathering made from a mix of varnish with a few drops of engine grey.

This was a long but enjoyable process to complete, and in doing so added yet another fully scratch built model to my collection. I often wondered why this aircraft along with several others that saw operational service were never considered by the mainstream kit manufacturers. Nevertheless, why wait for manufacturers to issue the kit and not do as the saying goes: where there is a will there is a way.

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SPOTTER ENCOUNTER

Text: Photos:

Yolandie Grobler de Jager Garrett Heller

US-based Garrett Heller tells Spotter Magazine about his passion for aviation photography.

My name is Garrett Heller, I work in aviation for a major US airline. I adore the McDonnell Douglas F-4 Phantom and DC-10. As a kid I just had disposable cameras and then a point and shoot digital, but after college I was searching for a hobby and looked into aviation photography. A friend was selling his DSLR, a Canon 60D, so I took it off his hands and instantly was hooked on chasing aviation photos. I loved the challenge of finding a good spot where the light is best, paired with the challenge of monitoring radio traffic to hear runway assignments and the rush of getting the shot you meticulously planned out.

I love the chase. Hunting that perfect frame, planning how to capture it and then executing that plan is what really excites me. I’d say seeing amazing photos of aviation as a kid and having so many of those photos on my walls as posters has driven me to want to someday have someone look at my images and fall in love with aviation and photography. As a kid my father introduced me to both aviation and photography.

When I was a baby and couldn’t sleep he’d take me to Dallas Love Field and we’d watch the aircraft until I fell asleep. For as long as I can remember I always was fascinated by aviation and

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my dad fed that passion by taking me to museums, airshows, and various airports. My dad was a photographer in the 70s and would show me his work, seeing that motivated me to want to have photos of my own to share with my children someday. He and I have shared many special aviation memories over the years, two of the best were traveling together to Japan and South Korea in 2019 to see active F-4 Phantoms flying.

My current equipment is a Canon 7d Mk II with the Canon 100-400mm f/4.5-5.6 L IS USM mostly, occasionally the Canon EF 24-70mm f/2.8L I USM

I used to be very interested in shooting sports.

Mostly NFL and NHL games, but not so much as of late. I really got into the aviation scene and tend to stick to that.

Do I have a particular technique? I wouldn’t say so.

I just try to carefully plan out where to be and when to be there. I usually avoid shooting backlit unless it is for creative purposes. I am entirely self -taught, both for photography and post-processing in Adobe Lightroom.

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What advice would I give to someone who has just started the hobby? Practice, practice, practice! Learn your equipment, master it, know the “sweet spot” of your settings and understand it takes time to do so. Very few, if anyone can just go out on day 1 and shoot professional level shots. As for plane spotting- do your research and don’t be afraid to ask for help. Aviation can be a daunting world of technical information and big personalities but someone is always happy to take you under their wing (no

pun intended) and show you the ropes.

The "Lord Howe Island" arrives on a stunning W the last of QFs Rolls Royce powered non ER 747

I never thought that doing something in my free time that makes me happy would lead to so many amazing opportunities. I hope everyone enjoys looking at my photos as much as I enjoyed taking them. If you’d like to see more of my work, check out Boneyard Safari on social media.

I am a staff photographer for Boneyard Safari and share a large amount of my work there.

Phantoms Phorever!

"Little Annie Fanny", combat veteran Huey belong Flight Museum of Addison, TX, takes off filled with Commemorative Air Force Wings Over Dallas Airsh go up on a flight in this chopper and it truly was an

Winter evening in Sydney. This airframe was 7s.

ging to the Cavanaugh h passengers at the 2018 how. I had the chance to n amazing experience!

ISSUE 27

The newest HC-130 for the United States Coast Guard using the call sign "FIXER55" banks in to land on Runway 29. My first time seeing an unpainted aircraft actually flying!

The only F-4 Phantom flying currently in North America. Collings Foundation D model reflecting on the first day of the 2018 Wings Over Houston Airshow. While this Phantom is a D model, it is wearing the colors of Robin Olds C model used in the famous Operation Bolo mission of 1967.

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Different Phantom variants in the boneyard.

ISSUE 27

This Phabulous Phantom of the 501st Tactical Recon Squadron now carries the "End of the Reel" stripe on the rear like many other 501st RFs. This is an E model but carries the LROP, longrange oblique photography, pod making it a recon bird. It saddens me tremendously to know the end of the Samurai Phantoms is so near. What an amazing aircraft that has done so much in 60+ years of frontline use

Reece Phantom of the 501st Tactical Reconnaissance Squadron lighting the burners on the roll for a night time sortie. This easily is one of my most cherished Phantom photos I've ever had the opportunity to take!

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The Queen of the Sky touching down in Miami after the long trek over the Atlantic

Israel's newest F-35I returns to land after her very first flight.

A Boeing EA-18G Growler, roaring back into the air after another practice carrier trap

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Some truly breathtaking clouds created a stunning backdrop for the McDonnell Douglas (Boeing) MD-10-10F from FedEx - Federal Express

KC-46 Pegasus coming into land with a C-17 overhead.

Blue Angel 7 rests on the ramp at Alliance , BA7 and BA8 both arrived in this bird for the winter meeting with the AFW Airshow staff.

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