Spotter Magazine Issue 29

ISSUE 29

AUSTRALIAN F-111 RETIREMENT SKI CHAMPIONSHIPS HELICOPTERS ARIZONA DREAM 2021 ARGENTINA’S NEW 737 FAIRFORD U-2S RIGA AVIATION MUSEUM CARIBBEAN SPOTTING EXERCISE CHAMELEON FELIXSTOWE F.2A AUSTRIAN TYPHOONS

KRIS CHRISTIAENS

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

£26.99

Built for the UK’s Royal Air Force and first flown in 2001, AW101 ZJ128 was one of 22 Merlin helicopters that were subsequently transferred to the Royal Navy’s Commando Helicopter Force in 2012. As part of the transfer, ZJ128 was upgraded to HC.4 standard to allow it to undertake shipping operations. The material used for this tag was obtained during this upgrade activity and AW101 ZJ128 remains an active part of the Royal Navy’s Helicopter fleet.

Each tag has been carefully formed from a single piece of skin, produced in the UK and features the helicopter’s paintwork*. Whilst it will age and change with use, this is evidence of your own part in this aviation icon’s journey.

Individually serial numbered and available in a strictly limited run of up to 165 pieces, continue the journey and display your piece of this aviation icon proudly on your keys, bags or suitcase.

*due to the age of the paintwork, the design on your tag may vary in depth and colour from others.

WELCOME

This issue marks a welcome return. The first airshows, events, military exercises. As an editor, it is a relief that it’s no longer an issue of digging from past events. Whatever the adversity, we will always look towards the sky and hope. And now, we can finally see more contrails. Admittedly, for now it may be a cautious new normal, but we can finally start enjoying the passion that unites us all.

As airlines consolidate their position, and fleets are re-aligned to current markets, the more adventurous will find the irresistible urge to take the plunge into the market voids they perceive. We might, after all, recover sooner than we thought possible. Here’s to good times ahead.

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, SLM1052 MALTA , EUROPE

@SpotterMagMalta

@Spottermag

COVER:

DIETMAR SCHEIBER

CONTENTS Marketplace

6

When Pigs Could Fly

12

Italian Ski Championships

24

Arizona Dream 2021

44

T-99 Flies Home

52

Desert Air

64

U-2s in Fairford

78

Riga Aviation Museum

90

Brazilian Army Aviation

98

Caribean Spotting

116

Exercise Chameleon

128

Temora Airshow

136

Spotter Encounter

148

Felixstowe F.2A

156

Austrian Typhoons

162

CREDITS ARTWORKS: RICHARD J. CARUANA CONTRIBUTORS: PHIL BUCKLEY – MARCO PAPA - JAN DE CLERCQ GERARDO ADRIAN GOMEZ– DIETMAR SCHREIBER MIKE GREEN - ANTHONY F. SEYCHELL ROBERTO VALDARES CAIAFA - CLIVE GRANT LORCAN RICHARDSON - MARK DOBSON YOLANDIE GROBLER DE JAGER - RAPHAEL OLETU CARMEL J. ATTARD - OLIVER SANTA

COPYRIGHT NOTICE

MARCO PAPA

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

TOMCAT THEMED WATCHES PITOT WATCHES Scandinavian design, German manufacturing and Japanese clock movement. When Thomas, a former RDAF mechanic pitched his idea on Kickstarter, it was an immediate success, and his crowdfunding bit was fully subscribed. The first three designs to emerge were inspired by the Grumman F-14 Tomcat, one of the most iconic aircraft designs ever.

The first design is based on the F-14 theme, whilst the second is also a tribute to VF-84, arguably the most recognisable of F-14 squadrons, with its skull and crossbones insignia. Finally, in a nod to the F-14’s bid to Hollywood stardom, a third watch inspired by the movie ’Top Gun’.

Each watch features a stainless steel case with a glass-blasted surface.

The design on the side is inspired by the F-14’s air intakes. At the heart of the timepiece is a Seiko movement, combined to a customised Tomcat movement rotor, which rolls inverted when charging the automatic movement.

As expected from a watch at this price range, quality control is very stringent, and Thomas takes pride in checking all components as they are manufactured, to guarantee a timepiece that can be cherished for many years to come.

Manufacturer:

Pitot Watches

Price:

$ 360.00

Diameter:

45mm

Available from:

www.pitotwatches.com

SUPER GUPPY PRINT AIRSKINZ The novelty of having memorabilia from upcycled aircraft components is now quite commonplace, with offerings for every kind of budget, from high-end ejector seats converted into desk chairs, to keychains made from aircraft skin.

However, many collectors feel uneasy about using these tags as keychains, and at the same time, it is difficult to display them in a way that does them justice.

Following the success of its first print, Airskinz will shorly be launching an A4 print celebrating Super Guppy F-BTGV, which was sadly scrapped at Bruntingthorpe a few months ago. A limited run of 150 prints will contain a piece of metal from the aircraft’s fuselage, and the print contains an account of the aircraft’s service history. Just the thing to hang in your aviation mancave!

Manufacturer:

Airskinz

Price:

€ 40

Size::

A4

Available from: www.airskinz.com

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MARKETPLACE

BARON SPIRIT PATCHES LUFTWAFFE FW-71 The Luftwaffe’s ‘Baron Spirit’ special scheme was created to celebrate the 60 Years of Air Wing 71 ‘Richthofen’. Eurofighter Typhoon serial 30+25 was wrapped with the design and has been an airshow favourite ever since, winning the best livery award at RIAT 2019.

However, all good things come to an end, and the aircraft made its final flight on March 16th, 2021. It will be retained by the Air Wing in its colours, to be used as a weapons loading trainer.

To mark the occasion, FW-71 have produced a limited edition set of patches to commemorate the occasion. Selling at € 10, they are also available in a numbered limited edition version, of which 250 have been made, complete with certificate of authenticity. These retail for € 15.

FW-71 would also like to remind its supporters that it is still selling wristbands in support of the Children’s Hospice in Wittmundhaven. So far, over € 1,450 have been raised through the initiative.

Contact: Grodzki.lukas@yahoo.de

MILITARY

Text: Photos: Colour Profiles:

Phil Buckley Phil Buckley Richard J. Caruana

After 37 years of service and hard work in the RAAF, providing a strong deterrence force for Australia – and over 44years since they were built – the world last flying F-111 (locally known as “Pigs” …. and some people thought Pigs cant fly??) have now landed, thus bringing to an end a unique era of aviation in Australia.

Possibly the most famous party trick of the F-111 is the ‘dump and burn’, where fuel was dumped via the emergency dump valve to be then ignited by the aircraft’s exhaust.

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TFX—The Low Level Bomber The General Dynamics F-111 excelled at doing what other front line aircraft could do not do for a long time – low level, precision and fast attacks on high value targets. This was the reason the RAAF brought it back in 1963 as it had great capabilities to strike into Asia at that time.

Little did the RAAF know it wouldn’t get the aircraft soon…

Very few aircraft could do this low level role effectively and the F-111 was amongst a group that was able to do this. The other types which had similar abilities as the F-111 were the A-6 Intruder, F-105 Thunderchief and the Blackburn Buccaneer. The main role for all these aircraft was delivery of nuclear weapons in a war with Russia.

The F-111 was the last of this group to leave service. It is interesting to see that the A-6 was retired in 1996, the F105 in 1984 and the Buccaneer in 1994.

This shows how unique the F-111 was and somehow able to out live these other high performance aircraft.

The F-111 suffered more than the others due to manufacturing/testing issues and more so, a large negative media/press opinion in 1960s relating to issues causing many early F-111s to crash.

During testing in the USA in 1967-1968 aircraft were crashing. On one of these flight a RAAF crew member died. During 1968 over North Vietnam, many USAF F111s on combat missions went missing.

The main causes was traced back to wing problems/metal issues. It was a relief to know the navigation/attack system wasnt the main cause.

The USAF and RAAF had now big problems as they were expecting the F-111 to enter without such a serious set of issues.

RAAF F-111 DELAYS The RAAF postphoned their aircraft until General Dynamics fixed the problems.

The aircraft were placed in storage in Texas for the next five years.

RAAF SERVICE The F-111 finally entered service with the RAAF in June 1973 after long flights across the Pacific ocean. The original order for 24 F-111Cs were joined by four ex-USAF F-111As in 1980. A further unexpected buy of 15 F-111Gs (ex SAC FB111As) in 1993 boosted the RAAF strike force. Overall 43 aircraft are known to have flown in RAAF service. Further aircraft were acquired as spares and stored at Davis Monthan aka “Boneyard” in Arizona. These included 11 ex-USAF F -111A/Fs and G models airfames.

F-111 – STRIKE ROLE The RAAF was able to use the F-111 capabilities over 37years to ensure it was at the tip of the spear in defence of Australia. Upgrades to self defence, weapons, airframes, engines and attack/ navigation enabled it to strike harder and more accurate. From dumb bombs to smart bombs – all within a few years in the late 1970s/early 1980s changed the way the RAAF operated the F-111.

RHINO TO TAKE OVER Sadly these upgrades couldn’t stop it from being retired one day.

Aging issues, cost of spares and maintaining the jets soon became clear it needed to be replaced.

In 2006 this decision was taken to confirm a replacement strike aircraft and 24 x F/A-18 Super Hornets were ordered as a stop gap for the F-35 Lightning.

(Many people will know the RAAF has already had experience in stop gap aircraft. The F-4E Phantoms of 1970-73 were a stop gap Canberra replacement while the RAAF was waiting for the delayed F-111s to arrive).

RAAF F-111 CRASHES OVER 37YEARS The F-111 was designed for low-level operations and this meant the RAAF ‘s training regimen for such mission profiles would inevitably lead to losses.

Over the years the RAAF sadly lost five crews in 8 crashes. These crashes occurred in seven F-111Cs and one F-111G at various locations in Australia and Asia. The crews were honored at Pig Tales with a solemn memorial service.

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A unique feature of the F-111 was its cockpit. Instead of normal ejection seats, the entire cockpit would detach from aircraft as an escape pod, in theory providing the crew with a degree of shelter until they were rescued..

General Dynamics F-111C Aardvark, A8-131, No. 1 Squadron, Royal Australian Air Force. Gunship Gray FS.36118 overall with black radome, anti-dazzle panel, national markings and serial. Decorated vertical tail surfaces commemorating 30 years of F-111C service with the RAAF

General Dynamics F-111C Aardvark, A8-144, No. 1 Squadron, Royal Australian Air Force. Dark Green FS.34065, Medium Green FS.34012 and Tan FS.30219 upper surfaces with Black undersides. Serial on fin in Dark Green FS.34065 on Tan area, and Tan FS.30219 on Dark Green area. Yellow '1' on fin outline in black with diving Kokaburra superimposed. Standard markings in bright colours RETIREMENT DAY – CEREMONY – PIG TALES

6 SQN / 82 WING – THE LAST F-111 OPERATORS

On December 2 and 3 2010 the RAAF held a 2 day event to mark the end of an era in a big way to ensure the aircraft fleet was given its due credit. Behind the aircraft image – are all the personnel who have worked on the project/F-111 fleet since early 1960s.

This was hundreds of aircrews and thousands of ground personnel over 37years.

6 Sqn CO Michael Gray said during the Pig Tales event that the F-111 was “easy to fly but difficult to operate”.

His comment regarding “difficult” related to the maintenance issues which made the aircraft a high cost aircraft to repair/keep active.

On December 2, a RAAF base ceremony was held at RAAF Amberley in which Chief of Air Force Air Marshall Mark Binskin, Air Commander Australia AVM Mark Skidmore, Deputy Chief of Air Force AVM Geoffrey Brown, OC 82 WG GPCAPT Steve Roberton, CO6Sqn WGCDR Michael Gray CO 1Sqn and WGCDR Glen Braz were present.

December 3rd 2010 was a busy and active day at RAAF Amberley. It was humid, overcast and occasional shower near and over the airbase. Kind of fitting in a way for the Pig to be fare-welled in such a way, as it flew in all kind of weather. Over 2000 people attended.

It should be noted similar thoughts have been echoed

by USAF personnel who were entrusted to ensuring the USAF F-111 fleet were repaired/maintained.

The event was held with 3 aircraft set up on static display undercover of the big marquee on the base.

The RAAF Pig Tales event overall had a big theme – remembering the F-111. A memorial service was held which moving and attended by many RAAF personnel.

Other events at Pig Tales included a few parades, barbecues, gathering of many people involved in the F-111, a book launch and a few speeches over the 2 day event. A final barbecue in late afternoon capped off the retirement day.

The Pig Tales farewell event enabled 6 final F-111s to be maintained for flying status. These were joined by 3 others on static display in the marquee.

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The variable geometry wing of the F-111 was intended to give the aircraft the best of both worlds in terms of performance, range and low-speed handling characteristics. Unfortunately this came at the cost of additional structural weight and complexity.

19

Unfortunately, visual conditions on the day were not the best, but the last five F-111s still flying performed a flypast in formation with a pair of Hornets. With the F-111’s retirement, the Hornet would become the sole remaining supersonic fast jet in the Australian inventory.

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HELICOPTERS

Text: Photos:

Marco Papa Marco Papa

This year’s edition of the World Ski Championships took place in Cortina d’Ampezzo, surrounded by the wonderful Dolomiti mountains in the eastern part of Italian Alps, probably one of the best landscapes in the world. This event brought to Cortina a lot of helicopters from all the national law enforcement agencies, Polizia di Stato, Guardia di Finanza and Carabinieri. All of them showed up with their latest fleet additions, produced by the Helicopter Division of Leonardo s.p.a.

Italian police AW189 coming to land. Note the skis added to the landing gear to facilitate operations from the snow-covered landscape.

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Polizia Di Stato sent both of its new AgustaWestland UH-139Es, MM81978 PS -116 and MM81879 PS-118 based respectively at Milano Malpensa and Firenze Peretola. They’ve been delivered just few weeks before and these was their first official commitment. Both of them were temporary deployed at Venezia Tessera airport at X° Reparto Volo and they operate daily sorties from there. One of them, POLI 116, was tasked on anti-terrorism duty, ready to deploy NOCS special forces over Cortina to ensure high level of security required by this event. The other one, equipped with camera system, provided support for law enforcement officers on the ground with live streaming of the entire Cortina’s Valley, focusing on the ski track and the access routes to the red area surrounding the most sensitive sites.

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The AW189 is a twin-engined helicopter in the ’super-medium’ class. Intended mainly for the civilian market, it has also found favour with military and law enforcement operators.

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Carabinieri moved to Belluno, their closest helicopter base, their two recently acquired AgustaWestland UH-139D (MM81967 CC-02, and MM81968 CC-01) currently operating out of Pratica di Mare for crew training prior reaching the assigned units. They were used to transport military police team to operational area. They also carried a Carabinieri parachuters team, that together with an Italian Army team operating from AB205, MM80606 EI315, took part in the Closure Ceremony.

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Italian Army AB-205 participated in the closing ceremony.

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Guardia di Finanza guaranteed HEMS (Helicopter Emergency Medical Service) with a dedicated helicopter operating close to the ski tracks, together with a civilian Airbus Helicopter H135, and a back up machine based in Fiames ready to assist if the primary one had some issues. For this purpose AgustaWestland AW169, MM81966 GF-503, and AgustaBell AB-412EP Grifone, MM81505 GF-217, both belonging to the “Sezione Aerea” of Bolzano, flew daily from their base to the operational area. An extra AgustaWestland AW139, MM81964 GF-414, usually operating out of Pratica di Mare (Roma), joined the team in Bolzano.

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Two AW109N Nexus, MM81680 GF-302, and MM81685 GF-307, were occasionally used for VIP transportation and general purposes. This was a welcome opportunity to enjoy a helicopter type that is rapidly disappearing from service in Italy.

For many years, the A109 was one of the primary helicopters used by Italian law enforcement and paramilitary organisations, due to its versatility, high performance, and IFR flight capabilities. It is now being phased out in favour of the AW139.

GERT TRACHEZ

Guardia di Finanza AW139 serial MM81964 with special markings as it was the 1000th AW139 delivered.

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IT’S GOOD TO BE BA

NETHERLANDS MILITARY

RUSSIA - ARMY DAYS KUBINKA

BRITISH MILITARY SPOTTING

ISRAEL SPOTTING

GERMANY MILITARY SPOTTING

FRANKFURT SPOTTING WEEKEND

LONDON HEATHROW WEEKEND

GREECE OPEN DAYS

ACK!

It’s been a painful process for us as well, but now that the skies re-open, we’re going to do our best to give you back some of the action you have been missing all along. So, we will shortly be launching our tour programme for Summer 2021, including safe destinations and low-risk events. We will have small groups and will ensure maximum safety throughout the tours. Given the uncertainty of airshows actually happening, we will be focussing on military and civil spotting, with a dose of museums and wrecks and relics.

9htravel@gmail.com

MILITARY EXERCISE

Text: Photos:

Jan De Clercq Jan De Clercq

Traditionally held at Yuma AFB, Arizona, Exercise Arizona Dream tests the logistical capabilities of the Belgian Air Force.

In a forward operating location. Unable to travel to the United States, the exercise was instead held with Koksijde Air Base acting as a Deployed Operating Base, providing a good opportunity to test the capabilities of the new A400M Atlas.

Head-on with the A400M, showing its characteristic 8-blade propellers

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With the exercise held on Belgian soil, local spotters could finally look forward to a feast of noise and movement, something which had been sadly lacking due to the pandemic.

Held between March 22nd and March 26th, the main goal of this exercise was to transport people and material in a fast and efficient way and to deploy them effectively on “foreign” bases or on improvised airfields when human or military intervention would require it.

Several flights were carried out to different French and Spanish military bases , such as Bordeaux-Merignac, Orleans-Bricy, ParisVatry and Sevilla.

Making their first appearance at the exercise were Belgium’s newly -delivered A400M Atlas from its 20th Tactical Airlift Squadron and another Atlas of the Armed Forces of Luxembourg, serial CT-01.

Both Luxembourg’s and Belgium’s A400Ms have been very recently delivered, so this exercise provided a good opportunity for many to get a first glimpse of the type.

The first A400M to arrive at Koksijde brought with it the necessary cargo for maintenance and mission support, allowing the ground team to set up an operations cente, and maintainers to prepare for the line maintenance requirements for the operation. In this respect, the Atlas is a very demanding aircraft compared to the Hercules, as it requires a complex data network to connect to maintenance data servers. Communications were set up by assembling a high-frequency antenna for long-range communication with the aircraft, as well as a mission planning room.

The exercise provided the opportunity to test a number of techniques, including refueling using twin hoses, with ground crews working late into the night to ensure the continued success of the high tempo of flight operations.

In the meantime, the locally-based NH-90s provided an additional spectacle for spotters, as they undertook the forward deployment of cargo from the A400Ms to the locations where they were required.

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The resident SAR NH90s made regular movements during the exercise.

The exercise patch.

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Compared to the rugged Hercules, the A400M is a complex aircraft, which although more capable, requires considerably more logistical support to operate, making this exercise ever more significant.

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ISSUE 27

HELICOPTERS

Text: Photos:

Gerardo Joe Cupido Adrian Gomez Joe Cupido Gerardo Adrian Gomez

This April, the Argentine Air Force inducted its first new aircraft into its transport fleet for the past 15 years. Formerly operated by Ethiopian Airlines and SAS, Boeing 737-700 msn 33420 wears seriallT-99 and named ‘Islas Malvinas’

T-99 flies in, escorted by FMA Pampas

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The 737 arrived at El Palomar to join the IX Squadron, part of the 1st Air Brigade, for an inauguration ceremony presided by the Argentine Minister of Defence and the Chief of the General Staff of the Argentine Air Force. The aircraft performed a flypast escorted by three IA-63 Pampa jet trainers, and then got a water cannon salute as it taxied into the unit’s apron.

The FAA also operates another 737, a former Aerolinias Argentinas 737-500 in full VIP configuration.

However, ever since the FAA had retired its Boeing 707s in 2006, it suffered a capability gap for the transport of military personnel on longer journeys requiring long-range, high-performance aircraft.

Such a capability was particularly needed to deploy troops in support of United Nations missions, medevac missions, humanitarian missions as well as covering the network of the airline Lineas Aereas del Estado.

Intended to eventually replace the current fleet of Fokker F28s still in service, the FAA’s long-term plans require the acquisition of at least two more aircraft, and the possibility of retrofitting a cargo door.

The aircraft started life with Ethiopian Airways as ET-ALQ in April 2004 prior to joining SAS as SERJR. It was then flown to St Athan in Wales for storage in December 2020. Pending its delivery to the FAA, the aircraft was registered 2-ACSM on December 18th, 2020. It was then flown to Bangor where it was repainted in low-vis grey and toneddown FAA markings prior to delivery.

Crews received a three-month training programme at the Pilot Training and Training Centre of the Argentine Republic at Ezeiza International Airport.

T-99 is configured for 140 passengers and 14 crew members.

T-99 taxiing through the water cannon salute as it approaches the squadron ramp.

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NOSTALGIA

57

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

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

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

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

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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A luxury set of six mugs featuring the planes that defended, and fought back from the island of Malta, illustrated by Richard J. Caruana.

HONOURING AN ICON

A limited-edition of 150 prints, incorporating a piece of skin from Super Guppy F-BTGV, the first of four Super Guppies Turbine built.

CIVIL NOSTALGIA AVIATION 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 othText:work, but late Markat Zerafa ers night, in the shower, while driving to Photos: Dietmar Schreiber the store or just while lying in bed thinking about how Text: Joe Cupido they captured their material I was studying. I would think Photos: Cupido Originating inJoe Utah in out the the 1990s, DesertAir started months, about and then plan complete mission operations flying autoparts across the USA andideas in weeks, or days before flying, or keep different Canada. Venturing into hauling fish in Alaska on a my head and when the time came used them. seasonal basis, DesertAir has now evolved to a

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different year-round charter air freight cargo airline serving types aircraft, from the Piper J3areas Cub of to Alaska McDonnell-Douglas KC10 Tanker. I can’t really say remoteofand otherwise Well, the other thing Iinaccessible tried to do as much as possible from its base at Ted the Stevens which aircraft I liked best, Anchorage they all hadInternatheir place in aviation, but I do feel that the followwas not to do what everyone else was doing, sorry but it tional Airport, flying the legendary Douglas DC-3. ing article and images might not be my best work, was the most important mission I think seemed boring. At the time I had more flying 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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‘If it fits, it flies’. That is the attitude that prevails at DesertAir Alaksa, an all-cargo carrier specialised in hauling all kinds of cargos to the remotest areas of Alaska. The rugged DC-3s have stripped out interiors and their outsize cargo doors allow for the carriage of a number of articles which would otherwise not be carried by any other aircraft. With hundreds of strips not longer than 3,000 feet, the trusty DC-3 is rugged enough to handle the most rudimentary of airstrips that may be found in the region, but has a carrying capacity and cabin volume much higher than any aircraft capable of operating from similar strips. It seems that eighty years on, there is no real DC-3 replacement.

The airline’s two DC-3s both started life as C-47As for the United States Army Air Force. N272R started life as 42-108983 and served with the USAAF between September 1944 and November 1945, when she was transferred to Transcontinental and Western Air. In 1957, the aircraft was fitted with a modified nose. After passing through a number of small operators, on September 10th, 1965, the aircraft was involved in a mid-air collision with a Cessna 150 while operating a cargo flight for Central American Airways Flying Services. The accident report states that the aircraft suffered ‘substantial’ damage, but the aircraft was eventually repaired. In November 1984, she was serving as an avionics test bed with Westinghouse Electric Corporation. Sold in 1999, it went through a string of owners prior to being purchased by Desert Air in May 2010.

N44587 rolled off the production line at Oklahoma City in March 1944, and was taken on charge by the USAAF as 42-92995. It spent the war with the North Africa Wing of US Transport Command, before returning to the United States. Sold into civilian hands, the aircraft passed through a number of owners before being abandoned at Renton in May 1974 after its owner, Aerodyne Corporation, went out of business. The next record known of this aircraft is when it was taken over by Salair Inc Air Cargo of Seattle in January 1988. It was purchased by DesertAir by 2000.

In addition to the DC-3 pair, DesertAir also operates a single Convair CV-240, registered N153PA. The aircraft started life as 517892, a T-29B built in 1953 for the USAF, which eventually found its way to the Alaskan operator in 2007. Like the DC-3, the Convair is rugged and dependable. It requires more ground support when loading and unloading cargo, but unlike the taildragger DC3, its tricycle landing gear allows for a horizontal load bed, which makes moving cargo across the cabin much easier. A winch is fitted behind the cockpit doors on the DC-3s to allow cargo to be moved forward.

Thundering over the hostile Alaskan landscape, the DC-3 continues to prove its worth, almost 90 years after the type’s first flight.

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One of the many airliners designed to replace the DC-3, the Convair 240 has also found a niche as a freighter in hostile regions. Its tricycle undercarriage facilitates loading due to the level loading floor.

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NOSTALGIA MILITARY

Text: Photos:

Mike Green Mike Green

RAF Fairford is best known as home to the Royal International Air Tattoo,. But outside of that period each year in July (2020 and 2021 aside of course), the base sometimes comes alive with the regular deployments of strategic bombers from United States Global Strike Command; the B-1 Lancer, B-2 Spirit and B-52 Stratofortress having all made Fairford their temporary home on a regular basis over the years. But sometimes, the guests are even more exotic.

A society of 300+ like-minded aviation enthusiasts intereste in East Anglia - RAF Mildenhall, RAF Lakenheath, RAF Marha and the STANTA range. Offering Monthly Movements - Photo C its - Official Base Merchandise

info@suffolkmilitaryaviationsociety.co

ed in military aviation am, RAF Wattisham

Competitions - Base Vis-

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RAF Fairford had not had any permanently based aircraft since the 11th Strategic Group’s KC-135 Stratotanker aircraft left in August 1990. That all changed a little over 18 months ago when the 99th Expeditionary Reconnaissance Squadron (99ERS), a subordinate unit of the 9th Reconnaissance Wing (9RW), took up residence with two Lockheed U-2S aircraft. The 9th Reconnaissance Wing, based at Beale Air Force Base, California, had used RAF Fairford for a number of years for ‘Busy Relay’ flights, which saw U-2s from RAF Akrotiri, Cyprus, and Al Dhafra, UAE, make short stop-overs at Fairford when returning home for depot maintenance at Palmdale, California. In recent years RAF Fairford had become a regular stop-off for U-2s heading to and from the United States as aircraft

were swapped over, indeed it was not unusual to see up to four U-2 aircraft at the base over 3-4 day period, with two aircraft transiting east, whilst two went in the opposite direction back to the United States.

The first indication that something different was in the offing was when U-2S #80-1071 arrived at RAF Fairford on 21 September 2019 using the callsign Dragon 21 - the assumption being that the aircraft was part of the normal swap-over procedure. But, unlike onA society previous occasions, the aircraft turned intereste of 300+ like-minded aviation enthusiasts up in fullinmission configuration equipped with a East Anglia - RAF Mildenhall, RAF Lakenheath, RAF Marha Senior Span dorsal pod, Dual Data-Link 2+, Senior and the STANTA range. Offering Monthly Movements - Photo C Glass Super PodsBase andMerchandise ASARS nose, which led to its - Official

info@suffolkmilitaryaviationsociety.co

rumours that this may be part of something bigger.

The aircraft was closely followed by Dragon 22, #80-1067, which was also equipped with a Senior Span dorsal pod, DDL2+ and Senior Glass Super Pods, with this one having a SYERS nose configuration. What also led to rumours about Fairford hosting a permanent detachment was the fact that no U-2s had transited eastbound at the time, which they normally did a few days before the westbound aircraft returned Stateside.

ed in military aviation With #80-1067 having returned to CONUS a few days after arriving, a small number of other U-2s am, RAF Wattisham

came Competitions - Baseand Vis-

went, with #80-1071 remaining at Fairford – flying its first mission 4 November using the callsign Peppy 01. The mission lasted approximate-

ly eight hours, with a second mission flown three days later. During the same week, a second U-2S #68-10337 arrived at Fairford. This particular aircraft was in what is known as a ‘clean’ configuration, carrying no dorsal pods or SYERS/ASARS nose, and was used initially for maintaining pilot proficiency. However, #68-10337 was later equipped with a full mission fit and operated as the ‘mission’ aircraft for some months, with another arrival (#80-1083) being used as the ‘check-flight’ aircraft to maintain pilot proficiency.

On 10th December 2020, #80-1085 arrived at Fairford, and #68-10337 departed 17th December leaving #80-1083, now equipped with a Span Pod; and #80-1085 acting as the ‘check-flight’ aircraft.

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Early in April 2021, a third U-2 also the local public at large, arrived at RAF Fairford in the and so it is not unusual to see shape of #80-1066 - also car- a number of people turning up rying a Senior Span pod and to watch the comings and gofull mission fit - the aircraft ings of the ‘Dragon Lady’. With joining the two already on a little effort, it’s not hard to strength (#80-1083 and #80- establish a pattern for the 1085). Unlike the other two U- missions, despite the fact that 2s already at Fairford, #80- they are supposedly ‘secret’.

1066 was still carrying a BB The majority of the missions tailcode for Beale Air Force head out somewhere between Base, which it still retains to 07.00 – 09.00 in the morning 58-0113 ‘All American B-17G 42this day.

Quite Girl’ whyhonours this one and arrive home late afternoon 37936 which was lost over Germany on Januhas retained the BB tailcode is between 16.00 – 18.00 local ary 10th, 1945 unknown, unless it is destined time. Catching the U-2 in nonto be here for a very short pe- mission fit though is a whole riod – time will tell. new ball game! There appears to be no pattern whatsoever, When based in the ‘Sandbox’, taking-off and landing as and the 99ERS was known as the when, and most likely in the ‘Desert Dragons’, but since it circuit at Fairford for just an has operated from RAF Fairhour or so. If you are lucky ford it has taken up the nickenough to catch it, then it is name of ‘Arctic Dragons’, prelikely you will get to see it sumably referring to their conduct numerous approaches missions that inevitably head and overshoots, giving ample northeast towards the Baltic opportunity to catch some imSea area, and may reach as far ages. north as the Barents Sea, monitoring Russian military activity in the area.

The 14th April 2021 caught eve58-0100 reminisces B-17G 42Throughout 2020 the 98015, which survived the two war U-2s ryone by surprise when not to on be scrapped the USA. albeit with one, but two operational mis99 ERS in strength, only one in full mission fit, sions were flown, #80-1083 maintained a busy schedule, operating as ‘Black 01’ and #80 58-0001 ‘Our Girl Sal’ was anwithB-17G missions other 42-31767,flown which most -1066 operating as ‘Black 02’ weekdays the United survived the war only to end upStates conducted missions out over Air smelter Force quoting the ‘the 9RW the Norwegian Sea and Barin the mission is to employ High- ents Sea, where the Russian Altitude Intelligence, Surveil- Navy frigate Admiral Gorshkov lance and Reconnaissance to was conducting live-firing exexecute effective and sus- ercises with the new Zircon tained U-2 operations globally, 3M22 hypersonic anti-ship providing critical intelligence missile. Whilst not confirmed, for use by the highest levels of it is highly unusual for two Uour government’.

2s to conduct missions from RAF Fairford on the same day, The missions from Fairford and it is most likely linked with have not surprisingly caught the Russian Navy’s activities. the attention of not only the local spotting community, but

While taxiing on the ground, it is quite usual for the U-2 to be accompanied by a fast car. An experienced U-2 pilot sits in the car, assisting the U-2 pilot to manouver the aircraft on the ground.

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NOSTALGIA So how do you get to photograph Both runways at Fairford are a U-2 at RAF Fairford? Firstly, be easily accessible, so it is possible aware that nothing is guaranteed. to photograph and view both Whilst missions are flown most landings and take-offs from eidays, there are occasions when ther end – but be aware that the nothing happens for 2-3 days, U-2 climbs extremely quickly presumably for maintenance or once it leaves the ground and so to swap the mission fit from one if you are hoping to get a take-off aircraft to another. So, if you are from the opposite end of the detravelling any distance to ‘Chase parture runway, forget it! The sun the Dragon’, I’d suggest you allow is generally favourable and it is more than one day – and maybe possible to get good photos preteven pay RAF Brize Norton a visit ty much anywhere, but a large in between departure and arri- step ladder is advisable at the 09 vals to kill some time during the Runway end – although not necday. It’s only a few miles from essary at the Runway 27 end, altRAF Fairford, and between the U- hough many people do use them 2 flights there is unlikely to be there. any activity at Fairford unless you are very lucky!

With a variety of roles, the Lockheed U-2S can be seen carrying a number of different configurations. Here we try to cover the primary set-ups that can be carried by the Dragon Lady - with the U-2 appearing like an almost totally different aircraft depending on which unique mission it is configured for.

With most U-2 mission configurations the most often seen are the Super-pods attached underneath the aircraft’s wings, which are used to carry various types of surveillance equipment, including data-links. They usually house the ‘Senior Glass’ communications, signals, and electronic intelligence (COMINT, SIGINT and ELINT) packages. The system began life as three separate in-

stallations, known as Senior Sear, Senior Ruby and Senior Glass, but after a mid-1990's initiative to integrate all these systems together in a modular configuration they can now fly and work together to some degree. These three forms of intelligence gathering capability intercept, and in some cases geo-locate, both communications, such a radio calls, signals such as encrypted data streams, and enemy radar emissions. Together, they are used to build a picture of the electronic battlefield, to be exploited in either near-real time via data-linking the data to a ground station, or collected data can be stored for analysis once the aircraft returns to base.

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The full Senior Glass installation includes the Senior Spear COMINT installation on the right super-pod, along with a massive antenna farm on the aircraft's belly, and the Senior Ruby electronic intelligence (radar emission) collection system on the left-wing super-pod. U-2s equipped with this ventral antenna farm have also been rumoured to be capable of networking relay functions, providing over the horizon connectivity to aircraft and ground units within the U2’s area of operations. The two bulges on the bottom of the aircraft, one below the intakes and one behind the tail wheel, are the U-2's within line-of-sight datalink antennas used for transferring the data collected by the aircraft's sensors down to ground stations and ground data entry points in near real time.

The Raytheon ASARS-2 (Advanced Synthetic Aperture Radar System) SIGINT (SIGnals INTelligence) suite is housed in an elongated nose cone. Developed for the TR-1A (a tactical reconnaissance version of the U-2), ASARS-2 is a synthetic aperture radar system con-

sisting of a pair of advanced electronically scanned array sideways-looking radar antennas mounted on each side, the system taking high-fidelity radar imagery of the battleground out to about 100 miles on either side of the aircraft's position.

The Collins Aerospace SYERS (Senior Year Electro Optical Reconnaissance System) camera systems primary optical sensor can peer deep into enemy territory and possesses outstanding resolution. The latest 10 -band, high spatial resolution SYERS-2C sensor provides an unmatched ability to find, track and assess moving and stationary targets. Developed with open mission systems standards to enable command, control and data exchange with 5th generation platforms, the sensor has become a critical asset to commanders, bringing unique advantages to joint operations across the battlespace. The SYERS-2C intelligence, surveillance and reconnaissance imaging sensor and its integration into the U-2 Dragon Lady further enhances the aircraft's ability to provide unparalleled

strategic intelligence. The upgrades multi-spectral imaging, has vastly improved SYERS ability to see through smoke, light fog and transient weather. With its additional infra-red capability, it can pick up the heat signature from a vehicle's engine, effectively countering the enemy's attempt at concealing it.

The large radome atop the aircraft’s spine is a satellite communications system known as Senior Span or Senior Spur, depending on how the jet is configured.

Senior Span is fitted to provide the conveyance of signals intelligence collection data beyond line of sight and around the globe. Senior Spur is used for transmitting other forms of data, including image intelligence and electronic intelligence gathered by the U2's sensors via data uplink to a satellite communications system – allowing real time mission feeds.

Routinely flown at altitudes over 70,000 feet, the U-2 pilot wears a full pressure suit similar to those worn by astronauts. The low-altitude handling characteristics of the aircraft and bicycle-type landing gear require precise control inputs during landing; forward

visibility is also limited due to the extended aircraft nose and taildragger configuration. A second U-2 pilot normally chases each landing in a high-performance vehicle, assisting the pilot by providing radio inputs for altitude and runway alignment. These characteristics combine to earn the U-2 a widely accepted title as the most difficult aircraft in the world to fly.

The Lockheed U-2 Dragon Lady celebrated 65 years of supporting the US Air Force’s surveillance mission in 2020. An impressive design for its time, the original U -2 aircraft, albeit a much different aircraft to those in service today, took its first flight on 1 August 1955. In true Lockheed Martin Skunk Works fashion, the aircraft’s modular design provided flexibility and agility, allowing for multiple generations of Skunks to evolve the aircraft and develop solutions to evolving future threats. Today, the U-2 continues to defy the possible.

While it continues to fill an intelligence, surveillance and reconnaissance role, an essential element shaping the future battlespace.

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AVIATION MUSEUMS

Text: Anthony F. Seychell Photos: Anthony F. Seychell Tucked away close to Riga airport, this neat aviation museum containes a treasure trove of Soviet-era aircraft. Sadly, its future is bleak as the airport eyes its grounds for its expansion plans.

The MiG-25 has an impressive ground presence on the ground, with the aircraft’s massive engines making no secret of the reason this aircraft could reach such high speeds.

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The Riga Aviation Museum traces its ori- The close collaboration between the Latvigins to a decision taken in the mid-1950s an CAA, the Young Pilots’ Club and the muwhen the Young Pilots’ Club (YPC) was set seum continued over the years. Regrettaup. This organisation, sponsored by the bly the dissolution of the USSR meant that Latvian Civil Aviation Administration (CAA), financing of the museum became very was intended to provide young people with tight. In 1997, the museum was privatised Text: Joeincluding Cupido aviation theory, and over the next couple of years, with the aviation training, Photos: Joe Cupido airport working procedures and also some help of Riga Airport Administration, its exbasic military training. The organisational hibits were moved to new premises close work a young aviation to Riga International Airport.

Duringwas myentrusted career astoan Aviation Photojournalist I flew in and or piloted over 100 different engineer, Mr Victor Talpa, who in time betypes of aircraft, from the Piper J3 Cub toOver McDonnell-Douglas the years, this KC10 close Tanker. proximityI can’t to really say came the permanent director of the Riga Riga’s airport has proved to be an obstacle which aircraft I liked the best, they all had their place in aviation, but I do feel that the followAviation Museum. to some of the airport’s expansion plans.

ing article and images might not be my best work, but was the most important mission I think the need for aircraft more space The Young Pilots’ Club was a bigjust success I flew.

In so many ways it was a very One basicunderstands flight of a fighter type out on a normal for Riga’s Airport. On the other hand, the but lacked training facilities and aids.

Mr training mission, but it was different and very special .

Talpa made his case to the Civil Aviation Administration for the needs of such aids.

Through the intervention of the Latvian CAA, the Ministry of Defence gave a MiG 21US to the YPC to be used a teaching aid.

This aircraft became the first of a prodigious collection of Soviet military aircraft.

Kamov Ka-26

Riga Aviation Museum represents one of the largest collections of Soviet aircraft outside the Commonwealth of Independent States (CIS). Hopefully a solution can be found so that this unique exhibition, collected mainly through the passion of one man, is fittingly preserved for future generations.

The MiG-23 was a formidable fighter, but the concept of a variable geometry wing mated to a single-engine fighter.

Su-7 Interceptor, with a ground-attack warload.

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MiG-21s feature in any Soviet aviation museum

Early Mi-24A with the initial cockpit layout.

The Mil Mi-6 is a massive helicopter by any count, and this airframe will be one of the most difficult to move should the museum manage to relocate.

The An-2 is one of the most popular biplanes in the world.

Mil Mi-2

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Yak-28 Brewer showing its unusual bicycle undercarriage layout.

Aero L-29 trainer MiG-15UTI

NOSTALGIA HELICOPTERS

Text:Text: Photos: Photos:

Joe Roberto Cupido Valadares Caiafa Roberto Joe Cupido Valadares Caiafa

The Brazilian Army has only been allowed to operate its ownmy aerial assets since September 3rd,Photojournalist 1986, with During career as an Aviation I flew in and or piloted over 100 different a fleet of helicopters intended primarily for logistical types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say support and light fire support of ground forces.

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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Brazilian helicopter procurement has been heaviliy influenced by the arrival of Eurocopter (Airbus Helicopters) in the country in the late 1970s under the name Helibras. Building helicopters under license, it paved the way for the order of aircraft to equip this force, initially the versatile Esquilo/Fennec, designated HA-1 by the Army, and the AS365 twin-turbine, called HM-1 Pantera.

These helicopters are part of the HXBR Programme, signed in 2008 with the Brazilian Ministry of Defence to supply 50 helicopters of the model.

The total order for the Land Force would include 16 of these helicopters capable of carrying up to 29 soldiers, as well as two pilots and two flight engineers/artillerymen.

The initial batch of 52 aircraft, delivered from 1989, were divided between 16 Squirrels and 36 Panthers, which were later reinforced by 20 more Fennec/HA-1s delivered from 1993 onwards.

Currently, the Army Aviation Command (Ricardo Kirk Brigade) is permanently based in three cities, Taubaté, in the southeast region (1st and 2nd Aviation Battalions), Manaus, in the Amazon region (4th Aviation Battalion) and Campo Grande, on the Midwest border (3rd Aviation Battalion).

The helicopter fleet was initially based in Taubaté (SP), a city chosen for its proximity to the São José dos Campos aeronautical industrial park and for being between Rio de Janeiro and São Paulo, as well as near the Helibrás plant located in Itajubá (MG).

The Taubaté Aviation Base (BAvT) also concentrates the Army Aviation Command (CAvEx), the Aviation Maintenance and Supply Battalion (BMS), the Army Aviation Training Center (CIAvEx) and the Army Aviation Communications Company.

The Cenepa War, fought in 1997 between Ecuador and Peru, was brought to an end by Brazil, but required the nation to set up MOMEP (Mission of Military Observers Ecuador Peru). To fly in that dangerous conflict scenario, four S70A Blackhawk helicopters were acquired, later redeployed to operate in Manaus, capital of the State of Amazonas, being designated HM-2.

The current Army Aviation fleet plans aim for 100 units split across five models, presents an evident predominance of French helicopters in the Southeast and Midwest regions, while the four Black Hawks remain attached to the Amazon scenario, backed by Panteras and Cougars.

Later, eight Eurocopter AS532UE Cougar helicopters were purchased and given the designation HM-3, four of them reinforcing the Blackhawk fleet in Manaus, and the other four being incorporated into the units operating in Taubaté.

The Army’s latest modernization program involves equipping part of the fleet with night vision goggles for enhanced flying capabilities at night, as well as upgrades to all areas of the helicopters, including heavier weaponry, new engines, armor, new avionics, communications and flare/chaff launchers.

In the last major acquisition, divided between the Army, Navy and Air Force, eleven H225M Super Cougars (Eurocopter EC725 Caracal or Jaguar) joined the Army Aviation fleet under the designation HM-4 Jaguar., with the last arriving at Taubaté in August 2020 .

The firepower of this fleet is low when compared to countries that operate attack helicopters, especially because the Brazilian Army Aviation cannot fire guided missiles of any kind. Only unguided rockets in the most usual calibres and machine guns in 7.62 mm and 12.7 mm can be used.

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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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For light reconnaissance, self-defence and escort purposes, the lack of guided missiles is proving to be a decisive capability gap.

A number of evaluations have been carried out on most attack helicopter systems available, including the Italian Mangusta, the American Cobra and Viper and the Turkish T-129. There is an urgent need to acquire an attack helicopter armed with guided missiles capable of destroying targets at least 5 km away, day or night, but this procurement is unlikely in the short or even medium term, a fact further aggravated by the Covid-19 Pandemic.

Curiously, the only genuine missile-armed attack helicopter in Brazil is the AH-2 Sabre (MI-35), operated by the Brazilian Air Force at the Porto Velho Air Base in Rondônia.

The latest capabilities acquired by the Army were tested in the latest edition of the annual ‘Operation Shield’ exercise. This saw HM-1 Pantera twinturbine aircraft were used as escorts and HM-3 Cougar helicopters loaded with troops. Flying both by day and night, the helicopters were pitted against the Army’s anti-aircraft defences, namely

its SABER M60 radars and its Anti-Aircraft Artil- After the transit phase, the mission required an lery Groups, armed with SA-18 Igla-S and SAAB assault landing, troop disembarkation and rapid RBS-70NG surface-to-air missiles, as well, as the evasion, the night vision goggl classic 40mm Bofors cannons. es of pilots and crew ensuring the safety of naviThe mission consisted of one-hour flying missions gation at low altitude of extreme precision, avoidat altitudes of less than 40 metres above the jun- ing power transmission lines, obstacles and giving gle canopy, carrying a combat group formed by warning of any adverse ground position or enemy special forces operators. The mission was to at- aircraft detected. tack and destroy an enemy radar and communications station detected hours earlier by a recon- The teamwork of pilots and crew is fundamental, and even the quality of the intercoms on board is naissance drone. important for a good mission result.

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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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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.

CIVIL SPOTTING

Text: Photos:

Clive Grant Clive Grant

As part of a one-week spotting tour of the Caribbean, I spent a pleasant two days spotting in Antigua, which boasts a rich variety of aircraft types and operators.

powered by:

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Grantley Adams Airport, Barbados The morning after my arrival, I headed back to the airport and spent an enjoyable day at the southwest corner, photographing the traffic arriving and departing on Runway 09. An extension to the taxiway was being added during Text:time I was Joe Cupido the there and this meant that the touchdown Photos: Joe Cupido point was displaced to further along the runway, but fortunately photography was still possible.

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 After fruitful Iday where the they highlights a P-3 whichaaircraft liked the best, all hadincluded their place in aviation, but I do feel that the followOrion of the US Department of Commerce, I headed backthe most important mission I think ing article and images might not be my best work, but was to the terminal to ways catchitmy Caribbean Airlines flightof a fighter type aircraft out on a normal I flew.

In so many was just a very basic flight BW449 Port-of-Spain,

by ATR72-600 training to mission, but it wasTrinidad, differentoperated and very special .

9Y-TTB. Again, arriving in the evening, I made my way to my hotel for the night before checking out the airport the following morning.

Port-of-Spain Piarco Airport, Trinidad The Trinidadian economy relies less on tourism than most Caribbean islands and so Port-of-Spain is less busy than Barbados, especially in terms of holiday traffic. Also, there are double fences and discouraging signs around the airport meaning that aircraft photography isn’t so easy here. Nonetheless, easterly landing shots were still possible provided I stood on the opposite side of the road, away from the restricted areas near the fence. Ground shots were only possible once I was airside, waiting for my outbound flight.

I spent two nights in Trinidad before heading back to Barbados on the evening of 5th February on another of the Caribbean Airlines ATR72 fleet, 9Y-TTE. Grantley Adams Airport is a major eastern Caribbean hub and so I had to transit through there to get to my next destination, Castries, St Lucia the following morning. My plane for that trip was LIAT ATR42 V2-LIG operating flight LI374.

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Castries Airport, St Lucia Thursday 6th February was spent at this delightful little airport, which serves local Caribbean traffic only. The larger international airport is on the south side of the island but unfortunately I didn’t have the time to check it out. Despite it being very quiet, with sometimes an hour or more between

movements, Castries typifies what I would hope to find at a Caribbean airport. Everything’s very relaxed here and my hire car enabled me to find excellent locations to view the traffic at very close quarters! Almost the whole perimeter of the airport is accessible and if you have time to kill, Vigie Beach to the northeast of the airport is also worth exploring.

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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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Bizjets are quite regular at V C Bird International. Learjet 60 N255SL is captured about to touch down on Runway 07.

In cargo configuration, Beech C99 N228BH of Ameriflight touches down on Runway 07 in Antigua, one wheel at a time.

Cessna 208B Grand Caravan N963HL is utilised by DHL for its Caribbean inter island cargo services. It’s about to land on Runway 07 at Antigua V C Bird International.

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YOUR

NOSTALGIA

ONLINE

Text: Photos:

Joe Cupido Joe Cupido

AVIATION

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

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The Fighting Colours of Richard J. Caruana - 1 SAAB 37 Viggen Celebrated aviation artist Richard J. Caruana celebrates 50 years of his art with the first of a series of books showcasing his work, in this case Saab’s mighty Viggen. Richly illustrated with colour profiles for all versions and a number of special schemes.

40 Pages

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The Fighting Colours of Richard J. Caruana - 2 Malta GC Celebrated aviation artist Richard J. Caruana continues his celebrations with a book commemorating the air battle over Malta.

Richly illustrated with colour profiles for most of the types involved from both sides of the conflict.

68 Pages

€ 7.95

The End of The Film—A Tribute to 348 Squadron Ioannis Lekkas and Paschalis Palavouzis present a pictorial history of the Hellenic Air Force’s dedicated photo reconnaissance squadrons. From the early days flying the F-84G, all the way till the squadron’s final days flying the RF-4E Phantom, this book is a definitive reference to the squadron’s history and operations.

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AH-64DHA Apache- 10 Years of the 2nd Attack Battalion Ioannis Lekkas immerses the reader into the world of the Hellenic Army’s AH-64DHA Apaches. Contains fantastic action footage of this feared attack helicopter in different environments, day and night. Spectacular photography and detailed information on a rarely approached subject.

92 Pages

€ 6.95

MILITARY EXERCISE

Text: Photos:

Mark Zerafa Lorcan Richardson, Mark Dobson

Exercise Chameleon is a special forces training exercise which takes place annually along the Northern coasts of the United Kingdom. The exercise is comparatively secret, and draws assets from maritime, aerial and land-based forces.

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In a world where all-out NOSTALGIA warfare has often been replaced by surgical interventions by highly-trained troops, the importance of keeping these elite troops well-trained is of the paramount importance. Equally important is that all service branches which support these troops are also well-versed to do their part in Text: Joe Cupido special operations.

Photos: Joe Cupido In this respect, the exercise normally features aircraft normally associated with special operaDuring my career an Aviation Photojournalist I flew in and or piloted over 100 different tions, namely Chinookastransport helicopters types of aircraft, theC-130 Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say escorted

by Apache from gunships, Hercules and Shadow R1s.I In addition, civilian Shorts which aircraft liked the abest, they all had their place in aviation, but I do feel that the followSkyvan was also used for paradropping.

The ing article and images might not be my best work, but was the most important mission I think presence of the ISTAR (Intelligence, SurveilI flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal lance, Target Acquisition and Reconnaissance) training but towards it was different Shadow mission, aircraft points training forand very special . high-tech scenarios. RAF 100 Sqn Hawk T.1As were also present, possibly to simulate a fastjet threat.

Media reports indicated an intense period of low-level flying activity, with the usual flurry of complaints aired over the media.

Most aerial assets were operated from RAF Leeming. Two C-130s and a single A400 were based at RAF Leuchars. A civilian Short SC7 Skyvan was also used to drop paratatroops over Barry Buddon and Lower Largo, where the troops practiced water jumps supported by the vessel SD Victoria, a worldwide support ship contracted from owner Serco Marine Services in support of naval military operations.

There were a number of instances where both Chinooks and Apaches landed at other airfields, such as Prestwick, to refuel.

Particularly spectacular were the ropesuspension exercises, where troops would be suspended on long ropes under a Chinook helicopter. This technique is primarily used in situations requiring rapid insertion of troops where a helicopter cannot land due to terrain or the tactical situation in hand.

Chinook CH.6 ZK560 performs a practice approach at RAF Leeming.

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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 .

Using callsign ‘Snake 47’, an RAF Shadow departs RAF Leeming.

The aircraft is usually based at RAF Waddington.

Brize Norton-based Summit Aviation provided a Skyvan for para drops.

Shadow R.1 taking off from RAF Leeming

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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 .

‘Machete 1’and 2 AH-64s departing as a pair from RAF Leeming.

Special Forces rope-trainng off a Chinook.

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NOSTALGIA AIRSHOWS

Text: Text: Photos: Photos:

Phil Buckley Joe Cupido Phil Buckley Joe Cupido

Over the weekend of March 6-7 2021 at Temora, NSW, Australia the Temora Aviation Museum (TAM) held its eagerly awaited major During myevent career an- Aviation Photojournalist I flew in also and or piloted over 100 different warbirds for as 2021 the Centenary Showcase. This event involved the Royal Australian Air J3 Force which is in its 100thKC10 Tanker. I can’t really say types of aircraft, from the Piper Cub(RAAF) to McDonnell-Douglas year of serviceI liked to thethe nation. crowd 6,000 people were able to but I do feel that the followwhich aircraft best,A they allofhad their place in aviation, attend across the 2 days and see a great airshow as NSW finally ing article andrestrictions. images might not be my best work, eased COVID 170 aircraft movements for but the was eventthe (notmost important mission I think I flew.

In so ways it was just aThe very basic flightwas of arun fighter including GAmany aircraft) were recorded.

TAM airshow with type aircraft out on a normal 19 staff mission, and 45 volunteers the public side.

There were. dozens of training but it wasondifferent and very special volunteer pilots and crew airside also assisting in the success of this event. The airshow days saw 39 aircraft demonstrating across multiple displays. With the recent standing up of the 100 SQN RAAF to support warbirds of the RAAF, including a few included from the Temora fleet, this event was the first time the new support organisation was in place. The majority of the Temora warbird Fleet participated in aerial exhibibitions of power and capabilities while some remained on static display. .

A sight which can only be seen in Australia. Lockheed Hudson flying in formation with two Boomerangs.

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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 TAM Canberra bomber which has been undergoing overhaul for last few years was rolled out each morning for engine starts. This excited the crowds to hear once again the 1940s era Avon engines running up. It is hoped that in 2021 the aircraft will again fly. The TAM Meteor was on the ground for this event as was the Sabre Jet. The latter is still grounded awaiting an ejection seat overhaul outcome.

The showcase display thrilled the crowd with the loud droning piston engines of Southern Knights in their T-6 Harvards as they did their well known

precision close formation aerobatic display. Also noted were the early examples of military trainers - the Tigermoth, PT-22 Ryan, CAC Wirraway and BT -13 Valiant. The classsic RAAF trainers of the 19501990s saw the 6 ship display of CAC Winjeels and CT-4 "Parrots" fly some tight formations. Seeing 2 of the WW2 era CAC Boomerangs in formation with the TAM Hudson bomber was an exciting crowd pleaser. Many more Boomerangs are in the restoration works across Australia. A surprise visit was made by the Wollongong based CAC Mustang A68199 and it remained static.

The large mix of warbirds included for the first time 3 Spitfires flying in formation in Australian skies since the 1940s. Two were from the TAM collection and one from Queensland. This rare flying display alone inspired many people to come to the airshow.

An exciting part of the event was seeing and hearing the large formation of 6 WW2 Warbirds which included noted Australian Warbird pilots like Guy Bourke in the TAM Spitfire XVI, the P-40N with the bright sharkmouth with Scott Taberner, P-40N flown by Doug Hamilton, Spitfire XVIe with Cameron Rolfe-Smith, TAM Spitfire VIII with Stephen

Death and others. The HARS Catalina also made an apperance reminding people of the long missions the RAAF Black Cats flew into southern Asia during WW2. An exciting Vietnam era display was conducted using assorted O-1 Birdogs, the TAM A-37B Draognfly, a Bell 47 flown by Brett Leech and the HARS Aviation Museum Albion Park contributing an ex-RAN UH-1B Huey and the ex RAAF DHC-4 Caribou. The late afternoons saw a very loud and fast display by the TAM's A-37B Dragonfly trailing its smoke and this had many people looking to the sky.

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The RAAF in its 100th year attended the airshow with some of its fleet to showcase its capabilties.

The RAAF Air Force Roulettes using PC-21s displayed their hallamarks of precision flying with assorted displays in the air. Later on an F-35 Lightning II gave a handling display in the air above Temora. Another showcase display was a heritage formation including the RAAF F-35 Lightning II, 2 of the TAM Spitfires and a P-40N was very much appreciated by the public. On the ground a RAAF 37 SQN C-130J Hercules and a 76 SQN Bae 127 Hawk trainer kept the crowd enter-

Former Australian Navy UH-1

tained. A PC-21 with special 100th anniversary tail markings was also spotted.

The Centenary Showcase held over the 2 days showed the huge diversity of Warbirds "down under" and reminded people that freedom we enjoy today, especially from WW2 onwards, has not been won easily. The Temora Aviation Museum helps to tell that story via its museum displays and aircraft events. The Temora Aviation Museum holds a series of smaller showcase events across the year and more details can be seen on their website.

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 Mk. VIII ofSpitfire fate, we were faced with a repeat of the original Miss Pick Up incident on the North Sea - fortunately without the marauding Me 262!

At the very end of filming on Loch Ness on 17th October, the Catalina’s engines were shut down so that the on-board camera crew could disembark into a motor-boat. After this the port engine started as expected but the starboard Pratt & Whitney refused to play ball and would not start. It subsequently transpired that with most unfortunate timing a component in the starboard engine had sheared, The is a popular thusHarvard preventing the warbird, starter which motor makes at airshows. from them doingregulars 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 Bell 47 kicking up the dry grass 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.

Cessna A-37 in SVAF markings

Spitfire Line-Up

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Temora Aviation Museum’s Canberra is ex-RAF TT.18 WJ680, repainted as A84-234.

The aircraft has been restored and is expected to fly again.

Vampire T.11

Cessna O-1

DHC-4 Caribou is one of the few remaining airworthy examples in the world.

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Spotter Magazine wishes to thank to the TAM staff and volunteers who assisted on the weekend to enable this media coverage.

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SPOTTER ENCOUNTER

Text: Photos:

Yolandie Grobler de Jager Raphael Oletu

At the age of only fifteen, Austrian planespotter Raphael has already achieved a very high standard in vaiation photography, and is an inspiration for us all.

An Airbus A340-542 State of Kuwait with reg: 9K-GBA, taking off on Runway 26L outbound for Kuwait City

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For High School student Raphael Oletu, his fascination with aircraft was ignited after he watched a documentary about aircraft on TV. He used to visit the airport often with his family, but none of his family are professionally involved in aviation.

Equipped with a Nikon D5000 and a Tamron 24-70mm f2.8 and a Tamron 70-300mm lens, Raphael could practice his new-found passion for aviation photography, mainly at Vienna International Airport, which offers an interesting mix of aircraft movements.

Having made a number of friends from the planespotting community, he quickly learnt from their experience and advice.

His preference is to keep the ISO as low as possible, and a reasonably high shutter speed to obtain a sharp picture. For best results, he always seeks a position with the sun behind him, to ensure optimal lighting of the subject. Post-processing is then effected using Lightroom or Photoshop.

Ultimately, younger photographers should not feel indimidated by other spotters wielding more sophisticated cameras and lenses. With good planning and technique, very good results can be achieved even with more budget equipment. Ultimately, however good the equipment is, the picture is still taken by the person behind it.

Beautiful shot of an Asiana Cargo Boeing 747-8 taking off.

Boeing 757-200F Federal Express taxiing to Runway 34 on its way to Budapest

Lufthansa A321neo

Boeing 777-312 of Rossiya Airlines with the Far Eastern Leopard Livery landing on Runway 16 at Vienna Airport.

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Beautiful winter sunset shot of the Boeing 777-31H(ER), seen here with the Emirates Expo 2020 Livery

Fokker 100 Close-Up

DHL Airbus A300 getting ready to taxi after push back at the Cargo Terminal at Stuttgart Airport.

Air Baltic Airbus A220-300 in the Latvia 100 Years centenary livery

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EVA Air 787-10

Airbus A321neo from Easyjet on the runway after its flight from London Gatwick.

Iran Air Airbus A330-200

Cargolux retro 747-400F inbound from Baku

TAO A321 neo returning to Lisbon

SCALE MODELING

Text: Photos:

Carmel J. Attard Carmel J. Attard

The Felxistowe F.2A was a development of the Curtiss flying boats, with a redesigned hull which proved more efficient and seaworthy. The aircraft has a particular Maltese connection, as it was the first aircraft to ever be manufactured in Malta. Hence, there needed to be little else motivation to build the Aeroclub 1:72 model of the aircraft.

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Felixstowe flying boats were so named after the Royal Naval Air Station where they have evolved. Adopted from the Curtiss American series of flying boats with more efficient and sea worthy hulls designed by Squadron Commander John Porte of the RNAS. The first Felixstowe machine was the F1, originally called Porte 1 which was a rebuild from the Curtiss H4 serial No 3580.

Only the wings and tail assembly were retained, the F1 being given Hispano Suiza engines and fitted with an entirely new hull. Evaluation of the machine proved soundness of Porte’s design. The next stage was to scale up the new hull to match the size of Curtiss H12 Large America.

The prototype F2 (8560) was a Curtiss H12 with a Porte type hull. This went into production as the F2A powered by a 345hp Rolls Royce Eagle VIII engines, the first delivered in November 1917. By March 1918 orders for the

F2A had reached nearly 170. Just over 100 were completed by Saunders and a further 10 by the Aircraft Manufacturing Company.

The chief contractors which benefited from the experimental modifications initiated at Felixstowe were Saunders of Cowes, Isle of Wight; May Harden of Hythe, Southampton Water, Dirk Kerr and Co of South Shields; Short Brothers of Rochester and Phoenix Dynamo Manufacturing Co of Bradford who built the hulls at North Bank of the Humber for completion.

The F3 was a slightly larger aircraft than the F2A with a longer range and twice the bomb load and substantial orders were placed for it. The F3s were ordered in such quantities that it seemed that it was preferred to the F2A. By March 1918 more than 260 F3s had been ordered.

These were powered with same engines as the F2A the excellent Eagle VIII water-cooled Vee-type but only 100 F3s were in fact completed. 96 being on RAF charge on the 31st October 1918. It is important to note that the allocation of serial numbers for batches of the F2As and F3s seem to indicate that orders for the two types were placed simultaneously.

Ever since those early days there was little that the Malta Dockyard could not do, and it came to no surprise when in May 1917 it was decided to build the Felixstowe F3 seaplanes. UK production could not cope with the demand and building the flying boats at Malta at the dockyard would have the added advantage of eliminating the need of shipping planes out from England.

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Local Maltese skilled craftsmen were employed, the men who were expert boat builders from since the time of the Grandmasters of the Knights of St John, had no difficulty in making the simple Porte type hulls, besides, Maltese women were employed as fabric workers under the supervision of Lady Mathuen, the wife of the Governor of the island at the time. The first Maltese built F3 was completed in November 1917 and the first 11 were built there during the following 12 months.

The finished flying boats built at the Malta Dockyard would simply be towed out of the French creek at the dockyard facilities and flown to Kalafrana sea plane base to join the newly formed No 267 squadron. The first F3 serialled N4310 was completed in November 1917. It was powered by a Rolls Royce Eagle VIII engines. When the remaining sisters’ serialled N4311-N4321 were completed in November 1918 a further 38 were ordered but the number was subsequently reduced to 28. Eventually only 11 serialled 4360 to 4370 are recorded as having been delivered bringing the total number of seaplanes built at the Malta Dockyard to 23.

Both the F2A and the F3s were first class flying boats capable of long range patrols. These carried two pilots and an armament varying from four to seven Lewis machine guns, single or twin in each of the front and rear cockpits, another above the pilot’s seat and sometimes a beam gun either side. The 230 lb bombs could be carried under the wings. During its patrol mission the Felixstowe F2A scored numerous successes over enemy submarines and airships. By various improvements the F2A could carry enough fuel for more than nine hours flying and in spring 1918 an alternative attempt was made to increase the combat radius by towing the aircraft on a lighter behind a Royal Navy destroyer into the scene of action however little operational use was made

of this procedure. The fuel supply system was the major weakness of the Felixstowe. This often obliged the crew to bring it down to the sea.

In summer of 1918 the dazzle paintwork was introduced on the F2A operating over the North Sea. In October 1918 there were 53 of these boats on RAF charge. One of these N65, an F2A with a lightweight hull and modified nose turret, was used operationally from Felixstowe and was involved in the destruction of Submarine UCI in July 1917.

The F2A, F3 Felixstowe flying boats were officially regarded obsolete in 1921 The F3 was therefore survived by the F2A, which with the F5 was a standard RAF type during the early 20s and set a pattern for British flying boats design that was not superseded for at least another 10 years.

Felixstowe Items that survived almost 100 years and in perfect condition were two main propellers, one of which is proudly displayed at the Malta Aviation Museum at Ta’Qali, and another propeller is on display at the Fino furniture manufacturer at Imriehel which are within a mile of each other.

The Kit The Aeroclub kit comes in a sealed sturdy box containing several vacform sheets containing all the parts to make one complete kit. Detail parts like the control columns, Eagle engine parts and propellers are supplied in white metal. Decal sheet with several serial numbers for different liveries are also supplied. A white metal beaching trolley adopted for the Felixstowe used to be sold separately but at the time I bought the kit this was out of stock and I made mine from plastic card with

reference to scale plans obtained from other source. The kit was designed by John Adams and is complete in every detail. The kit has an unusual new method for forming the vac-form wings. This consisted of mounting the wings at an angle so that the trailing edge is drawn deeper into the mould relative to the leading edge, the wing will thin in section towards the trailing edge. In doing so less plastic is required to remove to achieve thinner trailing edge. A 12-page A4 size comprehensive instruction is issued with the kit which explains in great detail all that is required to build the scale model.

This also includes accurate scale plans and no less than six F2As side views for which markings are supplied and which are finished in various liveries.

Three wing parts were first scored and separated from backing sheet using a sharp modelling blade. Any waste plastic from the aileron spars on the wings were removed. The vac -form parts are then sanded in the usual manner until the desired thickness is obtained. The trailing edges needed thinning down and a ridge under the leading edge sanded smooth with a homemade sanding paper block. Final finishing was done with a smooth grade of wet and dry paper. The leading edge rounded to blend into top surface. Ailerons were treated in same fashion and sanding flat on the inside. Taiplanes, fin and rudder also treated in same way.

The fuselage halves are then drawn around them with marker pen and scored using a sharp blade around each of the items. Care is taken when coming around the bottom and under the rear fuselage step. Parts were then carefully broken from

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the backing sheet. The retained little plastic was removed from each part in turn and was test fit of the parts together, checking with an outside calliper to check extent of sanding required. At this stage the plastic around cockpit area was not removed. Once happy with the general fit of the parts a razor saw removed excess plastic from the cockpit, the nose gun position and lower wing seat.

With the parts cut and shaped these were then held with tape and run liquid glue around the joint and reinforcing the joint with with strips of plastic on the inside. The bulkhead is added immediately in front of lower wing position. The planning bottom was then fixed in place, top decking cut out and test fitted. The lower wing was gently bent a dihedral at centre section, placed into position, checked for alignment and glued in place. Tail plane items all glued together. The fin was glued onto the fuselage using a scrap piece of rod as reinforcing spar, & the rudder added.

Engine detail parts all came in white metal, the struts to fix to them identified, those at the rear being slightly longer. The only tricky stage was mounting the engine. Once achieved then the whole top wing alignment is also correctly aligned. Engine cylinder block, exhaust pipes, propeller all in white metal were painted accordingly. The assembly and paint guide is well explained in the instructions. I used super glue to fix the engine mounts, lower struts etc. The radiators were then fitted to both engines. Wing floats added to the outer struts ex-

tensions. Assembly was allowed to dry overnight and rigging holes marked and drilled to apply the rigging. A time consuming process but this invisible thread rigging method in the end adds strength to the biplane nature of the F2A. The rectangular sails on the top wings were made from scrap plastic. The glazed wind shield was cut with scissors, trimmed and attached with PVA glue.

Colour and Markings A very small number of boats were Dazzle painted and were limited to the F2s at Great Yarmouth and Felixstowe bases. This was mainly applied for ease identification by the other crew and was to be an advantage during a mix-up. After this the pilot of each individual boat was allowed to create his own pattern for the hull. The basic colours used were mainly roundel colours, sometimes with an additional yellow, green and even black. The colours on the F2A presented on my model N4545 had the hull and fin in Dazzle paint with chevron and horizontal stripes in roundel red on white background with a gloss finish. The wing and tail, struts, engine all finished in standard colours of the era. Note the modification on the ailerons.

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MILITARY

Text: Photos:

Mark Zerafa Oliver Santa

Austria operates the smallest fleet of all Typhoon operators, with fifteen Tranche 1 single seaters on strength. They serve mainly in the air superiority role, on QRA duties from their base in Zeltweg, where the two Typhoon squadrons are based. However, behind the scintillating performance of the state-of-the-art jets lies a love-hate relationship between the Austrian government and an aircraft it can barely afford to operate.

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Ever since Jugoslav MiG-21s started making incursions into Austrian airspace, the Alpine nation which traditionally boasted both its neutrality and lack of enemies found itself exposed to deficiencies in its air defence. The backbone of its air force was the Saab 105, a versatile and reliable light warplane, sadly incapable of intercepting any fast jet. The Saab Draken was pressed into service, initially armed only with guns, but this was only a stop-gap measure as the aircraft was rapidly approaching obsolescence. Northrop F-5s were then leased from Switzerland pending the procurement of an adequate warplane which would fulfil Austrian needs.

The subsequent order for 18 Eurofighter Typhoons immediately became a political issue, with the opposition Socialist Party promising to stop the deal if elected. However, by the time the party came to power, the first units were already in production and the first crews were already undergoing training.

This rendered cancellation costs prohibitive, leading to the Austrian government having to pay € 1.2 billion in penalties without receiving a single aircraft.

The first Austrian Typhoon, serial 7L+WA first flew on March 21st, 2007, and the acceptance process was initiated in collaboration with the Luftwaffe. Ultimately, Austria negotiated a reduction in cost against a reduction from 18 units to 15 aircraft, all built to the latest Tranche 1 capability standard. 7L+WA was delivered to Zeltweg on July 12th, 2007, followed by a second on September 13th. On July 1st, 2008, the Typhoon officially took over the protection of Austrian airspace.

IB February 16th, 2010, an Austrian Typhoon was damaged as a result of an emergency landing, when the arrestor hook remained deployed, and then was thrust into the fuselage when it hit the runway on landing.

In November 2012, Austrian police began investigating allegations of corruption surrounding the purchase. Budgetary cuts to the armed forces were such that the Air Force barely had enough flying hours to keep 12 pilots current on the aircraft. With running costs calculated at around EUR 70,000 per flight hour, compounded mainly by the small fleet and thus, the lack of economies of scale, the spotlight once again moved onto the Typhoon.

By December 2018, the Gripen was mentioned as a possible replacement for the Typhoon, based on lower operating costs. In 2020, Indonesia made it known that it was interested in buying the aircraft. However, this would have required the country to be cleared to receive the aircraft, and probably, separate negotiations with the manufacturer to refurbish the aircraft.

As yet, nothing has materialised from this possible sale, and Indonesia s also actively seeking other fighters, including the Su-30 and the F-16. In the meantime, the premature phase-out of the Typhoon was touted to be as early as 2020, but so far, they are still roaring over Zeltweg. In the meantime, the market for used Typhoons is becoming potentially saturated, as legacy operators retire their Tranche 1s in favour of more capable versions. So, for how long the Austrian Typhoons will continue to operate is anyone’s guess.

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