Spotter Magazine Issue 31 by 9H Media

ELLINIKON AIRPORT ARGENTINA’S 707S RAF LAKENHEATH SURINAME SPOTTING DEBLIN AVIATION ACADEMY BATTLE OF BRITAIN AIRSHOW BELGIAN ALOUETTE FAREWELL LUFTWAFFE TRANSALL FAREWELL MODELING THE AVRO BISON

KRIS CHRISTIAENS

WELCOME

While compiling this issue, I realised that recently we were bidding farewell to many aircraft. As aircraft become ever more costly and complex, less countries and companies have the capital to develop new aircraft, leading to the ever-depleting variety of aircraft types flying in the world, these being replaced by more capable replacements, almost invariably in smaller numbers. This issue contains many glimpses of soon-tobe-lost icons of aviation. Some, like the Transall and the Argentinian 707s, due to airframe life issues, whilst others, like the Flying Bulls T-28, to an unfortunate accident, which sadly also claimed the life of its pilot. Blue skies and fair winds Rainer.

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COVER:

RICH COOPER

CONTENTS Marketplace

Deblin Aviation Academy

One Morning in Lakenheath

Farewell Flying Bulls Trojan

Argentina’s 707s

Hellenic Phantoms

Ecuadorian Fennecs

Athens’ Forgotten Airport

Johan Adolf Pengel International

Goodbye Transall

114

Belgian Alouette Farewell

128

Battle of Britain Airshow

134

Avro Bison

148

CREDITS ARTWORKS: MAX ZAMMIT CONTRIBUTORS: MIRCO BONATO - RON WILKINSON DIETMAR SCHEIBER - ADRIAN GOMEZ RICH COOPER - ANTONIO ESPINEL SHERWEEN NANNAN - RALF JAHNKE JEAN-PAUL LARDINOIS ANDREW CRITCHELL-WILLIAM JARDIM CARMEL J. ATTARD

RALF JAHNKE

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

SPOOK FRIENDS RESIN FIGURES ICARUS WORKSHOP

The ‘Spook’ character is part and parcel of the culture that has built itself around the legendary F-4 Phantom. Over the years, this character has seens all types of guises as it was adapted for numerous operators. Icarus Workshop have released a limited run of resin figures in various iterations, from a ‘Samurai Spook’ to a ‘British Spook’, a Greek Spook and a German one. All are limited editions and are available in limited quantities. Price:

from € 30.90

Height: 90mm From:

www.icarusworkshop.com

FIGHTING COLOURS 1: SAAB VIGGEN MUSHROOM PUBLICATIONS Following the success of the E-Book version, the first in Richard J. Caruana’s ‘Fighting Colours’ series is now available as a print version from Mushroom Publications. Richly illustrated with over 56 colour profiles, showing not only operational schemes but also special celebratory schemes, this publication should be a valuable addition in a serious enthusiast’s library. Price:

£ 15.00

From:

www.mmpbooks.com

G-PJPJ TAG AIRSKINZ Boeing 737-500 c/n 27355 had an interesting and very international history. Delivered new to Malaysia Airlines, it then went to Jet Airways. It then went to Astraeus and was finally leased to Iceland Express. Placed in storage, the aircraft never flew again, but had a cameo role when it was repainted in US Airways livery to represent the Hudson River landing A320 for a National Geographic documentary before it was scrapped. Airskinz has saved part of the aircraft’s skin, which it now is offering as a limited-edition tag. Price:

£ 19.95

From:

www.airskinz.com

MARKETPLACE

PROFILE PRINTS THE DESIGN HANGAR Graphic designer Max Zammit has launched his own range of high-quality aircraft prints based on his designs, which are available for purchase via his website. Following careful research, often involving the aircraft operators themselves, Max has created a series of aircraft profiles, printed on 230gsm pure white, high-quality, acid-free paper using the giclee laser-printing technique. Using pigment-based inks instead of dye-based inks, the giclee printer will spray the pigment ink onto the Giclee paper one coloured layer at a time, with different layers overlapping each other as necessary. Types currently available include the F-4 Phantom, Northrop F-5 , Challenger, King Air, P-180 Avanti, PC-7, PC-9 and the Airbus A320. Framing options are also available.

Price:

from € 15.00

Available via:

www.thedesignhangar.com

MILITARY

Text: Photos:

Mirco Bonato Mirco Bonato

The Polish Aviation Academy of Deblin is a modern military academy, with a 90-year-old tradition of training pilots, cadets and professional soldiers. The Air Force University is an accredited institution dedicated to the formation of officers since its foundation in 1927. In 2009, it has also introduced programmes for civilian students, namely pilot training, aviation maintenance, air traffic control and national security.A department for security and logistics was founded in 2011.

The Leonardo M-346 Master is more than just a modern training aircraft. It is part of a fully-integrated training system, designed to prepare pilots for 4th Generation and 5th Generation front-line fast jets.

Military cadets can follow courses for fast jet pilots, helicopter pilots, transport pilots, UAV operators, navigators, air traffic control and logistics management. Courses open to civilians, in collaboration with the Ministry of Science and Higher Learning, and the Ministry for transport, construction and marine economy, include pilot courses, avionics, UAV operators, air traffic control, national security, airport management and logistics management. The school is very well equipped for its mission – with the sole air traffic control simulator in the country, GPS lab, Physics lab, a language lab, flight simulators and mission simulators. Indeed, the academy’s capabilities are very wide, so this feature will be focussing on pilot training, which is closest to the scope of this publication. Key to this programme is the Italian Leonardo M-346, the latest teaching tool for fast-jet pilots. This M-346 system goes beyond the aircraft itself – it is a complete learning system, which has given Poland full autonomy in training its fast jet pilots. The introduction of the M-346 has made it possible to reduce the number of F-16 hours a pilot must fly to be rated on the type. The 41st training base has twelve M-346s on strength, with a further four to be delivered by end-2021. These, combined with an update on the indigenous PZL-130 Orlik turboprop trainer are part of a modern training fleet designed

to lead pilots to fly 4th generation + aircraft. In comparison, many air arms fly their training on outdated aircraft dating from the 60s and 70s, whose cockpits are a far cry from those of the aircraft the trainees will eventually be flying. The modern Polish Air Force’s training arm has always aimed for self-sufficiency. In the fifties, it flew licence-built trainer versions of the MiG-15 (Lim-1) and MiG-17 (Lim-2), which soldiered on till the nineties. Primary jet training was conducted using the PZL TS-11 Iskra, introduced in 1963. The Iskra remains in service in limited numbers, mainly with the national aerobatic team. With the collapse of the Warsaw Pact and Poland’s membership of NATO in 1999, there was a strong need to invest in new technology which was more compatible with NATO’s operational philosphy and interoperability requirements. In 1993, the turboprop PZL-130T Orlik was introduced, providing a quantum leap in training, but then pilots would progress to the antiquated TS-11. Although this which was enough for pilots transitioning to the MiG29 or Su-22, it would not suffice to train pilots on the Block 52 F-16s which were entering service, and thus, pilots destined for the F-16. In fact, until the arrival of the M346, these were trained in Texas on the T-6 and the T-38.

The introduction of the M-346 has allowed the Polish Air Force the capability to train its F-16 pilots itself. Prior to this, prospective Viper drivers had to be trained in the United States.

For many years, the PZL Iskra was the jet trainer of the Polish Air Force. Now in the twilight of its career, it is also the mount of the ‘Sparks’ aerobatic team.

Aspiring pilots first need to pass an aptitude test over twenty flying hours. This will allow them to apply for entry to the academy, where yjeu will then attend four semesters of theorethical training followed by 120 hours on light aircraft, namely the Diamond DA-20 and DA-42 for fixed-wing pilots, and the Robinson R-44 or Cabri G-2 for those on the rotary-wing stream. Having obtained a private pilot’s license,pilots on the helicopter stream continue their training in Deblin, whereas fixedwing pilots will head to Radom, where they will fly the PZL-130 Orlik. 140 flying hours are envisaged at this stage before the students return to Deblin to fly the M346, where a whole year of flying awaits them before they earn their military pilot wings, having completed 400 flying hours in total. The M-346 has great potential to prepare not only future F-16 pilots, but also other 4th Generation+ aircraft, such as the Typhoon, Rafale, Gripen, and even 5th generation fighters like the F-35, for which there is

no two-seat version. With both Italian and Polish air arms committed to the F-35, the capability to train 5th generation pilots is an imminent requirement. At present, most NATO fast-jet pilots train in the US, mainly flying the older T-38 Talon. Italian manufacturer Leonardo has proposed a combatready version of the M-346 as a light combat aircraft, which it hopes will interest Poland as a light strike aircraft for missions where the complex F-35 is not required, once the Su-22 is retired. In the meantime, The M-346 Master training system is gearing up, with the Italian Air Force’s 61° Stormo at Lecce- Galatina and Poland’s Deblin academy offering a full pilot training system based on the type. The Hellenic Air Force is following suit at Kalamata. Qatar will be basing its initial batch of M-346s in Italy to train its pilots at Lecce.

With most air arms having suffered budget cuts over the years, and most having a dire need to replace their current trainer fleet and update their training programmes in order to prepare pilots for modern combat systems, there is strong potential for Deblin to evolve into develop into a European military pilot training hub, training not only Polish pilots but also those from other air arms, increasing efficiencies and synergies in the process.

Diamond lightplanes are particularly effective to train civilian pilots.

A derivative of the An-28, the PZL Bryza light transport is in widespread service with the Polish military.

The SW.4 is a Polish light single-engine helicopter, which is also used to train rotary-wing pilots.

The Mi-2 is still in service with the Polish Air Force.

The Guimbal Cabri is a light helicopter used for primary flight training for helicopter pilots.

Flight simulators form a key part in the M-346 training system.

The PZL TS-11 Iskra is serving in ever-dwindling numbers. First flown in February 1960, the aircraft was pitched against the L-29 Delfin to become the standard Warsaw Pact trainer. The Czech aircraft won, but Poland nonetheless ordered the Iskra, in order to conserve its aviation industry. India was the sole export customer.

MILITARY

Text: Photos:

Ron Wilkinson Ron Wilkinson

This is a little short story which probably happened to many a planespotter. It all began on one post-lockdown morning...

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

This frontal view shows to good effect the conformal FAST packs fitted to the sides of the F-15E Strike Eagle.

ed in military aviation am, RAF Wattisham

Competitions - Base Vis-

o.uk

With the lockdown easing here in the UK, it was time to get out the camera, charge the batteries, clean the lenses and go shoot some planes once again. So I planned a trip to RAF Lakenheath, a place I had not visited for some time. So, leaving at stupid o’clock I headed for my destination. After being held up on the A14 by an accident, I arrived a bit later than planned. The weather was cloudy and not very bright, but it was what it was, so I decided to make the best of it. Parking in the spectator’s car park, and making the obligatory visit to ‘The Buttie waggon’, bacon sarnie in hand, I ventured off to explore the fence line. The weather did improve slightly as the day wore on, but not too brilliant. Guess that’s one of the pitfalls of aviation photography in the UK. F-15 C/D/E’s were order of the day, with a mass take-off of 15 aircraft, at around lunch time. As the last one thundered off in the distance, I thought this would be a good time to head for the end of the runway to await their return. Two and a half hours later, there I was, and still no F-15 from that big departing wave in sight. At that point, the ‘sage’ from the Buttie Wagon tells me ‘they have gone to Greece mate, wont be back for a few days’. Ah well, guess it was time to pack up and leave.

An F-15E Strike Eagle assigned to the 492nd Fighter Squadron is painted in the heritage colours of its World War II P-47 Thunderbolt predecessor based at RAF Lakenheath during World War II

RAF Lakenheath is the base for both fighter and strike variants of the F-15 Eagle. The base is preparing for the arrival of the first F-35s.

IT’S GOOD TO BE BA

NETHERLANDS MILITARY

HUNGARY - KECSKEMET AIRSHOW

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

WARBIRDS

Text: Photos:

Dietmar Schreiber Dietmar Schreiber

On June 20th, 2021, we received the sad news that North American T-28B Trojan OE-ESA from The Flying Bulls crashed after an airshow appearance at Leszno-Strzyzewice in Poland. Even more sad was that the crash claimed the life of pilot Rainer Steinberger.

North American T-28B Trojan c/n 200-250 was built in 1954 and was assigned BuA 138179 as it was accepted and taken on charge with the United States Navy, where it served between 1954 and 1965. Transferred to the Military Aircraft Storage and Disposal Centre on December2nd, 1974, it received the inventory number 5T0024. It was transferred to its first civilian owner, Time Aviation at Tucson, Arizona on March 31st, 1982, before being registered to Dennis G. Buehn at Long Beach, California in April 1983, as N3905H. One year later, the aircraft changed hands again to Mr. William E. Harrison from Tulsa, Oklahoma. That year, it was raced in the National Championship Air Races in the Unlimited Class. As Race Number 33, and christened ‘Slo Moshun’, the aircraft qualified in 29th place with an average speed of 274.512 mph. In the Bronze race, it finished in 8th place with an average speed of 234.895 mph. Another change of ownership came in 1986, where it was sold to GWB Inc of Canby, Oregon. Then in January 1988, the aircraft was sold to Sigi Angerer in Innsbruck, Austria, and was placed on the Austrian register as OE-ESA. It is understood that the aircraft was shipped from the USA to Austria and was re-assembled by Jet Aviation. In 1989, the aircraft changed hands again, going to Paul Doblinger, also from Innsbruck. In 2003, the aircraft was acquired by The Flying Bulls in Salzburg, Austria, as part of their ever-growing warbird collection. Initially, the aircraft retained its US Navy Midnight Blue colour scheme, with the addition of the Red Bull logo under the cockpit. In 2019, the aircraft re-appeared in a new colour scheme with smoke generators under each wingtip. It will be particularly remembered for its very characteristic smoke contrails, which would form rings behind the aircraft as it performed vertical loops in airshows. With the disappearance of this aircraft, and its muchrespected pilot, the airshow scene is all the poorer. May these images taken from an earlier air-to-air photoshoot serve as a fitting tribute to man and machine.

The original colours worn by OE-ESA on its arrival in Austria.

In its new Red Bull colour scheme, the T-28 was a popular airshow performer, with its wingtip smoke generators making characteristic contrails during displays.

The T-28 was a post-war trainer used by the USAF, USN and USMC, as wekk as the ANG. The type later found operational use as a close-support aircraft and is now a popular warbird.

ISSUE 27

Text: Photos:

Adrian Gomez Adrian Gomez

The Boeing 707s were the spearhead of the air force's long-range transportation from 1975, when the T-01 entered service, which would later become the TC-91 upon being transferred to the FAA in 1977 alongside the Fokker F28 in Squadron II. From the end of 1982 to 2008, when they were discharged, the 707 formed Squadron V belonging to Group I of Air Transport based on the I Air Brigade of El Palomar in the province of Buenos Aires, fulfilling the role of aircraft of long-range transport, fulfilling various missions in the military and civil fields as well as flights with State Air Lines (LADE)

Only a handful of 707s remain in service nowadays, mostly in military service, although the design is also the basis of the E-3 and E-8 aircraft, which will probably outlive the other variants.

One of the early achievements of II Squadron was the first commercial transpolar flight over Antarctica, which was carried out between May 30 and June 6, 1979 with Boeing 707-387C TC-91. The route left from El Palomar, with stops at Rio Gallegos, over Antarctica, Auckland, Sydney and finally arriving in the city of Osaka. The Falklands Missions Just prior to the hostilities between Great Britain and Argentina, the Boeing 707 TC-93 had visited Stansted airport where it was loaded military supplies surrounded by Royal Navy personnel, days before the conflict. FAA 707s also flew to Spain, France and Italy to load military material that had been previously acquired. When the theater of operations in the South Atlantic began, the three Boeing 707s then in service with the Argentine Air Force had carried out various military operations, both in the transport and maritime patrol roles. It was a 707 that located the British Task, Force as it was heading to the Falklands Islands, using the aircraft’s weather radar. But while the 707 continued to carry out transportation operations.

Indeed, only one day after a request for assistance had been made by the Argentine Navy, by 12:00 p.m. on April 21st, 707 TC-91 was already patrolling the Atlantic in search of the Task Force, and as a result of this first improvised mission, six British warships were clearly identified, among them were the aircraft carriers HMS Hermes and HMS Invincible. The position of the British task force was estimated at about 1,400 miles east-northeast of Rio de Janeiro. The British initially took the TC-91 as a commercial aircraft, but growing suspicious, launched Sea Harriers to investigate, For several minutes the Sea Harriers shadowed the Argentine plane, before returning back to the carrier, leaving TC-91 to return to Ezeiza. Encouraged by the success of the first mission, the FAA mounted new reconnaissance missions. By 6:30 p.m. on April 22nd, a 707 shamelessly approached within 60 miles of Invincible, which dispatched three Sea Harriers. These flights generated great discomfort in the British High Command, but since they were over international waters, shooting down the 707 would have led to diplomatic complications and escalation of tensions.

On April 23, at 3:00 p.m., another 707 was intercepted while flying about 120 miles from the task force and the next day the last encounter occurred when at 1550, another 707 was intercepted by the Hermes Sea Harriers. Through diplomatic channels, the British warned Argentina that from then on, any 707 flights approaching British ships would be attacked without warning. This abrupt warning was headed by the FAA, so no further patrols were mounted. However, the need for precise and detailed information forced the resumption of reconnaissance sorties on May 19th , a 707 was identified about 180 miles northeast of the Task Force. At least one Sea Harrier left to intercept it but failed in their attempt. Three days later another 707 was detected by the radars of the HMS Cardiff and HMS Bristol when these were sailing south from Ascension Island. Two Sea Darts were launched against the aircraft, which miraculously managed to evade the SAMs with an abrupt maneuver.

Ionised Cloud Research A curious and little-known story in the operational career of the Argentine Air Force Boeing 707s was their participation in the German-Argentine Experiments with Ionized Clouds (EGANI for its acronym in Spanish) in 1984. This experiment created the first artificial comets in history, which would consist of two barium camosyers released the German IRM (Ion Release Module) satellite that would cross the Earth's magnetosphere while being observed and filmed from a Boeing 707-320C of the Argentine Air Force and a Convair 900 of NASA, directed by the scientific director from the AMPTE (Active Magnetospheric Particle Tracer Explorers) project, then - Commodore Arnoldo Valenzuela.

The last mission of the Group I of Air Transport jets was recorded on June 7th, when a 707 was seen flying over the lone HMS Argonaut, which was slowly returning with serious damage to the United Kingdom. This appears to have been the last flight of the 707 in relation to the conflict.

HELICOPTERS The adventure of the artificial comet began on December 19th , when the Boeing 707 TC-91, which had a stopover on Easter Island, departed from the El Plumerillo airport, arrived at the Papetee airport, in French Polynesia. The first release of 2.5 kg of barium to form an artificial comet would take place on December 25th , 1984. The cloud would be observed by a network of ground-based observatories in the northern hemisphere and by two airborne laboratories, one on the Argentinian Air Force's Boeing 707 and anText: Joe Cupido other in a NASA Convair Photos: Joe Cupido 990. The Argentine plane’s equipment belonged to the Max Planck Institute of Germany. In December 1984 and July 1985 clouds of neutral barium atoms were released into the solar wind. Soon the barium atoms were ionized and the clouds took on the shape of a natural comet, with a more condensed nucleus, a 500 kilometer diameter coma and a tail with rays that were ejected at tens of kilometers per second from the nucleus. Peacetime Operations In peacetime, the 707 of the FAA were affected by the services of Lineas Aereas Del Estado (LADE for its acronym in Spanish) , operations in support of United Nations peacekeeping missions in former Yugoslavia, Croatia, Mozambique, Haiti and Cyprus; and providing humanitarian support to various countries around the globe and within the Argentine Republic. During the Gulf War, the crews of Squadron V expanded their share of credit and prestige with the other air forces of the world, and the respect of the international community, since the Boeing 707LV-LGO was the first and only aircraft to operate in Iraqi territory from the 28 countries that made up the United Nations coalition. The surviving Boeing 707, serial TC-91 was grounded in 2008, having flown a total of 21,660 hours over 11,105 cycles. It is used as an instructional airframe for the technical training of the students of the EET School No. 4 "Professor Héctor Ángel Laguarde” at El Palomar, who maintain the former V Squadron in extraordinary condition. Throughout their operational career, there were different proposals to convert them into electronic warfare aircraft or tanker aircraft, but these were hampered by budgetary constraints. One aircraft, VR-21, was eventually modified into an electronic warfare aircraft, with an underfuselage bulge and numerous antennas. Budgetary contraints ended the legacy the Boeing 707s of Squadron V had built, leading to their grounding in 2008. With no replacement, this led to a void in capability for the transfer of cargo or passengers, a factor which became more pronounced with the COVID-19 pandemic, when there was an urgent need to repatriate citizens stranded abroad and to transfer of supplies and medical equipment. Currently, the Argentine Air Force has incorporated a Boeing 737 of the 700 series to its ranks, which to a lesser extent, will serve to recover some of the capabilities lost with the 707’s demise.

VR-21 was converted into an electronic warfare aircraft. Distinguishable by its a large bulge under its fuselage together with numerous antennae, the aircraft originally retained its airline-like colour scheme before being repainted in low-visibility grey in 1997. Details of the conversion are obscure, but the conversion was effected in Israel by Elta Electronics between 1984 and 1987. The SIGINT programme sought to search for enemy communications, determining their frequencies and their direction. The aircraft bore many identities, originally LV-JGP with Aerolineas Argentinas, then serialled TC-93 while still in transport configuration, and wit the test registration 4X-AOV during flight-testing in Israel.

NOSTALGIA

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.

NOSTALGIA MILITARY

Text: Photos: Text: Profiles: Photos:

Rich Cooper RichCupido Cooper Joe Max Zammit Joe Cupido

There’s still nothing like a Phantom. It’s unique lines, its sound, its charisma…

Where today’s hi-tech may have the edge in warfare, theinF-4 force During my career asworld an Aviation Photojournalist I flew andhas orbrute piloted over 100 different and a status that demands its name written to be in the book of legends. As Phantypes of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say tom numbers fall from the 5,000-plus built, the world is left with examples in Iran, which I likedand theGreece. best, they all had their–place in aviation, but doHelfeel that the followTurkey,aircraft South Korea Of those nations if the headquarters of Ithe ing article and images might beinmy best but was the most important lenic AF’s intention to retire thenot type 2027 canwork, be taken as gospel – then Greece mission I think up many writingways the world’s the flight type. But doestype the Hellenic Icould flew.end In so it waslast justchapter a very on basic of ahow fighter aircraft out on a normal AF employ the ageing Phantom in its current strategy and ensure its future viabiltraining mission, but it was different and very special . ity? We visited 338 Mira at Andravida to find out.

This Mediterranean Phantom ‘Mecca’ is located to the east of the country, near the Ionian coast around 300km west of Athens. It’s a sprawling base of shelters, long grass, trees and countryside undulated by rolling hills, which have reverberated to the sound of J79s since 1974.

korafas, a proud Phantom pilot with a gentle spirit yet a persona that automatically commands respect around his squadron. He took leadership in July 2019, a move that he holds as the highlight of his air force career to date, which has claim to nearly 2,000 Phantom hours.

Today, all HAF F-4 operations are concentrated on one squadron, that of 338 Mira, which comes under 117 Combat Wing (see boxed item). The squadron’s callsign as ‘Aris’ with its badge featuring Mars, The God of War, wielding a 2,000lb bomb. Furthermore, in a brilliantly dramatic nod to the Greek past, the unit badge contains the inscription “I TAN O ON YOU”, which is a phrase the iconic Spartans used to say to their sons when they handed them a shield for battle… ‘Bring it victorious or bring it dead’.

‘I first flew the Phantom in June 1998 and I have seen our Phantoms change a lot within the HAF’ he confides. ‘When I was first here, the jets suffered radar issues and low avionics quality. But after the modernization of the Avionics Upgrade Program (AUP, see boxed item), it was a totally new machine’.

As well as 338 Mira, Andravida also houses the HAF’s Fighter Weapons School, a unit of growing importance and stature, and the location of the annual ‘Iniochos’ Exercise (see future issue for an interview with senior Weapons School leadership). The Commander of 338 Mira is Lt Col Dimitrios Sa-

The primary role of the squadron remains air-toground, with an air-to-air capability. As such, the training is focused on the laser-guidance, closeair support and JTAC cooperation. There is also a QRA facility held at Andravida, with jets on air-toground standby – and they can be launched on a 30min alert, one hour or four hours depending on the requirement at the time.

The intake splitter plates are a critical part of the F-4’s design which contribute to its performance.

The unit undertakes annual live weapons drops in order to maintain pilot currency with the munitions, with the periods dictated by the air force headquarters. ‘For instance, we had around 40 live weapon missions in 2019. These were air-toground weapons, with general-purpose bombs and LGBs employed’ the commander confirmed. Outside of the live drops, the squadron has a good training system in place, as the he explains. ‘We will launch perhaps a flight of three or four Phantoms together – and in that flight perhaps just one jet would be carrying the laser-designation pod, or maybe even every jet in the sortie – this is dictated by our tactics and how many targets we are training against. ‘We push learning on how to cooperate together as a package, as well as work separately within the mission – so one jet could target for the whole mission, or each jet would have their own individual target to attack with LGBs. The aircraft have the ability to simulate each of the weapons we carry; we can load the aircraft’s central MMRC computer with the profile of the bomb we want to simulate’.

This integrated computer will calculate everything as if the jet was carrying it and releasing it, without it being on board, including all of the release parameters required for a successful drop. ‘The MMRC computer, coupled with the LITENING pod, is a highly effective training system for laserdesignation and weapons release. Naturally, the MMRC also has the AIM-120 firing envelope built into it as well, so we can train with our complete arsenal air-to-air and air-to-ground weapons.’ All of this is undertaken on local ranges, which are very close to the base. The air-to-air range is located above the sea and so is one of the two air-to -ground ranges (with a small island as a target), whilst a second air-to-ground range can be found inland. ‘We have to be very careful around the local communities, especially around the in-land range’ explained the squadron boss. ‘The sea-based ranges are easy for us to use, but of course there is a lot of ship traffic – and they can often stray into the area despite the rules and NOTAMs issued!

Although taken for granted nowadays, it is worth noting that the Phantom was one of the first interceptors which could be used equally effectively by day and night.

‘For air-to-air training we normally use a specific weapon that is dropped by another F-4, then falls on a parachute and is engaged by our IR missiles. There are very tight procedures to follow to ensure the utmost of safety, not least for the aircraft that drops the munition! For AMRAAM engagement, we have munitions that can be released to simulate a small aircraft with a metal surface – we can achieve a good lock-on to fire (and always under the ‘safety first’ ruling). We are also still training to use the gun, and for that we drag a long target behind another jet and fly a certain axis to maintain safety and which allows the other aircraft to attack. It is always safety first and training after. ‘We also have an air-to-sea mission, and for this we use the AGM-65 Mavericks as well as LGBs, depending on the target. We have great cooperation with the Navy (and also the Army) and conduct regular training together to simulate a strike, often coordinated with F-16s and Mirage 2000s to attack a sea-based target. The Army can also guide our weapons and we work with their JTACs to illumi-

nate a target and can provide Close-Air Support for them too, all provided by the standard Nine-Line Brief procedure. ‘It is very common for us to laser for the F-16 guys and vice-versa, and the procedures of the laser platform and the bombing platform are clear for everyone. This is particularly important when we work in COMAO-style operations – and especially if there is a technical issue during the mission because we can swap roles if required. Another example would see me lasing my target first, then break off to perform a CAP orbit over the top of the next bombing wave whilst I also lase for them. We can only lase for one target at a time, and we need around one minute per target, so it is quite a skill to set a timetable for an attack. After the minute has passed, we can take on another target, and repeat. We don’t fly with NVGs, but the pod can be used as FLIR to see our targets at night when necessary.

‘Everyone here follows the role of the squadron. The HAF does not have a lot of aircraft or personnel, so in the spirit of economy we make sure everyone can do everything, there’s no in-house specialist in just one area.’ With a highly capable F-16 force within the HAF and an aging Phantom fleet, it was important to understand how the F-4E AUP is surviving within the air arm. ‘It’s pretty crazy!’ the Lt Col laughed! ‘Listen, the F-4 is a legend. Perhaps we are one of the last air forces in the world using the type like this, but through all these years this aircraft has proved just how reliable it is. That’s really important. It can also carry a lot of different weapons. So, when you add that into the economic crisis that we are in – internationally and domestically – it’s not easy to order new aircraft. ‘Since our AUP upgrade, you could say that although our aircraft is not modern it is operated in a

modern way. Right now, there are some support issues but we can manage it, as you can see we are flying a lot. Thankfully, our technicians know the jets inside out – some have been on the jet for over 40 years, so the experience levels here at Andravida are huge. We don’t have support from a ‘mother company’, but we are searching worldwide for spare parts with some good success. But time is passing there too, there’s fewer air forces and fewer parts available – I have been watching the retirement date of the Japanese aircraft with interest’, he smiled! According to the HAF HQ, (amazingly) the year 2027 will be the retirement year for the Greek Phantoms. ‘You never know of course’ explained Lt Col Sakorafas, ‘anything can happen. Remember in 2000 we were talking about a retirement in 2015… No one knows what the future will hold’.

Some aircraft at Andravida are being used as spares machine to keep the fleet flying, and every day the unit is able to fly at least 10 aircraft, with some in servicing etc making for 15 airworthy examples at any one time. ‘We usually generate 15-20 sorties a day’, he added. ‘We are still training new pilots, which is incredible – it’s great to see!’ Lt Col Sakorafas continued. ‘They come from the T-6 and T-2 at Kalamata and onto us here at Andravida. The rate is not as high as it used to be all over the world, but the spirit is to have a small, highly capable force and we are very good at that.

‘Our pattern remains the same. When a pilot finishes their training they are streamed based on their performance on the T-2 Buckeye. The HQ will ask for their preferred fighter (F-16, Mirage 2000 or F4) and, if the figures match and the skills add up, they get the type they ask for. When a newly qualified pilot arrives here with 338 Mira as a Lieutenant from Kalamata they begin their specialist training on the F-4, concentrating on the

weapons and the laser. They will fly in the back seat and learn the systems and start to get a feel of the aircraft. They are not Weapons Systems Officers – we are all pilots that can sit in the front or back seat. So, after a period of perhaps two years or 200 hours in the back seat, they will train again in the front seat where they will undergo a further period of pilot training for around 500 hours. Once that’s over, they go back into the rear again for a final qualification. They will then continue their career here and move through the ranks of Captain, Major and Lt Col, as well as having the opportunity to become an F-4 Instructor Pilot.’

The Andravida Base Commander is the highesthoured pilot on the station, holding over 3,000 hours, and there’s around 40 Phantom pilots on strength with 338 Mira. The numbers rose significantly after the demise of 339 Mira, and the squadron swelled to challenging levels, as Lt Col Sakoforas explained. ‘We had two units here at Andravida, with 339 tasked with air-to-ground and 338 air-to-air. The HQ decided to pool everything into one squadron and merge the two roles. In that period, we had to undertake a huge training program to bring the 339 guys up to speed with the new weapons so we could all be ready for anything if the call came. This was around two years ago and the workload was huge. We nearly doubled from 40 to nearly 80 pilots trying to find the right path for training and cooperation as a unit all at the same time. Today, our personnel have a complete mix of lineage, but we are all one squadron.’

With no dedicated trainer variant of the MiG-27, the MiG-23UB is used to facilitate pilot conversion to the type.

The building occupied by the squadron had belonged to 339 and the facility over with the Weapons School was 338, whilst some of the Phantoms on the daily flights could be seen wearing droptanks that nodded to the previous unit. ‘Of course, we respect history’ Lt Col Sakoforas assured. ‘Flying the Phantom has made me very proud. I can understand that it is not a modern jet, but it really is a legend. As I tell my pilots here, if you make a mistake in a modern aircraft it will take control and save you on its own. Here, on the Phantom, YOU are the one that has to take control and save yourself. It’s the old way of pilots and I am proud to be one.’ That pride shines through the Commander’s eyes when he recalls one of his stand-out missions. ‘I was flying low-level over the Greek islands of the Aegean Sea…

see me and I could see each one of them…’ the commander steeled himself. ‘They knew that we were there for them, there was a connection – I have never met them nor do I know who they are, but there was a connection, and this will stay in my memory forever. They are there living their lives through all the craziness of politics and economy and we are here protecting them.’ It’s a tale of legendary workhorses, flown by traditional fighter pilots that honour their past and protect the future of their nation, all whilst conjuring ongoing answers to challenges and providing a versatile war-fighting capability with teamwork and efficiency. Long live the Hellenic Phantoms…! And indeed they might.

As I passed over along the edge of one very small island, I knew it only had around a dozen people there. They could

After 23 years of operations, the HAF F-4Es would undergo a modernization program. Accordingly, in 1997, the ‘Peace Icarus 2000’ modernization program began under a contract with EADS. Also known as the ‘Avionics Upgrade Program’ (AUP), this saw the entire fleet undergo a Service Life Extension (SLEP), which centered on developing the BVR capability with AIM-120 missiles. Significantly, this called for the installation of the AN/APG-65GY multi-role radar, the CPU-143/A central air data computer, Modular MultiRole Computer (MMRC), laser gyro inertial navigation system with embedded GPS, AN/APX-113 Advanced Identification Friend or Foe (AIFF), and multi -function color displays. The result was a transformation that shifted the Hellenic F-4s up the generation ladder. In the backseat of the upgraded jets, the weapons system officer’s (WSO) workload was paired with multi-mode capabilities of the APG-65 radar, with the new LITENING pod the sole domain of the WSO and a kingpin in the Phantom’s arsenal. An experienced WSO serves as the ‘brains’ of the tactical formation, providing regular situational awareness updates to other jets, increasing the probability of a kill in air-to-air missions or providing accurate attack parameters for air-to-ground missions. With the LITENING pod, F-4s can now undertake non-traditional intelligence, surveillance and reconnaissance (NTISR) duties and launch laser-guided bombs (or designate these weapons for other types).

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McDonnell Douglas F-4E AUP Phantom II 01528 Andravida Airbase, Exercise Iniohos, April 2019

McDonnell Douglas F-4E AUP Phantom II 01524 Andravida Airbase, November 2016

McDonnell Douglas F-4E AUP Phantom II 71756 Andravida Airbase, November 2015

McDonnell Douglas F-4E AUP Phantom II 01510 Tanagra Airbase, Speicial Tail Markings "338 Squadron's 60th Year", November 2014

McDonnell Douglas F-4E AUP Phantom II 71756 Andravida Airbase, Exercise Iniohos, April 2019

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HELICOPTERS NOSTALGIA

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Antonio Espinel Antonio Espinel

The Ecuadorian Army Aviation (AEE) acquired a total of 7 Eurocopter AS550C3e Fennec helicopters that have a home base at GAE-43 in the city of Portoviejo

This unit has had a total of two squadrons. The first one was initially equipped with Aérospatiale SA342L Gazelle’s, which served the country during many years and participated in wars such as Paquisha (1981) and Cenepa (1995) against the neighboring country of Perú. The Ecureuil / Fennec purchase was made with the goal of creating a new combat squadron of French manufacture. The new helicopters served as a replacement for the aging Gazelles and the SA-315B Lama’s that the army had operated during many decades.

The Ecureuils started arriving in Ecuador in 1986, and more were delivered over the years, partly as attrition replacements. In 2011, a small number of B2 models arrived and the latest two arrivals, in 2018, are the latest Airbus H125 (Ecureuil B3e) variant, procured for the army as a replacement for a written-off aircraft. These are equipped with a digital navigation system, Garmin G500H displays, a built-in Vision 1000 camera and are the only ones with air conditioning in the fleet. The closest any other Ecuadorian helicopter comes to this comfort are the Mi-171s, which have fans in the cockpit! The Ecureuils are used for reconnaissance missions, risk management support, personnel transport and aeromedical evacuation. As the civil version of the Fennec helicopter, they do not have a firing system. They can perform external loading operations, and fire suppression with the bambi bucket system The Fennecs started arriving in Ecuador in 2012 at the rate of two helicopters annually. Being modern, versatile and extremely manouverable, the Fennecs are well adapted to the operational needs of Ecuador, a country with high altitudes and high temperatures. They carry out a wide range of operations that include the rescue and support of citizens using a hoist system, border surveillance, sling loading, fire fighting with the Bambi Bucket attachment, reconnaissance work and combatting drug trafficking using 0.50 caliber machine guns with a capacity of 400 rounds and a FZ20 rocket launchers with capacity for 7 - 70mm rockets. Cockpits have provision for operation with night vision goggles. The Fennecs are thus powerful is small packages, which are wellsuited to the challenging conditions and missions they face in Ecuador, and will continue to provide sterling service for many years to come.

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Fennecs share the ramp with SA315B Lamas

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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 .

AIRLINERS

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Mark Zerafa Mark Zerafa

For 63 years, Elliniikon served as Greece’s gateway to the world. Named after the village of Elliniko , just West of Glyfada, it was replaced by the new Athens International Airport, with the older airport’s closure being part of the deal with the consortium which developed the new airport. With its buildings now abandoned and in disrepair, a handful of abandoned airliners remain on the ramp, hinting at the airport’s former glory.

The origins of Ellinikon date from 1938, when it was known as Kalamaki airfield. With the German invasion of Greece in 1941, the airfield became a Luftwaffe air base for the duration of the occupation. In the post-war period, it became known as Hassani Airport, and used by the USAAF’s Air Transport Command as a base of operations for flights into the Middle East. The USAF entered an agreement with the Greek government to use the airport, and this agreement lasted until 1991 after the agreement was not renewed in 1988. The airport’s history is strongly intertwined with the history of Olympic Airways. With three airlines operating from Greece in the 1950s, all of which

were facing financial difficulties, even following their merger into TAE Greek National Airlines, the Greek government nationalised the company , then selling it to shipping magnate Aristotle Onassis in July 1956. Renamed Olympic Airways on April 6th, 1957, the company worked hard to convince the Greek public to accept air transport. The airline entered the jet age with the arrival of the first of four Comet 4Bs in 1960. The Boeing 707 followed in 1965, the 727 in 1968 and the 747 followed. Olympic even showed an interest in Concorde, leading to a visit by the aircraft for a demonstration in January 1973.

BAS 1-11 Series 200 was to be operated by Hellenic Air as SX-BAR, but the airline never took off after taking delivery of the aircraft.

Following his son’s death in a plane crash the same month, in a Piaggio P.136L2 shortly after takeoff from Ellinikon, Onassis sold the airline back to the Greek state. 737-200s were ordered in 1976. Four Airbus A300s were ordered in 1978. However, in state hands, the airline faced mounting losses which ultimately led to its demise. At Ellinikon, the airline had a dedicated West Terminal, while the East Terminal serviced all other airlines. With the airport already serving 2.5 million more passengers than it was intended for, and its geographical location not allowing for expansion, the

Greek government launched an international tender for a new airport in 1991. The new airport opened in March 2001. On March 27th, an Olympic 737 performed the last departure from Ellinkon, bound to Thessaloniki. Some aircraft remained abandoned at Ellinikon. With most of the area earmarked for development, a hangar dating from 1938 has been intended as a museum for Olympic Airways and Hellenic civil aviation. Besides the aircraft themselves, a number of artefacts from the airline have been carfully saved by volunteers. We sincerely hope that their efforts will reach fruition.

747-200 SX-OAB ‘Olympic Eagle’ was delivered new to the airline in December 1973. After a stint with Aerolineas Argentinas, it returned to Ellinikon, and with the demise of SX-OAD at Bruntingthorpe, is the sole surviving 747 in Olympic colours.

Boeing 727-200 SX-CBA was delivered new to Olympic in December 1968

Boeing 737-200 SX-BCA ‘Apollon’was delivered to Olympic in June 1976.

NOSTALGIA SPOTTING

Text: Text:Photos:

Mark Zerafa Nannan Joe Sherween Cupido

Photos:

Joe Cupido

Suriname’s main international airport is located 45km South of Paramaribo , and has a history dating back to 1928, my whencareer it was set a stop for Pan American During as up an as Aviation Photojournalist World Airways.

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 .

Originally named Zandery Airport, the airfield was used by a number of aviation pioneers, either interntionally or by accident, including Amelian Earheart on her ill-fated attempt to fly around the world. During World War II, the United States obtained military basing rights from the Dutch government in exile in London. Zandery thus became an important staging point for the delivery of Lend Lease supplies to England via the South Atlantic route. For this purpose, the runways were constructed by the US Corps of Engineers. With the entry of the USA into the war, anti-submarine patrols were also flown from the airfield. This saw the stationing of Doug-

las B-18s, North American B-25s and Curtiss P-40s stationed at Zandery.With the cessation of hostilities, the base was closed as a military facility in April 1946, and was turned over to the Dutch authorities in October 1947, the airfield becoming a civil airport thereafter. The American legacy at Zandery left the airfield with one of the longest runways in the Carribean region, at 3.5km, an advantage it still puts to good use nowadays, as it was even able to accommodate the Antonov An-225 in 2010.

Surinam Airways leased 777-300 PZ-TCU from Boring Capital to replace its A340-300 on the Amsterdam route. The aircraft was returned to the lessor in March 2021.

Renamed after former Prime Minister of Suriname Johan Adolf Pengel, the airport is undergoing modernisation, with the runway being repaved, lighting updated and the arrivals lounge renovated. A new terminal is planned in the future. Civil traffic is varied. Although flag carrier Surinam Airways is currently grounded after having had to return its aircraft to the lessor, the main transatlantic link to Amsterdam is maintained by KLM and TUIFly Netherlands. Cargo flies in with Amerijet Inernational and Northern Air Cargo. Fly All Ways is another local carrier operating two former KLM Fokker 70s, flying to destinations in the Carribean.

Other airlines include American Airlines, Caribbean Airlines, Copa Airlines and Trans Guyana Airways. Types are varied from wide-bodies to bushplanes serving internal routes and minor airfields in the Carribean. The country’s location and stability also allows the occasional stopover by military aircraft.

Roraima Airways BN-2B Islander plies its trade around the Caribbean, serving the tourism and mining industries.

Aircraft in all shapes and sizes are needed to service Suriname’s air connectivity needs, from wide-body airliners connecting the country to Europe, to bushplanes capable of operating from underdeveloped airfields in the country’s interior.

Gum Air Cessna C208B Grand Caravan is part of Gum Air’s fleet serving domestic routes in Suriname. Its fleet includes C 206s and Twin Otters.

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Challenger 604 D-ATWO.

Roraima Aiways PB-2N Islander 8R-GRB

Trans Guyana Airways C208 Caravan. The company flies domestic and international routes using C208s and B1900Ds

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Although no longer a regular stop for US military aircraft since Suriname did not renew the agreement to allow the US use its airport for its military flights, a number of US military Text: Joe Cupido aircraft have landed over the years. Photos: Joe Cupido

MBB BK117B-2 of United Aviation Services, a local helicopter operator based at Paramaribo.

Cubana ATR-42-600 CU-T2340 operated a charter flight.

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Joe Cupido Joe Cupido

With Surinam Airways suspending operations, KLM provides the sole link to Europe for Suriname, currently using Boeing 787 equipment.

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KLM Asia 777-200

DC-8 freighter operating a one-off cargo flight.

Air Belgium is a relatively new airline, currently flying this beautiful A340. A330-900s are on order.

Brazilian carrier Azul used to operate to Suriname prior to the COVID pandemic.

Piper Cheyenne PS-VIC

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Fly All Ways is a private carrier based in Suriname, operating two former KLM Cityhopper Fokker 70s.

Sun Country Airlines is an American low-cost airline based at Minneapolis with an all-Boeing 737 fleet.

Northern Air Cargo maintains a scheduled freighter service using Boeing 767s

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Surinam Airways 737-700. This was used on short-haul routes before the aircraft had to be returned to the lessor to preserve cashflow.

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NOSTALGIA MILITARY

Text: Photos:

Ralf Jahnke Ralf Jahnke

No other aircraft was in the service of the Bundeswehr for as long as the Transall, which was in service for 53 years. It was often referred to as the “angel of the air” and it can be called a legend in the history of the Bundeswehr.It will soon be time for the Lufttransportgeschwader 63 in Hohn to be the last unit of the Luftwaffe still flying the Transall. At the end of the year, however, it should finally be over. The Luftwaffe will then only fly the Airbus A400M and, eventually a joint Franco-German squadron of C-130J Hercules.

A line-up of LTG-63’s Transalls. Note the self-protection pods on the top of the fuselage.

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The Transall was the first multinational armaments project in West German aircraft construction after the Second World War and made a significant contribution to the Franco-German rapprochement . The international consortium of companies, Transporter-Allianz, created to produce the aircraft (hence the name Transall), was the model and cornerstone for practically all other armaments projects with German participation in Europe. The model name C-160 derives from "C" for cargo and "160" for the wing area in square meters. Including the preproduction machines, 214 Transalls were built, of which Germany originally purchased 110, with 90 seeing long-term servicewith the Luftwaffe. The remaining twenty machines were handed over to Turkey in 1972.

As a combat zone transporter of the Cold War, it had the requirements to take off and land on unpaved runways, drop loads over the stern at low altitude or to be able to drop them using the gravity method. Its interior had to accomodate 66 fully-equipped paratroopers, or 93 soldiers, 62 wounded or up to four light combat vehicles. The Luftwaffe took over the new transporters in April 1968 to replace the Nord 2501 Noratlas as the standard transport aircraft for the Bundeswehr. The aircraft were used by LTG61 in Landsberg until 2017, LTG 62 in Wunstorf until 2015 and LTG 63 in Hohn, as well as two other aircraft for test and trial purposes at Wehrtechnischen Dienststelle 61 (WTD 61) in Manching.

During their service life, Greman Transalls have participated in more than forty relief missions, which saw them fly supplies to crisis-hit regions around the world, including Africa, the Middle East and East Timor in Australia. They flew to besieged Sarajevo under fire in the Bosnian civil war and were indispensable assets in practically every foreign deployment of the Bundeswehr, such as Afghanistan and Africa. They brought the necessary material to the troops, flew the soldiers into action and brought them back home. Transalls did not need any well-developed bases as they could take off and land on unpaved runways. And if there was no dust runway available, the cargo was dropped off using parachutes. For several generations of paratroopers in the Bundeswehr, the Transall was the workhorse that brought them precisely to their area of operation.

Later, the mission portfolio would be expanded to include the role as a flying hospital, the so-called Air MedEvac version. This is a converted Transall that could transport up to three patients under intensive care conditions with a team of twelve doctors. In addition, over time, part of the Transall fleet was equipped with a self-protection system for NATO missions around the world. For aerial firefighting there was a water-bomber kit, so that the aircraft could be utilised to combat forest fires. However, since the aircraft could not replenish its supplies of water inflight, this role was discontinued.

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The last unit to fly the Transall, LTG63 in Hohn, still has a total of eleven Transall transporters on strength. The last mission in Niamey / Niger with two aircraft ended last April. For the rest of the year they are still used for paratroop training, air transport and flight training. At the same time, the inventory will be gradually reduced to seven airframes by the end of the year, which will then be given to various museums. To mark the decommissioning of the Transall from the Bundeswehr, the transport wing gave its socalled "Retro-Brummel" a special paint. The paint reflects the different epochs of the machine and combines the three basic paints of the Transall, silver for the prototype, white for the numerous UN relief missions in the world and the camouflage scheme of the 70-90s! The silhouettes of the various missions from the history of the Transall are attached to the fuselage.

The unit has carried out two farewell tours in Germany since the rollout in March. With the north tour in June, a total of 14 airfields were approached several times each. Another farewell tour in August will see the aircraft visit over 20 airfields. A planned public appearance as part of an “open day” unfortunately had to be canceled in June due to the pandemic. For the rest of the year, the official FlyOut is planned for September. After that, flight operations with the Transall will probably decrease rapidly. There could be a very last flight in December, which will bring to an end the use of the Transall in the Bundeswehr and LTG 63 after more than 53 years. LTG 63 will also be disbanded at the end of the year. The future of Hohn Air Base is unclear, but it will continue to be available as an alternate airfield for the Luftwaffe.

Transall 50+93 with special tail colours for the occasion of LTG-62’s fly-out.

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Joe Cupido Joe Cupido

LTG-61 Transall 51+01 was the first Transall to receive farewell markings, with this silver scheme

Special tail markings on 50+64

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Transall 50+40 is probably the most wanted Transall at the moment, with this special farewell scheme combining elements from different times in the Transall’s service life.

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Text: Photos:

Joe Cupido Joe Cupido

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HELICOPTERS

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Mark Zerafa Jean-Paul Lardinois

On July 8th, 2021, the Belgian Air Force retired is last two SA316B Alouette IIIs at Koksijde. The event was marked by a small press briefing followed by a final flyout as both aircraft departed for their final homes.

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Three Alouette IIIs were delivered to the Belgian Navy’s Heliflight in 1971, to be operated from the supply ships BNS Zinnia and BNS Godetia. The Heliflight was eventually integrated into the Belgian Air Component (later Belgian Air Force) as part of No.40 Squadron, but maintained by Navy personnel. Text: Joe Cupido Photos: Cupido The AlouettesJoewere also deployed onboard the newly-

acquired frigates F930 Leopold I and F931 Louise Marie.

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different In the course offrom their Belgian types of aircraft, the50-year Piper J3career, Cub tothe McDonnell-Douglas KC10 Tanker. I can’t really say Alouette trio accumulated 30,000 flying hours all over which aircraft I liked the best, they all had their place in aviation, but I do feel that the followthe world, supporting the logistical needs of the Belgian ing article and images might notinbe my best but was the most important mission I think fleet on deployment, participated rescue and work, medevac operations the North anti-narcotics in of a fighter type aircraft out on a normal I flew. In soinmany waysSea, it was just a veryoperations basic flight the Carribean aboard Royal Dutch Naval vessels, and training mission, but it was different and very special . anti-piracy missions in the Gulf of Aden. Another collaboration was with the French Navy, where the Belgian Alouette provided airborne standby lifeguard duties during flight operations for the carrier Charles de Gaulle, although embarked on the Leopold I.

The first to be retired was M-3 (c/n 1817), which had been in service since April 1971. Retired in August 2020, it currently resides at the KTECHS Saffraanberg as an instructional airframe. M-1 and M-2 flew out from Koksijde, with M-1 going to the depot of the Royal Army Museum at Landen, where it will be stored pending the allocation of suitable exhibition space in the Brussels museum. M-2 flew to the 1st Wing Historical Centre at Beuvechain, where it should be placed on display shortly.

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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

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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. 124 Pages

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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

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AIRSHOWS

Text: Photos:

William Jardim Andrew Critchell, William Jardim

Despite the challenges posed by the pandemic, the AeroLegends 2020 Battle of Britain Airshow at Headcorn Aerodrome in Kent was one of the few conventional airshow to take place in the UK! Thus, it was no surprise to see that 2021 event also taking place during the last week of June and once again prove itself to be a resounding success.

As one would expect at a Battle of Britain Airshow, the Hun trails smoke with a Spitfire on its six.

ANDREW CRITCHELL

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This year’s event, the 6th event organised by the AeroLegends included exquisitely blending choreographed Battle-of-Britain era aircraft displays. With engines roaring and crowds cheering for several one-of-a-kind air displays in the very airspace where the Battle of Britain took place over 80 years ago, this year’s flying programme included several displays performed by both Bi-Planes and Monoplanes from AeroLegends and the Battle of Britain Memorial Flight.

The Duxford based ME109 returned to engage in a tail chase with Spitfire TD314 and Spitfire Mk I N3200, Spitfire Mk IX PT462 and Spitfire Mk XI PL983. Returning to the skies above Headcorn this year was the Stampe Display Team with their expertly choreographed formation display routine, together with the Aero Legends Tiger Moth bi-plane trio

Regrettably the AeroLegends Yak-3 failed to appear in the skies for the 2021 event. This despite the efThe display act conducted by the AeroLegends two forts of the restorers to get it ready for this year’s C47 Dakotas 'Drag 'em Oot' and 'Pegasus' which event; alas it was not to be. A real shame as the with their close formation display had proved to be Yak-3 is the fastest warbird in the AeroLegend stars of the 2020 event. Flying in such a similar for- hangars and is widely regarded as one of the finest mation once again they proved to be popular fighters of the era - guaranteed to put on a show! amongst the many air enthusiasts at the show ground. The other favourite with the crowd was the B17 Flying Fortress 'Sally B’ which was last seen at Headcorn in 2019 where she stunned crowds with a breathtaking solo display. She certainly lived up to the expectations of those attending the Saturday’s event and which also included the AeroLegends Harvards with their show stopping combo display routines.

B-17G ‘Sally B’ made a welcome return to the airshow circuit sporting a fresh coat of paint.

WILLIAM JARDIM

Spitfire IX RR232 is operated by Boultbee Flight Academy

WILLIAM JARDIM

Spitfire IX MH434 is owned by The Old Flying Machine Company

WILLIAM JARDIM

ANDREW CRITCHELL

Spitfire N3200 is a Dunkirk veteran, credited with a Ju-87 kill in the hands of Sq Ldr. Geoffrey Stephenson

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WILLIAM JARDIM

ANDREW CRITCHELL

B17 ‘Sally B’ followed by Aero Legends C-47 Dakotas ‘Drag em Oot’ and ‘Pegasus’ WILLIAM JARDIM

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Hawker Hurricane P3717 is a Battle of Britain veteran. Eventually converted to a Mk.2, it was then supplied to Russia, from where it was recovered in 1990.

ANDREW CRITCHELL

With flying original Bf-109s being very rare, the Merlin-powered Hispano Buchon is in high demand to replicate the original German fighter.

WILLIAM JARDIM

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WILLIAM JARDIM

NH341 has been converted to a two-seater.

WILLIAM JARDIM

The elegant lines of a Spitfire I

Spitfire LF VIII MT928 was originally delivered to the RAF as MV15 4 before going to the RAAF as A58-671

ANDREW CRITCHELL

The Battle of Britain Memorial Flight’s Spitfire Mk.Vb AB910

WILLIAM JARDIM ‘The Silver Spitfire’ MJ271 was originally built in 1943. Rebuilt, it was flown around the world in 2019.

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WILLIAM JARDIM

One of the highlights of the show was the ‘Biplane Balbo’, bringing together the Aero Legends biplanes and the Stampe Formation Team.

WILLIAM JARDIM

The Stampe Formation Team

ANDREW CRITCHELL

WILLIAM JARDIM WILLIAM JARDIM WILLIAM JARDIM

ANDREW CRITCHELL

G-AOIR is a Thruxton Jackaroo, a fout-sear cabin biplane converted from a Tiger Moth.

WILLIAM JARDIM

The DH82 Tiger Moth is a popular warbird.

WILLIAM JARDIM

A rare Bucker Jungmann

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The Zeppelin NT presents a revival of airship technology.

WILLIAM JARDIM The Aero Legends Harvard duo taking off in formation.

ANDREW CRITCHELL ANDREW CRITCHELL

ANDREW CRITCHELL

SCALE MODELING

Text: Carmel J. Attard Photos: Carmel J. Attard

Just like the Blackburn II the Avro Bison was a fleet spotter reconnaissance aircraft for use off aircraft carriers between 1923 and 1932. The type flew from HMS Eagle, and HMS Furious. No 421, 423, 447 and 448 flights were the main users but Fleet Air Arm shore bases at Gosport, Hal Far (Malta) and Aboukir also flew the type on second line duties until 1932.

Slow and ungainly, the Avro Bison was designed as a fleet spotter aircraft, with an emphasis on good visibility in all directions for the crew, hence the elevated pilot’s position.

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There were three prototypes built and was followed by 12 Bison Is and 41 Bison Iis. The latter differed from Bison Is by having a gap between the top wing and fuselage increased and other minor changes. The Bison was a wooden fabric-covered aircraft and was powered by a 450HP Napier Lion II engine and had a top speed of 110mph. The Bison was replaced in FAA service by the Fairey IIIF. On I st October 1925 HMS Eagle recommissioned with a new crew and No 402, 441 and 460 Flight aboard. Also on board were No 401 and 423 Flights on passing to Hermes which had left 423 Flight’s Bisons at Malta for ‘Eagle”. These first landed on

deck on 14th February 1927 and the flight embarked on the 22nd. No 423 became No448 Flight and converted to Fairey IIIF. Bisons were still aboard in the shape of No 421B Flight and one of these, N9838 (24) ditched off Platea (Greece) on 26th January 1928. Bisons embarked operationally from February 1926 to April 1929. The scale model represents a Bison II of 421 Flight. The type visited Malta in 1924 aboard HMS Furious Bison I’s from 423 (FS) Flt on board HMS Eagle visited Hal Far from February 1926 till March 1924 while those of 431B Flight HMS Eagle were at Hal Far between April 1927 until April 1928.

The kit from Joy Stick Models comes sealed in a polytene bag complete with a good decal sheet offering a Bison from 421 Flight HMS Furious and 445 Flight HMS Courageous, in their respective colours. A good instruction sheet comprising history and detailed method of construction is included. Like any vac form kit, parts are first removed from backing sheet followed by rubbing down and checking with plans. Other plastic is removed from cockpit, gun ring, side windows and exhausts. The interior was built making reference to related material for the Bison. Fin and rudder, tail planes all sanded and rib lines scribed to under tail plane. Cockpit interior and inner fuselage halves painted.

Upper and lower wings were sanded and a lower surface added in each wing underside made from thin plastic card. Under surface ribbing detail added to each wing. The cockpit and compartment interior attached to left fuselage halve. Radiator part added to under nose area once the fuselage halves were glued together. Struts and rod provided were cut to size for main wings, tail plane and undercarriage axle as well ass to tail skid. A portion of lower fuselage section was cut and the lower wing slotted in. Alignment was checked with scale plans.. Struts added to lower wing, glued to points indicated at the top of lower wing.

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The top wing was then added. Tail plane/ rudder assembly added to rear-most section of fuselage and tail plane struts added to lower surface and rear fuselage. Finally the undercarriage was added to under fuselage and checked again with plans for correct position and angle. Tailskid added, gun ring added and propeller was added at the very end after paintwork. Careful rigging from thin fishing line, which passed and secured through pre drilled tiny holes.

The model was sprayed overall silver finish with a red slanting band at rear fuselage. Decals adhered well and retained the top quality properties in spite of age.

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