Spotter Magazine Issue 32

BEAGLE PUP SKIATHOS AIRPORT PHANTOMS HEADING HOME ARGENTINE AIR FORCE DAY NO.4 FLYING TRAINING SCHOOL REFUELLING LUFTWAFFE TORNADOS

KRIS CHRISTIAENS

WELCOME

It is great to see the aviation world bounce back.

Airshows are happening again, airlines are flying again, museums are re-opening and airliners are returning from the desert to fly passengers once again. Once again we can go to airports to enjoy a breath of fresh jetblast. Oh, have I missed that.

Of course, there were many casualties along the line. Airlines, numerous airliners, and even the military have had to cut back on a number of projects in the face of the economic downturn.

But it’s good to be back. Although the pandemic is far from over, some prudence and care by one and all will ensure we will once again be enjoying our hobby.

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COVER:

RICH COOPER

CONTENTS Marketplace

6

The Naval Dhruv

12

Refuelling the Fin

20

Beagle Pup Prototype

30

Argentine Air Force Day

42

The Silver Spitfire

56

Brazilian Tigers

68

Skiathos Airport

84

No.4 Flying Training School

94

Jonathan Ortiz

104

Phantoms Heading Home

118

CREDITS ARTWORKS: RICHARD J. CARUANA CONTRIBUTORS: SHREY CHOPRA - MIKE GREEN LORCAN RICHARDSON - ADRIAN GOMEZ RICH COOPER - FORCA AEREA BRASILERA TEN. EMILTON, FAB - MAJ. LINS, FAB JOHNSON BARROS, FAB - V. SANTOS, FAB SGT. REZENDE, FAB - TC. BOTHELLO, FAB SGT. BATISTA, FAB - CB V SANTOS, FAB MARCO MACCA - MIKE GREEN - JONATHAN ORTIZ YOLANDIE GROBLER DE JAGER - PAUL AINSWORTH STEVEN POPE - MATT GILBY - IAN TOPHAM

COPYRIGHT NOTICE

JONATHAN ORTIZ

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

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F-16 FIGHTING FALCON 6TH EDITION SCRAMBLE The Dutch Aviation Society / Scramble is well-known to produce high-quality reference books, and this update on its previous F-16 book brings the records up-to-date till 2019.

Produced after intensive collaboration with F-16.net, the book integrates both sources’ databases on the aircraft in 244 pages containing 80 exclusive colour photos.

The book provides detailed information on every airframe, together with the history of the aircraft including the upgrades represented by the different Blocks. The production list includes all 4,588 airframes built at time of publication, construction numbers, squadrons and the last-noted dates. Furthermore, the book also includes all 100 Kawasaki F-2A and F-2B fighters.

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7

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HELICOPTERS

Text: Photos:

Mark Zerafa Shrey Chopra

As an indigenous helicopter of Indian origin, the HAL Dhruv first flew in 1992 and entered service in 2002 .

The helicopter is flown by many branches of the Indian military, including the Air Force, Coastguard, Navy, Army and Border Security Force. A more advanced naval variant, the Advanced Light Helicopter Mk. III (MR) has been inducted in service with the Indian Navy in February 2021.

The Ddruv Mk.III bears all the hallmarks of the evolution of the original design to produce an effective and well-specced naval helicopter.

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India has a long history of building helicopters under license, so it was only natural that the country would eventually seek to develop its own design. The Dhruv’s development was announced in November 1984, and the prototype first flew in 1992. It entered service in 2002.

Designed for both civil and military operators, the Dhruv has proved to be adaptable to a multitude of roles with most branches the Indian military, and has enjoyed respectable export sales to the Maldives, Mauritius, Nepal and Ecuador, although the latter has retired its Dhruvs in 2015.

More powerful variants have been developed over time, and the Dhruv Mk. III marked a considerable improvement on the type’s performance and capability. This variant was destined for service with the Indian Navy and the Indian Coast Guard.

Whereas the Indian Army and Air Force had gradually inducted into service a number of improved variants of the Dhruv over the years, the Navy and Cost Guard had been limited to the Dhruv Mk.1, with a conventional cockpit and Turbomeca TM333 2B2 turboshafts.

In contrast, the Mk. III features a glass cockpit and more powerful Shakti engines (license-built versions of the Safran Ardiden turboshaft) A contract for 32 coastal security variants for the Indian Coast Guard was signed on March 2017, whilst the Indian Navy ordered 16 to replace its

ageing Chetaks (Alouette IIIs).

Although intended mainly for shore-based use, the helicopters feature folding rotos, but operational experience with Mk.1s showed the folding procedure to be cumbersome, and reliability in ship-borne environment has fallen short of expectations, so it remains to be seen whether the Indian Navy will make a second attempt with the Mk.3.

The Mk.3 naval Dhruvs have a nose-mounted surveillance radar offering 270 degree coverage capable of detecting, classifying and tracking multiple marine targets. In addition, it is also equipped with a multi-spectral electrooptic pod for reconnaissance, surveillance, target acquisition and rangefinding, operated by the co-pilot from the new glass cockpit.

Furthermore, this variant is equipped with a removable intensive care unit for the air ambulance role, a highintensity searchlight , a loudhailer and provision to mount a 12.7mm machine gun on the left hand side of the cabin. The avionics fit is quite comprehensive, with VHF and UHF radios, IFF Mk.XII with Mode S transponder, an automatic identification system, automatic deployable emergency location transmitter, solid-state digital video recorder, a 360-degree search-and-rescue homing system and automatic flight control system software. This makes the Dhruv Mk.III the first light helicopter in Indian naval service to have such level of sophistication.

The Indian Coast Guard will, for the time being, be the main operator of the navalised version of the Dhruv.

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17

MILITARY

Text: Photos:

Mike Green Mike Green

This particular opportunity came about when I had an email from the Public Affairs Office at the 100th Air Refueling Wing (ARW) asking if I wanted to fly another mission with one of their KC-135s. Luftwaffe Tornados were the planned traffic for the mission, which was scheduled for the following week. I’ve been fortunate to fly with the ‘Bloody Hundredth’ on a number of occasions and despite having already photographed Luftwaffe Tornados being refuelled from KC-135s before, I’m never one to turndown an opportunity to fly, so of course I took up the offer.

Refuelling probe extended, a Luftwaffe Tornado carefully approaches the KC-135R tanker.

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The Luftwaffe will probably be the last of the original operators to retire the Tornado. Whereas the United Kingdom and Italy both operate the F-35, which is certified for the nuclear strike role, the German air arm has no other aircraft for this mission, until the arrival of the Super Hornet.

Arriving at RAF Mildenhall approximately three hours before the scheduled departure time, I met up with the crew of Quid 65 and went through the pre-flight. Apart from the crew, I’m the only person on the flight, so there’s no need to jostle for position with other people. Having put myself in the jumpseat for take-off, we head out to Runway 29 just after 12:30 local time, making a right turn as we headed out in an easterly direction towards Northern Germany.

As with all tanker flights you find yourself with quite long peri-

ods of inactivity where nothing happens, interspersed with short periods where all hell breaks loose and you find yourself scampering between the Boomer’s position at the rear of the aircraft and the few windows along the fuselage trying to get photos of the aircraft. It’s hectic, stressful and gives you little time to check your images and adjust camera settings. The sun is not always where you want it—often on the wrong side of the aircraft—the receiver isn’t always where you want it, with shadows and plexiglass distorting the image. You have to be ready to go when you get the ‘shout’ from the crew, the adrenalin starts to pump, it’s all action, then suddenly they’re gone and it’s like—

damn, I hope I had everything set up perfectly and I have some images I can use—which, trust me, isn’t always the case. I’ve experienced a few flights with people who have never done air-toair before and seen them implode when they realise it isn’t as easy as they thought it would be and that they have zero images of any use. Anyway, enough of that, on with the mission.

Sadly, upon arrival in the refuelling track, the weather was very cloudy as we set up our racetrack pattern and waited for our receivers to close in on the tanker. The first aircraft to arrive

was 98+77, the ASSTA-3 Tornado prototype, which spent a long time getting connected to the boom and unfortunately cleared off pronto once he had topped up his fuel, with no chance to get any side-on shots of him. But the guys that linked up with us later played ball and gave me some nice photo opportunities—TLG-33 based at Buchel and TLG-51 from Schleswig Jagel, providing the action.

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Although the USAF refuels its aircraft via the flying boom system, all NATO allies rely mainly on the hoseand-drogue system, hence the KC-135R’s boom has to be modified with a hose-and-drogue basket.

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27

Pilot workload is much greater in hose-and-drogue refuelling.

Whereas in the flying-boom system, the receiving aircraft needs to maintain formation with the tanker and the boom operator links the aircraft, the hose-and-drogue system requires the pilot of the receiving aircraft to actually fly his inflight refuelling probe into the basket, and then maintain his aircraft in this position for the duration of the refuelling process.

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LIGHT AVIATION

Text: Photos:

Mark Zerafa Lorcan Richardson

On May 19th, 2020, the prototype Beagle Pup prototype G-AVDF flew again following a five-year restoration. First flown in 1967, the aircraft paved the way for the very successful Bulldog.

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The prototype Beagle Pup was first flown at Shoreham in 1967, completing 200 hours of testing and promotional flights. At the end of 1968, the aircraft was modified to be used as an engine testbed for the Bulldog, a development of the pup design, intended principally as a military trainer. When the prototype Bulldog joined the test program, G-AVDF was no longer required, and was dismantled.

Discovered by David Collings at Brooklands in 1993, the aircraft was purchased with the intent to restore it to flight once again.

The project remained on hold till 2015. With the help of Steven Slater, a legal way to return the aircraft to flight status was found. The aircraft presented a particular challenge as it was a hand-built prototype which differed from production Pups, leading to a number of components having to be reverseengineered.

Just when the aircraft was close to completion, the global pandemic struck, limiting all private flying activity. The first flight had to wait until these restrictions were lifted.

After a successful flight test programme, the aircraft was returned to its original prototype colour scheme, and is currently operated by the Beagle Pup Prototype Club.

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35

Although externally looking very similar to the Bulldog military trainer, there are some noticeable differences, especially around the cockpit area, which in the Pup is accessed via a car-type door.

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ISSUE 27

Text: Photos:

Adrian Gomez Adrian Gomez

At noon on August 11, 2021, at the facilities of the Morón Military Air Base, in the province of Buenos Aires; a ceremony was held for the 109th anniversary of the Argentine Air Force. This was followed by a flypast with most elements of the Argentine Air Force.

The FAA is one of the last operators of the venerable A-4 Skyhawk, although in a considerable modernised form.

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The Argentine Military Aviation was born by the creation of the Military Aviation School, through the decree of August 10, 1912 Its consolidation as an independent arm of the Argentine Army dates from January 4, 1945, when the Secretariat of Aeronautics was created, which constituted the foundation of the Argentine Air Force, through decree 288/45 included in the public aeronautical bulletin 1.

Over the years, the Argentine Air Force consolidated itself as one of the best in Latin America, demonstrating its dedication and professionalism, which was evident during the Malvinas war and in each mission it has completed around the world.

At present, an important transformation is taking place to face the times, adding a great generational change; without forgetting the roots and values that will serve to train future members of the Argentine Air Force.

At noon on August 11, 2021, at the facilities of the Morón Military Air Base, in the province of Buenos Aires; a ceremony was held for the 109th anniversary of the Argentine Air Force. The event was led by the Minister of Defense, Jorge Taiana; the Chief of Staff of the Argentine Air Force, Brigade Major Xavier Isaac; the heads of the Joint Chiefs of Staff of the Armed Forces, Major General Juan Martín Paleo; from the Army, Major General Agustín Humberto Cejas; and from the Navy, Vice Admiral Julio Horacio Guardia.

The opening of the ceremony began with the religious invocation of the air force chaplain.

Then, the Chief of the Air Force began his speech, where he addressed the following words to the representatives of the Ministry of Defense, chiefs of the armed forces and special guests: “Today is a very important day for us. Since the Argentine Air Force was born, we have not only dedicated ourselves to being more professional but we also incorporate life values that today, after 109 years, remain intact ”. Isaac continued: "The Air Force is itself a great group of men and women united by the same passion: to fly.

And we do so committed to protecting the skies of our homeland (...). Our history is full of feats, milestones, record -breaking, heroic deeds and bloodshed."

"We always look to the future with optimism (...) we are proud to be an integral part of this present and this future of the Force", declared the Brigadier Major, adding: "With the incorporation of the Texan T-6 Weapons System we can say without fear to be mistaken that we have a quality of instruction at the level of the best Air Forces in the world”.

Likewise, he also mentioned the benefits associated with the development of the National Defense Fund (FONDEF) necessary for the reequipment: “We are already beginning to see the first fruits, where we are in the process of accepting the first MI-17, aspiring to have the entire fleet in service by the end of 2022”.

Argentina received its first Tucanos in June 1987. The aircraft is used to train pilots for the Air Force, Navy and Army.

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“With the pandemicHELICOPTERS we also learned and realized ourselves and also the whole of society of the need to have robust transport aviation with the capacity to carry out all tasks. We continued with the modernization of the C-130 Hercules at FAdeA and we incorporated a Boeing 737 and went beyond the country. We have already gone to Cyprus and we took the first Joe Blue Helmets, a task that we will conText: Cupido tinue to carryJoe outCupido and that we have not done since Photos: 2005, when we retired the last Boeing 707”, explained the Major Brigadier.

that hard work continues in the search for an aircraft of combat, multirole, supersonic of the latest generation for the FAA.

The event continued with the words of the new Defense Minister, Jorge Taiana, who evoked the dawn of Argentine military aviation with the creation of the Military Aviation School that August 10, 1912; the actions of the media and FAA personnel in the South Atlantic conflict; and the current and future challenges facing the Argentine air weapon. At the end of his speech, he emphasized the actions of the It should be noted that the head of the FAA an- Armed Forces during the COVID-19 pandemic. nounced the early incorporation of a Saab SF340, to strengthen the fleet of aircraft committed to LADE, Once the minister's words were finished, the emothe imminent arrival of the TC / UC12 Huron and tional air parade began.

Two Beechcraft Mentors are maintained in flying condition.

The air parade that ended the act, had the participation of about 50 aircraft belonging to the different units of the Argentine Air Force, among which the following aircraft could be seen in flight: FMA B45 Mentor belonging to the historic squadron, Fokker F -28, FAdeA IA-63 Pampa II and Pampa III, Grob G120TP, Beechcraft T-6C + Texan II, Lockheed C-130

Hercules, Learjet LR35A, Embraer 312 Tucano, Aerospatiale SA 315 Lama, Bell 212 IFR / 412 EP, Hughes-500 D, De Havilland Canada DHC-6 Twin Otter, Saab SF-340B, Piper Dakota PA-28 and PA34 Seneca, Lockheed KC130-H Hercules, Mc Donnell Douglas O/A4AR Fightinghawk and closing the parade the new Boeing 737-76N.

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The first of twelve T-6C+ trainers were delivered in October 2017.

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NOSTALGIA

The venerable Fokker F-28 remains in service.

Learjet T-22 has recently been upgraded as an air ambulance.

T-32 is one of four Saab 340s owned by the FAA. A tender has been issued to return T-33 to flight status.

The DHC-6 Twin Otter is used in support of Antarctic operations, with at least one aircraft always available at Marambio

The C-130 Hercules is the main workhorse of the transport fleet.

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The FMA IA-63 Pampa is a jet trainer of Argentinian design, first flown in 1984.

Grob G120TP is an advanced trainer also gaining popularity with many air forces.

Eight Tecnam P-2002 JF primary trainers have been acquired by the FAA after an operational trial of leased aircraft.

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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 WARBIRDS

Text: Photos: Text: Profiles: Photos:

Rich Cooper RichCupido Cooper Joe Richard J. Caruana Joe Cupido

Originally the Silver During myknown careerasasMJ271, an Aviation Photojournalist I flew in and or piloted over 100 different Spitfire G-IRTY is now best known for types aircraft, from the havingofflown all around the Piper world J3 in Cub an 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 followepic flight. ing article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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Supermarine Spitfire IX MJ271 was delivered from the Spuermarine works at Castle Bromwich to 33MU at RAF Lyneham on October 24th, 1943. She was then taken on charge by 118 Squadron at RAF Detling in February 1944, providing escort for returning American bombers, attacking V1 launch sites and conducting fighter sweeps over France.

Transferred to 132 Bombay Squadron at RAF Ford, the aircraft flew 28 operational sorties, escorting B -25 and B-26 bombers and dive-bombing targets on the French coast. She then suffered the indignity of a ‘wheels-up’ landing, when Capt. T. Johnson forgot to lower the undercarriage for landing on May 9th, 1944.

On May 15th, the aircraft was moved to Hamble for repairs, which were completed by July 24th. The aircraft went through a number of maintenance units after this, as it was first transferred to 39 Maintenance Unit at RAF Colerne on August 19th, 83GSU at RAF Bognor on September 19th and finally to RAF Westhampnett on November 4th, before being then assigned to 401 RCAF (City of Westmount) Squadron, where it flew in support of

the D-Day and European offensive, flown by Canadian pilots.

Moving to the Dutch airfield of Volkel on November 23rd, 1944, the aircraft performed ten divebombing missions, after which she was considered to be over-stressed. This meant that on December 24th, the Spitfire was once again at a repair and salvage unit.

On November 25th, 1945, the Spitfire was one of 58 transferred to the Royal Netherlands Air Force, initially based at Twente with the serial H-8. Overhauled by Fokker in June 1949, it performed test flights at Schichol in 1951, and was then accepted by the RNAF and returned to Twente, now in a bare aluminium finish. The markings were later changed to 3W-8. The aircraft was then transferred to 322 Squadron at Soesterberg in August 1952. It made its last flight in Dutch service on September 29th, 1953, becoming a decoy airframe at Volkel.

In 1956, the aircraft was adopted by 313 Squadron and placed near their crew-room, with TA-26 marked on the nose and the legend ‘OPA’ under the cockpit.

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

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In January 1959, MJ271 was removed to Delfzijl where it as placed on the rooftop of a museum, where it degraded rapidly.

In 1973, the Spitfire was transferred to The Hague for restoration at the Anthony Fokker School. As the Delfzijl museum had closed its doors during the course of the restoration, the aircraft was offered to the Aviodrome museum, which completed the restoration in 1982, with the aircraft now in a green scheme and the serial H-53, as a tribute to Dutch servicemen who flew Spitfires in Indonesia.

In 2006, the aircraft was sold to the Boultbee Flight Academy and shipped to Duxford for restoration by the Aircraft Restoration Company.

Already the owners of a two-seat Spitfire, the initial plan was to convert MJ271 into another two-seater, however as the aircraft’s history surfaced, it was decided to retain it in its original configuration.

However, there was still a grand plan for the aircraft—it would circumnavigate the globe.

To this effect, the Spitfire received a number of modifications during its restoration. A larger oil tank was fitted in the nose, similar to those fitted in a number of long-range PR marks of Spitfire. The guns were removed and replaced by fuel cells. Additional fuel tanks were installed in the rear fuselage, giving the Spitfire an endurance of 5 hours, during which it could cover 1,000nm (1,850km) at a speed of 200kts.

To eliminate possible issues when landing in foreign airfields, the aircraft was completely demilitarized and all military markings and insignia were removed, leaving a smooth, highly-polished bare aluminium finish. The aircraft flew its first post-restoration flight on June 27th, 2019 with the registration G-IRTY. On August 5th, 2019, the aircraft flew out of Goodwood Aerodrome in West Sussex on its epic 44,000km journey around the

globe. The flying would be shared between pilots Steve Broks and Matt Jones.

The route would take the aircraft to Lossiemouth in Scotland, then onward to Reykjavik, Greenland and Canada, before proceeding to the United States. Here, the flight suffered a delay after a temperature guage failure which needed repair.

The aircraft was back in the air on the 25th, landing at Nellis for a photoshoot with The Thunderbirds. After a two-day rest at Seattle, the team proceeded once again through Canada, then Alaska and Russia, before proceeding to Japan, where the Spitfire needed a 50-hour maintenance check. A tyre needed changing, some oil leaks were rectified and a magneto was replaced.

Typhoon Hagibis delayed proceedings, but eventually the Spitfire proceeded to Taiwan, then Hong Kong, Vietnam, Bangkok, India and Pakistan. Upon arrival at Kuwait, the Spitfire was escorted by a Kuwaiti F-18 Hornet. The longest stretch lay ahead, crossing the desert from Kuwait to Jordan. After a stop in Egypt, GIRTY proceeded to Heraklion before landing in Athens. Italian AMXs then escorted the Spitfire to Pescara, before proceeding to Leipzig in Germany.

After this, The Silver Spitfire visited Lelystad, now the new seat of the Aviodrome museum. Then, on December 5th, 2019, MJ271 lifted off from Lelystad on her final leg back to Goodwood, but not before performing a flyby in honour of Harry van der Meer, the man who oversaw this very aircraft’s restoration in the seventies. Upon entering British airspace, the Spitfire was greeted by two Hawks from The Red Arrows, before performing a number of flybys and a victory roll over Goodwood.

The aircraft is now a regular performer on the UK airshow circuit, a testament to RJ Mitchell’s brilliant design, the care of conservationists over the years, and the skills of modern-day aircraft restorers.

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FIGHTING COLOURS: THE MANY GUISES OF MJ271

Supermarine Spitfire LF Mk.IX MJ271/YO-D, No 401 Squadron, RCAF 1945

Supermarine Spitfire LF Mk.IX, MJ271, 3W•8, RNAF, 1947

Supermarine Spitfire LF Mk.IX, MJ271, finished as MH424/H•53, RNAF

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67

MILITARY

Text: Photos:

Mark Zerafa Force Aera Brasilera

In October 1974, the Force Aera Brasilera ordered 36 F-5Es and 6 F-5Bs from Northrop. In 1988, the fleet was augmented by 22 F-5Es and four F-5Fs formerly flown by the USAF Aggressor squadrons. A further batch were purchased from Jordan.

Whilst the F-5Bs have been retired in 1990, Brazil’s Tiger fleet remains a potent force, especially after undergoing an extensive modernisation programme.

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The Northrop F-5 wasNOSTALGIA designed as am affordable yet effective warplane, with ease of operation and maintenance in mind. A radical departure from other American warplanes of the time, the Freedom Fighter was a strong success in the export market, and was eventually adopted by the US military in the aggressor role, simulating adversary fighters in dissimilar air combat training. In 1972, Northrop flew the F-5E Tiger, an extensively modernised aircraft with more power, more fuel, greater wing with improved leading-edge extensions for greater manoeuvrability, optional provision for inflight refuelling and an air-to-air radar.

Although most air forces are currently replacing their F-5Es, others soldier on, and have been extensively updated to remain effective. Brazil is one such operator.

IN 2001, Elbit Systems and Embraer embarked on a $230 Million programme to update Brazil’s F-5 fleet, with 46 F-5E/Fs upgraded to F-5EM and F5FM standard respectively. Central to this upgrade were a new Leonardo Grifo F radar, provision for air-to-air refuelling, INS-GPS navigation, new weapons, targeting and self-defense systems, HOTAS controls, LCD glass cockpit compatible with the use of night-vision goggles, helmet-mounted display, Radar Warning Receiver, encrypted communications, an on-board oxygen generation system and secure communication systems. In 2011, another contract for $153 million was signed to upgrade the eleven aircraft acquired from Jordan.

In 2020, a further upgrade was undertaken by the FAB, incorporating a Datalink System between R99 AWACS assets, and other land, aerial and naval -based assets

F-5EM streams its parachute in the course of its landing run.

Using the parachute for braking saves wear and tear on the braking system.

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A whole range of new armament is available on the F-5M. In the air-to-air role, the fighter can employ the Israeli Rafael Derby BVRAAM and the Python 4 and Python 5 infra-red guided AAMs. In the air-to-ground role, the jet can carry laser-guided bombs, the Brazilian MICLA-BR air-launched cruise missile as well as the Rafael Sky Shield electronic warfare pod.

The inflight-refueling capability is a welcome addition to extend the aircraft’s combat radius, and Brazilian pilots have been observed training in inflight refueling with Brazilian Navy A-4s, which have a buddy-buddy refueling pod, pending the entry in service of the KC-390 tanker-transport to augment Brazil’s KC-130s.

With the loss of two two-seaters, it was decided to refurbish and upgrade three former Jordanian F5Fs, while the former Jordanian single-seaters were used for spares recovery. The final upgraded aircraft, F-5FM serialled FAB4810, was handed over on October 14th 2020. With the airframes repaired and strengthened to allow for a further fifteen years’ service. Thus, the Tigers have outlived the Brazilian Air Force’s Mirage 2000s, and will remain in service until replaced by the Gripen E. To this effect, the advanced systems onboard the F -5Ms will peovide good preparation for Brazilian fighter pilots and technicians to then transition to the 4-Gen+ Swedish fighter once this enters service. This is a strong testament to the durability and validity of a design which Northrop initiated in the fifties.

ed in military aviation am, RAF Wattisham TEN ENILTON

Competitions - Base Vis-

o.uk

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NOSTALGIA

TEN. ENILTON—FAB

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MAJ. LINS—FAB

V. SANTOS—FAB SGT. REZENDE—FAB JOHNSON BARROS —FAB

ed in military aviation am, RAF Wattisham

Competitions - Base Vis-

o.uk

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NOSTALGIA

TC BOTELHO—FAB

An important upgrade has been the provision of inflight refuelling capability.

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SGT. BATISTA - FAB

SGT. BATISTA - FAB

SGT. BATISTA - FAB CB V SANTOS - FAB

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SGT. BATISTA - FAB

NOSTALGIA

CB. V. SANTOS - FAB

SGT. BATISTA - FAB

SGT. JOHNSON - FAB

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NOSTALGIA

CB. V. SANTOS - FAB

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NOSTALGIA SPOTTING

Text: Text:Photos:

Mark Zerafa Joe Marco CupidoMacca

Photos:

Joe Cupido

Skiathos Alexandros Papadimantis Airport is located on the Greek island of Skiathos and is capable of handling my narrow-body airliners and some smaller wide- I flew in and or piloted over 100 different During career as an Aviation Photojournalist bodies. Its location in close proximity to public roads types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say allows spotters a very close-in experience of aircraft which aircraft I liked the best, they had their place in aviation, but I do feel that the followoperations, often compared to that at St.all Maarten.

ing article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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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.

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SkyExpress ATR-72 on its daily connection with Athens.

Opened in 1972, the runway was built by reclaiming land between the island of Skiathos and the smaller island of Lazareta, effectively joining the two islands. The facilities were upgraded with a new control tower inaugurated in 1988, and a new terminal was opened in 2002 as the older one was damaged by an earthquake in 2001. The airport currently has two terminals, Terminal 1 for domestic arrivals and Terminal 2 for international flights.

The runway was extended by 110 metres in 2015 , and the ramp had six parking stands.

Apart from the SkyExpress and Olympic Air services from Athens, using ATR-72 and Dash-8 equipment respectively, mosty traffic is seasonal, with a combination of low-cost airlines and flag carriers. The runways is challenging as it is short and narrow, with a road crossing the threshold, allowing onlookers a very close-up view of landing and departing aircraft. With a great selection of spotting locations, and even a bar which is strategically placed to allow spotters to chill whilst spotting from their bar table, this should be a great location for a spotting holiday.

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Late-model Boeing 737-800 featuring scimitar winglets enters the threshold loop to line up for departure.

Swiss holiday airline Edelweiss Air lining up for departure to Zurich.

Cyprus Airways A319 5B-DCX arriving from Larnaca.

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British Airways EMB-190 arriving from London City Airport, an unusual route for what is usually considered a business airport to a leisure destination.

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IT’S GOOD TO BE BA

NETHERLANDS MILITARY

UNITED KINGDOM—ROYAL INTERNATIONAL AIR TATTOO

BRITISH MILITARY SPOTTING

ISRAEL SPOTTING

GERMANY MILITARY SPOTTING

RUSSIA– ARMY

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

Text: Photos:

Mike Green Mike Green

Based at RAF Valley, No. 4 FTS provides follow-on flight training for crews streamed for fast-jet training. Starting with the Texan before progressing to the Hawk T.2.

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NOSTALGIA There are three subordinate squadrons that make up 4 FTS – these being 4 (AC) Squadron and 25 (F) Squadron, both flying the BAE Systems Hawk T2; and 72 Squadron flying the Beechcraft T-6C Texan T1. Having previously been a frontline jet squadron flying the Harrier GR.9 ‘jump-jet’, 4 Sqn re-formed at RAF Valley in 2010, with 25 Sqn (a former Tornado F3 unit) joining it in September 2018. In combination with each other, the two Hawk squadrons provide the Advanced Fast-Jet Training (AFJT) syllabus of the UK Military Flying Text: Joe Cupido Training System (UKMFTS). Students are first assigned to 25 Photos: Joe Cupido (Fighter) Squadron for the Hawk T2 conversion and lead-in (Basic) element, before moving to 4 (Army Cooperation) Squadron for the pre-Operational Conversion Unit (Advanced) element. Up until OcDuring my career as an Aviation Photojournalist I flew in and or piloted over 100 different tober 2019, student pilots had undergone their Basic Flying Training types aircraft, from the Piper J3 Cub to McDonnell-Douglas (BFT)of with 72 Squadron at RAF Linton-on-Ouse on the Shorts Tuca-KC10 Tanker. I can’t really say no T.1 aircraft turbo-prop trainer. having and the Tucano but I do feel that the followwhich I liked the With best,Linton they all had closed their place in aviation, being withdrawn from service, the unit disbanded before reforming ing article and images might not be my best work, but was the most important mission I think at RAF Valley, with 72 Squadron now performing the BFT element of I flew. so many ways it wasSystem just a very basicutilising flight ofaafleet fighter the UKInMilitary Flying Training (UKMFTS) of type aircraft out on a normal training mission, butT1s. it was different and very special .

14 Beechcraft Texan The airfield at Valley was constructed in the latter part of 1940 and opened for operations on 1 February 1941 as a Fighter Sector Station under 9 Group RAF, with the task of providing defence cover for England's industrial north-west and shipping in the Irish Sea. PostWWII the airfield was placed into a care and maintenance basis until 1950 when improvements were made to the hangars and buildings which ultimately saw 202 Advanced Flying School reform there on 1 April 1952 to train fighter pilots with the De Havilland Vampire FB.5 & T.11, and Gloster Meteor T.7 jet aircraft.

The unit was re-designated as 7 Flying Training School (FTS) on 1 June 1954, before being renumbered to 4 FTS 15 August 1960. Having flown the Folland Gnat jet trainer from November 1962, with a number of Hawker Hunter F.6 & T.7s for advanced training, the first British Aerospace Hawk T.1s arrived on 11 November 1976.

September 2017 saw further development of RAF Valley, when a project to upgrade the airfield was completed. This involved resurfacing of the runway and taxiways and the creation of a new section of airside perimeter road. New visual aids, aeronautical lighting and signage were also installed and upgraded.

No. 4 Flying Training School was formed on 1 April 1921 at Abu Sueir, Egypt, its primarily role being to train pilots for the Royal Air Force squadrons based in the Middle East.

On 1 September 1939, 4 FTS moved to Habbaniya, Iraq, changing its name to No. 4 Service Flying Training School in February 1940 so as to differentiate it from an Elementary Flying Training School.

On 3 February 1947, 4 FTS reformed at Heany, near Bulawayo in what was then Southern Rhodesia. By 1948, the school’s role of training both pilots and navigators had become unworkable, and so the navigator training was moved to the No. 3 Air Navigation School at Thornhill, Rhodesia, along with the unit’s Avro Anson aircraft.

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NOSTALGIA The RAF's Advanced Flying Schools oper- increased demand for fast-jet pilots reating in the early 1950s provided a step quired to fly the Typhoon and F-35B between elementary flying training and Lightning. The number of Typhoon squadthe operational conversion units within rons was increased in July 2018 when 12 the RAF. The restructuring of flying train- Squadron reformed at RAF Coningsby, ing led to a renumbering of Flying with IX(B) Squadron due to stand up on Schools and on 1 June 1954, No. 205 AFS the Typhoon at RAF Lossiemouth in 2019. at Middleton Joe St George Text: Cupido was renumbered The first two Beechcraft T-6C Texan IIs as No. 4 FTS,Joe later moving to Worksop in Photos: Cupido (known as the Texan T1 in RAF service) June 1956, absorbing 211 FTS and its arrived at RAF Valley in February 2018.

Gloster Meteor aircraft, which it operated Manufactured by Textron Aviation in the alongside its Vampires until 9 June 1958 United States andinpart a 14-strong fleet 100 different During my career as an Aviation Photojournalist I flew andofor piloted over when it was disbanded. to deliver Basic Flying Training (BFT) at types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say 4 FTS's role was carried out by No. 7 FTS RAF Valley with 72 Squadron, their arrival which best,until they15all theira further place indevelopment aviation, but do delivery feel that the followon theaircraft VampireI liked at RAFthe Valley Au-hadwas in Ithe ing article images not be as my4best but was most important mission I think gust 1960, and when it was might renumbered of work, the UKMFTS - the a partnership between FTS once again, tasked with training stuthe UK Ministry of Defence and Ascent I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal dents for Coastal and Transport Com- Flight Training Ltd. The full ‘glass’ cockpit training mission, but it was different and very special . mands, using Varsity T.1s. This was short- and modern avionics of the Texan (known lived however, and by March 1962 this as the Texan T.1 in RAF service) enable role was transferred to 5 FTS at RAF the aircraft to simulate both air-to-air Oakington, with 4 FTS receiving the new and air-to-ground targets sorties for the Folland Gnat T.1. Students progressing students. from their initial training on the Jet ProvAlthough 72 Squadron did not formally re ost came to Valley for advanced Jet train-establish until 28th November 2019, the ing before moving onto 229 OCU first BFT course (the second phase of RAF (Operational Conversion Unit) at RAF and Royal Navy fast-jet training) with the Chivenor for air warfare training.

Texan T1 had commenced two months In 1967, the Hawker Hunter F.6 and T.7 previous in the September. were brought into RAF service, suppleThe training system uses advanced menting the Gnats, with the first Hawker course-ware and mission planning sysSiddeley (later becoming part of British tems in conjunction with highly realistic Aerospace) Hawk T.1 was delivered in Texan flight simulators that enable sor1976 - the last Gnat course graduating on ties to be practiced on the ground before 24 November 1979. The Hawk was a purthey are flown for real. pose-built fast-jet trainer and perfectly suited for its role, being designed to re- Newly refurbished buildings, hangars and place a number of different types then in classrooms have also been established at service with the RAF - Jet Provost, Gnat Valley over the previous two-year period and Hunter. The Hawk T2 now in service in preparation for the first student started to replace the Hawk T1 from 2009, and is now the RAF’s only fast-jet trainer in service – all of them based at RAF Valley. course. With the Hawk and Texan aircraft In 2018 it was announced that 4 Squadron, which had been operating at Valley since 2010, would be split into two squadrons, with a reformed No.25 (F) Squadron taking on responsibility for the first phase of AFJT. The move was brought about by the

now well established at Valley, the station now provides two-thirds of the RAF’s fast -jet training programme.

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Under the Military Flying Training System, future NOSTALGIA fighter pilots now commence their training on the Grob Prefect T1, then move on to the Texan T1 and finish on the Hawk T2, making the training process more efficient and far more representative of the F35 or Typhoon aircraft they will eventually fly with frontline units. The first pilots graduating from Basic Flying Training in the new Texan T1 aircraft with 72 Text: Joe Cupido Squadron saw six students receive their ‘Wings’ in Photos: Joe Cupido November 2020.

As mentioned previously, four additional Texans were delivered to RAF Valley in November 2020, but at the time of writing these had not yet entered the training syllabus with 72 Squadron and had remained hangared since their arrival.

Basic Flying Training (BFT)

Currently, there are 20 Qualified Flight Instructors (QFI) working the BFT course at RAF Valley. Six courses are held each year, with six students on each course. This course structure was based on the Beechcraft Texan T1 ten Texans that were in service mid-to-late 2020, but During my T1career as an Photojournalist in and or piloted overthat 100were different The Texan took over theAviation Basic Flying Training role I flew with the additional four T-6s delivered late for the that had fulfilled by the 2020, it is planned that by 2024 thereally extra say four aircraft types of RAF aircraft, frompreviously the Piperbeen J3 Cub to McDonnell-Douglas KC10 Tanker.

I can’t Shorts Tucano T1.

Students move onto the Texan after will allow an additional 17 students per annum which aircraft I liked the best, they all had their place in aviation, but I do feel that the follow- to be having mastered the Grob Prefect at the Elementary trained. Plans are that the BFT programme will still ing article and images might then not bemoving my best work, was the important I think Flying Training level, before onto the but consist of most six courses eachmission year, but with an inI Hawk flew. T2.

In so many ways it was justset a very flightcreased of a fighter typeofaircraft a normal Continuing the precedent by thebasic Tucano number studentsout on on each course. In addifor employing a tandem-seat turbopropand basic trainer, training mission, but it was different very specialtion . to the actual flying in the Texan, each student the Texan replaced the analogue cockpit of the earli- completes an additional 51 events in the simulator, er machine with a digital ‘glass’ cockpit featuring totalling 54 hours. modern avionics. The Texan's mission system is caBAE Hawk T2 pable of generating simulated air-to-air targets and also scoring against the release of simulated air-to- The British Aerospace Hawk is probably most familground ordnance, and can simulate missions in both iar to the British public as the mount of the Royal Air fourth and fifth-generation aircraft such as the BAE Force Red Arrows Aerobatic Team, which flies the Typhoon and the Lockheed Martin F35 Lightning. Hawk T1 version, however it is the Hawk T2 that now Beechcraft developed the T-6A Texan II from the provides fast-jet training for British pilots. With the Swiss-built Pilatus PC-9, in response to the long- original Hawk T1 fleet withdrawn from the pilot trainrunning US Joint Primary Aircraft Training System ing role, the Hawk T2 was ordered in 2004 – the Min(JPATS) requirement to replace the aging fleet of istry of Defence (MoD) contracting with BAE Systems Cessna T-37s. After reworking a Pilatus-supplied for 28 Hawk Mk.128 aircraft, with deliveries comairframe, Beech flew a production standard T-6A mencing in 2009.

Texan for the first time in December 1992 and began The T2’s ‘glass’ cockpit and comprehensive avionics re-equipping USAF flying training squadrons in May suite provides a realistic, advanced platform to meet 2000. Chosen to supply a Tucano replacement under current and future requirements for the UK’s future UKMFTS programme, Affinity Flying Training Services fighter pilots – enabling students to be fully imsourced an initial ten T-6C Texan aircraft from mersed in complex tactical environments, downloadBeechcraft, with a further four in October 2020. The ing training from Operational Conversion Units onto first aircraft arrived at RAF Valley in February 2018, the Hawk, which is far more economical to fly than however ‘release to service’ did not come about until Typhoon or the F-35 Lightning. The T2’s avionics enaDecember and so the aircraft sat idle until February ble simulations of many of the functions of modern 2019 before the Instructors began to get their hands RAF/RN frontline fighters via the aircraft’s data-link. on the aircraft. Much of the delay due to the owner- Despite the Hawk not being equipped with radar, the ship of the aircraft and United States International aircraft is capable of generating synthetic radar reTraffic in Arms Regulations (ITAR) which controls the turns for intercept and basic fighter manoeuvres manufacture, sale, and distribution of defence and (BFM) training, as well as air-to-ground and elecspace-related articles and services. Thus, it was 15 tronic warfare training. against surface-to-air misOctober 2019 before the first student began their fly- sile (SAM) systems and other complex operational ing training on the aircraft. Since then, however, the scenarios.

Texan fleet has been extremely active and proven to be a more than capable asset.

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Advanced Fast-Jet Training The 42 Qualified Flight Instructors (QFI) assigned to the Advanced Fast-Jet Training (AFJT) course are kept very busy, with six courses per year, with up to ten students in each course. Flying starts as early as 8am each day and weather permitting, can go on almost non-stop until 5pm. In addition to training RAF and RN aircrew, the last two years have also seen students from Kuwait, Saudi Arabia and Qatar trained on the Hawk T2 at RAF Valley.

During the AFJT phase, students undertake two phases of training – the ‘Basic’ element and the ‘Advanced’ element, and in addition to the actual flying in the Hawk T2, each student completes 46 events in the Hawk simulator, totaling 50.5 hours.

There are approximately 1500 personnel, both military and civilian involved with the Advanced FastJet Training programme; with both military (RAF, RN) and civilian instructors (Ascent), and engineering and support services provided by British Aerospace and Babcock.

THE TRAINING PROGRAMME Basic Flying Training (BFT) Beech T-6C Texan T1

Fast-Jet Flying Training (AFJT)BAE Hawk T2—25(F) Sqn.

General Handling/Conversion – 13 sorties/12.5hrs

General Handling/Conversion – 13 sorties/15hrs

Navigation (Mixed, tactical & low-level) – 14 sorties/16.25hrs

Instrument Flying – 2 sorties/2.5hrs

‘Advanced Element BAE Hawk T2—4 (AC)Sqn. General Handling – 2 sorties/2.5hrs Air Combat Manoeuvres – 8 sorties/8hrs

Navigation – 5 sorties/6hrs

Tactical Intercepts (Basic & Advanced) – 13 sorties/16.25hrs

Formation – 9 sorties/10hrs

Night Flying – 4 sorties/5hrs

Formation (Close & Tactical) – 13 sorties/16hrs

Basic Fighter Manoeuvres – 9 sorties/9hrs

Maximum Performance Manoeuvres – 8 sorties/8.75hrs

Night Flying – 4 sorties/5hrs

Composite Final Tests (Includes Strike Weapons) – 5 sorties/6hrs

Instrument Flying (Basic & Advanced) – 8 sorties/10hrs

Night Flying – 3 sorties/3hrs

Composite Final Tests (Includes Basic Weapons) – 2 sorties/2.5hrs

Composite Final Test (Includes Multi-Element Sorties) – 7 sorties/9hrs

Total 66 sorties/75.5 hours

Total 44 sorties/50 hours

Total 32 sorties/37.75 hours

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NOSTALGIA SPOTTER ENCOUNTER

Text:Text: Photos: Photos:

Joe Yolandie Cupido Grobler de Jager Jonathan Joe Cupido Ortiz

Jonathan, 27, is from Colombia. His passion for aviation

photography started afterAviation he started studying aeronautical During my career as an Photojournalist I flew in and or piloted over 100 different maintenance.German squadron of C-130J Hercules. 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 .

IAI Kfir C-12 departing with mountains in the background.

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A-29B Super Tucano Light Ground Attack Aircraft.

Bell 206B Jet Ranger lll on a surveillance mission.

Being based in a country blessed with loads of rare aircraft, often in equally unusual markings or colour schemes, Jonathan enjoys capturing these aircraft on camera to then share them with fellow aviation enthusiasts from all over the world.

Equipped with a Nikon D5300 mated to a 55-300 VR AF-S lens, Jonathan also enjoys taking photos of birds, trucks and landscapes.

His favourite technique is panning, where he intentionally uses a low shutter speed and follows the aircraft while taking the shot, giving a sharp subject over a motion-rich background. Although Jonathan has not received any formal photography training, he has followed online tutorials and has taken on board advice from friends who are more experienced in aviation photography.

The love of many aviation lovers, the AC-47T Ghost

Once back home, Jonathan post-processes his shots adjusting brightness and noise, removing chromatic aberration and correcting colour as necessary.

For Jonathan, there is more to aviation photography than just the airplanes. It is also the great company of fellow spotters from all over the world, who gladly share their knowledge accumulated over the years, to make everyone’s experience of As for words of advice for fellow aviation photograthe hobby ever more fulfilling an experience. phers, Jonathan laughs’ “practice, patience and sunscreen!” Indeed, in our hobby, it is quite easy to get carried away and not care about oneself.

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NOSTALGIA

The pelican nose C212-300

A Boeing KC767-200ER "Jupiter" and IAI Kfir C10/12.

S.70 Blackhawk display.

Years go by and still impeccable AC-47 Phantom.

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Colombian Air Force Fokker F28

Colombian Police Dash 8-200

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Known as "El Pito" , the Colombian Air Force still operates the Cessna T-37.

Colombian Air Force Blackhawk carrying a bambi-bucket for firefighting missions.

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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 .

Another aviation classic, the Boeing 727-200F

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WARBIRDS

Text: Photos:

Mark Zerafa as credited

After their success in saving Black Mike, the British Phantom Aviation Group are busy securing the future of other British Phantoms and securing a permanent home to keep them safe.

PAUL AINSWORTH

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NOSTALGIA

Originally formed over social media in 2012, the British Phantom Aviation Group evolved into a group composed of former servicemen and aviation enthusiasts, with the goal of preserving UK-specific variants of the F-4 Phantom.

British Phantoms suffered considerably following the end of the Cold War, as disarmament treaties required not only the retirement, but the permanent decommissioning of milText: Cupido itary assets, Joe leaving very few of these jet warbirdsin the Photos: Joe Cupido aircraft preservation scene. The Group aimed to find what survived, and give it a viable future.

To this effect, the group’s first effort was the restoration of

During my career an Aviation the surviving nose as section of XV490,Photojournalist which went on toI flew win in and or piloted over 100 different types the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say manyofanaircraft, award. from Almost concurrently, against many odds, FG.1 XV582, better known as ‘Black wastheir savedplace from in a aviation, but I do feel that the followwhich aircraft I liked the best, theyMike’ all had bleak future at former RAF Leuchars, dismantling the airing article and images might not be my best work, but was the most important mission I think craft and transporting it on to RAF Costford for the RAF’s I flew.

In so many ways it was just a very basic of a fighter type aircraft out on a normal 100th anniversary celebrations before heading to flight its final home atmission, the Southbut Wales Aviation Museum. training it was different and very special .

With Black Mike in safe hands, the groupd turned its attention to two other survivors, XT597, a pre-production FG.1, and ZE360, one of only two surviving F-4J(UK) Phantoms.

The Group is also a custodian for privately-owned FGR.2 XT905.

Following recent developments, the group decided to relocate its effort in the developing warbird hub at Cotswolds Airport, formerly RAF Kemble. After considerable efforts, XT597 amd XT905 have been disassembled and relocated in Cotswolds, with ZE360 to join them later this year.

To better secure the aircraft, the Group is planning to construct a Heritage Centre at Cotswolds to not only house the aircraft, but also its growing collection of artefacts to honour the aircraft and personnel connected to this charismatic aircraft.

STEVEN POPE Sketch of the proposed UK Phantom Heritage Centre at Cotswolds Airport.

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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 British Phantom Aviation Group is raising funds via a crowdfunding effort to finance its Heritage Centre project. To donate or find out more, kindly visit: IAN TOPHAM

https://www.crowdfunder.co.uk/uk-phantom-heritage-centre

IAN TOPHAM

MATT GILBY

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