Spotter Magazine Issue 34 by 9H Media

KRIS CHRISTIAENS

WELCOME

During a recent trip, I was stopped by the police for taking photos on the airport fence. Explaining that this is a hobby, it took them very much by surprise. I was actually told ‘And you want me believe you are crazy enough to pay all this money to see a few helicopters?’ Well, as a matter of fact, yes. We are crazy enough to spend days on end in the desert sun to catch a fighter on approach . We are crazy enough to spend silly money on cameras, lenses, radios, app subscriptions, and travel across continents to catch something new. But then again, which hobby isn’t crazy? Planespotters do no harm, we often enjoy open spaces, love the company of other spotters, share our knowledge and understanding, and generally have a great time with like-minded individuals from all over the world, whether it’s at the airport, or in the evening over a beer. It’s the madness that keeps us sane.

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COVER:

MARCUS FUELBER

CONTENTS Marketplace

SAR Meet

Duxford Nightshoot

QANTAS 707

Pucara

Libyan Fellowships

Farewell Retro Brummel

Belgian Sea Kings Fly Again

The Schiphol Terrace

100

Flory and Karol Roa

112

SIAF 2021

120

Anatolian Eagle

140

Lockheed P-2V Neptune

154

CREDITS ARTWORKS: JAVIER RUBERTO, RICHARD J. CARUANA CONTRIBUTORS: JAN DE CLERCQ - ANDREW CRITCHELL DARREN LIANG - ADRIAN GOMEZ MAXIMILIANO LOPEZ - MARCUS FUELBER YOLANDIE GROBLER DE JAGER - FLORY ROA KAROL ROA - OLIVER SANTA MASSIMILIANO ZAMMIT - JEAN PAUL LARDINOIS CARMEL J. ATTARD

OLIVER SANTA

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

COASTERS SULACO STEEL & PLASTIC When you combine passion for aviation with CAD skills and a laser cutter, good things are bound to happen. Dougie Rankin has made a name for himself in the Scottish scale modeling scene, and has recently applied his skills in his new venture. Sulaco Steel and Plastics produce a range of aircraftthemed drinks coasters in stainless steel featuring the silhouette of the aircraft we all love. With a diameter of 120mm and set in 1.5mm thick stainless steel, the coasters feature silicone gel tabs, and can be customised to include references to particular units, squadrons, and callsigns, as well as legend to indicate the aircraft type for your less aviation-literate guests. A number of aircraft designs are readily available, from modern types such as the F-35 to classics such as the Hawker Hurricane and the Avro Vulcan. However, Sulaco pride themselves to be able to provide any aircraft make and mark that their customer may request.

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‘YOU’LL NEVER RUN A BUCCANEER OUT OF THE BOOT OF A CAR’ THE BUCCANEER AVIATION GROUP

Take two Cold War-era jets from a scrapyard, retrace and rebuild the electrics, hydraulics, rebuild the powerplants, bring them back to groundrunning condition. Keep same aircraft in working condition for 20 years. Relocate said aircraft to another airfield. All on a shoestring budget, often without any hangar cover. This is what The Buccaneer Aviation Group has achieved. To celebrate this massive achievement, and to raise funds to continue doing what it does best, the Group has published a bookazine recounting the trials and tribulations it faced over the years. At 140 pages, the book includes a number of previously unpublished images as well as photos from one of the many runs and shoots organised by the Group over the years. Needless to say, proceeds will keep the Buccaneers running for many years to come. Price: £ 28.93 From: www.the-buccaneer-aviation-group.com

MARKETPLACE

THOMAS COOK A330 AIRSKINZ Planetag manufacturer Airskinz have provided us with a preview of their soon-to-be launched tags made from skin recovered from former Thomas Cook A330-200 G-OMYT. Already reknown for their quality, Airskinz have now brought all their manufacturing and laser engraving in-house, allowing them to have an even more control on all the manufacturing process. With skin from the rear fuselage of the aircraft, the tags are available in all the colours in the Thomas Cook colour scheme, and a limited number of tags will feature a combination of colours.

If there’s something we’ve definitely missed for the past two years, it is the possibility of travelling for our hobby. Entering its 16th year of operations, 9H Travel organises dedicated planespotting tours for small groups, allowing for flexibility, a personalised service and value for money.

As the 2022 airshow calendar fills up slowly, new tours will be added to the programme. Bookings are currently open for Holland for end-March, to coincide with Exercise Frisian Flag, and a two-airshow combination tour of Austria and the Czech Republic for September. More information available on the Facebook Page. More info: www.facebook.com/9HTravel/

Price:

from £ 22.95

Colours:

White, grey, yellow or combinations

Available via:

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2022 TOUR PROGRAMME 9H TRAVEL

MILITARY EXERCISE

Text: Photos:

Mark Zerafa Jan de Clercq

The International Search and Rescue Meet is an exercise in which search and rescue teams demonstrate their missions, assets, skills and procedures to one another. The aim of the exercise is to share experiences in order to learn lessons to make rescue operations even more efficient, safer and faster.

The Belgian Air Force has replaced its Sea Kings with the NH90 for the SAR role. This was the first helicopter to feature entirely fly-by-wire controls, and is available in both land-based and naval versions.

The event is based on three main pillars. The first is a symposium in which each nation presents its assets and procedures, This is followed by a flight of a challenging nature which tests skills such as precision, speed and agility of the entire crew. Finally, there is a sports event designed to test the cohesion of the crew. At the end of the exercise, the prestigious SAR-Meet Trophy is given to the winning team. After an absence of four years, 40 Squadron of the Belgian Air Force hosted the SAR Meet at its base in Koksijde, supported by Galileo, the European satellite navigation system.

This was particularly significant year, marking the 75th anniversary of Belgian SAR operations and the 60th anniversary since helicopters were first used for the role. 40 Squadron continues to cover this role, having recently relinquished its venerable Sea Kings for the ultra-modern and highly capable NH90. On September 29th, 300 spotters were invited to a Spotters Day and Press Day to witness the skills of the international teams and their very diverse mounts.

Hungary’s Mil Mi-24 Hinds are back in service after extensive refurbishment and modernisation, wearing this new grey scheme with toned-down markings.

Belgian NH-90s performed their first rescue mission in 2015. Belgium’s 8-strong fleet is composed of four tactical helicopters and four tactical variants.

Whereas the SAR Meet was initially an onlymilitary affair, civilian teams have since been allowed to participate, given that a number of governments have over the years privatised SAR duties in their area of responsibility. Only one civilian team was present, being the Noordzee Helikopters Vlaanderenm flying SA365N Dauphin OO-NHM, which is usually tasked with SAR duties off the Dutch coast. Spotters were disappointed by a number of cancellations, , as Cyprus, Greece, Italy, Slovenia and Sweden failed to turn up for the meet.

However, there was still plenty to see, including Marineflieger Sea King 89+64, Royal Norweigan Air Force AW-101 0264, Belgian NH90s, Luftwaffe Airbus H145 and a Czech Air Force W3A Sokol. Whilst the Norweigan team in the Merlin won the technical exercise, the ultimate SAR Meet Trophy winners were the German Navy’s Sea King crew, proving that although technological advances are indeed important, the human factor remains the most determining factor in SAR operations.

The Czech Air Force acquired eleven W3 helicopters in a barter arrangement for ten MiG-29s in 1996.

The Luftwaffe has taken on the H-145 as a replacement for its UH-1s

Dauphin 2 OO-NHM operated by Noordzee Helikopters Vlaanderen . The company has been contracted to provide full SAR services for the Netherlands from its bases at Den Helder and Pistoolhaven.

Local aerobatic hero Peter Besenyei in his Corvus MXS-R

Heliforce Mil Mi-2 provided a spectacular show with lots of smoke and pyrotechnics.

Despite its age, the Sea King remains a very capable SAR platform, as demonstrated by the Marineflieger.

Norway ordered 16 EH101s Merlins to replace its Sea King fleet in 2013. Operational since September 2020 from Sola, Orland and Banak, these have a comprehensive avionics suite allowing them to operate in the harsh conditions in the Artic Circle.

Although the automation systems in modern SAR helicopters have considerably decreased workload for pilots, the SAR Meet has shown that there is no substitute for experience, with crews on older helicopters holding their own against colleagues flying more sophisticated equipment.

An interesting aspect of the exercise is that different teams participate with aircraft of varying size, complexity and capability, leading to a whole spectrum of rescue practices with very different approaches.

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MUSEUMS

Text: Photos:

Andrew Critchell Andrew Critchell

Saturday 4th September 2021 saw the historic airfield of Duxford, Cambridgeshire, UK open its doors for a photographic ‘Fighter Night’ organised by Liam Shaw and his team from the Imperial War Museum.

A view inside one of Duxford’s ‘live’ hangars where restoration projects and airworthy aircraft from The Fighter Collection can be seen.

Supermarine Spitfire HF MkVIIIc D-FEUR

The assembled photographers were treated to unparalleled access to ten Second World War warbirds and period vehicles brought to life by a team of re-enactors whose attention to detail was excellent. For the author, being able to get up close and personal to some absolute classic machines, including my personal favourite The Fighter Collection’s powerful Grumman F8F Bearcat, was a real dream come true. With no airshow crowds or barriers in the way it was an evening of truly magic moments as aircraft such as Curtiss P-40F ‘Lee’s Hope,’ two-seat Hispano Buchon ‘Red 11’ and P-51D Mustang ‘Hun Hunter/Texas’ came under the scrutiny of my camera. Supermarine Spitfire HF MkVIIIc D-FEUR ‘MT298’ is actually MV154 and was sent to Australia to join the RAAF as A58671. On its ferry flight from the Vickers Supermarine factory at Eastleigh to 6 Maintenance Unit at RAF Brize Norton in 1944, it was flown by Air Transport Auxiliary (ATA) pilot Mary Ellis and she signed her name on the inside of the cockpit. The Spitfire was never used in anger by the RAAF and eventually found its way back to the UK in 1979, bought by Robert ‘Robs’ Lamplough. Restored over many years, MV154 returned to the skies in 1994 and Mary was famously reunited with ‘her’ Spitfire at White Waltham airfield near London that year, this airfield being the ATA’s wartime headquarters. Fittingly, one of the re-enactors was dressed as an ATA pilot and posed with MV154 during the evening. As darkness fell the aircraft were floodlit, the event culminating in two engine runs, one from Anglia Aircraft Restoration’s Spitfire XIV MV268 G-SPIT and the second from The Fighter Collection’s P-40F, the Spitfire living up to its name by venting a dramatic looking sheet of flame from the exhausts as the 2,000hp Rolls Royce Griffon roared into life.

Spitfire MkXVIe G-PBIX emerged in this attractive USAAF scheme in September 2020, marked up as a MkIX of the 31st FG, 309th FS flown by Lt. Robert Connor during the Italy campaign in 1943.

The Fighter Collection’s mighty Grumman F8F-2P Bearcat G-RUMM

The Fighter Collection’s Curtiss Hawk 75A-1 G-CCVH The Aircraft Restoration Company's Hispano HA1112 Buchon G-AWHK ‘Yellow 10’

The Fighter Collection's rare Rolls Royce Merlin powered P-40F Warhawk 'Lee's Hope' runs its engine for the enthusiastic crowd.

NOSTALGIA

Comanche Fighters LLC’s P-51D Mustang N351MX ‘The Hun Hunter\Texas’

Anglia Aircraft Restoration’s Spitfire XIV MV268 G-SPIT running its mighty 2,000hp Rolls Royce Griffon engine for the assembled photographers. The noise, especially compared to a Merlin was phenomenal!

ISSUE 27

AIRLINERS

Text: Photos:

Darren Liang Darren Liang

Airliners are often consigned to the scrapheap before anyone realizes their historical value. However, for QANTAS’s first 707, the jet was lovingly restored and flew home after an eventful life.

The Boeing 707 was the world’s first practical jet airliner and Qantas was the fifth airline, after Pan American, Air France, Sabena and Lufthansa to order the type when it placed an order for seven of the 138 model in September 1956. In 1959, Qantas was the first airline outside the US to put the 707 into service. Four more would be delivered in 1961 with another two in 1964 before Qantas moved to the 13%-longer 338 model from 1965. Pan Am started using the 707 on its Atlantic service on October 26th 1958 and Qantas operated the first Pacific 707 service nine months later, on July 29th 1959. Five weeks after that, on September 5th, Qantas became only the third airline behind Pan Am with its 707 and BOAC with its Comet, to operate a jet service across the Atlantic. When VH-EBA was handed over to Qantas in a ceremony on July 2nd 1959, it was the first Boeing 707 delivered to a non-US customer. That made it the first civilian jet to wear an Australian registration (on June 7th 1959) but it wouldn’t leave Seattle until the 17th because Boeing used it to develop the fifth pod spare engine carrying system.

Qantas, a government-owned airline, used the name ‘City of Canberra’ for aircraft doing first events because that aircraft would have the most publicity. As the first ‘handed over’, VH-EBA wore ‘City of Canberra’ under the flight deck during the ceremony. The name then transferred to VH-EBB which was the first to fly to Australia, departing Seattle on its delivery flight on June 30 th and arriving in Sydney on July 2nd. VH-EBA became ‘City of Melbourne’, a name it wore throughout its career with Qantas. Incidentally, VH-EBC did the first scheduled Qantas 707 service on July 29th so became the longterm bearer of the ‘City of Canberra’ name. VH-EBB spent its Qantas life as ‘City of Sydney’. VH-EBA was the first Qantas 707 to be completed and the first of only thirteen produced to a Qantas specification with a fuselage which was three metres shorter than the normal 100-series 707 to make it viable on the Pacific Ocean route. It had less weight but carried the same fuel. What made the museum’s 707 special was not just the dramatic impacts it had on air travel but on Australian society as a whole. It was twice as fast as its predecessor, the Lockheed Super Constellation, carried twice as many passengers and was the first Qantas airliner to have more Tourist/ Economy class seats than First class. That combination

brought airfares within reach of ordinary Australians for the first time. Where it had taken more than a year for someone on average weekly earnings to save for a ticket from Sydney to London on the Constellation, the 707 brought saving time down to 32 weeks in 1960 and 22 in 1965. Travel times were substantially reduced so it was possible for a person on the average four weeks’ holiday each year to think seriously about going overseas and getting back in that time. Australians were able to go out and discover the world in ways that had never been possible before. On top of that, a major task for VH-EBA in its eight years with Qantas was to bring assisted migrants – mostly ‘ten pound Poms’ – into the country. En route from England, it stopped at other European countries and picked up many of the people we then labelled ‘new Australians’. No form of transport before or since played such a significant role in helping Australians discover the world and in creating today’s multi-cultural society. Many visitors to the museum remember their arrival in Australia on this Qantas Boeing 707 and some even produce photos to prove it. The aircraft was delivered to the museum in 2007 as VH -XBA because an Airbus 330 is now VH-EBA.

NOSTALGIA MILITARY

Text: Photos: Text: Profiles: Photos:

Adrian Gomez Adrian Gomez, Maximiliano Lopez Joe Cupido Javier Ruberto Joe Cupido

The IA-58 is probably the most recognized ArgentineI flew in and or piloted over 100 different During myPucará career as an Aviation Photojournalist aircraft worldwide. Reknown for its versatility, performance, types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say operational characteristics and for its outstanding performance which liked the best, all had place duringaircraft the SouthI Atlantic war, beingthey the main FAA their combat air- in aviation, but I do feel that the followcraft to be based on the Malvinas Islands. Afterbest a long operaing article and images might not be my work, but was the most important mission I think tional career as an attack aircraft, the type was retired in 2019, I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal but the design has found new life as the IA58H Pucará Fénix as training mission, but it was different and very special . an observation and surveillance platform.

With the emergence of insurgent groups and guerrillas in Latin America, often supported by foreign powers, armed forces founds themselves in a new combat scenarios, requiring new combat tactics and incorporating equipment suitable for the COIN fight. By the mid-1960s, the Argentine Air Force was looking for a new attack aircraft for this role. The Argentine aviation industry was sufficiently developed to produce a national solution to this requirement, and the National Directorate for Aeronautical Manufacturing and Research (DINFIA, later Military Aircraft Factory or FMA) was tasked with producing an aircraft with performance similar to that of the OV-10 Bronco. The specification called for the light bomber/attack aircraft capable of carrying 1,500 kg of ordnance, four 7.62 mm machine guns for anti-personnel use and two Hispano Suiza 20mm guns for use against vehicles and light craft. Two design teams were put to work on separate parallel studies for an aircraft capable of performing COIN and armed reconnaissance roles. Responsibility for meeting the requirement fell on the newly-formed Engineering Department and the conceptual definition work, as well as the preliminary design, involved, among others, German engineer Rudolph Freyer. Most design studies involved an aircraft similar in configuration to the Bronco, powered by two 1000 shp Turbomeca Bastan VI engines driving Ratier-Figeac FH- 146 propellers, with tandem seats in an unpressurized air-conditioned cockpit,

with provision to carry six passengers. However, this design required complex solutions in order to attain the required mission performance. The second team, led by Air Force aeronautical engineer, Commodore Héctor Ruíz, retained the twin-turboprop configuration and presented the concept of a low wing, T-tail and retractable tricycle train powered by two 850 shp Garrett AiResearch TPE-331 engines. In 1967, after a year of work on the preliminary design, this solution was selected and development of prototypes was authorised for static and flight testing. Ruiz was duly appointed head of the project and remained in the position for ten years. In order to evaluate the aerodynamic characteristics of the design, German aircraft builder Reimar Horten was commissioned to build a full-scale singleseat glider with fixed landing gear, which he did with his students at the DINFIA Apprentice School. Identified by the initials A-X2 and manned by the head of the CEV, the glider made its first taxiing runs, pulled by a Kaiser Manhattan car provided by an IAE engineer. In November 1967, it flew for the first time, towed by the unit's Douglas C47. By that time, the model had been officially designated IA-58, initially known as Delfin, ostensibly because of the external appearance of the glider, later this name was changed to the more indigenous Pucará. The name refers to fortifications built by the Inca and Aymara Indians in the Andes Mountains.

Construction of the first prototype was carried out in a record 11 months, and it made its first taxiing tests at Cordoba Material Area (AMC) at the beginning of August 1969, with the objective of achieving the first flight on the 10th. On its first flights, the aircraft was not fitted with the rear ejection seat, landing gear covers or and external pylons, and these were gradually added to the airframe over the course of the following two months. Although the aircraft missed the planned date for the first flight, it was officially unveiled on October 10th to mark the 42nd anniversary of the AMC, performing a flight demonstration in front of distinguished guests, astronauts Michael Collins and Neil Armstrong on their world tour after the historic Apollo Xl space mission.

The second prototype, serial AX-02 flew on September 15th 1970. This was powered by a pair of Turbomeca Astazou XVI-G engines of 1021 shp, as the French manufacturer had shown an interest in the programme. Following extensive flight testing, the first prototype, serially AX-01 was similarly reengined with the French powerplant. In June 1971 AX-02 was shipped to France for structural testing. A third airframe was then built, representing the definitive production configuration of the aircraft. The FMA set about the task of building this aircraft,

embodying the design refinements developed from the test flight programme, and the aircraft was the first to carry the armament established in the original specification, namely a pair of 20 mm Hispano Suiza HS-504 guns and four 7.62 mm Browning machine guns, mounted on the nose of the aircraft. Identified as AX-03, this third aircraft made its first flight on December 8th, 1973. It was followed by five pre-production aircraft which were delivered within a year.

Pucará's first combat mission was on December 11th 1975, when two sections carried out an attack on insurgent positions in support of Army troops, with two B-45 Mentors acting as forward air control. The operations continued until December 17th, when, once the last operations were completed, they withdrew to their home base. These missions confirmed the validity of the design and its efficacy in the designed role.

On 15 November 1974 the first production aircraft, serialled A-501, left the FMA facilities on delivery to the FAA. Meanwhile, at the Reconquista Military Base, the Pucará Task Force was formed to handle and determine the operational, technical and logistical needs of the new aircraft. The first two Pucaras were delivered by August 20th 1975, and the third October 15th 1975. In the following years, as deliveries continued, the FAA developed operating manuals and training syllabuses to train pilots on the aircraft.

By 1982, the 3rd Attack Group (located at Reconquista Air Base) was composed of two squadrons with a total of thirty-four operational lA-58 Pucarás. On April 2nd, the Nahuel squadron was deployed to the Malvinas Islands, with four lA58s, with a further eight following on April 8th, all aircraft flying directly from the bases on the mainland.

The IA58 Pucará's baptism of fire took place in the province of Tucumán, as part of Operation Independencia in 1975, whose main objective was to support Army operations and combat insurgent organizations operating in the area. Operating from the Military Aviation School, the

As it became clear that the runway at Puerto Argentino (Port Stanley) would not only be congested but would also be a main target for the British Task Force, alternative airfields were sought. Calderón Naval Air Station on Peblee Island (in joint FAA/Argentine Navy operation) and Condor Military Air Base (in the central area of Soledad Island, operated by the FAA) were

created. On May 15th a British SAS squadron conducted a commando raid on Peblee Island airfield, destroying two IA-58s and damaging several others parked on the runway. Between May 16th and 20th, 19 offensive reconnaissance sorties were completed, culminating in attacks on ground targets in the Pueblo Mitre area on May 21st; on May 24th A-509 was damaged by a bomb hit. On May 28th, despite bad weather and flight ceiling reduced to just 50 meters, Pucaras engaged in the combat at Darwin, the first section attacking with three aircraft. A-537 returned with multiple hits. In the next wave of attacks, A-533 was put out of service after receiving 58 hits on the fuselage and four on the left engine. The third section of IA-58s were to attack targets in the Camilla Creek area, but intercepted two

Royal Marines Scout Mk-I helicopters, A-537 managed to shoot down one of the helicopters, which then crashed into Cerro Azul between Darwin and Stanley, A-555 was shot down after suffering numerous hits. The last operations carried out by the LA-58 in the Falklands were on June 10th, which included reconnaissance missions, maritime patrol, and an attack against artillery positions; and an attack against ground artillery positions on Mount Kent on June 13th, as the war was about to end, it was decided to fly the last four IA-58s for an attack mission with a subsequent withdrawal to the mainland. Each aircraft was equipped with two 318-litre sub-wing tanks and three LAU-61A rocket launchers. This mission, planned for the early hours of June 14th, was cancelled due to the cessation of hostilities.

A total of 24 IA-58s were shot down or captured by the British on the battlefield or at the air bases from which they had operated, six fell into British hands at Calderon Naval Air Station, eleven at Malvinas Military Air Base, three at Condor Military Air Base and the remaining four were destroyed on the battlefield where they had been shot down or crashed. The levels of damage to the captured aircraft varied markedly, from some that were almost completely destroyed to a few that were still airworthy or nearly so. Of all the captured aircraft, five that were airworthy were taken to England for evaluation.

After evaluation it was decided that A-515 would be returned to flying condition, with the others being cannibalized for spares. In April 1983, wearing MOD serial ZD485, the aircraft flew again, with the testing completed by September. The British were impressed by the aircraft's performance, which was then retired to the RAF museum at Cosford. The Pucará was used on many occasions as a testbed to test equipment and weapons, such as the MP1000 Martin Pescador guided missile. An air -to-surface missile, the Martin Pescador was developed by the Scientific and Technical Research Institute of the Armed Forces (CITEFA) in the early 1970s. At 2.94 meters long with a 73cm wingspan the missile can reach Mach 2.3 over a maximum range of 7km 7000 meters maximum range and was guided to its target via radio. Ultimately the missile was not adopted as it required the launching aircraft to remain in the vicinity of the target in order to guide the weapon to target.

Trials were also conducted to allow the Pucara to launch the Mk.13 torpedo, which again, did not make it to operational use. Besides serving with the Argentinian Air Force, the Pucara was also operated by other air arms. Sri Lanka acquired four Pucarás in 1992 from the Argentine Air Force, these being serials A-600 to A -603, which were placed on strength with No. 1 Flight Training Wing at BAM Katunayake and assigned Sri Lanka Air Force serial numbers CA-601, CA-602 (later re-registered CA-605), CA-603, and CA-604. All retained their Argentine camouflage of light grey and sky blue. Personnel were trained by the Argentine Air Force at the Cordoba Materiel Area. The Sri Lankan IA58s were subjected to extremely intense use, mainly in support missions and in adverse weather conditions.

Two were lost in combat; CA-601 on July 14th, 1994 and CA-604 on March 27th, 1997. In 1998 the SLAF Pucará was withdrawn from service with only 2 surviving examples. At the end of the 80s, Argentina donated three Pucarás to Colombia to combat drug trafficking and guerrilla warfare. Assigned to the FAC's 314th Special Operations Squadron at Luis Gómez Niño

Air Base, pilot training was conducted by the Argentine Air Force at the III Air Brigade. The aircraft then flew to Colombia on December 17th 1989. The Colombian Air Force serial numbers were 2201, 2202 and 2203 (A-576, A-578 and A-579); and their paint scheme was the same as that used by the FAA, i.e. in natural metal. The operational career of the Pucará in Colombia was really short, given the lack of logistical provisions and the corresponding maintenance, the three aircraft only accumulated 150 hours of flight time until they were out of service due to lack of maintenance, they languished for several years in their home base. Finally, in 2008, the three aircraft were transferred to the Uruguayan Air Force, together with a large batch of spare parts. On 2 June 1981, the first two Pucarás were delivered to the Uruguayan Air Force, with serials FAU 220 and FAU221 arriving at the No.2 Air Brigade in Durazno. Deliveries of the six new-build aircraft was completed on October 8th, 981 with the arrival of FAU-225.

The FAU operated the Pucará in day and night close air support missions, airspace control, river and border patrol missions. The Uruguayan Pucaras were finally decommissioned in March 2017 after 36 years of operations within the FAU.

NOSTALGIA

However, the Pucará story may still not be over. The Argentine Aircraft Factory has studied the possibility of modernizing and re-engineering the IA58 as an ISR (Intelligence-SurveillanceReconnaissance) platform under the name IA58-H "Pucará Fénix". The Pucará Fénix project will represent the acquisition of a completely new weapon system, which will take advantage of the already known characteristics of the Pucará, implementing new technologies in modern battlefield and airspace control; thus achieving a qualitative and technological leap for the Argentine Air Force and its crews.

The project sees a number of changes to the airframe, with new Pratt & Whitney PT6A-62 turboprops driving new Hartzell 4-bladed propellers. A completely new avionics and sensor suite is fitted, including multispectral sensor with optical vision system, a laser target designator, satellite data link, synthetic aperture radar, communications intelligence equipment.

44 years after entering service, it is safe to say that the Pucará has been one of the most successful indigenously built aircraft operated by the Argentine Air Force. With 108 aircraft built between prototypes and series aircraft, it has proved to be a reliable aircraft, capable of operating in unprepared terrain and in all types of weather, successfully performing the assigned missions. With the progress of the "Pucará Fénix" project as an ISR platform, which stipulates a useful life of approximately 15 to 20 years more, it leads us to believe that in the near future the IA-58 will once again fly and guard the Argentinean skies.

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 AIRLINERS

Text: Photos:

Mark Zerafa Mark Zerafa

Formed in 1964 as Kingdom of Libya Airlines, the Libyan flag carrier was fully state-owned and its fortunes mirrored those of the country. Initially operating Caravelles, the airline then operated the Fokker F-27 before ordering the Boeing 727-200. With the airline’s further purchases of American airliners becoming ever more difficult as the USA limited exports to Libya, three Fokker 28 jets were ordered in the early eighties.

An F-28 departs from Malta’s Runway 31 after flights recommenced following the lifting of sanctions on Libya.

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

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ed in military aviation am, RAF Wattisham

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Of the three F-28-4000s ordered new from Fokker, two appear to have been delivered. 5A-DLV was delivered pm 25.11.1983 and 5A-DLW was delivered on 17.02.1984

East West Helicopter before being placed on the British register as G-BXRE for Odyssey Group. Eventually, in 2002, it became YU-AOJ for Montenegro Airlines before going to Libyan Arab Airlines.

The F-28 which became 5A-DTG was built in 1978. It first served with KLM Cityhopper as PH-CHD. It then passed to Merpati as PK-MSU before going to Pelangi Air as 9M-MSU before going to Libyan Arab Airlines in November 1999.

Whereas the original duo remained in the traditional Libyan Arab Airlines livery, the three used Fellowships received a revised colour scheme with an allwhite fuselage and green engine nacelles, whilst retaining the traditional gold tail.

A similar history is shared by 5A-DTH, which started life as PH-CHF for KLM Cityhopper in March 1979 before going to Merpati in 1996, then to Pelangi Air as 9M-MSV and finally to Libyan Arab Airlines in March 2000.

Configured for 85 seats, the Fokker 28s made sporatic appearances in Luqa when they replaced the usual Boeing 727 on the Tripoli route.

The aircraft which would become 5A-DTI first flw on July 28th, 1982. Delivered to Ghana Airways as 9GADA. In May 1996, it was registered as N102EW for

As the Libyan airline began to modernise its fleet, the Fokker 28s were retired into the graveyard at Tripoli airport. Their eventual fate is unknown, but it is understood that at least one has been destroyed by fire.

Text: Photos:

Mark Zerafa Marcus Fuelber

C-160 Transall 50+40 bears the distinction of being one of the last Transalls to leave Luftwaffe service. To mark the occasion, LTG63 unveiled the aircraft in a special farewell scheme last March. Known as ‘Retro Brummel’ , the aircraft has made numerous flybys during a farewell tour, before heading to a Museum for retirement.

50+40 was chosen asNOSTALGIA it still had a reasonable amount of airframe life remaining, allowing for continued flight operations until November. Designed by Sgt. Major Fabian Lorenz and Alexander Peters, under the guidance of of Project Officer Thomas Blechert and executed by painters Cpl. Torge Eichert, Florian Krebs, Kathrin Meise and Bastian Breier, the scheme aims to tell the Luftwaffe Transall story by integrating the major schemes worn by the aircraft while in service.

These ranged from the bare metal of the first test aircraft to the Norm 72 tan scheme and the final camouflage scheme, as well as the all-white scheme used for UN operations. The wing upper surfaces have also received attention, bearing the colours of Germany and Schleswig-Holstein. As for the name of the aircraft, ‘Retro Brummel’ was chosen—a reference to the deep hum produced by the aircraft’s two powerful turboprops.

info@suffolkmilitaryaviationsociety.co

The aircraft embarked on a farewell tour visiting a number of German airfields, and the celebrations culminated in a Spotters Day towards the end of September. The aircraft then made its final airshow appearance in Malta. With the last retirement of the C-160Ds from LTG63, the only remaining Transall in Herman service will be at WTD-61 flight test centre, which should remain operational till December 2021.

ed in military aviation am, RAF Wattisham

Competitions - Base Vis-

o.uk

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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 .

NOSTALGIA HELICOPTERS

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Mark Zerafa Jan de Clercq

Belgium’s five-strong Sea King fleet has been gradually retired, replaced by the NH-90. Of these, one now resides in a museum in Brussels, another is on display at Koksijde and a third is an instructional airframe in Ostend. However, RS-02 and RS-04 were facing an uncertain fate until they were purchased by Historic Helicopters in the UK, which intends to keep them in airworthy condition together with its growing fleet of classic helicopters.

NOSTALGIA When the Sea King was retired from For the first part of their journey Belgian service in 2019, a team of vol- across the English Channel from unteers composed of former aircrews Koksijde to Yeovil, the pair were esand maintainers took it upon them- corted by NH90 RN04. After a short selves to give a chance to the two re- stop at Yeovil were they had been built Text: Joe Cupido maining airframes at Koksijde to be some fifty years ago, they then proPhotos: Joe Cupido preserved. Under the leadership of ceeded to their new base near Chard. Brecht Vandecasteele, they sought to Historic Helicopters was established preventmy thecareer aircraftas from During an deteriorating Aviation Photojournalist flew in soldier and or piloted in 2013 by I former Andrew over 100 different whilst seeking new homes for them. types of aircraft, from the Piper J3 Cub Whitehouse, to McDonnell-Douglas Tanker. I can’t really say with the aim KC10 of preserving Eventually UK-based Historic Helicopwhich aircraft I liked the best, they all had their place in aviation, butmilitary I do feel that the followa growing number of former ters stepped in to take on these mighty helicopters in was airworthy condition, ing article and images might not be my best work, but the most important mission I think SAR beasts. through efforts of former serviceI flew. In so many ways it was just a very basic the flight of a fighter type aircraft out on a normal Having purchased the aircraft via two men from the Royal Navy and Royal training mission, but it was different and very special . offers to the Belgian Ministry of De- Air Force who were well-versed in fence, the next task facing the team of keeping these aircraft flying when they four Belgian Sea King specialists and were in military service. The collection two from Historic Helicopters, was to includes a Westland Whirlwind, two return the two helicopters to flying Wessexes, two former British Sea status so they could be ferried to their Kings and now, the two former Belgian new home in England. After close liai- examples. son with the Belgian Civil Aviation AuWhen in service, Belgian Sea Kings thority, the helicopters were placed on were popular airshow performers, esthe Belgian civil register as OO-SEE pecially given their classic camouflage (RS-02) and OO-KNG (RS-04). After and dayglow scheme in a world sadly over 450 man hours, RS-02 performed overwhelmed by low-vis, grey and ground runs, and after adjustments to toned-down aircraft. It is heartening to the main rotor and the tail rotor, flew see them in the hands of a committed again on October 15th for its first postand well-resourced operator, keen to restoration test-flight, which lasted 1.5 return them to the airshow circuit. hours, after which it was deemed airworthy. RS-04 proved slightly more Hopefully, as airshows regain momentroublesome, springing a fuel leak into tum, long may they continue to grace the cabin. Repaired, the helicopter the airshow circuit. made a ground run on the 18th, followed by a test flight on the 19th. The aircraft were now ready to be ferried across to their new home on October 20th, 2021.

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Joe Cupido Joe Cupido

IT’S GOOD TO BE BA

HELLENIC AIR FORCE OPEN DAYS 2022

LONDON HEATHROW WEEKEND

NETHERLANDS - FRISIAN FLAG

UNITED KINGDOM—ROYAL INTERNATIONAL AIR TATTOO

BRITISH MILITARY SPOTTING

SLOVAKIA—SIAF

GERMANY MILITARY SPOTTING

AUSTRIA - CZECH REPUBLIC

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.

FRANKFURT WEEKEND JAPAN USA

9htravel@gmail.com

NOSTALGIA

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Mark Zerafa Zerafa Joe Mark Cupido

Photos:

Joe Cupido

Amsterdam Schiphol has long been considered a spotter’s paradise, not only for the wealth of aircraft movements,my butcareer also forasbeing extremely Photojournalist spotter friendly. I flew in and or piloted over 100 different During an Aviation For many years, part of the airport’s roof was dedicattypes of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say ed as a viewing terrace, from where airliners could be which aircraft Ifrom likeda the best, they all hadAlthough their place in aviation, but I do feel that the followphotographed slightly different angle. ingnow, article images mightthan notitbe mytobest this and terrace is smaller used be, itwork, still but was the most important mission I think remains an many excellent spotting location. I flew. In so 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 MD-11 was one of the most characteristic aircraft operated by KLM in recent history, remaining in passenger service long after most airlines reconfigured them as freighters.

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As long as the day is not very hot, it is feasible to photograph aircraft along the taxiways. Beware of heat haze from APU exhausts.

PH-BXA in KLM’s retro livery taxis into one of the stands closest to the observation terrace.

Amsterdam Schiphol is the third busiest airport in Europer in terms of passenger volume, and due to considerable freight traffic, is the busiest in terms of aircraft movements. The airport is a hub for KLM and its regional affiliate KLM Cityhopper, Corendon Dutch Airlines, Martinair, Transavia and TUIfly Netherlands. Easyjet also has a base at the airport. Schiphol’s origins can be traced to a military airfield opened on September 16th, 1916. With the cessation of hostilities of the First World War, Schiphol saw the first commercial flights, with the airport eventually being handed over completely for civilian operations. By 1940, the airfield boasted four asphalt runways. Due to its use by German forces after the invasion of the Netherlands, the airfield was destroyed by bombing, but it was rebuilt in the immediate post-war period, receiving its first aircraft, a DC-3, on July 8th, 1945. In the post-war period, the airport expanded. The entire town of Rijk was demolished to make way for the airport, and a a new terminal building was inaugurated in 1949. A new terminal area, which is still in use today, was completed in 1967. In 1970, changes were made to accommodate the Boeing 747, of which KLM was an early customer. Such was the airport’s expansion that in 1991, a new tower had to be built as controllers could not see the whole airfield from the previous facility.

Most importantly for spotters, the airport has a large rooftop viewing area, accessible from the Schipholplaza retail area. Although it has been reduced in area in recent years to allow for terminal expansion, it remains a good observation post and a good platform for photography, as the view is not encumbered with security glass, unlike many other viewing terraces. Since June 2011, a KLM Cityhopper Fokker 100 has been lifted onto the so-called ‘Panoramaterras’, and is open for the public to visit as a testament to Dutch airliner manufacture and design. With six runways available, there is no way spotters can manage to shoot all the movements coming in and out of the airport. The terrace is excellent for narrow-body and regional movements, but especially since part of the terrace overlooking the widebody pier has been removed, it is more difficult, but not impossible to take good shots of widebodies as they taxi into the gate. Heat haze from APU exhausts needs to be catered for. On hot days, heat haze can be an issue for aircraft taxiing on the outer taxiways. There are a number of taxi routes by which an aircraft can land and arrive at its gate without ever being in the sight of the terrace. However, the terrace is a worthwhile option of spotters with limited time, especially if they are in transit and do not have the means of transport to make it to the more classic spotting locations.

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The 777 is now the mainstay of KLM’s long-haul fleet.

KLM was traditionally a Boeing customer, but Airbus has successfully courted the airline with its A330-300

Martinair, Holland’s other airline, operated MD-11F freighters out of Schiphol.

KLM made full use of the Combi option on the 747, where the aft cabin would be configured for cargo and the front for passengers. This allowed the airline to continue to operate the 747 profitably for many years.

KLM also operates a number of dedicated Boeing 747-400F pure freighters

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Arkefly 767 on pushback. This is probably the best opportunity to capture these beasts at close quarters.

Iran Air A300 is one of the last remaining passenger A300s still in service

Delta 767s and A330s are regular sights at Schiphol, having taken over Northwest’s slots after the merger.

Martinair Boeing 767 being pushed back, with a British Airways 777 on a remote stand. Although the route is short, BA sometimes operates wide-bodies to cope with peak demand.

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Although freighters will not venture into the ramps close to the terrace, they will often taxi along the taxiways. Careful timing is needed to clear the lighting poles and APU exhausts.

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NOSTALGIA SPOTTER ENCOUNTER

Text:Text: Photos: Photos:

Joe Yolandie Cupido Grobler de Jager Flory and Karol Roa Joe Cupido

Sisters Flory and Karol Roa were born in Nicaragua but

have my lived in Miami, since they were toddlers. During career as anFlorida Aviation Photojournalist I flew in and or piloted over 100 different Growing up, they lived close to Miami International Airport, types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say close enough to feel the earth shake when a jumbo jet which aircraft I liked the best,Their theymother all hadwould their often placetake in aviation, but I do feel that the followwould roar off the runway. ingthem article images might not be just my best work, but was the most important mission I think to and a small observation deck off Perimiter Road, close to Runway 09. Many happy afternoons were spent I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal there watching planes arrive and depart.. This sparked training was soon different and very special . Karol‘smission, interest,but anditFlory followed.

As Karol got older, she spent many hours searching for aircraft videos, plane parts or simply researching about aircraft, and even play some aviation games. I was particularly fascinated by the Boeing 727 for its unique T-Tail and tail-mounted engine. To this day, she still hopes to get her PPL at some point. The sisters would find comfort spending time at the airport when they wanted some alone time. Strangely, despite the noise and smoke, the sisters found beauty and peace amongst such engineering marvels.

As Karol became more committed as an aircraft spotter, Flory gained an interest in her sister’s aviation activities. She was particularly fascinated by the Boeing 747, with its four engines and its distinctive fuselage hump. Although their career paths did not lead them to aviation, they remain active in the aviation community, sharing content as an inspiration to future generations of spotters. The sisters find motivation from the friendly rivalry between spotters, as it can be frustrating to miss an interesting movement, just as exciting it can be to catch something rare yourself. It is particularly motivating to have photos featured in articles.

Although their career paths did not lead them to aviation, they remain active in the aviation community, sharing content as an inspiration to future generations of spotters. The sisters find motivation from the friendly rivalry between spotters, as it can be frustrating to miss an interesting movement, just as exciting it can be to catch something rare yourself. It is particularly motivating to have photos featured in articles.

It is always a challenge to take a great shot, especially when a special aircraft is due. As sisters, Karol and Flora form a team, where they position themselves at different vantage point to cover the movement from different angles. As girls in rather male-dominated hobby, it is always nice when other lady spotters turn up at the airport.

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EL AL Retro Dreamliner heading to Tel Aviv on July 19, 2021 departing runway 27. Reg 4X-EDF

After many years of planespotting, Flory and Karol sometimes wish they had taken up aviation photography earlier. Nowadays, looking back at old photographs, it is exciting to find an aircraft in the background which is no longer in service. Nowadays, they are no longer confined to their local airports but often travel to pursue their hobby at other airports further afield. As for equipment, the sisters are proud owners of Sony Mirrorless Digital Cameras—an α5100 with E PZ 16-50mm F3.5-5.6 OSS with an auxiliary 5-210mm lens and an α7 III with a 70300mm zoom lens. Besides aircraft, both Flory and Karol will take photographs of anything that catches their eye, especially birds, flower and landscapes. Although they have not received any formal training in photography, they have learnt the importance of adjusting camera settings depending on the light available. It is not impossible to get good shots even in unfavourable weather. Another key to good photography is good posture. A photographer must be standing correctly and holding the camera properly as well. Shaky shots or unsteady footing can lead not only to bad shots, but also the possibility of injury . Should anyone wish to take up the hobby, they recommend not going for the most expensive camera on the catalogue, although a full-frame body would be ideal, combined with a lens reaching at least 210mm. However, whatever camera one should have, the important thing is to take good care of it. It is also important that spotters safeguard their hobby by being considerate around airports. It is important to leave these places clean and tidy, and behave appropriately. Equally important is being friendly and courteous to other spotters.

ahamas Air ATR72 on final for runway 30 on 2021-03 -19 arriving from Nassau, Bahamas

Iconic Speedbird queen departing for LHR on 2021-02-28 Reg GCIVN departing runway 27

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IFL Group B727 arriving from Santo Domingo on 2021-01- 17 Reg N215WE

Cargolux ‘not without my mask’ B747-8 landing on 2021-03-28 Reg LX-VCF

Philippines Airlines B77W arriving from Manila for the first time ever to Miami a 16hr+ flight Reg RPC7772

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AIRSHOWS

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Mark Zerafa Oliver Santa

Organised at Kuchyna Airport in Malacky for the first time, the Slovak International Air Fest was a celebration of Slovak and European aviation, marking new developments in the region.

Slovakia is set to replace its MiG-29s with F-16s in the near future.

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Joe Cupido Joe Cupido

The Italiian Freccia Tricolori streaming the Italian national colours over a typical Slovak landscaoe.

Headlining the event was the Aeronautica Militare’s aerobatic team, the Freccie Tricolori, celebrating their 60th anniversary. Before the airshow itself, they performed a flypast over the Slovak capital, Bratislava. With the Slovak Air Force replacing its MiG-29s with the F-16, all eyes were on aircraft manufacturers presenting training aircraft to prepare Slovak pilots for their new jets. Amongst the new aircraft was the L-39NG and the Leonardo M-346 trainer.

Also from Italy were the EF-2000 Typhoon and the C27J Spartan, which is also in service with the Slovak Air Force. As the home team, the Slovak Air Force was out in force, with a flypast from their VIP fleet, the brightlypainted Fokker 100 and Airbus A319, the MiG-29, UH60 Blackhawk, LET-410 and C-27J. The largest aircraft on display was a Luftwaffe A400M, whilst a number of European airshow staples, were also present, including the Belgian F-16 Demo, the Hungarian Gripen, Team Orilik, the Flying Bulls Aerobatic Team and Krila Oluje. However, the real treat was for warbird lovers. Jet warbirds were thrilled to see a due of Polish MiG-15s as well as two restored Aero L-29 Delfins. The Flying Bulls fleet presented their P-38 Lightning, B-25 Mitchell and F-4U Corsair. All eyes was the latest addition to the Czech warbird fleet, Hawker Hurricane Mk. IV BE150, repainted in the colours of Czechoslovak ace Karel Kuttelwascher, which had recently been purchased by new owners in the Czech republic. Helicopter fans were also pleased with the presence of a US Army CH-47 Chinook, Felix Baumgartner throwing the Red Bull Bo-105C through its paces, and the spectacular Heliforce Mi-2, with its smoke and pyrotechnic display. The COVID situation obviously had its say on the event, with the crowd split depending on vaccination status, with on-site testing facilities. We just hope that the next edition will allow visitors more freedom as we return to normality.

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Joe Cupido Joe Cupido

The UH-60 Blackhawk has been procured to replace the elderly Mi-8s

Two-seat MiG-29 in special tiger colours.

The Slovak Air Force operates both the F-100 and the A319 in VIP configuration.

As part of its modernisation process, the Slovak Air Force has replaced its An-26s with the C-27J.

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Joe Cupido Joe Cupido

Fans of jet warbirds were not disappointed with a duo of L-29s and MiG-15s.

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Joe Cupido Joe Cupido

Czech Air Force L-159 ALCA

Czech Air Force Mi-35 in special colours commemorating Czech involvement in Coastal Command in World War II

Hungarian Gripen being put through its paces in the flying display.

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Hurricane Mk.IIC BE150 is a welcome addition to the European airshow scene, being now based in the Czech Republic.

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Based in Salzburg, Austria, the Flying Bulls operate a beautiful collection of warbirds including the F-4U Corsair, the B-25 Mitchell and the P-38 Lightning.

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To celebrate the 50th annivers Freccia Tricolori adorned their obatic teams of the Italian Air

sary since the formation of the team, the tails with the colours of the previous aerForce.

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EXERCISE French Armee deMILITARY l’Air CN-235NOSTALGIA

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Mark Zerafa Joe Cupido Massimiliano Zammit, Jean Paul Lardinois Joe Cupido

One of the major military exercises held outside the USA, Anatolian Eagle brings a number of air During my career as antogether Aviation Photojournalist forces at Konya Air Base.

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 .

Turkish Air Force F-16s from different units along Konya’s long apron.

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Held annually at Konya Air Base Close Air Support, Slow Mover Prosince 2001, Exercise Anatolian Ea- tection and Combat Search and gle brings together a number of air Rescue. forces to make use of Konya’s exThe objective is to increase the opcellent facilities together with its erational preparedness of the pilots Text: Joearea. Cupido nearby training Located at the and air defence personnel in a realPhotos: Joe Cupido nearby salt lakes around Lake Tuz, istic environment, developing joint measuring 300 by 400km, the range operational procedures, giving allows my aircraft to as operate all the Photojournalist I flew in and or piloted over 100 different During career an Aviation fighter pilots a chance to test their way up to 50,000ft, can simulate types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say tactics in a near-combat environSAM threats and is fully instruwhich aircraft I liked the best, they allment. had their place in aviation, but I do feel that the followmented for every mission to be aning article and images might not be my work, but was the most important mission I think Thebest previously-announced particialysed completely in the debrief. I flew. In so many ways it was just a pation very basic flight ofF-4E a fighter type aircraft out on a normal of Turkish Phantoms The 2021 edition saw the participatraining mission, but it was different and very special unfortunately did. not materialise, tion of a number of interesting parhowever photographers were ticipants from NATO, the Middle pleasantly surprised when two East and Asia. Azerbaijam, Qatar Phantoms were flown in for the and Pakistan joined the Turkish Air Press Day. Force whilst a NATO E-3 supported the exercise whilst based at Geilen- With the shifting diplomatic situations between Turkey and its NATO kirchen. partners, the participants of ExerAzerbaijan was represented by a cise Anatolian Eagle have changed pair of Mig-29s and Su-25s, Qatar over the years. As NATO countries sent four of its newly-delivered Rascale down their participation, other fales, Pakistan sent five JF-17 Thuncountries have shown an interest der, whilst the Turkish Air Force in participating. For spotters, this participated with 28 F-16s from difhas led to an ever more interesting ferent units, supported by a KCexercise, filled with aviation exotica. 135R and an E-7T, and ten F-16s from 132 Filo in the aggressor role. Eighteen other countries participated as observers. Two sorties were flown daily, one in the morning and one in the afternoon. Mission profiles were diverse, including Combat Air Patrol, Fighter Sweep and Fighter Escort, Air to Ground Missions, Suppression of Enemy Air Defences, High-Value Asset Protection, Reconnaissance,

Qatar was keen to gain experience on its newly-delivered Rafales.

Azeri Frogfoot with mission markings on the nose.

Pakistan was represented by five JF17 Thunders.

Turkish Air Force F-16C

Azeri MiG-29 Fulcrum. Note the closed air intake doors to avoid FOD.

Two-seat Qatari Rafale.

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French Armee de l’Air CN-235NOSTALGIA

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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. many it was just apresent very in basic of a fighter type aircraft out on a normal Turkish In Air so Force F-16s ways were understandably largeflight numbers. training mission, but it was different and very special .

Turkish Air Force E-7 Wedgetail provided AWACS support for the exercise.

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Italian Air Force AW-139

Iraqi C-130J arrived to pick up the Iraqi delegation observing the exercise.

Pakistan Air Force Citation Excel brought in a VIP delegation.

Turkish Air Force VIP Citation.

Passenger/VIP configured Turkish Air Force CN-235.

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French Armee de l’Air CN-235NOSTALGIA

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SCALE MODELING French Armee de l’Air CN-235NOSTALGIA

Text: Carmel J. Attard Text: Joe Cupido Photos: Carmel J. Attard Photos: Joe Cupido Colour Profiles: Richard J. Caruana

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different Converting the Hasegawa Neptune model types aircraft, frominvolves the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say into anofearlier version removing the frontaircraft and end Ipart of fuselage fix in which liked the best,and they all had their place in aviation, but I do feel that the followplace the vac form parts provided in Falcon ing article and images might notutilisbe my best work, but was the most important mission I think kit set VII, detailing the cockpit office I flew. ing PavlaInResin so many set 72069 ways withit awas littlejust modia very basic flight of a fighter type aircraft out on a normal fication and also making good use of SAC training mission, but it was different and very special . landing gear set 72015.

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The concept of the P2V5, a The Kit French Armee de l’Air Neptune CN-235NOSTALGIA twin engine type, operated by many operators, dates back to the war years when initial studies on a land based patrol aircraft for the US Navy were made by Lockheed’s Vega subsidiary . Owing to urgency of aircraft production before and Text: Joeyears Cupido during the early of WWII no further development of this design Photos: Joe Cupido followed until 1944.

radar scanner and top instruments that fits to the canopy. This was modified and shortened to suit the new vac- canopy that comes with the Falcon set. The Pavla instructions also indicate to remove the kit coaming. The cockpit detail parts were also painted as per Pavla instructions. I also added two crew figures, which were painted in costume of the same era. These add relative scale to the orkit. piloted over 100 different

The Hasegawa model of the Neptune represents the later P2V7 version. A good kit to start with though it starts to show time on it. Modifying the P2V-7 required to re -profile the nose, the fuselage tail end, re-position of radome, replacing the wing tip tanks and adding rectangular and round windows as well as replacing the bulbous canBy then the US Navy had an urgent opy with a flat one, plus other miDuring my career Aviationnor Photojournalist flew in and requirement for suchasananaircraft. details. The kitI conversion is Lockheed discovered thatthe the Piper Vega J3 notCub so tough as it may sound since to the Hasegawa types of aircraft, from to McDonnell-Douglas KC10Turning Tanker. I can’t reallyfuselage, say design proposal of 1941 could meet all the conversion and detail parts this had the aft square windows which aircraft likedmodification. the best, they all hadare their placeavailable in aviation, I do that thekitfollowthe needs with Ilittle required readily by but with thefeel same clear part, added ing article and images might not be mymarket best work, but was the most important mission think new Contract followed for two protofiller and sanded flash.I Then after kit parts suppliers. types and 14 production aircraft. round windows are drilled I flew. In so many ways itthwas just a very basic flight of a fighter type aircraft out on a normal and Construction The first prototype flew on 4 May shaped at a new position to the training it was different and avery special . the Fal- previous ones making reference to Making P2V-5F required 1945. Thismission, carried abut crew of seven, had a weapons bay for two torpe- con vac-form kit No VII. This is a the Falcon side view drawing. The does or 12 depth charges plus six delightful conversion for anyone front ball turret had a clear part; defensive machine-guns. The P2V with a desire to tackle any Nep- this was damaged in my sample. A began entering service in March tune alternatives in the category of spherical marble, that we used to 1947 and proved effective in their P2V-5, P2V-5FS, DP-2E, SP-2E, OP play with when we were kids, pro-2E, P2V-6, RAF MR1 or MR1 later vided the exact match to use as role. version. These all carry a wide male and I soon molded one from The Korean war expanded the rerange of colour schemes. The vac clear acetate. This was then quirement for such an aircraft and form parts are well detailed and trimmed, and twin guns made from the later involvements of the US in panel lines are clean and neat. surgical needles added to it. The South East Asia, plus need to proReference was made to the scrap aft tail barbette turret that was of vide similar capability for western drawing that comes with the Fal- slightly different shape was also allies kept Lockheed busy providcon instructions. The Hasegawa kit prepared and another pair of guns ing P2V in multiplicity of versions fuselage halves are first taped to- added. The top clear observation with the final production figure together and marked and cut at two post positioned above the tail guns talling 1,181 aircraft. places using a razor saw. Short was cut and prepared to fit as reThe P2V-5 was a major production tabs made from plastic card are quired. version, an ASW aircraft in many added to the cut ends to assist All the fuselage interior parts were sub variants, differed basically align when the vac-parts are butt painted in chromate green and all from P2V-4 by having 3, 250 hp R- joined to the fuselage. The vac fuparts mated together to the Ha3350-30WA engines and larger selage parts are cut, sanded and segawa fuselage. A little filler folcapacity wing tip tanks. It was ret- prepared for a later step when lowed by sanding produced a clean rofitted with a glazed nose and they come to join the Hasegawa smooth surface. The mid fuselage MAD equipment and 424 were fuselage. turret was also moved forward by built. P2V-5F (later P-2E) generalThe Falcon fuselage had square ¼” to its previous position. Lead ly similar as P2V-5 but with 3,500 cut windows just behind the cock- balance weight was added and hp R-3350-32W engines and two pit, the forward window is rectan- well secured at the back of the under wing mounted 3,250 lb gular while the one next to it is cockpit. More flat lead pieces were thrust auxiliary turbojets. The square. Cockpit is built up making also added to cowling empty scale model depicts a typical P2Vgood use of the excellent Pavla fronts, which were blanked with a 5F that formed part of the Denver Models resin detail set 72069 round piece of plastic card. The reserve Navy squadron in 1955. which consists of a cockpit office rest of Hasegawa main planes etc and detail seats, central console, were assembled according to kit instrument panel, side consoles, instructions

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NOSTALGIA French Armee de l’Air tip CN-235 The kit narrow tanks were replaced

with the more bulky ones that come with the Falcon kit. Close up photos of the wing tip searchlight and instruments inside were referred to and the arrangement detail was scratch built. The tank halves were joined together and wing finlets made from Joe backing Text: Cupidoplastic sheet also shaped and joined to the tank ends. A Photos: Joe Cupido transparent clear cover then fixed to the searchlight.

and I noticed that the Falcon side view given had some inaccuries. The tail root serial should be 128374 instead of 128734 while the presence RDF antenna and extra window at front was not indicated on drawing as a scrap view.

The kit is completed as an early P2V-5F9 (128374) which has also the early gun installation mounting twin 20mm cannon in both nose and tail position. The machine carries the large central wing tip mounted During my career as an Aviation Photojournalist I flew or piloted tank.inIt and is a Denver NASover based100 different The kit wheel wells were bare from detail 350-gallon Neptune circa 1955. The aircraft is overall also merited adding to theJ3 interior types of aircraft, fromdetail the Piper Cub to McDonnell-Douglas KC10 Tanker. I can’t really say with webbing arrangement using shaped sea blue (Compucolor CA 13 ANA 623) and which aircraft I liked the best, they all had their place in aviation, but I do feel that the followplastic card parts prepared. I also added a an International orange reserve band at ing and images might not be my bestthe work, was the most mission I think backbut of fuselage. Early important Neptunes had setarticle of detailed Scale Aircraft Conversion chromate wheel wells beingout at aon a normal metal legsit that for basic I undercarriage flew. In so many ways was comes just a very flightgreen of a fighter type but aircraft time when the sea blue was going out of the Neptune. training mission, but it was different and very special . fashion in favour of white and gull grey Scale Aircraft Conversion set 72015 these were completed white as the order I noticed that SAC undercarriage set has of the day. an improvement in definition and conAll decals including all numerals, danger sistency in detail as compared to the kit markings and arrows and national insignioffering. There is practically very little as came from Super Scale different cleanup required which is removing the sheets. Kit was given a coat of Klear befaint parting line and were ready to fit in fore and after application of the decals. place. The legs were painted aluminium at Only the large white NAVY and danger air sliding places and the rest white. A little intake markings were kit decals. The comraw amber oil paint wash popped out the pleted model was in the end given an detail. SAC parts have crisp detail for the overall coat of Alklad 2 Lacquers that is torque links and another advantage of this Klear Kote Light Sheen that I bought from is that there are no knock out marks on K-Hobbies of Fgura. any of these SAC metal parts. I found these metal parts very helpful when fixed Conclusion in place to have the model resting firmly This is a scale model conversion containand could stand the handling during the ing parts from four different sources, final detailing and paintwork of the model. probably the only available method to On occasions when I used the kit plastic make an early version of the Neptune at ones I accidentally knocked these off. the scale of 1/72. I guess it was worth the Other detail added to the kit was the bullet shaped top of fuselage RDF antenna in place of the astrodome, blade antennae to top and bottom, wireless and small central bracket added to inside of each engine gill which were fixed slightly open. Colour and markings Referring to ‘P2V Neptune in Action’, a Squadron Signals No 68 issue there is a picture of the aircraft suggested by Falcon

effort as the final resulting kit appeared very pleasing. Similar early version P2V-5 can be made without the under wing jet engines and with vivid day glow colours can also be made using the Falcon fuselage conversion parts.

Lockhee Island, 1 national white ab bumper

Lockheed Gloss wh of wings J-34 engi in white;

Lockheed (Japan), 1 yellow wi yellow ch white; bla markings

Lockheed Ranh Bay and a 50/5 and spinn the cockp

FIGHTING COLOURS: AMERICAN NEPTUNES

ed P2V-7S Neptune, 135552/YC/7, PV-2 US Navy, NAS Whidbey 1963. Engine Gray overall with white lettering and blue spinners; markings above port and below starboard wings. 'Navy' in bove starboard and below port wings; note '7' on rear ventral

d PEV-5F, 124898/7F/207, Oakland Naval Air Reserve Unit, 1959. hite overall with Dayglo Orange nose, engine cowlings, rear half and front section of elevator, fin and rear of wingtip tanks and ine; all lettering in black. National markings on fuselage edged black anti-dazzle panel.

d DP-2E Neptune, 128342/UE/OO, VC-5, US Navy, NAF Atsugi 1970. Engine Gray overall with white fuselage top decking; ings and horizontal tail surfaces. Red band around wings; red/ hecks on fin/rudder with black lettering. Lettering on fuselage in ack 'Navy' above starboard and below port wings. National s on fuselage sides, above port and below starboard wings

d AP-2H Neptune, 148337/SL/3, 'Napalm Nellie', VAH-21, Cam y, 1968. Three-tone scheme of Dark Gull Gray, Light Gull Gray 50 mix of the two; all lettering in black. Black anti-dazzle panel ners. 'Napalm Nellie' in red; ribbons and mission markers under pit.

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French Armee de l’Air CN-235NOSTALGIA

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Joe Cupido Joe Cupido

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French Armee de l’Air CN-235NOSTALGIA

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Joe Cupido Joe Cupido

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