Spotter Magazine Issue 36

KRIS CHRISTIAENS

As 2022 draws to a close, we can take comfort in a gradual return to normality. At least as normal as can be with Russia invading Ukraine. Airlines are flying again, airliners are returning from the desert, even the mighty A380 is back in service.

On the military side, these is a new reality, with Russian aircraft being phased out more rapidly military exercises are getting bigger and more frequent, and cross-border deployments are on the rise. Not that our hobby opportunities can in any way compensate for the human tragedy that is the Ukraine, but it is an inevitable new reality.

This is a long overdue issue, which I hope will be worth the wait. Whilst thanking my team of contributors for their encouragement to keep this magazine going, I would like to assure our readers that 2023 will see many more issues of Spotter Magazine, and a number of very interesting features are already lined up.

On the social media front, Spotter Magazine remained highly active,, with our Facebook page having over 20,000 followers, which in itself is a clear sign of the magazine’s following and credibility. We are humbled.

Here’s to a great 2023, hopefully a more peaceful one, a healthier and more prosperous year where we as a community can enjoy what we love the most. But may we also not forgot the lessons learnt over the last few years - not to take anything for granted, and that working and acting as a community always pays off.

COPYRIGHT NOTICE

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.

MIKE GREEN

MARK ZERAFA EDITOR

MARKETPLACE

IN OUR DARKEST HOUR RON WILKINSON

When is a fiction book hardly a fiction? Spotter Magazine regular contributor Ron Wilkinson penned this light novel to combine his love of all things naval with the objective or immortalising a number of oral memories shared by former naval servicemen he had the pleasure of calling colleagues in post-war Britain.

Although there has not been an HMS Preston in the Royal Navy since 1815, the author uses this fictional warship to tell tales of courage and suffering, which never found themselves in the history books and risked being forgotten forever.

This is a light enjoyable read for those interested in militaria, which should keep one well entertained whilst waiting for the next aircraft movement.

Price: from € 8.08

From: www.amazon.com

THE AIR WING OF THE AFM

COL. MARK SAID—MJR.

ANTHONY ZAMMIT

To mark the 50th anniversary of the Air Wing of the Armed Forces of Malta, two former pilots joined forces to produce a book to keep alive the collective memories of all those who served under Malta’s small air arm.

Rather than just being an account of the unit’s history, the book contains a wealth of personal anecdotes, which really captures the spirit of what it was like, over the years, to take a group of infantry soldiers and transform them into a functioning aerial unit, serving a small nation with very limited resources in the SAR role and beyond.

Price: € 30.00

From: www.maltaaviationmuseum.com

70 YEARS—338 SQUADRON

JOHN LEKKAS

Well-known author and photographer of all things Hellenic Air Force, John (Ioannis Lekkas) has prepared another masterpiece to mark the 70 years of the HAF’s 338 Squadron. Richly illustrated with superb photography as well as colour profiles, with superb print quality.

A definite must for all Phantom fans.

Price: € 32.00

From: www.scaleindetail.com

MARKETPLACE

CSA A319 OK-NEP

AIRSKINZ

Planetag manufacturer Airskinz have managed to source skin from CSA’s former special colour Airbus A319 OK-NEP, which features a special artwork of Prague Castle..

Obviously, on such a small tag, the artwork is not discernible, but the pixelated signwriting is clearly featured on the tags.

With the production process now entirely in-house, Airskinz can ensure that their stringent quality standards are maintained in every tag.

Price: from £ 24.95

Colours: Light off-white, Fire Red, Disco Dots

Available via: www.airskinz.com

LASER-CUT BACKLIT AIRCRAFT SILHOUETTES

SULACO STEEL & PLASTIC

An innovative idea for any aviation mancave is Sulaco’s latest offering, where any aircraft silhouette can be laser-cut on stainless steel and frames, with integrated LED lighting for added effect.

Since all products are made to order, any aircraft type cam be done, and any script can be added. Thus one can add rank, base and squadron, or even commission multiple silhouettes to reflect one’s career.

Available from: www.sulacosteel.co.uk

75 YEARS 355 SQUADRON

JOHN LEKKAS

Although the fighter squadrons may capture most of the limelight, the Hellenic Air Force’s firefighting squadrons have probably seen more action than most.

John Lekkas pays tribute to 335 Squadron, flying the CL-215 Water Bomber in this book, which bears his usual hallmarks of exceptional photography and excellent research.

Price: € 32.00 , Hard Cover Pages: 120 Pages

Available via: www.scaleindetail.com

MARKETPLACE

AIRCRAFT CARICATURES

PHIL JACKSON

Aviation artist Phil Jackson has launched his own website specialising in aircraft caricatures. Spanning a broad variety of aircraft types from all eras, Phil can also provide caricatures of aircraft to order from prospective customers. This will be delivered in electronic format to the customer.

For the younger ones, a Warbirds colouring book is available, featuring well-known British aircraft from World War II.

COLOURING BOOK

Price: £ 5.99 + P&P

BESPOKE CARICATURES

Price: £ 100.00

Available via: www.philjacksonart.com

After a very successful 2022 travel programme, 9H Travel is preparing a programme for the new year. Destinations include Israel for the Independence Celebrations, Italy for the centenary of the Italian Air Force, the UK for the Royal International Air Tattoo, Poland for the Radom Airshow, Greece for Athens Flying Week, and the Czech Republic for NATO Days Ostrava. Other trips are being planned as the airshow calendar develops.

More information is available on 9H Travel’s Facebook page.

information at: www.facebook.com/9HTravel

9htravel@gmail.com

AIRSHOWS

PHANCON 2022

Text: Mark Zerafa Photos: Mark Zerafa Colour Profiles: Dimitris Stathopoulos

For the first time ever, the F-4 Phantom Society has organised its annual Phantom Convention, better known as ‘Phancon’, outside the United States of America. The honour fell on the Hellenic Air Force base of Andravida, home to 338 Mira, the last Phantom operator in Greece.

supported by:

Phantomsdepartingfortheirsortie..Itis worth noting that HAF ground crews wearUS-Navy-typehelmets.

After countless hours of preparation, 80 Society members turned up at the gates of Andravida, where they were welcomed by the Hellenic Air Force and escorted to one of the forward ramps where the event would be held.

Phancon is a celebration of all things Phantom, and 338 Mira was proud to have five jets on the ramp, which would conduct the daily operations, to the delight of all present.

Andravida Air Base is not only home to the Hellenic Air Force’s last Phantom squadron, it also houses the Air Tactics Centre, which organises the annual multinational Iniohos exercise.

During the day, the group witnessed aircraft launches from close quarters. The dedication and skill of the Hellenic Air Force technicians was quite evident, as not only did they do every effort to launch all scheduled aircraft, but when an aircraft disgraced itself by developing a technical fault, a replacement aircraft was rapidly sourced, prepared and launched.

With the aircraft now almost 50 years old, maintenance plays a key part in the squadron’s efficacy, and the group could witness this at first hand, with tours of the maintenance hangar, the engine shop and the gun maintenance shop included during the convention.

Originally, depot-level maintenance used to be effected by Helllenic Aviation Industries at Tanagra, however this process has recently been undertaken directly by the Hellenic Air Force, with civilian engineers supporting military personnel as required

As the sun set over Andravida, the group was accompanied to witness evening launches, with Phantoms slowly moving out of the hardened aircraft shelters, heading towards the active runway. After some final checks at the ‘last chance’ ramp, the Phantoms rolled off, beautiful plumes of flame emanating from their J-79s as they propelled the Phantoms into the darkening night sky.

Special. 72-01501 was the first Hellenic Air Force Phantom, delivered in 1974. This special livery was appliedtomarkthe70thanniversaryofthesquadron, formedin1952atElefsinaflyingF-84s.

Althoughtheyposedaformidablechallengeforphotographers,theeveninglaunchesproved particularlyspectacularastwoPhantomsroaredoffintotheeveningskywithaspectacularexhaustplumefromtheJ79sinfullafterburner.

TheHellenicAirForceoriginallyhadfourPhantomsquadrons, 338and 339 Mira atAndravidaflyingnew-build aircraft which were eventually upgradedtoAUPstandard,andtwofurthersquadronsatLariss,348Mira flyingtheRF-4Eand 337MiraflyingformerAirNationalGuardF-4Es. 348hasbeendisbanded,and337hastradeditsF-4s forF-16s.AtAndravida,339 Mira’ sassetshavebeenabsorbedby338Mira,renderingit thelastPhantomsquadronintheHellenicAirForce.

BackatrestinfrontofitsHASafteraneveningsortie,thisF-4EAUPslowlycools offintheGreekeveningbreezebeforebeingpushedbackintotheshelterforthe night.GreekPhantomshaveadoptedalargercentralexternalfueltankadapted fromtheF-15,whichcanbeusedatsupersonicspeeds.

Spotter Magazine would like to thank the 117 Combat Wing of the Hellenic Air Force, and the F-4 Phantom Society, for their hard work to make this feature possible.

RETURN TO DUBAI

Text: Mark Zerafa Photos: Dirk Grothe Colour Profiles: Gabriel Mora Aldama

The 2021 Dubai Airshow was the biggest edition to date, during which US$ 78 billion worth of deals were announced. Clearly more of a business event than an event for aviation enthusiasts, the show nonetheless presented quite a few exciting surprises.

Whilst the ever-present battle for orders between Boeing and Airbus was at full swing, with the American aerospace giant seeking commitments for its troubled 737 MAX programme as well as the 777X, and Airbus seeking to strengthen its lead with further orders for its A320neo family and its newly-launched A350F freighter, other manufacturers were also vying for their fair share of business, especially military and corporate aircraft manufacturers keen on attracting purchases from the Arab world.

Equally keen on gaining credibility outside their traditional home markets were the Russian manufacturers, keen to display their new-generation of airliners, selling at much lower prices but seemingly unable to convince airlines to give them their trust.

On the defence side, things were equally busy, with all major manufacturers vying for a slice of the UAE’s military spending, with Russia promoting its Sukhoi Checkmate stealth fighter, and the US working hard to finalise the proposed deal to sell the F-25 to the UAE.

The UAE’s military had a good presence in both the static and flying display, spearheaded by the Al Fursan aerobatic team. Dubai’s airlines were also represented with aircraft in special colours celebrating 50 years of the UAE.

Eager to revive its image following the 737Max debacle, Boeing displayed its 777X airliner at Dubai, keen to get the attention of affluent Middle Eastern airlines.

Previouslynotverykeenonexportingitsindigenousmilitaryhardware,Japanseemstohavehad achangeofheart,possiblyforeconomicreasons tooffsettheever-increasingdevelopmentcostsof their new aircraft. The Kawasaki C-2 has so far failedtoattractanexportcustomer.

Russian aerobatic team The Russian Knights performedatDubaiinashow of Russian aeronautical engineering prowessintheirSukhoiSu-35S.

Prior totheUkraineinvasion, whichpractically bannedany Western components in their airliners, Russian aerospace firmUnitedAircraftCorporationwasbusypitchingitsaircraft asanalternativetoWesternbehemothsAirbusandBoeing.In Dubai, the MC-21-310waspresented,thisversionbeingthe standardmodelwiththeRussianPD-14engine.

Amongstthefirstairlinestore-introducetheA380intoservice,Emiratesdisplayedwhatisprobablytheworld’ slargestflyingbillboard, A380A6-EEU,inaspecialliverypromotingtheDubaiExpo.

Gulf Air Boeing 787 A9C-FG, with special retro colours and markings to mark the airline’s 70th anniversary.

Aptly registered A6-XWB, Etihad A350-1000 also wore special markings to celebrate 50 years of the UAE.

TheDubaiAirshowoffered arareopportunitytohavealookat some Middle Eastern military hardware, some of which in somespectacularaction,suchastheUAEC-17,whichperformedasteepclimbwhilereleasingflares.

EvenrarerwasanA330MRTT,escortedbyMirage2000s.The UAEsignedacontractforafurthertwotoaugmentitscurrent fleetofthreeaircraft,whichwillalsobeupgradedtothesame standard.TheseareoperatedbytheTransportWing’ s MRTT SquadronoutofSasAlNakheelinAbuDhabi.

USAFKC-46ondisplay,tryingtotapintothelucrative armsmarketintheMiddleEast.

Bell429oftheAbuDhabiPoliceForce

Abu Dhabi Police Force AW-139

Eager to obtain further orders from Middle Eastern airlines, Airbus displayed its new flagship, the A350-1000 XWB.

WARBIRDS

THE HELLENIC SPITFIRE

Text: Mark Zerafa Photos: Konstantinos Sotiropoulos Colour Profiles: Richard J. Caruana

Gracing the skies of Greece is a rare Spitfire, which,duetoitsparticularhistory,isoneofthe mostgenuineflyingexamplesinexistencetoday.

Spitfire MJ755 was built at Castle Bromwich and was delivered to RAF Lyneham in December 1943, until it was allocated to the Middle East Air Force and shipped to Casablanca, arriving on March 13th, 1944. Records show that by August 1944, the aircraft was allocated to No.43 Squadron with the fuselage codes FT-V, and was operational over the Anvil landings on the South of France. After a period flying in France, the aircraft flew from Italy before it was based at Klagenfurt, in Austria.

Little is known of the aircraft’s whereabouts in the immediate post-war period, but in February 1947, the Spitfire was one of 77 transferred to the Hellenic Air Force, and by April, the aircraft was on charge with No.335 Squadron at Sedes, where it remained until 1949, when it was transferred to the reserve pilots training centre.

In 1950, MJ755 was transferred to the State Aircraft Factory in Athens for an overhaul, and was modified to carry two fuselage-mounted cameras for reconnaissance missions. The aircraft remained operational until December 8 th , 1953, when it entered storage at Hellinikon, before being transferred to Tatoi Air Base, where it was initially stored, and then placed on display as a gate guard. At some point, the aircraft was added to the collection of the Hellenic War Museum in Athens, until the Hellenic Air Force Museum was created in 1992.

Plans to return the Spitfire to flying condition were hatched in 2007. In 2008, the aircraft was removed from display and was carefully dismantled. In 2018, an agreement was struck between the Hellenic Air Force General Staff and the private Icarus Foundation, whereby the Foundation financed the aircraft’s restoration. MJ755 was thus dismantled and shipped in a container

to The Spitfire Company Ltd at Biggin Hill Heritage Hangar, where it would undergo a full restoration to airworthiness. Given its service history, this remains one of the most authentic and original Spitfire restorations ever made.

Since this Spitfire had not suffered the scrapyard or the souvenir-hunters, most components were present, drastically reducing the time for the restoration. Some interesting discoveries were made during the process, the most significant being that the fuselage was initially intended to be a Mk.V.

The aircraft performed its first engine runs in December 2019, ,followed by the first post-restoration flight on January 19th , 2020, flown by Peter Kynsey, for which purpose it was placed under the British civil register as G-CLGS. On May 25th , 2021, the aircraft departed Biggin Hill on its ferry flight to its homeland, via France and Italy. On May 27th , as it entered Greek airspace, appropriately escorted by an F-16 from its original unit, 335 Squadron, before landing in Corfu. After this, the aircraft procedded to Tatoi via Ioannina.

With the aircraft back in Greece, Greek pilots drawn from No. 359 Squadron started training to fly the aircraft. No. 359 Squadron, also based at Tatoi currently flies the PZL M-18 Dromader on crop-dusting and aerial firefighting duties. As a powerful piston-engined taildragger, the Dromader is a good starting point for pilots transitioning to the SpItfire, especially given that they are highly skilled at manouvering at low level.

StartingupandwarmingtheMerlin60besidethemainmuseumhangaratTatoi,HellenicAirForcepilotsgetfamiliarwiththisfighterfromabygoneera.However,theyarenottoounfamiliarwiththistype ofaircraft,astheyhavebeenselectedfrom 359Mira,whichflythePZLM-18Dromaderwater-bomber, whichissimilarlypiston-enginedandatail-dragger.Thisalsomakesthemveryproficient inconductingtightandprecisemanouversatverylowaltitude.

Finalchecksbeforetaxiingoutfordeparture,asinthe background, a HAF Tecnam P-2002 primary trainer departsonatrainingsortie.

Old meets new, with MJ755 in formation with a Hellenic Air Force F-16 Block 52 at the Tiger Meet held in Araxos AB last May.

O

Mike Green Photos: Mike Green Profiles: Rodrigo Barraza

Ocean Sky is part of the advanced training for Spanish Air Force fighter pilots and air combat controllers, focusing specifically on advanced training in air-to-air missions in demanding scenarios appropriate to the current geostrategic position. Air defence of the Canary Islands, like all other Spanish territory, is the responsibility of NATO – with Mando Aereo de Combat (MACOM/Air Combat Air Command) deploying Spain’s mainland -based air defence units to Gando for the duration.

OceanSky2021(OS21) is the largest air combat exercise in Europe, with 426 aircraft sorties scheduled for its duration. Overseen MACOM, which is based in Madrid at Torrejón de Ardoz air base, it oversees the preparation of the air combat units, aerospace surveillance and control units which participate in the exercise, conducting the advanced air-to-air training in the air space around the Canary Island archipelago. OS21 missions were comprised of large-scale DCA (Dissimilar Air Combat), OCA (Offensive CounterAir), Fighter Sweep (COMAO, HVAA Attack) and Escort (Close Escort and Detached Escort). Originally known as DACT (Dissimilar Air Combat Training), the first such exercise was held in 2004, and involved just Spanish Air Force units. However, over the years DACT saw participation from the Spanish Navy, Belgian Air Force, French Air Force, German Air Force, United States Air Force, and the NATO AEW&CF, with the exercise being redesignated OceanSkyin 2019. With the involvement of foreign nations operating aircraft that are not in the Spanish inventory, it means that dissimilar air combat training can be conducted with a variety of fighter types from the NATO inventory.

This year saw OceanSkycombine with the EART (European Air Refuelling Training) exercise for the first time, with the air-to-air refuelling aircraft operating from the Lanzarote. Three tankers - a French Airbus A330-MRTT, Spanish Airbus A400M, and an A330-MRTT from the Multi-national MRTT Unit (MMU) participating.

Those aircraft involved in OS21were Spanish fighters from all of the Ejercito Del Aire’s combat units - Eurofighter EF2000s from Ala.11 based at Moron de la Frontera, and Ala.14 at Albacete; EF18M Hornets from Ala.12 at Torrejon, and Ala.15 at Zaragoza; and the locally based F-18A+ Hornets from Ala. 46. International participants were the Hellenic Air Force F-16s from 343 Mira which are based at Souda, Crete; with a single NATO E-3A Sentry Airborne Early Warning Command and Control System platform. Search and Rescue (SAR) throughout OS21 and EART was provided by the Gando-based Ala.46 Super Puma helicopters and fixed-wing CN-235 VIGMA aircraft.

OS21was carried out in four phases: A first phase of 'Generation and deployment of forces' took place on 15th October - with the aim of carrying out all personnel and force preparation tasks, as well as the deployment of the participating units.

Second - was a theoretical phase, which took place over the weekend of 16-17 October and included a series of 'force integration conferences' aimed at understanding the aircraft participating in the exercise - Flight Safety, Combat tactics, etc., in order to complement flight training.

Next was a practical phase with DACT (Dissimilar Air Combat Training) type missions, which took place between 18-28 October, with a wide variety of scenarios and with a large number of aircraft, allowing increased interoperability between the different participating units, as well as evaluating and improving the tactics, techniques and procedures used in the various types of mission. Each day saw two waves of aircraft, one in the morning and the second late afternoon.

Phase IV saw the ‘Redeployment’ of units on Friday 29 October.

The objectives of the exercise are to train Spanish Air Force units in the defence of national airspace, air Control, air superiority and air-to-air refuelling. Training with Spain’s allies helps provides improved interoperability, the exchange of tactics and procedures and strengthens the ties of international cooperation.

Approximately 700 personnel participated in OS21, with 40 fighter aircraft and 6 support aircraft. Missions consisted of three periods of visual combat (1v1) and nine main missions, with up to 30 fighters involved. Missions also involved defence of a no-fly zone, downed personnel recovery, defence of air and control of the air (Defensive Counter-Air), defence of High Value Airborne Assets (HVAA) such as AWACS. The fighter aircraft at OS21 saw constant action each day, with two waves each day – the morning one generally commencing at approximately 10.30am, and the second wave in the afternoon commencing from around 16.30 – with the last jets returning at around 1919.30, just before sunset.

AHellenicAirForceViperoftheChania-based ‘Star’squadron taxisfordepartureasaSpanishF-18departs.

In an exclusive interview during OceanSky , General Juan Pablo Sanchez de Lara (Base Commander – Gando) told us; “The area around the islands is ideal for us to conduct this exercise. We have large amounts of air space available, particularly to the south, where there is little in the way of civilian air traffic, which predominantly comes from the north – and of course we also have the weather.” Asked about the possibility of increased overseas participation he told us; “this exercise is primarily a Spanish Air Force one, and so there are no plans to increase overseas participation in the future. Although we have a lot of available air space to operate in, we are restricted by the amount of ramp space we have. With all the Spanish fighter units here, we do not have a lot available for other

participants. We send out invitations every year to a number of partners and then we discuss what they can bring and what they can offer us. Of course, it is ideal that we can provide dissimilar air combat opportunities by having aircraft that we do not operate such as the F-15 or F-16”.

Moving on we discussed the possibility of bringing 5th generation aircraft into play at some point in the future; “Most definitely yes”, he said. “We would love to have 5th generation aircraft involved and with more and more NATO nations beginning to operate the F-35 it most probably just a matter of time. We have already seen F-35s involved at TLP and so we have the capability to involve these types of aircraft in the future”.

EART 2021

A team of 13 EATC (European Air Transport Command) experts left Eindhoven air base on 14 October heading to Lanzarote for final coordination with their Spanish counterparts and to prepare a welcome to the participants and their tankers for EART 2021. European Air Transport Command took lead of the exercise at Lanzarote Air Base, which was organised in combination with Ocean Sky –with Colonel Salvatore Melillo from the Italian Air Force, and one of EATC’s most experienced air-toair refuelling (AAR) experts, installed as the EART Director.

EART 2021, the 7th edition of the exercise, offered a number of firsts; the first time EART had taken

place outside of the Netherlands; the first time that an A400M had participated in EART; and the first time the Spanish Air Force had participated in the exercise. EART 2021 also saw the first time the A330-MRTT from both the Multinational MRTT Fleet (MMF) and the French Air Force participated. This year, EART once again offered dedicated training opportunities to the tanker crews, focusing on similar and dissimilar multi-tanker formations and tanker-to-tanker rendezvous procedures. EART 2021 also reflected the modernisation of EATC’s tanker force over the last couple of years, with modern air-to-air refuelling assets having replaced older types such as the C-135, A310 and KDC-10.

Besides being one of the partner countries producing Typhoon, Spain is one of the major users of the type, with further capabilities planned to be integrated into the aircraft shortly.

As previously mentioned, this is the first time that Spain had participated in the EART exercise, with one of its Airbus A400M tanker/transports from Ala.31, training a variety of scenarios with multi-national counterparts, providing the opportunity to test the integration of the A400M in a flow of tankers - with EATC experts supporting them whilst investigating new dedicated A400M training opportunities in the AAR domain. Spain currently operates eleven A400Ms, of which five are AAR capable - able to be equipped with under-wing mounted refuelling pods and a central Hose Drum Unit (HDU), together with Cargo Hold Tanks (CHT). The HDU and CHT configuration are scheduled to be certified in 2022 by the Spanish Air Testing Center (CLAEXCentro Logístico de Armamento y Experimentación). By 2023, the

Spanish fleet will comprise fourteen A400Ms, with plans to increase the number of AAR capable A400M assets to nine.

The Multinational MRTT Fleet (MMF) provides strategic transport, air-to-air refuelling and medical evacuation capabilities to its six participating nations (Belgium, Czech Republic, Germany, Luxembourg, Netherlands and Norway). The aircraft are owned by NATO and managed by the NATO Support and Procurement Agency (NSPA) with the support of the Organization for Joint Armament Cooperation (OCCAR). The Multinational Multi-role Tanker Transport Unit operates the A330 fleet from Eindhoven, Netherlands and from Koln-Bonn, Germany.

The A330-MRTT departed its Forward Operating Base in Koln to Lanzarote on 15 October. A total of 32 MMU personnel participated in the exercise, including pilots, Air-toAir Refuelling Operators, cabin attendants and maintenance personnel, the crew using the deployment to continue training, taking advantage of the various missions that the unit will perform during the exercise.

Participation in this multi-national exercise was one of the last steps for the MMF fleet in achieving Initial Operational Capability (IOC). The MMU A330-MRTT was joined by a French Air Force Airbus A330-MRTT Phénixfrom 31 Escadre Aérienne de Ravitaillement et de Transport Stratégiques (31 EARTS), based at Istres (BA 125), in south-eastern France, participating in this year’s EART for the first time.

Spanish Hornet formating with the tanker with its landing gear and refuelling probe extended.

Spanish Air Force A400M configured for inflight refuelling.

NATO Boeing E-3 AWACS 90451

A330 MRTT T-056 of the Multinational MRTT Force

Locally– based SAR-configured Spanish Air Force CN235

HONOURING AN ICON

HURRICANE R4118

Text: Andrew Critchell

Photos: Andrew Critchell, Ben Critchell Profiles: Richard J. Caruana

I’m at around 1,000 feet in the back of North American AT -16B Harvard MkIIB ‘FE511’ following in the footsteps of the thousands of trainees that earned their wings in this type of machine in World War Two. My pilot, Mike Collett, and I are climbing away from White Waltham airfield west of London and I am looking back over each shoulder in turn, twisting my neck and straining against the straps to check six for the predatory outline of the fighter that I know is stalking us. My heart is already racing after our take off, the noise and vibration from the aircraft’s 600hp Pratt & Whitney R-1340-AN1 Wasp filling my senses as the green fields fall away from our silver wings. Now the excitement, anticipation and emotion of the coming encounter are taking hold.

Then I see her. A Battle of Britain legend and survivor, one of the two principal fighter types that fought over south-east England in the summer of 1940. This is the less famous of the two, the Hawker Hurricane, always in the shadow of the Spitfire’s limelight. Rugged but ungainly on the ground with its humped back and oversize undercarriage doors, in the air, Hurricane MkI R4118 is sleek and purposeful, its nose scything forward like a shark. I can see all this now as the Hurricane closes from below and within moments it is there in echelon formation off our left wing, owner and pilot James Brown keeping station as we climb through scattered cumulus looking for the blue.

Often overshadowed by the Spitfire, the Hurricane had an equally important role to play in World War II, not only as a fighter, but also as a ground-attack aircraft, where its rugged construction and wide-track undercarriage rendered it the aircraft of choice.

For a moment it is a surreal experience, flying amongst the clouds in formation with a genuine Second World War warbird. I am seeing the machine from a completely different perspective while seated in another piece of aviation history and I realise that this is something that few people actually get to do, yet through the desire of James to share this experience with the public, it is now something that has come within reach through the fly alongside offering that I am now experiencing.

Hurricane MkI R4118 is a true Battle of Britain survivor having flown 49 missions with 605 Squadron out of Croydon in south London from 7 September 1940 to 22 October 1940. During this period the fighter was credited with the destruction, shared destruction or damaging of five Luftwaffe aircraft. R4118s luck ran out however

when the squadron ran into Me109s on the afternoon of 22 October, the Hurricane being damaged in a brief engagement. Once repaired, R4118 joined 111 Squadron in early 1941 before spending time with two different Operational Training Units (OTUs) In 1944 the Hurricane was then sent to India where it was famously rediscovered by Peter Vacher and eventually returned to the UK in 2001, flying again after an exacting restoration in December 2004. R4118 was the first Battle of Britain Hurricane to be returned to airworthy condition and is still thought to be one of the most authentic Hurricanes still flying, the restoration including her original Rolls Royce Merlin III engine, the eight 0.303 Browning machine guns (now decommissioned) that were found in her wings and many other original fittings and equipment.

Her current custodian is software entrepreneur James Brown who took ownership of the aircraft in 2015 and who made his air display debut in the aircraft at the Little Gransden airshow on 29 August 2021. Speaking to Spotter Magazine, James recalled the events leading up to his purchase of the aircraft. “I remember very clearly travelling on a business trip to the US and I’d taken with me a copy of Flyer magazine. There was an article in there that talked about whether it would be possible to fly a Hurricane as a PPL [Private Pilots License], and in fact it was this Hurricane. The upshot of that was that it was certainly possible. Out of all the warbirds it’s probably the easiest one to fly. There was a small piece at the end of the arti-

cle pointing out that the aeroplane was for sale. I was sitting on this flight to the US and I’d probably had a couple of glasses of wine and I thought I’ll just send Peter Vacher, the owner at the time, an email and see what happens, and that set in train the whole story. Peter responded in a day or so and we agreed that I’d go up to his airfield at North Moreton in Oxfordshire to go and look at the aeroplane. Obviously, the greatest selling tactic for the Hurricane was to sit a potential buyer in it, which I then did. From there on in I said to Peter if the company sells I’d be in a position to buy the aeroplane. It did, so later that year the acquisition went through.”

Unlike Supermarine, who kept evolving the Spitfire till it was unrecognisable from the original, Hawker went on to develop the completely new Typhoon and Tempest, the latter possibly being the pinnacle of the piston-engined fighter.

A view from the camera ship.

TheunmistakeableshapeoftheHurricaneiswellshown from this angle, as well as the different construction methodsusedindifferentpartsoftheairframe.

BEN CRITCHELL

“

At the time James had around 500 hours in his logbook, principally on Cessnas and Pipers, and had always stated that if he was not up to flying the Hurricane then owning it would be enough. However, through a comprehensive tailwheel conversion program, including the T-6 conversion course with Stallion 51 at Kissimmee, Florida, USA, and over 200 hours in his own Harvard MkIIB, James reached his goal in November 2018. Speaking of that day James said,

One of the things I’ve tried to do with all of these steps is not to rush it, to take one small step at a time so the step up from the Harvard to the Hurricane is clearly a big one but I’d done a lot of taxiing in the Hurricane, starting it, shutting it down, everything bar flying it. I’d spent a lot of time with it on jacks lifting the undercarriage, dropping it again, going through all the procedures, so I was definitely ready at that point to fly it. I’d taken a week off work to be at Duxford to get ready for that first flight and the weather had been pretty rubbish so it had come to Saturday morning and I was due to go back to Oxford. I’d also arranged to see Archie McInnes, an ex-Battle of Britain Hurricane pilot, on the Saturday morning. He came up and we got him to sit in the aeroplane and he recounted his experiences and all of these memories came flooding back. He talked about his experiences over North Africa when he was shot down in a Hurricane by an Me109 and he lost his arm in that action, shot off by a 109 cannon shell. It was an amazing experience to spend an hour and a half or so with him sitting in the aeroplane just talking us through what had happened and his experience of flying Hurricanes. He was very clear that the steel tubular frame, Sydney Camm’s masterpiece of construction, had saved his life. It provided a safety cell that he was sitting in that the aeroplane had wrapped itself around. The engine had come off, the rear fuselage was destroyed, the wings had come off

when he crashed and he was ok apart from the fact he’d lost his arm.”

After listening to Archie it was time for James to take the plunge himself with the Hurricane. “I went outside and the weather had started to clear. I was actually with Stu Goldspink, a very well known display pilot, who was helping me through this next transition. Stu suggested I take the Harvard for a quick spin around the block, a couple of circuits, to check that I was happy with the weather as it was still fairly hazy, which I did. It was fine so I got in the Hurricane at that point and, having had a final briefing from Archie, did my first flight. The take off was smooth, very much like a Harvard, a progressive addition of power, no big swing and a slightly complex juggling of your hands. You change hands to lift the undercarriage, the selection lever is on the right hand side, so you take off with your right hand on the stick, left hand on the throttle, and then you have to swap hands so you’ve got left hand on the stick and right hand lifting the undercarriage, so I porpoised a little bit as I did that. I’ve also got to maintain the airspeed below 120 mph so there’s a bit of juggling there. You quickly get used to it, but for the first flight that’s a bit of a handful. I then settled down into the climb, went up to about 2,500 feet and did a couple of simulated approaches at height. I dropped the undercarriage, dropped the flaps, made an approach, put it all away again so I got the feel of the aeroplane in the approach configuration. There is a feeling there on a single seater, especially something like this which is unique and valuable of thinking, well, I’ve got myself into a situation I’m solely responsible now for getting out of. There’s only one way to complete this now, I’ve got to land this aeroplane! Anyway, the landing went fine and I landed on 06 at Duxford and taxied back and Stu and Archie were both there to congratulate me. I know I am the last Hurricane pilot ever to solo having been briefed by a Battle of Britain veteran so it was a pretty unique experience.

BEN CRITCHELL

As well as achieving his Display Authorisation in both the Harvard and Hurricane last year, James also started up a new offering of allowing members of the public to fly in the Harvard and have the Hurricane fly in formation next to them. The operation has been expanded this year with the purchase of two-seat Hurricane MkIIB G-HHII, allowing members of the public to fly in this classic machine. Describing the rationale behind this, James said,

“It goes back to my very first flight alongside the Hurricane. This was the delivery flight from Peter Vacher’s airfield to Shuttleworth. I was in my Cessna 182 and I saw the Hurricane come alongside and it was just mind blowing. You’re so close and to see the aeroplane in that environment is just something that the public doesn’t ever see and that stuck with me. Once I’d used the Harvard for my training it became obvious that the thing to do with the Harvard was to make it available for other people to do their training in.

R4118’ srecoveryisnothingshortofmiraculous.ShippedtoIndia inacratein1944,theaircraftwasnotdeemednecessaryand was never re-assembled.StruckofchargeinBombayin1947, stillinitspackingcase,shewasdonatedtoauniversityforengineeringinstruction.Thefuselagelayexposedtotheelementsin a compound with the propeller, wings and tailplane on the ground,untilitwasrecoveredbyPeterVacherin1996

That’s what it was designed for as so it makes sense to do that and that’s what Mike Collett at Ultimate Aerobatics does. He does the Harvard and warbird conversion training and the fly alongsides to give people an opportunity to experience what I did, which was to see the Hurricane come up alongside and just to view it or take photos of it or do whatever you want. It’s such a unique experience it felt really important to me to do that as well.”

With the Hurricane often overshadowed by the Spitfire, James is determined to redress the balance. Seeing the Hurricane in formation from the air is certainly something I shall never forget and can strongly recommend if you’re visiting the UK. For more information please visit https://www.hurricaneheritage.com/

FlyingtheHurricane

It’s easy, it’s very forgiving, it’s incredibly noisy, not just the sound of the engine, which doesn’t sound anything like it does from the outside, it really is very, very loud, and it’s incredibly hot. You’re sitting on top of the radiator and it can be the coldest winter’s day and it’s still really hot inside the aeroplane. The pilots in the Battle of Britain complained that it had no heating but they were going up to twenty to thirty thousand feet, so for me flying around typically below six or seven, it’s always hot, so physically it’s quite a harsh environment. But to actually fly it, it’s just beautiful. It’s well harmonised, it’s a little bit unstable in pitch but that means it’s very manoeuvrable. It’s simple and forgiving. That big thick wing means that when it does stall, it’s pretty benign so it’s just a lovely aeroplane to fly. I can’t complain about it at all and considering it’s an 85 year old design, it’s pretty remarkable really.

Themodelposingwiththecameraship.

NTERNATIONAL

powered by:

SASoperatesregularlyintoLAX with its A350-900s. SE-RSA is seen being towed to the Tom Bradleyterminal.

As the primary airport serving the Los Angeles area, LAX has four parallel runways, having handled over 88 million passengers in 2019, making it the world’s third busiest airport. It serves as a hub for Alaska Airlines, American Airlines, Delta Air Lines, Polar Air Cargo and United Airlines.

The airport opened in 1928, initially as a dirt strip, but by 1930, an all-weather surface runway was built, by which time a few hangars, a restaurant and a control tower had also been added.

Arrivingalongsideothercarriers fromtheFarEast,KoreanAir747 -8iHL7638 pullsontoitsstandat theTomBradleyterminal.

Initially known as Los Angeles Municipal Airport, it was then mostly used by private pilots and flying schools, as the airlines at the time preferred to operate from Burbank or Grand Central Airport.

During World War II, the airfield was taken over by the military, but in 1943, the airport’s managers were already planning for post-war expansion, and immediately after the war clouds had cleared, four temporary terminals were quickly erected, with airline operations commencing in December 1946.

Passenger facilities were upgraded in the early sixties, and then again in the early eighties in preparation for the 1984 Olympics.

Since 2008. the airport has been going through further upgrades and expansion, including a new transit system to connect all terminals.

Special JetBlue A320 N709JB sportsthebinarycodeFly-ficolourschemeandisseenfromImperialHill.

Operations-wise, given that the airport is close to a number of urban centres, the inner two runways are used for departures, and the outer two for arrivals, as departing aircraft tend to be noisier than landing aircraft. At night, the outwards runways are used as little as possible, and aircraft are requested to approach from the ocean side, and depart in the opposite direction, to reduce overflight of built-up areas.

As a major hub, the airport receives airlines from all over the world, flying both passengers and cargo. The five main users are currently Delta, American, United, Southwest and Alaska Airlines.

From a spotting perspective, LAX offers good photographic opportunities, though it is practically impossible to capture all movements from one spot, given that there are four runways in use. Moreover, a local helicopter operator offers one-hour planespotting flights allowing passengers to capture exceptional air-to-air photos of aircraft landing or departing LAX, as well as photos of aircraft on the ground from an unusual aerial angle.

Following our very successful 2022 season, we’re back with a bigger and better programme for 2023! Packed with more aviation action from destinations you will love, promising great opportunities which might not repeat themselves so easily. We operate small groups to ensure maximum flexibility and adaptability.

GRIPENS

The original F-X programme was launched in the mid-1990s, but was suspended in 2002, only to be restarted in 2008. Originally, the target was to acquire 100 new fighters, making TF-X one of the most lucrative aerospace defence contracts in South America at the time. Contenders included the Gripen, Rafale, the Super Hornet and Typhoon. Eventually selection narrowed to the Gripen and Rafale, with the Swedish fighter’s considerably lower operating costs and greater technology transfer offer clinching the deal.

It was initially intended to lease ten Gripen C/D jets from Sweden to cover the capability gap when Brazil retired its Mirage 2000s, but budgetary cuts forced the FAB to rely on the modernised F-5Es instead.

Particularly significant for Brazil is that the deal needed to include considerable technology transfer and the use of Brazilian contractors for the aircraft’s components, building on Embraer’s successes in significantly upgrading it’s A-4 and F-5 fighters. Based on the JAS39E Gripen NG, Brazilian Gripens have been given the local designation F39E., with the two-seater variant becoming the F-39F.

In a statement, the Brazilian Navy also declared its interest in a navalised version of the Gripen NG, dubbed the Sea Gripen, which Saab launched in 2013.

The Gripen Design and Development Network was opened in 2016 at the Embraer plant in Sao Paulo. As at 2017, 90 Brazilian and 20 Swedish engineers were engaged on the project.

In June 2020, the factory at Sao Bernardo do Campo was inaugurated, producing various components for the Gripen, including the tailcone, airbrakes, wingboxes and forward and rear fuselage sections. Final assembly is still effected in Sweden., and eventually at Gaviao Peixoto.

The first two aircraft arrived by ship at the port terminal of Navegantes, and were transported by road to the Flight Test Centre at Gaviao Peixoto. Here, the final items such as the ejection seat and survival equipment were added. They were then test-flown by Embraer, Saab and Brazilian Air Force test pilots prior to being accepted by the military. The fighters will be initially based at Anapolis Air Base, as part of the First Air Defence Group.

The Gripen NG includes a fully integrated sensor suite, and can carry numerous weapons from a number of worldwide suppliers. Furthermore, it enjoys and excellent modular Electronic Warfare and SelfProtection system. Brazilian Gripens are designed to operate seamlessly with the Embraer E-99 ERIEYE airborne early warning system, in all combat mission profiles envisaged by the FAB air-to-air combat, beyond visual range aerial engagements, air-to-surface strike, maritime strike and reconnaissance. In the air-to-air role, it can be fitted with the IRIS-T short-range missile and the long-range MBDA Meteor.

The Gripen is known as the F-39E in Brazilian service.

HavingretiredtheMirage2000in2013,thebruntof Brazil’sairdefencefellinitsF-5s.

Much like the Brazilian Navy’s Skyhawks, the Brazilian Air Force’s F-5s have been completely modernised by Embraer.

Nothing quite like a new plane, fresh out of the factory.

Initially procured to serve aboard Brazil’s now-retired carriers, the modernised AF-1 Falcos are now land-based.

The AMX remains in service with Brazil, having been jointly developed by Embraer and Italian firm Aeritalia to cover the attack role in their respective air forces.

AIRSHOWS

HELLENIC AIR FORCE OPEN D

Text: Cliff Ibell

Photos: Cliff Ibell

2021

HAF B350 King Air used for air ambulance and medevac missions.

SAR - configured Bell 205, Elefsina

M.18 Dromader at Elefsina

It is important to note that aircraft spotting and photography at military airfields in Greece is strictly forbidden, and can lead to trouble with the local authorities. This even extends to the Archangel Open Days, where only aircraft participating in the exhibitions may be photographed. At most bases, we were also allowed to photograph retired aircraft displayed on-base.

By combining good logistical planning and some pretty long stretches of driving, we managed to visit the majority of the mainland bases.

Elefsina AB (112 Combat Wing):

352nd VIP Transport Squadron "Cosmos" – EMB-135LR, EMB135B, Gulfstream V, AB 212

354th Tactical Transport Squadron "Pegasus" - C27J Spartan

355th Tactical Transport Squadron "Atlas" - CL-215

356th Tactical Transport Squadron "Hercules" C130H Hercules 358th Search and Rescue Squadron "Phaethon" Bell 205A1, AB212, AW 109E

384 Search & Rescue Squadron "Puma" AS-332C1 Super Puma National Center for Emergency Care’s (EKAV) air ambulance services - King Air 350C

Mirage 2000 at Tanagra

CL-215 at Elefsina

Bare naked F-16 Block 52+ in the hangar at Araxos

Starfighter preserved at Araxos

The last flying A-7 Corsair preserved at Araxos

Andravida Air Base (117 Combat Wing)

338 Mira "Ares" - F4E PI-2000 Tactical Weapons School

In 2021, the exhibition at Andravida was moved to the maintenance area, with the usual array of Phantoms and a visiting guest F-16.

361 Air Training Squadron "Mistras" - T-6A

362 Air Training Squadron "Nestor" - T-2 E/C

363 Air Training Squadron "Danaos" - T-2 E/C Buckeye 364 Air Training Squadron "Pelops" - T-6A Texan II

Kalamata 120 Training Wing

Texan II

Buckeye

Kalamata is best known for the last operational T-2 Buckeyes. Serviceability has been an issue, but a number of former US Navy airframes have recently been donated for spares recovery purposes.

The T-6 Texan II is in service with two squadrons at Kalamata.

It is customary for HAF units to send aircraft to other bases during the Open Days. This Tanagra-based Mirage 2000 is at Nea Anchialos.

Preserved F-84 at Nea Anchialos

F-5E on a pole at Nea Anchialos

F-16withordnanceondisplay

Surprisingly, the base collection at Larisa was open for visitors, giving a glimpse of this immaculate first-generation F-84 Thunderjet

Greece was the last RF-84F operator.

Natural metal finished F-104 Starfighter

F-86 Sabre

SEA-camouflaged F-104G

Bizarre colours on this F-5, not observed on previous visits, possibly as part of a restoration.

Larissa was a former F-84 and RF-84 base.

Besides Turkey, Greece was the only other non-US operator of the F-102

337 Mira F-16C with conformal tanks

Twp Seat Mirage 2000 visiting Larisa.

As a former Phantom base, a Phantom from Andravida is a regular visitor during the Open Days.

ELISE VAN PUTTE

Text: Yolandie Grobler de Jager Photos: Elise van Putte

Eastern Air Lines, seen here on Alpha Ramp with a Fed Ex taxiing past.

Delta Air Lines with special ‘Team USA’ livery.

United Parcel Service McDonnell Douglas MD-11F

Being heavily involved in aviation as a flight instructor, pilot and later a safety inspector, she was drawn into planespotting and aviation photography, inspired by other photographers. The eternal marvel of watching large machines lumber into the sky is an undoubted inspiration for many, and Elise is no exception.

Equipped with a Canon 6D mated to a 100400L lens, Elise not only is an accomplished aviation photographer, but is also interested in nature photography, landscapes and astro-photography.

When shooting aircraft, Elise tries to capture moments as naturally as she can. Through careful use of slower shutter speeds, Elise creates the illusion of movement, a technique also used in landscape photography to depict rushing water.

Although she has never received any formal training in photography, Elise has read books and online articles, and a close friend has given her valuable coaching on editing techniques in Lightroom and Photoshop.

Photography is most of all about fun. It is not about likes, reach and popularity of one’s shots. It is about capturing experiences while enjoying them. It is important to be flexible, open-minded and accepting of criticism, as this is a never-ending learning experience.

Most importantly, lessons learnt in the hobby are also life lessons. It is important to live life to the fullest and be kind to one’s peers, as this can only improve one’s own experience in the hobby.

American Airlines retro Air Cal livery.

Alaska Airlines UNCF livery.

American Airlines Boeing 767-300 kicking up lots of water on arrival from London.

Etihad Airways ‘Choose Singapore’ special livery.

The massive engines on the A320neo

Big and beautiful - the Air Bridge Cargo 747-406ERF

Skyteam Air France landing in golden hour

Austrian Airlines A321

Royal Jordanian Boeing 787 in the beautiful ‘Discover Patra’ livery.

American Airlines A321 taking off in some beautiful light.

Panning away Alaska Airlines’ ‘Spirit of the Islands’ special livery.

The 154° Gruppo Volo was the first to recieve the Tornado and was thus the first to be tasked with proving that the new aircraft was more effective than the F-104 Starfigters it replaced. Since then, over 700 crews, thousands of specialists, numerous system upgrades and 11 international operations, including wartime scenarios, have well proven the Tornado remains a very effective combat aircraft. Born in the seventies out of the necessity to create a new breed of high-performance, multi -role warplane, capable of following different mission profiles in order to face any threat from Warsaw Pact countries, without depending on American aircraft, the Tornado was a joint effort by German, British and Italian aviation firms – MBB, British Aerospace and FIAT. The first prototype flew from Manching, Germany on August 14th, 1974. The first British prototype flew on July 10th, 1979 and the first Italian machine flew on September 25th, 1981 at Torino-Caselle.

The Tornado is a twin-engined, two-seat aircraft, with pilot and navigator, with a particular feature in its variable-geometry wings, with a single vertical stabliser of substantial size, with all-weather capabaility. Work on the aircraft, initially dubbed MRCA (Multi-Role Combat Aircraft), began in 1968, with particular emphasis on low-level bombing missions using the then-new feature of terrain -following radar, which allowed to aircraft to follow the contours of the terrain automatically. Besides the mainstream IDS (Interdiction – Strike) variant, there was also an ECR (Electronic Combat – Reconaissance) variant and a British-developed ADV (Air Defence Variant). Besides being used by the British and Saudi air arms, the ADV was also used by the Aeronautica Militare between 1995 and 2004 as a stop-gap aircraft pending the availability of the Eurofighter Typhoon. Additionaly, there was the TT variant, which was a dual-control trainer variant used to

convert pilots to the type, whilst still being fully combat-capable.

In Italian service, the Tornado IDS is used by 102° Gruppo and 154° Gruppo, while the ECR is operated by 155° Gruppo. All these units are based at Ghedi under the auspices of the 6° Stormo. A handful of Tornados are also used by the 311° Gruppo, better known as the Reparto Sperimentale Volo at Pratica Di Mare, which are used mainly for flight test and trials purposes.

The 8th of September was chosen to mark the anniversary at Ghedi, with a national event bringing together Tornado air and ground crews past and present . Guests arrived through the base’s new gate, featuring a new Tornado gate guard standing on a large ‘6’ figure. Moving towards the apron, there was a static display which included all the weaponry used by the aircraft. There were a number of displays in the hangars, including a complete Tornado cockpit, and the future main star of Ghedi, the new Lockheed Martin F-35 Lightning II fifth-generation fighter which will be replacing the Tornado within the next five to six years.

After an initial ceremony, initiated with the raising of the flag, and a brief interruption due to a rain shower, flying activity commenced with the ‘Legend’ flypast, composed of eight training aircraft which have trained generations of Italian Air Force pilots – four piston-engined aircraft – the Fiat G-46, the North American T-6E, the current SIAIMarchetti 208 and SF-260, followed by four jets – an Aermacchi MB-326 E together with a single-seat MB-326 K , the current MB-339CD and the new T-346 A.

This was followed by a formation of nine Tornados accompanied by the Freccie Tricolori trailing the Italian national colours in the sky. This was followed by a display by the same Italian Air Force aerobatic team.

Once landed, the Tornados were added to the static display on the apron, in an arrow arrangement, spearheaded by a specialliveried Tornado unveiled for the occasion.

The aircraft chosen to wear this livery was Tornado ECR MM7059, with the scheme representing four colour schemes worn by the Tornado during its career in Italian service, starting off with the prototype colours worn by P-05, first flown in 1975, the greygreen camouflage worn in the 80s and 90s, the desert colours worn during the Gulf War, finishing off with the final low-visibility grey currently worn by service aircraft.

The choice of an ECR aircraft was made primarily as this is devoid of the Mauser Bk27 cannon, just like the original prototype whose colours adorns the front section. The design concept was made by Mirco Pecorari of AircraftStudioDesign.com, with the assistance of Ugo Crisponi from AviationGraphic.com , with the stickers being applied by SchriftArt , a young and dynamic form from Bolzano.

The celebrations continued on Saturday 10th, with an airshow on Lake Garda,and a number of flypasts over the region.

The special colour scheme unveiled for the occasion drew its inspiration from the schemes worn by Italian Tornoados over the years.

As befits such a momentous occasion,

the day, flying in

Weapons options on display.

the Freccie Tricolori were present for

formation with the Tornados before giving their own display.

Trainers past and present in formation over Ghedi.

The current MB-339CD leads the formation of two versions of the MB.326, former jet trainer, and the M.346 which will be the backbone of Italy’s training programmes preparing pilots to fly 5th gen aircraft.

Italy is receiving two versions of the F-35 - the land-based F-35A and the naval V/STOL F-35B for use by the Italian Navy aboard its aircraft carrier.

FIGHTING COLOURS: ITALIAN TORNADOS

When delivered, Italian Tornados were painted in a green-grey camouflage. This eventually gave way to the toned-down grey scheme.

Besides the IDS and ECR versions, Italy also ended up operating the ADV version, leasing a number of aircraft from the RAF to maintain air defence capability as its F-104S Starfighters were facing obsolescence, and the Eurofighter Typhoon’s entry into service was delayed. In fact, even the ADVs were replaced by another interim type, with former Air National Guard F-16s being leased until the Typhoon was finally available in numbers.

P

ATALINA

The PBY was slow but its range of 2,545 miles made it ideal for antishipping patrols. Beneath its wings it could carry up to 4,000 lbs of bombs, depth charges or torpedoes. The bulging blisters on the fuselage sides each held a .50 Cal machine gun and provided excellent visibility.

Catalinas during the war conducted night operations, harassing Japanese ships, bombing land targets, and makes open sea rescues. During night operations the flying boats would illuminate the target area by dropping parachute flares. They would then bomb and strafe the enemy supply ships etc. and also guide Navy PT boats darting in for the kill, a common method that was very effective in disrupting Japanese needed supply lines in the South Pacific.

Over 650 Catalinas were delivered to the Royal Air Force during WWII. On May 26th 1941 a Catalina located the elusive German battleship Bismark after it evaded the British naval forces which ultimately led to its sinking. Catalinas also racked up an impressive score of U-boats sinking during the war.

Following the war Catalinas remained in service with USN reserve squadrons, and also with other air forces in Europe and South Americas, while others were converted for private use. Others were adopted for use as fire bombers, able to carry 1,000 gallons of water that could be drooped on brush or forest fire. Its scoops were lowered as the sea plane skims over a lake near the fire area and can pick 960 gallons of water in only 14 seconds.

One such country that continued to use the Catalina long after the war was Denmark, serving with the Royal Danish Air Force and was the last one to use them. Denmark took delivery of 8 surplus USN Catalinas in 1947. At the time they were used for aerial survey of Greenland which was started before the war. 8 more Catalinas followed in 1957 and for

many years conducted yeoman service in Greenland on air-sea rescue duties, transport duties and communications.

The last two PBY-5As of the original 16 delivered were still in service back in late 60s. These were based at Vaerlose transport base of the Royal Danish Air Force No 721 squadron which operated the Catalinas, eight C-47s and five C-54 Skymasters. The Catalinas still flying were L-861, 863, 866, 868 of PBY-6A batch and L-853 and 857 of PBY-5A. PBY-6A 862 and 864 were destroyed in a hangar fire and 865 crashed in a mountain. In March 1964, 867 was forced down with engine failure and although landed in the sea it became trapped in the ice and was lost.

Aircraft that remained in service were skinned more than once. Danish Catalinas also had minor modifications made to them which made them non-standard such as radar equipment, the engines replaced with Dakota type poser plants which gave same horse power with slight modifications on the outside mainly by adding intake on top of cowling. Turrets were removed from nose of the aircraft and a hatch replaced the original so that a crew member could work from them during mooring operations. The side blister canopies on fuselage rear were retained as these served as access to the interior for all freight and passengers.

The Kit

The Revell kit of the 'Black Cat' Catalina was used for the conversion of the PBY-5A into the PBY-6A. Moulded in black plastic the kit of 35 years ago issue contained optional parts to make the undercarriage and wing tip floats assembled retracted or lowered form, contained fabric textured control surfaces , clear parts on the thick side and good detail at fuselage wheel wells.

The conversion basically incorporated a revised fin and rudder, a new nose and radar a scanner behind the

cockpit. Other additions included reshaping of the tail planes, additions of air intakes mounted on engine cowlings, radio aerials and a beacon position. Fuel damping pipes are also added under the wings. Most Catalinas fly with wing tip floats retracted and only extended for use on water landings and were assembled in retracted form.

Catalina conversion parts came from the Airmodel vac-form set which consisted of new tail fin and a large radome scanner. Moulded in white styrene, these were first cut and prepared as sub assemblies and which will form the replacement major items.

Construction

Making the PBY-6A involved the following extra work after the general assembly of main kit parts followed the kit instructions and the nose turret removed and was instead built up using plastic card and putty filler and shaped by filing and sanding. Two hinge brackets were also added as detail to the man hole cover. The long engine exhausts issued with the kit were replaced with shorter ones and from plastic card shaped two rectangular air intakes and each added to top of engine cowling.

Two aerials were added, one a vertical and another U-shaped on top of starboard wing and on port wing respectively. Further aerials added at mid wing section and wireless joined from them to rear of fuselage. Underwing fuel dampers made from stretch sprue added. A hook added to aft fuselage used to tie fender craft at sea. A fork type antenna added to each side of nose and a mooring anchor cable added to nose area.

A large observation was cut to port nose area. A nose front window also added and two more at an area aft of side blisters at rear. An antenna made from scrap plastic was added at lower leading edge of fin and a tiny light added to mid rudder edge.

FIGHTINGCOLOURS

The cumbersome radome fixed in place over cabin roof and wireless added from cabin roof to mid wing antenna. Add bumpers to wing leading edge close to floats and at trailing edge fixed electrostatic charge suppressors.. The nose wheel well was blanked from cockpit floor view with a piece of plastic card.

Painting and decals

All wheel wells finished in zinc chromate. Areas at nose, tail unit and wing tips were airbrushed semi matt white undercoat, then day glow orange added. Fuselage finished in light aircraft gray. Top of wings painted in dull crimson red and anti glare panels and wing walkways airbrushed in satin black finish..

All roundels and tail flag were hand painted and serial numbers in black and white came from spares decal box. Many tiny standard NATO code instructions were hand painted on tiny square white decals. With all clear parts masked the model was given a satin overall finish. Stain and exhaust areas airbrushed using fine needle in engine gray.

Conclusion

Converting the kit into the later version of the Catalina and assembling took a good number of hours but an almost equal time took to finish the not so simple painting of the model and making the markings for it. I should say that the small parts mostly scratch built to scale required a moderately skilled level but it is definitely within the reach of any moderately skilled modeler with a little experience with vac-forming. The finished Catalina looked just right to me sitting next to another earlier version in USCG markings.

Boeing (Canada) Catalina Mk.IVB, JX419/LN-OAR, Vingtor Luftveier, Fornebu, Norway 1947. Dark red with cream undersides of hull and wingtip floats. All markingsarein cream.

Consolidated OV-10A Catalina, 433989, Alaskan Division, Air TransportCommand,1946.Insignia WhiteANA601overallwithInsignia RedANA509wingtipsandtailsection;serialinyellow.ATCbadgeon rear fuselage, unit badge on extremenose.

ConsolidatedPBY-5ACatalina,L853(ex-RCAF11034),Eskadrille721 DanishAirForce,1969.LightGrey overallwithRedtopofwingsand enginecowlings;DaygloOrangeon nose,outersectionsofwingsand rearfuselage.Blackoutlinestothe noseandfuselageDaygloareas; blackpanelsaheadandaftofside blisters.Danishnationalmarkingin sixpositions

: POST-WARCATALINAS

AnothersurvivingDanishCatalina,L-866atRAFMuseumCosford.BuiltfortheUSNavyinApril1945,itwas deliveredthefollowingSeptember.OYwasoverhauledinSeattlein1950andthenwasstoredatNASLitchfield Parkfrom1953until1956,whenitwaspurchasebytheRoyalDanishAirForce.ItwasthenoverhauledbyPan AmericanbeforeenteringDanishservice.DanishCatalinaswereusedtoconductanaerialsurveyofGreenland inordertoproducemoreaccuratemaps,aswellasforSAR,maritimepatrolandlighttransportduties.Inthe sixties,theoriginalR-1930-92engineswerereplacedbyR-1830-90Cs,which were alsousedonthe C-47, whichmadethemmoreplentifulandthuseasiertomaintain.

INFebruary1966,theCatalinawasreplacedintheSARrolebytheS-61SeaKing,andthefivesurvivorswere usedforlocaltrainingflightsandasairborneradiorelaystations.InJuly1970,L-866wasgroundedduetoit requiringmajorservicing,whichwasnotdeemedfeasibleasthetypewoulderetiredthefollowingNovember. InJune1972,theaircraftwassoldtotheRAFMuseumforanominalsum,andfollowinganoverhaul,flewagain inNovember1973.ItwaseventuallyferriedtoRAFColerneinMay1974.InOctober1975,theaircraftwasmoved byroadtoRAFCosfordthetotheclosureofRAFColerne,andhasremainedatthemuseumeversince.