Jersey International Air Display Programme 2023

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Welcome

Welcome to the 2023 Jersey International Air Display.

Many of you may be aware that this year’s air display almost did not happen due to changes in the approach to government funding that were very late in the day. This stalled event planning, and our ability to fund raise, until the matter was later resolved for 2023 by the public fund raising to date. I will say no more about these matters at this time as I don’t want to prejudice meetings that will be taking place in the near future to hopefully resolve these issues once and for all and because more importantly I want to praise and thank the following companies and individual that came forward at the 11th hour to save the 2023 air display for the benefit of Islanders and the tourists who come to the Island to watch it.

We owe a debt of gratitude to the following:

• Mrs Maureen St George

• Anonymous Gentleman

• ApplebyGlobal

• ATF

• Church & Co.

• BDO Jersey & C5 Alliance

• Dandara Ltd

• Doland Hotels

• JTC

• MangeTout

• Premier Inn Hotels

• Royal Bank of Canada

• Strada GSL

• TrustQuay

We are also grateful for the £60,000 grant we received from the Economic Development Department towards the costs of this year’s air display.

Air displays aren’t easy to organise at the best of times and this year’s has been particularly demanding. In fact, I would go so far as to say it has been one of the most difficult air displays I have been responsible for since I took over as the air display organiser 26 years ago.

I also know that we would not have overcome the many of challenges that confronted us if we did not have a firstclass team of dedicated, experienced professionals who come together once a year to put on the event. The vast majority of whom have worked with me for over 25 years. These men and women also deserve recognition for what they do and I hope

you will not just glance at, or bypass, what I have written about them in the pages that follow which tells you who they are and what they do voluntary every year for the people of this Island.

I also want to thank a number of people and organisations without whose help we could not bring the air display to you. The Bailiff, Tim Le Cocq KC and the Bailiff’s Panel; His Excellency the Lieutenant Governor Admiral Jerry Kyd CBE and his staff; Mr John Nicolas, the Director for Civil Aviation in the Channel Islands; Mr Matt Thomas the CEO of the Ports of Jersey and his staff both at the airport and at the harbour; Mr Warwick Vogt, Nathan Hewlitt and Shane Moyse of the Infrastructure, Housing and Environment Department; Normandy Rescue; the Emergency Planning Officer and the Islands Emergency Services and Honorary Police.

Mike Higgins

Air Display Organiser

Thank You

We would also like to thank the following for their support and assistance in bringing this event to you:

Individuals

Andre Rabet, Alex Fearn, Paul Holley, Nigel Vibert, Stephen Booth, Penny Boyd, Julien Bernstein, Julian Barass, Kinita Lally, Officer Cadet Henry Higgins and his father, Sten Adeler, Bob Franklin, Ben Dunnell, Gerard Boymans, Leanne Bass, Bethany Vibert, Naomi Tucker, Stuart from Spiral Ices, Ian Allen, Nick Coote, Scott Le Cour, Mark Lindsay, Andy Hare, Loren Hare, Andy Wright, Jim Buckley, Graham Hocquard, Angela Roberts, Heather Airey, Elizabeth Stanway, Stephanie Higgins, Jessica Higgins, Mark Jackson and Dave Merrick.

Organisations

The Jersey Lifeboat Association, Jersey Coastguard, Ports of Jersey; No.7 (Overseas) Squadron Air Training Corps; Sutton Transport; Stage 2 Productions; Elite Security; PBS;Rebecca Loos; Stage 2D Productions; Evie Cars; Europcar; the Jersey Military Vehicles Owners Club, Harper’s Catering; Jersey Ray Net, GAMA Aviation, Swissport

Swedish Air Force Historic Flight

For their support of the Jersey Air Display by sending us their Draken and Harvard aircraft.

Absent Friends

We would also like to thank our UK Volunteers, who because of the uncertainty over whether this year’s air display would go ahead are not with us. They held out for as long as they could before having to notify their employers of their holiday arrangements. We look forward to seeing them all at next year’s air display. If anyone has been left off the list above please accept our apologies it was done in error and we do appreciate your efforts on our behalf.

We would like to thank the following sponsors for their support: Mrs Maureen St George

Anonymous Gentleman Church & Co.

Strada GSL

Air Display Viewing

Due to matters out of our control we are unable to provide a printed brochure this year. The brochure is an essential source of revenue for the air display, as well as a much loved souvenir for those enjoying the show. This year we have put together a FREE digital downloadable edition for everyone and would be very grateful for any donations towards supporting the JIAD*.

Please follow the instructions below. Thank you.

To donate to JIAD online:

1) Go to ports.je/payonline or scan the QR code

2) Click on the 'Pay Online' button

3) On the payment screen please add:

• Amount you like to donate

• Your details; including bank card, name and email

4) IMPORTANT: In account information please input ‘JIAD’ into each of the three fields (Customer Name, Account Code, Invoice Number)

5) Click on 'Pay with city pay' button

To donate please visit www.ports.je/payonline/ or scan the QR code >

Air displays can be dangerous!

Please take note of the following information which is provided for your safety and obey all instructions given by air display marshals.

Safety Notice

DISPLAY DANGER AREAS

Cyclists

Because this area is directly in line with the aircraft flight path it has been designated a danger zone and is not available for viewing the display.

The cycle path between West Park and Bel Royal has been closed to cyclists by law for the duration of the display. They may however proceed along the right-hand carriageways of Victoria Avenue going east and west providing they do not exceed 10 mph before re-joining the cycle path for the rest of their journey. They must also give way to pedestrians.

The beach has been closed by Law for the duration of the flying display. This is because aircraft are displaying overhead and because it is marked with buoys and other markers for the pilots to line up on in order to maintain the required safety distances from spectators along Victoria Avenue and around the Bay.

Victoria Avenue

The carriageways along Victoria Avenue are closed for the duration of the flying display except for vehicles entering to park to watch the display or leave the event afterwards, and for the movement of emergency and air display vehicles.

Drivers

• Must not exceed 10 miles per hour

• Must be vigilant for children and other pedestrians crossing the road.

• Must obey all instructions from the air display marshals controlling the road.

All vehicles should be removed from Victoria Avenue before 5:30 pm or they will be towed away at the owners expense and drivers will be face a possible fine.

Pedestrians

Even when Victoria Avenue is closed pedestrians must watch out for moving vehicles as it will still be used by air display vehicles, emergency vehicles and cyclists.

Drones

The use of drones (unmanned aerial vehicles) is prohibited anywhere near the air display area over St Aubins Bay and near the Jersey Airport as they represent a serious danger to the aircraft taking part in the air display. They could also result in the flying display being cancelled or interrupted and the owner prosecuted by the police and sued by the organisers for any disruption.

Liability

People ignoring notices or the instructions of marshals are not only hazarding their own lives but may also be invalidating their own insurance policies. They could also cause the air display to be cancelled.

Parents must be aware of the location and take responsibility for their children at all times.

The Waterfront reclamation area between La Fregate cafe and the Marina yacht entrance.

The beach from La Fregate café to St Aubin.

As air displays can be dangerous they are highly regulated and supervised by Flying Control Committees (FCC) to minimise risk. The Jersey FCC is composed of retired military airmen with fast jet, warbird, light aircraft and helicopter experience. It also has two civilians - the air display organiser and the air display coordinator, who is an air traffic controller at Jersey Airport.

The Flying Display Director (FDD) and the Flying Control Committee (FCC) are responsible for all aspects of aviation safety at the air display. They conduct checks on the pilot licences, pilot currency, display authorisations, aircraft certificates of airworthiness/permits to fly and insurance documentation. They also conduct practices, assess pilots and display routines, and monitor the flying display.

Group Captain Les Garside-Beattie OBE, RAF Ret’d

Les Garside-Beattie is the Flying Display Director (FDD) of the Jersey Air Display. He is one of the most experienced FDD’s in the country and is also the Flying Display Director for the Farnborough International, Bahrain International and Saudi Air Shows. He is a former Harrier display pilot, team manager of the Red Arrows and Station Commander of RAF Valley, the home of the RAF’s Advanced Jet Training School. He joined the Jersey team in 1998.

Squadron Leader Mike Stanway RAF Ret’d

Mike Stanway is the Chairman of the Jersey FCC. He is also one of the most experienced Flying Display Directors in the country. In Jersey he serves as the Chairman of the Flying Control Committee (FCC). He is the FDD for the main RAF air display at RAF Cosford, and at a number of air displays in England and Scotland. During his air force career he flew a wide range of RAF elementary and Advanced Training aircraft as well as the Canberra and Tornado GR.1 ground attack reconnaissance aircraft. The latter, operationally during the 1991 Gulf War. He left the Air Force in 2010 after serving with HQ Air Safety Group at the RAF Air Command Headquarters at High Wycombe in Berkshire. He joined the Jersey team in 2001.

Squadron Leader Neil Airey RAF Ret’d

Neil Airey joined the Jersey FCC in 2007. He has been flying for almost 40 years and has in excess of 8,000 hours on 19 different types of aircraft. The helicopters include: the Gazelle, Wessex; Puma; Bell 212, 214ST, 206 and 412; EC135; and Bolkow 105. After leaving the RAF Neil also flew as an air ambulance pilot with Bond Helicopters and the Northwest Air Ambulance. He also displays a veteran Bell Huey helicopter in his spare time.

Richard Pillans British Army Ret’d

After getting his fixed wing pilot’s licence at the age of 17 and completing a degree in aircraft avionics Rich joined the British Army to fly helicopters. Following three operational tours he attended Empire Test Pilots’ School and started his test flying career; he now works for Boeing as Chief Test Pilot for the UK and leads a team of pilots and Flight Test Engineers in Hampshire / Wiltshire. He has flown 65 different aircraft designs ranging the WW II Douglas DC3 the Korean war vintage Bell 47 “Sioux” (made famous in the “MASH” series on television), to the modern day Apache attack helicopter and twin rotor Chinook transport helicopter. Rich holds both aeroplane and helicopter authorisations as a display pilot, with the majority of his displaying in the Historic Army Aircraft Flight’s Bell 47 Sioux. He has recently become a mentor and evaluator for other display pilots on behalf of the UK Civil Aviation Authority. This is Rich’s first year supporting the Jersey International Air Display.

JERSEY INTERNATIONAL AIR DISPLAY FLYING CONTROL MEMBERS

Other members of the Flying Control Committee are Darren Dupre (Air Traffic Controller) and Mike Higgins (Air Display Organiser)

JERSEY INTERNATIONAL AIR DISPLAY TEAM

Mike Higgins

Mike has been the air display organiser since 1997 and was responsible for turning it into a major international event. He is an elected Deputy in the States of Jersey and a former commissioned officer in the RAFVR(T). He was also chairman and president of the RAFA (Jersey) Branch between 1997 and 2011. He also sits on the flying control committee and is responsible for producing the souvenir programme.

Darren Dupre

Darren has been the air display coordinator since 1998 and uses his knowledge as a Senior Air Traffic Controller at Jersey airport to coordinate all flying activities. He also produces the operational guides for participants. These key documents include all aircrew briefing notes and flight safety information. He is also responsible for airport liaison and also sits on the Flying Control Committee.

Paul Tucker MBE

Paul has been the airport static display coordinator since 1998 and is responsible for all aspects of the fixed and rotary wing static display at Jersey airport. This involves coordinating the work of all the marshals at the airport and liaising with airport management and staff.

Jill Ryan

Jill Ryan has joined the team for this year’s display in an organizational role after previously serving as a marshal during previous air shows. Unflappable, she is a very able administrator and organizer and has undertaking a wide range of activities and roles supporting the air display organiser. She is a very welcome addition to the team.

Alan Booth MBE RAF Ret’d

Alan has been the landside area coordinator since 2012 and is responsible for all the activities that occur on Victoria Avenue, the Lower Park and the Peoples Park. This includes the coordination of marshals, traffic management and security. He was a senior non-commissioned officer in the RAF Regiment until early 2012 and has served in Iraq, Afghanistan and many other conflicts in which the Royal Air Force has been engaged.

Pierre-Alain Antoine

Pierre-Alain has been our French Aviation Coordinator since 2010 following a highly distinguished career in the Armee de L’Air (French Air Force) as a fighter pilot, squadron commander and Director of the French Air Force Display Teams (including the Patrouille de France). Since leaving the Armee de L’Air he has become an accomplished aviation historian, author, commentator and air display organiser.

Rebekah Porter

Rebekah Porter has been the display operations coordinator since 2010. She is a former air traffic controller at Jersey Airport and very ably assists Darren Dupre, the air display coordinator, with his many and varied tasks.

Jonathan Vibert

Jonathan joined the air display team in 2004 and since 2012 has been the ground operations coordinator. This involves ensuring that all crews have the fuel and other ground equipment they need to get airborne on time and into the flying display.

Eddie Lempriere

Eddie is a former Royal Marine and has been the marine and beach coordinator since 2002. He is responsible for everything that happens on the beach and the sea in the vicinity of the air display. This entails coordinating beach and sea patrols (rescue boats, first aiders and divers) and placing the display line markers and ensuring they stay in his position. His team police the area to ensure that members of the public do not stray into danger areas.

Full coverage of the Jersey International Air Display can be found at Liberation Radio

Liberation Radio will be broadcasting the 2023 Commentary Live via their online channel! The expert commentary throughout the air display will be provided by Ben Dunnell the editor of Aeroplane Magazine who he is accompanied by Jersey’s own Murray Norton.

You don’t need a radio to listen to the commentary of the air display. Here are the simple ways to tune in:

• If you’re out and about watching the display you can listen on the free Liberation Radio app. To install search ‘Liberation Radio’ in the app store. Once it’s installed just select the ‘Classics’ channel.

• If you’re listening from home or another venue with wifi you can use a computer – just go to liberationradio.co.uk and click on ‘Classics’.

• On an Alexa smart speaker: say “Alexa enable the Liberation Radio app”. Once that is done say “Alexa open Liberation Radio” and ask for ‘Classics’ when prompted.

• On a Google smart speaker, or other device with Google Assistant say “Hey Google, play Liberation Radio Classics”.

• On a Smart TV you can use radio apps like MyTuner, TuneIn or VTuner. Just open the app on your TV and search for ‘Liberation Radio Classics’. Scan

Jersey International Air Display

Live commentary with Murray Norton

The Jersey Lifeboat Association proudly supporting the community and the Jersey International Air Display

Your Lives. Your Crew. Your Boat.

lifeboat.je

RAF BBMF HURRICANE

The Hurricane was one of the great fighters of World War II and will be forever remembered for the part it played almost 80 years ago during the Battle of Britain when, together with the Spitfire, it withstood and overcame the numerically superior German Luftwaffe and shot down more enemy aircraft than all the other defences, air and ground, combined.

The development of the Hurricane started in 1933 when Hawkers began the design of a Fury Monoplane to be powered by a Rolls-Royce Goshawk engine and with a fixed spatted undercarriage. Early in 1934 the design was modified to accommodate the new Rolls-Royce PV-12 engine, which was later to become famous as the Merlin developed by Lord Hive and Rolls Royce; at the same time the undercarriage was altered to retract inward and an enclosed cockpit was introduced.

The prototype first flew on 6 November 1935 and in June 1936 an order for 600 production models was received.

The Hurricane Mk.1 which was fitted with an improved 1,030-hp Merlin II engine, entered service with No. III Squadron in 1937 and was the first Briitsh fighter to exceed 300 mph in level flight. It had a maximum speed of 324 mph and a range of 425 miles and was armed with eight .303 in Browning machine guns.

The speed with which the Hurricane went into service reflected the fact that its construction differed little from that of the Fury biplane. The fuselage was made of braced metal tubing, that except for the engine cowling and the area in front of the cockpit was covered by fabric over wooden formers. The wings had a metal frame but were also fabric covered. As production of

the Mk I built up, various improvements were made, including the introduction of metal-skinned wings, two-pitch three-bladed propellers, and Merlin III engines with triple ejector exhaust manifolds.

When war started in 1939, Hurricanes equipped 19 squadrons of Fighter Command, and on the eve of the Battle of Britain 26 squadrons were so equipped.

The successor to the Mk I in production was the Mk II which was fitted with the more powerful Merlin XX. This engine, which developed 1,185 hp initially and later 1,280 hp was specially designed for easy production. The early Mk IIs were pure interceptor fighters and had a top speed of 342 mph. Later machines had a slightly lengthened nose and provision for a modified wing, housing heavier armament; they were designated Mk IIA Series 2, and saw limited use in the night defence of London during the “Blitz” in the winter of 1940-41. The heavier armament consisted of an additional four Browning machineguns, and aircraft so armed were designated Mk IIB.

During 1941, many Hurricanes were used for fighter-bomber duties, carrying either two 250-lb bombs or two 500-lb bombs. Other changes introduced during this period included self-sealing fuel tanks, a large Vokes air filter below the nose for desert operations, and provision for carrying either two 45-gallon or two 90-gallon underwing fuel tanks.

In the quest for ever-heavier armament the Hurricane was fitted with 4 x 20mm canon and these aircraft were designated Hurricane IICs.

By 1942 the Hurricane was becoming outclassed as an interceptor. From then

on it was used increasingly for ground attack purposes, its effectiveness for this duty being increased greatly by further armament developments. The first was the installation of rocket projectiles, which gave the Hurricane a fire-power equal to a broadside from a destroyer. This was followed by the installation of two 40-mm cannon under the wings, aircraft so armed being designated Mk IID. With these heavy cannon, the Hurricane’s top speed was reduced to 286 mph; but IIDs proved a most effective anti-tank weapon in North Africa against Rommel’s armour and in Burma against the Japanese. The IIDs retained a pair of Browning machine-guns, firing tracer ammunition for sighting.

The last major production version of the Hurricane was the Mk IV which was essentially a ground attack fighter, powered by a 1,620-hp Merlin 24 or 27 engine and with a “universal armament” wing. This housed a fixed armament of two Browning machine-guns for sighting -purposes, and could, in addition, carry either two 40-mm cannon or long-range fuel tanks; eight rocket projectiles with 60-lb warheads; small bomb carriers (SBC); smoke curtain installations (SCI); or two 250-lb or 500-lb GP, HE, AP or incendiary bombs.

In total some 14,533 Hurricanes were produced and during its long career the Hurricane was an interceptor, night fighter, fighter bomber, sea-borne fighter and ground attack aircraft. They saw combat in every theatre in which the British were involved, taking off from British grass airfields, snowbound Russian airfields and makeshift Burmese dirt strips.

The aircraft taking part in the air display comes from the RAF Battle of Memorial Flight which is based at RAF Coningsby in Lincolnshire.

RAF BBMF SPITFIRE

There are very few aircraft as instantly recognisable and as iconic as the Supermarine Spitfire. It was truly one of the greatest fighters of WW II.

The Supermarine Spitfire is a single seat fighter aircraft that was used by the Royal Air Force and many other Allied Air Forces during, and after, the Second World War including the United States.

It is largely known for, and achieved its fame from, the Battle of Britain where it flew alongside the Hawker Hurricane and the other lesser-known fighters used by the RAF in that Battle. What is less known, however, is that the Spitfire was actually used in fewer numbers and saw less action than the Hurricane which bore most of the brunt of the Luftwaffe’s offensive. The smaller number of Spitfires, however, did have a higher victory to loss ratio than the Hurricane due to its superior manoeuvrability and performance. The Spitfire really came in to its own after the Battle of Britain forming the backbone of the RAF Fighter Command and seeing action in Europe, the Mediterranean, the Pacific and in South East Asia.

As it was originally designed to meet a requirement for a short-range interceptor and not a long-range fighter its fuel capacity was sacrificed for better performance. Without the need for large quantities of fuel in its wings they could be made thinner which improved the aircraft’s speed and aerodynamic efficiency by reducing drag. This was something that prevented it becoming a long range escort to bombers over Germany like the North American Mustang, which was also fitted with the Merlin engine, and taking the fight to the Luftwaffe.

The Spitfire was the brainchild of Supermarine’s chief designer R. J. Mitchell who died shortly after the first prototype flew at Eastleigh airport (now known as Southampton airport) on the 5th March 1936. It was, however, developed to its full potential by Joseph Smith, a fellow Supermarine designer, who oversaw 24 different marks of Spitfire and 7 different marks of Seafire, along with many different sub-types and role-dedicated aircraft such as unarmed photo-reconnaissance and trainer variants

The Spitfire was fitted with two types of

engine. In the early years it was equipped solely with the Rolls Royce Merlin engine and later some models were equipped with the Rolls Royce Griffon engine which was larger and more powerful and suited to particular roles. There were in fact at least ten different Merlin engine marks fitted and several different marks of Griffon engines between 1938 and 1948. The growth in power is illustrated by the fact that the prototype Spitfire was powered by a 990hp Merlin C engine, the Spitfire Mk.1 by the 1030 hp Merlin II, and the late model Spitfire Mk 24 by the 2,050 hp (1,530 kW 2) Griffon engine, which propelled the aircraft to 454 mph (731 km/h). These faster aircraft were tasked with home defence, defending against German fighter-bombers and flying bombs. The Spitfire was the only British aircraft to be built before, during and after the Second World War. When production ended in 1948 some 22,775 Spitfires and Seafires were built. The Spitfire taking part in this years air display comes from the RAF Battle of Memorial Flight which is based at RAF Coningsby in Lincolnshire.

AVRO LANCASTER

The Avro Lancaster is a flying memorial to all those who served with Bomber Command during the World War II. The Avro Lancaster served alongside the Handley Page Halifax and Shorts Sterling as one of the three heavy four engine bombers used by the RAF Bomber Command in World War II.

It was arguably the best and most successful bomber of them all. It was certainly the most numerous.

The “Lanc” as it was, and is still affectionately known, has the following distinctive features:

• four Rolls Royce Merlin engines on the wings (although 300 Lancaster B.2s were fitted with Bristol Hercules VI/XVI radial engines a stopgap due to a shortage of Merlin engines as fighter production was of higher priority)

• three power operated gun turrets located in the nose, on top of the fuselage and in the tail;

• two large oval tailfins; and

• the bomb aimer’s clear perspex blister in the nose and the glazed, greenhouse canopy over the pilot and flight engineer’s position. It had a top speed of 281 mph, a service ceiling of 23,500ft and a combat range

of 695 miles. It could carry up to fourteen 1,000lb bombs, but specially modified versions could also carry a single 12,0001b Tall Boy or 22,000lb Grand Slam bomb. Which when compared to the normal bomb load of the American B-17 Flying Fortress of 3,000 lbs was remarkable.

It was flown by a crew of seven, whose average age was 21, and whose life expectancy was measured in the number of trips they undertook. In 1943 only one in six were expected to survive their first tour of 30 sorties, and only one in forty the second tour of 20 sorties. In total some 55,000 Bomber Command airmen lost their lives during World War II.

The crew of a Lancaster comprised from the nose of a bomb aimer - who doubled up as the nose turret gunner; a pilot (who was captain of the aircraft no matter what rank was held by any other member of the crew); a flight engineer who assisted the pilot, especially on take-off and landing; a navigator who got them to and from the target in the dark; a wireless operator, who in addition to manning the radios also assisted both the navigator by taking star shots and the rest of the crew by watching out for night fighters over the target, and providing first aid to any

one injured; a mid-upper gunner and a tail gunner who provided warning against night fighter approaches and the defensive firepower to drive them off.

The crews had to endure both mental stress and physical discomfort night after night.

Mentally, there was the knowledge that the odds were against them and that the chances of returning from each raid they embarked upon were slim. There was the strain caused by the unpredictable weather, the flak and the night fighters. There was the physical discomfort and fatigue caused by ten-hour missions; by the need to constantly scan the night sky for the night fighters that were stalking them or other bombers in the bomber stream; by the freezing cold caused not only by -20 degree temperatures at operating heights but also by the need to leave Perspex panels out of some of the gun turrets to prevent them frosting up and hiding the approaching fighters. It was thought by the gunners better to get frost-bite than to be dead!

They had been trained as individual specialists and became crews late in their training. On the operational squadrons they were moulded together from their shared experiences into one entity, relying on each other for their lives. On the ground they stuck together as crewsa true band of brothers - even during the first few days of any leave. They didn’t really make friends with other crews because the losses were so great that they did not want to get emotionally involved as many were there one day and gone the next. They thought it better to stick to your own crew as if you “bought the farm” you may all do so at the same time. They were true heroes each and every one of them.

In addition to the nightly raids all over Europe the Lancaster took part in many memorial raids in WW2 including: the breaching of the Mohne, Eder and Sorpe dams by the Dambusters; the Sinking of the battleship Tirpitz; the breaching of the Dortmundems-Canal, and he breaching of the Saumor tunnel and the heavily concreted U-Boat pens at Farge.

The aircraft taking part in the air display comes from the Battle of Britain Memorial Flight which is based at RAF Coningsby in Lincolnshire.

THE RAF FALCONS

The Falcons are the UK’s premier military parachute display team, based at RAF Brize Norton, Oxfordshire, they display at venues all over Britain and Europe throughout the year. They have performed many times for the Royal Family and heads of state and set records and introduced many exciting innovations into formation skydiving. This year they have completed over 40 displays in the UK and several European countries, notably for the British Grand Prix at Silverstone, ZigAirMeet in Switzerland and National Armed Forces Day, Falmouth.

The Royal Air Force is responsible for training and supporting all UK Airborne Forces. As

well as providing a distinctive demonstration of freefall and canopy skills during the display season, each Falcons Team member undertakes continual advanced training as Parachute Jumping Instructors in preparation for future employment in support of the Parachute Regiment, the Royal Marines and other specialist units.

The RAF Falcons Parachute Display Team is the only centrally funded, professional, military parachute display team in the UK. Their exciting free fall display, which includes advanced manoeuvres, falling at speeds up to 120mph, and their famous ‘hybrid’ display which includes the Heart and Crisscross Carousel, which manages to captivate all spectators.

The display ranges between 2,500ft and 7,000ft (depending on weather) with the low show giving the flexibility to perform when a lot of aircraft displays cannot. The 7,000ft high show consists of a Heart, CrissCross and our iconic ‘Carousel’.

The team uses a number of drop aircraft: - the C17 and A400M Atlas military transports; Puma and Chinook helicopters and the Dornier 228 (Light Aircraft).

The Falcons are unique as an Air Display Team as they have the ability to display in-air and then directly interact with the public on the ground through packing parachutes, giving out brochures and meeting guests of the event.

RICH GOODWIN - THE JET PITTS

We are sure that as a teenager Rich Goodwin was into heavy metal and was a headbanger for anyone who does the extreme aerobatic manoeuvres he does in his Jet Pitts pulling high positive and negative G forces in flick rolls, spins, loops and hammerheads must have started training early to build up the stamina. Even current fast jet fighter pilots wearing the latest G-suits watch his displays in amazement and awe.

The Pilot

Rich Goodwin (61) is a former RAF Tornado GR 1 pilot who took part in the Gulf War and an ex-airline pilot. Like many airline pilots whose day/night job is flying from one destination to another, perhaps on long distance routes lasting many hours largely

on auto-pilot, he craves real hands-on flying and the love of aerobatics which is largely down to the skills of the pilot rather than a computer.

Besides being a very accomplished pilot Rich is also a innovator and aircraft builder.

The aircraft

The aircraft is a highly modified Kit-built Pitts S2S airframe that Rich built over in his workshop over a four-year period. It incorporates a larger wing area and bigger ailerons than the conventional Pitts which gives the aircraft better low-speed handling and roll rates. The aircraft is largely constructed out of wood and put together like a large model aircraft kit. The aircraft has a hybrid powerplant. It is powered by a single 6-cylinder 8.5 ltr 300

hp Lycoming AEIO-540 piston engine and two ATM Lynx jet turbines which deliver a combined thrust of 1,700 lbs. As the aircraft only weighs 1,550 lb it gives a thrust to weight ratio of !.! to 1 which enables the aircraft to hover and accelerate upwards from stationary position hanging on its propeller. In fact Rich considers it to be a home built Harrier Jump Jet! It is stressed for aerobatics to plus and minus 6 g.

One novel feature of the design is the jet engine nacelles that are angled slightly away from the aircraft fuselage to prevent the jet exhaust scorching or burning the fuselage or tailplane. They also feature carbon fibre rings around the compressor and axial flow turbine stages to contain any blade failure that would otherwise tear through the wooden airframe.

NORTH AMERICAN OV-10 BRONCO

The North American OV-10 Bronco is a twin engine, multi-mission, fixed wing aircraft designed for waging counterinsurgency warfare.

The Bronco has a straight, parallel chord wing from which is suspended a narrow fuselage pod and two booms. Each boom houses a Garrett AirResearch T76-G-406/408 turboprop engine with a three-blade propeller forward of the wing and extends aft of the wing to a large, raked, vertical stabilizer upon which is mounted a horizontal stabiliser, which bridges the gap between the two booms.

On the ground the aircraft sits on a tricycle undercarriage. In flight the undercarriage retracts into enclosed wheel wells located beneath the nose and into the boom spaces behind the engines. The fuselage pod has a small, rounded nose which leads on the top of the fuselage to a large, glazed cockpit area which has sufficient room to house a crew of two on ejection seats in a tandem seating arrangement. The rear of the pod is a large cargo compartment, which can carry either 2,000 lbs of cargo or three parachutists. This compartment can be increased in size relatively easily to allow more personnel or

carried by removing the rear crew position ejection seat. At the rear of the pod is a detachable door from which the cargo or parachutists can be dropped. On the lower fuselage beneath the cockpit area two small, detachable, angled stub wings called sponsons can be fitted which are used for the carriage of weapons – machine guns, bombs, rocket pods - or fuel.

In Vietnam its armament could include four 7.62mm M-60C machine guns, a pod containing seven 2.75 inch (70mm) marking or high explosive rockets or a pod of four 5 inch (127mm) Zuni rockets rocket pods, or battlefield illumination flares.

The Bronco was faster and tactically more versatile than helicopters, yet slower and more manoeuvrable than jets. It had a maximum speed of 281 mph (244kts; 452km/h) a range of 1,240 miles (1,996km) and a service ceiling of 30,000 ft (9,143m), but spent most of its time flying below 1,500 ft. With an external belly tank it had an endurance of four and a half hours. It was particularly suited to the forward air control, helicopter escort, close air support and armed reconnaissance roles. In addition it could be used for cargo paradrop, medical

warfare with leaflet dropping or loudspeaker propaganda, or the dropping of three parachutists.

The aircraft had excellent short, rough field, take-off and landing performance and was capable of operating from an aircraft carrier. It could take-off in 800 ft (244m).

In one operation in Laos it inserted six men in two aircraft by parachute to reconnoiter the heavily guarded Ho Chi Minh trail which brought down troops and supplies from North Vietnam into the South through Laos and Cambodia. The mission was compromised soon after landing and they had to be extracted at dawn the next day to stop them being overrun. As helicopters were not available two Bronco aircraft landed on a nearby dirt road to pick them up. This was done under heavy machine gun fire from the pursuing NVA troops and the reconnaissance party had to jump in the back of the aircraft on the run as to stop to pick them up would have been fatal for all concerned. They were all safely recovered.

The aircraft taking part in the air display is an OV-10B model. It is owned and operated by Amicale des Avions Ancien de la Drome which is based in Montpelier in the south of

PATROUILLE DE FRANCE

The Jersey Air Display is proud to welcome back the Patrouille de France

The Patrouille de France are one of the world’s premier military aerobatic display teams and stand alongside the British Red Arrows, Italian Frecce Tricoli, and the United States Navy Blue Angels and the United States Air Force Thunderbirds.

The team is the second oldest continuously active aerobatic team in the world after the US Navy Blue Angels, who are one year older. The Patrouille de France were formally formed in September 1953 and it is an honour to be celebrating this anniversary with them here in Jersey, which is their only British air display this year. They represent the best of France and act as roving ambassadors throughout the world

Over the years the PAF as they are generally known have flown a number of different aircraft types and in different numbers. These include the Republic F-84G Thunderjet, Dassault Ouragan, Dassault

Mystere IV, Fouga Magister and its current aircraft the Dassault-Breguet-Dornier Alpha Jet they were formed. The team has always been innovative and forward looking and were the first military aerobatic team to be commanded by a woman in 2009.

The Patrouille de France’s display routine changes every year and is among the most sophisticated of any aerobatic team. The team is split into two groups: the Box Avant (Athos 1-4) and the Box Arriere (Athos 5-8).

The first half ot the display sees all eight aircraft performing graceful eight-ship aerobatics with frequent formation changes. Uniquely, at one point they also typically break into their two groups and perform simultanious, synchronised four-ship aerobatics. The second half of the display sees the two groups performing seperately, and flying more dynamic manoeuvres.

Broadly speaking, the Box Avant fly four-ship formation manoeuvres while the Box Arriere fly a mixture of more complex aerobatics,

splits and crossovers either as a four-ship or in pairs. However, on several occasions per display, two or more aircraft from the Box Avant join the Box Arriere for six- or eightship bomb bursts.

The display particularly makes use of the Alpha Jet’s excellent roll characteristics, featuring aircraft performing aileron and barrel rolls at various speeds and in varying combinations, while flying in extreme close formation. Red, white and blue smoke is used throughout.

MEET THE TEAM

Athos 1 – Commandant Aurelien (35) Commandant Aurelien joined the French Air Force in 2007 and attended the prestigious Ecole de l’air. He earned his wings as a fighter pilot in 2013 and has flown on numerous tours with the advanced Rafale aircraft. He is in his second year with the team and has 1900 flying hours.

Athos 2 – Capitaine Nicolas (36)

Capitaine Nicolas joined the French Air Force in 2006 and attended the prestigious Ecole de l’ Offensive de l’Armee de l’Air et de l’Aeronavale (EOPN). There he underwent advanced pilot and aerial combat training. In 2009 became a fully qualified Mirage 2000-5F pilot serving a number of tours on the aircraft. He has 2,900 flying hours.

Athos 3 – Capitaine Jayson (40)

Capitaine Jayson joined the French Air Force in 2003 and attended the prestigious Ecole de l’ Offensive de l’Armee de l’Air et de l’Aeronavale (EOPN). There he underwent advanced pilot and aerial combat training. In 2006 he became a qualified pilot of the Mirage 2000RDI. During his career he has also flown the Alpha-jet light attack/ advanced training aircraft and the advanced Rafale jet fighter. He has 3,500 flying hours.

Athos 4 – Commandant Julien (35)

Commandant Julien joined the French Air Force in 2007 and attended the prestigious Ecole de l’Air. In 2012 he earned his wings and became a fully qualified pilot on the Mirage 2000D. He also served as the leader of the Couteau Delta aerobatic display team who flew the Mirage 2000 in exceptionally

close and impressive aerobatic maneouvres. He has 1900 flying hours.

Athos 5 - Capitaine Cedric (41)

Capitaine Cedric joined the French Air Force in 2002 and attended the prestigious Ecole de l’ Offensive de l’Armee de l’Air et de l’Aeronavale (EOPN). There he underwent advanced pilot and aerial combat training. In 2006 he became a fully qualified pilot flying the Mirage F1CR going on to fly the advanced Rafale fighter jet. He has 3,200 flying hours.

Athos 6 – Capitaine Laurent (38)

Capitaine Laurent joined the French Air Force in 2003 he attended the prestigious Ecole de l’ Offensive de l’Armee de l’Air et de l’Aeronavale (EOPN). There he underwent advanced pilot and aerial combat training. In 2006 he became a qualified Mirage 2000 RDI pilot and later flew the Alphajet, light attack/ advanced trainer aircraft and the advanced Rafale fighter jet. He has 3,200 flying hours.

Athos 7 – Capitaine Gregory (39)

Captain Gregory joined the French Air Force in 2003. He attended prestigious Ecole de l’ Offensive de l’Armee de l’Air et de l’Aeronavale (EOPN) where he underwent advanced pilot and aerial combat training. In 2006 he qualified to fly the Mirage 2000N

and later the advanced Rafale fighter. He has 2,900 flying hours.

Athos 8 – Capitaine Youness (36)

Capitaine Youness joined the French Air Force in 2005. He attended the prestigious Ecole de l’ Offensive de l’Armee de l’Air et de l’Aeronavale (EOPN) where he underwent advanced pilot and aerial combat training. In 2008 he became qualified to fly the Mirage 2000-5F and later the advanced Rafale fighter. He has 2,700 flying hours.

Athos 9 – Capitaine Romain (44)

Capitaine Romain joined the French Air Force in 2005. He attended the prestigious Ecole de l’ Offensive de l’Armee de l’Air et de l’Aeronavale (EOPN) where he underwent advanced pilot and aerial combat training. He qualified to be a pilot in 2005 and has flown the Tucano trainer as an instructor, the Mirage 2000D operationally and was a former leader of the Couteau Delta aerobatic display team whose impressive close formation aerobatics in the Mirage 2000D. He has 4,000 flying hours. He is one of the most experienced pilots on the team and acts as the spare pilot. He has flown in many of the positions in the team and can step in and replace any pilot in the formation except the leader if they cannot fly for any reason.

RAFAT RED ARROWS

The Red Arrows have taken part in 53 Jersey Air Displays and another five displays in the Island since they were formed in 1965. This is a feat unequalled by any other event or location in the world.

They have come to the island so often that we consider them to be part of the community and if it wasn’t for the fact that they represent Great Britain as a whole we would claim them as “Jersey’s Own”. Trying to say something new or different about the team after all these years is almost impossible.

Perhaps the motto on the team’s crest“Eclat” - says it all. It means “excellence” and that one word sums up everything that there is to say about the Red Arrows, both the pilots who fly the Hawks in their displays and the ground and administrative teams who support them. They represent the very best of Britain and we believe that we speak for the British people as a whole when we say that we hope that they will continue to represent Britain and the Royal Air Force for many years to come.

MEET THE TEAM

Red 1 – Squadron Leader Tom

Bould – Team Leader

Tom joined the RAF in 2005. On completion of his pilot training he was selected to be a “Creamie” - a Qualified Flying Instructor due to his above average flying ability and so his first tour was on the Tucano aircraft teaching new pilots. In 2010 he was chosen to represent the RAF as its Tucano display pilot. This tour was followed by a tactical weapons course and a posting to fly the Typhoon advanced jet fighter aircraft. In 2015-2017 he joined the Red Arrows for the first time and became a member of the Synchro Pair for 2016-2017 seasons. This was followed

by another tour as a flying Instructor on IV(AC) Squadron at RAF Valley teaching the next generation of fast jet pilots to fly the Hawk T2. He then rejoined the Red Arrows in 2021 and is now in his third year as Team Leader.

As Team Leader, Tom is primarily responsible for all aspects of the display, from running the training programme to choreographing the show. He leads the aerobatic display.

Red 2 – Flight Lieutenant Richard Walker

Richard joined the RAF in 1991. On completion of flying training, he was posted to fly the Harrier and became a qualified weapons instructor, completing tours on each of the four RAF Harrier squadrons. These included operations over the Balkans, Africa, the Middle East and Afghanistan as well as day and night carrier qualification and exercises worldwide. His subsequent

tours involved flying the Hawk T.1 as an aggressor pilot on 100 Squadron and as a qualified flying instructor on the Hawk T2 on Advanced Flying Training. He joined the Red Arrows from 3(F) Squadron at RAF Coningsby, where he flew the Typhoon, including on NATO Air Policing missions. He is in his first year with the team.

Red 3 – Flight Lieutenant Tom Hansford

Tom joined the Royal Air Force in 2008 and completed flying training on the Tucano and Hawk T2 aircraft. He was selected to fly the Typhoon and was posted to 1(F) Squadron at RAF Lossiemouth in 2015. Here he participated in various multinational exercises and operations in Europe, North America, the Middle East as well as carrying out Quick Reaction Alert duties flying in protection of UK and Falkland Islands airspace. His next postings were

as a qualified weapons instructor to 3(F) Squadron and 29 Squadron, both at RAF Coningsby, teaching the latest tactics to the next generation of frontline Typhoon pilots. He is in his first year with the team.

Red 4 – Flight Lieutenant Ollie Suckling

Ollie joined the RAF in 2007. On completion of his flying training on the Tucano and Hawk T.1 he was selected to fly the Tornado GR4 and was posted to 31 Squadron at RAF Marham. During his time he completed multiple tours, including in Afghanistan, and in support of Coalition operations. In 2017 he was posted as a qualified flying instructor to XXV(F) Squadron at RAF Valley, teaching future fast-jet pilots on the Hawk T.2. In 2021, he moved back to RAF Marham to undertake a ground role in the F35 Stealth Fighter Integrated Training Centre. He is in his first year with the team.

Red 5 - Flight Lieutenant Patrick Kershaw

Patrick joined the Royal Air Force in 2006

After completion of his flying training, he was posted to fly the Tornado GR4 at RAF Marham. During his time he took part in operations over North Africa and the Middle East. In 2014, he was posted to be a Qualified Flying Instructor flying the Hawk T1 at 208 Squadron, RAF Valley. Following which he was posted to the Typhoon Operational Conversion Unit at RAF Coningsby before being posted to XI(F) Squadron to fly the Typhoon. During his time on the squadron he conducted NATO Air Policing duties in the Baltic region, UK Quick Reaction Alert, numerous exercises and served on operational duty in the Middle East. In 2020, he was posted to the newly formed joint Royal Air Force and Qatar Emiri Air Force 12 Squadron, where he worked as an Instructor Pilot. He is in his second year with the team and previously flew as Red 3

on the Hawk T1.This tour was followed by a posting to fly the Typhoon FGR4 and he joined 1(F) Squadron in 2013, being based at RAF Leuchars and RAF Lossiemouth in Scotland. Whilst on the squadron he conducted various operations for the RAF, including Quick Reaction Alert duties protecting UK and the Falkland Islands airspace. He then became an instructor on 29 Squadron in Lincolnshire, on the Eurofighter Typhoon Operational Conversion Unit. He joined the Red Arrows in 2020 and is now in his fourth year with the team and is Synchro Leader. He and Red 7 perform some of the most dynamic routines in the team’s displays.

Red 7 - Flight Lieutenant Stuart Roberts – Synchro 2

Stuart joined the RAF in 2009. After finishing basic and advanced fast jet training on the Tucano and Hawk T1 he was selected to fly the Typhoon FGR4 with XI(F) Squadron at RAF Coningsby. Flying the aircraft in support of NATO Air Policing duties in Estonia, as well as Quick Reaction Alerts in the UK and Falklands as well as operational duties in the Middle East. He then joined 12 Squadron, the newly formed Joint UK/Qatar Emir Air Force Typhoon Squadron based at RAF Coningsby as an Instructor Pilot. He then joined the Red Arrows in 2022 flying as Red 2 before becoming Synchro 2 this year.

Red 8 – Flight Lieutenant David Simmonds

David joined the RAF in 2002. After completing his fast-jet training at RAF Linton-on-Ouse and RAF Valley and the NATO flying training school in Canada he was selected to fly the Tornado GR4. During his first tour on IX(B) Squadron, he was deployed to Iraq and Afghanistan. He then served with 15(R) Squadron as a tactics instructor and was selected to be lead pilot for the 2012 Tornado GR4 Role Demonstration Team. In 2013, he became an exchange pilot with the US Marine Corps. First flying the Harrier with VMA 211, which included a deployment to Bahrain in support of Op Inherent Resolve, and then the Northrop F5 with VMFT 401 as an aggressor pilot, training future Marine pilots in air-to-air tactics. He joined the Red Arrows in 2020 and is now in his fourth year with the team.

Red 6 - Squadron Leader James Turner – Synchro Leader

James joined the Royal Air Force in 2006. On completion of his flying training he was selected as a ‘Creamie’ and spent three years as a Qualified Flying Instructor instructing

RAF POSEIDON MRA 1

Although superficially looking very similar to many Boeing airliners you may have travelled on during your holidays the RAF Poseidon is a multi-role maritime patrol aircraft, equipped with sensors and weapons systems for anti-submarine warfare (ASW) /anti-surface ship warfare (ASuW), Intelligence Surveillance and Reconnaissance (ISR) and search and rescue (SAR) roles

The RAF Poseidon is a militarized version of the Boeing B-737-800ERX commercial airliner but incorporates elements of other Boeing 737 and 767 variants. The fuselage is strengthened for low-altitude operations and is fitted with a weapons bay on the underside between the wings and tail. The wings are based on the 737-900 with raked wing tips similar to those fitted on the Boeing 767-400 ER but has weapon pylons and different engine nacelles and engine pylons to the commercial aircraft to host the extra generators required to power aircraft and mission systems.

It is powered by two 27,000lb CFM turbofan engines, has a top speed of 564 mph (907Km/h), service ceiling of 41,000ft (12,496m) and a ferry range of 4,500 miles (7,242Km).

Crew

The Poseidon is normally operated by a crew of eight - two Pilots, two Tactical Coordinators (Taccos) and four Weapon System Operators (two Acoustic & two Electronic Warfare operators). A ninth crew member could be carried for busy ASW missions

which require in-flight loading of sonobuoys. At the heart of the aircraft is the mission system which consists of a five-position suite of computer consoles along the port side of the cabin. Each station has two large flatscreen monitors, a foldaway keyboard, a joystick and a trackball. The stations are interchangeable.

Roles and Equipment

The aircraft is fitted with an APY-10 radar with a number of different modes for high-resolution imaging. It is optimized for maritime, littoral and overland surveillance and is capable of performing aircraft navigation, colour weather search, longrange surface search and target tracking, periscope detection, ship imaging and classification using synthetic aperture radar and inverse synthetic aperture radar. There are also Electronic Support Measure (ESM) systems for detecting, identifying and tracking radio and radar emissions. This helps detect targets outside the aircraft’s radar range and other signals and communication intelligence material which can be distributed to ground stations, naval ships and other aircraft.

The aircraft is also fitted with an electrooptical/Infrared (EO-IR) turret which enables the aircraft to see and photograph targets in the dark and survivors in a cold sea.

As a submarine hunter it has an acoustic sensor system, which includes passive and multi-static sonobuoys, which are dropped from the aircraft into the sea

to search for enemy submarines and relaying the data back to the aircraft. It can carry 129 sonobuoys which are GPS-located to enable the aircraft to maintain the search patterns required to track underwater contacts.

Weapons

At present the aircraft only carrys the Mk 54 torpedo, which at just under 9.8 ft (3m) long and 12.6 inches (32cm) in diameter is small and light enough for five to be to be carried in the Poseidon’s internal weapons bay. The aircraft is also fitted for carrying air to surface missiles on underwing hardpoints. Although a process is underway to select a new lightweight torpedo and procure an antishipping missile in the class of the Harpoon Block II+; no decision has been announced at the time of writing the programme.

Search and Rescue

The Poseidon can also carry and deploy UNIPAC III Search and Rescue kits in its weapons bay. These semi-rigid aerial delivery containers activate when impacting the sea to provide an inflatable life raft and survival equipment for survivors. The survival aid kit includes food, water and communications to support up to 20 persons for 72 hours. Up to five systems can be carried by Poseidon and delivered in a single air drop if required, supporting up to 100 survivors. The aircraft taking part in the air display comes from No.201 Squadron from RAF Lossiemouth, in Scotland.

NORTH AMERICAN SK-16 HARVARD

“The Six is a plane that can do anything a fighter can do—and even more. Naturally not as fast, she makes up for speed in her ease of handling and her maneuverability. She’s a war machine, yes, but more than that she’s a flyer’s airplane. Rolls, Immelmans, loops, spins, snaps, vertical rolls—she can do anything—and do it beautifully. For actual combat, more guns, more speed and more power is needed. But for the sheer joy of flying—give me an AT-6.”

USAAF Capt. Paul K. Jones, September 1944

The North American Aviation T-6 (British Harvard, US Texan, Swedish Sk-16) is an American single-engined advanced training aircraft that was used to train pilots of the United States Army Air Forces (USAAF), United States Navy, Royal Air Force, Royal Canadian Air Force and other British Commonwealth air forces during World War II and many other air forces, including the Swedish

variants and under a multitude of designations were built. It was without competition the most important trainer of the Western Alliance during the WWII. The aircraft has a tubular frame fuselage covered by aluminium panels that can be easily removed to give access to aircraft structures and systems. It has a large radial engine in the nose and its rounded fuselage tapers towards the tail. Its most distinctive features are the large greenhouse canopy over the pilot and instructor who sit in a tandem cockpit configuration and its pyramid shaped tail fin and rudder. The tailplane is of a conventional design. The low-wing is of a cantilever design and tapers upwards toward the tips. The aircraft’s undercarriage is of the tail dragger type with a fixed tail wheel and retractable main wheels which rotate inwards into the wing roots where they are exposed. The aircraft is powered by a single row ninecylinder Pratt & Whitney R-1340-AN-1 aircooled radial engine of 600 hp which gives

(335 km/h); a cruising speed of 145 mph (233 km/h); a range of 730 mi (1,170 km) and a service ceiling of 24,200 ft (7,400 m).

The RAF and the Commonwealth air forces operated thousands of the aircraft under the designation Harvard and many aircraft were manufactured under license in Canada and Australia. Improved and specialised models were built up to the T-6F, SNJ-6 and Harvard Mk 4 variants.

The Swedish Air Force procured 257 Sk 16s. The first 145 Harvards, were manufactured in Canada by Noorduyn and were shipped to Sweden in 1947. These were followed by a further 112 aircraft in 1950 from the USA. Most of the Sk 16s were provided to the Air Force Flight Academy (F 5) at Ljungbyhed, but they flew also at all other Wings of the Air Force. Except for training, they were used for weather flying and liaison.

The aircraft taking part in the flying display are owned and operated by the Swedish Air

SWEDISH AIR FORCE J32 LANSEN

This was the all-weather fighter version. Primarily it was used at night and in bad weather, because the other jet fighters then in the Swedish air force were daylight only.

The Swedish air force ordered 120 of these, but only 118 were delivered in the years between 1958-60. As night fighters they were retired in 1973, but a few remained in other roles, three unconverted J 32Bs were assigned to the aggressor/ECM squadron as training aircraft. Serial numbers were 3250132620.

Guns

As it was primarily intended to attack bombers, 20 mm guns weren’t considered enough, so instead four 30 mm cannon was adopted. There were no shutters before the muzzles. Casings were retained, so the tank didn’t need any protective covering.

At the end of a day when the guns had been fired the engine compressor had to be cleaned, as the powder deposits were corrosive and disrupted the airflow. Cleaning was done with the engine running at 6700 rpm by injecting about 100 l of the cleaning fluid which was a mixture of kerosene and detergent through two pipes attached to a spray machine.

Sight, radar and IR sight

As opposed to other Lansen versions, in this the pilot had a radar display, F-scope, for his own use and not only the navigator.

The reflex sight was designated Sikte 6A, which was used with all weapons for both air and ground targets. On it could be projected radar information and target data from the IR sight under the left wing, to allow attacks using the sight without any visual contact with the target.

Some aircraft were given an Hughes AN/ AAR-4 IR detector under the left wing, in front of the landing gear, of the same type as given to J 35A-long Drakens.

Missiles and rockets

Main armament was Sidewinder missiles, but in case of clouds they were complemented by unguided rockets which could be fired by radar sighting.

Engine and air intakes

As the engine was significantly more powerful (which was needed, as A 32A and S 32C certainly didn’t have enough power as fighters, for example they always had to be started using the afterburner) and required a larger airflow, the air intakes were made slightly larger, and the nozzle is of a different type than the other versions.

Engine: RM6A (=RR Avon Mk.47A) with Swedish afterburner, 6900 kp.

Usual tactics

The navigator, together with ground control where available, guided the pilot on a usually straight course towards a point behind the target, and at a suitable distance a turn was started in such a way that the target should be ahead and on the same course.

If possible, the approach to the target was made some 500 m or more lower to reduce radar clutter. Climbing attacks worked well and were preferred for targets higher than 6000 m, the approach then could be made at 1000-3000 m.

Radar displays for the navigator were a B scope on the left showing range and side angle (60 deg left/right) and an E scope on the left showing vertical angle (60 deg up/30 deg down) and distance to target. Lockon range could be around 30 km, when locked on target information was also displayed on the pilot’s F scope where the

target is shown as a circle displaced to show the angle to it, diameter for range and the position of a gap in the circle closing speed.

In addition to this when closing on the target, the binocular sight could in the right (the darkness) reflector show the IR data as an amorphous blob and the locked on radar target which you could put the aiming dot on when closing in. It also displayed an artificial horizon.

A gun attack could be made from up to 700 m range at high altitude and at low altitude and high speed a bit over 200 m.

A rocket attack usually commenced 15001800 m trailing and closing with 100 km/h on the target and 500 m higher. At a range of 1200 m a dive was inititated and the rockets fired shortly after that. Could be aimed either visually, with the radar information in the sight or using the radar’s F scope and were quite accurate and could therefore be used in clouds (which is a reason the “standard” loadout consisted of full gun ammo, two rocket pods and two Sidewinders). The attack had to be made from straight behind.

The Sidewinders were aimed at the target by pointing the whole aircraft, locked on and confirmed by audio tone and were fired when in range. During a climbing attack they could depending on circumstances be fired when the target was up to 2000 m higher. Sidewinders could at 10 km altitude be fired at ranges between 900 and 5000 m if the fighter speed was at least M 0.6. G load had to be less than 2.5G, which was indicated with a light.

In daylight ACM against the other fighters in Swedish service then it actually could hold its own pretty well, so it certainly was useful as an all weather fighter against bombers and attack aircraft.

Against a Saab Tunnan you had to keep the speed up, as Tunnan had very good low speed turn performance. The Hawker Hunter was relative to J 32B underpowered, so against them the vertical dimension was used. Saab Draken was superior when making high speed slashing attacks, but in a turning fight its wing produced too much induced drag so against them one could use climbing turns.

SAAB J35 DRAKEN

Saab has always excelled when it comes to fighter design and many of their aircraft were years ahead of their time. One of their finest achievements was the beautiful Saab 35 Draken (or Dragon) that was designed to replace the J29 Tunnan in the fighter role and was the first fully supersonic aircraft to be deployed in Europe.

The Draken was designed to meet a 1949 Air Board specification for an advanced highperformance jet fighter that was required to intercept fast, high flying bombers which were considered the greatest threat to Sweden at the time. The aircraft was not only to be capable of speeds up to Mach 1.5 (one and a half times the speed of sound) in level flight, but also to be capable of operating from roads and other dispersed non-airfield locations.

At the time the specification was issued the sound barrier had only been broken two years previously by Captain Chuck Yeager in the American Bell X-1, a rocket-powered research aircraft that was dropped from a modified B-29 Superfortress and the other jet aircraft designs that were being developed for service were only supersonic in a dive.

To achieve the high speeds required by the specification the aircraft had to have a small cross section, thin wings and a very powerful engines.

Saab’s design was imaginative and revolutionary. They adopted a double delta configuration in which one delta wing lies within another larger delta wing. The inner wing is thick and has an 80-degree angle of sweep for high-speed flight while the outer

thinner wing has a sweep of 57-degrees, which provides additional lift for low-speed flight and short-field operations. The thicker inner wing also provides space for the aircraft’s air intake, undercarriage, fuel and cannon ammunition.

It was powered by a single Svenska Flygmotor RM 6B/C jet engine, which was a licensed-built Rolls Royce Avon 200/300. This generated 10,780 lbs of dry thrust. Later production models had a total afterburning thrust of 14,400 lbs.

The engine is located on the aircraft’s centre line and is fed air through two elliptical air intakes which are located on each side of the aircraft near the cockpit and the hot exhaust gasses are expelled out of a single jet pipe which extends below and behind the large tail fin. The aircraft is fitted with

a tricycle undercarriage of a conventional design that has two main single wheels which retract in flight outwards into each wing root and a single wheel nose gear which retracts forward into a compartment below the cockpit.

Short distance landings was achieved through the use of a deployable drag chute, small airbrakes on the inner trailing edge of the wing and by the use of aerodynamic braking whereby the pilot keeps the nose of the aircraft high while travelling down the runway on the main gear. The high angle of attack causing increased drag that slows the aircraft down.

The first Draken prototype flew on 25 October 1955. It was not fitted with an afterburner. The following day it exceed Mach 1.0 in a climb.

There were six different versions of the J35 Draken fighter introduced into service with the Swedish Air Force between March 1960 and December 1999 when it was retired from service, these were the A, B,

C, D, F and J models. Each of which was progressively better than the preceding model. There were also two specialist Saab 35s, the S35E reconnaissance aircraft and the SK 35C dual control training aircraft.

The aircraft taking part in the air display is the final and ultimate version of the Draken fighter -the J35J.

It was powered with the Volvo Flygmotor RM6C engine (a licensed-built British Avon Mk.60) with an afterburning thrust of 17,200 lb. This enabled the aircraft to fly at Mach 2 (1,320 mph or 2,124 km/h) at 36,000 ft (10,973 m) and have an initial rate of climb of approximately 49,200 ft/min (15 km/min). Its service ceiling was 65,615 ft (20,000 m), and it had a range of 1,788 miles (2,878 km).

The aircraft was fitted with an integrated computerized weapons system that comprised of missiles, an Ericsson PS-11A radar that was hardened against enemy electronic countermeasures (ECM), a Saab 7B collision–course sighting system and

an infra-red search and track (IRST) sensor fitted below the nose radome. It was also fitted with improved radio communications, navigation, and identification friend or foe (IFF) equipment compared to earlier models. Its systems were also integrated into the Swedish STRIL 60 air defence control and reporting system.

It was armed with the three types of missile: the Rb 27 semi-active homing radarguided missile which could attack aircraft beyond the sight of the pilot ( eg.in cloud or darkness); the Rb 28 infra-red guided missile and the short range AIM 9P infra-red Sidewinder missile (whose structure can exceed 25G well over twice the maximum of the human body and 2½ times the tolerance of many fighters). The first two were built under licence from the Hughes Corporation. It was also equipped with one 30 mm Aden cannon built into the starboard wing root.

The Draken is owned and operated by the Swedish Air Force Historic Flight and is flown by Lars Martinsson.

TEAM RAVEN

multiple tours on the Tornado F3 Fighter (including flying missions over the Balkans in 1995) as well as tours as a Qualified Flying Instructor (QFI) on the Hawk, Grob Tutor and Grob 120TP Prefect. He now serves as a full-time Reservist QFI and Air Experience Flight Flight Commander on the Universities of Wales Air Squadron at St Athan.

Raven 2 - Pete Wells

pilots on the civilian scene having flown and owned many ex-military jets including the Aero L29 Delfin, L39 Albatros, Jet Provost, Strikemaster, Vampire, Venom & Hunter T7 and FGA9. He has also owned and displayed the Yak 52 and Westland Wasp helicopter and was formerly a member of Team Viper.

Raven 5 – Russ Eatwell

Team Raven is a civilian aerobatic display team which has been performing formation aerobatics at venues throughout the UK and Europe for ten years with their six Van RV-8 aircraft. It is made up of a mixture of ex-military and civilian pilots who each have thousands of hours flying experience and a passion for flight. Some learning to fly fast jets before they could even drive. Others starting in gliders before moving on to a range of civilian and ex-military aircraft and display flying.

THE AIRCRAFT

The team flies the Vans RV-8 aircraft - one of the world’s best selling self-build aircraft. It is a small all-aluminum two-seat low-wing aerobatic and sports touring aircraft that features rectangular wings and tailplane, a large fin, a large clear sliding canopy over the pilots who sit in a tandem seating arrangement and a fixed undercarriage with wheel spats. It is powered by a 4-cylinder Lycoming 180 hp IO-360 engine with a top speed of approximately 220 mph and a range of between 780 and 840 miles depending on power settings and altitude.

Its excellent power to weight ratio and efficient airframe gives the aircraft fighterlike handling and performance that makes it perfect for aerobatics and formation flying. It is stressed for +6 and -3 G

PILOTS

Raven 1 - Simon “Sid” Shirley

Now in his 10th season as a display pilot, Sid is a former RAF fast jet pilot with around 5,500 hours flying hours having done

Pete is an aircraft engineer who has been flying all his life and is a self-confessed air junkie having amassed over 6000 hours, all of which on tail-draggers. He went solo on his 16th birthday in a glider & retains a keen interest in gliding. He started power flying as a glider tow plane pilot on Piper Cubs & Pawnees after which he progressed onto aerobatic types amassing many hours in Van RV8, Sbach XA42, Cap 10 and Fournier RF4D aircraft amongst others. His display flying started in 2007 with solo displays in a Silence Twister followed by over 10 years as leader in the Twister duo. In 2009 he was the first to perform an aircraft pyro display in the UK and he went on to lead the first team to perform pyro displays, which he has done in most of Europe, China, the UAE & Bahrain

Raven 3 - Barry Gwynnett

Barry is an experienced civil General Aviation pilot who has held a Private Pilots License for 36 years and has around 2,300 flying hours. He is now in his 9th season with the team and is one of its founder members, having previously been a member of Team Osprey who flew displays in Yak aircraft.

Raven

Gerald, was a professional rugby player in Wales, New Zealand & South Africa with a passion for flying. He has been a keen PPL pilot for 25 years with more than 2000 hours and is arguably one of the most experienced military jet

Russ is in his 2nd season with the Team. His passion for aviation was seeded at the age of 11 when his father taught him to fly gliders. In the 46 years since then he has accumulated over 15,000 hours flying hours on 70 different types of civil and military aircraft and helicopters. He served in the Royal Navy’s Fleet Air Arm flying Sea King Helicopters in the Anti-Submarine and Search and Rescue roles before flying Sea Harriers operationally. The latter including 67 combat missions during the Balkans crisis. He is currently training the next generation of Naval and RAF fighter pilots at RAF Valley on the Hawk T2 after an interlude flying Airbus A320 and A380 aircraft for commercial airlines. He has previously displayed the Sea Harrier for the Navy and the Swordfish and Sea Hawk for Navy Wings and the Rolls Royce Spitfire Mk.19.

Raven 6 – Mark Southern

Mark is an ex-RAF pilot who flew the Jet Provost as an instructor and the Tornado GR 1 operationally. Today he is an airline pilot with 30 years flying experience on a wide variety of Airbus and Boeing airliners around the world. He also an experienced display pilot of ex-military aircraft and was formerly a member of Team Viper.

4 – Gerald Williams

Photography: Paul Johnson, Flightline UK

Together, the limit the sky ’s

At Premier Inn we love all the amazing things that happen across the Channel Islands, it’s what makes these wonderful islands truly unique.

That’s why, this year we are supporting the Jersey Airshow, making sure this spectacular and historic event goes ahead.

We’ll be watching the skies and enjoying the show from our Charing Cross & Bath Street hotels. Pay us a flying visit, our bar and restaurant is open to everyone, not just guests, so come and try our famous breakfast or a delicious dinner.

CONSOLIDATED PBY CATALINA

It was joked that the “Catalina was so slow there was a danger of birds catching up with it and striking it in the tail”

The Consolidated PBY Catalina is a twin-engined multi-role flying boat or amphibious aircraft, that was designed by the Consolidated Aircraft Corporation to meet a US Navy requirement for a long-range patrol bomber, hence the initials “PB” (the third letter denoting the manufacturer and Y being Consolidated. It first flew on 23 March 1935. Throughout World War II the aircraft performed and excelled in a number of roles: maritime patrol (reconnaissance), convoy escort, anti-submarine, anti-surface ship, level bomber, search and rescue, and personnel and freight transport.

The Catalina’s fuselage is shaped-like a boat’s hull under a large parasol wing, which is mounted above the fuselage on a closed pylon. The wing is stiffened by two bracing struts angled at 45 degrees between the fuselage and the underside of the wings. At the wing tips are two retractable floats, which are lowered for landings and take-offs. The rear of the fuselage rises upwards towards the tail and the tail fin and the horizontal stabiliser, which is mounted mid-way up the fin rises above the height of the wing in order to minimize contact with the water. Large distinctive bug-eyed glass blisters are located on each side of the fuselage aft and these are used for observation and by the waist gunners to defend the aircraft from air attack.

The early variants were flying boats, whereas the later variants were amphibious aircraft with a retractable tricycle undercarriages - in which the nose wheel retracts upwards under the pilot’s compartment and the main gear into recesses along the side of the fuselage.

Internally, the aircraft is divided into a number of compartments which house different crew members and which are separated from each other by waterproof bulkheads.

It is powered by two 14-cylinder Pratt & Whitney R-1830· 92 Twin Wasp radial engines capable of producing 1,200bhp each. which were fitted to the leading edge of the wing just outboard of the fuselage. The aircraft had a maximum speed of 196 mph but cruised at 124 mph. It had a range of 2,520 miles and a service ceiling of 15,800 feet. Its maximum endurance (longest non-stop flight) was 31 hours and 45 minutes.

The Catalina was armed with a variety of weapons. Defensive armament was one or two moveable .303 calibre (7.62mm) machine guns in the nose position ahead of the pilot; a single or twin .303’s on a double yoke mounting in each blister turret; and another .303 at the rear of the aircraft firing through the rear ventral hatch. Some aircraft were equipped with the harderhitting 0.5 inch (12.5mm) Browning machine gun in some of these positions. For offensive operations the PBY-5A could carry either 2,000 lbs of bombs or mines and two torpedoes, or four 325lb depth charges on external wing racks located near the centre section.

The Catalina sank 40 U-boats during the Second World War. In May1941, a Catalina located the German battleship Bismarck in the Atlantic Ocean after it sank the British battleship HMS Hood in the Denmark Strait between Greenland and Iceland; the sighting lead to its sinking by the British battleships HMS Rodney and King George V.

In April 1942, a Catalina located the Japanese carrier force which was intending to attack the inferior British Eastern Fleet in its harbours

in Ceylon (now Sri Lanka) in the Indian Ocean. Its warning enabled the majority of the British ships to escape to fight another day. The raid, while causing extensive British losses, did not lead to the annihilation of the Fleet.

In June1942, a Catalina sighted the Japanese Fleet attacking the US island of Midway in the Pacific Ocean which led to the sinking of four Japanese aircraft carriers for the loss of one American carrier. This was a decisive turning point in the war in the Pacific.

In 1945, a Japanese submarine torpedoed the USS Indianapolis, a cruiser. Of the 1,195 crewmen on board, approximately 300 went down with the ship, The remaining 890 spent four days stranded in the open ocean, with few lifeboats and almost no food or water. They faced exposure. dehydration, saltwater poisoning and shark attacks. The first Catalina to arrive spotted the survivors and dropped life rafts, one of which was destroyed in the drop while the others were dropped too far away from the exhausted crew. Against standing orders not to land in the open ocean, the crew took a vote and decided to land their aircraft in the12-foot swell.

Once on the water, they managed to maneuver and pick up 56 survivors. There was not enough room in the aircraft, so the crew lashed some men to the wing with parachute cord. They were all picked up by a destroyer escort the following day. The Catalina could not be recovered and so it was sunk. Only 316 of the nearly 900 men set adrift after the sinking survived.

The aircraft taking part in the air display is a WWII PBY-5 veteran owned by Plane Sailing Ltd. It is based at Duxford airfield in Cambridgeshire. The aircraft is piloted in the display by John Harmsworth.

SMART,

SMART,