Spotter Magazine Issue 30

ZIP 737-200S SHUTTLEWORTH TIGER MEET 2021 VICKERS VALLETTA SPOTTING IN MALTA OCU KLEINE BROGEL ALTUS ELEPHANT WALK SOUTH AFRICAN DAKOTAS AUSTRIAN DASH 8 FAREWELL

KRIS CHRISTIAENS

A C-130 at the maintenance hangar at the Melsbroek Air Base

WELCOME

When I had the initial idea of launching Spotter Magazine, I was overwhelmed by the support of the worldwide community of aviation photographers who volunteer to provide this publication with all the amazing features which have graced the pages of these last thirty issues. It is indeed a great reassurance that planespotters and aviation photographers are first and foremost, a close-knit community who enjoy sharing their work with similarly-minded people.

Your support has been so great, that we have decided to take the bold step of publishing this magazine on a monthly basis again, mainly out of respect to our many contributors, who all deserve to be published, and to have the articles truly respect the value of their work.

MARK ZERAFA EDITOR EDITORIAL EDITOR: MARK ZERAFA ADVERTISING AND COMMERCIAL: EMAIL:

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EDITORIAL ADDRESS: 238, ‘MORNING STAR’, MANUEL DIMECH STR., SLIEMA, SLM1052 MALTA , EUROPE

@SpotterMagMalta

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COVER:

KEDAR KARMARKAR

CONTENTS Marketplace

6

Return to Shuttleworth

12

Zip’s 737-200s

32

Kleine Brogel OCU

42

Altus Elephant Walk

52

Indian MiG-27s

64

NATO Tiger Meet 2021

80

Berlin’s 707

96

South African Dakotas

104

Malta International Airport

114

Argentina’s Trackers

126

Pfiat di Dash!

142

Spotter Encounter

152

Vickers Valletta

162

CREDITS ARTWORKS: RICHARD J. CARUANA CONTRIBUTORS: ANDREW CRITCHELL– RICHARD BARSBY PATRICE DOCHAIN - GARRETT HELLER KEDAR KARMARKAR – DAVID PARODY DIRK GROTHE - RAYNO SNYMAN SEBASTIAN SOLIS - DIETMAR SCHEIBER LORCAN RICHARDSON - MARK DOBSON YOLANDIE GROBLER DE JAGER - JULIA MULLER CARMEL J. ATTARD

COPYRIGHT NOTICE

DIETMAR SCHEIBER

All photos and articles remain the intellectual and artistic property of the respective credited persons. All unauthorised reproduction, by any means, both printed and digital, is considered an infringement of this copyright and all remedies available by law will be taken against any infringements of such copyright.

MARKETPLACE

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CLASSIC AVIATION

Text: Photos:

Andrew Critchell Andrew Critchell

After 37 years of service and hard work in the RAAF, providing a strong deterrence force for Australia – and over 44years since they were built – the world last flying F-111 (locally known as “Pigs” …. and some people thought Pigs cant fly??) have now landed, thus bringing to an end a unique era of aviation in Australia.

DeHavilland DH.88 Comet G-ACSS was one of the long-distance racers built with the sole purpose of winning the 1934 McRobertson Trophy, a race from England to Australia. Of the three DH88s built for the race, G-ACSS was the winner, flown by C.W.A. Scott and Tom Campbell Black. It is one of two surviving aircraft.

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Of course, many things were different.

Although visitors were free to look around the site before the display started there were few trading stalls and hangars remained closed while the significantly reduced number of visitors was apparent. Watching the display itself meant being parked in a 5m x 5m box allowing space to sit next to your car. Fortunately, Old Warden is small enough for this not to be a major problem for photography, distance from the display axis being the only real concern for some areas.

The display itself was opened in fine style with a thundering low topside pass

by Plane Sailing’s Duxford based Consolidated PBY-5A Catalina (actually a Canso) painted as a USAAF OA-10A of the 8th Air Force 5th Emergency Rescue Squadron named ‘Miss Pick Up.’ Operating from Old Warden’s grass runway, the big twin-engine amphibian provided some welcome ‘heavy metal’ to the show.

Other notable highlights included James Brown, owner of Hurricane MkI R4118 operated by Hurricane Heritage, making his first public display flying Noorduyn AT-16 Harvard IIB G-CIUW FE511. Another debutant was the Collection’s Bristol F2b Fighter making its first postrestoration display in new 22 Squadron markings, its two year overhaul including the refurbishment of the wings and fuselage. Final debut act was John Romain closing the show in Historic Flying Ltd’s Hispano Buchon G-BWUE. The license built, Merlin engine Bf109 was displaying in public for the first time in JG27 desert camouflage markings recently applied for the filming of the BBC documentary ‘SAS Rogue Heroes.’

The Duxford based Aircraft Restoration Company (ARCO) operate Hispano HA-1112-MIL Buchon G-BWUE on behalf of Historic Flying Ltd and ARCO’s Managing Director, John Romain, closed the show with a typically elegant display. The aircraft was being shown for the first time in a JG27 desert camouflage scheme recently applied for the filming of the BBC documentary ‘SAS Rogue Heroes.’

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Now repaired after her Scotish misadventure, Plane Sailing’s Consolidated PBY-5A Catalina G-PBYA ‘Miss Pick Up’ opened the show in fine style.

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World War One enthusiasts were well catered for with a section of the display devoted to Sopwith Triplane N6290 G-BOCK, Sopwith Camel D1851 G-BZSC, flown by ‘Dodge’ Bailey, Bristol M1C G-BWJM, flown by Paul Stone, and Bristol F2b Fighter G-AEPH. the ‘Brisfit’ was making its first public display after a two year restoration and refurbishment. The aircraft has been painted in 22 Squadron markings as ‘B1162,’ the aircraft in which Ernest John Elton, the Royal Flying Corps highest scoring non-commissioned officer, scored fourteen of the sixteen victories he achieved during February and March 1918.

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Westland Lysander G-AZWT V9367, configured as a MkIII S.D (Special Duties) variant as flown by 161 Squadron during World War Two dropping and retrieving agents and supplies behind enemy lines from 1942 to 1945.

Polikarpov Po2 G-BSSY displayed alongside the Lysander, both machines showing their low-speed handling qualities.

The Collection’s Chief Pilot, Paul Stone, puts Supermarine Spitfire Vc AR501 G-AWII through its paces filling the sky with the unmistakable sound of a Rolls Royce Merlin engine.

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James Brown made his first public display appearance flying Noorduyn AT-16 Harvard IIB G-CIUW FE511 representing one of the main advanced trainers used by the RAF in World War Two.

Miles Magisters P6382 G-AJRS and G-AKPF N3788 continuing the Training Command Theme. The ‘Maggie’ as the aircraft was affectionately known, was a two-seat monoplane basic trainer that complemented the Tiger Moth in RAF service in World War Two.

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The first Training Command act was a pairs routine from Shuttleworth’s DH82A Tiger Moth K2585 G-ANKT and Avro Tutor GAHSA K3241.

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The RAF Coningsby based Battle of Britain Memorial Flight provided a flypast of Supermarine Spitfire XVI TE311, flown

by Squadron Leader Mark Sugden, and Spitfire VB AB910, flown by Flight Lieutenant Andy Preece.

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IT’S GOOD TO BE BA

NETHERLANDS MILITARY

RUSSIA - ARMY DAYS KUBINKA

BRITISH MILITARY SPOTTING

ISRAEL SPOTTING

GERMANY MILITARY SPOTTING

FRANKFURT SPOTTING WEEKEND

LONDON HEATHROW WEEKEND

GREECE OPEN DAYS

ACK!

It’s been a painful process for us as well, but now that the skies re-open, we’re going to do our best to give you back some of the action you have been missing all along. So, we will shortly be launching our tour programme for Summer 2021, including safe destinations and low-risk events. We will have small groups and will ensure maximum safety throughout the tours. Given the uncertainty of airshows actually happening, we will be focussing on military and civil spotting, with a dose of museums and wrecks and relics.

9htravel@gmail.com

AIRLINERS

Text: Photos:

Mark Zerafa Richard Barsby

Zip was a short-lived low-cost subsidiary of Air Canada. Active between 2002 and 2004, it served regional destinations within western Canada from its Calgary base. It is most fondly remembered for its gaudily coloured fleet of Boeing 737-200s.

Delivered new to CP Air in March 1983. C-GMCP followed the airline’s fortunes as it was acquired by Canadian Airlines and eventually merged into Air Canada, which then transferred it to its new low-cost subsidiary in September 2002. Following Zip’s closure, it was flown by Canadian North before going to Nigerian carrier Chanchangi Airlines in March 2005. It is here seen in a special Christmas livery, being de-iced prior to departure.

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Launched by Air Canada as a no-frills, low-cost airline in September 2002, Zip was a domestic airline flying a fleet of 12 Boeing 737-200 aircraft from it base in Calgary. This, together with Air Canada’s low-cost subsidiary Tango, was mainly in response to low-cost carrier WestJet. The Canadian airline felt the pressure from its low-cost competitors which made its mainline service uncompetitive on domestic routes, and hence it was felt that a separate brand with a separate product offering could render these routes profitable again for the airline.

The airline’s jets, all sourced from Air Canada’s fleet, were painted in a bright neon colour, and the cabin was set in a singleclass configuration for 118 seats.

Six aircraft formed the initial fleet, which was planned to eventually grow to 20 aircraft. Cabin density was less than traditional low-cost airlines, and the inflight service included a light snack and beverage service. Maintenance was contracted to Air Canada and Air Canada Jazz.

The initial network saw services from Calgary to Edmonton, Vancouver and Winnipeg, with additional destinations added with time to include Montreal, Ottawa, Regina, Saskatoon and Victoria.

Towards the end of its operation, a different colour scheme was adopted, with a white front fuselage with a bee motif under the cockpit amd the company’s website ‘4321zip.com’ where the airline titles would usually be. The tail section remained in the assortment of neon colours already prevalent across the fleet.

The airline was however short-lived, as in September 2004, the parent company took over the routes served by Zip, and absorbed most of its 400 employees. On its final day, two 737s performed a low-level flypast in formation over Vancouver Airport, bringing to an end two years of colour in Canadian aviation.

Nineteen 737-200s are noted to have flown with Zip, and all would have another lease of life with other airlines. Two went to Aerocondor in Peru, two to Vensecar Internacional, four to Canadian North, two to Merpati Indonesia, two to Chanchangi Airlines, two to Aerolinease del Sur, with others going to Nova Air, First Air and Kelowna Flightcraft.

Whilst the first aircraft wore bright neon colours all over the fuselage, the airline later adopted a white front fuselage featuring the airline’s website. Note the soot on the fuselage where the engine exhaust is deflected towards the fuselage by the thrust reverser.

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These photos clearly show the four colours which adorned the Zip fleet.

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The old-school cockpit of the 737-200, especially with the lack of navigation computer, added considerably to the crew’s workload by today’s standards. Nowadays, the entire flightplan is fed into the Flight Management Computer, and the aircraft will reliable fly through all the waypoints without crew intervention. 737200 crews needed to change the heading on the autopilot at every waypoint.

However, the type has proved rugged and reliable in the harshest of environments.

The cabins often reflected the previous operators of the aircraft, including Air Canada and Canadian Airlines. Seating was not crammed to the standards of low-cost airlines nowadays, and Zip even offered an inflight snack and beverage.

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MILITARY

Text: Photos:

Patrice Dochain Patrice Dochain

On a beautiful fall day, I had the opportunity to report on the Operational Conversion Unit, based in Kleine-Brogel, whose motto is "Semper Vulture". It was "Brioche" from the Air Ops of the OCU which took charge of me as soon as I arrived at the gates of the Kleine-Brogel base. Thanks to him I was able to enter the little-known world of training future F-16 fighter pilots of the Belgian Air Component. During my visit, I notably had the opportunity to attend a simulator flight by a student pilot, to visit the various classrooms, to conduct interviews and to follow a student pilot in his preparation for a training flight. An immersion within the squadron of experts responsible for bringing student pilots to the gates of one of the four F-16 fighter-bomber squadrons of the Belgian Air Component.

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The unit owes its origins in the late 1970s and the introduction of the F-16 into the Belgian Air Force. A handful of instructors fresh from training on the new General Dynamics fighter-bomber began preparing pilots of the 349th and 350th squadrons of the 1st Beauvechain Fighter Wing in Walloon Brabant. In December 1981, the Conversion Flight moved temporarily to Kleine-Brogel to facilitate the conversion of the 23rd and 31st Squadrons of 10 Tactical Wing. From then on, Beauvechain and Kleine-Brogel each performed the conversion of their own pilots until the Operational Conversion Unit (OCU) was formed on September 1st, 1987 at Beauvechain. Its main mission was to perform the basic conversion of all young pilots as well as to provide tactical training for future pilots. In November 1993, further changes followed the introduction of the Conversion Improvement Program (CIP), with, the entire conversion of Belgian F-16 pilots being centralized at Beauvechain. After the disbandment of the 1st Beauvechain Fighter Wing on March 4th, 1996, the OCU was transferred to the 10th Tactical Wing at Kleine-Brogel, where it continues to operate.

OCU conversion to an F-16 requires 40 hours in a flight simulator and about 100 flights. Today, the conversion has followed the evolution of the F-16, with all updates and new weapons systems covered in the actual conversion, known as the Basic Qualifying Training Course (BQTC). This course includes 79 academic briefings (+/- 220 hours), 33 flights in a flight simulator (approximately 49.5 hours), 61 flights (82 hours) as well as several briefings and various training courses. Throughout their studies at the OCU, student pilots learn how to fly the F-16. They practice in-flight refueling before moving on to various aerial maneuvers and the use of all the weapon systems (missiles and smart bombs) and various sensors necessary to successfully complete a mission. For this, they can count on the pedagogy and experience of their instructors. Thanks to their knowhow, they will be able to better manage the stress inherent to a fighter pilot. In addition to the basic conversion, the OCU also conducts refresher training for F-16 pilots returning to fighter aviation after a long absence. The OCU has several pilot instructors (PI), including a squadron commander and an air operations officer (Air Ops). The OCU also has the support of “IP visitors” from other squadrons, Comopsair (COA), Department of Aviation Safety (ASD), etc.

Over the past few years, the OCU has faced many changes, location of premises, assignment and training. But the OCU's primary task remains the same, namely to train new pilots in the best possible way and to bring them to the gates of one of the 4 F-16 squadrons of the Air Component. And as a former commander put it: “There is nothing more important than giving milk to babies!”. In 2017, the OCU celebrated its 30th anniversary. There is no doubt that the 40th anniversary will coincide with a great challenge to be met with the arrival of the F-35.

The F-16 simulator plays an important part to achieve cost-effective training without eroding flight hours on the fleet.

Both Luxembourg’s and Belgium’s A400Ms have been very recently delivered, so this exercise provided a good opportunity for many to get a first glimpse of the type.

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Transition phase: the main objective of this phase is to make the student self-sufficient, and thus to achieve flying the F-16 solo. The next stage is to ensure he can operate the plane as both a singleton and a two-ship formation. This phase generally includes 12 flights. Basic Fighter Maneuvers: during this phase, the students learns the first offensive and defensive maneuvers. Air-to-ground: 10 flights including learning weapons systems, lowlevel navigation, flying over hostile territory, learning how to deliver ordnance and using the cannon.

Tactical Intercept: 10 flights during which the trainee will mainly use the radar and associated avionics. This is a very intense phase in terms of communication and also dialogue with the ground controllers. Air Combat Maneuvering: The student will learn the art of two-on-one combat, sharing responsibilities. He will also learn to distinguish between friendly and enemy aircraft.

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ISSUE 27

HELICOPTERS

Text: Text: Photos: Photos:

Garrett Heller Joe Cupido Garrett Heller Joe Cupido

If you know anything about Southwestern Oklahoma, you’ll recognize the wide open plains, sunny weather, and the constant sound of jet engines emanating from Altus Air Force Base. On April 2nd we had the pleasure of visiting Altus to witness firsthand the hard work performed by the men and women of the 97th Air Mobility Wing as they performed their annual severe weather evacuation exercise.

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Altus, known as “Mobility’s Hometown” is home to the 97th Operations Group that oversees the 58th Airlift Squadron, the 54th Air Refueling Squadron, and the 56th Air Refueling Squadron. The mission of these units is to provide initial and requalification training for C-17 Globemaster III pilots and loadmasters, KC-135 Stratotanker pilots and boom operators, and KC-46 Pegasus pilot and boom operators. With more than 300 days of favorable flying weather per year, Altus’ location is a natural fit to carry out it’s mission- “We Train Exceptional Mobility Airmen.”

Altus has a rich history and has proudly trained airmen for over 77 years. Founded in 1943 by the Army Air Corps and subsequently closed after WWII. Altus was reactivated in 1953. Over the years its skies have seen everything from Cessna AT-17s to B-47s, B-52s, KC97s, C-141s, C-5s, and the newest asset in the USAF inventory, the KC-46 Pegasus. The 97th Operations Group can trace its history back to the 97th Bombardment Group which flew B-17s in WWII. As a tribute to this bloodline, the 97th has painted two aircraft with the “Triangle Y” tail markings that were worn on B-17s during the war. It is a proud heritage represented on the tails of a C-17 and KC-46. Truly an air wing that recognizes and reveres the history that it has made!

Although Altus has over 300 days of favourable flying weather, it also is situated in the heart of tornado alley.

As a result of being located in the Midwestern United States, Altus must be on high alert during tornado season (from early Spring till mid-Autumn) to be able to evacuate their assets out of the path of incoming storms if necessary. To prepare air crews and ground crews for this potential situation, the 97th AMW holds a severe weather mass evacuation exercise in early spring each year. This exercise entails approximately 30 aircraft performing an elephant walk followed by minimum interval take off from the two runways at Altus to prove their capability. This ensures that their aircraft can quickly and efficiently be flown to safety at other USAF bases.

Early in the morning of April 2nd, the smell of jet fuel and sound of engines filled the Altus sky at 0700 sharp.

Maintenance crews worked tirelessly to ensure their birds were ready to roll and performed precisely. Leading the pack, KC-135s began to taxi out followed by the newest asset at Altus, the KC-46 Pegasus, and bringing up the rear was a heard of C-17s. A total of 29 aircraft taxied with crisp efficiency into position on the runway in this early morning elephant walk. After proving that all air crews could efficiently coordinate a max taxi out, aircraft split into two groups and proceeded to prepare for departure.

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NOSTALGIA Lead again by the venerable Stratotankers, the jets launched in minimum intervals. Departing from runway 17 Right, the 135s and 46s climbed into the sky as the Globemasters departed on runway 17 Left.

Upon departure, air crews performed normal training missions over the next few hours. The KC-46s and KC -135s performed air to air tanking training while the C -17s performed practice parachute cargo drops at various drop zones before returning to Altus in formations of three to five jets at a time.

Altus is one of the crown jewels of Air Education and Training Command (AETC). Those stationed at Altus confidently say “We Train Exceptional Mobility Airmen”. After watching these Airmen perform their duties during this exercise, we steadfastly agree with that statement.

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NOSTALGIA After about 15 years of flying and working on my career I had established myself pretty well in the fighter community. I was always thinking of new ideas and looking at other people’s work to get more ideas. I didn’t copy others work, but late at night, in the shower, while driving to the store or just while lying in bed thinking about how Text: captured Joe Cupido they their material I was studying. I would think Photos: Joe Cupido about and then plan out the complete mission months, weeks, or days before flying, or keep different ideas in my head and when the time came used them.

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say Well, the other thing I tried to do as much as possible which aircraft I liked the best, they all had their place in aviation, but I do feel that the followwas not to do what everyone else was doing, sorry but it ing article and images mightI had not be my flying best work, was the most important mission I think seemed boring.

At the time more time but in the I flew. In so many ways it was a very basicThen flightone of a fighter type aircraft out on a normal McDonnell-Douglas F4 than anyjust other fighter. day this idea camebut to it me, getdifferent a flight and of each the modtraining mission, was veryofspecial . els of the F-4 together, those being; the C / D / E / RF and G models and there were units still operational in all the models. This had NEVER been done, or at the time I had never seen a photo of them together. Then came the hard part, putting the flight together and making it happen.

First off was to figure out all the logistics of getting the aircraft, finding a location to operate from, getting the aircraft to and from that location. Biggest issue was getting approve from each of the units to support the mission, that being finding an operational F4 unit flying each of the different models. This was the easy part because I had flown in all the F4 models and went back to those units for help. Logistically it really worked out because all the units were on the west coast. I called each of the units; 123rdnd FIS at Portland IAP, OR – F-4C / 194th FIS at Fresno IAP, CA – F-4D / 196th TFS at March AFB, CA – F4E / 192nd TRS Reno IAP, NV – RF-4C and the 35th TFW George AFB, CA – F-4G. All came back with, “When and where do you want us to send an aircraft.” They all were very cooperative except the 35th TFW. The Director of Operations told me this, “There is NO reason to fly that formation, it serves no purpose.” I disagreed, but I had no “G” model for the flight.

NOSTALGIA After about 15 years of flying and working on my career I had established myself pretty well in the fighter community. I was always thinking of new ideas and looking at other people’s work to get more ideas. I didn’t copy others work, but late at night, in the shower, while driving to the store or just while lying in bed thinking about how Text: captured Joe Cupido they their material I was studying. I would think Photos: Joe Cupido about and then plan out the complete mission months, weeks, or days before flying, or keep different ideas in my head and when the time came used them.

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say Well, the other thing I tried to do as much as possible which aircraft I liked the best, they all had their place in aviation, but I do feel that the followwas not to do what everyone else was doing, sorry but it ing article and images mightI had not be my flying best work, was the most important mission I think seemed boring.

At the time more time but in the I flew. In so many ways it was a very basicThen flightone of a fighter type aircraft out on a normal McDonnell-Douglas F4 than anyjust other fighter. day this idea camebut to it me, getdifferent a flight and of each the modtraining mission, was veryofspecial . els of the F-4 together, those being; the C / D / E / RF and G models and there were units still operational in all the models. This had NEVER been done, or at the time I had never seen a photo of them together. Then came the hard part, putting the flight together and making it happen.

First off was to figure out all the logistics of getting the aircraft, finding a location to operate from, getting the aircraft to and from that location. Biggest issue was getting approve from each of the units to support the mission, that being finding an operational F4 unit flying each of the different models. This was the easy part because I had flown in all the F4 models and went back to those units for help. Logistically it really worked out because all the units were on the west coast. I called each of the units; 123rdnd FIS at Portland IAP, OR – F-4C / 194th FIS at Fresno IAP, CA – F-4D / 196th TFS at March AFB, CA – F4E / 192nd TRS Reno IAP, NV – RF-4C and the 35th TFW George AFB, CA – F-4G. All came back with, “When and where do you want us to send an aircraft.” They all were very cooperative except the 35th TFW. The Director of Operations told me this, “There is NO reason to fly that formation, it serves no purpose.” I disagreed, but I had no “G” model for the flight.

Spotter Magazine would like to thank the Public Affairs Office at Altus Air Force Base for hosting us, as well as Colonel Matthew A. Leard for extending the invitation.

A luxury set of six mugs featuring the planes that defended, and fought back from the island of Malta, illustrated by Richard J. Caruana.

HONOURING AN ICON

A limited-edition of 150 prints, incorporating a piece of skin from Super Guppy F-BTGV, the first of four Super Guppies Turbine built.

NOSTALGIA MILITARY

Text: Photos: Text:

Kedar Karmarkar Kedar Karmarkar Joe Cupido

Photos:

Joe Cupido

When you look at the MiG-27 Flogger sitting on the ground - it almost looks like a brute ungainly maDuring my career as an Aviation chine, sitting on a tough landing gear,Photojournalist with an armor I flew in and or piloted over 100 different plate around the cockpit andPiper an almost "Goofy"-like types of aircraft, from the J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say appearance.

ButI liked up in the the best, air in they the primary which aircraft all had role theirofplace in aviation, but I do feel that the followground attack, it was a mean machine with a force ing article and with. images might not be my best work, but was the most important mission I think to be reckoned

I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

From this angle, a number of key features of the MiG-27 are clearly visible. The ventral fin folds sideways to provide ground clearance. The sturdy undercarriage follows a complex retraction procedure, with one of the doors also doubling as a dirt deflector when operating from rough strips.

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The additional cockpit armour plating, as well as the simplified air intakes in comparison to the MiG-23, are clearly visible from this angle.

The origins of the MiG-27 lie with the MiG-23 interceptor that was designed more for an air-to-air interception role with variable geometry wings that could be swept backwards at the maximum angle of 72 degrees for a high-speed dash. The design was adapted keeping simplicity in mind. The landing gear was a piece of ingenuity. In order to fit the massive landing gear in the narrow body, hydraulic rotation was used to lift the landing gear and fold it while retracting in the bay. The landing gear itself was built tough to endure landings and takeoffs on primitive airfields with ordnance hanging from the jet. The ventral fin that added stability to the jet was an automatic function and deployed as the landing gear retracted into the bay. The variable intake ramps of the engine intakes were simplified from the MiG-23 to a simpler design for the MiG-27 since it was designed to be a low-level strike platform. The engine was a R-27 turbojet that was refined to a R-29B-300 and is a twin-

spool design. The turbojet was preferred over the turbofan at the time to ensure faster throttle response. The nose was lowered and offered a good forward and downward visibility compared to the MiG-23BN. Originally the Indian Air Force (IAF) had selected the MiG-23BN in 1981 to replace the fleet of Sukhoi Su-7 and HF-24 Maruts under the Tactical Air Support Aircraft (TASA) requirements. The license agreement was further amended in 1982 when the IAF was offered and selected the MiG-27 in addition to the MiG-23BNs since it had a more advanced nav-attack system and offered precision strike capability with the laser-guided munitions like the Kh-29 TV/laser-guided missiles. The initial aircraft were assembled from kits provided by the MiG Plant in Irkutsk in Siberia, while the later aircraft were assembled with more indigenous means by Hindustan Aeronautics Limited (HAL).

The R-29-B-300 engines were to be license built in HAL Koraput with up to 300 engines ordered in 1984. The avionics and other accessories for the MiG-27ML were produced in HAL divisions at Lucknow, Hyderabad and Korwa. The first example assembled by HAL Nasik was completed in September 1984. The original MiG-27 variant was the M and the L that stood for "Licensed" was added thus the first MiG-27ML (Serial # TS 501) started its career in the IAF in No. 222 Sqn 'Tigersharks' at Air Force Station (AFS) Hindon near Delhi on December 14, 1984. Next squadron to convert in 1987 were No.9 Sqn 'Wolfpack', and No.18 Sqn 'Flying Bullets' also based at AFS Hindon. No.22 Sqn 'Swifts' based at AFS Hasimara in West Bengal and No.2 Sqn 'Winged Arrows' based at AFS Kalaikunda converted to the MiG-27ML in 1990 and 1991 respectively. In 1993, No.10 Sqn 'Winged Daggers' based at AFS Jodhpur accepted the MiG-27ML. The Tactics and Combat Development Establishment

(TACDE) then at AFS Jamnagar - which is like the Weapons School of the US Air Force - accepted some units of the MiG-27ML to complement its strike curriculum. The eighth and the final unit to stand up with the MiG-27ML was No.29 Sqn 'Scorpios' in October 1996. The last MiG-27ML (Serial # TS 665) was delivered by HAL Nasik to the IAF in March 1997. All the original MiG-27MLs had a serial number that started with ‘TS’. In the end, there were 165 MiG-27MLs license-built by HAL and another 54 were assembled from off-theshelf knock-down kits.

As in the career of many other offensive platforms, the MiG-27ML also had its fair share of upgrades.

Beginning in the early 2000s, the entire fleet was kitted out with an Indian Radar Warning Receiver (RWR), onboard GPS equipment, and backwardfiring countermeasure dispensers from Israel. Operational capabilities were also enhanced by

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the integration of Vinten VICON 91 photo-reconnaissance pod and the Elta EL/L-8222 digital radio frequency memory (DRFM). The last upgrade that was implemented in the mid2000s was a comprehensive one - enhancing the offensive and defensive avionics suite on the platform. This was a huge upgrade on the MiG-27ML. Defence Armament Research Establishment (DARE), Aeronautical Development Establishment (ADE), Software Development India (SDI), and HAL came together to execute the upgrades. The final product would be called DASH-II - an abbreviation of the involved agencies above. An unsuccessful engine upgrade was also looked into because of lack of engine reliability on the existing R-29B-300 and a prototype was seen flying with a Lyulka AL-31F engine of the Sukhoi Su-30MKI in Russia. The first DASH-II prototype was flown in March 2004 and the second one in November 2004, with an Initial Operational Capability (IOC) being achieved in June 2006. There was a new Core Avionics Computer (CAC) which was at the heart of the upgrade. A Heads-Up Display (HUD) was developed with a full color High Definition Display (HDD). A new laser ranger and marked target seeker (LRMTS) was added replacing the older KLEN system. Inertial navigation and GPS along with VOR/ILS were added in the nose bay. A new rear-warning radar (RWR) called ‘Tarang’, and a Countermeasure Dispensing System (CMDS) was added. The CMDS was auto-cued to the RWR to release the necessary flares/ chaff. The Flogger was also integrated with the Rafael Litening Target laser designation pod (LDP) enhancing precision strike capability. A new Mission Planning System (MPS) brought down the mission planning time from 2-3 hours to about 30 minutes. The cockpit ergonomics were improved - the RWR and CMDS were placed in the pilot's primary field of view - indigenous Multi-Function Display (MFD) was added and enhanced to display maps, horizontal situation display and the optical pod video. Target acquisition was available at night and situational awareness (SA) was increased as the HUD info was overlaid on the video from the targeting pod. The auto-pilot was integrated with auto-navigation and auto-attack modes leading to an improved experience in the cockpit. Constantly Computed Impact Point (CCIP) dive previously required the pilot to be fully committed to the maneuver preventing the monitoring of attention on terminal air defense activity in the target area, managing the Electronic countermeasures (ECM) suite, reducing the overall SA.

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The upgrade provided flexibility in the modes of attack for the Flogger pilots that included Constantly Computed Release Point (CCRP), CCIP memory and target of opportunity for planned and unplanned targets with more precision and SA. Integration of systems was achieved by implementing MIL-STD-1553B dualredundant bus. The Laser Designator Pod (LDP) and the LRMTS were integrated into the bus as well enabling overlaying targeting information over the targeting pod video increasing SA. A digital video recording system provided almost realtime mission analysis and debrief support. Only 40 aircraft were upgraded to the DASH-II UPG standard. All the MiG-27UPGs had a serial number that began with ‘TU’.

Flogger in Action The MiG-27 units were activated when the tension was high on the border multiple times during 1999, 2002-03, and 2008. However only No.9 Squadron was 'fangs out' during Operation 'Safed Sagar' - that was the Pakistani Army incursion around the heights of Kargil in 1999.

The MiG-27 carried out multiple attacks with dumb bombs and rockets during the operation. One aircraft was lost due to an engine flameout over the Pakistani positions during a gun attack. Flt Lt. K. Nachiketa ejected and was a Prisoner of War (PoW) before coming home on June, 3 1999.

The operation concluded on July, 26 1999 and the unit returned back to its home station by the end of the month.

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

Flying the Flogger Sqn Ldr (Retd) Anshuman Mainkar shared some of his experiences flying the MiG-27ML. He began flying the MiG-21FL or Type 77 in the Indian Air Force in the Operational Conversion Unit (OCU) and then with other operational squadrons. He had around 150 hours in the MiG-21 type before he converted to the MiG-27ML with 18 Sqn ‘Flying Bullets’, 222 Sqn ‘Tigersharks’, and 22 Sqn ‘Swifts’ as operational pilot building around 600 hours on the Flogger.

Reminiscing about the flying aspects, he said “She was a brute to fly – analog 3rd generation muscle monster. She was akin to a boxer light on their feet, evident brawn, fast-thinking brain, bursts of agility, and tolerated punches well. In one of the exercises, a couple of us were paired up with a couple French Air Force Mirage-2000 fighters and when the time came to push, we punched 100% dry power and off we went as there was instantaneous

acceleration initially. The Mirage-2000s could not keep up and they had to switch on their radars to find us and keep up with us. “According to Anshuman, “As far as the design goes, she was not purpose-built, but rather a fusing and adapting of existing resources, constraints and political considerations as well. Given the circumstances, it was quite an accomplishment. The MiG-27 was an obsolete machine but was a great platform to pick up nuances of military flying, and warfighting especially for the young pilots. Very stable at low-level and high speed. At maximum sweep of 72 degrees the wings would rock, but she would be straight as a bullet. Lot of noise and smell in the cockpit. The engine was responsive and overall, she liked to go fast. Obviously turn rate and radius suffered but the fast acceleration was primarily to disengage from an unfavorable position and survive to fight another day.”

Flying the MiG-23UB trainer was a bit different. Explaining the difference, Anshuman said “The MiG23UB was lighter than the MiG-27ML but visibility because of the higher nose was bad, but handlingwise they were similar. For a short bloke like me, I had to get cushions on the seat to be able to look outside when flying the MiG-23UB.” Speaking about the offensive systems, “KLEN was the laser range marker and designator on the MiG-27ML. It was integrated with the navigation and auto-pilot systems, resulting in hands-free navigation and bombing in multiple modes for example dive, toss, and level. It was quite impressive for an analog generation fighter. It was a good system but very hard from a serviceability standpoint especially in the last days – but when it worked it was flawless.”

Preparation for a sortie required additional time for warming up the inertial navigation gyro systems.

“During normal operations, the MiG-27ML required

15-min to warm up the nav gyro system (IKV), while on the UPG it was not a factor. During the warm up time no one could work on the aircraft or approach it. IKV pronounced as “ekaava” was a common shout out on the ramp during the halcyon days of the fighter.” Giving an insight into some of the flying numbers, Anshuman recalled “I have gone 0.9M around 650 feet, flown her as low as around 150 feet and gone as high as around 36,000 feet at Mach 1.1.” Commenting on the features that the upgraded versions got, Anshuman explained “Although I did not have a chance to fly the UPG version, one of the immediate effects it had on the pilot experience was increased situation awareness (SA) and reduced pilot workload due to the HUD, the MFDs overlaying the information and the upgraded avionics suite.

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The absence of the above meant higher workload for the pilots within the cockpit and outside, as well as higher time spent on studying maps and planning routes and profiles. The upgrade certainly made it easier for the pilots who flew them. The integration of the Rafael Litening target designator pod on the MiG-27UPG made it an improved weapons delivery platform – and in fact the MiG-27UPGs swept a lot of the awards in the Ekalavya weapons -delivery competition we have in the Indian Air Force.” One would be remiss if they did not talk about the “BBRrrtt” of the Russians – the famous Gryazev-Shipunov Gsh-6-30 six-barrel, 30-mm Gatling cannon mounted on the centerline below the pilot. It was called ‘Gasha’ in short. The gun was just over 6 feet in length. Its rate of fire was an impressive 5000 rounds/minute. Talking about the Gasha, Anshuman mentioned “Because of

overheating and gun-life considerations we were limited to one-second bursts which was about 100 rounds. It carried 260 rounds, so if one was smart and light on the trigger, they could get couple of passes over the target. The cannon had a pretty good performance by the time it came into the service with the Indian Air Force. It was a mature system, with added guidance around firing parameters and platform attitude and speed limits, and improving the anti-surge system. Gun stoppage in the air was a rare thing. There were limitations in the operating range of the engine. The Flogger was still prone to surging at high altitudes as we saw in Kargil. She required delicate handling at the corner of its operating envelope, however these days with precision bombs you do not require all that maneuvering.”

One of the major gripes was the engine and its service life. Giving some details on it, Anshuman said “There were some issues with the engines that were fixed. Extending the OEM recommended engine life would impact serviceability in normal operations. The Russians mass produced the MiG27 fleet and retired it en masse as well whereas the IAF had a philosophy of extending the life of the same which is a distinct policy from the Russians. There was an attempt to retrofit it with an engine of the Su-30MKI but it did not come to fruition. Finally, as the fleet aged, and HAL had to ramp up Su-30MKI units with their twin engines, some qualitative (maintenance) tradeoffs could have been expected. Again, this is just my opinion and not fact.” On the journey the MiG-27 had with the Russian air force, Anshuman commented “The MiG-27 saga started in the 1960s, gradually taking shape in the 70s, then Afghanistan happened and

they realized that the Su-25 was actually better suited than the MiG-27. The only point in favor of the Flogger was its tactical nuclear-capability.

However, India has typically relied on a nonRussian platform for that role.” Giving his final word on the MiG-27, Anshuman made an interesting point – “If someone would have asked in hindsight if it made sense to buy the Flogger when we did, I would say – NO. Times were changing and especially after Pakistan bought the F-16, and the French Mirages became available, we should have undergone an evolution in the force structure planning cycle during the major acquisition effort in the early 80s. The Indian Air Force trains and expects to fight like a western country. Looking back, it is safe to say that the Warsaw Pact doctrine of mass saturation, shorter lifecycles had limited utility.”

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Two Indian Air Force Mirage 2000s flank a MiG-23UB during a flypast. Note the MiG’s wing at medium sweep.

A society of 300+ like-minded aviation enthusiasts intereste in East Anglia - RAF Mildenhall, RAF Lakenheath, RAF Marha and the STANTA range. Offering Monthly Movements - Photo C its - Official Base Merchandise

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ed in military aviation am, RAF Wattisham

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Last day December 27, 2019 marked the end of flying operations of the mighty Flogger in the Indian Air Force. Two MiG-23UB trainers and three MiG-27UPG aircraft from No. 29 Squadron 'Scorpios' flew past in a five-ship formation followed by a pass with a Sukhoi Su-30MKI from the neighboring No.31 Squadron 'Lions'.

The formation was led by a MiG-23UB in the front, flanked by two MiG-27UPGs with wings in mid-sweep position, with two more MiG-27UPGs bringing up the outer part of the formation flying with wings at 16 degrees forward position. There were two standby jets that taxied to the dispersal once the main formation took off. The IAF made an exception for the end of the MiG-27 in that all the No.29 Sqn aircraft had a black scorpion on their tails. The jets taxied in to a water cannon salute. After the last aircraft touched down and shut down the engine, the Form 700 (aircraft records form) was handed over to the Station Commander, who handed it over to the South Western Air Commander (SWAC). The IAF bid farewell to the last of the polymorphics - in reference to the variable-geometry wing.

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Text: Photos:

David Parody David Parody

Last May marked the start of flying operation of the 50th edition of the NATO Tiger Meet being held at Beja, Portugal under the auspices of Base No 11 and 301 Squadron of the Portuguese Air Force. Twice cancelled in 2020 due to the COVID pandemic, the event took off with fewer participating squadrons than is normally the case for this ever popular NATO exercise. French, German and Czech participants will be greatly missed by the organisation as well as spotters.

A society of 300+ like-minded aviation enthusiasts intereste in East Anglia - RAF Mildenhall, RAF Lakenheath, RAF Marha and the STANTA range. Offering Monthly Movements - Photo C its - Official Base Merchandise

info@suffolkmilitaryaviationsociety.co

ed in military aviation am, RAF Wattisham

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o.uk

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58-0113 ‘All American Girl’ honours B-17G 4237936 which was lost over Germany on January 10th, 1945

58-0100 reminisces B-17G 4298015, which survived the war to be scrapped in the USA. 58-0001 ‘Our Girl Sal’ was another B-17G 42-31767, which survived the war only to end up in the smelter

The Portughese hosts presented a number of special-livery F-16s, but 15116 was perhaps the most spectacular in this all-over scheme

Participating squadrons are 301 from Portugal, normally based in Monte Real, with the F16MLU fighters who are playing host to the others. The Greek 335 MIRA squadron also have F16s present as does the Polish 6 Eskadra from Poznan who are making their first appearance in Portugal. The Dutch 313 Squadron are transiting to F35s so although present with some “borrowed” F16s, were not active participants this year as it was confirmed that they had a COVID outbreak in their detachment and had to return to the Netherlands. The Italians had a strong presence with the EF2000s from XII Gruppo as well as HH.212 helicopters. The Swiss have brought with them F/A-18C Hornets of Fliegerstaffel 11.

AWACS support is to be provided for by NATO E3 aircraft. The Spanish Air Force, unable to travel to Beja, participated from Albacete air base in Spain. The Portuguese Air Force has also provided helo transport by way of the Esquadra 751, performing troop insertion with its EH-101 Merlin helicopters. Each of the participant nations have special liveries on their aircraft to mark the exercise with the Portuguese Air Force going the extra mile with two aircraft painted for the occasion.

Missions are divided in two types: COMAO missions and Shadow/Panther missions:

The exercise, which run to 14th May was intended to be a high level tactical exercise, where the participating squadrons can attain valuable and realistic training. Both day and night ops took place, in a multi domain environment, against a robust airborne, land & sea based threat testing the integration and interoperability with NATO & Partnership for Peace members.

Spotters were not forgotten by the organisers even though many were not able to attend due to travel restrictions in their home countries.

Two spotter’s days were held (3rd and 12th May) with attendance at each event restricted to 300 spotters and all having to be tested and receive a negative COVID-19 lateral flow test result. Excellent weather on both days ensured a great set of pics captured by all. The Portuguese Air Force went the extra mile to provide a full day’s schedule for the spotters who were not disappointed with what was on offer. An excellently organised event which went off without a hitch.

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COMAO missions (Composite Air Operations) covered the complete spectrum of NATO air operations with large force employment; from defending its own territory from enemy aggression to offensive operations targeting sea & land based targets, all of this by facing modern-world threats; Shadow and Panther missions were smaller scale missions, where some specific operations can be trained by request of the flying units. Some examples of these are: Close Air Support, in coordination with the ground troops; Vehicle Interdiction or Hostage Rescue, where a helicopter-focused package will command the operation, with support of the fighters; Basic Fighter Maneuvers (BFM), where fighter aircraft will fight a "one-on-one" dogfight;

The Shadow missions are flown during daytime, and the Panther missions are flown during night time.

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A number of resident Portughese Air Force aircraft also entertained spotters during the Spotters Days.

335 Mira from the Hellenic Air Force presented this very neat F16 Block 52 complete with confirmal fuel tanks.

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

The Italian Air Force was represented by two units flying EF-2000 Typhoons from the 12o Gruppo and the 21o Gruppo flying AB-212s, with the Typhoons taking home the vaunted Silver Tiger Trophy.

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The Swiss Air Force’s Staffel 11 has been a full member of the NATO Tigers Association since 1981. It operates its F-18 Hornets from its base in Meiringen AB, Switzerland.

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The Polish Air Force’s 6th Fighter Squadron, based at Poznan-Krzesiny AB, has been a member of the Association since 2011, equipped with F-16 Block 52+, with a multi-role combat tasking.

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NOSTALGIA AIRLINERS

Text:Text: Photos: Photos:

Zerafa Joe Mark Cupido Dirk Grothe Joe Cupido

When Lufthansa entered the jet age, it bought four Boeing 707-400s. these, D-ABOC was During my career as anOf Aviation Photojournalist I flew in and or piloted over 100 different christened ‘Berlin’.

The aircraft in this feature is types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say not the same aircraft, but has a fascinating histowhich aircraft I liked the best, they all had their place in aviation, but I do feel that the followry, until it languished, unloved and uncared for, ingfinally article and images not betorch. my best work, but was the most important mission I think succumbing to themight scrapman’s

I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

As originally presented, ‘D-ABOC’ stood in Tegel’s car park. In a divided Berlin, this was a glimmer of hope for reunification, as it was the first time an aircraft in Lufthansa colours was seen in the city since World War II.

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The original D-ABOC, c/n17719 first flew on February 17th, 1960. Delivered new to Lufthansa as part of an order for four aircraft on March 10th, 1960, it flew for the German flag carrier until 1977, with some brief stints on lease to Condor. Like most 707s at the time, it then passed on to a succession of carriers in Central America and Africa, until it ended its days as 5A-CVA of United African airlines, where it was broken up at Bournemouth Airport in 1983.

The initial 707 purchase was followed by other Lufthansa orders from the American manufacturer, for the 727, the 737 (for which the German airline was the launch customer) and the 747. Thus, in 1986, having just delivered its 200th aircraft to Lufthansa, Boeing thought it would be a nice gesture to gift the airline with a 707 as a memento of the order which kicked off this long-standing business relationship.

ers taken over by the Popular Front for the Liberation of Palestine , leading to the eventual destruction of three airliners at Dawson’s Field, Jordan and a Pan Am 747 in Cairo.

As the sole surviving aircraft to be involved in this incident, 4X-ATB remained in service with El Al until it was purchased by Boeing in September 1986, save for a brief lease to Arkia in 1984.

Sold to Boeing and re-registered N32824 on September 2nd, 1986, it had the registration N130KR under the name of S J McGraw reserved for it on October 9th, 1986.

Lufthansa passed this gift on to Berlin’s Museum fur Verkehr und Technik, in Berlin.

The aircraft was repainted in Lufthansa’s 1960s livery at El Al’s facility in Tel Aviv. But then, Boeing had another problem to solve before it could present this aircraft in Berlin.

Although an original former Lufthansa 707 was still in existence in Hamburg, Boeing thought it would be more symbolic to present ‘Berlin’ to Lufthansa. Since the original D-ABOC had long been scrapped, a replacement aircraft needed to be found.

Back then, Germany was still a divided country, and German aircraft and airlines were not allowed to fly into Berlin. Thus, all logos and titles were covered, and the aircraft flew from Tel Aviv to Frankfurt on November 20th, 1986, using its Israeli registration, which was cancelled on the same day.

Lufthansa’s 707s were particular in that they were amongst a few airlines who specified them powered by Rolls Royce Conway engines. Few airlines had taken such an option, amongst them BOAC and El Al.

It was officially sold to Boeing Operations on the very next day and re-registered N130KR for its final flight into Berlin.. Thus, effectively disguised as an American aircraft, it was ferried to Berlin Tegel airport on November 21st, 1986.

4X-ATB (c/n 18071) left the Boeing production line later than the original D-ABOC, and first flew on June 3rd, 1961. It was delivered to El Al Israeli Airlines on June 7th, 1961.

Once on the ground, the Lufthansa logos and titles were unveiled, and once again, for the first time since the war, Lufthansa was back in Berlin.

On September 6th, 1970, while operating a flight from Tel Aviv to New York via Amsterdam, two Palestinian Hijackers attempted to hijack the plane. Whereas other airlines had procedures dictating that the crew would comply with hijackers’ demands, El Al followed a different philosophy. As the hijackers attempted to reach the cockpit, Capt.

Bar Lev put the aircraft into a sudden dive, throwing the hijackers off their feet. They were then tackled by passengers, cabin crew and an undercover skymarshal who was aboard the plane. One hijacker was shot dead and the other was overpowered. Luckily, a grenade failed to explode. The aircraft then made an emergency diversion to London Heathrow. This hijack was part of a larger concerted operation, which saw four other airlin-

The El Al interior was then replaced with more accurate Lufthansa seats, but unfortunately, there was little that could be done, and even less interest to actually get it done, to display and preserve the aircraft. There was definitely no way that such a large aircraft could be transported for display at the Museum, so in 1987, it was moved to the parking space next to Tegel’s terminal. In 1991, it was once again moved closer to one of the taxiways, and then in 1998, it was moved to a publicly inaccessible location.

In 2006, Lufthansa requested that all its branding be removed from the deteriorating airframe. A number of proposals were made to relocate and save the aircraft, but none came to be. With the closure of Tegel, the aircraft’s fate was sealed, and it was crapped.

Standing forlorn in a corner of the airfield, with its titles removed.

The characteristically shaped exhausts of the Rolls Royce Conway

Awaiting the scrapman, with engine cowlings already removed.

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An aerial view as the aircraft was being dismantled.

NOSTALGIA

Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

The way we would love to remember this aircraft. Sadly, with the demise of the 707s in Berlin and Hamburg, no other Conway-engine 707s survive anywhere in the world. As 2021 repeatedly showed, it is increasingly difficult to preserve large aircraft, and at some point, they will have to succumb to the inevitable.

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Text: Photos:

Mark Zerafa Rayno Snyman

The South African Air Force has been operating the Douglas DC-3 since World War II, with international sanctions on the apartheid policy ensuring that the aircraft remained in service when they had long been replaced by other air arms.

35 Squadron remains the last operator of the Dakota for the South African Air Force. The piston-engined Daks have long been retired, with much-updated turboprop-powered ‘Turbodaks’ taking their place.

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The South African Air Force received a large number of former RAF Dakotas in 1943, with serials numbering from 6801 to 6884. In the post-war period, a number were disposed of, some being transferred to South African Airways. As the airline withdrew the type in 1971, a few were returned to the SAAF, with serials from 6885 to 6889. Following the placing of sanctions on the South African government in mid-70s, it became more difficult to acquire new military aircraft, but around 16 Dakotas somehow found their way to the SAAF, including five former Royal New Zealand Air Force examples in 1977, which were deceptively purchased via a company in the Comores.

South African Dakotas played an active role in the Boarder War as troop transports, ferrying supplies, performing medical evacuations and launching paratroops.

On May 1st, 1986 a 44 Squadron Dakota was hit by an SA -7 missile resulting in heavy damage to the tail unit, but Capt. Colin Green nonetheless managed to keep the air-

craft in the air and land at Ondangwa AFB with no casualties. With the ceasefire of 1988, the number of active Dakotas in the SAAF was reduced and a number of airframes were disposed of.

With the retirement of the Shackleton MR.3 in the maritime surveillance role in November 1984, 35 Squadron assumed the role flying Dakotas using equipment taken from the Shackletons, thus becoming known as ‘Dakeltons’, flown by a crew complement of ten.

In the early 1990s, twelve survivors were upgraded with PT-6A 65R turboprops, a stretched fuselage and modern avionics. Redesignated C-47TP TurboDak, these aircraft were earmarked to remain in service for a considerable period of time. South African Turbodaks are not to be mistaken for Basler BT-67s. They are a licensebuilt Schafer/AMI-65TP conversion developed by Schafer Aircraft Modifications in Texas, USA.

Stretched, re-engined and updated with modern avionics, the Turbodak remains a very effective aircraft in the roles it is tasked with, including transport, maritime patrol, and electronic warfare.

On December 31st, 1990, 25 and 27 Squadrons were amalgamated with 35, thus adding the transport role to the squadron’s taskings. The last piston-engined Dakotas were retired in September 1994, when the Turbodaks started being used for maritime patrol instead of the Dakeltons. After further rationalisation, eight C-47TPs remain in SAAF—five in maritime surveillance configuration, two in transport configuration and one electronic warfare platform. A single maritime patrol aircraft was for a time deployed to Mozambique in support of Operation Copper, which aimed to curb maritime piracy in the area.

In 1998, the two separate flights of 35 squadron were amalgamated, with all crews now being proficient in flying all roles. In 2003, the squadron’s detachment at Cape Town International was closed down, with the squadron returning in full strength at its current base at Ysterplaat AFB.

In 2017, the fleet was temporarily grounded due to undercarriage issues and an Australian airworthiness directive to replace all control cables following a number of incidents around the world.

A project to equip the aircraft with EW, FLIR and Sonar has come to naughty, as the addition of such equipment would have added too much weight to the aircraft. Air conditioning had to be installed to keep the avionics cool in tropical climates.

With no successor in sight, it is likely that the Turbodaks will remain in service for a considerable period of time, a veritable tribute to the original aircraft designed in the thirties.

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A Turbodak performs an overflight of a former SAAF Shackleton MR.3 during the SAAF’s regular ground runs of its former maritime patrol aircraft at the Ysterplaat museum.

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Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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Although much updated, there is still a lot of classic Dakota in the Turbodak, such as the characteristic staggered retraction of the undercarriage.

The lower weight of the PT-6 turboprops compared to the radials they replaced made it necessary to stretch the fuselage forward of the wing, to maintain the aircraft’s centre of gravity.

Some Turbodaks have white topsides to better cope with the tropical heat on longer flights.

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CIVIL SPOTTING

Text: Photos:

Mark Zerafa Mark Zerafa

Possibly one of the world’s most spotter-friendly airports, Malta International Airport is the only active airfield on the island nation of Malta. Boasting excellent facilities, including two long runways and ILS approaches, the airport also has good vantage points for aviation photographers.

Classic shot from the Spotters Platform opposite the passenger terminal. If the crew opt for a fulllength take-off, chances are that a narrow-body airliner will rotate close to the Platform, just like Air Malta A319 9H-AEJ. However, fuel considerations are making this a rare occurrence.

powered by:

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NOSTALGIA

With a history dating from World War II, Malta International Airport started off as RAF Luqa. It became the main RAF airfield on the island, gradually gaining a more civilian dimension. With the main runway extension effected in the late seventies, the airport can handle any aircraft, and over used by An-124s for refuelling Text: years was Joe frequently Cupido Photos: Cupidowhen they were ferrying cargo to Afand crew restJoe stops rica.

The variety of aircraft spot insPhotojournalist extremely varied.

During my career as antoAviation I flewWith in and or piloted over 100 different four operations andCub antoaircraft repainting KC10 Tanker. I can’t really say typesmaintenance of aircraft, from the Piper J3 McDonnell-Douglas facility based Ithere, there is they a consistent flow of aircraft which aircraft liked the best, all had their place in aviation, but I do feel that the followflying in and for maintenance andbest repainting. ing article andout images might not be my work, butMoreowas the most important mission I think ver it isIna so regular stop ferrybasic flights and I flew. many refuelling ways it was justfor a very flight of crew a fighter type aircraft out on a normal rest stops for military transports intospecial Africa.. As for training mission, but it was differentflying and very airlines, it is the hub for Air Malta as well as a hub for Ryanair subsidiary Malta Air. Summer is especially busy, with a number of operators conducting flights in support of cruise liners homeported in Malta for the season. Summer usually sees an increase in flights by British and German holiday airlines. On average, there are three scheduled freight services on a daily basis. On the military side, the Air Wing of the Armed Forces of Malta is based on Apron 7.

The main spotting location is the spotters platform opposite the passenger terminal. Useful mainly in the afternoon for aircraft operating from Runway 13-31. Being the longer runway with ILS, as well as the one closest to the terminal, this is generally the main runway used by most traffic. Nightshots of aircraft parked in certain bays on Apron 9 are also possible from the platform. Light aircraft and local military tend to prefer 05-23 as not only is it closer to their respective aprons, but allows them to operte with minimal interference to commercial traffic.

Other spotting locations are at the threshold of every runway. In the morning, it is possible to photograph aircraft taxiing out of Apron 9 via Taxiways C and D from holes placed at regular intervals along the fence.

ASL 737-400F shot from the Spotters Platform in the early evening light.

Nightshot from the Spotters Platform

Armed Forces of Malta King Air MPA getting some panning action as it comes to land opposite the Spotters Platform. Military aircraft tend to use 05-23 as it is closer to Apron7.

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SkyAlps Dash 8, shot through the gate of the Safi maintenance area.

Air Malta 737 shot at dusk from near the VIP area.

Air China Boeing 747-400 at the VIP Stand. This point is well lit in the morning, but gets backlit from midday onwards.

The apron next to Aviation Cosmetics Malta is very close to the road, making it difficult to photograph aircraft fresh out of the paintshop. However, it is not impossible.

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NOSTALGIA

Text: Joe Cupido Philippines AF Super Tucano on delivery, shot from the Photos: Joe Cupido roadside at the threshold of Runway 13

Trigana Air Caribou landing on Runway 05

During career asshot an from Aviation Photojournalist I flew in and or piloted over 100 different Weststarmy Boeing 727-100 the roadside at types of aircraft, from the threshold of Runway 31.the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

Air Tractor landing on Runway 13, shot from the Fuel Dump close to Apron 7

US Navy P-3 Orion based at NAS Sigonella on finals on Runway 31.

Bell Geospace DC-3 shot from the spotters platform.

RAF C-130 shot from the Spotters Platform

Polish Air Force F-16 arriving for the Malta Int’l Airshow landing on Runway 31

DHL 757 departing Runway 31, shot from the Spotters Platform.

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The terminal’s viewing gallery is a great place early in the morning, although you have to shoot through glass. It is also possible to take some nightshots if an aircraft is parked in a good stand, but avoiding reflections in the glass may be tricky.

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YOUR

NOSTALGIA

ONLINE

Text: Photos:

Joe Cupido Joe Cupido

AVIATION

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

E-BOOKSTORE

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The Fighting Colours of Richard J. Caruana - 1 SAAB 37 Viggen Celebrated aviation artist Richard J. Caruana celebrates 50 years of his art with the first of a series of books showcasing his work, in this case Saab’s mighty Viggen. Richly illustrated with colour profiles for all versions and a number of special schemes.

40 Pages

€ 5.99

The Fighting Colours of Richard J. Caruana - 2 Malta GC Celebrated aviation artist Richard J. Caruana continues his celebrations with a book commemorating the air battle over Malta.

Richly illustrated with colour profiles for most of the types involved from both sides of the conflict.

68 Pages

€ 7.95

The End of The Film—A Tribute to 348 Squadron Ioannis Lekkas and Paschalis Palavouzis present a pictorial history of the Hellenic Air Force’s dedicated photo reconnaissance squadrons. From the early days flying the F-84G, all the way till the squadron’s final days flying the RF-4E Phantom, this book is a definitive reference to the squadron’s history and operations.

124 Pages

€ 6.95

AH-64DHA Apache- 10 Years of the 2nd Attack Battalion Ioannis Lekkas immerses the reader into the world of the Hellenic Army’s AH-64DHA Apaches. Contains fantastic action footage of this feared attack helicopter in different environments, day and night. Spectacular photography and detailed information on a rarely approached subject.

92 Pages

€ 6.95

MILITARY

Text: Photos: Colour Profiles:

Sebastian Solis Sebastian Solis Richard J. Caruana

In 1962, Argentina acquired six Grumman S2A (S2F1) Trackers.

These were reconditioned and ferried to their new home country aboard the aircraft carrier ARA Indipendencia, arriving at the port of Buenos Aires on May 24th, 1962. Based at Punta Indio Air Naval Base, they were taken on charge by the newly created AntiSubmarine Air Naval Squadron, which has been based at Comandante Espora Naval Air Base at Bahía Blanca - Buenos Aires, since April 1963.

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NOSTALGIA Affectionately known as sufficient fuel and weapons Buhos , the Trackers have been load to cause damage to the tasked with providing anti- enemy flotilla. submarine support, on-board On May 5th, in an action comexploration, and utility transbined with two Sea King heliportation. The Aeronaval Anticopters, Tracker 2AS24, pursubmarine Squadron (EA2S) sued a possible sonar contact Text: Joe Cupido has been embarked on all dewith an enemy submarine, ployments of Argentine Photos: Joe the Cupido launching torpedoes in an efcarriers and have participated fort to disable the vessel. This in international operations with led to subsequent claims that other navies.

Between 1962Aviation and During my career as an Photojournalist I flew inthe and or piloted over 100 different this action had damaged 1968, they have been flown types of aircraft, from the Piper J3 Cub to McDonnell-Douglas British submarine HMS Onyx, KC10 Tanker. I can’t really say from the carrier ARA Indealthough the Royal Navy which aircraft the best, pendencia, andI liked then from 1968 they all had their place in aviation, but I do feel that the followclaimed the sub had been damto article 1988, onand theimages ARA Venticinco ing might not be my best work, but was the most important mission I think aged after hitting an uncharted de Mayo, formerly the HMLS I flew. In so many ways it was just a very while basic flight of a fighter type aircraft out on a normal pinnacle submerged at Karel Dormann. Aboard both 150feet, her .bow. training but itamassed was different and damaging very special carriers,mission, crews have great experience, some In 90 days, the Trackers carried amassing even 300 carrier out 107 missions over 800 flylandings. Exchanges were also ing hours, without suffering made with the navies of the casualties.

USA and Brazil. The S2As were Post-Malvinas Action replaced by S-2Es in 1978, relegating the S-2As to act as Since the decommissioning of Argentina’s aircraft carrier, the carrier-onboard-delivery transports. Following the Mal- Trackers are land-based. Devinas conflict, a programme spite being 59 years old, they was initiated to modify the S- continue to fulfil the anti2Es to turboprop powerplants. submarine role, but also other The first aircraft was converted peacetime duties such as

by IAI in 1993, and a further Search and Rescue and Marithree were upgraded in Argen- time Traffic Control. The squadron was recently heavily intina. volved in the search for the Trackers in Action submarine ARA San Juan folFollowing the announcement of lowing its disappearance in the British Task Force to retake November 2017. the Falkland Islands, two Through the dedication of both Trackers began operations out the aircrews and maintainers, of Puerto Argentino (Port Stan- the ‘Owls’ squadron continues ley). These aircraft were then to protect Argentine interests returned to base on April 11th, in the South Atlantic.

1982, in preparation for their embarkation aboard the Ventincinco de Mayo. The British Task Force was detected in May, however unfavourable weather conditions prevented the launch of Skyhawks with

The Tracker has a surprisingly long wingspan, which is not readily noticeable when its wings are folded—a feature from the type’s original role as a carrier-based anti-submarine aircraft.

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NOSTALGIA

Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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NOSTALGIA

Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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NOSTALGIA

Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

The modernised Trackers feature turboprop powerplants which are not only more powerful and reliable, but are also easier to maintain and more cost-effective to operate.

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NOSTALGIA

Text: Photos:

Joe Cupido Joe Cupido

During my career as an Aviation Photojournalist I flew in and or piloted over 100 different types of aircraft, from the Piper J3 Cub to McDonnell-Douglas KC10 Tanker. I can’t really say which aircraft I liked the best, they all had their place in aviation, but I do feel that the following article and images might not be my best work, but was the most important mission I think I flew. In so many ways it was just a very basic flight of a fighter type aircraft out on a normal training mission, but it was different and very special .

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The Argentinian S-2s were very active in the Falklands conflict, performing 107 missions over 800 flying hours in 90 days, with a claim to have damaged the British submarine HMS Onyx, although the Royal Navy refutes this.

separate filming contracts, one for a US series and the other for a UK programme. The first was filmed at RAF Halton in Buckinghamshire during mid-October and was immediately followed by a trip to Inverness in Scotland for filming on Loch Ness. All this work went exactly to plan and was a most enjoyable and interesting experience for the crew members involved.

Then – disaster! In a curious twist of fate, we were faced with a repeat of the original Miss Pick Up incident on the North Sea - fortunately without the marauding Me 262!

At the very end of filming on Loch Ness on 17th October, the Catalina’s engines were shut down so that the on-board camera crew could disembark into a motor-boat. After this the port engine started as expected but the starboard Pratt & Whitney refused to play ball and would not start. It subsequently transpired that with most unfortunate timing a component in the starboard engine had sheared, thus preventing the starter motor from doing its job. This left the Catalina and its crew of Paul Warren Wilson, Derek Head and the author in the worst position a flying boat can find itself in – adrift on a body of water at the mercy of the wind with insufficient power to take off or effectively manoeuvre and no obvious haven in the form of a slipway or beach upon which to secure it. Oh, and with the lateafternoon autumn darkness not far off! Eventually, in a repeat of the 1945 Miss Pick Up incident, we were rescued by the Loch Ness RNLI launch and towed to the relative safety of a buoy in Urquhart

Bay where the Catalina was moored in the dark, made safe and the crew taken ashore. Unfortunately, before the RNLI became involved, another boat tried to help and in doing so, badly damaged one of our precious rear-hull blisters.

The current situation is that as at early-November Miss Pick Up is parked on a small quay on the shore of Urquhart Bay, having been successfully hoisted there by a massive crane operated by Stoddart Crane Hire of Inverness.

Literally Miss Pick-ed Up! The failed starboard engine has been removed and our zero-time spare engine is ready to be put in its place - indeed, by the time this is read, the ‘swap’ should have been accomplished. After engine testing and temporary repairs to the damaged blister, the Catalina will be lowered back onto the loch and in due course will be flown to Inverness airport before continuing to Duxford.

Needless to say, the engine failure, recovery operation and repairs will cost a huge sum. Crane hire alone involves thousands of pounds expenditure! All of us at Catalina Aircraft Ltd/Plane Sailing Air Displays Ltd have been hugely encouraged by the assistance given to us by local individuals and businesses in the Loch Ness area and overwhelmed by the response to our Miss Pick Up GoFund Me appeal. The latter has in fact reached its target amount but is still open for donations as our costs continue to accumulate.

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AIRLINERS

Text: Photos:

Dietmar Scheiber Dietmar Scheiber

May 31st, 2021 was the day when the last Dash 8-400 left the fleet of Austrian Airlines. That was the end of 41 years of accident-free Dash operations in Austria. The operation of an aircraft family for such a long time shows that it was the perfect aircraft for the network of Tyrolean Airways and Austrian Airlines.

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Everything started when the first Dash 7 in Europe was delivered to Tyrolean Airways in April 1980. A total of three Dash 7 flew for Tyrolean Airways from 1980 to 1999. The Dash 7 operation included ski charter flights from Paris to Courchevel in cooperation with the French carrier TAT. When the last Dash 7 OE -LLU was sold to Greenlandair it had 15.500 flying hours and 12.600 landings in its logbooks.

After the good experience with the Dash 7 it was the next logical step for Tyrolean Airways to continue the fleet expansion with the new 36 seat DeHavilland Dash 8-100. The first Dash 8-100 OE-HLR was delivered to Tyrolean Airways on May 30th, 1985. The Dash 8-100 was the perfect plane for Tyrolean Airways network which was operated in cooperation with Austrian Airlines. 14 different airframes were delivered until 1996 and the last left the fleet in June 2003.

Several Dash 8-100 were leased out to other carriers like Interflug and Albanian Airways.

The next De Havilland product for Tyrolean Airways came with the introduction of the Dash 8-300 in November 1991. Until December 2000 a total of 22 Dash 8-300 airframes became part of the fleet. That included 11 Dash 8-300Q the slowly replaced the older Dash 8-300 models from 1997. The “classic” Dash 8 operation ended in June 2011 when the last Dash 8300Q OE-LTO left the fleet.

With the introduction of the Dash 8-400 in June 2000 the last chapter begun. The operation started with some technical problems that were quickly eliminated in close cooperation with Bombardier. The end for the 18-plane strong fleet came when Austrian Airlines was taken over by Lufthansa. The new owner announced that all propeller driven aircraft have to leave the fleet as soon as possible. In Summer 2019 the first Dash 8-400 OE-LGE left the fleet and the last left Vienna on May 31st, 2021.

With its last passenger flight, the Dash 8 returned to the destination where everything started. On May 31st, 2021, OS905 / OS906 flew from Vienna to Innsbruck and back. Due to the COVID 19 restrictions there was no big goodbye. Local press and all the Innsbruck based Austrian Airlines staff had the possibility to say “Pfiat Di” (Goodbye) to the Dash 8.

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SPOTTER ENCOUNTER

Text: Photos:

Yolandie Grobler de Jager Julia Muller

17-year old Julia Miller is a young spotter from Germany. Her passion for aviation and travel have already provided her with great opportunities, and she looks forward to a career in aviation.

Fantastic sunset during a special apron tour at DUS Airport

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I am Julia, turning 17 in 2 weeks and live near Dusseldorf, Germany. I still attend High school. I was always amazed by aviation.

I was blessed with parents who love to travel and thus enjoyed many trips since a young age. Our family vacations have taken me to many parts of the world , such as New York, Aruba, Dubai and the Maldives. Whenever we went on vacation, I was looking forward to the airport, boarding the plane and flying to our destination. The roar of the engines, the view out of the window have always fascinated me. But my passion was kindled most while flying with Emirates for the first time in 2010. I was 6 years old at the time and had so much fun on-board. From that day, I aimed to become a flight attendant. But in 2016, on my first A380 flight from Dusseldorf to Dubai, I was allowed to visit the cockpit after the flight. The captain invited me to sit on his seat and wear his hat. I remember how I looked out of the window and realized how huge this aircraft was. I was amazed by all these buttons and the technology in this cockpit. At that moment it happened. I just thought “Just imagine being in control of such a beast.” Then I realized that I don't want to be in the cabin, I want to be at the controls of this masterpiece. Since then, it has been my goal to fly for Emirates. Maybe I will still have a chance to fly the A380 as a pilot, who knows. But if not, it would be the A350.

Travelling also gave me my passion for photography. I was taking pictures of nice sunsets, nice views out of the plane and so on.

When I visited the Dusseldorf spotter platform, would use my dad’s old camera to take some pictures of aircraft. The quality of these pictures is nothing special, but everyone has to start somewhere. I started to see nice photography accounts on Instagram and started to edit my shots. I found some planespotters from Dusseldorf on Instagram and started to text them about this hobby and then I tried it out by myself one day.

Instagram is a huge source of inspiration. There are many talented photographers who give me inspiration for photos that I would like to shoot in the future. I also found my love for close-ups. I would be doing the usual boring shots where the aircraft was in full frame and there was nothing special about it. But now I found the love to close-ups and do them whenever possible. JetPhotos is another a good source of inspiration when looking for new airports to spot at. But of course, my friends also play a huge role when it is about inspiration. But you also get a lot of ideas by yourself over time, if you know the airport you spot at well enough.

I chose plane spotting because I love the airport atmosphere, the engine startup sounds, especially GE90s. Coming with friends and waiting together for a special movement is really fun too.

When I am not flying, especially with the pandemic, planespotting keeps me motivated on my aviation career goals and keeps me close to aviation. Just chilling at the airport, drinking a coffee and watching the planes taking off, is relaxing. The airport is my “SPA”.

T o

The first light of the day looking amazing on the China Airlines A350

LM 747 approaching Amsterdam after a cargo flight from Asia

Lufthansa Cargp MD11 departing Frankfurt in June 2020

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Currently I use the Nikon D7500 coupled to a Sigma 100-400mm lens and two other Nikon lenses, an 18105mm and 70-300mm.

Besides aviation photography, I love beautiful sunsets and amazing scenery in the mountains. I also love the ocean, so I enjoy taking photos or videos underwater while snorkelling in the Maldives. Also tall buildings, like the Burj Khalifa, I love to take photos of.

In my phtography, I try to be creative at most times and have good lightning (sun behind me, means no backlit). I try to include an interesting background when possible, not just a blue sky.

Twin Otter landing in the Maldives

I have not gone through any formal training. What helped me improve though was getting criticized by more experienced photographers. In the beginning it was hard to hear what was wrong with your pictures and getting criticized for things you didn't think would be an issue, but in the end it was good that people were honest to me. Otherwise I wouldn't be where I am right now. I have also improved my post-processing skills using Lightroom.

For those relatively new to the hobby, my advice is not to let people with 10 Years’ experience tell you that you don't make good photos. If they don't give you advice and only try to make you down with it and make fun of you, don't listen to them. A huge part of the community is toxic and selfish. So decide wisely with whom you spend your time with and who you should listen to. Also, don't get irritated by people with better equipment. Not everyone can buy equipment worth thousands of Euros and that's fine. The biggest role is played by the photographer and what he makes out of the photo. If you just started with this hobby, contact people from this airport about the best spotting locations

and at what time it is the best. Download flightradar24 to keep track of arrivals and departures of flights. Spotterguide.net is a huge help when you don't know the airport.

Photograph like you want, where you want and what you want. Taking unique photos is mostly the best thing you can do in this hobby.

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Qatar A350-1000 about to depart to Doha

Special 787 in R2D2 Livery landing in Dusseldorf

Emirates A380 arriving in Dusseldorf after a flight from DXB, with an EXPO Livery

Willi" departing out of DUS with some heavy contrast

Qatar A350-1000 in Oneworld Livery departing Amsterdam

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A big and a tiny Eurowings plane meeting each other.

Etihad 787-10 about to touch down at FRA

Emirates A380 landing in Dusseldorf in some heavy rain

SCALE MODELING

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

Modellers who have been in the hobby for some time are no doubt familiar with vacform kits as those produced by Contrail, Rareplanes, Esoteric, Aeroclub etc. Vacform kits that have been around for some time are those produced by Airmodel, and who also happened to produce a reasonably priced vacform conversion kit of the Valetta which is intended to go with parts of the Airfix Wellington kit at a scale of 1/72.

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The kit comes in as one white polystyrene sheet which contains the fuselage halves of the Valetta, tail planes and engine cowlings along an acetate clear sheet containing a perspex cockpit. In making a start on the Valetta kit one need to decide from early stage the version is to be made i.e. C1, T3 or a T4 which all have little variations between one and another. The first one I built was a T3 which was some time ago and more recently I decided on two C1s in view of the connections this have had with the local station flight when Malta offered facilities to the RAF at both ta’Qali and Hal-Luqa. Over the years I have accumulated a reasonable amount of reference material and photos so that I will be able to make scale models of the Valetta as accurate as I could.

Nowadays the Valetta/|Viking is produced in injection moulded kit form but this did not alter my plans to utilise the vacform kits that I possessed for some time and besides I do recommend this conversion even to the first time modeller who wants to start building vacform kits.

Several parts from the Airfix Wellington bomber kit are suitable to use to make the Valetta. Basically these are the wing halves and the undercarriage parts. Modellers are therefore advised that the work involved in this conversion is within the ability of the average modeller who already has acquired the basic skill of plastic modelling if a successful result is to be achieved.

I used to find that rubbing and filing down vacform parts as time consuming when I started my first vac form kit. This is not so today and care is always needed with every stage but each modeller will in due course develop his own technique.

Having cut the two fuselage halves from the polystyrene by scoring the outline with a sharp modelling knife, the first task is to rub down the joint lines to ensure that a good

match and fit can be achieved when the two halves are stuck together. I found that the best way to do this is to have a large sheet of wet and dry sanding paper placed with a small fold under the edge of a 1/2”thick x12”x 6” wooden flat piece. Double sided tape will achieve a good fit of these together. The next step is placing each of the fuselage halves on this sanding paper and start rubbing backwards and forwards to obtain a satisfactory finish fairly quickly. The front engine nacelle parts which are also supplied are also dealt with in this way. The next step is to carefully mark with a pencil the series of rectangular windows and each corner is drilled using a 1/8 twist drill. The four corner holes are then cut with a sharp modelling knife until a series of square windows are produced all being equal is size and shape. To complete this first stage the cockpit are is also cut and the finishing of this is left to a later stage. The cutting of the astrodome opening is left to a later stage i.e. when the two halves are already joined together.

The interior to the cockpit as cabin floor, bulkhead, seating arrangement, instrument console and control columns and rudder pedals are also scratch built and added at this stage after reference to photos and drawings of this area. The layout is painted light grey with touches of black and dark brown seat cushioning. Interior of the VIP and /or freight area and floor are also painted at this stage. Intricate detail to this area is not recommended as the window panes are made of Kristal kleer which although is clear any detail added will be lost in the end.

The interior to the cockpit as cabin floor, bulkhead, seating arrangement, instrument console and control columns and rudder pedals are also scratch built and added at this stage after reference to photos and drawings of this area. The layout is painted light grey with touches

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of black and dark brown seat cushioning. Interior of the VIP and /or freight area and floor are also painted at this stage. Intricate detail to this area is not recommended as the window panes are made of Kristal kleer which although is clear any detail added will be lost in the end.

The pilot and co-pilot seat were made from scrap polystyrene sheet coming as backing sheet with the vacform parts. Strips from same source which are about 3/16” wide were added around the edge of the fuselage at alternate distance to each half. These will act as self alignment and reinforce the parts when these are joined together. I found Humbrol liquid cement very effective to do the job and produce a strong bond. After the fuselage was allowed to dry out thoroughally, putty was applied to joint lines and other areas around the nose to obtain the correct contour or to fill up depressions and other surface imperfections that are normally present on this vacform kit as it is starting to show its age. Needless to say that constant reference is made to a selection of photos and scale plans that I had at my disposal. Using various grades of wet and dry sanding and reapplying body putty wherever needed, I was able to obtain a much desired smooth surface and in doing

so I have completed the work satisfactorily.

At this stage one will notice that the principal exterior difference between the T3 and the C1 version was that the T3 carried six astrodomes for use during navigation training while the C1 only had one astrodome used for observations. Therefore I simply had to accurately mark the position of these astrodome with respect to the version used and drilled 9/16” diameter holes. Frequent checks using a wooden stick of same diameter was used as ‘g/no go’ gauge in order to produce equal diameter holes. The astrodomes were made from acetate clear plastic that I accumulate from new shirt collar stiffeners and chocolate wrappings using male/female method and a small burner of the kitchen cooker. The mould male was made from the same 9/16 “d wooden male mentioned before with the end rounded with a smooth file to take a hemisphere shape. Eight astrodomes were needed to make the three models but I did make a few extra ones to replace lost or damaged ones.

Using the Airfix Wellington parts 40, 41,37,38,36 and 39, one needed to do some alteration first. Each wing was assembled and a line was marked chord wise and ¼ from the wing tip from where the wing was parted using

an exacto saw. The wing span was then measured so that the final overall span measures exactly14.87” or better still 7.44’from the centre-line of the fuselage. To simplify the accurate measurement of the span, a slot is cut at the wing root of the fuselage to take the locating flat pegs on the inner wing area. This will indicate that the new wing tips have to be about 1/4 “ inner in the wind and so this amount is cut from the sawn off wing tip before the tip is rejoined to produce a new wing. The trailing edge of the wing tip area is then faired gently using a smooth file to produce a corresponding smooth outline. The surface geodetic structure detail on the wing surfaces is also removed using a generous amount of wet and dry until this will disappear. New panel lines and elevators area are then scribed using a sharp scriber, thin steel ruler and a steady grip. The next stage is to produce a new set of tail planes. I have found that those produced by Airmodel conform to the very early Viking design and match exactly with scale plans that I have coming from the March/April 1947, ‘Aeromodeller’ magazine. The other Valetta tail planes were much bigger in overall size using Aviation News plans. Nevertheless these same parts were cut, sanded to correct section, joined together and were extended at the root end to bring to correct area after these got dry

and sanded to shape. The tail planes were then drilled at the edge so that locating pins are added to assist to secure in place when joined to the rear fuselage. Be prepared however to carefully align the parts to correspond well with the tail section and these should be level when viewed from the front or rear. Filler is added to the root to produce the required small fillet by sanding to correct appearance. In the end this procedure becomes a straight forward job in view that I had to repeat it three times in my case since I made three Valetta models.

Bearing in mind that the Airfix Wellington is some 50 years or so old kit I also noticed that the trailing edges needed trimming down the section to bring to a thinner edge. Fixing the main planes was simplified by first cutting a simple cardboard template which is in the shape of the lower surface of the wings looking from the front.

This was made secure in a way so that it will stand on its own and the assembled model would rest on it while the glue is setting and at the same time giving the main planes the correct anhedral while drying for the next 24 hours. The joint area at the root was then given application of filler in order to produce a smooth fillet. Airmodel suggests that that the engine cowlings and propellers

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come from an Airfix Bristol Super Freighter. As I already have plans for two Freighters in RCAF and RNZAF scheme I decided not to spoil any of these and instead I have used the Airmodel kit ones while the 4-bladed props and Spinners were on one of them obtained from the Aeroclub of Nottingham range of white metal props which were very accurate in shape and outline while on the others were scratch built using Contrail struts to produce the blades etc.

For making the undercarriage, the following Airfix parts were used: 56, 57, 58, 59, 54, and 55. The difference being that the wheels needed to be thicker using plastic card spacers to bring this to correct dimension. Wheel well doors were also made from plastic card which were bent to correct shape and cut to size.

Part 72 was utilised as a tail wheel and detail added using stretch sprue parts.

Fixing the clear acetate cockpit part was left to the final stage. This was first cut close to the size required using a pair of scissors and taking care not to initiate cracking to the rather thick clear Perspex. The next step was to trim the contact edges using a sharp trimming blade.

A measured amount of putty was all that was needed to have a sturdy fit with a small amount of super glue added to the exterior joint surface away from the clear areas. Wing tip lights were cut at this very final stage. Small Perspex pieces were stuck in the space using super glue and when dry these were shaped with a smooth file followed by fine wet and dry.

The final stage consisted of detailing the model/s.This comprised of reshaping the air intakes on the cabin roof and around the engine nacelles. The kit was then given a semi matt white overall finish and any imperfections that still remained which stood out were treated accordingly. Cockpit framing was carefully hand painted using a thin brush, around thin masking tape wherever this was required. Tiny antennae around cockpit, door hinges small fairings, wireless, and other detail to the undercarriage were also added. Each kit was given it’s respective colour scheme using brands from Humbrol, Revell, and Modelmaster

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colours. I found that the local Hampel brand silver ideal for the metal finish.

This was mixed with a tint of white and few drops of Revell clear satin varnish for best results. These were mixed well and thinned down to accommodate the airbrush extra fine nozzle.

The list of those Valettas that at any one time served with the |Malta Communications Squadron is quite numerous, as well as others that at some time or other visited our airfield.

The three scale models of the immortal aircraft that I built all had some connection with Malta, either attached with the local station flight or came to Luqa airfield at some time as a welcome visitor.

The decals I used came from various sources most of which came from the Model Decals range particularly the wing lettering and roundels. The No 52 Sq motif on the fin of one of the mod-

els was hand painted decal. Strips of black decal were cut to form walkways and fuselage trim, others made out of thin blue decal and filling in between with paint. RAF MALTA was made from a Roodecal wording, “Royal Australian Air Force”, and adopting the lettering accordingly. The parting line between the day-glow panelling was produced by a thin white and silver decal strips depending on the area where the dayglo orange was. A fair amount of exhaust weathering

was applied to all effluent areas and finally the wheel and anti glare areas were given a coat of matt varnish.

The end result was quite pleasing and it was an encouragement so that in not too distant future I should make an exception and add a civil aircraft to my collection; an Autair or British Airways Viking.

The three scale models represent as follows: Valetta C1 VX539. No of production line at Weybridge 181, Construction number: 468 Type 561/1, first flew on 24-5-50 Served with the Malta C&TT Sqn 4-62till 9-65 SOC: 28-2-66 used for fire fighting practice at Catterick.

Valetta T3 WJ478, Construction number 603 completed as type 664 Valetta T3. Visited Hal Far, Malta in 1966 Valetta VW814, Construction number 375 as Type 561/1. Served with Far East Comm. Sq 12-60 to 10-61 with 52 Sq code 814. 10-61 to 6-62 and 12-64 to 4-66. Struck off charge 6-5-66. Visited Malta 16-12-64 while with 52 Sq ferry to Butterworth, Malaysia.

Vickers Valetta C.2, VX574, RAF Malta Communications and Target Towing Squadron, Luqa (Malta)1966. Polished natural metal overall with white fuselage top decking. Dark Blue cheatline with white border. Serial in Black. RAF Luqa crest below cockpit. Dark Blue spinners

Vickers Valetta C1, XV539, RAF Malta Communications Flight, Luqa (Malta), 1965. Aluminium paint overall with white fuselage top decking. Dark Blue and white cheatline.

Fabglo patches applied to nose, rear fuse lage, tail and wings. All lettering in black

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Malta was a haven for spotting military aircraft if you lived in nearby towns like Luqa, and Marsa etc. This was a time way back in the 60s.

Even so you could always go and spend a couple of hours at the threshold of runway 024 or 06 RAF Luqa where you could log and take pictures of a wide variety of military aircraft that came in to land or perform endless touch and goes. Most common among these were the local-based Canberra PR7, PR9, and Shackleton IIs and IIIs, of 13, 39 and 38 Sq. respectively. Frequently common was the sight of a slow, lumbering twin engine, white /silver aircraft that did not seem to appeal to anyone unless fond of prop-driven transport types like I was. This aircraft was the Vickers Valetta C1 which was attached to the Malta Communication Flight.

I always had respect for the Valetta and it offered such an attraction and fascination to me performing variety of roles as trainer and transport

aircraft. It was a workhorse of the 50s and early 60s, in the logistic and support role performing important duties to merit it the equivalent of an unsung hero. It took part in the Suez campaign and other skirmishes in the Far East, long before and during the arrival of the Hastings. Before my time there used to be post war Wellingtons based at Luqa and Hal Far. At the back of my mind knowing that the Valetta emerged from the Wellington and the Wimpy my imagination at times used to take me to the point where in place of the Valetta I would picture a Wellington making circuit and bumps.

Besides the local Valetta there were other Valettas which were frequent visitors and using Hal Luqa as a staging post on the way out to the Far and Middle East or on the return journey to UK. At one time I have logged a long list of Valettas that came to Luqa over a period as the log indicates:

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Top view of WJ484 (above) showing the typical placement of Fabglo panels and dayglo paint ing. However this appears to vary from aircraft to aircraft and can also be present on the tailplane in some cases

Vickers Valetta C.1, VW863/863, No 30 Squadron, RAF Transport Command. Aluminium paint overall with white fuselage top decking. Dark Blue cheat line. All lettering in black. Red dia mond outlined in white, with white ‘30’ superimposed on fin. RAF Transport Command crest aft of cockpit .

Vickers Valetta T.3, WJ478/T, No 2 Air Navigation School, 1966. Aluminium paint overall with white fuselage decking and verti cal tail surfaces. Fabglo patches applied to nose, wings, fin and rear fuselage. All lettering in black. Red spinner. 2 ANS crest aft of cockpit (port only)

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Date

Serial

Remarks

11.02.1964

VX574 VS150 VW195

RAF Malta RAF MALTA RAF Middle East ferry to UK

18.02.1964

VW149 VW198

Ex 233 Sqn Ferry to Little Stoughton Ex 233 Sqn Ferry to Little Stoughton

06.05.1964

VX577

70 Sqn

08.05.1964

VW825

Met. Comm Sq. to Northolt

11.05.1964

VX577

70 Sqn

15.05.1964

VX577

70 Sqn

22.05.1964

VX577

70 Sqn

30.05.1964

VX635

Ex 5MU ferry to FEAT. 3820.25 a/f hrs logged

17.06.1964

WJ941 VX577

Boscombe Down From Naples to Idris, Libya along with Wessex XR588 70 Sqn to UK on 19-6

22.07.1964

VW808

Ex 5MU from Istres to ElAdem, Libya

05.08.1964

VX560

Ferry to FEAF, 52 Sqn

07.08.1964

WJ498

Ferry to Comm. Sqn.

28.09.1964

VX572

F.E. Comm. Sq. to UK

30.09.1964

WJ491

Boscombe Down Flight with B. Freighter XJ470 and Belvedere XG452

07.11.1964

WJ504

C2 Met. Comm Sq.

16.12.1964

WJ501

52 Sqn ferry to Butterworth

02.04.1965

WJ491

A&AEE Boscombe Down

30.04.1965

WJ504

Met. Comm. Sq.

25.06.1965

VX580

Met. Comm. Sq.

14.07.1964

VW149

Ferry to FEAF

24.07.1965

VX580

Met. Comm Flt.

31.07.1967

VW197

Met. Comm Flt. Nicosia Cyprus

08.08.1965

VW197

On loan to 70 Sq.

04.09.1965

WJ462

T3

14.09.1965

WJ462 VX539 VW574

T3 on loan to 70 Sq. C1 70 Sq C2 Malta Comm. Flight

26.09.1965

VW197

On loan to 70 Sq.

29.09.1965

WJ462

70 Sq

25.10.1965

VX539

C1 70 Sq, Nicosia

31.10.1965

VW198

To 52 Sq

10.12.1965

VX577

C2 Met Comm Flt

07.10.1966

VX580

C2 Met Comm Dlt

19.10.1966

VX573

C2 Wildenrath

Vickers Valetta C.1, VX508/K, No 110 Squadron, RAF Far East Transport Wing. Aluminium paint overall with white fuselage top decking. Roundel Blue cheatline and spinners. All lettering in black .

The Vickers Valetta was a military development of the Viking airliner as a medium-range Transport aircraft for the RAF. As said earlier these share several common features and resemblance to the wartime Wellington bomber from which both have developed. As a transport the Valetta was fitted with strengthened floor and a large freight door at the rear of fuselage, port side. It is a pity that it was too late for the local aviation enthusiasts to realise that the Valettas was gone for good once it went out of service. A great pity and we did not have one preserved at the then emerging Aviation Museum.

Valettas of the Far East Air Force transport wing operated over the Malaya jungle in support of British troops while others performed a variety of roles apart from logistic duties at different RAF bases in different parts of the world.

Not all of the time that the Valettas were attached to the local flight went rosy in fact there were several accidents involving the Valettas as the following would indicate:

VW810: c/n 371. Type 651/1 first flew on 26-4-49 as VW810, delivered 31-5-49. Operated with 70 Sq. between 250 and 9-51 and 3-53 and 5-53. On 17-5-53 it crashed on take off from Luqa and was destroyed by fire.

VX575: c/n 427. Type 659/2. first flew on 10-11-49 as VX575, delivered 5-12-49, served with Malta Communication Flight 7 -50 to 5-53 and 6-53 to 12-53. On 16-12-53 it crashed in a field at Qormi after taking off from runway 32 at Luqa VX497: c/n 443. First flew on 16-1-50 as VX497, delivered on 24-2-50. On 26-4-50 it came to grief during takeoff when it swung on take-off to avoid hitting man on runway and crashed.

All Valettas, with the exception of a few in the UK are now gone forever, yet we can still try to produce accurate scale models of the types.

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